Adapting to Climate Change: Building a Network of Solutions

JULY–AUGUST 2012 NUMBERTR 281 NEWS

Adapting to Climate Change Building a Network of Solutions Ⅲ State, Regional, and Local Initiatives Ⅲ Learning from Severe Weather Events Ⅲ Solar, Green, and LED-Lit Highways Ⅲ The Ready Benefits of Ecodriving Ⅲ Scenario Planning for Priorities TRANSPORTATION RESEARCH BOARD 2012 EXECUTIVE COMMITTEE* Chair: Sandra Rosenbloom, Professor of Planning, University of Arizona, Tucson Vice Chair: Deborah H. Butler, Executive Vice President, Planning, and CIO, Norfolk Southern Corporation, National Academy of Sciences Norfolk, Virginia National Academy of Engineering Executive Director: Robert E. Skinner, Jr., Transportation Research Board Institute of Medicine National Research Council Victoria A. Arroyo, Executive Director, Georgetown Climate Center, and Visiting Professor, Georgetown University Law Center, Washington, D.C. The Transportation Research Board is one J. Barry Barker, Executive Director, Transit Authority of River City, Louisville, Kentucky William A. V. Clark, Professor of Geography (emeritus) and Professor of Statistics (emeritus), Department of of six major divisions of the National Geography, University of California, Los Angeles Research Council, which serves as an Eugene A. Conti, Jr., Secretary of Transportation, North Carolina Department of Transportation, Raleigh independent adviser to the federal gov- James M. Crites, Executive Vice President of Operations, Dallas–Fort Worth International Airport, Texas ernment and others on scientific and Paula J. C. Hammond, Secretary, Washington State Department of Transportation, Olympia technical questions of national impor- Michael W. Hancock, Secretary, Kentucky Transportation Cabinet, Frankfort tance, and which is jointly administered Chris T. Hendrickson, Duquesne Light Professor of Engineering, Carnegie Mellon University, Pittsburgh, by the National Academy of Sciences, the Pennsylvania National Academy of Engineering, and Adib K. Kanafani, Professor of the Graduate School, University of California, Berkeley (Past Chair, 2009) the Institute of Medicine. The mission of Gary P. LaGrange, President and CEO, Port of New Orleans, Louisiana the Transportation Research Board is to Michael P. Lewis, Director, Rhode Island Department of Transportation, Providence provide leadership in transportation Susan Martinovich, Director, Nevada Department of Transportation, Carson City innovation and progress through Joan McDonald, Commissioner, New York State Department of Transportation, Albany research and information exchange, con- Michael R. Morris, Director of Transportation, North Central Texas Council of Governments, Arlington ducted within a setting that is objective, (Past Chair, 2010) interdisciplinary, and multimodal. The Tracy L. Rosser, Vice President, Regional General Manager, Wal-Mart Stores, Inc., Mandeville, Louisiana Henry G. (Gerry) Schwartz, Jr., Chairman (retired), Jacobs/Sverdrup Civil, Inc., St. Louis, Missouri Board’s varied activities annually engage Beverly A. Scott, General Manager and CEO, Metropolitan Atlanta Rapid Transit Authority, Atlanta, Georgia about 7,000 engineers, scientists, and David Seltzer, Principal, Mercator Advisors LLC, Philadelphia, Pennsylvania other trans portation researchers and Kumares C. Sinha, Olson Distinguished Professor of Civil Engineering, Purdue University, West Lafayette, Indiana practitioners from the public and private Thomas K. Sorel, Commissioner, Minnesota Department of Transportation, St. Paul sectors and academia, all of whom con- Daniel Sperling, Professor of Civil Engineering and Environmental Science and Policy; Director, Institute of tribute their expertise in the public inter- Transportation Studies; and Acting Director, Energy Efficiency Center, University of California, Davis est. The program is supported by state Kirk T. Steudle, Director, Michigan Department of Transportation, Lansing transportation departments, federal Douglas W. Stotlar, President and Chief Executive Officer, Con-Way, Inc., Ann Arbor, Michigan agencies including the component C. Michael Walton, Ernest H. Cockrell Centennial Chair in Engineering, University of Texas, Austin administrations of the U.S. Department (Past Chair, 1991) of Transportation, and other organizations and individuals interested in the Rebecca M. Brewster, President and COO, American Transportation Research Institute, Smyrna, Georgia development of transportation. (ex officio) Anne S. Ferro, Administrator, Federal Motor Carrier Safety Administration, U.S. Department of Transportation (ex officio) The National Research Council was orga- LeRoy Gishi, Chief, Division of Transportation, Bureau of Indian Affairs, U.S. Department of the Interior, nized by the National Academy of Washington, D.C. (ex officio) Sciences in 1916 to associate the broad John T. Gray II, Senior Vice President, Policy and Economics, Association of American Railroads, Washington, community of science and technology D.C. (ex officio) with the Academy’s purposes of fur- John C. Horsley, Executive Director, American Association of State Highway and Transportation Officials, thering knowledge and advising the Washington, D.C. (ex officio) federal government. Functioning in Michael P. Huerta, Acting Administrator, Federal Aviation Administration, U.S. Department of Transportation accordance with general policies deter- (ex officio) mined by the Academy, the Council has David T. Matsuda, Administrator, Maritime Administration, U.S. Department of Transportation (ex officio) become the principal operating agency Michael P. Melaniphy, President and CEO, American Public Transportation Association, Washington, D.C. (ex officio) of both the National Academy of Victor M. Mendez, Administrator, Federal Highway Administration, U.S. Department of Transportation (ex officio) Sciences and the National Academy of Tara O’Toole, Under Secretary for Science and Technology, U.S. Department of Homeland Security (ex officio) Engineering in providing services to the Robert J. Papp (Adm., U.S. Coast Guard), Commandant, U.S. Coast Guard, U.S. Department of Homeland Security government, the public, and the scien- (ex officio) tific and engineering communities. Cynthia L. Quarterman, Administrator, Pipeline and Hazardous Materials Safety Administration, U.S. Department www.TRB.org of Transportation (ex officio) Peter M. Rogoff, Administrator, Federal Transit Administration, U.S. Department of Transportation (ex officio) David L. Strickland, Administrator, National Highway Traffic Safety Administration, U.S. Department of Transportation (ex officio) Joseph C. Szabo, Administrator, Federal Railroad Administration, U.S. Department of Transportation (ex officio) Polly Trottenberg, Assistant Secretary for Transportation Policy, U.S. Department of Transportation (ex officio) Robert L. Van Antwerp (Lt. General, U.S. Army), Chief of Engineers and Commanding General, U.S. Army Corps of Engineers, Washington, D.C. (ex officio) Barry R. Wallerstein, Executive Officer, South Coast Air Quality Management District, Diamond Bar, California (ex officio) Gregory D. Winfree, Acting Administrator, Research and Innovative Technology Administration, U.S. Department of Transportation (ex officio)

* Membership as of August 2012. TR NEWS NUMBER 281 JULY–AUGUST 2012 ADAPTING TO CLIMATE CHANGE: BUILDING A NETWORK OF SOLUTIONS 3 INTRODUCTION Implementing Climate Change Policies: State and Local Innovations to Mitigate and Adapt to Climate Change 5 Robert B. Noland and Cynthia Burbank State and local transportation agencies are implementing a variety of innovative approaches to mitigate and adapt to climate change. In meeting the challenges, as the articles in this issue show, many are exercising their roles as “laboratories of invention.” 4 Climate Change and Transportation: Summary of Key Information Cynthia Burbank

5 Climate Change Adaptation in Michigan: Preparations, Strategies, and Examples Gregory C. Johnson, Niles Annelin, and Kristin Schuster The Michigan Department of Transportation (DOT) is preparing for altered climate conditions throughout the state, managing its system to increase motorist safety, protect the infrastructure, address changing conditions, and communicate with system users 15 about weather events, taking into account site conditions, costs, and changes over time. 10 State Activity on Climate Change and Energy: A Whirlwind Tour Cynthia Burbank 12 The Transportation and Climate Initiative: An Innovative State Collaborative Lois New 13 Facing Up to Climate Change: Planning and Implementation at the Vermont Agency of Transportation Gina Campoli

15 Climate Change Scenario Planning: The Cape Cod Pilot Project Benjamin Rasmussen, Lindsey Morse, and David Perlman A pilot project brought together stakeholders and agencies to consider the effects of 28 climate change and transportation-related adaptation and mitigation, with a focus on land use, for Cape Cod, Massachusetts. The outcomes from the project are informing the region’s long-range planning, priorities, and other related efforts. 22 SHRP 2 RESEARCH UPDATE Incorporating Greenhouse Gas Impacts into Transportation Decision Making Michael D. Meyer 24 Establishing Biofuel Infrastructure in Tennessee Alan Jones 25 The Oregon Solar Highway Program: Offsetting Transportation’s Carbon Footprint Allison Hamilton 26 The West Coast Green Highway Initiative: Cross-Sector Partnerships for Sustainable Transportation Solutions Along Interstate 5 Jeff Doyle 27 Converting to Energy-Efficient Lighting for Roadways and Maintenance Facilities in California Stephen C. Prey COVER: Maxwell Bridge in Napa, 28 Washington State’s Commute Trip Reduction Program: Reducing Emissions California, after installation of and Growing the Economy by Managing Transportation Demand LED streetlights. The California Keith Cotton, Kathy Johnston, Kathy Leotta, and Seth Stark Department of Transportation is converting streetlights on state- Washington State’s Commute Trip Reduction program has built a foundation of maintained roads in one of many partnerships for managing transportation demand, has improved transportation system measures to conserve energy and performance, and has benefited the economy, the environment, and communities by reduce emissions. (Photo: Pacific reducing air pollutants, greenhouse gas emissions, and fuel consumption. Gas and Electric) TR NEWS 34 Ecodriving: The Science and Art of Smarter Driving Ronald Killian features articles on innovative and timely Ecodriving incorporates techniques and technologies to reduce fuel consumption research and development activities in all modes and costs, greenhouse gas and other air pollutant emissions, vehicle miles traveled, of trans portation. Brief news items of interest to vehicle and road degradation, and accident-related costs—such as property the transportation community are also included, damage, injuries, fatalities, and insurance. along with profiles of transportation professionals, meeting an nouncements, summaries of new publications, and news of Trans portation 40 Innovative Approaches to Reduce Greenhouse Gas Emissions from Re search Board activities. Transportation: San Francisco Bay Area Launches Variety of Pilot Projects Brant Arthur TR News is produced by the The Climate Initiatives Program has launched pilot projects to reduce greenhouse Transportation Research Board Publications Office gases from transportation, encourage the use of cleaner fuels, and inform strategies Javy Awan, Editor and Publications Director for sustainable communities. Partnerships have formed across sectors and Lea Camarda, Assistant Editor jurisdictions to create an electric taxi fleet, a real-time ridesharing program, a Jennifer J. Weeks, Photo Researcher bikesharing service, and more. Juanita Green, Production Manager Michelle Wandres, Graphic Designer 44 NATIONAL RESEARCH COUNCIL REPORTS TR News Editorial Board A Sea Change: Adaptations in a Warming World Frederick D. Hejl, Chairman Nancy F. Huddleston, Anne Linn, and Claudia Mengelt Jerry A. DiMaggio Charles Fay Global sea level, linked to changes in the Earth’s climate, is projected to rise 1 Christine L. Gerencher meter by the end of the 21st century, threatening infrastructure, development, and Edward T. Harrigan wetlands along the coasts, according to a new National Research Council report. Christopher J. Hedges Russell W. Houston An iterative risk management approach offers a framework for supporting climate Thomas R. Menzies, Jr. change adaptation choices. G.P. Jayaprakash, Research Pays Off Liaison

Transportation Research Board Robert E. Skinner, Jr., Executive Director ALSO IN THIS ISSUE: Suzanne B. Schneider, Associate Executive Director Mark R. Norman, Director, 48 Research Pays Off and geotechnical engineering Technical Activities professor and academic Stephen R. Godwin, Director, Contour Plots Enhance Analysis of Studies and Special Programs Pavement Data Collected with administrator Deborah J. Goodings Michael P. LaPlante, Director, Nondestructive Survey Equipment 54 News Briefs Administration and Finance Bouzid Choubane, Charles Christopher W. Jenks, Director, Holzschuher, Patrick Upshaw, Hyung Cooperative Research Programs 55 TRB Highlights Suk Lee, and Vicki Morrison Ann M. Brach, Director, SHRP 2 Second Strategic Highway Research TR News (ISSN 0738-6826) is issued bimonthly by the 51 Calendar Program News, 55 Transportation Research Board, National Research Cooperative Research Programs Council, 500 Fifth Street, NW, Washington, DC 20001. 52 Profiles News, 55 Internet address: www.TRB.org. The late Nathan Erlbaum, Editorial Correspondence: By mail to the Publications transportation analyst and planner; 57 Bookshelf Office, Transportation Research Board, 500 Fifth Street, NW, Washington, DC 20001, by telephone 202-334-2972, by fax 202-334-3495, or by e-mail [email protected].

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Copyright © 2012 National Academy of Sciences. Response teams clear a truck All rights reserved. For permissions, contact TRB. accident on a Virginia Interstate. BUILDING A NETWORK OF SOLUTIONS TR NEWS 281 JULY–AUGUST 2012 3 . Climate Change and Transportation: and Change Climate , assembling important facts and sig- and facts important assembling , editorial board expresses appreciation to Spe- the appreciation expresses board editorial ADAPTING ADAPTING TO CHANGE: CLIMATE TR TR News The The Gina Campoli of the Vermont Transportation Agency Michigan DOT is taking operational steps to adjust to cli- to adjust to steps operational taking is DOT Michigan Perl- David and Morse, Lindsey Rasmussen, L. Benjamin This This theme from issue a offers highlights new TRB Trans- u u u Note: Note: cial Task Force on Climate Change and Energy, to Robert B. Noland and Noland B. Robert to Energy, and Change Climate on Force Task cial Senior assembling in TRB contributions and leadership their for Gerencher, Burbank Cynthia L. Christine and Purdue R. Ann to and issue, this liaisons as assistance their for Officers, Program Noland is Professor and Director, Voorhees Transportation Center, Transportation Voorhees Director, and Professor is Noland Rutgers Policy, Public and Planning of School Bloustein J. E. TRB the of Chair and Jersey, New Brunswick, New University, is Burbank Energy. and Change Climate on Force Task Special D.C. Washington, Brinckerhoff, Parsons President, Vice (VTrans) draws lessons from the major recent (VTrans) damage in the of sections aftermath—large its and Irene Hurricane from state completely towns many leaving away, washed network road the high is events future of risk the that recognizes VTrans isolated. and is working closely with the Agency Vermont of Natural disruptions. avoid to Resources Circular, Research portation Information Key of Summary nificant issues related to climate change and transportation, with links to more cre- website, extensiveCenter Resource Change discussions.Climate the of overview In addition, an Trans- and Highway State of Association American the by ated cites portation Officials, several of the model and exemplary nation. the throughout way under are that activities mate mate change and and has issues opportunities that identified other states may find valuable. Michigan DOT’s Gregory C. Johnson, Niles Annelin, and Kristinand events tem- precipitation variable of Schusterimpacts increasingly discuss the infrastructure. transportation on extremes perature Cen- Systems Transportation National Volpe A. John the of man ter describe a pilot project in scenario planning for climate change. Funded by the the Federal Highway Administration, consider to process planning collaborative a developed project and to change of mini- climate the consequences and address impacts. potential the mize , assembled at the initiative and initiative the at assembled , TR News TR

his theme issue of of issue theme his guidance of the TRB Special Task Force on Climate Change Climate on Force Task Special TRB the of guidance approaches innovative of a variety highlights Energy, and Brant Arthur’s article on the launch of the Climate Initia- Climate the of launch the on article Arthur’s Brant Washington State has reaped the benefits of its commute its of benefits the reaped has State Washington In one article, Ronald Killian explores the benefits of eco- of benefits the explores Killian Ronald article, one In

Adapting to climate change is a major challenge. Many state Many challenge. major a is change climate to Adapting Other mitigation-related innovations discussed in this issue this in discussed innovations mitigation-related Other u u u

State and Local Innovations to Mitigate and Adapt to Climate Change Climate to Adapt and Mitigate to Innovations Local and State ROBERT B. NOLAND AND CYNTHIA BURBANK Implementing Climate Change Policies Change Climate Implementing INTRODUCTION rights-of-way, to offset Oregon DOT’s energy consumption. energy DOT’s Oregon offset to rights-of-way, print; and Oregon’s initiatives to install solar panels on available on panels solar install to initiatives Oregon’s and print; future: the for prepare to strides making are agencies LEDs to save energy and money—and to reduce its carbon foot- carbon its reduce to money—and and energy save to LEDs 5 corridor; Vermont’s programs to encourage electric vehicles to electric encourage programs 5 Vermont’s corridor; to lighting its convert to plan California’s ridership; transit and

that state and local transportation agencies are implementing to implementing are agencies transportation local and state that challenges the Meeting change. climate to adapt to and mitigate and experimentation— innovation of change requires climate “labora- as governments local and state of concept the applying (GHG) gas greenhouse at reducing Aimed of invention.” array tories an span strategies mitigation emissions, harmful other and sector. transportation the in initiatives of T tives Program by San Francisco’s Metropolitan Transportation Metropolitan by San tives Program Francisco’s Commission explores taxis, a electric myriad of of deployment the pilot projects,ridesharing, includingpromote to efforts emissions. GHG reduce to bicycling, and include DOT’s Tennessee incentives for the development of to efforts a create State’s fuel Washington stations; alternative Interstate the along stations recharging electric-vehicle of series trip reduction program, in place since the early 1990s. The arti- The 1990s. early the since place in program, reduction trip cle by Keith Cotton, Kathy Kathy Johnston, Leotta, and Seth Stark of the State Washington Department of Transportation (DOT) showcases the efforts coordinated of reduce to state, local, and employers private-sector and agencies public regional and economic, transportation, other meet and emissions GHG goals. societal driving, an approach that reduces fuel consumption and GHG and consumption fuel reduces that approach an driving, mod- a Primarily safety. and health promoting while emissions and unique a represents ecodriving behavior, driver of ification employed being is that opportunity mitigation no-cost virtually world. the around 4 TR NEWS 281 JULY–AUGUST 2012 special attention. rising rapidly and require related emissions are related GHGs, freight- percent of transportation- vehicles generate 60 Although light-duty transportation sector. information forthe presenting key its secondcircular, and Energyhasreleased Force onClimateChange The TRBSpecialTask Washington, D.C. Brinckerhoff, President, Parsons The author is Vice C ainl eerh oni, h Transportation the Council, Research National portation: Summary of Key Information CircularE-C164,TRB mation for the transportation sector. The result is summaryhighlighting mosttheimportant infor- a of Consulting—toprepareWenger and Wenger Wenger A. Joyce and Davis; California, of sons Brinckerhoff; Daniel Sperling of chargedthe Universitythree members—CynthiaEnergy and BurbankChange Climate ofon ForcePar- Task cial thefindings, issues, and challenges, the TRB Spe- sionals in the transportation sector make sense of the impacts of climate change. vulnerabledollarsaretobillionsworth oftions peratures,transportationandopera- andassets emissionsassociatedincreasedtem-withglobal contributormajorgreenhousethe(GHG) gas to inginformation. Nevertheless, transportation is a cacophony a creating of perspectives years, five from past continually the in evolv- proliferated fessionals.Reports andarticles theontopic have K N A B R U B A I H T N Y C Information Key of Summary ClimateChange and Transportation Thedocument drawsmajoron reports theof profes- and executives beleaguered help To systems.” broad range of human and natural activities, and poses significant risks for a occurring, is caused largely by human evidence shows that climate change is “A strong, credible body of scientific issuetransportationfor executives pro-and limate change is a complex and daunting and complex a is change limate Academies, —National Research Council of the National Change: America’s Climate Choices Advancing the Science of Climate Climate Change and Trans-ClimateChangeand .

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DOT O : P REGON HOTO onlinepubs.trb.org/onlinepubs/circulars/ec164.pdf.http://postedatgraphics.document isandThe thesefindings, aswell assupporting information climateeffects Adaptationchangetheof to 11. FreightGHGgrowingis rateaatthree 10. times trans- ofalignment the term,longer the In 9. Growthin travel could present achallenge in 8. Pricing can be a powerful motivator7. to reduce Transportation GHG emissions6. may be reduced Thetransportation sector produces nearly 30 5. companies Manyprivatethesector, in along 4. Climate change presents 3. many risks to humans, Global climate systems are changing as a con-2. Carbon dioxide and other GHG emissions and 1. findings are as follows: Research Board, and other organizations. The key The online circular provides citations for each of es fclte, n oeain as will also increase. operations and facilities, tems, transportationsys-onimpacts and risks the portationsector. As climate change increases, willrequire significant efforts from the trans- special efforts. require may sources freight from thatpassengerof GHG;controlling emissions sions. may reduce VMT, thereby reducing GHG emis- particular,In compactdevelopmentuseland the achievement of emissions reduction goals. portation and land use planning may support may States increase United because of the population for growth. VMT total the VMTperperson remains atthecurrent level, the reductioniftargets. EvenmeetingGHG pricing, and fuel taxes. carbon pricing, congestion insurance, drive pay-as-you-charges,parking through GHG, tenance, and agency operations. operational efficiency, and construction,traveled (VMT),milesvehiclevehicles,fuels,main- addressstrategiesthatof variety a through percent of U.S. GHG emissions. a to changing adapt climate. to and emissions GHG reduce to plans with forward moving aremilitary, states,governments,localwithU.S.the and sions by 2050. ommendsignificant reductions emis-GHGin causingscientificmanyorganizations rec- to sequence of human activity. levels have been rising. BUILDING A NETWORK OF SOLUTIONS TR NEWS 281 JULY–AUGUST 2012 5 PHOTO: MICHIGAN DOT economy. economy. Economic activity related to the Great or jobs, for 823,000 approximately accounts Lakes one-quarter of payroll. Michigan’s The lakes con- manu- transportation, tourism, state’s the to tribute industries. agricultural and facturing, Freighters passing through the Soo Locks between Lake Superior and Lake Huron in Michigan. The economy—and a Great Lakes are vital to the state’s major influence on its climate. ADAPTING ADAPTING TO CHANGE: CLIMATE limate has become increasingly variable throughout throughout the world. Michigan and other dif- face continent the of interior the in states lakes, lakes, and with 3,000 miles of shoreline—second ferent climate-related changes from those of the impacts on industry and infrastructure across the region. Michigan is more than 85 miles from one of the only to Alaska—water is important to the state’s Climate Change Adaptation in Michigan in Adaptation Change Climate Examples and Strategies, Preparations, GREGORY C. JOHNSON, NILES ANNELIN, AND KRISTIN SCHUSTER coastal states. In ocean coastal states, sea-level rise In states. sea-level coastal states, ocean coastal ques- Midwest, the In concerns. are hurricanes and variability increased the involve climate about tions of precipitation and temperature extremes. These unexpected and negative have to likely are changes Climate and Economy Lakes, Great the of heart the in located is Michigan which climate. No the influence state’s location in C :) Michigan DOT is DOT Michigan :)

Johnson is Chief Opera - Opera Chief is Johnson is Annelin Officer; tions Policy Environmental is Schuster and Specialist; Section Environmental Michigan Manager, - Trans of Department Lansing. portation, (Above stronger developing for plans contingency win- severe to responding studies Some storms. ter warmer that indicate cover ice less and lakes lake- more cause may snows. effect

P : M : DOT HOTO ICHIGAN

6 TR NEWS 281 JULY–AUGUST 2012 tation infrastructure. challenges for transpor - climate change pose new tures and other effects of Higher summer tempera - I-69 in southern Michigan. buckle on a section of caused pavement to An intense heat spell heavy snowfalls. areas oftenexperience eastern shore.Downwind clouds asitreachesthe lake, formingdense moisture incrossingthe Wisconsin picksup moving eastwardfrom Michigan: cleardryair effect overLake Satellite photooflake tures in Wisconsin, for example, because of tempera-the than insu-warmeroften temperatures arelow ates Michigan’s weather. In the winter, the overnight as well as the considerable volume of water, moder- local weather patterns. The surface area of the lakes, ports and channels. of the Great Lakes to maintain functional depths for lionannually dredgeto harbors the waterways and Army Corps of Engineers spends more than $80 mil- Great Lakes less effective and less efficient. The U.S. the inshipping makingloads,cargo of weightthe shallower shipping lanes would require reductions throughoutin the country; maintaining operation with million in personal income for state residents. more than 10,000 direct and indirect jobs and $550 generates Authority Port County Detroit–Wayne imately95 million tons of bulk cargo annually. The waterborne freight industry, which handles approx- lake levels would have a negative effect onLower theincrease. state’scould temperature water average thewater levelthe inlakes could decrease, andthe residents and businesses. As global temperature rises,mate variability therefore are a concern to Michigan The health of the lake ecology and the impacts of cli- Lake Conditions lating effect of the water.

Changing lake conditions also could influence could also conditions lake Changing operations freight to linked is industry This

A S A N : P DOT M : P DMINISTRATION PACE AND ERONAUTICS ATIONAL HOTO ICHIGAN HOTO vert sizes, locations, and numbers. maintenance—asanding modificationsare cul- to agenda for increased attention—including monitor- below-grade freeways and culvert systems arefor oncapacity greaterthe with stations pump installing and featuresscour-critical avoid to structures ing ways may require larger hydraulic openings. Design- of drainage systems and bridges. Bridges over water- cipitationevents,changes are neededdesignthein pre-intensefrom infrastructureminimizedamage to example, For state. the throughout conditions conditions, costs, and changes over time. ling these issues case by case, taking into account userssite about weather events. The department is tack- changing conditions, and communicate with system infrastructure,address safety,the motoristprotect increaseto system itsmanaging is DOTMichigan Case-by-Case Approach egy to protect workers needs to be developed. keyconcern during hightemperatures, strat-anda County.Calhounanother inisWorker safetyI-69 southboundsectionofa pavementbuckledon the On June 8, 2011, after several days of warm weather, cause rutting, buckling, and other pavement damage. deterioration of road and rail infrastructure and can of rate theincrease temperaturescan high longed Pro- periods. longer for lasting temperatures mer integrity of much of the state’s infrastructure. water table would require an analysis of theper structuralhour. In addition, the potential for changes inperiods the can lose up to $200,000 in economic activity typicalasurefreeway of section during peaktraffic transportation agency and for the local economy.cerns, and Clo-restoration is expensive for the responsibleportationnetwork. Roadwashouts raisesafetycon- trans- the to threat significant a posing expected, gan roadways. touristattraction also would affect travel onMichi- tourismindustry. Changes thataffect lakesthea as and to the transportation network that supports the The Great Lakes are important to Michigan tourism onInfrastructure Effects quent freezes and thaws of the soil. fre-roadwaysmorethroughdeterioration rapidof more cause can weather winter warmer addition, snow.In lake-effect to prone areas in snow more causing potentiallyprecipitation, and evaporation increasewillwinter the incover ice less and lakes downwind areas. Some studies indicate that warmer Michigan DOT is preparing for altered climatealtered for preparing is DOT Michigan Michigan is predicted to experience higher sum- are events rainfall intense and frequent More The lakes also generate heavy lake-effect snows in TR NEWS 281 JULY–AUGUST 2012 7

PHOTO: MICHIGAN DOT Michigan DOT conducts some construction activities—such as bridge concrete pours—at night, when temperatures are cooler. The temperatures during various phases of pave- of phases various during temperatures The temper- higher to related issues pavement Other The department also may have to monitor the the peak ambient temperature. This would help min- help would This temperature. ambient peak the imize the risk of early and excessive tensile stress pavement. the in cracking ment construction can affect the outcome of a proj- a of outcome the affect can construction ment can temperatures high example, For significantly. ect service, in and construction during curling slab cause and the loss of moisture in fluctuations the If earliest stages can pavements. concrete in warping cause reaction response the increase, temperatures daily in in the the pavement from raise the and edge stresses of fatigue, curling increase decay, accelerate could cracking. load-related of likelihood atures include plastic shrinkage cracking and the instability of fresh concrete mixtures. These void air may entrained the of effectiveness the jeopardize system, making the pavement susceptible to early thawing. and freezing from deterioration dur- closely more aggregates the of content moisture temperature the as well as production, concrete ing fin- of the the of fresh concrete during quality placement, to the ensure to detrimental not are levels the ished product. Although more costly, innovative concrete render to potential the have that materials temperatures in fluctuations extreme to sensitive less investigated. be should Asphalt Mixtures rut- to susceptible be can pavement asphalt Hot-mix Dur- high. are construction after temperatures if ting ing construction, high pavement new temperaturesthe while traffic to may opening in delays cause cools neg- to a the ideal temperature for avoid achieving density. to asphalt warm-mix try may Agencies dur- paving asphalt with associated outcomes ative ing excessively warm periods. Warm-mix asphalt input for the also construction—as energy reduces emissions. gas greenhouse the as well The department explored options beyond the accomplish To these goals and still provide an Altering workday hours for paving operations temperature of newly finished concrete in relation to relation in concrete finished newly of temperature Concrete Materials Concrete integrity the about concerned is also department The Construction Challenges Michigan DOT strat- alsoThe practices. is consideringconstruction affect may how changes climate work- motorists, protect to need the address will egy ers, and the example, from environment For hazards created in events. weather extreme by zones work stronger specifications can require contractors to work way under to plans protect response develop flooding. from Fighting Slope Erosion Fighting Rein- and Recovery American the from funding With vestment erosion slope Act ongoing (ARRA), address to Michiganproject a DOT undertook recently which I-696, on freeway below-grade of sections in suburban in Counties Macomb and Oakland crosses Detroit. In Steep slopes maintain. to and high difficult volumes road of the of traffic section this make addition to the slope instability problems, intense and heat and freeway, the damaged have events rain vegetation. of loss caused have drought growing poor the address to species turf of selection dif- the from costs maintenance high the and climate a required department The mowing. for access ficult variable-depth a provide would that mix vegetation reduce would the slopes, to stabilize structure root fil- and trap would and velocity, and volume runoff pollutants. and sediment ter DOT 55,000 Michigan selected roadside, attractive trees, plants, shrubs, and condi- vines roadside capableadverse and of drought, heat, with- standing more stabilized has project ARRA-funded The tions. water improved has and slopes steep of miles 9 than quality pilot by the incorporatingmonitor will green technologiesdepartment The and infrastructure. steep other managing for information gain to project slopes. is warmer than that of the adjacent concrete. Pour- concrete. adjacent of the that than is warmer ing at when the night, has to steel cooled the tem- of perature allows for the a concrete, better bridge deck. hydration peak the stagger to necessary, be may also of construction materials during days of days prolonged during materials of construction high and temperatures will encourage conducting different phases at of different night construction or during already DOT Michigan example, For periods. cooler uses night pours for bridge decks on steel beams beams steel the of temperature daytime the because 8 TR NEWS 281 JULY–AUGUST 2012 during weatherevents. efficient management systems andallowmore traveler information increase theaccuracyof information systems Roadside weather projects on hold. planned con struction and placed several lake’s edge cost $3 million of US-41 away from the The necessary relocation time delivery. just-in- on depend that industries hurt and delay blizzard.The inability to reroute traffic cost days of gan—was closed for parts of three days because of a Michi- and Ontario, Toronto, link Southwest between critical Highway—a 402 Canada’s of miles 402011,winterofnational economies.theand In structure damage, snow,infra- of or because floodingroads closing hurtsdepartments; local,tion state, Systemoperation criticalais activity transporta-of System Operation

The closure of Michigan roadways for one day one forroadways Michigan ofclosure The

DOT M : P DOT M : P ICHIGAN HOTO ICHIGAN HOTO cient conveyance of water through the right-of-way. allows the department to maintain the effective, effi- and sediment that can build up and hinder function debris,vegetation, of Removalrainfall. intense an activities can reduce the likelihood of failure during these completing Nonetheless, budgets. stretched withdifficultarecleanout, structure drainage and public expectations. response to multiple snowstorms in accordance with inability to fund a maintenance budget that supportsthe however,isissue, major accumulates.A snow along roadside barriers, which needed can create is removal a hazard snow as frequent more example, to severe winter storms. During heavy snowfalls, for developstronger contingency respondingplansfor boosting efficiency. to treat the roadways as needed, reducing waste and dispatch the correct maintenance vehicles to plow or departmentsystemensurestions.theThethatcan condi- weather and road changing to rapidly and appropriatelyreactdepartment to theenables that the Northern Lower Peninsula. locationskey throughout UpperPeninsulathe and sorsweatherand equipment havebeeninstalled in weatherinformation systems(RWIS). Remotesen- tion systems, Michigan DOT is investing in roadside minimize economic loss. to and closures and risks about motorists inform to systemsinformation traveler real-time improve continueto million.MichiganDOT’sto strategy is would cost the state’s economy approximately $250 currents and wave action. longshorebycliff the of basethe material, talusat cliff rock, and the within layers permeable less above sandstone top of the cliff, Contributing phenomena included the following:highway.the of stability the threatening was and sion had advanced to undercut the guardrail system of Baraga in Michigan’s Upper Peninsula. Cliff reces- an 80-ft sandstone cliff approximately 7 miles north section of US-41 along Lake Superior was located on levelsthreatens some coastal routes inMichigan. A Erosionproduced by long-term fluctuations in lake US-41 Relocation Even routine maintenance activities, such as ditch can alsoinformation, DOTMichiganthis With RWISsensorsThecollectreal-time information To improve the effectiveness of traveler informa- u u u u Removal of weathered cliff materials, known as Groundwaterflowingpermeablethroughthe Surface water from highway runoff eroding the Rock weathering, TR NEWS 281 JULY–AUGUST 2012 9

PHOTO: MICHIGAN DOT Erosion of cliffs near Erosion of cliffs Baraga, Michigan, threatened US-41; Michigan DOT moved the road more than 100 feet inland. In 2011, Michigan DOT determined that the nat- the on data that expects project NCHRP The A robust knowledge of transportation assets and assets transportation of knowledge robust A organizationwide an create should also Agencies slope had become unstable. Slope failure would dam- would failure Slope unstable. become had slope the around travel affect would and roadway the age to road arterial is a primary M-222 of Allegan; City the city from the east. of Closure the route would have had huge economic impacts for the city and In residences. to many access impeded have would the of part had a slope 2009 damaged the home receding that as reasons; safety for removed later city the home another stability, slope’s the restore to project razed. be to had roadway M-222 the of safety the affecting factors ural for model the can into the be predictive integrated impacts of events on precipitation increased roadways. Implementing Strategies As theseimpact various significant examplesa have from can Michigan events show, weather extreme on the system transportation of an entire state or region, causing the internation- and nationally sometimes interruption locally—and of plan, commerce investigate, must agencies Transportation ally. recog- systems their and operate construct, design, to strategies proactive applying and risks the nizing impacts. extreme mitigate their vulnerability to extreme weather events is a key a is events weather extreme to vulnerability their that balance strategies adaptation to implementing Discussions realities. budget recognizing while risk to proved have climatologists regional and state with adaptation for planning in DOT Michigan to vital be strategies. juris- their for trends climate long-term of aware- awareness This regions. surrounding the for and dictions ness is indispensable in commerce and regional local sustain that developingstrategies adaptation event. extreme an during 1 Unable to address the various contributors to the to contributors various the address to Unable Lower the of side east the on 25 Route Michigan and conditions the monitoring is department The Michigan DOT is participating in a National NCHRP Project 20-83 (05), Climate Change and the 20-83 (05), Climate Change NCHRP Project cliff recession, Michigan DOT relocated the two-lane the relocated DOT Michigan recession, cliff roadway in 2010, moving mil- $3 it moreapproximately of cost than a at the miles 100 2 for feetinland project, the of urgency the of Because dollars. lion region had to adjust its pro- planned construction gram. threats similar facing is Huron, Lake along Peninsula, fluctu- level lake long-term by caused erosion from ations and the cliff, consequent 40-ft to 30- instability. a A along located 40-mile 25, Route of stretch is being undercut. In the instabil- the 1990s,of because Michiganroad the along DOTpark a closed taken been have measures Many shoreline. the of ity localized of rate the slow to park roadside another at erosion. of rate the how explore to study a commissioning is that measures identify to and road the affects erosion can slow the erosion and allow is unclear, solution the The long-term in the place. remain of roadway stability to the address to necessary funds the and determined. be to yet have roadway The project is using Michigan Route M-222 as a case a as M-222 Route Michigan using is project The study in a developing risk tool. assessment M-222 Kala- the in bend sharp a above slope a along passes caused which high during reaches mazoo velocities River, has slope the of toe the of Scouring flow. peak pos- and migration river by intensified deterioration, revealed photographs Aerial operations. dam by sibly identified although for years; many recession slope be to believed mistakenly was problem the 2006, in slope. the eroding outlet culvert a by caused Risk Assessment Michigan DOT is continuing to explore the risks and infrastructure for events weather extreme from regional a of analysis an require will This operations. climate model and detailed about information the assets. transportation state of condition and location Michi- for available are data management asset These gan’s major infrastructure but are incomplete for at are potentially that features roadside the of many man- stormwater and culverts as such Elements risk. be to need will example, for infrastructure, agement risk of greatest points the to determine inventoried system. transportation the to 1 Highway System: Impacts and Adaptation Approaches, Cooperative Highway Research Program project to project Program Research Highway Cooperative change. climate to related assessments risk examine http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp? ProjectID=2631. 10 TR NEWS 281 JULY–AUGUST 2012 traffic flow. signal timingforefficient rest areasandenhanced include LEED-certified program. Othermeasures DOT’s GreenInitiatives I-81 ispartofVirginia pavement recyclingon (Photo above:)In-place Washington, D.C. Brinckerhoff, President, Parsons K The author is N Vice A B R U B A I H T N Y C A Whirlwind Tour State Activity on Climate Change and Energy T Transportation Officials (AASHTO).AmericantheAssociation StateHighway andof portation and Climate Change Resource Center of active U.S. map posted on the websitechange of and theenergy, Trans- take a quick tour of the inter- ect”; Land Use, and Climate Change: Cape Cod Pilot Proj- Source Use”; way Corridors and Facilities for Alternative EnergyAreasSustainabilityfor Improvements High-and portation”; and Corridor Network”; tion Report: Risks and Practical Recommendations”; ciency Initiative of the New York State DOT”; Missouri DOT”; in Highway Operations”; low: of information and documents. Someticular examples state fol-on the map provides access to a variety portation Folio.” u u u u u u u u u u portation(DOTs) are doing related toclimate o find out what statewhatdepartmentsoutfind trans-o of Massachusetts:“Interagency Transportation, Colorado: “Assessment of Colorado DOT Rest ahntn “SO Ssanbe Trans- Sustainable “WSDOT Washington: Virginia:“Green Initiatives Virginiain Trans- Tennessee:GreenBiofuel“Tennessee DOT Pennsylvania: “Pennsylvania Climate Adapta-Oregon: “ODOT Solar Highways”; New York: “Climate Change and Energy Effi- Missouri:“Alternative EnergyResources for Michigan: “Climate Change Adaptation Issues 1 Selecting a par- 1 mation, covering key topics such as meetingsofevents, andotherand topical infor- is well populated with research reports, a interestedcalendar in climate change and energy. organizations Thetransportationprofessionals siteother and (MPOs), planning metropolitan DOTs, website contains a wealth of information ResourceforCenterChangeClimateportation and state [email protected]. climate- to e-mail via updates andinformation new send can alsostates map; the materialfor on the website allows states to provide additional mation becomes available. A “contact us” feature that is evolving as new activities unfold and infor- accessible. The AASHTO map is a work in progress ciesare not recorded in documents that are web- mitigationactivities by state transportation agen- tation,energy conservation, andgreenhouse gas ties undertaken by state DOTs. Many a portionclimate of adap-the climate change and energy activi-continually.Nonetheless, the map represents only www.transportation.org/tools/state_by_state. In additioninteractivetheInto Trans-themap, The map was launched in 2011, and is updated u u u u u u u u

Litigation; Communications and public opinion; Energy; Climate science; Climate adaptation; GHG mitigation; State, local, and MPO activities; Federal actions and legislation;

DOT V , S T : P IRGINIA AUNDERS OM HOTO TR NEWS 281 JULY–AUGUST 2012 11 and a b Recommend institutional arrangements, tools,- ap in gaps close to needed activities and research Identify System Highway the to Impacts Climate Key of Review Synthesis of Information on Projections of Change in u u u u The final report for the project is expected in late 2012. The research team is led by Michael D. Meyer of PB Amer- PB of Meyer D. Michael by led is team research The http://onlinepubs.trb.org/onlinepubs/nchrp/docs/NCHRP20- http://onlinepubs.trb.org/onlinepubs/nchrp/docs/NCHRP20- 83%2805%29_Task2-3SynthesisReport.pdf. 83%2805%29_Task2-4TechnicalReport.pdf. a b proaches, and strategies that state departments of trans- can portation use in construction, design, system planning, operations, and maintenance to adapt infrastructure and and operations; knowledge and to implement effective adaptive management. icas, Inc. Randell Iwasaki, Executive Director of the Contra chairs the Authority, Costa project Transportation advisory interim reports are available for download: panel. Two Adaptation Practices and Methodologies Current and Regional Climates and Regions. Recommendation of Analysis The AASHTO Transportation and Climate Change Resource Center’s website features website Center’s Resource Change Climate and Transportation AASHTO The DOTs. state by employed measures change–related climate the of map interactive an This 2 newsletter newsletter and a Project Explores Impacts and Adaptation Approaches Climate Change and the Highway System Highway the and Change Climate Climate Climate Briefing

Synthesize the state of knowledge worldwide to ascer- to worldwide knowledge of state the Synthesize he potential impacts of climate change on the highway the on change climate of impacts potential he system are many. Higher greenhouse gas concentrations gas greenhouse Higher many. are system

Future research; and research; Future links. Web u Research is needed to provide a sound foundation for The objectives of the research are as follows: u u The website home page displays recent activities recent displays page home website The AASHTO is working to is the keep practical site working AASHTO Links are provided to the briefing materials from materials briefing the to provided are Links tain the probable impacts of climate change on highway sys- highway on change climate of impacts probable the tain tems by U.S. region for the period 2030 to 2050; are likely to increase the average Earth’s temperature and to alter patterns of precipitation and the incidenceseverity and of storms. According to a 2007 report Intergovernmentalfrom Panelthe on Climate Change, the recent are results of sea- increases in coastal erosion and flooding is level sea mean global change; climate by caused rise level projected to rise by 0.09 to 0.88 meters between 1990 and 2100. practitioners to address the impacts of climate change on the highway system for the period 2030 to 2050. National Cooperative Highway Research Program (NCHRP) Project 20-83(05) is working to produce the first layer of information necessary for assessing potential impacts, identifying high- and change climate of interactions future the address

vulnerable infrastructure by region, and recommending institutional arrangements and technical tools that can way systems. T http://climatechange.transportation.org. at a glance under Current Topics and Events. and Topics Current under glance a at 2 peer-to-peer forum. forum. peer-to-peer that and solicits and others DOTs for state ensure and useful to users from material and and suggestions freshness its maintains information posted the value. feature is updated monthly with timely informa- timely with monthly is updated feature DOTs. to relevant tion at 17 DOTs, state workshops change the climate along with links to 12 national climate change Federal the and by AASHTO sponsored webinars The Highway Administration. site also provides Climate and Sustainable of for members AASHTO’s resources Infrastructure, Energy, Transportation: including Program, Assistance Technical Solutions the monthly 12 TR NEWS 281 JULY–AUGUST 2012 T statesjurisdictions.andstatesworkingwhentimeare to a At Specifically, TCI focuses on the following tasks:and reduce greenhouse gas emissions Columbia.in the transportationThe initiative sector. seeks tocials promote in 11 a Northeasternclean energyand Mid-Atlanticeconomy states and the District of in information and communication technologies; and tainable community outcomes; of electric vehicles; include the following: substantive research projects to transportationinform further goal. TCIaction. work groups The have projectscommissionedtainabilityprinciples several thatmakesustainable development top a ties. manufacturers, fleets, large employers, and diverseothera group stakeholders—utilities,of interested par- vehicle andcharging plug-in cars and trucks, is under way, andproject, the effort including has engaged efforts to remove regionbarriers forto thethe deploymentmass market of rolloutplanning of grantelectric from vehicles. the U.S.Work ElectricDepartment onVehicle theNetwork andofwere awarded Energynearlya $1million to prepare the strating the benefits of regional action. energy,environment, and transportation and already is demon- W E N S I O L An Innovative State Collaborative The Transportation and Climate Initiative annual summit, during the annual meeting of the Northeast Asso- important fosters initiative the shortfalls, budget overcome toward the goals for sustainable communities; cies for the 12 TCI jurisdictionsan TCIfor2012 12 Juneconvened the in for cies the transportation sector. increase energy efficiency, and bolster economic development in regional strategic planning to maximize environmental benefits, TCIalso offers aninnovative model for collaboration among 2011,In theTCIjurisdictions agreed setregionalofato sus- In fall 2011, participating TCI jurisdictions formed the Northeast Theinitiative was launched inJune 2010 byagency heads in Theheads of environment, energy, and transportation agen- .Advancing4. more efficient freight movement. Adopting3. innovative communication technologies, Creatingand 2. sustainable communities, u u u u u 1. laborationoftransportation, energy, and environment offi- he Transportation and Climate Initiative (TCI) is a regional col- A report on freight flows within the TCI region. A series of webinars with leading experts on developments potentialworkshopreportprogressonmetricsand ofA Asurvey of what TCI jurisdictions are doing to achieve sus- A literature review on removing barriers to the deployment Developing clean vehicles and alternative fuels, climate.org/tci. dation. RockefellerBrothers Fund, Oak Foundation, and the Barr Foun- Rockefeller Foundation, the Emily Hall Tremainethe U.S. Department Foundation, of Energy, the the efforts are supportedington, by the D.C., facilitates the initiative.Georgetown In additionClimate to Center,the grant housedfromJersey, at NewGeorgetown York, Pennsylvania, Law in Rhode Wash-Island, andColumbia, Vermont. TheMaine, Maryland, Massachusetts, New Hampshire, New heads for review and consideration. tedbythe steering committee and then directed tothe agency develop projects, initiatives, and policy proposals, whicheffortspolicyor aredeliberations. vet- fourTheworkgroups generally based,anyjurisdiction canchooseparticipate notto specificin monthly conference calls. portation staff from all 12 jurisdictions;tasks—involvecoreenergy,four trans-environment, the and the work groups meet via call.Four larger, topic-oriented work groups—corresponding toagency staff andmanagers, whomeet biweekly viaconference Regular operations of TCI are guided by a steeringciation committeeofState Transportation of Officials inBaltimore, Maryland. vehicle chargingstations—toreduceGHGemissions. fuel efficiency, dataapplication,andtechnology—suchaselectric The Transportation andClimateInitiativeexploresstrategies for Albany. York State Department of Environmental Conservation, The author is Acting Director, Office of Climate Change, New

o mr ifrain bu TI vst www.georgetown visit TCI, about information more For Participatingin TCI are Connecticut, Delaware, the District of Althoughdecision-making within TCIisgenerally consensus-

: TCI : P HOTO TR NEWS 281 JULY–AUGUST 2012 13

PHOTO: LEONORA ENKING line. line. Vermonter (continued on next page) Key issues on the policy agenda for the coming year for budget 2013 increases recommended The governor’s More than $52 million dollars obtained in the past two u u u Changing travel demand in a rural state is a difficult task, but task, difficult a is state rural a in demand travel Changing Ver- 2011, In adaptation. climate for planning also is VTrans An Amtrak train pulls into the station in Windsor, Vermont. The Vermont. An Amtrak train pulls into the station in Windsor, number of passenger state has set goals—such as quadrupling the energy sources. rail trips—to decrease the use of nonrenewable Vermont Vermont has a strong tradition con- have of These concentrated, growth. mixed-use economic of centers village and town proof state in because part as job centers, to prosper tinued grams promoting smart growth; in addition, the centers are transit. and biking, walking, to amenable climate- major experienced infrastructure transportation mont’s in levels Water events. flood 500-year two with impacts related spring unprecedented with records, all broke Champlain Lake trans- state’s flooding, the of and much Tropical years, Storm 200 Irene than hammeredmore For the 2011. state August in and floors valley winding along grown sci- had network which portation events, storm frequent and intense More rivers. scenic rivers the causing are climate, changing a with associate entists state’s on the havoc to wreak streams mountain adjacent and lines. rail and trails, roadways, culverts, bridges, gle point of contact for the state’s utilities, car dealers, local offi- local dealers, car utilities, state’s the for contact of point gle partners. other and cials, include removing barriers to the deployment of infrastructure of deployment the to barriers removing include for alternative fuels, establishing state incentives to support of switch- fuel the effects examining purchases, vehicle green ing on and revenues, to strategies identifying transportation losses. revenue address facil- park-and-ride for funding and percent 9 by funding transit percent. 27 by ities pri- in million $15 with combined was sources federal from years Amtrak the on track improve to funding vate

PHOTO: VERMONT AGENCY OF TRANSPORTATION ermonters have been conservation- minded minded for decades. Vermont led the nation in banning billboards, requiring bottle requiring billboards, banning in nation use land statewide a adopting and deposits, environmen- latest the change, the Climate on law. been has state, the facing challenge tal Vermont when 1990s, late the since agenda joined the other New England states and V VTrans, the Agency of Natural Resources, and the Depart- the and Resources, Natural of Agency the VTrans, Hold per capita VMT to 2011 levels. levels. 2011 to VMT capita per Hold Quadruple Vermont-based rail passenger trips, passenger rail Vermont-based Quadruple by 2030, spaces park-and-ride of state number the Triple Increase Increase the share of vehicles pow- Vermont-registered percent, 110 by ridership transit Increase u u u u u u The state’s commitment to The commitment reach state’s these includes objectives Vermont’s GHG policies are closely linked to are linked policy. GHG energy closely policies Vermont’s the following steps: following the Eastern Canadian provinces to set aggressive goals for reducing for goals aggressive set to provinces Canadian Eastern emissions. (GHG) gas greenhouse regional with working is (VTrans) Transportation of Agency Vermont The to Cabinet Climate Vermont the through agencies state other sets CEP The (CEP). Plan Energy Comprehensive the implement energy state’s the of percent 90 meeting of goal ambitious an renew- transportation—with for needs the demand—including focus- by goal this achieve will state The 2050. by sources able objectives: following the on ing With many transportation facilities adjacent to rivers and streams, The author is author The Environmental Manager, Policy Vermont of Agency Transportation, Montpelier. Planning Planning and Implementation at the Agency Vermont of Transportation GINA CAMPOLI Facing Up to Climate Change Climate to Up Facing ment of Public Service equally support a staff position as the sin- the as position staff a support equally Service Public of ment ered ered by electricity from renewable sources to 25 percent by 2030, and VTrans is adapting to mitigate the devastating effects of extreme is adapting to mitigate the devastating effects VTrans weather events, such as Tropical Storm Irene in 2011. weather events, such as Tropical 14 TR NEWS 281 JULY–AUGUST 2012 infrastructure damage. flooding and in 2011causedextensive levels atLakeChamplain Record-breaking water and vulnerability. risk Themeasures runaddress thegamut from to measures of suite a oping infrastructure throughout the state, and is devel- as well as the vulnerability of the transportation ard risk from fluvial floods for roads and bridges, climate change adaptation. it is pursuing short- and long-term approaches to the transportation network more flood resilient, make to works and rebuildsVTrans As dollars. 300 bridges; than the more price tag damaged was several and hundred culverts, million 1,000 2,000 roadway segments, undermined more than equipment. During a pilot test of the design the of test pilot a equipment.During that local contractors can build using their own struction of all bridge components into designs standardgratesacceleratedconceptsforcon- (SHRP 2). second Strategic Highway Research Program Research Highway Strategic second andconstruction methods developed by TRB’s bridge speeds that toolkit new a of learned action to implement standard bridge designsimplementbridgestandard to action the agency and for travelers—he took prompt design and construction—saving time both for Chris When Williams, adaptation. a senior project manager for VTrans, change climate Transportation of (VTrans) Department already Vermont is planning the for 2011, in Irene Hurricane of damage the from Recovering In the short term, VTrans is evaluating the haz- than more out washed IreneTropical Storm The SHRP 2 rapid bridge-building toolkit inte-

Adaptationwith Rapid Bridge Replacement

B J : P LYBERG OHN HOTO ResearchProgram2SHRP2/SHRP2Videos.aspx. www.trb.org/StrategicHighway related visit For videos, [email protected]. at Starnes challenges of adapting to climate change. the for prepare can agencies highway other and VTrans way one is toolkit the from ods ing local expertise in applying plans and meth- fromworkdonelocalby businesses. Develop- benefiteconomiesfeasible—butlocal be not may equipment of delivery and constructors critical—ata time when arranging for outside during emergencies. Not only is quick response three-span bridge in two a weeks. replaced contractors local Iowa, in toolkit roads anddamagedhundredsofbridgesinVermont. Tropical StormIrenewashedoutmorethan2,000 normalcy. approach or the preparations for a new weather collaborativethis forgo to affordcannot mont Ver- weekly. meeting are staff executive-level sharing several positions, as well as resources, and river science is critical to its work. The agenciesNaturalResourcesAgency,the recognizing that are climate change in Vermont. improvetiontounderstanding effectstheof of informa- and data collect to agenciesresource agencywillworkwithstatefederaland natural transportationaddition,projectthefunding.In lish flood resiliency criteria to help in prioritizing include the evaluation of alternative routes.and areas, developed from away floodwaters vert retrofits—to wetlands conservation, to keep cul- and bridge assolutions—such engineering o mr ifrain cnat Monica contact information, more For especially important, are resources Local VTranshas reinvigorated its relationship with longtherun,agencytheIn intends estab- to

—Linda Mason, SHRP 2

A M E F : P GENCY ANAGEMENT MERGENCY EDERAL HOTO BUILDING A NETWORK OF SOLUTIONS TR NEWS 281 JULY–AUGUST 2012 15 PHOTO: MICHAELANN BEWSEE Incorporate climate change mitigation and climate consider planning, scenario Through u u The The pilot project aimed to accomplish the fol- efforts by local, state, and federal agencies. agencies. federal and state, local, by efforts lowing: Checquessett Neck Road in Wellfleet, Massachusetts, Checquessett Neck Road in Wellfleet, is an example of the many area roadways in low- lying areas, particularly vulnerable to climate change–influenced weather events. adaptation adaptation into transportation and land use planning. use land and transportation of context the in change future. the for strategy a develop planning—and ADAPTING ADAPTING TO CHANGE: CLIMATE ape ape Cod is a scenic and historic region of Massachusetts, with quaint towns and a beau- a and towns quaint with Massachusetts, the in regions U.S. many Like coastline. tiful The outcomes from the project are informing are the project from The outcomes 1 To reduce To gas greenhouse (GHG) emissions in Federal participants in the pilot project included the included project pilot the in participants Federal

climate change on Cape Cod, the Interagency Trans- Interagency the Cod, Cape on change climate Proj- Pilot Change Climate and Use, Land portation, a from ect process planning implemented scenario 2010 to 2011, to a assemble develop- multiagency ment strategy focused on and transportation land use. sponsors—the Federal Highway Administration, the National the Administration, Highway Federal sponsors—the with Service—along Wildlife and Fish the and Service, Park National the Agency, Protection Environmental the Federal the Administration, Atmospheric and Oceanographic Management Emergency Federal the Administration, Transit project pilot The Defense. of Department the and Agency, Cape the Commission, Cod Cape the from support received Massachusetts the Authority, Transit Regional Cod towns. 15 Cod’s Cape and Transportation, of Department coming decades, however, Cape Cod will experience will Cod Cape however, decades, coming impacts other and patterns weather in shifts adverse change. climate with associated of effects and the the to potential region anticipate 1 The Cape Cod Pilot Project Pilot Cod Cape The BENJAMIN RASMUSSEN, LINDSEYC MORSE, AND DAVID PERLMAN Climate Change Scenario Planning Scenario Change Climate the region’s long-range planning long-range and the other region’s related

: V : P C OLPE HOTO ENTER (Photo above:) Participants at a 2010 workshop of the - Interagency Trans portation, Land Use, and The authors with are the National John A. Volpe Systems Transportation and Research Center, Innovative Technology Administration, U.S. Department of Transportation, Cambridge, Massachusetts. Climate Change Pilot Project discuss trans - Project discuss trans portation and land use development strategies for Cape Cod. 16 TR NEWS 281 JULY–AUGUST 2012 Cape Cod. Coastal floodingin rto o ciae hne no transportation into change planning ( climate of gration eralways for scenario planning to support the inte- Highway Administration (FHWA) has identified sev- of climate change had been limited ( application of scenario planning to address the issues coordination and integrate the planning processes. regional, and local stakeholders through interagency sions. eled (VMT), gallons of gas consumed, or GHG emis- causesof climate change, such as vehicle miles trav- criteriawithaddresstransportation-relatedthatthe and understand the impacts of growth in accordance ing air quality. conducive to reducing GHG emissions and improv- are development—that transit-oriented example, where. ble future conditions ( ning, scenario planning can deﬁne a range of possi- contexttheInland transportationand useof plan- Scenario Planning u u u u Shareresourcesexpertise federal,andamong Help the public and electedpublicandofficialstheHelp visualize development—forPromotedifferentof types Establish a process that can be replicated else- 3 ): 1 ). Before the pilot project, the 2 ). The Federal tion infrastructure located in low-lying areas. addressspecificvulnerabilities, transporta- assuch on the rates of population growth. to estimate the impact of the effects of climatement change of Transportation’s Volpe Center—was not team—whichable consisted of staff from the U.S. Depart- Because of time and resource comparisons. constraints, direct for the allow project to scenarios across constant held were and projections 2000 Census ulationemploymentand 2030derivedin from U.S. have on VMT. The growth rates projectedandproximity for housingof theandemployment—would pop- thatchanges inspecific factors—such asthe density transportationeffectsenabledtheestimatesdata of baseline transportation and growth data. The baseline and towns; some data had yet to be gathered. federal resources, the Cape Cod Commission (CCC), other geographic information system (GIS) databases,considerations.and statecollectedfromwere Data mance indicators, and incorporation ofments: climate scenario changedevelopment, evaluation ele-majorwithits ofeach perfor-forrobust dependeddata on Scenario planning is data-intensive. The pilot project Data Requirements Themodel fordeveloping thescenarios required u

mrv dcso mkn aot as to ways about making decision Improve

, F , P : P LICKR UTNEYPICS HOTO TR NEWS 281 JULY–AUGUST 2012 17 + * + + + + 2.8 4.5 2.8 4.5 24.9 20.4 + * + 13.9 26.4 33.3 * 0.4 0.2 1.7 0.1 32.6 32.9 28.1 42.0 52.4 43.1 32.0 47.8 Group ScenariosGroup Scenario + * + Workshop BreakoutWorkshop Refined ABCD 1.9 1.7 0.0 1.9 1.7 0.0 37.5 19.1 15.0 + + + * + 20.9 25.7 40.6 31.6 20.7 14.2 The goal of the expert elicitation was to develop to was elicitation expert the of goal The Sea-Level Rise effects the of estimates that found team project The performed been not had change climate regional of can that models computer-based The Cod. Cape for the at specificity lack estimates region-level generate and organized therefore team project The level. local with elicitation expert consensus-based a facilitated 2010. July in experts regional and local seven 100 for and in rises sea for level specific projections impact 50, 20, of horizons time at Cod Cape of areas years, and—if feasible—forDuring rise. three sea-level scenarios: of low, estimates high and medium, * 16.7 43.1 44.921.7 18.0 24.1 46.3 31.1 47.1 24.7 11.6 38.1 50.1 44.0 50.8 62.1 31.4 31.541.4 54.0 38.2 39.936.4 29.9 21.5 25.2 31.1 15.1 35.729.9 28.6 15.6 0.0 12.4 49.6 29.936.4 0.0 31.1 15.1 35.7 28.6 15.6 12.4 Standard: Standard: Standard: Standard: Enhanced: Enhanced: Enhanced: Enhanced: Scenarios Preliminary Preliminary * * * * * * * 7.2* 24.7 47.9 28.3 28.549.6 44.0 Trend Dispersed Targeted The planning group considered cost and economic and cost considered group planning The Best-performing scenario for each indicator. each for scenario Best-performing Lowest-performing scenario for each indicator. each for scenario Lowest-performing wellhead protection areas in low-density low-density in areas protection wellhead units dwelling three than (less areas + * served by transit by served jobs new of Percentage transit by served Transit Accessibility Transit population new of Percentage per acre) per (less than three dwelling units per acre) per units dwelling three than (less in population new of Percentage areas protection wellhead in population new of Percentage 33.4 30.1 33.3 36.4 15.5 in water resource areas resource water in water in population new of Percentage 41.1 areas low-density in areas resource other high priority conservation areas conservation priority high other in population new of Percentage areas preservation historic population new of Percentage 4.8 5.1 6.4 8.0 undeveloped or rural lands rural or undeveloped in population new of Percentage 64.4 in critical habitat areas habitat critical in developed area land Percentage rural) or undeveloped previously (from in population new of Percentage 33.3 41.1 in vulnerable areas vulnerable in Areas Resource-Constrained and Conservation in Growth population new of Percentage Development in Areas Vulnerable to Sea-Level Rise Rise Sea-Level to Vulnerable Areas in Development population new of Percentage Indicator scenarios developed as part of the pilot project. project. pilot the of part as developed scenarios impact to be important factors, indicators. These priorities and limited time, resources, and data. data. and resources, time, limited and priorities however, could not and be incorporated quantified however, Performance Indicators from project the in of representatives group involved planning the on, Early agency regional and federal each with the aligned measures 12 performance selected (see agencies to regional of the and project of the participants goals allowed indicators The above). 1, Table the compare of effects land use and transportation TABLE 1 Indicator Results for 2030 (percentage increases or decreases compared with 2008 conditions) 2008 with compared decreases or increases (percentage 2030 for Results Indicator 1 TABLE into the evaluation of the scenarios, because of other of because scenarios, the of evaluation the into 18 TR NEWS 281 JULY–AUGUST 2012 mounted projector. control, andavertically Nintendo Wiiremote with infraredpens,a and employmentunits allocating newhousing map inCommunityViz, navigated aregional Workshop participants within the scope and scale of the pilot project. infeasibility of completing the analysis and modeling robustlackofCape,thea ondata sources, theand conditions that influence sea-level rise at local points this goal was not achievable because of the dynamic the elicitation, however, the experts determined that 2 associatedwith some components ofthe transporta- GHG emissions, served as a key resource ( reduceoperationssystemtoimproved andvehicle the potential effectiveness of reduced travelReducing GreenhouseactivityEmissions, Gas or ing Cooler: An Analysis of Transportation Strategies for from a literature review. In particular, theproject reportteam developed lista ofmitigation strategies regionalstakeholders,theand localWorking with GHG MitigationStrategies were organized into seven categories: requiringout stateaction.strategiesfederalTheor whatcouldimplementedbe thelocalatlevel with- for acomprehensive analysis. a regional prioritycanmakeitpossibletocollectthedata potential vulnerability of each area. incorporatingthe explanationsmapindexed of an and developed areas. The expert workshop produced impacts of sea-level rise on significant infrastructure theflooding,coastalerosion,andandsurge storm to exposure elevation, considering effects, related climate- other to and rise sea-level to vulnerable Focusing more resources onclimatechangeadaptationas 1. on focused strategies of project’slist pilot The Therefore the experts focused on identifying areas Pricing strategies Pricing —to raise the relative costs relative the raise —to which assesseswhich 4 ).

Mov-

C V : P ENTER OLPE HOTO for the scenario development. for the mapping and spatial analysis package ArcGIS, supportsoftware tool, CommunityViz, extensionan trend scenario, which continued historic growth pat- holders.preliminaryThe scenariosconsisted the of project team provided context for the workshop stake- and employment. representtoused different quantities populationof assumptionsdescribedearlier. Digital“chips” were growth the with accordance in employment and 2010 workshop, and 3 scenarios.oping Theproject team hired consultants tohelp indevel- Scenario Development Placeways, LLC. tion system, to reduce use. driving. alternativesbicyclingtoasencourage andwalking ing fewer and shorter vehicle trips. land use that is more transportation-efficient, requir- did not influence scenario performance. remaining strategies. The other fiveeling thescenariosstrategies butwasnot able integrateto thereforethe team was able to integrate Strategies 2 and 4 in mod- pursuethistodecidedteam not the direction.The Again, because of the limited in presented data, measures mitigation time, and resources, estimatesthepotentialof GHGreductions fromthe the use of alternative fuels. to improve the fuel efficiency of vehicles and increase mile and to make better use of available capacity. portationsystem to decrease the GHG emissions per strategies for alternative options to driving alone. strategies availability. its expandtransportation topublic and of use the The consultantteamconsistedofPlaceMatters, Inc.,and The pilot project developed 10 scenarios for 2030: The five preliminaryfiveThe scenarios developedthe by All scenarios involved the placement of population 2. 4. 3. Theproject teamconsidered developing regional 7. 6. 5. u u u One refined by stakeholders after the workshop. November the during stakeholders by Four Five by the consultant team for comparisons, Landuse and smart growth strategies Public transportationPublicstrategies— strategies—to transportation Nonmotorized Vehicle efficiency and alternative fuel strategies Operational and intelligent transportation system Regional ridesharing, carsharing, and commuting —to expand services and provide incentives —to improve the operation of the trans- the of operation the improve —to 3 The consultants used a decision-consultantsa usedThe oig Cooler. Moving oencourage to —tocreate — TR NEWS 281 JULY–AUGUST 2012 19 ) a Mile s Mile s ) tar- ) c ) refined. d 4 4 ) dispersed, ( dispersed, ) b 808 808 ) ) ) ) d b ( ( trend, ( trend, FIGURE FIGURE 1 Four scenarios 20-year the demonstrating density housing in change from 2008 conditions: ( geted, and ( and (Source: PlaceMatters Placeways) 75 to 100% 100 to 200% >200% No Change ≥25% 25 to 50% 50 to 75% Mile s Miles Change in Density from Baseline Household Density 4 4 808 808 ) ) ) ) c a ( ( National Seashore Vulnerable Areas to Sea-Level Rise Military Base Military Conservation Area The performance of the scenarios underscores the underscores scenarios the of performance The Legend Assessing the Scenarios The 10 scenarios were assessed in terms selected performance of indicators listed the in Table 1. The percentage increases or decreases used VMT 2008 in changes for except baseline, a as conditions VMT to compared were which emissions, GHG and 2, Table (see scenario trend the in 2030 in GHG and equiva- were in GHG emissions Changes 20). page in changes possible because VMT, in changes to lent technology, fuel, or transportation by 2008—whether enactment or modeotherwise—were after not included in the analysis. The consultant team that estimated under the VMT scenario, trend and 2030 in higher percent 24 be would emissions GHG 2008. in than value of the planning process, as well as the trade-offs the as well as process, planning the of value in climate that considered addressing stakeholders use land through mitigation and refined adaptation the change particular, In planning. transportation and in certain development additional avoided improving scenario vulnerable, as identified areas high-density )stan- the a ) the enhanced, which included ) which enhanced, the b Representatives from the breakout groups began groups the from breakout Representatives for 2008 in density housing the from change The At the workshop, stakeholders were divided into divided were stakeholders workshop, the At projected the allocated groups breakout the of Each The two levels of development intensity were ( were transportation of levels two The unalterable scenario. scenario. unalterable ing conversations and future changes but not as an changes and future ing conversations nizing that agreed the participants evolving, ongo- conditions data—are for the therefore on foundation the Cape as scenario Cod—and refined the use to four of the scenarios—including the refined scenario—is shown in 1 Recog- nario—is Figure right). (above, nerable to climate change effects. effects. change climate to nerable The at the workshop. scenario on work the refined work continued through a series of meetings and staff between from CCC, exchanges the Cape Cod planners. town and CCRTA, Seashore, National Stakeholders Workshop November in held Stakeholders was sce- workshop day introduce one-and-a-half A discussion, trans- interagency develop and facilitate to tool, 2010 software the and planning nario were Invitations portation scenario. and refined one land the use selected into scenarios then who that consolidated could be administrator, town each to sent the to attend staff or planning or administrative two workshop. Planning participated. group people members 50 attended than as more observers; devel- group each four groups, led breakout by consultant a representative The team. consultant the from that display a interactive oped novel and presented Com- with interact and view to participants allowed map. tabletop a were it though as munityViz Cape modified then and 2030 for jobs and population of transit system Cod’s by areas adjusting the the of frequency serve to stops new designating and routes were able to data view several Participants growth. vul- areas including the GIS interface, within layers terns terns into the and that future, four com- scenarios and two intensity bined two of levels development investment. transportation of levels A to scenarios. intended extreme dis- demonstrate spread- a followed scenario growth even, but persed, out distribution of development, using a random scenario growth and An focused intense residential allocation. high-density in development new allocated follow- centers, industrial and commercial and areas or available when maps vision use land town the ing zoning. the following otherwise dard, consisting of transit plus the improvements then improvements the plus transit of Author- consisting Transit dard, Regional Cod Cape the by planning in ( and (CCRTA), ity of by areas determined and routes stops unplanned density. employment and population 20 TR NEWS 281 JULY–AUGUST 2012 GHG emissions. relatively smallimpacton that thesefactorshada miles traveled,butfound transit accessonvehicle density, landuse,and evaluated theeffects of The projectteam compared withthetrend scenario) 2030 (percentage increases ordecreases TABLE 2VMTandGHGIndicatorResultsfor h poet em okd ih h Cp Cod Cape the with National Seashore and worked CCC to incorporate the team pilot project The Action Plans Results exercises conducted before and during the workshop. significantly from the unrestraineddifferedconstraints These scenario-buildinginvestments.future ted entities, including CCRTA, to make realisticlocal withconsultation and andjurisdictions, vet- local by by preexisting plans, cost considerations, evaluation reductions in VMTof and in expense GHG emissions. the at indicator that for performance b a Scenario Worst. Best. Refined BreakoutGroup D BreakoutGroup C BreakoutGroup B BreakoutGroup A Targeted–enhanced Targeted–standard Dispersed–enhanced Dispersed–standard In addition, the refined scenario was constrained Percent Change Percent –5.3 –5.8 –6.6 –5.6 –7.8 –6.8 –6.2 –3.3 –0.8 b a the goals nonetheless were discussed together—and performance indicators, the pilot project found that were treated separately for baseline assumptions and mate change adaptation measures is limited. specificcli-plan toability theWithoutdata, these meaningful locally estimates developing of for the effects necessity of a climate change.modeling—is location-specificconductand data thesecollect to that access to robust data—or the time and resources measures into scenario planning. resourcesareneededintegrateto effectthethese of sures are more difficult to model; additional time incentives,and technology improvements, and otherActions mea-that aim to change behavior throughtargets. internationalpricing,GHGwith align strategiesto transportationsubstantial more and other require This underscores the reality thathowever, GHG,relativelywerelarger andsmall. VMT in reductions will ning during the pilot project. The resultingon VMT was reductionsmodeled and assessed in scenario plan- The impact of density, land use mix,Climate and Changetransit Mitigation access and Adaptation Attainment ofGoals Transportation as well. of Department Massachusetts the for plan action an developing is team project The agencies. the ratedinto current andfuture plans andactivities of incorpo- and identifiedrecommendationswere or steps to ensure implementation of project outcomes The plans. action into outcomes project’sspecific

Althoughthe goals ofmitigation and adaptation In addressing adaptation, the pilot project found

, F , : P LICKR WOODLEYWONDERWORKS HOTO TR NEWS 281 JULY–AUGUST 2012 21

PHOTO: JEFF SCHMALTZ, NASA Hurricane Earl traveled along the East Coast in fall 2010, causing heavy rains and power loss in Cape Cod. Continued research can better predict consequences of adding new population to vulnerable areas. . , Vol. 75, Vol. , Moving Cooler: An Analysis of Analysis An Cooler: Moving Urban Land Institute, Washington, D.C., 2009. D.C., Washington, Institute, Land Urban Journal of the American Planning Association Planning American the of Journal . Federal Highway Administration. www.fhwa.dot.gov/ Administration. Highway Federal . Scenarios and Future Vehicle Travel and Land Consump- Land and Travel Vehicle Future and Scenarios tion. http://faculty.arch.utah.edu/ 1–15. pp. 2009, Winter 1, No. bartholomew/JAPA_SP_Article.pdf. Change Climate Integrating on Workshops Report: Summary 2010 November and October Planning, Transportation with www.fhwa.dot.gov/hep/ Administration. Highway Federal climate/workshops/workshops04.cfm. Plan- Use Scenario and Land in Transportation New Trends ning planning/scenario_and_visualization/scenario_planning/ resources/new_trends/sec02.cfm. Emis- Gas Greenhouse Reducing for Strategies Transportation sions. 2. 3. 4. Inc. Systematics, Cambridge 1.Use–Transportation Land Ewing. R. and K., Bartholomew, sion of trade-offs and priorities. The successes and The successes and sion priorities. of trade-offs oth- help can project pilot the from learned lessons consider- the advance and efforts similar pursue ers ation of and change climate in land transportation planning. use References The pilot project required significant preliminary significant required project pilot The tation tation and mitigation. The project confirmed that incorpo- to way a valuable offers planning scenario rate important considerations into use. theland and planningtransportation for processes stakeholder as well as collection, data and planning a to engage an opportunity and provided outreach, discus- informed an in entities and people of variety of climate change and transportation-related adap- of change climate and transportation-related Applying the Lessons mul- together brought successfully project pilot The effects the consider to agencies and stakeholders tiple The final goal of the pilot project was to create a replic- a create to was Replicability project pilot the of goal final The trans- in change climate considering for process able and portation land use planning in that situations The pilot project coordination. interagency require Interagency Coordination pooling the Interagency ensures agencies multiple state by Including Participation resources. and expertise of sharing and and federal agencies, as well as local and regional agencies, management land federal and stakeholders initi- should entities local or Regional important. was to they are positioned best because ate the process, efforts, of planning status the needs, data the assess region. the for priorities planning the and Scenario Planning Scenario to and Scenario planning information provided of participants overlaps with explore an to opportunity plan- scenario the of benefit key A feedback trade-offs. immediate discuss provided it that was software ning testing and The on decisions. and development transportation exploring for tool a these provided also realize software To decisions. different of implications the in people right the have to updates important run was it to benefits, time sufficient provide to and room the indicators. performance to should should be—because of the decisions potential At trade-offs. development that found participants times, changes through emissions GHG reduce would that in settlement density and in the jobs-and-housing balance also would place new in populations res- vul- existing of location the of because areas, nerable idential acknowl- and commercial participants centers. In areas, placing vulnerable new in population the determine to needed is study further that edged options the identify to and vulnerability the of extent change. climate of impacts the mitigating for has stimulated information sharing and interest across interest and sharing information stimulated has many federal agencies and in a variety of public forums throughout the United States. States. United the throughout forums 22 TR NEWS 281 JULY–AUGUST 2012 T Projects Through Partnerships (TCAPP).PartnershipsThroughProjects Advancing Communities: for portation Trans- tool, decision-making laborative impacts in various energy planning and and emissions decision-making GHG considering contexts. for guide reference and data required for conducting the analyses; GHGemissions andenergy, including descriptiona ofthetools emissions and transportation fuel consumption; SHRP 2 website. 1 tion decision makers with Thesecomplementary SHRP 2products will provide transporta- Step-by-Step Analysis sooninprint from theTRB bookstore resultsresearchof supporting thisapplication willavailablebe The making. decision into (GHGs) emissions gas greenhouse of impacts incorporatingthe understandingand in agencies stakeholders. eral and state resource agencies and other processes; additional audiencesleading include and managing fed- these collaborativeandmetropolitan planning organizations transportationstateconsistsof agencies audience primary The review. mental tion planning, programming, and environ-inthe processes of long-range transporta- that guides users through the keyonlineanTCAPPdecisionis supportdecisions tool R E Y E M . D L E A H C I M TransportationDecision Making IncorporatingGreenhouse Gas Impacts into SHRP2 RESEARCH UPDATE ses as part of the decision-making process is outlined in the in outlined is decision-makingprocess the of part as ses highway and transit project planning. gies to mitigate GHG emissions; and agement activities. ment,system management andoperations, anddemand-man- basic,analytic steps, each involving a series of questions. By fol- accompanyingtable(pageframework23).The consistsfive of GHG and energy impacts of their choiceslowing forthis framework,infrastructure transportation invest- officials can consider the www.transportationforcommunities.com. Among its many applications, TCAPP will assist transportation Atechnical framework for conducting GHG emissions analy- u u u u Program(SHRP 2)is completing col-a he second Strategic Highway Research Illustrative case studies of GHG emissions analyses fromanalysesemissions GHG of studiesIllustrativecase An overview of the cost-effectiveness of the range of strate- state-of-the-practiceanalyzingonGuidance ofmethods Background information on the connection between GHG 3 A practitioner’s handbook will be available as a 2 andonline through the 1 The TCAPPwebtoolisreadyforuse. and energy use and create more GHG emissions. major traffic diversions that andpostings,increasebridgeclosures, lane ofoccurrence travelthe mizing distances, congestion, agency can make is to maintain its systems in good repair, mini- vehicles for their fleets. agencies, which can set an examplealternative by purchasing fuels infrastructure alternative-fuel also may rest with mileage-basedtransportation charges, and congestion charges.analysis The supportprovision for of state-level policy changespatterns. in Transportation vehicle taxation,agencies also may be asked to provide tance for state and local efforts mayto provide develop regional morecoordination, efficient funding, andland technical usesuch assis-as land use planning; for example, transportation agenciesindirect—butannevertheless important—roleareas, other in ments to public transit. ridesharingvanpoolasimprove-programssuchand sive,and tolls; and demand—forexample, throughcongestion pricingvariableor nologiesto improve traffic flow and pricing policies to manage tion infrastructure; Other notable findings are as follows: Guidance for Action 3 2 PublicationsSHRP2.aspx. www.trb.org/StrategicHighwayResearchProgram2SHRP2/ http://books.trbbookstore.org/. Theresearch revealed that transportation agencies can have u u u u u Highwayexpansion strategies positivenethavemaya or Among the most cost-effective investments a transportation Providing transportation services that are less carbon-inten- Operationmanagementandsystem, the tech-ofsuchas Design,construction, andmaintenance theoftransporta- lowing: fol- theincludeagencies of control the over vehicle and fuel choices. ningagencies havelittle direct authority transportationlocalandstate plan- and on fuels and vehicle technology, but most strategies for transportation have focused research,most studies onGHG reduction the to According transportation. from on strategies for reducing GHG emissions efitfromaccompanying SHRPresearch2 With the online TCAPP tool, users Strategicwill ben- Influences Factors found to be most directly under TR NEWS 281 JULY–AUGUST 2012 23 included in GHG strategy devel- strategy GHG in included data sources will be used to to used be will sources data of impacts GHG the evaluate impacts for the plan, program, program, plan, the for impacts alternatives project or corridor, the for or considered, policies relate to GHG reduction? GHG to relate policies considered? be should long-range a with consistent to plans relevant other or plan meet GHG reduction objectives? reduction GHG meet strategies? and projects particular a of impacts other design or strategy, project, feature? selected? alternative opment and evaluation? and opment analysis? emissions used? be will metrics and criteria area? study or region the for reduction? GHG and availability funding affect needs? 13. What are the net emissions emissions net 13. the are What 4. evaluation GHG-related Which 9. alternatives and strategies Are Key Questions Key 11. What are the emissions and and emissions 11. the are What 2. GHG of scope the is What 5. emissions baseline the are What 6. for target or goal the is What 7. considerations GHG will How needs and impacts of of impacts and strategies candidate GHG overall document plan, the of part be should benefits and impacts of impacts and benefits alternatives project? or program, and resources and consideration for To view the TCAPP guidance, Integrating Greenhouse Gas into Gas Greenhouse Integrating guidance, TCAPP the view To I. information Determine 1. be should stakeholders Which IV. Evaluate GHG benefits benefits GHG IV. Evaluate and methods 10. calculation Which V. and strategies Select strategies 12. GHG-reducing Which II. measures, goals, Define 3. and objectives, goals, Which strategies III. of range Define 8. strategies reduction GHG Which Analysis Step Analysis Past chair of the TRB Executive Committee, the author is author the Committee, Executive TRB the of of chair Past Professor was He Inc. Brinckerhoff, Parsons Adviser, Strategic and 2012 to 1988 from Engineering Environmental and to Civil 2005 from Institute Transportation Georgia the of From Director Atlanta. Technology, of Institute Georgia the at 2012 and Planning Transportation of Director was he 1988, to 1983 Massachusetts. for Development reductions are coupled with congestion pricing. More research is research with land and use bottleneck highway More coordinated planning, pricing. congestion with longer-term, for coupled are strategies reductions of pairings best the identify to needed emissions. GHG reducing in effects positive go to www.transportationforcommu- Planning, Transportation shrpc01/ghg_application_kdps/26/0. nities.com/ TABLE 1 GHG Analysis Framework Analysis GHG 1 TABLE

PHOTO: JOE WOLF Land use strategies to affect demand can provide meaning- provide can demand affect to strategies use Land For freight, rail and marine carriage is considerably more is considerably carriage and marine rail For freight, Individual system management and operations strategies and operations management system Individual User pricing strategies—such as travel-based fees or conges- or fees travel-based as strategies—such pricing User Transportation system management strategies that reduce that strategies management system Transportation u u u u u These and other strategies may prove most useful when com- when useful most prove may strategies other and These Changes in land use patterns—such as transit-oriented development negative effect on cumulative GHG emissions, depending in part in depending emissions, GHG cumulative on effect negative way, same the In induced. travel automotive of amount the on lev- ridership on depends service transit new of impact GHG the be may benefit GHG the materialize, not does ridership els—if negative. energy-efficient than truck travel, on average. The absolute mag- absolute The average. on travel, truck than energy-efficient limited, is modes freight long- shifting from reductions the of nitude goods—particularly of types certain only because competitively moved however, be shipments—can non-time-sensitive haul, water. or rail by sec- public the to cost low at term, long the in reductions GHG ful in can changes land be to use Modest patterns moderate tor. but welfare, of consumer loss diffi- significant be without may and accomplished popular be not may environment. changes economic and far-reaching more political current the in achieve to cult are investments transit when as such effects, synergistic for bined wide. Energy-saving driving behavior, or ecodriving, may have sig- have may ecodriving, or modest impacts produce on generally GHG nation- emissions behavior, term, driving medium to Energy-saving near the wide. in GHGs reducing for potential nificant has ecodriving encourage to policy public effective an although GHG through behavior significant in driving changes yield Requiring to yet can emerge. reductions limit require speed as and such unpopular measures be to tend approaches these effect. but behavioral benefits, desired the achieve to enforcement aggressive tion pricing—can provide significant GHG reductions, but at rela- at but reductions, GHG significant of fee provide a analysis, pricing—can study tion the to According levels. pricing high tively of increase tax a gas to levels. equivalent is mile per 5 efficiency cents to 2 cents fuel vehicle today’s at gallon per $1.00 to $0.40 congestion and improve traffic flow, such as investments in intel- in investments as such flow, traffic improve and congestion capac- system to additions may modest provide GHG technologies, ligent transportation physical than cost lower a at magni- reductions the on depends reductions GHG on effect the Again, ity. demand. induced the of treatment and tude in Carlsbad, California—can lead to significant GHG reductions at a low cost to the public. 24 TR NEWS 281 JULY–AUGUST 2012 T project toproduce biofuel. DOT plantednativeswitchgrass inInterstaterights-of-wayapilot pumps in air quality nonattainment and maintenance areas. igation and Air Quality Improvement program to install biofuel DOT set aside $930,000 in funds from Tennesseegranttheprogram.addition,theforIn DOT Tennessee federal Congestion Mit- projects, and $1.5 million was allocatedapprovedmillion$4 foralternative to fuel equipment for E85, B20, or both. storagefueldispensingfueltanksand capital costs of purchasing and installing gram to help retail fuel stations pay the portation (DOT) to Trans-establish of a Department grant Tennessee pro- the Tennessee General Assemblythe 2005, authorizedIn blends. ethanol E85 and of biofuels, specifically of B20 biodiesel was to increase the availability and use program in 2005 and 2006. A major goal Working withtheUniversityofTennessee atKnoxville, Tennessee selection process emphasized the cost-effectiveness of the proj- published criteria in evaluating and scoring the proposals. The the applied panel review infrastructure.A biofuels for tions miles apart along Interstate corridors. majorgoalwasplaceto the biofuel pumpsmore nothan 100 nificant numbers of vehicles capable of running on biofuels. A sig- Tennessee’scommunitieswith in Interstateandcorridors sible B20 and E85 refueling stations—or “green islands”—alongprogram aims to establish a statewideThe Program.Grant Corridor Biofuelnetwork Island Green the oflished publicly acces- estab- DOT Tennesseefunding, and authorization this With Green Islands S E N O J N A L A EstablishingBiofuel Infrastructure inTennessee n 06 te eea Assembly General the 2006, In Tennessee DOT held a series of Green Island grant competi- and initiated an alternative fuels alternative an initiated and he State of Tennessee developed Tennessee of State he

stations alongthestate’s Interstatecorridors. Tennessee DOTgrantforaccessiblebiofuel E85 ataNashvillegasstation—arecipientof The authorrefuelsastateflex-fuelvehiclewith

DOT T , H G : P ENNESSEE ORNAL EORGE HOTO ain n otec ae seta i icesn te s of use the cleaner, increasing sustainable vehicle in fuels. essential are outreach and cation “Clear the Air Tennessee” air quality education campaign. Edu- companies and agencies that operate vehicle fleets. at makersdecision to use biofuelabout talk andworkshops encourage greater use of biofuels. The coalitions hold biofuels DC fast chargers at sites along Interstate highways. four major urban areas. The project included installation of 12 charging stations at businesses and vehicleelectricpublic 2 facilitiesLevel 130 installin to theproject stimulus state’sEnergy of Department U.S. a implementing in America North tality ethanol is low in greenhouse gas emissions. than ethanol from corn. In addition, the life cycleresults. of Ethanolswitchgrass from switchgrass offers a largermonitorthe to netUTK workingwith energyand maintainingplots the gain has planted four 1-acre test plots of switchgrass acrossof cellulosic the state,ethanol, in Interstate rights-of-way. Tennessee DOTgrass, a native perennial grass and a (UTK),feedstockTennessee DOTforlaunched pilotthea project productiontogrow switch- district facilities and is using biofuels in fleet vehicles. Division, Tennessee Department of Transportation, Nashville. The author is Manager, Policy Office, Long-Range Planning native fuels and cleaner transportation in other ways: In addition to Green Islands, Tennessee DOT is supporting alter- Other Initiatives nessee currently has a total of 31 E85 pumps and 29 B20 equipmentpumps. and are selling biofuels without grant funding. Ten- u u u u u

Encouraging biofuels use is a theme of Tennesseeoftheme Encouraginga DOT’sisbiofuels use TennesseeworkingisDOT withClean Cities coalitions to TennesseeDOT and other state agencies supported ECO- In partnership with the University of Tennessee at Knoxville Tennessee DOT is storing biofuels at all regional and some

J A : P ONES LAN HOTO fuelstations have installed or converted Several pumps. B20 16 and pumps E85 hasprovided grants tohelp establish 21 least four years. at for biofuel the sell to stations fuel contractsgrantrequireThefuels. both B20 pump—or $90,000 for a station with to a maximum of $45,000 for one E85 or percentfrom applicants. Grants ranged 20 ofinvestment minimum a required and equipment the for percent 80 to market, and owner commitment. demonstratedpotential thebiofuelsof ect, the location of the retail station, the To date, the Green Islands program Islands Green the date, To Tennessee DOT offered funding of up TR NEWS 281 JULY–AUGUST 2012 25 between the drainage ditch and private Oregon has property. 19,000 of lane-miles one than less on arrays solar rights-of-way; Ore- of all offset could land that of percent clean, with use electricity annual DOT’s gon sustainable, home-grown energy. More than 8 million lane-miles of rights-of-way country. the across available are Financing and Operation almost and silent, beautiful, is energy Solar maintenance-free—but today projects it is highway expen- solar Oregon two The sive.

PHOTO: OREGON DOT PGE’s PGE’s green energy program was not the only source of oper- owns, constructed, corporation limited-liability PGE’s PGE the into feeds projects both from produced energy The Solar the Oregon about and details For information more were financed through a public–private partnership with the with partnership a public–private through financed were state’s largest utility, Portland General Electric (PGE). PGE’s green energy program provides money to build renewable work- is company the and territory, its within projects energy ing to meet a 25 percent Renewable Portfolio Standard by 2025. PGE was willing to take the Bal- risk the with as Oregon DOT well as to prototype, nation” the in “first the develop project. dock credit tax percent 50 a provided Oregon recently, Until funding. part- liability limited through projects; energy for renewable advan- take to able was PGE investors, equity tax with nerships investment federal the applied also PGE credit. tax the of tage tax credit of 30 percent, the watt. accelerated per $1 at depreciation, Oregon and of Trust Energy the from funds grant ates, and maintains the prototype project. PGE constructed, is owned which project, Baldock the maintains and operates, partner. tax the by proto- the from produced energy the buys DOT Oregon grid. a and fee license site annual small a receives and project type Bal- the for (RECs) certificates energy renewable of the share Oregon life, 40-year estimated project’s the For project. dock generated—equivalent RECs the of percent 26 receive will DOT envi- project’s the for committed has agency the funds the to and and assessment ronmental activities permitting for con- to the RECs its apply DOT will Oregon time. and staff agency sultant the decline, to continue costs solar As footprint. carbon provide will which fees, license site the increase to able be will the energy with the grid power help stream—and a revenue future. the of www.oregonsolarhighway.com. visit Program, Highway The author is Manager, Oregon Solar Highway Program, Highway Solar Oregon Manager, is author The Salem. Transportation, of Department Oregon

PHOTO: OREGON DOT Solar panels near the Baldock Safety Solar panels near the Rest Area in Oregon. Completed in 2012, the Baldock Solar Highway Project is the largest in the country. Saved by Saved , , featuring solar panels along the

he Oregon Solar Highway Program came came to life in 2007 after I a watched The Oregon Solar Highway Program seeks to site renewable site to seeks Program Highway Solar Oregon The Transportation departments Transportation across the

Oregon DOT’s first solar highway project, constructed in 2008, is a Oregon DOT’s Powering Up at program An of the innovative Trans- Department Oregon industry private with partnerships encourages (DOT) portation financing private-sector the secure and delivery constructed project DOT expedite to Oregon program, direct- this Through 104-kilowatt a projects. 2008, in for project highway solar first nation’s Portland. of south array in 205—just current the of middle inter- one busiest of Oregon’s Interstate and 5 proj- highway changes—Interstate largest—solar nation’s the second—and Oregon’s by owned land ect of was in completed 2012. January The is Project acres Baldock a 7 on array direct-current 1.75-megawatt DOT Oregon at the edge eastern of the project. Safety Rest Baldock first the of south miles 6 approximately Area, energy projects on suitable parcels of publicly owned transportation system miles rights-of-way—the of fallow ground ALLISON HAMILTON The Oregon Solar Highway Program Highway Solar Oregon The Carbon Footprint Offsetting Transportation’s Public Broadcasting System special, special, System Broadcasting Public the Sun autobahn autobahn in I Germany. thought, “If here?” they it do we can’t why there, that do can can. we that out turns It country are tasked with meeting climate goals, and policies sustainability and change targets, reduction gas greenhouse including same the At revenues. declining facing while time, they support the business of moving exclu- almost powered are that in vehicles people and goods agency transportation a can How fuels. carbon-based by sively footprint? carbon own its reduce 104-kilowatt direct-current array located near a busy interchange

south of Portland. T 26 TR NEWS 281 JULY–AUGUST 2012 T quick-charge stations for electric vehicles. The department The vehicles. electric for stations quick-charge DOTcrafted a business plan to develop a strategic network of fuels in the I-5 corridor. near-termpartnership opportunity promoteto clean carsand best the infrastructureas chargingvehicle electric identified Washington State Department of Transportation, Olympia. study The stations. fueling operated privately for highways hydrogen fuel cells by leasing state-owned parcels of land along dor. In 2008 Washington State DOT’s Public–Privateportation Partnerships projects and policies along the Interstate 5 (I-5) corri- ticular through the West Coast Green Highway Initiative. partnership strategy is focusing on these other measures,partment of inTransportation’s par- (DOT’s) innovative public–private necessary supporting infrastructure. The Washington State De- reduce to GHGs—such measures as clean potential cars, clean other fuels, of and the of reducing VMT heightens the importance education, and other initiatives.expansion of Themultioccupancy challenge modes, public infuel prices, theinstitution oftolling, the travel demand, such as significant increases even with a variety of programs to manage challenge, extraordinary an presents gets same period. the for demand travel in and population projected 40 percent increases in the state’sdespite 2035, by (VMT) traveled miles cle of a 35 percent reduction in per capita vehi- goals.These included theaggressive target legislature passed ambitious GHG reduction statetheeconomy.2009, theIn sectorsof is the largest source of emissions among the half—47 percent—of all GHG emissions and ever, transportation is responsible for nearly nationwide( The author is Director of Public–Private Partnerships, fuelinginfrastructuretivesupportbiofuels, electricity,to and trans-sustainableshowcase to Columbia,British of province nershipWashington,of Oregon, California, andtheCanadian multistateWestHighwayGreenCoastInitiativeTheapart- is Green HighwayInitiative E L Y O D F F E J 5 Interstate TransportationAlong Sustainable Solutions for Partnerships Cross-Sector TheWest Coast Green Highway Initiative foundthat state DOTs could spur the development of alterna- economicfeasibilityOfficeundertook( anstudy After legislative approval of the concept, Washington State Achieving these drastic VMT reduction tar- of all greenhouseemissions(GHG)allgas of ransportation accounts for 27 percent 27 ransportationforaccounts 1 ). In WashingtonIn ). State,how- quick-charge stationsforelectricvehicles. private partnerstoinstallanetworkof Washington StateDOTjoinedwith 2 ). The studyThe ). from the Canadian border to the Oregon border. I-5, of miles 276 the alongmiles approximately30 everycles continuous network of quick-charging stations for electric a result,Washingtonvehi-hasanow required. State hadAsscope project the thanmillion—$600,000 more$1.6 worthservices selected AeroVironment DOT as its partner. State Washington and proposals, submitted and local transportation agencies to get stateready for for wayselectric new vehi-examining Study Fund Pooled portation State DOT’s Public–Private Partnerships Office is leading a Trans- sumer adoption of electric vehicles. con- greaterencourage and network the expand to tunities Electric Highway; and have continued to collaborate on oppor- joined forces to developnetwork; uniform the signage andthroughout branding standards for the commercial and rience mentsforcharging stations, toensure commona driver expe- the early feasibility stages; jointly developed minimum require- agenciestiative.twosharedTheconsultant legal costsin and Ini-HighwayGreenCoastWest thenetwork, underHighway Electric I-5 the project,showcase another develop to closely collaborated have DOT Oregon and DOT State Washington Multistate Collaborations

The department scored the proposal as providing goods and Toexpandthiscollaboration amongagencies, Washington

D J : P OYLE EFF HOTO dence. depen- petroleum reducing in promise Energyprojectbackeditsofthementfor Depart- U.S. The sources. transportation from not million—but $1.32 the of funding presented seedinitialwon officialsandfederal and DOT state to plan partnership public–private State ington cial activities at Interstate rest areas. Wash- withthefederal lawprohibiting commer- conflicts potential avoided variation This owned and operated by a private partner. to locate the chargers on private land to be sought partnerships with the private sector altered the study’s approach, however, and ners under a fixed-price, variable scope variable fixed-price, a under ners ton State DOT solicited private-sector part- After securing the seed funding, Washing- Private-Sector Leverage fixed-price contract the of $1 million. win Six firms would services supporting and most quick-charging locations, equipment, the offered that firm procurement—the TR NEWS 281 JULY–AUGUST 2012 27 The state’s Department of General Ser- Califor- other and Electric and Gas Pacific Several utilities have been working with completed by the end of 2014. of end the by completed vices’ Procurement Division is investigating the of possibility putting the Caltrans-speci- fied fixtures on the to state governments contract,county and city allow which would accel- prices, volume at products the purchase roadway, state’s the of conversion the erating street, and outdoor systems lighting to LED technology. nia electrical utilities are providing perfor- the that will reduce incentives mance-based total cost of the operate LED and conversions. Many own of utilities electrical state’s the street lighting systems for city and county and use energy lower of benefits the clients; of an increased operational lifetime with the with lifetime operational of an increased conversion include fewer upgrades in infra- improving capacity, grid electric and structure investment. on return utility’s the the when 2003, since initiative this on Caltrans lighting options first came under consideration. The development process has included PHOTO: PACIFIC GAS AND ELECTRIC For more information about the LED conversion project, con- project, conversion LED the about information more For The author is Coordinator, Statewide Energy Conservation Energy Statewide Coordinator, is author The California (retired), Program Energy Alternative and California’s of Emeritus Chair Transportation; of Department TRB the of member and Committee; Advisory Policy Energy Energy. and Change Climate on Force Task Special human vision tasking studies at studies the of Sciences, tasking School vision human Visual visual nighttime compare to Berkeley, California, of University sources. lighting color of variety a under tasking gon- Caltrans: at Engineer Electrical Senior Gomez, Gonzalo tact [email protected]. Alternative Fuels Corridor Economic Feasi- Economic Corridor Fuels Alternative . . Prepared for Washington State Depart- . U.S. Environmental Protection Agency, Inventory of U.S. Greenhouse Gas Emissions and Sinks: and Emissions Gas Greenhouse U.S. of Inventory 1990–2009 2011. April D.C., Washington, bility Study 2009. 23, January Transportation, of ment STEPHEN C. PREY 1. 1. 2. PB Consult. References Maxwell Bridge in Napa, California, Napa, in Bridge Maxwell streetlights. LED of installation after Trans- of Department California The LED for funding approved portation state- on streetlights for conversion maintenance in and roads maintained offers Electric and Gas Pacific facilities. LED for incentives performance-based conversion. Maintenance Facilities in California in Facilities Maintenance Converting to Energy-Efficient Lighting for Roadways and Roadways for Lighting Energy-Efficient to Converting

An estimated An energy estimated use savings of more than 1 billion Energy reduction of up to 90 percent for percent 90 to up of reduction Energy Manual or automated control systems to systems control automated or Manual A 15-year warranty and an expected Energy Energy savings of up to 50 percent for u u u u u Caltrans adopted performance specifications for lighting fix- lighting for specifications performance adopted Caltrans

n February n 2012, February the of management the California Department of Transportation tures tures in on and year fiscal (FY) deployment tested 2009–2010 Vendors 2010–2011. FY in intersections selected at and bridges to to 440,000 metric tons, from the expected 67,000 converted life. service of years 20 the during fixtures and were identified, that met specifications the performance mode; mode; cles. cles. Arizona, California, North Carolina, Ohio, Oregon, and Wisconsin are participating, with U.S. DOT and the Federal Highway Administra- The tion involved. pooled fund actively study is For more infor- participants. open to additional for search mation, TPF-5 (250) pooled- at www. wa.gov. Partnerships@wsdot. e-mail or fund.org, facility yard lighting systems, through- proved energy im efficiency and reduced hours and operation; of up of reductions carbon and dioxide carbon plus kilowatt-hours, by If May 2012. fixtures 40,000 than more purchased Caltrans turn the lights off when not needed, trimming needed, not when off lights the turn the hours of for operation each from fixture con- a if year; per 400 to 300 to year per 4,100 trol fails, the light can default to the “on” roadway lighting; roadway field life of up to 20 change- years between outs, compared with the change-outs; current between 4 years (Caltrans) approved fundingroads— to convert state-maintained all on lighting roadway the as well highways—as federal-aid including facil- maintenance of systems lighting exterior ity diode (LED) yards, tech- to light-emitting nologies. The expected significant: are conversion benefits of the

the funding continues in FY 2012–2013, the conversion could be could conversion the 2012–2013, FY in continues funding the I BUILDING A NETWORK OF SOLUTIONS OF NETWORK A BUILDING 28 TR NEWS 281 JULY–AUGUST 2012 ADAPTING TO CLIMATE CHANGE: Transportation Manager. and Stark is Sustainable and Evaluation Manager; Manager; Leotta is Data Reduction Program Johnston is Commute Trip Programs Manager; Demand Management Statewide Transportation Olympia. Cotton is ment of Transportation, Washington State Depart- The authors are with percent increase in combined freeway and arterial delays. increase of almost 6 percent in arterial delays—or a 7.6 an increase of almost 10 percent in freeway delays and an 1 K R A T S H T E S D N A , A T T O E L Y H T A K , N O T S N H O T J Y H T A K , N O T T O C H T I E K Transportation Demand Reducing Emissions and Growing the Economy by Managing Reduction Program Washington State’s Commute Trip (GHG) emissions, and fuel consumption. munities by reducing air pollutants, greenhouse gas benefitedtheeconomy, theenvironment, andcom- Seattle, would be nearly 8 percent greater. CentraltheinPuget Sound region, whichincludes modeling analysis indicates that without CTR, delay has improved transportation system performance— formanaging transportation demand. Theprogram delays in the morning peak by approximately 12,900 hours, vehicle trips would increase freeway and arterial system during the morning peak commute period. These additional to accommodate 22,500 additional drive-alone vehicle trips program started, the freeway and arterial system would need driving alone to work at the same rate as they did before the participants in the Central Puget Sound region returned to The 2009 CTR survey data indicate that if CTR program gramhavebuiltfoundation a partnershipsof State’sTripCommutepro-Reduction(CTR) et yas f netet n Washington in investment of years wenty 1 CTR has nearby areaswouldbe8percentgreater. transportation demand,traffic congestioninSeattleand Commute Trip Reductionprogram,whichhelpstomanage Models indicatethatwithouttheWashington State role: the state, and 6 percent of all VMT in the state. the commute-related vehicle miles traveled (VMT) inquarter of the state workforce,one- approximately or aboutrepresents 25 market percent CTR of This law.the under covered worksites 1,100 to muted congested urban areas. to large worksites and dense employment centers in Today the program focuseswork. on commuters to traveling alone driving to alternatives encourage consumption through employer-based programs that quality,reduce traffic congestion, decreaseand fuel airimproveto 1991 in enactedwas law CTR The Managing Demand Flexibilityallowed,is sothatemployers canimple- 29). page 1, Figure map, locations (see VMT and reducingtripsvehicleforgoals adopted locally on Each partner in the CTR program plays a unique In 2010, approximately 570,000 employees com- u Majoremployers

implementprograms based

V O : P IRIYINCY RAN HOTO TR NEWS 281 JULY–AUGUST 2012 29 FIGURE 1 Location of CTR employers in State. Washington The CTR partnership begins with the state invest- state the with begins partnership CTR The State Washington DOT applies the balance for Climate Action is the of single source largest GHG Transportation Christine Governor State. Washington in emissions the have directed and legislature the state Gregoire sup- to action take to agencies other and DOT state portfuels, sustainability—suchalternative of as use reducingthe emissions, increasing VMT, reducing developing an Wash- electric vehicle con- infrastructure, preparing and adapting and resources, serving impacts the for infrastructure transportation ington’s the program every two years. This innovative gover- innovative This years. two every program the strengths. program’s the of one is structure nance ment—a total of $5.7 million every two years. Sev- years. two every million of $5.7 total ment—a enty of percent state CTR funds are to distributed localand governments,development the whichin also employers investassist to their ownresources programs. CTR of implementation support technical and tools program and for mea- and suring, on evaluating, reporting the program’s the to more far contribute Employers performance. the from state and than they local receive program investment; in 2006, employers each invested $45 for mil- $16 than programs—more CTR their in lion $1 invested by the state. A of 2011 total cost survey annual esti- an contributed employers that mated different a used however, estimate, that million; $58 refined. being still method provide provide technical assis- operate bus and vanpool ser- vanpool and bus operate , composed of representatives of composed , Washington State Washington Department (DOT), the state awards $3.9 mil- $3.9 awards state the (DOT), CTR Board CTR regional transportation planning organi- planning transportation regional provide planning support and coordination and support planning provide The The Through Through the Six Six Transit agencies Transit Local governments u u u u u ment programs that make sense for them—however, for sense make that pro- programs the ment achieve to effort faith good a make must they gram in goals. Major CTR participating employers Corpo- Microsoft the Company, Boeing the include ration, and the Employers Starbucks Corporation. associa- management transportation form may also (TMAs). tions across jurisdictions, ensuring consistency in consistency trans- ensuring jurisdictions, across plans. economic and portation zations of Transportation of years two every governments local to grants in lion to support employer programs. Washington State DOT the administers guides funding, the program performance, measures procedures, and policies with program. the evaluates and vices and coordinate program implementation with implementation program coordinate and vices others. and TMAs, employers, governments, local tance tance and programs services to service help and employers achieve outreach the initiate may and goals a develop must governments Local for commuters. with the CTR compre- local plan that is consistent plan. hensive of the various partners, sets the policy direction, allo- direction, policy the sets partners, various the of cates the funding appropriated by the legislature, of effectiveness the on legislature the to reports and 30 TR NEWS 281 JULY–AUGUST 2012 round trips. led to16,000fewerdaily reductions havealready percent, CTRworksite VMT peremployeeby13 rate by10percentand reducing thedrive-alone With 2012targetsof pickup points. participants bicycleto Washington State;some traveled (VMT)in reduce vehiclemiles vanpool serviceshelp CTR initiativessuchas 43.19.648: Fuelusage;seehttp://apps.leg.wa.gov/RCW/. 2 of changes in the environment. integrated climatechangeresponse strategy;RCW vehicle milestraveled;RCW43.21M.010:Statewide Adoption ofstatewidegoalstoreduce annualpercapita Greenhouse gasemissionsreductions; RCW47.01.440: state’s emissions goals ( goals emissions state’s the of all meet will thatstrategy single no is, that Thedepartment’s analysis finds no “silver bullet”— housegas emissions from the transportation sector. developstatethetoand strategies reduceto green- directedWashington State DOTanalyzeto VMTin ie cin b piae iies bsnse, and businesses, citizens, private by actions sive comprehen- andcollaborative without sector tion significantlyreduceemissions fromtransporta-the and authority. strategieswould require changes in policy, funding, to reduce GHG emissions significantly. Many of the including strategies, an expanded of CTR program, set are necessary each from contributions major Revised CodeofWashington (RCW)70.235.020: In a 2009 Executive Order, Governor GregoireOrder,ExecutiveGovernor2009 a In The report finds that the state cannot by itself by cannot state the that finds report The 1 ). The report finds that finds report The ).

DOT S W : P TATE ASHINGTON HOTO 3 fuel savings, and emissions reduction ( for the economy, transportation system performance, progress toward its goals and the program’s benefits The CTR Board’s 2011 report describes the program’sProgram Performance as in2007–2008. 2009–2010 ifthevehicletripratehad remained thesame 32,000 one-way trips—on the roadways. 16,000 fewer daily round-trip vehicle trips—that is, the to the goals for 2012. survey The reductions translate to baseline nearly 2009–2010 progress 2007–2008 survey, achieving almost the half of from percent5.6employeeper bypercentVMT the and demand on the transportation system. growthwouldconstrainednot be theadditionalby job anticipatedthat so designed aretargets These 2012. and 2007 between worksites CTR at cent rate by 10 percent and VMT per employee by 13 per- the program’s performance. survey data with the baseline survey data determines ologies.comparisonA mosttherecent of complete leading to refinements in the measurement method- goals,reorientedprogramnewwaswith the 2006, employeesparticipatingsurveysofat worksites. In through measured is program’sperformance CTR formance measurement has undergone changes. The comprehensive action across a variety of groups. offers a working model, relying on collaborative and regionalandlocalgovernments. TheCTRprogram Compared withvehicle tripsthatwouldhaveoccurred in CTR worksites reduced the drive-alone rate by 4.8 The program’s goals are to reduce the drive-alone Theprogram’s approach goaltosetting andper- 2

DOT S W : P TATE ASHINGTON HOTO TR NEWS 281 JULY–AUGUST 2012 31 3,154,787 Employment ). The legislature unanimously adopted unanimously legislature The ). +0.3 3,014,335 4.7 – 3, 4 3, Washington State provided a total of $2 million in million $2 of total a provided State Washington ways new established investment additional The from interest strong attracted program GTEC The When the program was established in 1991, the in 1991, established was program the When to reports biennial submits Force Task CTR The Focus on Urban Growth Centers Focus on Urban Growth in exten- came to program on the change sweeping most The based Act, Efficiency CTR the through 2006 from input and Force Task CTR the by research sive ( partners on urban to focus recommendations force’s task the state, the of parts congested most the in areas growth cre- to and planning, of coordination the increase to growth urban ate Effi- the assist voluntary Growth and to Transportation program (GTEC) Center ciency more The programs. in centers trip reduction enhancing development economic link to sought force task efficiency. transportation with closely in in seven programs GTEC percent to launch 50 grants two-year contribute to required were which cities, by CTR broadened neigh- programs and These funds. matching schools, employers, smaller to out reaching areas. urban congested most state’s the in borhoods community. business the engage to partners local for design to flexibility the allowed were partners Local to and objectives local with aligned program GTEC a expand the benefits to a larger share of the travel market. local partners, and the CTR worksites performed led shortfalls revenue transportation but state well, to a of funding discontinuation in 2009, after two funding, the without Even implementation. of years however, local implementation has continued at legislature created the CTR Task Force, with mem- with Force, the CTR Task created legislature employ- represent to governor the by appointed bers and state, the agencies, transit government, local ers, public. the of the pro- and benefits on the costs the legislature and gram. data, These present pro- evaluations, reports the to changes about brought have and research, support that programs new creating as well as gram, transportation demand management. In 1994, for the to led Force Task CTR the by research example, creation of the Rideshare employer investments in incentives Tax and subsidies Credit to commuting. employee spurfor 356,861 358,086 2010 Daily Vehicle +2.8 2009 Washington State Average Washington U.S. Average 2008 513,720 528,113 CTR Worksites CTR Worksites Change Worksites Change State Change Employment at Percent to CTR Trips Percent in Washington Percent 2007 In 2009, the Puget Sound Regional Council esti- Council Regional Sound Puget the 2009, In During the economic recession, the state lost associated trips vehicle in increase an averting By 2007 2010 mated mated that the made choices by in commuters the CTR program since its start in 1993 avoided an increase of nearly 8 percent in congestion for the central Puget Sound region—the of equivalenthours in and delay $99 12,900 lost time million of better do worksites CTR Statewide, fuel. wasted and and state the of rest the than trips vehicle reducing at above). 2, Figure (see nation the employ- CTR while workers, 140,500 approximately vehicle daily Nonetheless, workers. 14,393 added far ers placing 1,225, only by increased sites CTR to trips less demand on the state transportation for additional the need below). and reducing system 1, expected than Table (see capacity highway in investments with increased employment, reduced CTR VMT by participants160 million each year between 2007 and 2010. This saved 71,500 approximately annually— emissions gas greenhouse of tons metric coal—and of railcars 389 burning of equivalent the 8 approximately million gallons of fuel fuel in each year. million $22 than more saved commuters CTR 2010. in expenses Sources: Washington State DOT and U.S. Department of Commerce of Department U.S. and DOT State Washington Sources: TABLE 1 Comparison of Employment at CTR Worksites and Washington State and Washington 1 Comparison of Employment at CTR Worksites TABLE The CTR program began as a demonstration project demonstration a as began program CTR The requiring regular measurement,beyond moved has evaluation, program the and Although reporting. mea- regular research, applied status, demonstration Research and Evaluation Research FIGURE 2 Comparison of drive-alone rates for FIGURE 2 Comparison commute trips. (Sources: American Community DOT) State Survey and Washington 85% 80% 75% 70% 65% 60% 55% 50% surement, and evaluation remain essential—and required—components. 32 TR NEWS 281 JULY–AUGUST 2012

PHOTO: ANDRE CHINN effectiveness. of theprogram’s surveys andassessments CTR conductsregular program—in 2008. Efficiency Center and Transportation State’s voluntaryGrowth plan underWashington Connect Downtown—a Washington, adopted The CityofBellevue, the partnership is trying to accomplish. Goals should Goals align interests and provide clarity about what interests together.Goals shouldknitpartner weaken ( woulddrop and the program’s infrastructure would assistance from the state—partnership contributions local governments, plus measurement and technical provided through the program—including grants for date built the program up, and withoutman-legislative theThe years.resources 20 forcontinued have not would program the leadership, state Without State leadershipiscritical. ulation to a more transparent, bottom-up approach. process has helped to drive the program from a reg- critical in avoiding backlash. As a result, governancestructurethewas the interestsbusiness infeedback tives to influence the statewide structure. Including connectinglocaltoobjectives allows localperspec- of the partners. designed to integrate and align the interests andchical, centralizedgoals administration. Thisstructure is customer-drivenhierar-a a structure,innot ships partner-complex of series a is programCTR The success anddrivesitsevolution. engagementcontributestotheprogram’sPartner Key Program Lessons GTECs. the to allowedthat programs—similar mentingto CTR implementers some and are asking GTECs, for designated more the flexibility of in some imple- be meaningful, measurable, and integrated. Employ- Recognizing local interest in new approaches and 5

DOT S W : P TATE ASHINGTON HOTO fic management helps keep people and goods movingState DOT’s innovative program for constructionincluded traf- reaching out to CTR employers.SR-520 Washington floating bridge, the communications strategy In 2011, when Washington State prepared to toll the are mutuallysupportive. CTR andotherWashington StateDOTprograms downtown vicinity from an outlying area. to offer mortgage CTR discounts for people moving standard to the example, the partnering with employers of and a local bank approaches some and incorporated new ideas extended as well—for gram pro-Commerce.The of Chamber Transit,the and program of the City of Tacoma, Pierce County,helped Pierce to fund Downtown on the programGo, GTECa collaborativethe example, For objectives. cific ships to implement innovative strategiesrelation- and to networks, meet communication spe- funding, its onbuildprogram canCTR the partner inEach points andspurinnovation. Flexible TDMnetworkscanprovide leverage legislature to continue funding the program. convincing policy theinrole changes. Evaluation a plays or program recommending for and ture, legisla- the with storiespartner and customer ing provideforuma forsharing successes, forconnect- andreport tothelegislature. Thelegislative reports data to evaluate the costs and benefits of the programWashingtonStateDOTandtheCTRBoard usethe employersand to track progress toward their goals. ernments use the information to provide support to reports on commuting to their worksites. Local gov- more rigorous than that of other programs ( wasapproachevaluation the thatsuggested Force works what is of part of assessment its success. regular program’s Research CTR by theThe CTR Task critical. are Measurement, evaluation,andreporting accomplish. programwhatthevaluetheoftheyseetrying tois ple, when program budgets have been cut—because ported the CTR program sup- at crucial have legislators times—for and exam- governments, local ers, The program provides employers with regular with employers provides program The 6 ). TR NEWS 281 JULY–AUGUST 2012 33

PHOTO: WASHINGTON STATE DOT Outreach to CTR employers was an important component of the communications strategy for tolling the SR-520 floating bridge. . Wash- . Olympia, . Washington State . Washington . Olympia, Washing- Olympia, . . DDB Seattle, 2003. Seattle, DDB . Olympia, Washington, February Olympia, Washington, Report Report on the Commute Reduction Trip What is the durability of investments in chang- in investments of durability the is What How How are demand management targets being 2010 Sustainable Transportation Report Transportation 2010 Sustainable DOT, www.wsdot.wa.gov/SustainableTransportation/ report.htm. Legislature State Washington the to Report 2011 CTR ington State Commute Reduction Trip Board, Olympia, http://www.ctrboard.org/library/CTRBoard_Report_ 2011. 2011Web.pdf. Force Reduction: Task CTR Trip Commute State Washington State Legislature. 2005 to Report the Washington 2006. February Washington, Interviews Stakeholder Program (CTR) 2004. September ton, the in Participation Employer on Changes Support of Impact Program Wash- Reduction the to Trip Commute Report 2003 Force Task Reduction Trip Commute ington State Legislature. 2004. u u Continuing to engage transportation partners will partners transportation engage to Continuing 2. 2. 3. 4. Cocker Fennessy. 5. 6. 1. 1. agement strategies become a first-choice approach for approach first-choice a become strategies agement improvement? mobility cost-effective With increasing financial pressures on government at Leveraging Resources government on pressures financial increasing With and all solution levels, the of strategies part for be managingcan CTR, transportation as such demand, helps approach CTR The actions. broader to lead can reduce GHG emissions link by that engaging employers in partnerships fostering by and reduction trip efficiency. transportation and development economic References help leverage resources and align goals. Learning and Learning goals. align and resources leverage help success. to critical be will way the along adapting ing behavior, ing for behavior, example, through education and incentives? How does behavior change after ends? the strategy intervention used at the local, regional, and state levels? How do How levels? state and regional, local, the at used these and strategies influence targets investments? measured? targets the toward progress is How How can demand management strategies, oper- strategies, management demand can How What are the economic benefits of public and public of benefits economic the are What u u CTR has demonstrated strong performance within performance strong demonstrated has CTR As the department organizes around this invest- this around organizes department As the plans to increase roadway capacity, can demand man- demand can capacity, roadway increase to plans current success “good enough”? The CTR Board’s rec- Board’s CTR The enough”? “good success current forthcoming. are program the to changes ommended analysis? For example, as revenue constraints increas- sidered and constraints traded off in revenue a as common cost–benefit example, For analysis? agency transportation local and state challenge ingly Research Needs Research Applied can research help inform program design implementation: and Assessing New Directions In 2010, the to an CTR initiated assessment Board and employers to out reaching direction, new a chart workshops through governments regional and local and surveysgreater in and interest engaging inexpressed scenario governments planning.local Some local determination and flexibility—for example, expanding the program to address other trip pur- employers. smaller involve to and poses 6 only encompasses scope the but markets, target its small relatively state—a the in VMT total of percent How challenge. emissions transportation of the part the Is goals? broader meet to adapt program the can Investment Framework State DOT has a Washington established decision- to create Moving Washington, making framework, an integrated, 21st century system. transportation to one management demand elevate principles The of the and state’s three primary operations investments in efficient trans- solutions—joining portation additions. capacity strategic ment framework, engaging partners and aligning model. to their performance investments corridor support potential a offers CTR key. a be will objectives The approach may challenge CTR to organize by corridors and to translate its benefits for corridor solutions. and needs by expanding coordination and mitigation for road- for mitigation and coordination by expanding the is required, mitigation When way construction. to keep target a reduction trip develops department state The circumstances. normal in as moving traffic reduc- DOT works trip with local develop partners—including cities, agencies—to transit and counties, tion programs to meet the target, building on place. the in infrastructure management demand ational strategies, and capacity investments be con- investments and capacity strategies, ational private private TDM investments for suburban and rural communities? BUILDING A NETWORK OF SOLUTIONS ADAPTING TO CHANGE: CLIMATE P HOTO : R : ONALD K ILLIAN

Ecodriving The Science and Art of Smarter Driving

RONALD KILLIAN

Ken leaves home for work. He warms up his car Driving Smarter The author is Manager engine in the driveway. His car roof and trunk With the U.S. and global economies struggling, with of Environmental are loaded with unnecessary equipment; the tires the nation dependent on foreign oil, with gasoline Permits and Procedures, are underinflated. Ken drives with jack-rabbit prices edging toward $4 per gallon, and with the Highway Division starts-and-stops to pick up his breakfast, idling effects of climate change becoming more apparent, District 6, Massachusetts his automobile in the fast-food drive-through many government agencies are searching for quick Department of lane. He then heads on to the toll road, driving fixes and longer-term strategies to reduce fuel con- Transportation, Boston. at up to 70 mph with the car windows open until sumption and costs, vehicle- and roadway-related reaching the traffic jam at the toll booths; with- expenses, and carbon emissions. This is appropriate, out a transponder, he cannot zip through the EZ- because U.S. transportation consumes 28 percent of (Photo above:) More Pass lane. the nation’s energy—approximately 13 million bar- than 30 states and the Arriving at work, Ken parks in a space that rels of petroleum per day (1). In 2009, according to District of Columbia have requires backing out when he leaves, not driving a report assessing U.S. transportation infrastructure, some sort of anti-idling forward. After work, he drives to the drugstore, “Americans wasted 4.8 billion hours and 3.9 billion regulation. Drivers can but forgets about his other errands until arriving gallons of fuel sitting in traffic, at a cost of $115 bil- avoid engine idling and home; then he drives back out to the grocery store lion—more than one-sixth the amount of oil employ fuel-saving driving techniques to and the post office. imported annually from the Persian Gulf” (2).

TR NEWS 281 JULY–AUGUST 2012 TR NEWS 281 JULY–AUGUST reduce the GHG output Ken is not a smart driver—and he is con- One simple, economical way that individuals, 34 of personal vehicles. tributing to energy waste and climate change. businesses, and governments can combat inefficient TR NEWS 281 JULY–AUGUST 2012 35

PHOTO: ALDEN JEWELL The Mobil Economy Run, an annual coast-to-coast competition for fuel- that ran from efficiency the 1930s to the 1960s, was an early showcase of ecodriving techniques. 6 In addition, the Driv- In addition, 5 ; and in the campaign of campaign the in and ; 4 An integrated, robust, national ecodriving strat- ecodriving national robust, An integrated, 1. and Communication marketing with public- 2.training; instructor and Driver reg- and legislation limited with 3.support Policy incentives, and factors 4.behavioral on Research Resolution No.194, 2010. www.I95coalition.org. www.thedsaa.org. the I-95 Corridor Coalition. the Corridor I-95 but but is a key in Solu- measure the Warming Global North in Massachusetts; and California in acts tions Carolina Department of (DOT’s) Transportation’s “Drive Green, Save Green” campaign; in the New create to resolution Conference Governors’ England clearinghouse ecodriving an 5 6 Communications and Marketing to how about managers fleet and drivers Educating is become ecodrivers an element in important any acceptance and understanding societal but program, are needed as well. Messages delivered through a variety of media to develop positive pub- branding driving for the capture to necessary are ecodriving attention. lic’s 4 Elements of Ecodriving studies and programs ecodriving several of review A ele- main four reveals America North and Europe in program: successful a of ments and private-sector support; support; private-sector and and ulation; vehi- on and benefits, measuring and quantifying on ITS. and technology cle ing School Association of the Americas passed a res- a passed Americas the of Association School ing 2009. in ecodriving of support in olution egy is a logicalbenefits social nextand step environmental, to reapsecurity, national the economic, approach. high-value low-cost, this from 2 ). ). 5 ). ), in ), 6 3, 4 3, Switzerland, Ger- Switzerland, 3 ). Green Communities ). Canada has Green Communities 8 ), and in a report of the World Health 7 Hypermilers exceed a vehicle’s fuel efficiency fuel vehicle’s a exceed Hypermilers 1 Ecodriving Ecodriving is recognized internationally for its Ecodriving techniques can improve fuel economy fuel improve can techniques Ecodriving Ecodriving has yet to mature as a national energy national a as mature to yet has Ecodriving www.hetnieuwerijden.nl. See www.CleanMPG.com. www.ecodrive.org/en/what www.ecodrive.org; established an EcoDriver Program, and Canada’s ecoENERGY-vehicles program applies ecodriving ECOWILL include examples European principles. Organization ( Organization recommendations from the International Energy Agency ( as estimated as by Protection estimated the U.S. Environmental Agency (EPA), by modifying driving Mobil the in habitsapplied originally and techniques adopting road trip Economy Run—an annual coast-to-coast and 1930s; late the in started that demonstration and War World during rationing gasoline of years the in Department U.S. the in crisis; oil 1973 the during II; Conservation Energy Driver short-lived of Energy’s Awareness ( Training Program;prices fuel and of later volatility in worldwide timesthe by marked health, safety, and environmental benefits and for its for and benefits environmental and safety, health, contributions to national security. Ecodriving is in of the included 2007 the report Nations’ United ( Change Climate on Panel Intergovernmental is_ecodriving-/benefits_of_ecodriving/. 3 1 2 and programs in the Netherlands, the in programs and Ecodriving Ecodriving evolved in the United States from the “hypermiling” adopted by hybrid vehicle driving clubs. Evolving Principles vehicle fuel consumption and its adverse effects is by is effects adverse its and consumption fuel vehicle adopting smarter driving techniques through ecodriving, smart driving, green as known driving—also and fuel Ecodriv- behavior. economy–maximizing and techniques incorporates that approach an is ing costs, and consumption fuel reduce to technologies emis- pollutant air other and (GHG) gas greenhouse road and vehicle (VMT), traveled miles vehicle sions, degradation, and accident-related costs—such as insurance. and fatalities, injuries, damage, property example, drivers—for some for percent 33 to up by by traveled on the an distance $4 ecodriver of fuel driver. aggressive an for fuel of $5.32 part require would are selection route and innovation Technological of the sum, program, through intelligent transportation In behavior. driving adaptive and (ITS) systems efficient of art and science the combines ecodriving individ- of spirit American the with driving safe and ( action and responsibility collective and ual many, and Austria. Programs are in place in Programs and Japan, Austria. many, countries. other and Australia, States United the in policy reduction emissions and 36 TR NEWS 281 JULY–AUGUST 2012 drivers. by thousandsofhighway messages areseendaily digital billboard Massachusetts DOT’s checks. regular tirepressure Canada recommends Motor Associationin Driving, theAlberta In itsGuidetoGreen sions, strategies for reducing fuel expenses and GHG emis- usually include the following: readyimplementto immediatefor results. are Top tips most websites—and several from assembled be can pointers 100 than tips—more ecodriving sure might broaden its support ( mea- securitynational a as ecodrivingrebranding the University of California, Berkeley, suggested that remainshigh. At a 2011 workshop, Elliot Martin of skepticismwhichclimateareasaboutchangein in focus on cost savings and climate change, especially 7 employer-based tripreduction programs. strategies forlanduse,transitexpansion,intercity rail,and national 55-mphspeedlimit—more thanaggressive more thananyotherstrategy, exceptstrong pricinganda would reduce GHGscumulativelybetween2010and2050 Moving Cooler(www.movingcooler.info) thatecodriving Cambridge Systematicsprojected inthe2009report drivers wouldadoptthemaximumscenarioforecodriving, Even withthemodestassumptionthatonly20percent of Althoughecodriving isone ofthe most effective The Internet provides basic and extensive sets of 7 an ecodriving campaign does not need to need not does campaign ecodriving an 4

A M A : P DOT M , K G : P SSOCIATION OTOR LBERTA HOTO ASSACHUSETTS ELLEHER ERARD HOTO work. repair or maintenance any performing when sure inflate each vehicle’s tires to the recommended pres- requiring 2010 automobile in service providers regulation to a check and approved Board Resources Air California The failure. tire reduce and tance, tribute to optimizing road-holding and braking dis- con- fuel, of tankfulper percentbenefit 3 a to up underinflatedon tires. Proper inflation canprovide mated 1.2 billion gallons of fuel were lost by driving City, Minneapolis, Canada, Japan, and EuropeYork ( New in way under are idling engine against ( regulationanti-idling of form some withColumbia of District the and states 30 more fuel than starting a vehicle. EPA lists more moneythan for zero mph. Idling for 10 seconds consumes fuel consumption, and VMT. cent to 14 percent ( ecodriving,” may reduce highway fuel use by 12 per- those installed in many hybrid vehicles for “dynamic 40,000 tons of carbon dioxide emissions ( daily through voluntary idling, which also generates of gas and $15 million (at $4 per gallon) are wasted In the United States, an estimated 3.8 million gallons best-performingvehicle soldthein United States is economy—the fuel on-road for effect” dominant most the far by has selection “vehicle that found used appropriately. ifpercent7 by mileagehighway improve can trol fuel economy by 7 percent to 23 percent.increasedrivers—can Cruisesafe for standardcon-limit—the startat 50 mph or less. Observing the posted speed highway driving; for some vehicles, the decrease can 5 percent or more for every 5 mph above 60 mph in to evaporate annually. ingfueltank capsallow 147 million gallons fuelof a constant speed and coast when possible. canincrease fuel usebyupto 40percent. Maintain conditioning at speeds above 40 mph. openwindows atspeeds upto40mph, anduse air tioning can decrease mileage by 5 to 25 percent, use drag. reduce fuel efficiency by increasing the aerodynamic percent.Roof racks andsimilar exterior accessories vehicle can reduce the mileage per gallon by up to 2 u u u u u u u u u u Check tire pressure monthly. off engine theTurn Go easy on the pedals. chaintripsandDriveless Buy a vehiclewisely.a Buy conditioning.air Reduce Instant, fuel economy feedback displays Watch your weight. Observe speed limits. Tighten the gas cap. 4 , 12 ). An extra 100 pounds in a —idling wastes fuel and fuel wastes—idling Loose, damaged, or miss- Fuel economy decreases A 2011 research2011 A report Rapid starts and stops 9 Because air condi- air Because to minimizetotime, ), and campaigns and ), In 2005, an esti- 11 ). , like 10 ). TR NEWS 281 JULY–AUGUST 2012 37 on A Factory Five diesel developed by West Philadelphia High School students leads the race at the Green Grand Prix in Watkins The Glen, New York. first stage of the competition takes place Glen on the Watkins International grand prix circuit; the second stage is conducted on local roads. Creative media can help Creative media ecodriving deliver the as this message—such of the Dutch parody Dukes of Hazzard YouTube. ), and ), 4 ), California ( California ), ). ). The adoption and 19 7, 16 7, ). ). 18 ) confirm the findings from earlier stud- earlier from findings the confirm ) 17 In 2002 and 2003, more than 6,500 Dutch driv- Dutch 6,500 than more 2003, and 2002 In At least 33 countries have adopted electronic

Quebec ( Quebec ies that of level without high a positive maintain to reinforcement, motivation drivers’and incentives compliance with train- ecodriving initial principles the may wane after months to weeks several within 5 of economy fuel in improvements initial The ing. without percent 5 to drop can more or percent 15 to ( support continued ing ing school teachers and examiners—that is, more princi- ecodriving in trained percent—were 90 than ples; new driving manuals, driving refresher exams,courses were introduced. Recent andstudies ( Europe in workshops and Governmental Support and programs ecodriving for support Governmental is research crucial. The motivations may vary but public public—economics, the with resonate should mitigat- even or security, national safety, and health standards fuel-economy Vehicle change. climate ing are a key policy measure ( enforcement of anti-idling regulations are warranted are regulations anti-idling of enforcement economy. fuel and savings, cost health, public for speed-limiter legislation, primarily for trucks and buses; these include the nations of the European Union, as well as Australia, India, Japan, and the

P G G , G R P RIX RAND REEN ILLESPIE OBERT COURTESY HOTO )—which began )—which ): ): 14 15 ). 13 In 2011, Massachusetts DOT dis- began In Massachusetts 2011, 8 9 Transportation agencies can be more creative in can be creative agencies more Transportation 1. One-on-one theoretical and practical training, practical and 1. theoretical One-on-one 2. and reinforce- training mandatory Continued www.greengrandprix.com. Sample websites with ecodriving messages include playing “Drive Smart and Save” registry announcements publicvehicles on motor seven service newstate’s A digital highways. billboards state along to information citizens ecodriving can disseminate through licensing, driver testing, and registration formats. electronic and paper in processes orga- including sector, private the with collaborating effi- and safe promoting in involved already nizations cient driving—such as AAA, AARP, automobile and manufacturers dealers, and insurance companies and their foundations—as wellcelebri- businesses, as institutions, with educational media, the ties, and public officials. On-road, fuel-economy interest, and enthusiasm generate can competitions like the Green Grand Prix at Watkins Glen, New York. 9 8 followed by followed licensing. initial after ment In addition to general information for the public, a the public, for information to general In addition of eco- integration the includes program successful driving into the traditional drivers. training licensed and curricula new for for and instructors driving in ( Experience the Netherlands in Austria in 1988—and programs its restructuring effective- the indicates nations European other and approach two-phase a ( of ness Driver and Instructor Training Varying the media can Varying help in the delivering message. Websites with tips lists, videos, and virtual games involving driving skills are becoming more common. Creative Outreach Creative nine nine times more than fuel-efficient the worst-per- not warns report the Nevertheless, vehicle. forming fac- driver-controlled of other the effects to neglect tors—such as driving techniques, route selection, to contribute can maintenance—which vehicle and economy fuel on-road the in reduction percent 45 “a ( driver” per Massachusetts DOT, www.mass.gov/MassDOT/DriveSmart; Massachusetts DOT, www.ncdot.org/programs/drivegreen; DOT, Carolina North Council of Governments, Washington Metropolitan www.mwcog.org/transportation/ecodriving/; U.S. EPA, www.mwcog.org/transportation/ecodriving/; and FuelClinic.com. The United www.fueleconomy.gov; Kingdom’s ecodriver.org has posted a video, ecodriver.org Kingdom’s and a Dutch www.youtube.com/watch?v=D8_iZNnsCro), , of the Dukes of Hazzard video delivers tips via a parody www.youtube.com/watch?v=Re92es9aPB8&feature=related. 38 TR NEWS 281 JULY–AUGUST 2012 maximum fuelefficiency. adjust theirdrivingfor drivers tomonitorand in theToyota Priusallow such astheoneinstalled Feedback mechanisms with 65mphin2009. setting of56mphin2003,andOntario andQuebecwent European Unionfollowed suitin1994;Japanchosea 10 Fleetmanagers areaggressively advancing ecodriv- Fleet ManagersLeadtheWay and European programs. portation Institute, Trans-and various A&M Texas U.S. Institute, DOT–sponsored Research portation and Davis; and at the University of Michigan’sBerkeley, Riverside, Trans-at Program Research Campus California’sMulti-of University the at way under of the many benefits of ecodriving. incentives and can enable more precise measurement understandingdriverofbehavior, motivations, and cle-relatedtechnologies. Research also can improve installed in the Toyotathose Prius;or andmonitor ITSScanGauge and the other as vehi- nisms—such mecha- feedback real-time campaigns; education public and marketingprograms; training best the andart ofecodriving remains critical todeveloping Longer-term and larger-scale research on the science Topics forResearch Canadian provinces of Ontario and Quebec an essential supporting role. fiat—butmentlegislation regulationsand playcan govern- through than cooperation and ( education 2012 summer in Nonetheless, ecodriving will advance limiter more through truck 68-mph istrationrulemakingexpectedproposea istoafor carriers, the National Highway Traffic Safety Admin- Associations, Road Safe America, and several motor TruckingAmericanthe frompetitions responseto ftd rm h EAs mrWy rga, a Program, SmartWay EPA’spublic–private collaboration freightthewithtrans- the from efited tion and increase safety and savings. Many have consump-ben- fueldecrease that programs developing are fleets military and government, business, of ing,primarily because ofits cost savings. Managers port industry.port Australia adopteda62-mphlimiter settingin1990;the infcn eorvn rsac porm are programs research ecodriving Significant 11 Since its inception in 2004, Smart-2004,inceptionin its Since 10 ( 20 ). In 21

K R : P ILLIAN ONALD HOTO more than 15 million gallons of fuel. Since joining SmartWay in 2005, Frito-Lay has saved VMT, accident rates, and carbon dioxide emissions. costs, maintenance and consumption fuel reduce ing and follow-up support, and route managementtrain- maintenance,driver andtotechnology vehicle Miles,SmartDriver,Green—focusto Road andon for a fleet of 17,000 trucks. Three programs—Smart achievemoreefficient driving19,000its bydrivers nearly 1 millionsaved gallons of dieselhas fuel annually. company the and 2007, since percent 25 thanmoreimproved economybyhas Fuel ing. deliveryvehicles, providesand special drivertrain- electric purchases changes, speed shift-point and technologyanti-idling uses trucks, delivery 1,750 EcoEasyprogram, which limits thetopspeed its of thedevelopedhas year.Inc.,Staples, one for road the off carspassenger 5,300 to equal tons, metric andreducing carbon dioxide emissions 100,000by routessince 2004, saving million10 gallons fuelof delivery on turnsleft-handminimized has Service haul trucks. for tractor trailers, and from 70 to 65 mph for long- turning back the speed governors from 65 to 62 mph 8,400tractor trailers and 2,700 long-haul trucks by of fleets its fromemissionscarbon of poundslion imately 6 million gallons of diesel fuel and 134 mil- 2008, it has achieved an annual reduction of approx- ple, SmartWay member Con-way reported that since 2011U.S. Freight Sustainability Summit, forexam- The program is producing results. At the November wide-based tires, driver training, and singlefreightsystems, inflation tirelogistics. automaticreduction, weight and aerodynamics improved speeds, and and ecodriving techniques, including reduced idling lion metric tons of carbon emissions. $6.1 billion in fuel, while cutting more than 16 mil- and oilmillionbarrels of50 save themhelped has with supply-chain accounting tools and methods and including many of the nation’s largest truck carriers, Way has assisted more than 2,900 U.S. corporations, 11 Changing Habits www.epa.smartway. turns off the motor, and walks into the restau-the into walksmotor, and the off turns car,the parksbreakfast. Heup pick to way his erly inflated. He drives smoothly and carefully on junkthetrunk,andofin andthetires areprop- ing on the ignition. His car is freed of its roof rack engine by driving his car immediately after turn- car his upwarming work,for homeleaves Ken Frito-Lay has applied an intensive approach to approachintensive an applied hasFrito-Lay Private-sectorsuccesses aremany. United Parcel SmartWay emphasizes fuel-efficient technologies TR NEWS 281 JULY–AUGUST 2012 39 Southern Parkway in Utah posts a speed limit of 60 mph. Cars tend to at be more fuel-efficient 60 mph than at 65 mph; observing posted speed limits also can increase fuel efficiency. . Ecodriving Idling Gets You Idling . German Road German . . Hinkle Charitable Hinkle . . World Health Orga- Health . World . Environmental Defense . Environmental Eco-Driving: Strategic, Tactical, Strategic, Eco-Driving: . Ecodrive.org and Intelligent Energy Intelligent and Ecodrive.org . . University of Michigan Transportation of Michigan . University Vol. 76, No. 1, Jan. 3, 2011, pp. 78–80. 78–80. pp. 2011, 3, Jan. 1, No. 76, Vol. . Quebec Bureau of Efficiency . and of Bureau Energy Quebec Efficiency . Transport Canada, Ottawa, Ontario, 2009. Ontario, Ottawa, Canada, Transport . . International Transport Forum, Paris, November Paris, Forum, Transport . International . International Energy Agency, Paris, September 2010. September Paris, Agency, Energy International . . U.S. Environmental Protection Agency, April 2006. April Agency, Protection . Environmental U.S. Steps www.iea.org/papers/2010/transport_energy_efficiency.pdf. Climate of Co-Benefits Health Economy: Green the in Health Sector Mitigation—Transport Change nization, Geneva, Switzerland, December 2011. www. who.int/hia/green_economy/en/index.html. Regula- Anti-Idling Local and County, State, of Compilation tions www.epa.gov/region8/air/rmcdc/pdf/CompilationofState IdlingRegulations.pdf. Impacts Economic and Environmental, Health, Nowhere:The City York New in Idling Engine of Fund, D.C., Washington, February 2009. www.edf.org/ sites/default/files/9236_Idling_Nowhere_2009.pdf. Counts Minute Primer—Every Anti-Idling www.thehcf.org/antiidlingprimer.html. Foundation. Educa- Public How Understanding Footprinting: Carbon and and Fuel Gas Use Emissions tion Can Greenhouse Reduce University, State José San Institute, Transportation Mineta http://transweb.sjsu.edu/ 2012. April California, José, San project/2808.html. Vehicle Improve That Driver the of Decisions Operational and Fuel Economy. University of Michigan http://deep- 2011. Transportation August Ann Arbor, Institute, Research blue.lib.umich.edu/bitstream/2027.42/86074/1/102758.pdf. In Story. Success A Rijden: Nieuwe Het Programme driving ECEEE 2007 Summer Saving Study, Do Energy—Just It! Sweden, June Stockholm, 2007, pp. ECEEE Secretariat, Driver the in 1673–1678. Integration Ecodriving of Status the on Overview Testing and Education 2011. November Europe, Policy for Messages and Ecodriving—Findings on Workshop Makers 2007. Sum- for Light Vehicles: Pilot Project Training Eco-Driving mary Findings 2011. November Canada, Driving, Innovation, Pro”—Safe a Like “Drive on 3—Studies Point the To Context Private a and Professional a in Both 2009. Bonn, Council, Safety Index Eco-Driving Research Institute, Ann Arbor, June 2012. http://www. Truck Heavy on umich.edu/~umtriswt/EDI_sales-weighted-mpg.html. Study International An Others: from Learning Limiters Speed Register, Federal

8. 9. 10. and E., I. M. Silverman. Peffers, Burgess, 11. Finson. S. R. and 12. Martin, W. E. A., S. Shaheen, 13.Schoettle. B. and M., Sivak, Eco- National The 14.Dutch and H. Wardenaar. P., Wilbers, 15. 16. 17. 18. 19. 20. 21.

, F , L C : P EMONADE OUNTY HOTO LICKR . Climate Owner-Related Owner-Related . Bureau . of Bureau Trans- . Building America’s Building . . Wikipedia. http://en. Wikipedia. . Final Report of the Pro- the of Report Final Transportation Energy Efficiency: Energy Transportation . Intergovernmental Panel on Climate Change. Climate on Panel Intergovernmental . wikipedia.org/wiki/Fuel_economy-maximizing_behaviors. Wit, R. Sperling, D. Plotkin, S. Newton, J. P. Muromachi, Y. chapter5.pdf. Implementation of IEA Recommendations Since 2009 and Next and 2009 Since Recommendations IEA of Implementation ceedings of the UC MRPI Ecodriving Workshop, May 18, 2011 18, May Workshop, Ecodriving MRPI UC the of ceedings In Infrastructure. Its and Transport Zhou. J. P. and Institute of Transportation Studies, University of California, of University Studies, Transportation of Institute www.ecodrivingworkshop.cert. 2011. November Berkeley, ucr.edu/. Behaviors Economy-Maximizing Fuel 2007 Change www.ipcc.ch/pdf/assessment-report/ar4/wg3/ar4-wg3- provements.pdf. provements.pdf. Fuel Economy www.fuel . Improvements 2001. Oak - Ridge December National Lab Tennessee, Ridge, Oak oratory, economy.gov/feg/pdfs/OwnerRelatedFuelEconomyIm- portation Statistics, Research and Innovative Technology and Innovative Research Statistics, portation 2012. Transportation, of Department U.S. Administration, www.bts.gov/publications/national_transportation_statis- Behind— Falling and Apart tics/. Falling Future: America’s 2011 Building Report Infrastructure Transportation Future Education Fund, www.bafuture.org/sites/default/files/Report_0.pdf. Washington, D.C., 2011. National Transportation Statistics 2011 Statistics Transportation National Transportation and environmental agencies and agencies and environmental Transportation understanding will increase research Additional rant. Afterward, Ken rant. Afterward, heads on to the toll road, driving as smoothly as possible through heavy closed. windows the with mph, 60 to 55 at traffic and the avoids traffic slowdowns EZ- He anticipates the through zipping by booth toll the near work jam at arrives He transponder. his with lane Pass out to him pull allows that in a space parks and out planned has he work, Leaving forward. going errands his running while home route shortest the and post store, office. at the grocery drug store, ecodriver. an into developing is Ken 6. Ribeiro, S. K., S. Kobayashi, M. Beuthe, J. Gasca, D. Greene, D. Gasca, J. 6.Beuthe, M. Kobayashi, S. K., S. Ribeiro, 7. Ryan. L. and K., Kojima, 5. 4. Chan. N. and Barth, M. S., Shaheen, 2. 3. Energy and Economic Analysis, Inc. References 1. regional organizations are positioned to take the lead the take to positioned are organizations regional in promoting ecodriving as an inexpensive, cost- money; saves that method energy-efficient effective, VMT, emissions, carbon consumption, fuel reduces and care, medical damage, property of costs the and reduc- by security national supports and insurance; mar- effective oil. More on foreign ing dependence keting of this simple technique for saving money, pursued. be should emissions reducing and energy, public the educating to approaches effective more of and about techniques ecodriving about the role of metrics and accurate ITS. More technology vehicle ecodriving, of benefits the measuring for needed are habits driving daily of staple a become should which States. United the in BUILDING A NETWORK OF SOLUTIONS P OOCOURTESY HOTO M ARLENE D EMERY , C , T OF ITY N APA ADAPTING TO CHANGE: CLIMATE

Innovative Approaches to Reduce Greenhouse Gas Emissions from Transportation San Francisco Bay Area Launches Variety of Pilot Projects

BRANT ARTHUR

educing greenhouse gases is a team sport, but program is designed to test strategies to reduce trans- The author is on the transportation side, all too often the portation-related emissions and vehicle miles trav- Implementation Manager R team is struggling to learn how to play the eled, as well as to encourage the use of cleaner fuels for Transportation, game. California has charged each region to develop and to build a knowledge base through evaluation Climate Protection Sustainable Communities Strategies; as part of its that can inform other Sustainable Communities Campaign, Santa Rosa, effort, the San Francisco Bay Area has launched a Strategies. California. series of pilot projects to test new approaches to MTC has awarded 17 grants totaling $33 million reduce greenhouse gases from transportation. Not to projects involving clean vehicles, parking man- only are the ideas innovative, but teamwork appears agement, transportation demand management, and (Photo above:) The City to be key—the number of partnerships forming to controlling school-related emissions. The funding of Napa received a grant test the approaches hints at new methods to trans- for these pilot projects comes from the federal Con- through the Bay Area’s form a slowly evolving sector. gestion Mitigation and Air Quality Improvement Metropolitan The Bay Area’s Metropolitan Transportation Com- Program; the goal is to reduce greenhouse gases and Transportation Commission to conduct a mission (MTC) launched the Climate Initiatives Pro- criteria air pollutants from transportation, including

TR NEWS 281 JULY–AUGUST 2012 TR NEWS 281 JULY–AUGUST cold in-place pavement gram in 2010 to spur ground-breaking transportation ground-level ozone, particulate matter, carbon 40 recycling project. ideas for reducing greenhouse gas emissions. The monoxide, sulfur oxides, nitrogen oxides, and lead. TR NEWS 281 JULY–AUGUST 2012 41

PHOTO: BETTER PLACE $2.38 $2.38 - 2.061.921.73 $1.50 $2.00 1.23 $1.49 $2.81 7.674.934.11 $3.00 4.11 $0.87 $1.50 $1.70 3.292.74 $4.29 $2.00 Reduced Amount 10.96 $6.99 2 A Renault Fluence Z.E. leaves a Better Place battery-switching station in Denmark. San Francisco and San José have partnered with Better Place to test the battery-switching technology on electric taxis. (tons/day) (millions) Estimated Grant CO Building a critical mass of riders and drivers is key is drivers and riders of mass critical a Building real- addresses specifically program the Although Innovative Bicycle Detection System Detection Bicycle Innovative Plan Action Transit Berkeley of City Connection Mile Last the Making Maps Route School Encouragement and Education Project Fleet Vehicle Electric Government Local Networking Social Through School to Ways Green 1.29 BikeMobile or Vehicle, Encouragement and Repair Bike Reserve Funding Strategy Vehicle 0.63Electric 1.01 $0.25 $0.50 $0.38 Electric Vehicle Taxis and Battery Switch Stations Switch Battery and Taxis Vehicle Electric Initiative Power Shore Oakland of Port Collaborative Transportation School Area Bay ridesharing) (dynamic Rideshare WeGo Electrified Sharing Car e-Fleet: Transportation Partnership Public–Private Integrated Program Management Demand 3.29 Program Pilot Bikesharing pavement) (for Recycling In-Place Cold System Location Vehicle Automatic CityBus Rosa Santa $0.75 2.60 $0.60 Project Name with assistance with from assistance the Climate Cam- Protection a from funds matching plus nonprofit, local a paign, Corporation. Avego partner, technology to to the success of real-time ridesharing. The most in for each county user groups locations promising centers, employment large campuses, college include parking. limited with stations rail commuter and with integrate can Rideshare WeGo ridesharing, time services and trans- other alternative ride-matching portation programs to meet needs the throughout Bay Area. In for Sonoma example, County, WeGo TABLE 1 List of Projects with Estimated Carbon Reductions and with Estimated Carbon 1 List of Projects TABLE Size of Grant Awarded 2 The partnership with Better Place includes an includes Place Better with partnership The 1 The Sonoma County Transportation Authority is Authority Transportation County Sonoma The The table of projects, however, does not does the tell however, of The table projects, The project demonstrates electric vehicles and a and vehicles electric demonstrates project The of also battery- The tests the project integration http://wegorideshare.com/. www.betterplace.com/global-progress-north-america- Rideshare project will be the largest demonstration be will the largest project Rideshare in terms technology of yet ridesharing of real-time involved. partners of number the of and funding leading the effort, with partners at the Contra Costa Contra the at partners with effort, the leading Transportation Authority and the Transportation is forward moving The of project Marin. Authority 1 2 Real-time ridesharing is a social network using soft- using network social a is ridesharing Real-time allow to apps, or applications, smartphone and ware carpool to and instantly match to drivers and riders WeGo The route. same the on commuters other with Real-Time Ridesharing Electric Vehicle Taxis Taxis Electric Vehicle long-term achieving in important are vehicles Clean taxi electric the For gases. greenhouse of reductions up teamed José San and Francisco San battery- project, a pilot out test to Place Better firm private the with switching for technology a fleet of electric vehicle taxis. Range of Projects Range of create to work will year this launching projects Pilot project ridesharing a real-time fleet, taxi an electric project and a bikeshare counties, Bay Area in three José, San to Francisco San from region the spanning including Palo Alto and Estimated Redwood City. in shown are projects the from reductions emission Table 1 (below), along with the are best guesses grantreductions The emission awarded. amounts 2012 in progress projects the as revised be will and com- evaluation, the from come data Until 2013. and premature. are lessons or parisons the of each from examples following The story. whole accomplishments the present categories project main far. so additional additional $8 million in matching funds from the provider. service vehicle electric startup new approach minutes to within switchableroad the on battery back taxis technology, get can which instead of waiting hours for a charge. The project requires the installation of four battery-switching stations in San Francisco and San switch- José. with The taxis local vehicle electric 61 includes match will primarily vehicles electric These batteries. able Francisco. San in service taxi neighborhood for be new A grid. power electric the into stations education switching consumer offer will Francisco San in center stations. battery-switching and vehicles electric on california. 42 TR NEWS 281 JULY–AUGUST 2012 other BayArea locations. Embarcadero andin facilities alongthe establish bikesharing local jurisdictionswill Management Districtand Area AirQuality A pilotprojectoftheBay smartphone applications. software and drivers toconnectusing project allowsridersand The WeGo Rideshare ing to receive the rest. Alto, Redwood City, and Mountain View are prepar- placed in 50 stations in San Francisco; San José, Palo ties. The largest share of the bicycles—500—will be bikesharingprogram serving a range of municipali- The project will test the viability of a single regional kiosks, located between San Francisco and San José. 3 launching a pilot project iscountiesand cities several andDistrict agement A partnership between the Bay Area Air Quality ablyMan- available to people for short trips in urban areas.Bikesharing systems make bicycles easily and afford- Bikesharing tive, efficient use of the roadways. willprove thatreal-time ridesharing cost-effec-ais successfulprojectA phase.pilot thebeyond tinue empty seats will build sufficient momentum to con- for marketplacethe thatpossibility the withyear, andfall of 2012 and will operate for more than one mate Initiatives Program is funding the AVL project. (AVL)Cli-installed2012.Thefallbedevicesin to automaticlocationvehiclenew the withmatching transitreal-timeof integrationthe test to CityBus Rideshare is planning to collaborate with Santa Rosa www.sfmta.com/cms/bshare/indxbishare.htm. WeGo Rideshare is ramping up in the summer the in up rampingWeGoRideshare is 3

with 1,000 bicycles at 100

S G W : P B D : P ONOMA O E HOTO URDEN AN HOTO if the pilot project proves successful. transit.tionsto Planssignificantcallfor expansion project will help address first- and last-mile connec- ipated for the America’s Cup regatta in October, the end of summer 2012. With an influx of touriststo success;antic- the program’s launch is scheduled for the able. The density of stations is expected to be the key mixed use, and transit-rich, as well as flat and bike- persedwithin a 1.78-square-mile area that is dense, sions from transportation. from sions incorporates several strategies(BTAP) Plan toAction Transit reduce Berkeley of carbonCity The emis- Berkeley Transit ActionPlan 4 related emissions to school reduce travel. to The aims Bike Repair project and innovative Encour- An Bikemobile several years. planning and development have been in progress for get for the project in Berkeley comes to $4.5 million; the Federal Highway Administration. The total bud- QualityManagementAreaAirBay Districtthe and time limits efficiently. projectwilluselicense platerecognition enforceto thesecond hour of paid parking will be tested. The variable-rate pricing structures that increase rates for parking will be implemented in on-street areas, and city.full-daytheand Half-daystrategies ofpricing the with pricing their sync will Berkeley, fornia, Cali-Universityoftheparkingfacilities theatple, and longer-term parking off the street. ingrates toencourage short-term on-street parking for the coordination of off-street and on-street park- reduce the incentive of for daily driving. Plans reconfiguration also call a monthly parking with permits in city coordinated garages, intended be to will differentdayandonof daystheweek.ofTherates implement different parking rates for different times wood commercial districts. density neighborhoods along the Telegraph and Elm- make carshare pods financially feasible into partnershipmoderate- the with working is CarShare City businesses;membershipsCarShareto Citysidized employees and residents. Theparticipating programfor passes willtransit as offer such financial sub-incentives with conjunction in modes, portation providinginformationandalternative abouttrans- transportation.Strategies include targeted outreach of modes shifting for incentives creative develop www.cityofberkeley.info/ContentDisplay.aspx?id=71002. The San Francisco bicycle stations will be dis- be will stationsbicycle Francisco San The The programThe willtakeadvantage grantsoffrom exam- forinvolved; be jurisdictionswill Other to areBTAP; plans of focusanother is Parking 4 The main focus is to is focus main The TR NEWS 281 JULY–AUGUST 2012 43 Bikemobile, a mobile truck that promotes walking and biking for students and young people, is managed by the Alameda County Transportation Commission. Vol. 12, No. Vol. 12, Transport Policy , Transport of Mandated Collaborative Inter-Jurisdictional Transport of Inter-Jurisdictional Mandated Collaborative States. United the in Planning 6, pp. 500–511 (2005). (2005). 500–511 pp. 6, Many of the pilot projects are attempting to revive to attempting are projects pilot the of Many Such are programs easily on implemented rela- regional demonstrates Area Bay the in work The same exposure as the grants have provided. Collab- provided. have grants the as exposure same oration unlocks additional funding and potential in established the partnerships through outreaches in Many every nearly compa- project the program. nies mar- and attractive in organizations ideas out are test to investingmoney of amounts significant Area. Bay Francisco San the like kets some of the most tried and true methods of of some reduc- and the methods true tried most ing greenhouse gases of Many from or bicycling. carpooling through example, transportation—for make to technology mobile on rely projects pilot the these solutions more practical to more people in before. ever than situations more tively smaller budgets and shorter timelines compared with large projects. infrastructure The pilot efficiency more achieve to need the address projects Initiatives Climate The infrastructure. available from the Program demonstrates value of getting started and The trying something new. program pairs the longer-term much with projects near-term of testing Sustainable California’s as such development, policy Strategies. Communities green- reduce to ideas new developing in leadership these from Results transportation. from gases house few next the in released be will projects pilot diverse years, will and be projects the deployed successful region. the throughout Reference Experience 1.the Assessing Schweitzer. L. and D., B. Taylor,

PHOTO: GAVIN NEWSOM FLICKER PHOTO 5 ). For example, new 1 Government may not be commonly linked with linked be commonly not may Government The The Alameda County Commis- Transportation http://bike-mobile.org/. 5 Benefits of Collaboration program, grant the of theme major a is Collaboration pub- between collaborations display projects the and between as well as partners, private and agencies lic The jurisdictions. in multiple agencies government benefits of are evident in collaboration Cli- MTC’s mate Initiatives Program ( approaches that may not have received enough sup- enough received have not may that approaches some tested; be can jurisdiction single any from port approaches gain the scope necessary for adequate may collaboration however, effective, be To testing. require significant resources, as well as time for trust. building to spur be not may and well-positioned innovation has Program Initiatives Climate the but innovation, pio- companies innovative several together brought otherwise that transportation to approaches neering the and with on scale the same not be tested could Bikemobile provides bicycle repairs and safety edu- safety and repairs bicycle provides Bikemobile cation scheduled is to encourage Bikemobile bicycle The use at grade County. schools Alameda across to visits return with year, per sites 275 to 200 visit to incen- through bicycles of use continued encourage tives. sion manages the project, which is run by a local Cycles of nonprofit, Change. The out- Bikemobile who students of number large the on focuses reach may not to be directly riding their going bicycles because By of easily tires. flat as such problems, fixed who students with connect staff Bikemobile schools, do not have access to repair services or who repairs. are afford to unable agement Vehicle, or agement is Vehicle, Bikemobile, a mobile truck well as school, to biking and walking promotes that as to recreation centers and community events. In 2009 the Mayor of San Francisco unveiled electric vehicle charging stations for city and county vehicles as well as City Car Share and Zip Car plug-in hybrid vehicles. BUILDING A NETWORK OF SOLUTIONS

Sawyer Glacier in southeast Alaska’s Tracy Arm. Although ice loss from glaciers and ice caps has declined, melting land ice is increasing and contribu - ting to sea-level rise. P HOTO : A : LERIA J ENSEN , N , ATIONAL O ENCAND CEANIC A TMOSPHERIC ADAPTING TO CHANGE: CLIMATE A DMINISTRATION

NATIONAL RESEARCH COUNCIL REPORTS A Sea Change Adaptations in a Warming World

NANCY F. HUDDLESTON, ANNE LINN, AND CLAUDIA MENGELT

lobal sea level is projected to rise an average Projecting Changes The authors are with the of 1 meter, or more than 3 feet, by the end of Sea-level change is linked to changes in the Earth’s Division on Earth and Life G the 21st century, according to Sea-Level Rise climate. A warming climate causes global sea level to Studies, National Research for the Coasts of California, Oregon, and Washington, rise principally by (a) warming the oceans, which Council of the National Past, Present and Future, a new report from the causes seawater to expand, increasing ocean volume, Academies, Washington, National Research Council (NRC).1 Along with and (b) melting land ice, which transfers water to D.C. Huddleston is Direc- global sea-level projections, the report provides the the ocean. After a few thousand years of relative tor of Communications. P

first comprehensive regional projections for the OF COURTESY HOTO Linn is Senior Program coasts of the three states. Officer, Board on Earth Sci- Sea-level rise poses enormous risks to the valu- ences and Resources, and able infrastructure, development, and wetlands that A

served as Study Director RMAND line the nation’s coast. This new study was conducted for the Committee on Sea- T

in response to a California executive order issued by HIBAULT Level Rise in California, Governor Arnold Schwarzenegger in 2008, directing Oregon, and Washington. the state’s agencies to plan for sea-level rise and Mengelt is Senior Program coastal impacts; the order also required an indepen- Officer, Ocean Studies dent assessment of sea-level rise by the National Board, and served as Study Research Council. The States of Oregon and Wash- Director for the Panel on ington, the U.S. Army Corps of Engineers, the Adapting to the Impacts of National Oceanic and Atmospheric Administration, Climate Change. and the U.S. Geological Survey joined California in High surf during a high tide of nearly 9 feet

TR NEWS 281 JULY–AUGUST 2012 TR NEWS 281 JULY–AUGUST sponsoring the study. removed the front lawn of the Pacific Sands Resort 44 1 www.nap.edu/catalog.php?record_id=13389. at Neskowin, Oregon, on January 9, 2008. TR NEWS 281 JULY–AUGUST 2012 45 After a few thousand years of Evidence Evidence for global warming caused by human activity—along with activity—along observed climate impacts and Ice the as such variability climate natural of examples projec- scientific II, Part In I. Part in outlined Age—is precipitation, temperatures, to changes the for tions agricul- and ecosystems, coastlines, snow, and ice sea role in green- reducing ture Science’s are explored. of impacts the for preparing and emissions gas house To To access the booklet and view related videos, visit climate change is examined in Part III. Part in examined is change climate http://nas-sites.org/americasclimatechoices. Along the West Coast, plate tectonics affects Sea level is not uniform everywhere and is changing is and everywhere uniform rel- not is affect level Sea that factors Coast, West the On continually. patterns climate regional include rise sea-level ative sink- such and as the rising El the Niño–Southern Oscillation, Ocean; which Pacific the cool and warm ing of land along the coast as a result of geologic to and proximity such as tectonics; plate processes pull on a exert which gravitational glaciers, Alaska water. sea Regional Projections Projections Regional 46). page 2, (Figure significantly levels land regional of parts northernmost the and Oregon, Washington, Zone, Subduction the Cascadia lie along California where the rest ocean the plate In descends below upward. the land North the pushing plate, American plates American North and Pacific the California, of the San along Andreas one past another sliding are FIGURE 1 sea-level rise. Observed and projected level began to rise along with global temperatures, beginning sea relative stability, line) and satellite altimetry (blue around 1900, as measured by tide gages (red line). Projections of sea-level rise to 2100, in dark pink, are from IPCC and are based on global climate models that estimate the individual contributions to sea-level and Rahmstorf (1) and are based on the rise. Projections in gray are from Vermeer The projections observation that sea level rises faster as the Earth gets warmer. from the NRC report fall between the two. Climate , summarizes , Presenting the Evidence, Impacts, and Choices and Impacts, Evidence, the Presenting ), is based on the observation that sea level sea that observation the on based is ), 1 Sea level is projected to rise at an even faster rate, faster even an at rise to projected is level Sea the for accounts fully however, method, Neither A new National Research Council publication, Council Research National new A changes and impacts, and examining how science can inform can science how examining and impacts, and changes cli- by posed risks the reducing and managing about choices change. mate Change: Evidence, Impacts, and Choices and Impacts, Evidence, Change: to results research help extensive can the public gain a what and known is what of understanding better be done. The 36-page, three-part booklet answers of the about cli- science questions asked commonly the around from evidence outlining by change mate world, summarizing projections of future climate Since 2006, the rate of ice loss from the Green- the from loss ice of rate the 2006, Since most to according increased; has Sheet Ice land Ice of Antarctic the contribution the neg- analyses, from shifted has change sea-level to Sheet by the accu- sea level is, lowering ative—that mulating ice—to positive, or raising the sea and Ice ice level. loss from caps rates glaciers melt. sheet have ice declined in in the increases same the period, offset but to not enough contributor largest the now is ice land Melting rise. sea-level global to Contribution of Melting Land Ice of Melting Land Contribution Rise to Sea-Level stability, the global sea level has been rising since the since rising been has level sea global the stability, temper- global when century, 20th early or 19th late atures began to increase. Tide gage measurements mil- 1.7 of average an rose level sea global that show limeters (mm) per year during the measure- 20th altimetry century. satellite precise and recent More ments and tide-gage records year. per showmm 3.1 to years 20 that past the in the increased rate proof method the with vary estimates the although pro- used widely most The right). 1, (Figure jection on Panel Intergovernmental the from come jections mod- computer uses which (IPCC), Change Climate to contributing processes physical the simulate to els global 2009 a in sea-level Rahmstorf and rise.Vermeer by used approach, An alternative empirical ( study warmer. gets Earth the as faster rises in rapid changes of the observed behavior recently NRC’s The above). box, (see glaciers and sheets ice new projections use model results and extrapola- for and the account rapid trends of tions historical between fall results NRC the behavior; ice in changes estimates. two the 46 TR NEWS 281 JULY–AUGUST 2012 several decades. which couldoccurin inches) ofsea-levelrise, with aslittle40cm(16 areas willbegintoflood (center) andsurrounding International Airport The SanFrancisco FIGURE 2PlatetectonicsoftheU.S.West Coast. 6 inches by 2030; 12 inches by 2050; and 36 inches of Cape Mendocino, sea level will rise an average of of 1 mm per year. ofCape Mendocino, the coast is sinking an average the coast is rising 1.5 mm to 3.0 mm per year; south ments show that north of Cape Mendocino, much of measure-(GPS)PositioningSystem Globalcoasts: two of tale a resultis Thecoast. the along motion land vertical little relatively creating Zone, Fault

The NRC study projected that, for the area south

C D C B I OMMISSION EVELOPMENT AND ONSERVATION AY OF COURTESY MAGE e-ee rs mk cer aatto t climate to adaptation clear, make rise sea-level climate. As these projections of accelerating riskclimate variabilityfrom relativelyduringtimeofa stable andinfrastructure is based on the historic record of nation’s the experience of protectingin people, resources, much communities, and counties, states, many in way under areefforts response and ning or uplift. elevation maintaining through on highsedimentation, room movetoinland, depends 2100 until marshes the of survival The 2050.through jected pro- rise sea-level the with pace keep to marshes for sediment enough provide can California ern stormsandassociated floods Centralin andSouth- (about 100 feet) by 2100. Nevertheless, m the 30frequent than moreretreat could cliffs rise, sea-level timetersto several meters per year. With continued beaches,cen-fewretreatdunestoand a ratesof at per decade by 2100. severalthousandtoand 2050hoursdecade byper Area from 9 hours per decade to hundreds of hours FranciscoBaySan the inheightsextreme waterof gested that sea-level rise could sug- increasecommittee the bythe runincidence simulation A decades. several in occur could which rise, sea-level inch 16- a with flood InternationalcouldAirport cisco above the highest tides. For example, the San Fran- feetstadiums,housing—isfewand situateda only including airports, naval air stations, freeways,coast— the sportsalongdevelopmentSignificant events. waves,storm surges, and high tides during El Niño large of confluence the at particularly storms, by Mostof the damage along the West Coast is caused Storm Effects 2 Change NRC’s 2010 report, Preparing forSea-LevelRise suddenly by as much as 1 to 2 meters (3 to 7 feet). rise would level sea relativeimmediately; drop to occurredone last in 1700—and years—the could 1,000 cause to parts hundred of few the coastevery occur earthquakes Such greater. or 8 Magnitude of earthquakeoffshore large a experience to were region the immediately,if however,change could 2030; 6 inches by 2050; and 24 inches by 2050. inchesby 2 expected becoastis tothe partof that coastline is rising slowly. the Averagebecause less sea-levelsomewhat is rise rise alongsea-level jected andthe coasts of Oregon and Washington, the pro- by2100. Along the northernmost part of California www.trb.org/main/blurbs/163484.aspx. Storms and sea-level rise are causing coastal cliffs, The projections for north of Cape Mendocino Cape of north for projections The , 2 concluded that, although adaptation plan- Adapting to the Impacts of Climate

TR NEWS 281 JULY–AUGUST 2012 47

Individuals

NGO or NGO

Sector

Private

Government

are available

Local State ••

and and other GHGs; the Federal Prepublication copiesCoasts the for Rise Sea-Level of of California, Oregon, and Washington: Past, Present, and Future from the 202- Nationalcall Acade- order, To Press. mies 1-800-624-6242 or 334-3313 www.nap.edu. visit or •• • • •• • •• •• • •• • • 2 The The report examines past climate changes; the bility and sea level. sea and bility cli- regional on levels GHG high of impacts potential mates, water and resources, marine and terrestrial ecosystems; and the cycling of life-sustaining elements. Authors highlight a range of high-priority in advances major to lead could that issues The research processes. climate of understanding scientific the Proceedings of the National Acad- Proceedings National Research Council. National Academies Press, goal would be to clarify the processes leading to abnormally to leading processes the clarify to be would goal impacts. the gauge to and regions tropical and polar warm information, more For 978-03-0920-915-1. $34; pp.; 212 2011; www.nap.edu/catalog.php?record_id=13111. visit report report outlines an integrated, deep-time climate research program—and implementation strategy—on - climatic re sponse to increased CO atmospheric to Global Temperature. to Global Temperature. Dec. 21527–21582, pp. 51, No. 106, Vol. Sciences, of emy 22, 2009. The challenge is to weigh the risks and benefits and benefits and risks the weigh to is challenge The 2 of sea-level rise. sea-level of in done is as uncertainties, despite choices wise make home buying in example, realms—for other many so An insurance. risk iterative approach management climate for a offers supporting framework valuable Such choices. change a adaptation sys- framework tematically identifies risks and conse- prioritizes the of actions reduce likelihood and to magnitude the likely on based actions of portfolio a advances quence; adjusts and scenarios; possible of range a across risks knowl- new of advantage take to time over responses capabilities. technological and information, edge, Reference 1. M., and S. Rahmstorf. Global Sea Level Linked Vermeer, assesses the potential of potential the assesses ) ) in the atmo- Earth’s 2 Encourage alternatives to shoreline “armoring” through “living shorelines” “living through “armoring” shoreline to alternatives Encourage Site and design all future public works projects to take sea-level rise into account into rise sea-level take to projects works public future all design and Site coast the along areas high-hazard in development for subsidies public Eliminate programs and plans relocation or retreat shoreline well-planned, strong, plans Develop redevelopment poststorm and properties), private and infrastructure (public systems, wastewater and (stormwater infrastructure public protect and Retrofit etc.) bridges, ports, causeways, roads, facilities, energy of migration inland allow to zones buffer and setbacks, shorelines, natural Use buffers) forested and dunes (e.g., time over islands barrier and habitats shore Possible Adaptation Action Understanding Earth’s Deep Past Deep Earth’s Understanding Current Current efforts to adapt to climate change are In the short term, the adaptations most easily Understanding Earth’s Deep Past: Lessons for Our Climate Future Understanding Earth’s concentrations may increase to levels not experienced not levels to increase may concentrations in more than 30 million years. A Research National Council study examines rocks and sediments from future. the of climate the on levels GHG high Levels Levels of carbon dioxide (CO and past can future into climates climates, insights provide the role of example, warm conditions—for under processes sphere have grown so rapidly that they have already have they that rapidly so grown have sphere Earth’s Earth’s deep past for clues about the influence of deep-time geologic records to records geologic deep-time the explore of dynamics the the operation of physical, biogeochemical, and biological sta- sheet ice affecting in or warming global causing in GHGs outpaced the projections of a decade ago. Without a Without ago. decade a of projections the outpaced global climate system. Although not exact analogs for current for analogs exact not Although system. climate global reduction reduction in greenhouse gas (GHG) emissions, CO Gradual inundation of low- of inundation Gradual coastal of loss land; lying coastal especially habitats, intru- saltwater wetlands; aquifers coastal into sion shore- increased rivers; and of loss and erosion line in changes islands; barrier conditions navigational Impact Note: NGO = nongovernmental organization. Source: Adapted from Table 3.8 in the full report. full the in 3.8 Table from Adapted Source: organization. nongovernmental = NGO Note: change calls for a different paradigm that considers that paradigm a different for calls change a range of possible future climate conditions and some the well of impacts, outside realm associated experience. past bene- the about of information by a lack hampered differ- of limits the and potential, the costs, the fits, across vulnerabilities and impacts The responses. ent small and a relatively diverse, are States the United climate for actions on focused has research of body adaptation. change near- offer that strategies low-cost include deployed term benefits or that reverse maladaptive policies and practices. In the longer term, more dramatic, higher-cost responses may be required. in the Table may be that considered options lists 1 (above) impacts expected the of some address to term short TABLE 1 Examples of Some Adaptation Options for One Expected Outcome of Sea-Level Rise Outcome of Sea-Level for One Expected Adaptation Options Examples of Some 1 TABLE 48 TR NEWS 281 JULY–AUGUST 2012 deflectometer. a fallingweight DOT surveyvehicletows (Photo above:)AFlorida Tallahasseethe office. TransferCoordinator in Technologyis Morrison office. Gainesville Engineer,the in TestingNondestructive is Lee and Engineer; Performance Pavement State is Upshaw Engineer; Evaluation Pavement State is Holzschuher Engineer; Materials Pavement State is Choubane Transportation. of Department Florida arethe authors with The H C R A E S E R P disrupting traffic. and cost-effectively, without damaging pavement or can provide greater amounts of data more efficiently Newnondestructive test (NDT) methods, however, torically have yielded pavement samples for analysis. efficiently.trencheshis-cut and holes Drilledcore Nondestructive Survey Equipment Pavement Data Collected with Contour Plots Enhance Analysis of N O S I R R O M I K C I V D N A , R E , H E U E H L C S K Z U L S O H G N S U E Y L H R A , W H A C H S , P E U N A K B C U I O R H T C A P D I Z U O B YS OFF F O S AY P ments optimally and to diagnose problems diagnose to and optimally ments pave- highway manage to data reliable and avement engineers need accurate, complete,accurate,needengineers avement NDT surveyalong multiplepaths. interpreting largeamountsofdatafrom an alternative toscatterplotsforviewingand alternative FIGURE 1Acontourplotisanefficient Florida DOT engineers applied a commercially avail- interpretvoluminousthefromNDT.data 2008, In and represent to method comprehensive and rate Transportation (DOT) have developed a more accu- of DepartmentFlorida the at engineersPavement Solution ing, and damaging tests unnecessarily. expensive,performtime-consum-may andtesting mine the most critical sites for follow-updeter- to destructiveable be not may engineersinteract, data the howunderstanding clearof Withoutasented. cult to interpret when multiple survey paths are pre- singlesurvey path, butthedata become more diffi- a alongpointsdata depiction usefulof andsimple a provideplotsScatteranalysis. visual forteristics charac- pavementpresenting of wayconventional quantity of data. increased is the summarize and interpret however, to needed method, comprehensive and cient understanding of the pavement’s condition. An effi- dataobtained withNDTcanenhance engineer’san speeds increased and radar with at great frequency. data pavement The ground-penetrating vast amount collect of (GPR)—can or (FWD) tometer deflec- weight falling the asmethods—such NDT Problem Two-dimensional scatter plots have served as the TR NEWS 281 JULY–AUGUST 2012 49 in Figure 3 (below), the engineers were able to eval- to able were engineers the (below), 3 Figure in spe- by identifying density roadway uate the entire able were and density low and high of locations cific to minimize the number of destructive test cores required. FIGURE 2 Contour plot of an airport pavement survey conducted with an FWD. FIGURE 2 Contour plot of an airport pavement contour plot to 14 survey paths into a single combined data from Researchers identify critical locations for follow-up tests. Figure 1 (page 48) schematically shows how the how shows schematically 48) (page 1 Figure FIGURE 3 Contour plot of asphalt pavement density survey using GPR. Researchers combined data from six data from combined FIGURE 3 Contour plot of asphalt pavement density survey using GPR. Researchers Contour Plots of GPR Data pavement DOT Florida project, research recent a In engineers developedpaths survey a multiple methodology with density to pavement estimate asphalt shown one the like plot contour a Using GPR. from Contour Plots of FWD Data investi- In DOT engineers 2010, Florida pavement gated a taxiway pavement that exhibited near an and heaving, severedepressions cracking, airport data obtained engineers the an FWD, With hangar. along 14 survey paths to evaluate the structural plot of The gener- contour the the integrity pavement. enabled right) 2, (Figure data FWD the from ated identification of critical locations follow-up for tests. destructive Applications able contour plotting tool to visualize NDT data from data NDT visualize to tool plotting contour able identification the improving paths, survey multiple destruc- follow-up that required areas of pavement tests. tive methodology enables engineers to interpret three- equip- NDT with captured data survey dimensional ment but presented as two-dimensional contour reliable plots and and to map an produce of easy-to-read NDT efficient the for allow plots Contour data. of of amount a large and visualization presentation cor- for need the eliminate therefore and data NDT sum- In plots. scatter cumbersome multiple, relating engineers pavement provide plots contour the mary, data interpreting for methodology improved an with and accurately identifying locations for follow-up testing. destructive survey paths into a single contour map of pavement density to determine locations for destructive tests. survey paths into a single contour map of pavement density to determine locations 50 TR NEWS 281 JULY–AUGUST 2012 radar. with ground-penetrating Survey vehicleequipped developed by Florida tools DOT—as analysis focus technologiespavement-related three to with along concrete pavements, and jointed in joints the locate to profiler high-speed ground motion induced by vibratory compaction, rmt i te et w yas Mree as lowing: Marketed years. two “PaveSuite,” next the three analysis tools include the the fol- in promote technique—analysis this selected has Group tion TechnologyImplementa- TransportationOfficials’ reduced duration of lane closures. the destructiveanddecreasedtestsfor need the of production testing by as of muchcosts asthe reduce50 canpercent, plots contour throughbecause sis DOT Florida public. estimates traveling that integrating the NDT equipment to and analy- ruption ment technicians tests; to highway traffic; destructive and pave- reducesofexposure the dis-limiting by unnecessary safetyimproves of number the tour plot analysis saves time and money by reducing ical areas for follow-up destructive testing. The con- pavement characteristics and selectingevaluating for the mostmethod crit- efficient and improved an Analyzingpavementcontourwithdata plotsoffers Benefits The American Association of State Highway and u u u An automated method for evaluating cross- evaluating for method automated An a uses that method faulting automated An predict to data FWD uses that method A efforts in developing this article. Jayaprakash, Transportation Research Board, for his com. 32609; 352-955-6302; [email protected] Office, 5007 NE 39th Avenue, Gainesville, FL StatePavement Materials Engineer, Florida DOT State technology is available at www.aashtotig.org. tion infrastructure. preservationand strategies highwayfortransporta- cost-effectiveaboutrehabilitationmakingdecision informed support to information critical provide drainage and surface water entrapment. poor to proneareasroadwaydetect tovehicle vey slopes and drainage paths using a multipurpose sur- E PaveSuite Resource [email protected]). NW, Washington, DC 20001 (202-334-2952; tion Research Board, Keck 488, 500 Fifth Street, welcome. Contact G. P. Jayaprakash, Transporta- Suggestions for Research Pays Off topics are DITOR For more information, contact Bouzid Choubane, Bouzid contactinformation,more For plotting contour about information Additional techniquesindividually,fourTogether or these ’ S . http://tig.transportation.org/Pages/PaveSuite.aspx. N OTE : Appreciation is expressed to G. P.G. to expressed is Appreciation : CALENDAR

TRB Meetings

September 14–17 National Conference for Rural 2013 Public and Intercity Bus 10–12 2nd International Conference Transportation Connecting January on Transportation Communities: Sharing Geotechnics* Solutions* 13–17 TRB 92nd Annual Meeting Sapporo, Hokkaido, Japan Salt Lake City, Utah Washington, D.C. www.TRB.org/AnnualMeeting 12–13 International Transportation 15–16 Marine Board Workshop: Safe Research Information Access Navigation in the U.S. Arctic Workshop Seattle, Washington April Washington, D.C. 26–28 International Symposium on 16–18 International Highway 12–14 13th National Conference on Geotechnical Engineering for Technology Summit— Transportation Planning for High-Speed Transportation Delivering Innovative Small and Medium-Sized Infrastructure* Approaches and Best Communities Hangzhou, China Practices* Big Sky, Montana Beijing, China 17–21 13th International November Conference on Mobility and May Transport for Elderly and 8–9 University Transportation Disabled People (TRANSED)* Center Spotlight Conference 15–17 Road Safety on Four New Delhi, India on Sustainable Energy and Continents* Transportation: Strategies, Beijing, China 18–21 International Conference on Research, Data Long-Life Concrete Washington, D.C. TBD Integrating Transportation Pavements* Agency Spatial and Business Seattle, Washington 12–13 12th National Light Rail Data for Improved Conference: Sustaining the Management Reporting 19–21 4th International Conference Metropolis—Light Rail Transit Boise, Idaho on Accelerated Pavement and Streetcars for Testing* Super Cities 20–22 7th National Seismic Davis, California Salt Lake City, Utah Conference on Bridges and Highways 19–22 7th Symposium on Pavement Oakland, California Surface Characteristics* December Norfolk, Virginia 12–16 1st International Conference June on Connected Vehicles

October and Expo* 2–3 10th International JULY–AUGUST281 NEWS TR 2012 Beijing, China Symposium on Cold Regions 8–10 European Transport Development* Conference* Anchorage, Alaska Glasgow, Scotland

Additional information on TRB meetings, including calls for abstracts, meeting registration, and hotel reservations, is available at www.TRB.org/calendar. To reach the TRB staff contacts, telephone 202-334-2934, fax 202-334-2003, or e-mail [email protected]. Meetings listed without a TRB staff contact have direct links from the TRB calendar web page. *TRB is cosponsor of the meeting. 51 PROFILES ......

Nathan S. Erlbaum New York State Department of Transportation

[NOTE: Nathan S. Erlbaum died in April 2012. The following Pro- ing State of Practice Review, Global Insight Development and file was under way before his passing, and he had approved an Forecast of Population and Business Demographics and Vehi- early draft.] cle Miles of Travel, state Transearch data acquisition and analysis, the Business Location and Analysis Tool, and the Evaluation athan S. Erlbaum’s distinctive ability to analyze an issue of Transportation Simulation Modeling project. He designed, in transportation planning and pinpoint its scope computerized, and streamlined manual computational proce- Nalways proved crucial to TRB committees, on National dures for the FHWA Highway Statistics and Reporting Pro- Cooperative Highway Research Program (NCHRP) panels, and gram and reviewed data processes and flow for the specification at the New York State Department of Transportation (DOT), of a new Traffic Monitoring System. where he worked for 39 years. Among Erlbaum’s accomplishments are the development of As associate transportation analyst at New York State DOT, Erl- geographic information system (GIS) coverages to support data baum headed the Data Acquisition and Integration Section of the integration and analysis, TransCAD modeling, ArcView and Performance, Program, and Research Bureau. His areas of exper- GIS analyses of Transearch and Transborder freight flow and tise included transportation, travel, energy, and freight data origin–destination data, DOT regional data profiles to assist research and analysis; forecasting regional offices in preparing comprehensive plans, and the use and model development; the Federal of GIS as an integrating tool for analyzing everything from Highway Administration (FHWA) potential weigh-in-motion sites to demographic growth rates. Highway Statistics and Reporting He also developed a customized ArcGIS engine application to Program; data systems and informa- create a multispatial, layered visualization tool for transportation management; and the manage- tion data analysis and restructured the traffic count program to ment of work programs, project a 3-year cycle. budgets, bid offerings, and other Erlbaum was noted for his ability to explain the intricacies administrative responsibilities. of data to “the people upstairs.” A section on the New York State In 1973, Erlbaum received a DOT website detailing the American Community Survey (ACS) master’s degree in transportation includes text he wrote that clarifies the results for readers. In planning from the Polytechnic 2001, Erlbaum played a critical role in the Data Needs in the Institute of Brooklyn—his under- Changing World of Logistics and Freight Transportation Con- “What graduate alma mater—and started ference in Saratoga Springs, New York. At the conference, he problem are as a program policy analyst at New pointed out the need for transportation planners and we trying to York State DOT. In 1976, he researchers to understand freight—in particular, trucks. Later, became senior transportation ana- he gained funding for the University at Albany’s Regional Eco- solve here?” lyst, assessing and solving basic nomic Freight Informatics Laboratory research team to develop transportation and program prob- the Traphic Tool Suite for freight analysis in New York State. lems, collecting and synthesizing data, developing computer The tool soon will be available on the DOT website. processing requirements and user interfaces, and managing staff. Erlbaum was instrumental in obtaining support for data Erlbaum often quipped that “in New York, we do it differ- research through NCHRP. He served on many NCHRP project ently.” While at New York State DOT, Erlbaum analyzed and panels, including panels on Microbencost software, using ACS disseminated data from public and private sources—the U.S. data in planning, and statistical and methodological standards Census, the Census Transportation Planning Package, the for metropolitan travel surveys. Nationwide Personal Transportation Survey and National Erlbaum was a member of several TRB committees and task Household Travel Survey (NHTS) New York State add-ons, the forces, such as the Urban Transportation Data and Information American Travel Survey, the Truck and Vehicle Inventory and Systems Committee and the Planning Committee for the Con- Use Surveys, and Commodity Flow Surveys. An innovator in ference on Using Census Data for Transportation Applications. applying the NHTS New York State add-on program to DOT Past service included the Microcomputer Evaluation of High- research needs, Erlbaum produced a report in 2009 that com- way User Benefits Committee and the National Transportation pared travel behavior data in New York State with travel data Data Requirements and Programs Committee. He also served nationwide and compared New York City and state travel data. the American Association of State Highway and Transportation At the start of a research project, Erlbaum would ask, “What Officials’ Standing Committee on Planning as a member of the

TR NEWS 281 JULY–AUGUST 2012 TR NEWS 281 JULY–AUGUST problem are we trying to solve here?” His forecasting and mod- Census Data Work Group and of the Census Transportation 52 eling projects included the Transportation Simulation Model- Planning Products Oversight Board. PROFILES ......

Deborah J. Goodings George Mason University

s chair of the Department of Civil, Environmental, and pleted more than a dozen international infrastructure assign- Infrastructure Engineering (CEIE) at George Mason ments, with Gooding acting as faculty lead on two early proj- AUniversity, Fairfax, Virginia, and Dewberry Professor of ects with the hill tribes of northern Thailand. Civil Engineering since 2009, Deborah J. Goodings leads a pro- “The effect on students often was transformative,” com- gram educating 400 undergraduate and graduate students. ments Goodings. “Students developed a whole new under- Under her guidance, the department has initiated an understanding of the scope of engineering as a profession, the graduate honors program, a thriving Engineers for Interna- meaning of global citizenship, and their own capacity to effect tional Development student group, and a master’s program in change—sometimes dramatic change—in people’s lives.” geotechnical, construction, and structural engineering—the With this experience founding and building successful pro- only such program in the country. CEIE also has redefined its grams, Goodings pursued new opportunities in academic graduate program, incorporated local leaders in engineering administration, joining CEIE at George Mason in 2009. She was practice and research as adjunct faculty, and raised the level of drawn to the youth of the university and its emphasis on inno- involvement of the engineering industry advisory board. vation, readiness to experiment, enthusiasm for international Goodings’ research expertise is in geotechnical engineer- engagement, and collegial faculty. ing, with emphasis on the response of soil to extreme condi- “Careers are understood only in retrospect—they are a blend of perseverance tempered with openness to opportunity and boldness combined with luck,” she reflects. “We benefit from the efforts, “There are no truly self-made men or women. We ben- successes, and planning of efit from the efforts, successes, and planning of those who have gone before and who mentor us, and we owe those who have gone before the same back to our profession.” Encouraging diver- sity in the engineering profession is a proven compet- and who mentor us, and we itive advantage, she observes, and in a changing owe the same back to our economic landscape, to keep the profession vibrant, new ways must be found to engage, retain, and expand profession.” the horizons of engineers—and integrate professionals with degrees in subject areas other than engineering. Her long association with TRB has made her sensi- tions—including cold, heat, explosives, and river scour—and tive to the difficulties in bridging the gap between engineering slope and reinforced soil retaining wall stability. After receiving practice and university research. “The comprehensive Interstate a bachelor’s degree in civil engineering from the University of highway network, deepwater offshore drilling platforms, the Toronto, Canada, in 1975 and a Ph.D. from Cambridge Uni- use of geosynthetics in geotechnical projects, and thin-arch versity in the United Kingdom in 1979, Goodings worked as a dams keyed into rock abutments are clear evidence that civil geotechnical engineer in private practice. She joined the faculty engineering research has made its way into broad practice,” at the University of Maryland (UMd) in 1981 as a geotechni- Goodings notes. “The demands placed on civil engineering cal engineering professor, and served as a National Science research faculty by universities, however, often make fulfilling Foundation visiting professor at the University of Colorado at the immediate research needs of practitioners difficult.” Boulder from 1986 to 1987 and as a bye- fellow at Cambridge Goodings joined the Modeling for the Design, Construction, from 1996 to 1997. and Management of Geosystems standing committee at TRB in

Goodings became interested in academic administration 1988, serving as chair from 1993 to 1999. She was elected JULY–AUGUST281 NEWS TR 2012 during her appointment as associate department chair at UMd. emerita member in 2004. She also served on the Geosynthet- She recognized UMd’s three strategic components—a distin- ics Committee and on the Seasonal Climatic Effects on Infra- guished engineering program, a notable School of Public Pol- structure Committee. From 2005 to 2008, Goodings chaired icy, and its location in the Washington, D.C., area—and worked the Soil Mechanics Section. with the School of Public Policy to establish a Master of Engi- In 2009, UMd created the Deborah J. Goodings Professor- neering and Public Policy program in 2004 to educate engineers ship in Engineering for Global Sustainability in recognition of for public policy practice. her work with EWB-USA. She has been recognized with TRB’s She also became founding faculty adviser of the UMd chap- Fred Burggraf Award, the U.S. Department of the Army Out- ter of Engineers Without Borders USA (EWB-USA). In 5 years, standing Civilian Service Medal, and the Engineering Medal of the chapter grew to a membership of 150 students and com- Excellence from Professional Engineers Ontario in Canada. 53 54 TR NEWS 281 JULY–AUGUST 2012 in pedestriancrashrates. Colombia, ledtoadecrease transit systeminBogotá, TransMilenio, abusrapid implementation of Research showsthatthe INTERNATIONAL NEWS drivers andpassengers. injuries tomotorcycle helping topreventfatal Helmets arecriticalin

NEWS BRIEFS

: AAA F AAA : P S T HOTO AFETY RAFFIC FOR OUNDATION Counter toTrends Motorcycle FatalitiesRise staff, researchers identified crash types on bus corri- agencybus expertsandsafetyinterviews withand audits, safety road data, corridor bus on Drawing bus corridors worldwide to investigate traffic safety. 30 sustainablethantransportation, moreanalyzed EMBARQ, the World Resources Institute’s center for Traffic SafetyinBusCorridors motorcycledriverrecommendedis Also speeding. centmotorcyclistsof involved fatalincrashes were blood alcohol level above the legal limit, and 35 per- fatallythirdinjuredof motorcyclists a had2010 in one- nearly deaths;motorcycle in factors are also speed excessive and impairment Alcohol sengers. driversand 41 percent effective for motorcycle pas- be 37 percent effective in preventing fatal injuries to cycle fatalities. For example, helmets have proved to est level since 1949. 2011,nonmotorcycle vehicle deaths fell to the low- the to NationalHighwayTraffic SafetyAdministration, According in 2010. in fatalities motorcycle of number the to similar is figure This year. the bringing the projected fatality total to about2011, ofmonths4,500 ninefirst theduringdeaths cycle for District of Columbia reported Data an increase in Preliminary motor- 2011 State: motor vehicle fatalities declined. otherallnumberfatalities of2011—eventhe in as Safety Association shows no decrease in motorcycle preliminaryA reportGovernorsfromtheHighway The report offers suggestions for reducing motor- report, the In Motorcyclist Traffic Fatalities by Fatalities Traffic Motorcyclist

2 sae ad the and states 26 ,

L J : P ÁSCAR ORGE HOTO ter of 2012. the total trips taken on public transit in the tionfirst in citiesquar- of all sizes comprised more than half of 4.5 percent. According to the report, bus transporta- rail by 3.9 percent, trolley by 3.8 percent, and bus by Heavy rail trips increased byStates. 5.5 percent, United commuter the across million, 123 to percent million, and by light rail transit, which increased51 6.7 to percent 7.1 increased whichtransportation, demand-responsiveexperiencedby wereridership trips compared with data for the first quarter of2012—anquarterincreasefirstmillion 125.7of of 2011. the in takenwere passengertripsunlinked billion ership during the same period in 2011. A total of 2.7 the in United States ridership increased by transit nearly 5 percent public over 2012, rid- of months three first the in that shows (APTA) Association ResearchAmericanfromthePublicTransportation Transit RidershipontheIncrease cycles. motor-aboutdriversautomobile awarenessof the offered—andwidelytraining—whichincreasing is Corridors_Pilot_Version.pdf. sites/default/files/EMB2012_Traffic_Safety_on_Bus_ the safety in a bus corridor. emerged intersections its as key of elements—these complexity and accurately size predicted the and road’sgeometry a Nevertheless, report. the to ing counterflowlanes, mayincrease crashrisk, accord- with left-turn interdictions. Other elements, such as stationswithhigh platforms center-laneor systems ments that can improve safety—for example, closed crash rates. bus corridors were associated with higher pedestrian and Porto Alegre, Brazil, streets with bus routesYork andNew in whilecorridors, the in fatalities and tationBRTofreduction systems a toledcrashes in Colombia, and Guadalajara, Mexico, the Bogotá, implemen- found—in researchers widely, vary tems occur on these roads. The safety impacts of bus sys- pedestrianseverecrashespercentof 65 thanmore accountfor15 percent city’sofa road network, but transit (BRT) and various busway design features. rapidbusexaminedsafetyimpactsandthe ofdors The full report is available at bit.ly/transitnumbers. Among the modes studied, the largest increases in For the full report, visit bit.ly/GHSAreport. o e te ul eot vst www.embarq.org/ visit report, full the see To Research findings include bus system design ele- arterials urban major report, the to According TRB HIGHLIGHTS SECOND STRATEGIC HIGHWAY RESEARCH PROGRAM NEWS ANALYZING MARINE SYSTEM PERFORMANCE—The Diagnosing the Marine Transportation

System: Measuring Performance and Targeting Improvement conference, held June 26–28 P in Washington, D.C., offered a forum for stakeholders in government, academia, and the HOTO : F :

private sector to collaborate and to examine the use of performance metrics in maritime UGRO transportation and waterways management. Keynote speakers included (left to right:) Polly C Trottenberg, U.S. Department of Transportation; Michael J. Walsh, U.S. Army Corps of Engi- ONSULTANTS neers (ACE); Margaret Spring, National Oceanic and Atmospheric Administration, and

Committee on the Marine Transportation System (CMTS) Coordinating Board chair; and W. I , NC

Jeff Lillycrop, U.S. ACE and CMTS Research and Development Integrated Action Team . chair.

SAVING MONEY THROUGH RESEARCH— Work- ing from SHRP 2 guides that comprise research results and extensive field testing to facilitate easier selection, design, fabrication, and installation of precast concrete products, the Illinois Tollway is using precast concrete pavement panels in a large road repair project. The Toll- way reports that this decision will save at least $500 per panel—in a project that involves placing more than 700 panels—compared to the typical method of full-depth replacement.

COOPERATIVE RESEARCH PROGRAMS NEWS

Revising Guidelines for Slope Crash Injury Measurement and Traversability Reporting Systems Rollovers are the leading cause of fatalities in single- Currently, the severity of injuries in a traffic crash is vehicle ran-off-road (ROR) crashes. Data indicate estimated by police officers at the scene, who typi- that 31 percent of single-vehicle ROR crashes result cally use a simple injury rating scale. This scale can in a rollover, most of them initiated by vehicles dig- differ substantially from the findings of medical per- ging into the ground on embankments or in ditches sonnel. Although some states employ the National after encroaching into the roadside. Studies show Highway Traffic Safety Administration’s (NHTSA) that light trucks, with higher centers of gravity, are Crash Outcome Data Evaluation System, which con- overrepresented in rollover crashes and are more ducts a probabilistic matching of statewide health than twice as likely as a passenger car to overturn in records with crash reports, it is technically complex a single-vehicle ROR crash on a high-speed road- and not used in all states. way. The Governors Highway Safety Association and Sales of light trucks increase each year, account- NHTSA recently developed safety performance mea- ing for more than 50 percent of all new passenger sures that include the use of fatalities and serious vehicles sold; therefore, roadside safety guidelines nonfatal injuries, and AASHTO is working on simi- and practices must be updated to accommodate the lar performance measures. For serious nonfatal current vehicle fleet. Much of the guidance on slope injuries and crashes to become major performance ratios in the 2006 American Association of State measures for states, an accurate and feasible method

Highway and Transportation Officials’ (AASHTO) is needed for determining level-of-injury severity JULY–AUGUST281 NEWS TR 2012 Roadside Design Guide is based on older research; based on a medical assessment. recent studies suggest that some roadside slope con- The University of Michigan has received a ditions considered traversable for passenger cars may $450,000, 24-month contract (NCHRP Project 17- not be suitable for light trucks. 57, FY 2012) to identify an injury scoring system, to The Texas A&M Transportation Institute has develop a roadmap for states to implement interim received a $500,000, 30-month grant (NCHRP Proj- measuring and reporting systems and construct a ect 17-55, FY 2012) to develop slope conditions state-based framework to link crash and injury guidelines for today’s passenger vehicle fleet. records. For more information, contact Mark S. Bush, TRB, For more information, contact Mark S. Bush, TRB, 202-334-1646, [email protected]. 202-334-1646, [email protected]. 55 TRB HIGHLIGHTS

COOPERATIVE RESEARCH PROGRAMS NEWS (continued)

PROJECTING AHEAD—Robert L. Sack (left), New York State DOT, participates in discussion at the spring meeting of the AASHTO Standing Committee on Research, March 20, at the National Academies’ Keck Center in Washington, D.C. The committee coordinates efforts to identify research needs for the National Cooperative Highway Research Program (NCHRP), define research emphasis areas, and apply findings, as well as solicit and screen research problem statements and provide oversight for NCHRP.

Cost–Benefit Metrics for cies, providing a quantitative analytical approach Behavioral Highway Safety with clearly defined criteria, and to apply the Countermeasures methodology to countermeasures identified in States currently do not have a nationally recognized NCHRP Report 622, Effectiveness of Behavioral High- methodology for allocating safety resources among way Safety Countermeasures. behavioral safety countermeasures. A cost–benefit For more information, contact Mark S. Bush, TRB, methodology would assist states in making invest- 202-334-1646, [email protected]. An NCHRP project will ment decisions and allow them to compare behav- produce a guide to assist ioral and engineering countermeasures. Unsignalized Intersection Guide local transportation agencies in the design HDR Engineering, Inc., has received a $450,000, Approximately 90 percent of intersections in the and operation of 24-month contract (NCHRP Project 17-60, FY 2012) United States are unsignalized; in 2007, more than unsignalized to develop a cost–benefit methodology for behav- 6,000 fatalities were estimated to have occurred at intersections. ioral highway safety for use by state and local agen- these types of intersections. State and local transportation agencies must consider how the design

DOT and operation of unsignalized intersections can better address safety performance, operations, multi- IRGINIA

, V modal needs, and other impacts. Many local agencies do not have professional engineers on staff but still AUNDERS S

OM must make decisions on treatments at unsignalized : T intersections. Practical guidance can assist trans- HOTO P portation agencies in making these decisions. Vanasse Hangen Brustlin, Inc., has received a $400,000, 21-month contract (NCHRP Project 03- 104, FY 2012) to develop a practical, multimodal, and comprehensive guide to aid practitioners in selecting design, operational, maintenance, enforcement, and other treatments to improve safety, mobility, and accessibility at unsignalized intersections.

TR NEWS 281 JULY–AUGUST 2012 TR NEWS 281 JULY–AUGUST For more information, contact B. Ray Derr, TRB, 56 202-334-3231, [email protected]. BOOK SHELF English–Chinese and Load and Resistance Chinese–English Glossary of Factor Design (LRFD) Transportation Terms Bridge Design Edited by Rongfang Liu and Eva Specifications, Lerner-Lam. American Society 6th Edition of Civil Engineers (ASCE), American Association of 2012; 284 pp.; ASCE members, State Highway and Trans- $56.25; nonmembers, $75; 978- portation Officials 07-8441-205-3. (AASHTO), 2012; 1,672 Dynamic knowledge ex- pp.; AASHTO members, change between English- and Chinese-speaking $280; nonmembers, $336; transportation researchers and professionals requires 15-6051-523-4. a commonly accepted glossary of transportation and The sixth edition of the LRFD Bridge Design Spec- development terms. This volume contains an exten- ifications includes significant updates on topics such sive dictionary of more than 1,200 transportation ex- as elastomeric bearing design, special shear resis- pressions commonly used in American English. tance factor for lightweight concrete, designs for Each term is defined and matched with its corre- bridge piers and abutments to withstand vehicle col- sponding term in simplified Chinese. Editor Rongfang lisions, clarifications for partially prestressed con- The books in this Liu is chair of TRB’s Major Activity Center Circula- crete beams, curved posttensioned box girder section are not TRB publications. To order, tion Systems Committee and a frequent contributor bridges, mechanically stabilized earth wall design, contact the publisher to the Transportation Research Record: Journal of the and more. A section on the design of sound barriers listed. Transportation Research Board. also has been added.

TRB PUBLICATIONS

Attracting, Recruiting, and Retaining Skilled Performance-Related Specification Staff for Transportation System Operations for Hot-Mixed Asphalt and Management NCHRP Report 704 NCHRP Report 693 This report provides a proposed performance- Guidance is provided to transportation agencies related specification for hot-mix asphalt. Quality- for recruiting and retaining qualified professional Related Specification Software (QRSS), a stand-alone staff in systems operation and management. program for Microsoft Windows, employs a database Explored are career paths, skill requirements, train- of solutions based on the Mechanistic–Empirical Pave- ing needs, successful programs, state-of-the-art ini- ment Design Guide developed by NCHRP and pub- tiatives, and best practices. lished by AASHTO. Information and links for 2012; 155 pp.; TRB affiliates, $50.25; nonaffiliates, downloading the QRSS are available online. $67. Subscriber categories: highways; administration 2011; 185 pp.; TRB affiliates, $51; nonaffiliates, $68. and management; education and training; maintenance Subscriber categories: highways; materials; construction. and preservation. Trade-Off Considerations in Highway Evaluation and Performance Measurement of Geometric Design Congestion Pricing Projects NCHRP Synthesis 422

NCHRP Report 694 Examined in this volume are the processes trans- JULY–AUGUST281 NEWS TR 2012 Presented in this report is information for transportation agencies use to evaluate geometric design portation agencies that are developing measures for trade-offs between competing interests. The report evaluating congestion-pricing projects, collecting also highlights key publications on conventional data, tracking performance, and communicating approaches, context-sensitive solutions and context- results to decision makers, users, and the public. The sensitive design, and performance-based approaches, website posting of this report includes appendix as well as gaps in the information or in the analysis information not supplied in the print edition. processes that support design decisions. 2011; 181 pp.; TRB affiliates, $51; nonaffiliates, 2011; 163 pp.; TRB affiliates, $47.25; nonaffiliates: $68. Subscriber categories: finance; highways; opera- $63. Subscriber categories: design; highways. tions and traffic management. 57 58 TR NEWS 281 JULY–AUGUST 2012 SHELF BOOK TRB PUBLICATIONS tions,and offers a toolkit for constructing a scalable, transportationgency vulnerableoptionstopopula- TCRP Report 150 Toolkit A Transportation and Emergency Management Communication with Vulnerable Populations: $57. Subscriber category: public transportation. portation. safetyreporting system is presented for public prototypetrans- A management. safety and compliance; communication, monitoring, and respondingtesting; and trainingtoemployees; selecting non- and ing approach to comply with safety-related rules: screen- TCRP Report 149 in the Public Transportation Industry Improving Safety-Related Rules Compliance highways; maintenance and preservation. $46. Subscriber categories: bridges and other structures; Asian systems. informationsomeEuropeanwithfocus,about and deckssince1995. North American practices arethe bridge existing and new on membranes proofing waterof performance,costsmethods,systemand specification requirements, design details, application NCHRP Synthesis 425 Bridge Decks Waterproofing Membranes for Concrete highways; maintenance and preservation; materials. $46. Subscriber categories: bridges and other structures; successes and failures of TPOs. constructionguidelinesrepairprocedures,and and applications, factors influencing performance,volume, includingcurrent theperformance ofTPOs infield polymerthinoverlays (TPOs) addressedare this in NCHRP Synthesis 423 for Bridge Decks Long-Term Performance of Polymer Concrete adaptable communication process built on a network rity and emergencies; society. $63.Subscriber categories: public transportation; secu- sectors. public,nonprofitprivate,agenciestheandfromof This report describes how to communicate emer- 2011;116pp.; TRB affiliates, $42.75; nonaffiliates, Bestpractices areidentified comprehensive afor affiliates,TRBpp.;$34.50; nonaffiliates,55 2012; This synthesis compiles information on materials, affiliates,TRBpp.;$34.50; nonaffiliates,63 2011; Research, specifications, and procedures related to 2011;159pp.; TRB affiliates, $47.25; nonaffiliates, (continued) ACRP Report 37A Automated People Mover Systems at Airports Guidebook for Measuring Performance of Subscriber categories: public transportation; finance. sion penalties. tion personnel duties, adjudication processes,inspection rates,and enforcementeva- techniques, fareacross inspec- the globe. Issues addressed andAmericaNorthincludeinsystems transit onpayment evasion and TCRP Synthesis 96 Verification Off-Board Fare Payment Using Proof-of-Payment safety and human factors; society. transportation; public training; and education ment; $54. Subscriber categories: administration and manage- grams. relatedto wayside rail transit worker protection informationpro- in gaps and learned,lessons practice, review and assembles an overview of the knowledge, interviews, visits,transitliteratureanda agency site TCRP Synthesis 95 Worker Protection Practices for Wayside Rail Transit ment; planning and forecasting; public transportation. $41. 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This synthesis examines the application of proof of affiliates,TRBpp.;$40.50; nonaffiliates,79 2012; Thissynthesis comprises the results oftelephone affiliates,TRBpp.;$30.75; nonaffiliates,43 2011; Highlightedare the responses of transit and rural This volume explores opportunities for—and opportunities explores volume This 2012; 125 pp.; TRB affiliates, $45; nonaffiliates, $60. ACRPReport 37 assists BOOK SHELF TRB PUBLICATIONS (continued) environmental credit trading markets. Also addressed Guidebook for Understanding are new terms and concepts related to these markets. Urban Goods Movement 2011; 72 pp.; TRB affiliates, $36.75; nonaffiliates, NCFRP Report 14 $49. Subscriber category: aviation. Case studies explore how urban supply chains connect to the economy, infrastructure, and land use Airport Industry Familiarization and Training patterns of cities; the impact of land use codes and for Part-Time Airport Policy Makers regulations on private-sector freight providers; and ACRP Report 58 planning strategies for improving mobility and access Policy issues affecting airport administrative and for goods movement in urban areas. A CD-ROM with operational decisions are addressed, along with a additional material is included. common framework for policy leaders, stakeholders, 2012; 107 pp.; TRB affiliates, $52.50; nonaffiliates, and decision makers to understand airport adminis- $70. Subscriber categories: freight transportation; plan- trative and operational requirements. ning and forecasting. 2011; 54 pp.; TRB affiliates, $32.25; nonaffiliates, $43. Subscriber category: aviation. Preserving and Protecting Freight Infrastructure and Routes Information Technology Systems at Airports: NCFRP Report 16 A Primer This volume provides guidance for avoiding con- ACRP Report 59 flicting land uses and mitigating existing uses. Designed to facilitate mutual understanding Included is information about freight transportation between airport executives and information technol- infrastructure; the types of conflicts between freight ogy (IT) professionals, this volume offers techniques and other land uses; and resources to help preserve to identify and communicate critical IT issues and facilities and corridors. A CD-ROM includes appen- principles for implementing new airport IT systems. dices. 2012; 97 pp.; TRB affiliates, $40.50; nonaffiliates, 2012; 83 pp.; TRB affiliates, $48; nonaffiliates, $64. $54. Subscriber category: aviation. Subscriber categories: freight transportation; planning and forecasting; terminals and facilities. Airport Insurance Coverage and Risk Management Practices Case Studies in Collaboration ACRP Synthesis 30 SHRP 2 Capacity Project C01 Geared to airport officials, this synthesis identifies Twenty-three case studies on collaborative deci- the variables that affect insurance purchasing and sion making about additions to highway capacity the range of risk management practices among U.S. were developed through Capacity Project C01, airports. exploring collaboration in a variety of transporta- 2011; 51 pp.; TRB affiliates, $32.25; nonaffiliates, tion applications and providing real-world best prac- $43. Subscriber categories: administration and man- tices, pitfalls, and lessons learned. agement; aviation; finance. 2011. Case studies available at www.trb.org/Strate- gicHighwayResearchProgram2SHRP2/Pages/Case_Stu Airline and Airline–Airport Consortiums to dies_in_Collaboration_373.aspx. Manage Terminals and Equipment ACRP Synthesis 31 Requirements and Feasibility of a System for This synthesis presents the current state of the Archiving and Disseminating Data from practice in airline–airport consortiums in the United SHRP 2 Reliability and Related Studies JULY–AUGUST281 NEWS TR 2012 States, addressing the scope of responsibilities, con- SHRP 2 Report S2-L13-RW-1 sortium formation, membership, contractual agree- This report assesses the technical, economic, and ments and insurance, organizational structures, and business aspects of developing, operating, and main- more. Includes appendices. taining a long-lived archival system that preserves 2011; 92 pp.; TRB affiliates, $73.50; nonaffiliates, information from SHRP 2 projects for a period of 20 $98. Subscriber categories: administration and man- to 50 years. agement; aviation; finance. 2011, 68 pp., web only. Available at http://onlinepubs. trb.org/onlinepubs/shrp2/SHRP2_S2-L13-RW-1.pdf.

59 60 TR NEWS 281 JULY–AUGUST 2012 org/TRROnline. service, visit www.TRB. explore the TRR Online pers become available. To as new TRR Journal pa- nologies and is updated the latest in search tech- 1996. The site includes Journal) series since Research Board of the Transportation search Record: Journal the been published as part of reviewed papers that have more than 12,000 peer- ic access to the full text of website provides electron- The TRR Journal Online Transportation Re- (TRR SHELF BOOK TRB PUBLICATIONS Transportation Research Record 2233 Environment 2011 Publications/PubsConferencesandWorkshopsWeb.aspx. sible performance measures are included. cussions, and outlines of key research needs and pos-projects.Openingsessionpresentations, dis-panel and programs transportation into livability rating conference that explored the challenges of incorpo- Conference Proceedings on the Web 6 Transportation SystemsforLivableCommunities Publications/PubsConferencesandWorkshopsWeb.aspx. tions in transportation health and safety research. direc-futurepossiblesuggestionsdescribefor and highlight noteworthy issues and gaps in knowledge wellness and health driver bus and truck mercial Conference Proceedings on the Web 5 Conference ofanInternational Summary Commercial Truck andBusDrivers: Research ontheHealthandWellness of 2.pdf. pubs.trb.org/onlinepubs/shrp2/SHRP2_S2-R01-RW- ing utility-locating equipment. to assist users with limited expertise in understand- based application includes a decision-support system ciatedwith SHRP 2 Renewal Project R01. The web- SHRP 2 Report S2-R01-RW-2 Locating Technologies Development oftheSelectionAssistantforUtility pubs.trb.org/onlinepubs/shrp2/shrp2_S2-R01-RW.pdf. subsequent research. nologies,identifiesand areasimprovement for and ingpractices, examines current andemerging tech- SHRP 2 Report S2-R01-RW Characterizing Underground Utilities Encouraging InnovationinLocatingand integrated bus information systems, a comparison of effects of aging on tire–pavement noise generation. ity impacts of different transportation modes, andcoordinated the signal control, air quality–relatedemissions,pollutantcriterion and gas greenhousemortal- Thepapers in this volume explore topics such as 2012;154 pp.; web only. Available atwww.trb.org/ Presented in this volume is a summary of a 2010 2012;128 pp.; web only. Available atwww.trb.org/ com-conference2010on proceedingsa Theof only.webpp., 1312011, Availablehttp://online at Outlined are the software development tasks asso- only.webpp.; 1312009, Availablehttp://online at locat-undergroundexploresutilityreport This (continued) data and information technology. Subscriber$70. categories: safetyhumanfactors;and tion, and other topics. crash frequency, crash identification and reconstruc- pedestrianbuilt-environmentcharacteristicson of signalcoordination, real-time crash risk, theeffects improvedtime-to-collisiontors, definition,arterial Transportation Research Record 2237 Safety Data, Analysis, and Evaluation 2011, Vol. 2 data and information technology. Subscriber$61. categories: safetyhumanfactors;and tudinal analysis of traffic crashes. cyclist safety at signalized intersections, and a longi- metrics, an analysis of naturalistic driving event data,geo-occurrenceInterstatebetweencrashandship phone use on accident risk, a model of the relation- Transportation Research Record 2236 Safety Data, Analysis, and Evaluation 2011, Vol.1 tion; pavements. $61. Subscriber categories: maintenance and preserva- for rapid pavement repair, and more. ways, fresh emulsified asphalt chip seals, flowable fill pavement preservation on high-traffic-volume road- treatments, maintenance preventive preservation, pavementpreservation treatment design, pavement Transportation Research Record 2235 ofPavements Maintenance andPreservation transportation, general; planning and forecasting. Subscriberemergencies;categories:$66.securityand topics are presented in this volume. otherfacilities,medicalandlocationof theattack, systems, defending transportation networks against Transportation Research Record 2234 Emergency Evacuation2011 Protection andResilience: Critical Infrastructure $74. Subscriber categories: environment; energy. contact the Business Office at 202-334-3213.TRB online Bookstore, at www.TRB.org/bookstore/,To order TRB titles or described in Bookshelf, visit the 2011; 159 pp.; TRB affiliates, $52.50; nonaffiliates, indica- conflict traffic address papers Research 2011; 119 pp.; TRB affiliates, $45.75; nonaffiliates, Explored in this volume are the effects of mobile 2011; 112 pp.; TRB affiliates, $45.75; nonaffiliates, Authors present research on life-cycle cost-based 2011; 134 pp.; TRB affiliates, $49.50; nonaffiliates, Improving the resilience of critical infrastructure 2011; 186 pp.; TRB affiliates, $55.50; nonaffiliates, INFORMATION FOR CONTRIBUTORS TO TR NEWS

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Transportation Research Board 92nd Annual Meeting January 13–17, 2013 ▪ Washington, D.C. DEPLOYING TRANSPORTATION RESEARCH Doing Things Smarter, Better, Faster

In these uncertain times, performance • Explore the role of research deployment in • Learn from more than 150 exhibits expectations and budget constraints require that helping the industry do things smarter, showcasing a variety of transportation- transportation agencies do things smarter, better, and faster, from the perspectives of related products and services. better, and faster than ever before. Spotlight stakeholders and subject-matter experts sessions, workshops, and in-depth discussions from all transportation modes; Exhibit and Marketing Opportunities at the Transportation Research Board 92nd Show your organization’s support for Annual Meeting will highlight the critical role • Discover how international, federal, state, transportation research and innovation by that transportation research and its deployment regional, and local transportation agencies becoming an Annual Meeting Patron, play in meeting these requirements. are deploying the latest techniques and Advertiser, or Exhibitor. strategies; Information Plan now to: • Network with more than 11,000 Registration opens mid-September 2012. transportation professionals; Register before November 30, 2012, to take • Examine recent developments and changing advantage of lower fees. contexts that may affect transportation • Take advantage of 3,000-plus presentations policy making, planning, design, in approximately 600 sessions and specialty For more information, go to construction, operations, and maintenance; workshops; and www.TRB.org/AnnualMeeting.

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