Environmental

Assets White Paper

December 2018

Table of Contents

List of Figures ...... 3

List of Tables ...... 4

Executive Summary ...... 5

Introduction ...... 6 How this paper links to AO45 ...... 6

Ohio’s Natural Infrastructure Assets ...... 7 Land ...... 7

Water ...... 12

Air ...... 14

Community ...... 15

Findings and Future Direction ...... 18 Key Findings ...... 18

Moving Forward ...... 18

Sources ...... 20

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List of Figures

Figure 1: Edge Effects Graphic ...... 10 Figure 2: Ohio Scenic Rivers ...... 12 Figure 3: Ohio Air Quality Areas ...... 14

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List of Tables

Table 1: Surface Area in Thousands of Acres (percent of Total Surface Area) ...... 7

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Executive Summary The Ohio Department of Transportation (ODOT) is developing a long-range transportation plan, Access Ohio 2045 (AO45). AO45 will build on ODOT’s long established foundation of strategic transportation investment which links to broader state economic, societal, and environmental goals and promotes public resource stewardship consistent with ODOT’s Mission, Vision, and Guiding Principles.

The purpose of this paper is to help identify current and future opportunities for AO45 development by exploring the consideration of natural, social, and other environmental assets or concerns in transportation planning. This paper also profiles innovative opportunities to enhance and/or restore Ohio’s natural and social environments based on transportation planning and policy considerations. The broader, large scale considerations presented in this paper will inform the goals, strategies, and policies which develop AO45 and position the state to successfully navigate future challenges.

Sustainable transportation systems consider social, environmental, and economic objectives while also balancing present-day needs with the needs of future generations. There are several initiatives currently underway at ODOT that address the relationship between Ohio’s transportation system and its natural assets while considering social and economic objectives. Some examples of these programs and activities include:

• Exploring partnership opportunities and focusing on redevelopment of existing land-useage; • Conducting research on wildlife distribution and habitat connectivity; • Geocoding animal strikes and deploying wildlife crossovers where needed; • Using ODOT right-of-ways (ROWs) to provide pollinator species habitat and reduce the release of toxins generated by harmful algal blooms (HABs) from entering Ohio’s waterways; • Conducting research on natural channel design at bridge crossings; • Early ROW acquisition and developing earthern berms as living sound walls (LSWs); • Constructing living sound walls in ODOT ROWs; • Installation of solar arrays and wind turbines in ODOT ROWs.

Between now and 2045, technological advancements and shifting societal preferences could introduce new environmental stewardship opportunities for ODOT to consider, including:

• Deployment of autonomous electric vehicle fleets, hyperloop, and other emerging technologies; • Enhanced utilization of ODOT ROWs for renewable energy generation; • Application of green stormwater infrastructure and habitat restoration in highway settings; • Reanalyzing access to active transportation and transit options for socially underserved populations and establishing safe routes to school for youth and seeking to provide for those needs;

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Introduction HOW THIS PAPER LINKS TO AO45 ODOT is developing AO45, the long-range transportation plan for Ohio. AO45 will build on ODOT’s long established foundation of strategic transportation investment which links to broader state economic, societal, and environmental goals and promotes public resource stewardship consistent with ODOT’s Mission, Vision, and Guiding Principles. The purpose of this paper is to help “set the stage” for AO45 development by exploring the consideration of natural infrastructure in transportation planning and environmental initiatives. This paper highlights several innovative projects and programs already underway at ODOT and profiles potential future opportunities to enhance and/or restore Ohio’s natural infrastructure assets through new practices or modifications of existing practices. The broader, large scale considerations presented in this paper will inform the vision, goals, strategies, and policies which develop AO45 and position the state to successfully navigate future challenges.

This paper will explore environmental issues that may impact Ohio’s transportation system by 2045 and ways that Ohio’s transportation system, or management of that system, could influence the natural environment. Identification of these trends and drivers of change will help guide ODOT’s policy development and future investments. This paper will highlight current environmental initiatives underway at ODOT as well potential future environmental stewardship opportunities for the agency to consider.

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Ohio’s Natural Infrastructure Assets The following section will examine the existing and anticipated future relationship between Ohio’s transportation infrastructure and its natural infrastructure assets (land, water, air, and community). The examination will consider trends, drivers of change, current initiatives, policies under development, and future opportunities related to environmental issues that may impact Ohio’s transportation system and ways that Ohio’s transportation system could influence the natural environment. LAND The total surface area of Ohio is 26,151,040 acres, or 40,861 square miles. Between 1982 and 2012, the percentage of developed land in Ohio increased from 10.8 percent to 15.8 percent of Ohio’s total surface area (see Table 1). This increase coincided with a decrease in the percentage of rural land in the state from 86.6 to 81.2 percent.

Federal Water Non-Federal Land Total Surface Year Land Developed Rural Total Area 298.8 391.1 2,862.3 22,891.8 25,754.1 26,151.0 1982 (1.1%) (1.5%) (10.8%) (86.6%) (97.4%)

295.8 396.1 3,067.0 22,685.9 25,752.9 26,151.0 1987 (1.1%) (1.5%) (11.6%) (85.8%) (97.4%)

321.1 400.3 3,335.6 22,387.8 25,723.4 26,151.0 1992 (1.2%) (1.5%) (12.6%) (84.7%) (97.3%)

323.2 400.3 3,705.2 22,016.1 25,721.3 26,151.0 1997 (1.2%) (1.5%) (14.0%) (83.3%) (97.3%)

330.9 411.0 3,920.0 21,782.9 25,702.9 26,151.0 2002 (1.3%) (1.6%) (14.8%) (82.4%) (97.2%)

336.6 419.0 4,109.9 21,579.3 25,689.2 26,151.0 2007 (1.3%) (1.6%) (15.5%) (81.6%) (97.1%)

359.1 423.6 4,178.3 21,483.8 25,662.1 26,151.0 2012 (1.4%) (1.6%) (15.8%) (81.2%) (97.0%)

TABLE 1: SURFACE AREA IN THOUSANDS OF ACRES (PERCENT OF TOTAL SURFACE AREA) Source: U. S. Department of Agriculture (USDA) Natural Resources Conservation Service (NRCS), 2015.

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Efficient Use of Existing Infrastructure Transportation and land use are a connected system. Coordinating transportation and land use decisions encourages efficient use of both. For example, construction of a new roadway could provide access to previously undeveloped land, making it more attractive to developers. At the same time, new or improved transportation infrastructure is often constructed to accommodate changes in land use, such as new residential or commercial development.

By coordinating transportation and land use decisions, state and local partners encourage the efficient use of both. State agencies do not directly decide land use planning efforts since Ohio is a home rule state. In a home rule state, land use decisions are made at the local level.

An excellent example of local reinvestment and reuse of existing resources is redevelopment through the Cleveland Innerbelt Modernization Plan, which is increasing access and renewal to Cleveland’s downtown corridor along I-71, I-77, and I-90. The plan calls for rehabilitation of about five miles of interstate roadways, the construction of two new bridges on I-90, and to address operational, design, safety, and access shortcomings that severely impact the innerbelt freeway to meet the transportation needs of the Cleveland area.

In addition, ODOT maintains effective local partnerships. For instance, ODOT regularly works with the Ohio Association of Regional Councils (OARC), local county engineers’ offices, municipalities, metropolitan planning organizations, and rural transportation planning organizations. ODOT also maintains a presence in all 88 Ohio counties through district offices that help to facilitate local dialogue and identify future transportation planning projects. These partnerships provide an opportunity to discuss and coordinate transportation and land use decisions.

Smart Ohio and Emerging Technologies The Technology White Paper, prepared for the AO45 effort, discusses the emergence of automated and connected vehicles (ACV) and identifies self-driving vehicles as one of the most potentially transformative emerging technologies in transportation.

The U.S. Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) defines autonomous vehicles (fully-automated vehicles) as “those in which operation of the vehicle occurs without direct driver input to control the steering, acceleration, and braking and are designed so that the driver is not expected to constantly monitor the roadway while operating in self-driving mode.” Connected vehicles are vehicles that can communicate with drivers, other vehicles on the road, infrastructure, and the cloud.

ACVs have the potential to eliminate crashes that are caused by human error, which currently make up approximately 94% of all serious crashes according to NHTSA. Other potential benefits commonly associated with ACVs, such as reduced congestion and energy use due to more efficient operations, could be offset by increases in vehicle miles traveled (VMT) due to reduced travel costs, higher highway speeds, longer commutes, and increased demand from underserved groups such as the elderly and disabled. The ability to use commuting time in more productive ways could incentivize people to move to more affordable areas, which are typically longer distances from major job centers. In addition to increased VMT, this would also impact land use development patterns, much like the wide scale adoption of personal automobiles shaped Ohio’s cities and suburbs in the mid- to late-20th century. On the other hand, ACVs also present new

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opportunities for enhanced shared transportation services. Trends and opportunities related to shared mobility are explored further in the Community section of this paper.

Electric Vehicles In 2016, sales of electric vehicles were up 60% over 2015 sales and the number of electric vehicles on the road topped two million worldwide. Electric vehicles do not produce any tailpipe emissions, compared with the average gasoline-fueled passenger vehicle which produces over 400 grams of CO2 per mile, according to the U.S. Environmental Protection Agency (EPA). Some of the barriers to electric vehicle ownership have been cost, range, and availability of charging stations. Recent trends favor a growing market share for electric vehicles as more affordable models have entered the market. Average vehicle range and the number of available charging stations will continue to increase.

Hyperloop Hyperloop is a conceptual transportation system being researched and developed by multiple private companies. The Hyperloop concept consists of a sealed system of low pressure tubes through which pods could travel at very high speeds with almost no aerodynamic drag. Potential systems could reach top speeds of approximately 760 miles per hour (mph) and average speeds of around 600 mph. Some initial concepts proposed constructing the tubes overhead, suspended on concrete pillars within existing state-owned right- of-ways (ROWs).

The advantages of the concept, as originally proposed, included the utilization of existing transportation infrastructure right-of-ways and the ability to power the system through the installation of solar panels on top of the Hyperloop tubes. However, further development highlighted some challenges associated with overhead operations. Specifically, running the system at conceivable top speeds along the curves of existing highway and railroad alignments presents safety concerns to riders. Options for both overhead and underground Hyperloop systems are being explored both within and outside of existing ROWs.

A proposed route connecting Columbus to Chicago and Pittsburgh via Hyperloop was one of 10 winning routes selected in 2017 in Virgin Hyperloop One’s Global Challenge, a competition designed to identify the strongest new Hyperloop routes in the world. Development of the proposed Midwest Connect route was led by the Mid- Ohio Regional Planning Commission (MORPC) and the Columbus Partnership with support from Ohio Governor John Kasich. If fully realized, this Hyperloop route would allow Ohio freight and passengers to travel from Columbus to Pittsburgh in 18 minutes and from Columbus to Chicago in 29 minutes.

Another hyperloop study was initiated by Hyperloop Transportation Technologies (HTT) and the Governing Board of the Northeast Ohio Areawide Coordinating Agency (NOACA) to assess the feasibility of a Cleveland, Toledo, Chicago corridor. The proposed route would open a new freight mode along a corridor that has long relied upon the northern turnpike to transport goods from Cleveland to Chicago.

Habitat Habitat preservation and species protection is a federally mandated and state supported policy enacted under the Endangered Species Act of 1973 and the National Environmental Policy Act of 1970.

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Transportation corridors often fragment wildlife habitat, resulting in animal crossings that lead to vehicle collisions. These fragments impact both Ohio’s wildlife and the safety of roadway users. Many natural species often use roadways as transit corridors between habitat ranges due to the lack of restriction from vegetation or cross roadways at various points where foliage cover is sufficient to ensure a sense of security. For example, deer tend to cross roadways where there is an abutment on one or both sides providing prairie or forest cover. This species’ behavior can provide planners locational information on natural habitat crossings and provide ODOT the ability to install warning signage for drivers.

Geocoding and mapping the location and frequency of animal-vehicle collisions also provides planners a tool to better predict crossing locations and deploy avoidance strategies to reduce injuries and damage to persons and animals. For instance, in 2017, ODOT recorded over 19,804 vehicle collisions with wildlife on Ohio’s roadways, 17,941 of which were deer strikes. An abundance of data has led to opportunities to use geocoding to identify wildlife crossing locations. Geocoding roadkill strikes could help ODOT identify high-priority sites for future green corridors and wildlife crossings and there is opportunity to integrate that data into future roadway planning.

Edge Effects and Wildlife Crossings Edge effects are the result of separation or fragmentation of the core habitat from its peripheries. Some species depend on the internal core and do not migrate away from it. This can result in the fragmentation of prime habitat separating various members of one species from another through new road placement, thus reducing their overall genetic viability and threatening long-term species survival. Square grid shaped roadways maximize the effects of habitat fragmentation, whereas circular roadway segments minimize these affects. Edge effects maximized through new roadway can and do lead to habitat degradation, which is where specialized crossings enable natural habitat continuity. FIGURE 1: EDGE EFFECTS GRAPHIC Over the last several years, ODOT has constructed wildlife crossings and fencing structures on several roadways that pass through high-quality wildlife habitat areas, including on the Nelsonville Bypass (US-33) in Hocking and Athens counties and on SR-88 in Trumbull County.

ODOT is currently conducting several research projects aimed at reducing the number of vehicle and wildlife collisions on the road. One of the research projects is titled “Improving Amphibian Roadway Mitigation to Decrease Mortality and Increase Connectivity by Experimenting with Ecopassage Design”. This research has tested alternative ecopassage designs to see which design was most likely to be utilized by amphibians and therefore most effective at reducing amphibian mortality rates. Once a preferred passage design was determined, ODOT constructed the passages. During the Fall of 2018, the researchers began collecting data to evaluate their effectiveness.

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ODOT has conducted similar research to determine the effectiveness of the following wildlife mitigation treatments: high-mast lighting for bats, wildlife jump-outs for deer, wildlife movements through large underpass structures, exclusion fencing and crossings for timber rattlesnakes, salamander crossings, and crossing structures for safe passage for other various wildlife. The first objective for all these research areas was to reduce the impact on wildlife living in the Wayne National Forest by minimizing road mortality, maintaining population connectivity, and reducing habitat loss. An equally important objective was to reduce large wildlife-vehicle collisions as a matter of safety in an area known to possess a substantial white-tailed deer population.

Pollinator Habitat Recent years have seen the decline of natural fruit pollinators, principally honey bees. Populations of pollinators have been declining worldwide. Around 80 percent of fruits and vegetables require pollination, making honey bees and other pollinators essential to agricultural production. According to the 11th annual national survey of honey bee colony loss performed by the Bee Informed Partnership, the nation’s beekeepers lost approximately 21 percent of their colonies over the 2016-2017 winter. The Bee Pollinator Habitat Project was initiated by ODOT’s District 9 and is currently in its fourth year. This project aims to convert state-owned ROWs into pollinator habitat by planting native prairie species that provide natural food for pollinators. The initiative aims at stabilizing the population of various pollinator species.

In cooperation with the US Fish and Wildlife Service, ODOT has funded research on mowing strategies related to the protection of insect pollinators (bees, wasps, ants, some flies, butterflies and moths). By mowing less often and not as far from the edge of pavement, ODOT is able to save staff time, reduce equipment maintenance costs, and reduce disturbances to pollinator habitat. There is potential to keep and develop unused segments of ROW as primary pollinator habitat. Some examples of these include clover-leaf interchanges and large ROWs in rural highway sections.

Understanding Species Distributions ODOT is researching the use of environmental DNA sampling for rare species to understand population dispersal. Current research, which began in 2016, is focused on the Eastern Hellbender, a large aquatic salamander. The goal of this project is to develop a less invasive, more accurate, and more economical sampling protocol and methodology. This understanding will better enable the agency to focus on current and future anticipated areas of concern regarding species distribution and population viability.

ODOT is also conducting research on the distribution of two endangered bee species in Ohio, the Rusty Patched Bumble Bee and the Yellow-Banded Bumble Bee. The research project involves documenting the current distribution of the two species within each Ohio county and township using GIS and defining suitable habitat for both species in Ohio. In addition, the research findings will identify best management practices for avoiding, minimizing, and mitigating potential impacts to these two species of bees in Ohio. The information collected from this research project will help ODOT plan future projects in a way that minimizes potential impacts on these species and their habitats. By understanding species distribution and genetic diversity among separated populations, ODOT can apply maintenance and system development strategies aimed at preserving and strengthening the health and vitality of vulnerable species.

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Conversations with ODOT and its partner agencies noted a trend towards pursuing a regional approach to habitat mitigation. For example, ODOT purchased part of the former Sunday Creek Coal Company property in Hocking County and is using a portion of that property as mitigation for the Nelsonville Bypass project’s ecological impacts. The remainder of the property will be used as stream mitigation and a Bat Conservation Area. ODOT is also preserving 800 acres of high quality bat habitat in Scioto County as mitigation for the Portsmouth Bypass project and is purchasing an additional 500 acres of bat habitat for mitigation of projects in western Ohio. These purchases and the development of continuous mitigation sites for larger projects demonstrate that ODOT is being proactive in considering a regional approach to mitigation. WATER There are over 25,000 miles of streams and rivers, and more than 5,000 lakes, ponds, and reservoirs (> 1 acre) in Ohio. The Ohio River forms 451 miles of Ohio’s southern and eastern FIGURE 2: OHIO SCENIC RIVERS border and the Lake Erie shoreline extends for Source: ODNR, 2017. 236 miles along the Ohio’s northern border. Ohio’s 10 designated scenic rivers total more than 629 river miles, which is the fourth largest total of any state in the country (see Figure 2). Currently, there are over 400,000 acres of wetlands in Ohio.

Transportation infrastructure such as bridges, culverts, and dams alter the movement of organisms, sediment, and water through waterways. Disruption of watershed connectivity can negatively impact water quality and aquatic habitat. In addition, this may lead to flooding issues associated with stream bank erosion and changes in water velocity. ODOT facilitated research that aimed to improve water and sediment channelization without a negative impact to the water quality and species disruption. The goal is for bridge design to allow for the transportation needs of roadway users and the preservation of the natural environment.

In 2017, ODOT supported a research study that considered the potential for natural channel design practices to provide sustainable solutions to maintenance problems at stream crossings with bridge structures. Natural channel design is a stream restoration approach that seeks to mimic natural conditions to improve stream function and stability. Natural channel design practices are common in stream restoration but have had limited application near bridges. ODOT’s researchers made minor modifications to the natural channel design

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practices to make the design work in settings near bridges. The new designs were then implemented at several pilot project sites.

The researchers concluded that natural channel design practices could be implemented reliably by ODOT. Researchers also noted that ODOT’s input on the practices led to innovations that reduced the time and costs necessary for construction of some of the natural channel design structures. Natural design solutions may prove beneficial to Ohio’s aquatic species.

Obstructions to natural channel flow can adversely impact the ecosystem of the waterway. Many variables influence whether adverse impacts are likely to occur and the degree of those potential impacts. The variables include the type of crossing, its size, materials used, method of installation, and maintenance.

Bridges are generally believed to be less detrimental to streams than culverts, but also tend to be more expensive and require more maintenance. ODOT supported a 2013 research project that analyzed fish passage through culverts in six northeast Ohio counties to identify culvert design features that affect fish passage success. The research concluded that the height of the culvert outlet above the streambed was a significant predictor of fish passage. Improper design, placement, scouring, and lack of maintenance can result in perched culverts that prevent fish passage. Several other factors that obstruct or discourage fish passage through culverts were noted in AASHTO’s Compendium of Environmental Stewardship Practices in Construction and Maintenance. These factors include excessive water velocities, physical barriers caught within the culvert (such as log jams), low water flows, long culverts that block out natural sunlight, and crossings that provide little or no habitat within the culvert (no cover for small fish).

ODOT has been conducting research on the application of ecological invert culverts, also referred to as i- Series culverts. According to the Washington Department of Fish & Wildlife, i-Series culverts perform better than traditional culverts for fish passage and hydraulic diversity, among other benefits. ODOT has installed two i-Series culverts in District 2.

Harmful Algal Blooms (HABs) Prevention in ODOT Right-of-Ways Many of ODOT’s roadway ditches and waterways suffer from algal blooms in late summer and early autumn. Algal blooms are generated when the abundance of phosphorus and nitrogen enters the waterway and provides the needed nutrients for algae to grow and flourish. Reducing and/or preventing the release of the algal toxins, to protect Ohio’s waterways, is of focused state concern. It is important to note that not all algae produce toxic biproducts. However, some algae produce toxins that affect human, animal, and plant health.

There are several ways to limit farm or waste water run-off captured in ODOT right-of-ways. Foliage cover, constructed wetlands, bioswales, and porous substrate all have potential to mitigate and inhabit the growth of algae or limit phosphorus and nitrogen compounds from entering Ohio’s waterways.

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AIR

Air Quality The US EPA establishes National Ambient Air Quality Standards (NAAQS) for pollutants considered harmful to public health and the environment. US EPA designates areas of the country that do not meet the standard for a given pollutant as nonattainment areas. Nonattainment areas are charged with identifying and implementing emission reduction strategies that will reduce affected pollutants such that the regions meet the NAACS. When air quality monitoring demonstrates that a nonattainment area subsequently begins meeting a NAAQS, US EPA re- designates the area to Maintenance status. Figure 3 records Ohio air quality areas for ozone and fine particulates pollution.

Transportation emissions are a significant contributor to regional pollutant emissions. US EPA and US DOT regulations require that federally financed transportation investments “will not cause new air quality violations, worsen existing violations, or delay timely attainment of the national ambient air quality standards.” States and Metropolitan Planning Organizations demonstrate that federally financed projects included in transportation plans and transportation improvement programs (TIPs) meet air quality requirements through a process called FIGURE 3: OHIO AIR QUALITY AREAS transportation conformity. Transportation conformity involves a quantitative analysis of the transportation emissions that will result from implementation of transportation plan and TIP projects and compares these emissions to US EPA maximum emission thresholds. When the transportation plan and TIP emissions are below the thresholds, conformity is established. Conforming transportation plans and TIPs ensures that federally financed projects are contributing to attainment of the US EPA NAAQS. All Ohio transportation plans and TIPs are meeting the transportation conformity requirements.

Green/Earthen Berm Noise Barriers An emerging eco-solution to deployment of sound barriers for highway traffic is earthen berms, which mitigate overall noise pollution resulting from roadway operations. Earthen berm noise barriers, also referred to as living sound walls (LSWs), are currently in place along several stretches of Ohio highways including I-77 in Canton, I-75 in Troy, I-270 on the east side of Columbus, I-71 near Marengo, and I-480 in Cuyahoga County.

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There are advantages for using LSWs. One positive is that LSWs provide a vertical habitat for prairie grasses and pollinator habitats as well as help to support species diversity. Some of the other benefits include cheaper construction, lower life-cycle costs, air pollution absorption, and earthen berms dampen noise better than concrete.

In 2017, ODOT funded research to determine the acoustic benefit of various earthen berm heights compared to concrete barriers. The analysis concluded that one foot in height of an earthen berm is as effective as 1.15 feet in height of a structural noise wall. ODOT’s District 6 has developed a sample design for a 3-foot high berm which would require approximately 20-feet of ROW for construction. In addition, ODOT is also looking into a new process for constructing small height earth berms in the ROW using waste materials.

The biggest challenge to LSWs are the fact that they take up a lot more space than a concrete wall. ODOT current requires a slope that is at least 2:1. This means that for every foot taller the berm is, the base length (to the center) gets wider by two feet. For example, a 6-foot berm would need a base, to the center, of 12 feet or 24 feet overall. Some of the other challenges are the presence of underground utilities and potential drainage concerns. COMMUNITY There are over 900 incorporated municipalities, including both cities and villages, in Ohio’s 88 counties. According to the United States Census Bureau’s 2010 Census, approximately 78 percent of Ohioans live in urban areas and the remaining 22 percent live in rural areas. The census-estimated Ohio population in 2016 was 11,646,273, making Ohio the 7th most populated state in the country. Demographic shifts in Ohio’s population between now and 2045 will influence the transportation needs and priorities for the state. A detailed analysis of anticipated demographic trends and implications is provided in the Demographics White Paper prepared for AO45.

Active Transportation According to ODOT’s 2016 Transportation Preference survey, over 2/3 of Ohioans think it is important to provide better linkages between travel modes like bicycle, pedestrian, car, and bus. In 2014, ODOT published the ODOT Active Transportation Guide: A Reference for Communities as a resource for Ohio communities interested in developing an Active Transportation Plan (ATP). The guide includes case studies from several different sized communities and lays out an adaptable eight-step process for developing an ATP. The plan supports education, safety enforcement, local and private engagement and encouragement, and establishing support facilities. Ohio’s Strategic Highway Safety Plan (SHSP) includes an active transportation emphasis area. The Active Transportation Team has developed and is implementing an active transportation plan that is designed to increase the percent of adults who report actively commuting while reducing fatalities and serious injuries among these road users. For more information, refer to the Active Transportation and Demographics white papers and fact sheets.

Additionally, ODOT and its local government partners are designating and establishing a statewide bicycle network. When finalized, Ohio will have a 3,500-mile network of designated US and State bicycle routes connecting all of Ohio’s metropolitan areas.

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Safety ODOT advances a proactive safety program that seeks to protect wildlife, roadway users, pedestrians, and highway workers. According to ODOT’s Ohio Motor Vehicle Crash Data, the crash rate per one million VMT and the fatality rate per 100 million VMT have both steadily declined since 1980. However, with 1,094 crash- related fatalities in Ohio in 2017, the economic and social costs of traffic crash incidents are still very high. According to a 2014 study published by the NHTSA, motor vehicle crashes cost the U.S. $242 billion in economic costs and an additional $594 billion in quality of life impacts in 2010.

Since 2005, all states have been required to develop a performance-based Strategic Highway Safety Plan (SHSP) that relies on a data-driven process to identify causes of crashes, serious injuries and fatalities. Within their plans, states must set annual targets for the safety performance measure. Ohio’s current SHSP is titled Toward Zero Deaths: A Comprehensive Guide to Reduce Fatalities and Serious Injuries 2015 – 2019.

ODOT has also developed specific strategies related to improving the safety of active transportation in Ohio. The 2017 Active Transportation Plan for Ohio’s Strategic Highway Safety Plan identifies goals for reduced fatalities and serious injuries for bicyclists and pedestrians in 2017. More details can be found in the Safety White Paper developed for AO45.

Safe Routes to School In addition to general highway safety, ODOT provides opportunities that specifically address walking and biking routes to and from school for students in grades K-8. According to the 2016 ODOT Customer Preference Survey, over 40 percent of Ohio children in Kindergarten through 8th grade arrive to school in private vehicles while 8.6 percent walk and 1.2 percent ride a bicycle.

Potential implications of these travel patterns could include increased traffic congestion and reduced air quality near schools. Limited opportunities for physical activity could also have negative health impacts on students.

The purpose of the Safe Routes to School (SRTS) program is to encourage and enable children to walk or ride their bicycle to school. Eligible projects include both infrastructure solutions such as improved crosswalks or sidewalks and non-infrastructure solutions such as public education programs. ODOT hosts an SRTS toolkit on its website that includes guidelines and templates for developing a School Travel Plan (STP), which is the first step before applying for SRTS funds. There are currently almost 200 ODOT-approved STPs in Ohio.

Efficiency and Material Management Challenges to incorporating greater quantities of recycled and/or energy-efficient materials include limited availability of materials, varied functionality or untested effectiveness of alternative materials, and relatively high costs compared with standard options. However, opportunities for the incorporation of these types of materials are improving, along with the quality of those materials. For example, advancements in light- emitting diode (LED) technology have allowed energy-efficient lighting options to meet design standards for tunnel lighting projects. ODOT recently replaced the existing high-pressure sodium (HPS) lighting in Lytle Tunnel on I-71 through downtown Cincinnati with energy-efficient LED lighting. As energy-efficient technology advances and applications of recycled materials are further tested, it is anticipated that

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opportunities for incorporating sustainable materials into Ohio’s transportation infrastructure will continue to increase.

Opportunities exist to harness renewable energy by utilizing land that is already owned by the state. ODOT has explored the use of solar arrays and wind turbines as potential options for generating renewable energy within its ROW. Constructed in 2011, the Interstate 280 Solar Array Research Project in northwest Ohio was one of the first solar array projects in the nation along a U.S. highway. The project included the installation of 1,164 panels to offset the power used by the pylon of the Veterans’ Glass City Skyway and the electricity needed to light the adjacent stretch of highway between the bridge and Greenbelt Parkway. ODOT has also explored the possibility of using wind turbines to harness renewable energy within its ROW. The relative area of land needed for standard wind turbines compared with the typical amount of land available alongside highways within state-owned ROW is one of the major challenges of implementing this technology. However, advancements in more efficient, smaller wind turbine technologies may provide new opportunities for generating wind power in the ROW in the future.

Additionally, opportunities may exist to harness renewable energy through solar noise barriers, which are the installation of solar panels on new noise walls or retrofitting existing walls to include solar panels. Solar noise barriers were first constructed in Switzerland in 1989 and have since been installed in several additional countries including Germany, the Netherlands, and Australia. As of December 2017, there were no solar noise barriers constructed in the U.S., but a handful of states including Georgia and Massachusetts were in the process of developing pilot projects. The U.S. has over 3,000 linear miles of noise barriers which could potentially harness 400 Gigawatt hours (GWh) annually, or enough energy to power 37,000 homes. As solar cell efficiency improves, and costs decrease, there may be increased opportunities for the application of solar noise barriers.

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Findings and Future Direction KEY FINDINGS ODOT has adopted several practices that advance the integration of sustainability considerations within its transportation planning process. Several of these practices and programs were highlighted in this paper, including:

• Installation of solar arrays in ODOT ROW • Conducting research on natural channel design at bridge crossings • Construction of living sound walls along ODOT ROW

Advances in technology could present new opportunities for ODOT to protect and enhance the natural and human environment while also maintaining a robust transportation system. Trends highlighted in this paper that could influence the relationship between Ohio’s transportation system and the natural environment between now and 2045 include:

• Advances in renewable energy technology, including solar and wind • Increased efficiency and lower costs for energy-efficient construction materials • Growing market share for electric vehicles • Changes in the frequency and duration of extreme rainfall events • Increased need and demand for alternative transportation options related to demographic shifts MOVING FORWARD ODOT often needs to consider multiple objectives with each action and take full lifecycle costs (i.e. maintenance) into consideration when planning its infrastructure investments. The development of AO45 can explore longer term strategic opportunities which maximize targeted systems level investment while simultaneously enhancing the state’s environmental assets. Key potential opportunities associated with findings and trends in this paper include:

• Continued and enhanced utilization of ODOT ROW for renewable energy generation—The Interstate 280 Solar Array Research Project in northwest Ohio in 2011 was one of the first of its kind in the US. Since then, several other State DOTs have completed solar panel installations along major highways for testing and applicability. Surface land area size requirements, permitting and site preparation costs, and multi-agency coordination are ongoing challenges noted in a 2016 FHWA paper which tracked state progress and results. However, advancements in solar and wind technology could reduce costs and increase applicability of renewable energy generation within ODOT ROW in the future. In the Ohio Strategic Energy plan, the state set a target of obtaining more than half of Ohio’s energy from renewable sources by 2050. The prioritization of transportation investment along key state and regional corridors could incorporate renewable energy generation projects and initiatives within proximity of critical energy transfer stations, power grids, or distribution locations. As a first step in this process, ODOT could conduct a

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feasibility study to identify potential renewable energy sites along the state’s highways. Similar studies have been conducted by the Colorado and Massachusetts DOTs. As installation costs decrease and smaller scale turbine technology develops, ODOT could also expand the distance and coverage of existing renewable energy infrastructure to add value to ROW assets or offset energy demand and operating costs (such as highway lighting or directional signs). Advancements in the rapidly evolving energy industry could also create additional strategic coordination points between ODOT and state regulatory agencies to advance both statewide transportation and renewable energy goals. • Exploration of green stormwater infrastructure application in highway settings—Green infrastructure projects such as bioswales, raingardens, wetlands (natural or engineered), and use of permeable pavements have been successfully implemented on several local transportation projects in Ohio. The Green Highways Partnership (GHP) is a partnership between the U.S. Environmental Protection Agency (EPA) and the FHWA that encourages the use of green transportation infrastructure by state and local governments and private industry. The GHP is currently involved in several cooperative efforts with state DOTs around the country. ODOT could also consider how longer-term systems-level investment priorities (such as targeted capacity expansion) are implemented in sequence with green infrastructure investment to support transportation and environmental objectives. New emphases for using green storm water approaches, mitigation credits, or promoting design which limits indirect and cumulative impacts could emerge and further tighten the connection between long range and project level planning.

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