Adapting to Climate Change - Transportation Research Board

JULY–AUGUST 2012NUMBER 281

TR NEWSAdapting toClimate ChangeBuilding a Network of Solutions� State, Regional, and Local Initiatives

� Learning from Severe Weather Events

� Solar, Green, and LED-Lit Highways

� The Ready Benefits of Ecodriving

� Scenario Planning for Priorities

National Academy of SciencesNational Academy of EngineeringInstitute of MedicineNational Research Council

The Transportation Research Board is oneof six major divisions of the NationalResearch Council, which serves as anindependent adviser to the federal gov-ernment and others on scientific andtechnical questions of national impor-tance, and which is jointly administeredby the National Academy of Sciences, theNational Academy of Engineering, andthe Institute of Medicine. The mission ofthe Transportation Research Board is toprovide leadership in transportationinnovation and progress throughresearch and information exchange, con-ducted within a setting that is objective,interdisciplinary, and multimodal. TheBoard’s varied activities annually engageabout 7,000 engineers, scientists, andother trans portation researchers andpractitioners from the public and privatesectors and academia, all of whom con-tribute their expertise in the public inter-est. The program is supported by statetransportation departments, federalagencies including the componentadministrations of the U.S. Departmentof Transportation, and other organiza-tions and individuals interested in thedevelopment of transportation.

The National Research Councilwas orga-nized by the National Academy of Sciences in 1916 to associate the broadcommunity of science and technologywith the Academy’s purposes of fur-thering knowledge and advising the federal government. Functioning inaccordance with general policies deter-mined by the Academy, the Council hasbecome the principal operating agencyof both the National Academy of Sciences and the National Academy ofEngineering in providing services to thegovernment, the public, and the scien-tific and engineering communities.

www.TRB.org

TRANSPORTATION RESEARCH BOARD2012 EXECUTIVE COMMITTEE*Chair: Sandra Rosenbloom, Professor of Planning, University of Arizona, TucsonVice Chair: Deborah H. Butler, Executive Vice President, Planning, and CIO, Norfolk Southern Corporation,

Norfolk, VirginiaExecutive Director: Robert E. Skinner, Jr., Transportation Research Board

Victoria A. Arroyo, Executive Director, Georgetown Climate Center, and Visiting Professor, Georgetown UniversityLaw Center, Washington, D.C.

J. Barry Barker, Executive Director, Transit Authority of River City, Louisville, KentuckyWilliam A. V. Clark, Professor of Geography (emeritus) and Professor of Statistics (emeritus), Department of

Geography, University of California, Los AngelesEugene A. Conti, Jr., Secretary of Transportation, North Carolina Department of Transportation, RaleighJames M. Crites, Executive Vice President of Operations, Dallas–Fort Worth International Airport, TexasPaula J. C. Hammond, Secretary, Washington State Department of Transportation, OlympiaMichael W. Hancock, Secretary, Kentucky Transportation Cabinet, FrankfortChris T. Hendrickson, Duquesne Light Professor of Engineering, Carnegie Mellon University, Pittsburgh,

PennsylvaniaAdib K. Kanafani, Professor of the Graduate School, University of California, Berkeley (Past Chair, 2009)Gary P. LaGrange, President and CEO, Port of New Orleans, LouisianaMichael P. Lewis, Director, Rhode Island Department of Transportation, ProvidenceSusan Martinovich, Director, Nevada Department of Transportation, Carson CityJoan McDonald, Commissioner, New York State Department of Transportation, AlbanyMichael R. Morris, Director of Transportation, North Central Texas Council of Governments, Arlington

(Past Chair, 2010)Tracy L. Rosser, Vice President, Regional General Manager, Wal-Mart Stores, Inc., Mandeville, LouisianaHenry G. (Gerry) Schwartz, Jr., Chairman (retired), Jacobs/Sverdrup Civil, Inc., St. Louis, MissouriBeverly A. Scott, General Manager and CEO, Metropolitan Atlanta Rapid Transit Authority, Atlanta, GeorgiaDavid Seltzer, Principal, Mercator Advisors LLC, Philadelphia, Pennsylvania Kumares C. Sinha, Olson Distinguished Professor of Civil Engineering, Purdue University, West Lafayette, IndianaThomas K. Sorel, Commissioner, Minnesota Department of Transportation, St. PaulDaniel Sperling, Professor of Civil Engineering and Environmental Science and Policy; Director, Institute of

Transportation Studies; and Acting Director, Energy Efficiency Center, University of California, DavisKirk T. Steudle, Director, Michigan Department of Transportation, LansingDouglas W. Stotlar, President and Chief Executive Officer, Con-Way, Inc., Ann Arbor, MichiganC. Michael Walton, Ernest H. Cockrell Centennial Chair in Engineering, University of Texas, Austin

(Past Chair, 1991)

Rebecca M. Brewster, President and COO, American Transportation Research Institute, Smyrna, Georgia (ex officio)

Anne S. Ferro, Administrator, Federal Motor Carrier Safety Administration, U.S. Department of Transportation (ex officio)

LeRoy Gishi, Chief, Division of Transportation, Bureau of Indian Affairs, U.S. Department of the Interior,Washington, D.C. (ex officio)

John T. Gray II, Senior Vice President, Policy and Economics, Association of American Railroads, Washington,D.C. (ex officio)

John C. Horsley, Executive Director, American Association of State Highway and Transportation Officials,Washington, D.C. (ex officio)

Michael P. Huerta, Acting Administrator, Federal Aviation Administration, U.S. Department of Transportation (ex officio)

David T. Matsuda, Administrator, Maritime Administration, U.S. Department of Transportation (ex officio)Michael P. Melaniphy, President and CEO, American Public Transportation Association, Washington, D.C.

(ex officio)Victor M. Mendez, Administrator, Federal Highway Administration, U.S. Department of Transportation (ex officio)Tara O’Toole, Under Secretary for Science and Technology, U.S. Department of Homeland Security (ex officio)Robert J. Papp (Adm., U.S. Coast Guard), Commandant, U.S. Coast Guard, U.S. Department of Homeland Security

(ex officio)Cynthia L. Quarterman, Administrator, Pipeline and Hazardous Materials Safety Administration, U.S. Department

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.

http://www.TRB.org

TR NEWSNUMBER 281 JULY–AUGUST 2012

COVER: Maxwell Bridge in Napa,California, after installation ofLED streetlights. The CaliforniaDepartment of Transportation isconverting streetlights on state-maintained roads in one of manymeasures to conserve energy andreduce emissions. (Photo: PacificGas and Electric)

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ADAPTING TO CLIMATE CHANGE: BUILDING A NETWORK OF SOLUTIONS

3 INTRODUCTIONImplementing Climate Change Policies:State and Local Innovations to Mitigate and Adapt to Climate ChangeRobert B. Noland and Cynthia BurbankState and local transportation agencies are implementing a variety of innovativeapproaches to mitigate and adapt to climate change. In meeting the challenges, as thearticles in this issue show, many are exercising their roles as “laboratories of invention.”

4 Climate Change and Transportation: Summary of Key InformationCynthia Burbank

5 Climate Change Adaptation in Michigan:Preparations, Strategies, and ExamplesGregory C. Johnson, Niles Annelin, and Kristin SchusterThe Michigan Department of Transportation (DOT) is preparing for altered climateconditions throughout the state, managing its system to increase motorist safety, protectthe infrastructure, address changing conditions, and communicate with system usersabout weather events, taking into account site conditions, costs, and changes over time.

10 State Activity on Climate Change and Energy: A Whirlwind TourCynthia Burbank

12 The Transportation and Climate Initiative:An Innovative State CollaborativeLois New

13 Facing Up to Climate Change: Planning and Implementation at the Vermont Agency of TransportationGina Campoli

15 Climate Change Scenario Planning:The Cape Cod Pilot ProjectBenjamin Rasmussen, Lindsey Morse, and David PerlmanA pilot project brought together stakeholders and agencies to consider the effects ofclimate change and transportation-related adaptation and mitigation, with a focus onland use, for Cape Cod, Massachusetts. The outcomes from the project are informing theregion’s long-range planning, priorities, and other related efforts.

22 SHRP 2 RESEARCH UPDATEIncorporating Greenhouse Gas Impacts into Transportation Decision MakingMichael D. Meyer

24 Establishing Biofuel Infrastructure in TennesseeAlan Jones

25 The Oregon Solar Highway Program:Offsetting Transportation’s Carbon FootprintAllison Hamilton

26 The West Coast Green Highway Initiative: Cross-Sector Partnerships for Sustainable Transportation Solutions Along Interstate 5Jeff Doyle

27 Converting to Energy-Efficient Lighting for Roadways and Maintenance Facilities in CaliforniaStephen C. Prey

28 Washington State’s Commute Trip Reduction Program: Reducing Emissions and Growing the Economy by Managing Transportation DemandKeith Cotton, Kathy Johnston, Kathy Leotta, and Seth StarkWashington State’s Commute Trip Reduction program has built a foundation ofpartnerships for managing transportation demand, has improved transportation systemperformance, and has benefited the economy, the environment, and communities byreducing air pollutants, greenhouse gas emissions, and fuel consumption.

TR NEWSTR NEWSfeatures articles on innovative and timelyresearch and development activities in all modesof trans portation. Brief news items of interest tothe transportation community are also included,along with profiles of transportation profes -sionals, meeting an nouncements, summaries ofnew publications, and news of Trans portation Re search Board activities.

TR News is produced by the Transportation Research Board Publications OfficeJavy Awan, Editor and Publications DirectorLea Camarda, Assistant EditorJennifer J. Weeks, Photo ResearcherJuanita Green, Production ManagerMichelle Wandres, Graphic Designer

TR News Editorial BoardFrederick D. Hejl, ChairmanJerry A. DiMaggioCharles FayChristine L. GerencherEdward T. HarriganChristopher J. HedgesRussell W. HoustonThomas R. Menzies, Jr.G.P. Jayaprakash, Research Pays Off Liaison

Transportation Research BoardRobert E. Skinner, Jr., Executive DirectorSuzanne B. Schneider, Associate Executive

DirectorMark R. Norman, Director,

Technical ActivitiesStephen R. Godwin, Director,

Studies and Special ProgramsMichael P. LaPlante, Director,

Administration and Finance Christopher W. Jenks, Director,

Cooperative Research ProgramsAnn M. Brach, Director, SHRP 2

TR News (ISSN 0738-6826) is issued bimonthly by theTransportation Research Board, National ResearchCouncil, 500 Fifth Street, NW, Washington, DC 20001.Internet address: www.TRB.org.

Editorial Correspondence: By mail to the PublicationsOffice, Transportation Research Board, 500 FifthStreet, NW, Washington, DC 20001, by telephone202-334-2972, by fax 202-334-3495, or by e-mail [email protected].

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Notice: The opinions expressed in articles appearingin TR News are those of the authors and do not necessarily reflect the views of the TransportationResearch Board. The Trans por tation Research Boardand TR News do not en dorse products or manufac-turers. Trade and manufacturers’ names appear in anarticle only because they are considered essential.

Printed in the United States of America.

Copyright © 2012 National Academy of Sciences. All rights reserved. For permissions, contact TRB.

Highway safety tools and procedures are the focus of the September–October issue of TRB’smagazine, including an overview of the Highway Safety Manual and its applications; a nationalstrategy to prevent highway fatalities, Toward Zero Deaths; the expected safety benefits from

the SHRP 2 naturalistic driv-ing study; and an opinionpiece on building and train-ing the safety workforce.Additional articles coverstrategic highway safetyplans, research on fatigueand safety, building a safetyculture, the Interactive High-way Design Model, safetyanalysis and assessment,safety data needs, and more.

34 Ecodriving: The Science and Art of Smarter DrivingRonald Killian Ecodriving incorporates techniques and technologies to reduce fuel consumptionand costs, greenhouse gas and other air pollutant emissions, vehicle miles traveled,vehicle and road degradation, and accident-related costs—such as propertydamage, injuries, fatalities, and insurance.

40 Innovative Approaches to Reduce Greenhouse Gas Emissions fromTransportation: San Francisco Bay Area Launches Variety of Pilot ProjectsBrant ArthurThe Climate Initiatives Program has launched pilot projects to reduce greenhousegases from transportation, encourage the use of cleaner fuels, and inform strategiesfor sustainable communities. Partnerships have formed across sectors andjurisdictions to create an electric taxi fleet, a real-time ridesharing program, abikesharing service, and more.

44 NATIONAL RESEARCH COUNCIL REPORTSA Sea Change: Adaptations in a Warming WorldNancy F. Huddleston, Anne Linn, and Claudia MengeltGlobal sea level, linked to changes in the Earth’s climate, is projected to rise 1meter by the end of the 21st century, threatening infrastructure, development, andwetlands along the coasts, according to a new National Research Council report.An iterative risk management approach offers a framework for supporting climatechange adaptation choices.

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48 Research Pays OffContour Plots Enhance Analysis ofPavement Data Collected withNondestructive Survey EquipmentBouzid Choubane, CharlesHolzschuher, Patrick Upshaw, HyungSuk Lee, and Vicki Morrison

51 Calendar

52 ProfilesThe late Nathan Erlbaum,transportation analyst and planner;

and geotechnical engineeringprofessor and academicadministrator Deborah J. Goodings

54 News Briefs

55 TRB HighlightsSecond Strategic Highway ResearchProgram News, 55Cooperative Research ProgramsNews, 55

57 Bookshelf

Response teams clear a truckaccident on a VirginiaInterstate.

http://www.TRB.org

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T his theme issue of TR News, assembled at the initiative andguidance of the TRB Special Task Force on Climate Changeand Energy, highlights a variety of innovative approaches

that state and local transportation agencies are implementing tomitigate and to adapt to climate change. Meeting the challengesof climate change requires innovation and experimentation—applying the concept of state and local governments as “labora-tories of invention.” Aimed at reducing greenhouse gas (GHG)and other harmful emissions, mitigation strategies span an arrayof initiatives in the transportation sector.

u In one article, Ronald Killian explores the benefits of eco-driving, an approach that reduces fuel consumption and GHGemissions while promoting health and safety. Primarily a mod-ification of driver behavior, ecodriving represents a unique andvirtually no-cost mitigation opportunity that is being employedaround the world.

u Washington State has reaped the benefits of its commutetrip reduction program, in place since the early 1990s. The arti-cle by Keith Cotton, Kathy Johnston, Kathy Leotta, and SethStark of the Washington State Department of Transportation(DOT) showcases the coordinated efforts of state, local, andregional public agencies and private-sector employers to reduceGHG emissions and meet other transportation, economic, andsocietal goals.

u Brant Arthur’s article on the launch of the Climate Initia-tives Program by San Francisco’s Metropolitan TransportationCommission explores a myriad of pilot projects, includingefforts to promote ridesharing, the deployment of electric taxis,and bicycling, to reduce GHG emissions.

Other mitigation-related innovations discussed in this issueinclude Tennessee DOT’s incentives for the development ofalternative fuel stations; Washington State’s efforts to create aseries of electric-vehicle recharging stations along the Interstate5 corridor; Vermont’s programs to encourage electric vehiclesand transit ridership; California’s plan to convert its lighting toLEDs to save energy and money—and to reduce its carbon foot-print; and Oregon’s initiatives to install solar panels on availablerights-of-way, to offset Oregon DOT’s energy consumption.

Adapting to climate change is a major challenge. Many stateagencies are making strides to prepare for the future:

u Michigan DOT is taking operational steps to adjust to cli-mate change and has identified opportunities and issues thatother states may find valuable. Michigan DOT’s Gregory C.Johnson, Niles Annelin, and Kristin Schuster discuss theimpacts of increasingly variable precipitation events and tem-perature extremes on transportation infrastructure.

u Benjamin L. Rasmussen, Lindsey Morse, and David Perl-man of the John A. Volpe National Transportation Systems Cen-ter describe a pilot project in scenario planning for climatechange. Funded by the Federal Highway Administration, theproject developed a collaborative planning process to considerand address the consequences of climate change and to mini-mize the potential impacts.

u Gina Campoli of the Vermont Transportation Agency(VTrans) draws lessons from the recent major damage in thestate from Hurricane Irene and its aftermath—large sections ofthe road network washed away, leaving many towns completelyisolated. VTrans recognizes that the risk of future events is highand is working closely with the Vermont Agency of NaturalResources to avoid disruptions.

This theme issue offers highlights from a new TRB Trans-portation Research Circular, Climate Change and Transportation:Summary of Key Information, assembling important facts and sig-nificant issues related to climate change and transportation,with links to more extensive discussions. In addition, anoverview of the Climate Change Resource Center website, cre-ated by the American Association of State Highway and Trans-portation Officials, cites several of the model and exemplaryactivities that are under way throughout the nation.

Noland is Professor and Director, Voorhees Transportation Center,E. J. Bloustein School of Planning and Public Policy, RutgersUniversity, New Brunswick, New Jersey, and Chair of the TRBSpecial Task Force on Climate Change and Energy. Burbank isVice President, Parsons Brinckerhoff, Washington, D.C.

Note: The TR News editorial board expresses appreciation to the Spe-cial Task Force on Climate Change and Energy, to Robert B. Noland andCynthia Burbank for their leadership and contributions in assemblingthis issue, and to Ann R. Purdue and Christine L. Gerencher, TRB SeniorProgram Officers, for their assistance as liaisons.

INTRODUCTION

Implementing Climate Change PoliciesState and Local Innovations to Mitigate and Adapt to Climate ChangeR O B E R T B . N O L A N D A N D C Y N T H I A B U R B A N K

ADAPTING TO CLIMATE CHANGE:

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“A strong, credible body of scientific evidence shows that climate change isoccurring, is caused largely by human activities, and poses significant risks for abroad range of human and natural systems.”

—National Research Council of the NationalAcademies, Advancing the Science of Climate

Change: America’s Climate Choices, 2010

C limate change is a complex and dauntingissue for transportation executives and pro-

fessionals. Reports and articles on the topic haveproliferated in the past five years, creating acacophony of perspectives from continually evolv-ing information. Nevertheless, transportation is amajor contributor to the greenhouse gas (GHG)emissions associated with increased global tem-peratures, and transportation assets and opera-tions worth billions of dollars are vulnerable tothe impacts of climate change.

To help beleaguered executives and profes-sionals in the transportation sector make sense ofthe findings, issues, and challenges, the TRB Spe-cial Task Force on Climate Change and Energycharged three members—Cynthia Burbank of Par-sons Brinckerhoff; Daniel Sperling of the Universityof California, Davis; and Joyce A. Wenger ofWenger and Wenger Consulting—to prepare asummary highlighting the most important infor-mation for the transportation sector. The result isTRB Circular E-C164, Climate Change and Trans-portation: Summary of Key Information.

The document draws on major reports of theNational Research Council, the Transportation

Research Board, and other organizations. The keyfindings are as follows:

1. Carbon dioxide and other GHG emissions andlevels have been rising.

2. Global climate systems are changing as a con-sequence of human activity.

3. Climate change presents many risks to humans,causing many scientific organizations to rec-ommend significant reductions in GHG emis-sions by 2050.

4. Many companies in the private sector, alongwith states, local governments, and the U.S.military, are moving forward with plans toreduce GHG emissions and to adapt to achanging climate.

5. The transportation sector produces nearly 30percent of U.S. GHG emissions.

6. Transportation GHG emissions may be reducedthrough a variety of strategies that addressvehicles, fuels, vehicle miles traveled (VMT),operational efficiency, and construction, main-tenance, and agency operations.

7. Pricing can be a powerful motivator to reduceGHG, through parking charges, pay-as-you-drive insurance, congestion pricing, carbonpricing, and fuel taxes.

8. Growth in travel could present a challenge inmeeting GHG reduction targets. Even if theVMT per person remains at the current level,the total VMT for the United States mayincrease because of population growth.

9. In the longer term, the alignment of trans-portation and land use planning may supportthe achievement of emissions reduction goals.In particular, compact land use developmentmay reduce VMT, thereby reducing GHG emis-sions.

10. Freight GHG is growing at a rate three timesthat of passenger GHG; controlling emissionsfrom freight sources may require specialefforts.

11. Adaptation to the effects of climate changewill require significant efforts from the trans-portation sector. As climate change increases,the risks and impacts on transportation sys-tems, facilities, and operations also willincrease.

The online circular provides citations for each ofthese findings, as well as supporting informationand graphics. The document is posted at http://onlinepubs.trb.org/onlinepubs/circulars/ec164.pdf.

Climate Change and TransportationSummary of Key InformationC Y N T H I A B U R B A N K

The author is VicePresident, ParsonsBrinckerhoff,Washington, D.C.

The TRB Special TaskForce on Climate Changeand Energy has releasedits second circular,presenting keyinformation for thetransportation sector.

Although light-dutyvehicles generate 60percent of transportation-related GHGs, freight-related emissions arerising rapidly and requirespecial attention.

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Johnson is Chief Opera -tions Officer; Annelin isEnvironmental PolicySpecialist; and Schuster isEnvironmental SectionManager, MichiganDepartment of Trans -portation, Lansing.

C limate has become increasingly variablethroughout the world. Michigan and otherstates in the interior of the continent face dif-

ferent climate-related changes from those of thecoastal states. In ocean coastal states, sea-level riseand hurricanes are concerns. In the Midwest, ques-tions about climate involve the increased variabilityof precipitation and temperature extremes. Thesechanges are likely to have negative and unexpectedimpacts on industry and infrastructure across theregion.

Climate and EconomyMichigan is located in the heart of the Great Lakes,which influence the state’s climate. No location inMichigan is more than 85 miles from one of thelakes, and with 3,000 miles of shoreline—secondonly to Alaska—water is important to the state’s

economy. Economic activity related to the GreatLakes accounts for 823,000 jobs, or approximatelyone-quarter of Michigan’s payroll. The lakes con-tribute to the state’s tourism, transportation, manu-facturing, and agricultural industries.

Climate Change Adaptation in MichiganPreparations, Strategies, and ExamplesG R E G O R Y C . J O H N S O N , N I L E S A N N E L I N , A N D K R I S T I N S C H U S T E R


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(Above:) Michigan DOT isdeveloping stronger contingency plans forresponding to severe win-ter storms. Some studiesindicate that warmerlakes and less ice covermay cause more lake-effect snows.

Freighters passing through the Soo Locks betweenLake Superior and Lake Huron in Michigan. TheGreat Lakes are vital to the state’s economy—and amajor influence on its climate.

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Lake ConditionsThe health of the lake ecology and the impacts of cli-mate variability therefore are a concern to Michiganresidents and businesses. As global temperature rises,the water level in the lakes could decrease, and theaverage water temperature could increase. Lowerlake levels would have a negative effect on the state’swaterborne freight industry, which handles approx-imately 95 million tons of bulk cargo annually. TheDetroit–Wayne County Port Authority generatesmore than 10,000 direct and indirect jobs and $550million in personal income for state residents.

This industry is linked to freight operationsthroughout the country; maintaining operation withshallower shipping lanes would require reductions inthe weight of cargo loads, making shipping in theGreat Lakes less effective and less efficient. The U.S.Army Corps of Engineers spends more than $80 mil-lion annually to dredge the harbors and waterwaysof the Great Lakes to maintain functional depths forports and channels.

Changing lake conditions also could influencelocal weather patterns. The surface area of the lakes,as well as the considerable volume of water, moder-ates Michigan’s weather. In the winter, the overnightlow temperatures are often warmer than tempera-tures in Wisconsin, for example, because of the insu-lating effect of the water.

The lakes also generate heavy lake-effect snows indownwind areas. Some studies indicate that warmerlakes and less ice cover in the winter will increaseevaporation and precipitation, potentially causingmore snow in areas prone to lake-effect snow. Inaddition, warmer winter weather can cause morerapid deterioration of roadways through more fre-quent freezes and thaws of the soil.

Effects on InfrastructureThe Great Lakes are important to Michigan tourismand to the transportation network that supports thetourism industry. Changes that affect the lakes as atourist attraction also would affect travel on Michi-gan roadways.

More frequent and intense rainfall events areexpected, posing a significant threat to the trans-portation network. Road washouts raise safety con-cerns, and restoration is expensive for the responsibletransportation agency and for the local economy. Clo-sure of a typical freeway section during peak trafficperiods can lose up to $200,000 in economic activityper hour. In addition, the potential for changes in thewater table would require an analysis of the structuralintegrity of much of the state’s infrastructure.

Michigan is predicted to experience higher sum-mer temperatures lasting for longer periods. Pro-longed high temperatures can increase the rate ofdeterioration of road and rail infrastructure and cancause rutting, buckling, and other pavement damage.On June 8, 2011, after several days of warm weather,the pavement buckled on a southbound section of I-69 in Calhoun County. Worker safety is anotherkey concern during high temperatures, and a strat-egy to protect workers needs to be developed.

Case-by-Case ApproachMichigan DOT is managing its system to increasemotorist safety, protect the infrastructure, addresschanging conditions, and communicate with systemusers about weather events. The department is tack-ling these issues case by case, taking into account siteconditions, costs, and changes over time.

Michigan DOT is preparing for altered climateconditions throughout the state. For example, tominimize infrastructure damage from intense pre-cipitation events, changes are needed in the designof drainage systems and bridges. Bridges over water-ways may require larger hydraulic openings. Design-ing structures to avoid scour-critical features andinstalling pump stations with greater capacity forbelow-grade freeways and culvert systems are on theagenda for increased attention—including monitor-ing and maintenance—as are modifications to cul-vert sizes, locations, and numbers.

Satellite photo of lakeeffect over LakeMichigan: clear dry airmoving eastward fromWisconsin picks upmoisture in crossing thelake, forming denseclouds as it reaches theeastern shore. Downwindareas often experienceheavy snowfalls.

An intense heat spellcaused pavement tobuckle on a section of I-69 in southern Michigan.Higher summer tempera -tures and other effects ofclimate change pose newchallenges for transpor -tation infrastructure.

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Fighting Slope ErosionWith funding from the American Recovery and Rein-vestment Act (ARRA), Michigan DOT recentlyundertook a project to address ongoing slope erosionin sections of below-grade freeway on I-696, whichcrosses Oakland and Macomb Counties in suburbanDetroit. Steep slopes and high volumes of trafficmake this section of the road difficult to maintain. Inaddition to the slope instability problems, intenserain events have damaged the freeway, and heat anddrought have caused loss of vegetation.

The department explored options beyond theselection of turf species to address the poor growingclimate and the high maintenance costs from the dif-ficult access for mowing. The department required avegetation mix that would provide a variable-depthroot structure to stabilize the slopes, would reducerunoff volume and velocity, and would trap and fil-ter sediment and pollutants.

To accomplish these goals and still provide anattractive roadside, Michigan DOT selected 55,000trees, plants, shrubs, and vines capable of with-standing heat, drought, and adverse roadside condi-tions. The ARRA-funded project has stabilized morethan 9 miles of steep slopes and has improved waterquality by incorporating green technologies andinfrastructure. The department will monitor the pilotproject to gain information for managing other steepslopes.

Construction ChallengesMichigan DOT also is considering how climatechanges may affect construction practices. The strat-egy will address the need to protect motorists, work-ers, and the environment from hazards created inwork zones by extreme weather events. For example,stronger specifications can require contractors todevelop response plans to protect work under wayfrom flooding.

Concrete MaterialsThe department also is concerned about the integrityof construction materials during days of prolongedhigh temperatures and will encourage conductingdifferent phases of construction at night or duringcooler periods. For example, Michigan DOT alreadyuses night pours for bridge decks on steel beamsbecause the daytime temperature of the steel beamsis warmer than that of the adjacent concrete. Pour-ing at night, when the steel has cooled to the tem-perature of the concrete, allows for a better bridgedeck.

Altering workday hours for paving operationsalso may be necessary, to stagger the peak hydrationtemperature of newly finished concrete in relation to

the peak ambient temperature. This would help min-imize the risk of early and excessive tensile stresscracking in the pavement.

The temperatures during various phases of pave-ment construction can affect the outcome of a proj-ect significantly. For example, high temperatures cancause slab curling during construction and in service,and the loss of moisture in the earliest stages cancause warping in concrete pavements. If fluctuationsin daily temperatures increase, the response reactionin the pavement from the edge stresses of curlingcould accelerate decay, increase fatigue, and raise thelikelihood of load-related cracking.

Other pavement issues related to higher temper-atures include plastic shrinkage cracking and theinstability of fresh concrete mixtures. These mayjeopardize the effectiveness of the entrained air voidsystem, making the pavement susceptible to earlydeterioration from freezing and thawing.

The department also may have to monitor themoisture content of the aggregates more closely dur-ing concrete production, as well as the temperatureof the fresh concrete during placement, to ensurethe levels are not detrimental to the quality of the fin-ished product. Although more costly, innovativematerials that have the potential to render concreteless sensitive to extreme fluctuations in temperaturesshould be investigated.

Asphalt MixturesHot-mix asphalt pavement can be susceptible to rut-ting if temperatures after construction are high. Dur-ing construction, high temperatures may causedelays in opening to traffic while the new pavementcools to a temperature ideal for achieving density.Agencies may try warm-mix asphalt to avoid the neg-ative outcomes associated with asphalt paving dur-ing excessively warm periods. Warm-mix asphaltalso reduces the energy input for construction—aswell as the greenhouse gas emissions.

Michigan DOT conductssome constructionactivities—such as bridgeconcrete pours—at night,when temperatures arecooler.

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System OperationSystem operation is a critical activity of transporta-tion departments; closing roads because of infra-structure damage, snow, or flooding hurts local, state,and national economies. In the winter of 2011, 40miles of Canada’s 402 Highway—a critical linkbetween Toronto, Southwest Ontario, and Michi-gan—was closed for parts of three days because of ablizzard. The inability to reroute traffic cost days ofdelay and hurt industries that depend on just-in-time delivery.

The closure of Michigan roadways for one day

would cost the state’s economy approximately $250million. Michigan DOT’s strategy is to continue toimprove real-time traveler information systems toinform motorists about risks and closures and tominimize economic loss.

To improve the effectiveness of traveler informa-tion systems, Michigan DOT is investing in roadsideweather information systems (RWIS). Remote sen-sors and weather equipment have been installed inkey locations throughout the Upper Peninsula andthe Northern Lower Peninsula.

The RWIS sensors collect real-time informationthat enables the department to react appropriatelyand rapidly to changing road and weather condi-tions. The system ensures that the department candispatch the correct maintenance vehicles to plow orto treat the roadways as needed, reducing waste andboosting efficiency.

With this information, Michigan DOT also candevelop stronger contingency plans for respondingto severe winter storms. During heavy snowfalls, forexample, more frequent snow removal is neededalong roadside barriers, which can create a hazard assnow accumulates. A major issue, however, is theinability to fund a maintenance budget that supportsresponse to multiple snowstorms in accordance withpublic expectations.

Even routine maintenance activities, such as ditchand drainage structure cleanout, are difficult withstretched budgets. Nonetheless, completing theseactivities can reduce the likelihood of failure duringan intense rainfall. Removal of vegetation, debris,and sediment that can build up and hinder functionallows the department to maintain the effective, effi-cient conveyance of water through the right-of-way.

US-41 RelocationErosion produced by long-term fluctuations in lakelevels threatens some coastal routes in Michigan. Asection of US-41 along Lake Superior was located onan 80-ft sandstone cliff approximately 7 miles northof Baraga in Michigan’s Upper Peninsula. Cliff reces-sion had advanced to undercut the guardrail systemand was threatening the stability of the highway.Contributing phenomena included the following:

u Rock weathering, u Surface water from highway runoff eroding the

top of the cliff,u Groundwater flowing through the permeable

sandstone above less permeable layers within thecliff rock, and

u Removal of weathered cliff materials, known astalus material, at the base of the cliff by longshorecurrents and wave action.

Roadside weatherinformation systemsincrease the accuracy oftraveler informationsystems and allow moreefficient managementduring weather events.

PHOTO: M

ICHIGANDOT

The necessary relocationof US-41 away from thelake’s edge cost $3 millionand placed severalplanned con structionprojects on hold.

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Unable to address the various contributors to thecliff recession, Michigan DOT relocated the two-laneroadway in 2010, moving it more than 100 feetinland for 2 miles at a cost of approximately $3 mil-lion dollars. Because of the urgency of the project, theregion had to adjust its planned construction pro-gram.

Michigan Route 25 on the east side of the LowerPeninsula, along Lake Huron, is facing similar threatsfrom erosion caused by long-term lake level fluctu-ations and the consequent instability. A 40-milestretch of Route 25, located along a 30- to 40-ft cliff,is being undercut. In the 1990s, Michigan DOTclosed a park along the road because of the instabil-ity of the shoreline. Many measures have been takenat another roadside park to slow the rate of localizederosion.

The department is monitoring the conditions andis commissioning a study to explore how the rate oferosion affects the road and to identify measures thatcan slow the erosion and allow the roadway toremain in place. The long-term solution is unclear,and the funds necessary to address the stability of theroadway have yet to be determined.

Risk AssessmentMichigan DOT is continuing to explore the risksfrom extreme weather events for infrastructure andoperations. This will require an analysis of a regionalclimate model and detailed information about thelocation and condition of state transportation assets.These asset management data are available for Michi-gan’s major infrastructure but are incomplete formany of the roadside features that potentially are atrisk. Elements such as culverts and stormwater man-agement infrastructure, for example, will need to beinventoried to determine the points of greatest riskto the transportation system.

Michigan DOT is participating in a NationalCooperative Highway Research Program project toexamine risk assessments related to climate change.1

The project is using Michigan Route M-222 as a casestudy in developing a risk assessment tool. M-222passes along a slope above a sharp bend in the Kala-mazoo River, which reaches high velocities duringpeak flow. Scouring of the toe of the slope has causeddeterioration, intensified by river migration and pos-sibly by dam operations. Aerial photographs revealedslope recession for many years; although identifiedin 2006, the problem was mistakenly believed to becaused by a culvert outlet eroding the slope.

In 2011, Michigan DOT determined that theslope had become unstable. Slope failure would dam-age the roadway and would affect travel around theCity of Allegan; M-222 is a primary arterial road tothe city from the east. Closure of the route wouldhave had huge economic impacts for the city andwould have impeded access to many residences. In2009 the receding slope had damaged a home thatthe city later removed for safety reasons; as part of theproject to restore the slope’s stability, another homehad to be razed.

The NCHRP project expects that data on the nat-ural factors affecting the safety of the M-222 roadwaycan be integrated into the predictive model for theimpacts of increased precipitation events on road-ways.

Implementing StrategiesAs these various examples from Michigan show,extreme weather events can have a significant impacton the transportation system of an entire state orregion, causing the interruption of commercelocally—and sometimes nationally and internation-ally. Transportation agencies must investigate, plan,design, construct, and operate their systems recog-nizing the risks and applying proactive strategies tomitigate extreme impacts.

A robust knowledge of transportation assets andtheir vulnerability to extreme weather events is a keyto implementing adaptation strategies that balancerisk while recognizing budget realities. Discussionswith state and regional climatologists have proved tobe vital to Michigan DOT in planning for adaptationstrategies.

Agencies also should create an organizationwideawareness of long-term climate trends for their juris-dictions and for the surrounding regions. This aware-ness is indispensable in developing adaptationstrategies that sustain local and regional commerceduring an extreme event.

1 NCHRP Project 20-83 (05), Climate Change and theHighway System: Impacts and Adaptation Approaches,http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2631.

Erosion of cliffs nearBaraga, Michigan,threatened US-41;Michigan DOT moved theroad more than 100 feetinland.

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http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2631

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The author is VicePresident, ParsonsBrinckerhoff,Washington, D.C.

To find out what state departments of trans-portation (DOTs) are doing related to climate

change and energy, take a quick tour of the inter-active U.S. map posted on the website of the Trans-portation and Climate Change Resource Center ofthe American Association of State Highway andTransportation Officials (AASHTO).1 Selecting a par-ticular state on the map provides access to a varietyof information and documents. Some examples fol-low:

u Colorado: “Assessment of Colorado DOT RestAreas for Sustainability Improvements and High-way Corridors and Facilities for Alternative EnergySource Use”;

u Massachusetts: “Interagency Transportation,Land Use, and Climate Change: Cape Cod Pilot Proj-ect”;

u Michigan: “Climate Change Adaptation Issuesin Highway Operations”;

u Missouri: “Alternative Energy Resources forMissouri DOT”;

u New York: “Climate Change and Energy Effi-ciency Initiative of the New York State DOT”;

u Oregon: “ODOT Solar Highways”;u Pennsylvania: “Pennsylvania Climate Adapta-

tion Report: Risks and Practical Recommendations”;u Tennessee: “Tennessee DOT Biofuel Green

Corridor Network”;u Virginia: “Green Initiatives in Virginia Trans-

portation”; andu Washington: “WSDOT Sustainable Trans-

portation Folio.”

The map was launched in 2011, and is updatedcontinually. Nonetheless, the map represents onlya portion of the climate change and energy activi-ties undertaken by state DOTs. Many climate adap-tation, energy conservation, and greenhouse gasmitigation activities by state transportation agen-cies are not recorded in documents that are web-accessible. The AASHTO map is a work in progressthat is evolving as new activities unfold and infor-mation becomes available. A “contact us” featureon the website allows states to provide additionalmaterial for the map; states also can send newinformation and updates via e-mail to [email protected].

In addition to the interactive map, the Trans-portation and Climate Change Resource Centerwebsite contains a wealth of information for stateDOTs, metropolitan planning organizations(MPOs), and other transportation professionalsinterested in climate change and energy. The siteis well populated with research reports, a calendarof meetings and events, and other topical infor-mation, covering key topics such as

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

State Activity on Climate Change and Energy A Whirlwind TourC Y N T H I A B U R B A N K

1 www.transportation.org/tools/state_by_state.

(Photo above:) In-placepavement recycling on I-81 is part of VirginiaDOT’s Green Initiativesprogram. Other measuresinclude LEED-certifiedrest areas and enhancedsignal timing for efficienttraffic flow.

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u Future research; andu Web links.

The website home page displays recent activitiesat a glance under Current Topics and Events.2 Thisfeature is updated monthly with timely informa-tion relevant to DOTs.

Links are provided to the briefing materials fromthe climate change workshops at 17 state DOTs,along with links to 12 national climate changewebinars sponsored by AASHTO and the FederalHighway Administration. The site also providesresources for members of AASHTO’s SustainableTransportation: Energy, Infrastructure, and ClimateSolutions Technical Assistance Program, includingthe monthly Climate Briefing newsletter and apeer-to-peer forum.

AASHTO is working to keep the site practicaland useful for state DOTs and others and solicitssuggestions and material from users to ensure thatthe posted information maintains its freshness andvalue. 2 http://climatechange.transportation.org.

T he potential impacts of climate change on the highwaysystem are many. Higher greenhouse gas concentrations

are likely to increase the Earth’s average temperature andto alter patterns of precipitation and the incidence andseverity of storms. According to a 2007 report from theIntergovernmental Panel on Climate Change, the recentincreases in coastal erosion and flooding are results of sea-level rise caused by climate change; global mean sea level isprojected to rise by 0.09 to 0.88 meters between 1990 and2100.

Research is needed to provide a sound foundation forpractitioners to address the impacts of climate change onthe highway system for the period 2030 to 2050. NationalCooperative Highway Research Program (NCHRP) Project20-83(05) is working to produce the first layer of informa-tion necessary for assessing potential impacts, identifyingvulnerable infrastructure by region, and recommendinginstitutional arrangements and technical tools that canaddress the future interactions of climate change and high-way systems.

The objectives of the research are as follows:

u Synthesize the state of knowledge worldwide to ascer-tain the probable impacts of climate change on highway sys-tems by U.S. region for the period 2030 to 2050;

u Recommend institutional arrangements, tools, ap -proaches, and strategies that state departments of trans-portation can use in system planning, design, construction,operations, and maintenance to adapt infrastructure andoperations; and

u Identify research and activities needed to close gaps inknowledge and to implement effective adaptive manage-ment.

The research team is led by Michael D. Meyer of PB Amer-icas, Inc. Randell Iwasaki, Executive Director of the ContraCosta Transportation Authority, chairs the project advisorypanel. Two interim reports are available for download:

u Review of Key Climate Impacts to the Highway Systemand Current Adaptation Practices and Methodologiesa and

u Synthesis of Information on Projections of Change inRegional Climates and Recommendation of AnalysisRegions.b

The final report for the project is expected in late 2012.

a http://onlinepubs.trb.org/onlinepubs/nchrp/docs/NCHRP20-83%2805%29_Task2-3SynthesisReport.pdf.b http://onlinepubs.trb.org/onlinepubs/nchrp/docs/NCHRP20-83%2805%29_Task2-4TechnicalReport.pdf.

The AASHTO Transportation and Climate Change Resource Center’s website featuresan interactive map of the climate change–related measures employed by state DOTs.

Climate Change and the Highway SystemProject Explores Impacts and Adaptation Approaches

http://climatechange.transportation.org

http://onlinepubs.trb.org/onlinepubs/nchrp/docs/NCHRP20-83%2805%29_Task2-3SynthesisReport.pdf

http://onlinepubs.trb.org/onlinepubs/nchrp/docs/NCHRP20-83%2805%29_Task2-3SynthesisReport.pdf

http://onlinepubs.trb.org/onlinepubs/nchrp/docs/NCHRP20-83%2805%29_Task2-4TechnicalReport.pdf

http://onlinepubs.trb.org/onlinepubs/nchrp/docs/NCHRP20-83%2805%29_Task2-4TechnicalReport.pdf

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The Transportation and Climate Initiative (TCI) is a regional col-laboration of transportation, energy, and environment offi-

cials in 11 Northeastern and Mid-Atlantic states and the District ofColumbia. The initiative seeks to promote a clean energy economyand reduce greenhouse gas emissions in the transportation sector.Specifically, TCI focuses on the following tasks:

1. Developing clean vehicles and alternative fuels,2. Creating sustainable communities,3. Adopting innovative communication technologies, and4. Advancing more efficient freight movement.

The initiative was launched in June 2010 by agency heads inenergy, environment, and transportation and already is demon-strating the benefits of regional action.

In fall 2011, participating TCI jurisdictions formed the NortheastElectric Vehicle Network and were awarded a nearly $1 millionplanning grant from the U.S. Department of Energy to prepare theregion for the mass market rollout of electric vehicles. Work on theproject, including efforts to remove barriers to the deployment ofplug-in cars and trucks, is under way, and the effort has engageda diverse group of stakeholders—utilities, vehicle and chargingmanufacturers, fleets, large employers, and other interested par-ties.

In 2011, the TCI jurisdictions agreed to a set of regional sus-tainability principles that make sustainable development a toptransportation goal. TCI work groups have commissioned severalsubstantive research projects to inform further action. The projectsinclude the following:

u A literature review on removing barriers to the deploymentof electric vehicles;

u A survey of what TCI jurisdictions are doing to achieve sus-tainable community outcomes;

u A workshop and report on potential metrics of progresstoward the goals for sustainable communities;

u A series of webinars with leading experts on developmentsin information and communication technologies; and

u A report on freight flows within the TCI region.

TCI also offers an innovative model for collaboration amongstates and jurisdictions. At a time when states are working toovercome budget shortfalls, the initiative fosters importantregional strategic planning to maximize environmental benefits,increase energy efficiency, and bolster economic development inthe transportation sector.

The heads of environment, energy, and transportation agen-cies for the 12 TCI jurisdictions convened in June 2012 for anannual summit, during the annual meeting of the Northeast Asso-

ciation of State Transportation Officials in Baltimore, Maryland.Regular operations of TCI are guided by a steering committee ofagency staff and managers, who meet biweekly via conferencecall. Four larger, topic-oriented work groups—corresponding tothe four core tasks—involve energy, environment, and trans-portation staff from all 12 jurisdictions; the work groups meet viamonthly conference calls.

Although decision-making within TCI is generally consensus-based, any jurisdiction can choose not to participate in specificefforts or policy deliberations. The four work groups generallydevelop projects, initiatives, and policy proposals, which are vet-ted by the steering committee and then directed to the agencyheads for review and consideration.

Participating in TCI are Connecticut, Delaware, the District ofColumbia, Maine, Maryland, Massachusetts, New Hampshire, NewJersey, New York, Pennsylvania, Rhode Island, and Vermont. TheGeorgetown Climate Center, housed at Georgetown Law in Wash-ington, D.C., facilitates the initiative. In addition to the grant fromthe U.S. Department of Energy, the efforts are supported by theRockefeller Foundation, the Emily Hall Tremaine Foundation, theRockefeller Brothers Fund, Oak Foundation, and the Barr Foun-dation.

For more information about TCI, visit www.georgetownclimate.org/tci.

The Transportation and Climate InitiativeAn Innovative State CollaborativeL O I S N E W

The author is Acting Director, Office of Climate Change, NewYork State Department of Environmental Conservation,Albany.

The Transportation and Climate Initiative explores strategies forfuel efficiency, data application, and technology—such as electricvehicle charging stations—to reduce GHG emissions.

PHOTO: TC

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V ermonters have been conservation-minded for decades. Vermont led the

nation in banning billboards, requiring bottledeposits, and adopting a statewide land uselaw. Climate change, the latest environmen-tal challenge facing the state, has been on theagenda since the late 1990s, when Vermontjoined the other New England states and

Eastern Canadian provinces to set aggressive goals for reducingregional greenhouse gas (GHG) emissions.

Vermont’s GHG policies are closely linked to energy policy.The Vermont Agency of Transportation (VTrans) is working withother state agencies through the Vermont Climate Cabinet toimplement the Comprehensive Energy Plan (CEP). The CEP setsan ambitious goal of meeting 90 percent of the state’s energydemand—including the needs for transportation—with renew-able sources by 2050. The state will achieve this goal by focus-ing on the following objectives:

u Increase the share of Vermont-registered vehicles pow-ered by electricity from renewable sources to 25 percent by2030,

u Increase transit ridership by 110 percent,u Quadruple Vermont-based rail passenger trips,u Triple the number of state park-and-ride spaces by 2030,

and u Hold per capita VMT to 2011 levels.

The state’s commitment to reach these objectives includesthe following steps:

u VTrans, the Agency of Natural Resources, and the Depart-ment of Public Service equally support a staff position as the sin-

gle point of contact for the state’s utilities, car dealers, local offi-cials, and other partners.

u Key issues on the policy agenda for the coming yearinclude removing barriers to the deployment of infrastructurefor alternative fuels, establishing state incentives to supportgreen vehicle purchases, examining the effects of fuel switch-ing on transportation revenues, and identifying strategies toaddress revenue losses.

u The governor’s recommended budget for 2013 increasestransit funding by 9 percent and funding for park-and-ride facil-ities by 27 percent.

u More than $52 million dollars obtained in the past twoyears from federal sources was combined with $15 million in pri-vate funding to improve track on the Amtrak Vermonter line.

Changing travel demand in a rural state is a difficult task, butVermont has a strong tradition of concentrated, mixed-usetown and village centers of economic growth. These have con-tinued to prosper as job centers, in part because of state pro-grams promoting smart growth; in addition, the centers areamenable to walking, biking, and transit.

VTrans is also planning for climate adaptation. In 2011, Ver-mont’s transportation infrastructure experienced major climate-related impacts with two 500-year flood events. Water levels inLake Champlain broke all records, with unprecedented springflooding, and Tropical Storm Irene hammered the state inAugust 2011. For more than 200 years, much of the state’s trans-portation network had grown along winding valley floors andscenic rivers. More intense and frequent storm events, which sci-entists associate with a changing climate, are causing the riversand adjacent mountain streams to wreak havoc on the state’sbridges, culverts, roadways, trails, and rail lines.

Facing Up to Climate ChangePlanning and Implementation at the Vermont Agency of TransportationG I N A C A M P O L I

The author isEnvironmentalPolicy Manager,VermontAgency ofTransportation,Montpelier.

With many transportation facilities adjacent to rivers and streams,VTrans is adapting to mitigate the devastating effects of extremeweather events, such as Tropical Storm Irene in 2011.

An Amtrak train pulls into the station in Windsor, Vermont. Thestate has set goals—such as quadrupling the number of passengerrail trips—to decrease the use of nonrenewable energy sources.

(continued on next page)

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Tropical Storm Irene washed out more than2,000 roadway segments, undermined more than1,000 culverts, and damaged more than 300bridges; the price tag was several hundred milliondollars. As VTrans rebuilds and works to makethe transportation network more flood resilient,it is pursuing short- and long-term approaches toclimate change adaptation.

In the short term, VTrans is evaluating the haz-ard risk from fluvial floods for roads and bridges,as well as the vulnerability of the transportationinfrastructure throughout the state, and is devel-oping a suite of measures to address risk and vulnerability. The measures run the gamut from

engineering solutions—such as bridge and cul-vert retrofits—to wetlands conservation, to keepfloodwaters away from developed areas, andinclude the evaluation of alternative routes.

In the long run, the agency intends to estab-lish flood resiliency criteria to help in prioritizingtransportation project funding. In addition, theagency will work with state and federal naturalresource agencies to collect data and informa-tion to improve understanding of the effects ofclimate change in Vermont.

VTrans has reinvigorated its relationship withthe Natural Resources Agency, recognizing thatriver science is critical to its work. The agencies aresharing several positions, as well as resources, andexecutive-level staff are meeting weekly. Ver-mont cannot afford to forgo this collaborativeapproach or the preparations for a new weathernormalcy.

Recovering from the damage of HurricaneIrene in 2011, the Vermont Department ofTransportation (VTrans) already is planning forclimate change adaptation. When ChrisWilliams, a senior project manager for VTrans,learned of a new toolkit that speeds bridgedesign and construction—saving time both forthe agency and for travelers—he took promptaction to implement standard bridge designsand construction methods developed by TRB’ssecond Strategic Highway Research Program(SHRP 2).

The SHRP 2 rapid bridge-building toolkit inte-grates standard concepts for accelerated con-struction of all bridge components into designsthat local contractors can build using their ownequipment. During a pilot test of the design

toolkit in Iowa, local contractors replaced athree-span bridge in two weeks.

Local resources are important, especiallyduring emergencies. Not only is quick responsecritical—at a time when arranging for outsideconstructors and delivery of equipment maynot be feasible—but local economies benefitfrom work done by local businesses. Develop-ing local expertise in applying plans and meth-ods from the toolkit is one way VTrans andother highway agencies can prepare for thechallenges of adapting to climate change.

For more information, contact MonicaStarnes at [email protected]. For relatedvideos, visit www.trb.org/StrategicHighwayResearchProgram2SHRP2/SHRP2Videos.aspx.

—Linda Mason, SHRP 2

Record-breaking waterlevels at Lake Champlainin 2011 caused extensiveflooding andinfrastructure damage.

Tropical Storm Irene washed out more than 2,000roads and damaged hundreds of bridges in Vermont.

PHOTO: JO

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The authors are with theJohn A. Volpe NationalTransportation SystemsCenter, Research andInnovative TechnologyAdministration, U.S.Department ofTransportation,Cambridge,Massachusetts.

C ape Cod is a scenic and historic region ofMassachusetts, with quaint towns and a beau-tiful coastline. Like many U.S. regions in the

coming decades, however, Cape Cod will experienceadverse shifts in weather patterns and other impactsassociated with climate change.

To reduce greenhouse gas (GHG) emissions inthe region and to anticipate the potential effects ofclimate change on Cape Cod, the Interagency Trans-portation, Land Use, and Climate Change Pilot Proj-ect implemented a scenario planning process from2010 to 2011, to assemble a multiagency develop-ment strategy focused on transportation and landuse.1 The outcomes from the project are informingthe region’s long-range planning and other related

efforts by local, state, and federal agencies. The pilot project aimed to accomplish the fol-

lowing:

u Incorporate climate change mitigation andadaptation into transportation and land use plan-ning.

u Through scenario planning, consider climatechange in the context of transportation and land useplanning—and develop a strategy for the future.

Climate Change Scenario PlanningThe Cape Cod Pilot ProjectB E N J A M I N R A S M U S S E N , L I N D S E Y M O R S E , A N D D A V I D P E R L M A N

Checquessett Neck Road in Wellfleet, Massachusetts,is an example of the many area roadways in low-lying areas, particularly vulnerable to climatechange–influenced weather events.

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(Photo above:)Participants at a 2010workshop of theInteragency Trans -portation, Land Use, andClimate Change PilotProject discuss trans -portation and land usedevelopment strategiesfor Cape Cod.


1 Federal participants in the pilot project included thesponsors—the Federal Highway Administration, the NationalPark Service, and the Fish and Wildlife Service—along withthe Environmental Protection Agency, the NationalOceanographic and Atmospheric Administration, the FederalTransit Administration, the Federal Emergency ManagementAgency, and the Department of Defense. The pilot projectreceived support from the Cape Cod Commission, the CapeCod Regional Transit Authority, the MassachusettsDepartment of Transportation, and Cape Cod’s 15 towns.

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u Share resources and expertise among federal,regional, and local stakeholders through interagencycoordination and integrate the planning processes.

u Establish a process that can be replicated else-where.

Scenario Planning In the context of land use and transportation plan-ning, scenario planning can define a range of possi-ble future conditions (1). Before the pilot project, theapplication of scenario planning to address the issuesof climate change had been limited (2). The FederalHighway Administration (FHWA) has identified sev-eral ways for scenario planning to support the inte-gration of climate change into transportationplanning (3):

u Promote different types of development—forexample, transit-oriented development—that areconducive to reducing GHG emissions and improv-ing air quality.

u Help the public and elected officials visualizeand understand the impacts of growth in accordancewith criteria that address the transportation-relatedcauses of climate change, such as vehicle miles trav-eled (VMT), gallons of gas consumed, or GHG emis-sions.

u Improve decision making about ways toaddress specific vulnerabilities, such as transporta-tion infrastructure located in low-lying areas.

Data RequirementsScenario planning is data-intensive. The pilot projectdepended on robust data for each of its major ele-ments: scenario development, evaluation with perfor-mance indicators, and incorporation of climate changeconsiderations. Data were collected from state andother geographic information system (GIS) databases,federal resources, the Cape Cod Commission (CCC),and towns; some data had yet to be gathered.

The model for developing the scenarios requiredbaseline transportation and growth data. The baselinetransportation data enabled estimates of the effectsthat changes in specific factors—such as the densityand proximity of housing and employment—wouldhave on VMT. The growth rates projected for the pop-ulation and employment in 2030 derived from U.S.Census 2000 projections and were held constantacross scenarios to allow for direct comparisons.Because of time and resource constraints, the projectteam—which consisted of staff from the U.S. Depart-ment of Transportation’s Volpe Center—was not ableto estimate the impact of the effects of climate changeon the rates of population growth.

Coastal flooding inCape Cod.

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Performance IndicatorsEarly on, the planning group of representatives fromeach federal and regional agency involved in the projectselected 12 performance measures aligned with thegoals of the project and of the regional agencies (seeTable 1, above). The indicators allowed participants tocompare the effects of land use and transportation scenarios developed as part of the pilot project.

The planning group considered cost and economicimpact to be important indicators. These factors, however, could not be quantified and incorporatedinto the evaluation of the scenarios, because of otherpriorities and limited time, resources, and data.

Sea-Level RiseThe project team found that estimates of the effectsof regional climate change had not been performedfor Cape Cod. The computer-based models that cangenerate region-level estimates lack specificity at thelocal level. The project team therefore organized andfacilitated a consensus-based expert elicitation withseven local and regional experts in July 2010.

The goal of the expert elicitation was to developimpact projections for rises in sea level for specificareas of Cape Cod at time horizons of 20, 50, and 100years, and—if feasible—for three scenarios: low,medium, and high estimates of sea-level rise. During

TABLE 1 Indicator Results for 2030 (percentage increases or decreases compared with 2008 conditions)

Preliminary Workshop Breakout Refined Indicator Scenarios Group Scenarios Scenario

Trend Dispersed Targeted A B C D

Development in Areas Vulnerable to Sea-Level Rise

Percentage of new population 28.3 28.5 44.0* 37.5 19.1 15.0* 24.9 20.4in vulnerable areas

Growth in Conservation and Resource-Constrained Areas

Percentage of new population 49.6* 49.6* 20.9 25.7 40.6 31.6 20.7 14.2+

in critical habitat areas

Percentage land area developed 33.3* 29.9 0.0+ 1.9 1.7 0.0+ 2.8 4.5(from previously undeveloped or rural)

Percentage of new population in 41.1* 36.4 31.1 15.1 35.7 28.6 15.6 12.4+

undeveloped or rural lands

Percentage of new population in 64.4* 62.1 31.4 31.5 54.0 38.2 29.9 25.2+

other high priority conservation areas

Percentage of new population in 4.8 5.1 6.4 8.0* 0.4 0.2 1.7 0.1+

historic preservation areas

Percentage of new population 47.9* 41.4 39.9 21.5+ 52.4 43.1 32.0 47.8in water resource areas

Percentage of new population in water 41.1* 36.4 31.1 15.1 35.7 28.6 15.6 12.4+

resource areas in low-density areas (less than three dwelling units per acre)

Percentage of new population in 33.4 30.1 36.4 15.5+ 32.6 32.9 28.1 42.0*

wellhead protection areas

Percentage of new population in 33.3* 29.9 0.0+ 1.9 1.7 0.0+ 2.8 4.5wellhead protection areas in low-density areas (less than three dwelling units per acre)

Transit Accessibility

Percentage of new population Standard: Standard:served by transit

7.2*16.7 43.1 44.9 18.0 24.1 31.1 24.7

Enhanced: Enhanced:38.1 50.1+

Percentage of new jobs Standard: Standard:served by transit

24.721.7 46.3 47.1 11.6* 13.9 26.4 33.3

Enhanced: Enhanced:44.0 50.8+

+ Best-performing scenario for each indicator.* Lowest-performing scenario for each indicator.

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the elicitation, however, the experts determined thatthis goal was not achievable because of the dynamicconditions that influence sea-level rise at local pointson the Cape, a lack of robust data sources, and theinfeasibility of completing the analysis and modelingwithin the scope and scale of the pilot project.2

Therefore the experts focused on identifying areasvulnerable to sea-level rise and to other climate-related effects, considering elevation, exposure tostorm surge and coastal flooding, erosion, and theimpacts of sea-level rise on significant infrastructureand developed areas. The expert workshop producedan indexed map incorporating explanations of thepotential vulnerability of each area.

GHG Mitigation StrategiesWorking with local and regional stakeholders, theproject team developed a list of mitigation strategiesfrom a literature review. In particular, the report Mov-ing Cooler: An Analysis of Transportation Strategies forReducing Greenhouse Gas Emissions, which assessesthe potential effectiveness of reduced travel activity orimproved vehicle and system operations to reduceGHG emissions, served as a key resource (4).

The pilot project’s list of strategies focused onwhat could be implemented at the local level with-out requiring federal or state action. The strategieswere organized into seven categories:

1. Pricing strategies—to raise the relative costsassociated with some components of the transporta-

tion system, to reduce use.2. Land use and smart growth strategies—to create

land use that is more transportation-efficient, requir-ing fewer and shorter vehicle trips.

3. Nonmotorized transportation strategies—toencourage walking and bicycling as alternatives todriving.

4. Public transportation strategies—to encouragethe use of public transportation and to expand itsavailability.

5. Regional ridesharing, carsharing, and commutingstrategies—to expand services and provide incentivesfor alternative options to driving alone.

6. Operational and intelligent transportation systemstrategies—to improve the operation of the trans-portation system to decrease the GHG emissions permile and to make better use of available capacity.

7. Vehicle efficiency and alternative fuel strategies—to improve the fuel efficiency of vehicles and increasethe use of alternative fuels.

The project team considered developing regionalestimates of the potential GHG reductions from themitigation measures presented in Moving Cooler.Again, because of the limited data, time, and resources,the team decided not to pursue this direction. Theteam was able to integrate Strategies 2 and 4 in mod-eling the scenarios but was not able to integrate theremaining strategies. The other five strategies thereforedid not influence scenario performance.

Scenario DevelopmentThe project team hired consultants to help in devel-oping scenarios.3 The consultants used a decision-support software tool, CommunityViz, an extensionfor the mapping and spatial analysis package ArcGIS,for the scenario development.

The pilot project developed 10 scenarios for 2030:

u Five by the consultant team for comparisons,u Four by stakeholders during the November

2010 workshop, andu One refined by stakeholders after the workshop.

All scenarios involved the placement of populationand employment in accordance with the growthassumptions described earlier. Digital “chips” wereused to represent different quantities of populationand employment.

The five preliminary scenarios developed by theproject team provided context for the workshop stake-holders. The preliminary scenarios consisted of thetrend scenario, which continued historic growth pat-

Workshop participantsnavigated a regionalmap in CommunityViz,allocating new housingand employment unitswith infrared pens, aNintendo Wii remotecontrol, and a verticallymounted projector.

PHOTO: V

OLPE

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3 The consultant team consisted of PlaceMatters, Inc., andPlaceways, LLC.

2 Focusing more resources on climate change adaptation asa regional priority can make it possible to collect the datafor a comprehensive analysis.

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terns into the future, and four scenarios that com-bined two levels of development intensity and twolevels of transportation investment.

The two levels of development intensity wereintended to demonstrate extreme scenarios. A dis-persed, but even, growth scenario followed a spread-out distribution of development, using a randomallocation. An intense and focused growth scenarioallocated new development in high-density residentialareas and commercial and industrial centers, follow-ing the town land use vision maps when available orotherwise following the zoning.

The two levels of transportation were (a) the stan-dard, consisting of transit plus the improvements thenin planning by the Cape Cod Regional Transit Author-ity (CCRTA), and (b) the enhanced, which includedunplanned stops and routes determined by areas ofpopulation and employment density.

Stakeholders WorkshopA one-and-a-half day workshop was held in November2010 to facilitate interagency discussion, introduce sce-nario planning and the software tool, and develop trans-portation and land use scenarios that could beconsolidated into the refined scenario. Invitations weresent to each town administrator, who then selected oneor two administrative or planning staff to attend theworkshop. Planning group members attended asobservers; more than 50 people participated.

At the workshop, stakeholders were divided intofour breakout groups, each led by a representativefrom the consultant team. The consultant group devel-oped and presented a novel interactive display thatallowed participants to view and interact with Com-munityViz as though it were a tabletop map.

Each of the breakout groups allocated the projectedpopulation and jobs for 2030 and then modified CapeCod’s transit system by adjusting the frequency ofroutes and designating new stops to serve the areas ofgrowth. Participants were able to view several datalayers within the GIS interface, including areas vul-nerable to climate change effects.

Representatives from the breakout groups beganwork on the refined scenario at the workshop. Thework continued through a series of meetings andexchanges between staff from CCC, the Cape CodNational Seashore, CCRTA, and town planners.

The change from the housing density in 2008 forfour of the scenarios—including the refined sce-nario—is shown in Figure 1 (above, right). Recog-nizing that the conditions on Cape Cod—andtherefore the data—are evolving, participants agreedto use the refined scenario as the foundation for ongo-ing conversations and future changes but not as anunalterable scenario.

Assessing the ScenariosThe 10 scenarios were assessed in terms of theselected performance indicators listed in Table 1.The percentage increases or decreases used 2008conditions as a baseline, except for changes in VMTand GHG emissions, which were compared to VMTand GHG in 2030 in the trend scenario (see Table 2,page 20). Changes in GHG emissions were equiva-lent to changes in VMT, because possible changes intechnology, fuel, or transportation mode after2008—whether by enactment or otherwise—werenot included in the analysis. The consultant teamestimated that under the trend scenario, VMT andGHG emissions would be 24 percent higher in 2030than in 2008.

The performance of the scenarios underscores thevalue of the planning process, as well as the trade-offsthat stakeholders considered in addressing climatechange adaptation and mitigation through land useand transportation planning. In particular, the refinedscenario avoided additional development in certainhigh-density areas identified as vulnerable, improving

Legend

National Seashore

Vulnerable Areas to Sea-Level Rise

Military Base

Military Conservation Area

Change in Density from BaselineHousehold Density

No Change

≥25%

25 to 50%

50 to 75%

75 to 100%

100 to 200%

>200%

FIGURE 1 Four scenariosdemonstrating the 20-yearchange in housing densityfrom 2008 conditions: (a)trend, (b) dispersed, (c) tar-geted, and (d) refined.(Source: PlaceMatters andPlaceways)

8 0 84 Miles 8 0 84 Miles

8 0 84 Miles 8 0 84 Miles

(a) (b)

(c) (d)

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performance for that indicator at the expense ofreductions in VMT and in GHG emissions.

In addition, the refined scenario was constrainedby preexisting plans, cost considerations, evaluationby local jurisdictions, and consultation with localentities, including CCRTA, to make realistic and vet-ted future investments. These constraints differed significantly from the unrestrained scenario-buildingexercises conducted before and during the workshop.

ResultsAction PlansThe project team worked with the Cape CodNational Seashore and CCC to incorporate the pilot

project’s specific outcomes into action plans. Thesteps to ensure implementation of project outcomesor recommendations were identified and incorpo-rated into current and future plans and activities ofthe agencies. The project team is developing anaction plan for the Massachusetts Department ofTransportation as well.

Attainment of GoalsClimate Change Mitigation and AdaptationThe impact of density, land use mix, and transit accesson VMT was modeled and assessed in scenario plan-ning during the pilot project. The resulting reductionsin VMT and GHG, however, were relatively small.This underscores the reality that larger reductions willrequire other and more substantial transportationstrategies to align with international GHG targets.Actions that aim to change behavior through pricing,incentives, technology improvements, and other mea-sures are more difficult to model; additional time andresources are needed to integrate the effect of thesemeasures into scenario planning.

In addressing adaptation, the pilot project foundthat access to robust data—or the time and resourcesto collect these data and conduct location-specificmodeling—is a necessity for developing locallymeaningful estimates of the effects of climate change.Without these data, the ability to plan specific cli-mate change adaptation measures is limited.

Although the goals of mitigation and adaptationwere treated separately for baseline assumptions andperformance indicators, the pilot project found thatthe goals nonetheless were discussed together—and

The project teamevaluated the effects ofdensity, land use, andtransit access on vehiclemiles traveled, but foundthat these factors had arelatively small impact onGHG emissions.

PHOTO: W

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WONDERWORKS, F

LICKR

TABLE 2 VMT and GHG Indicator Results for2030 (percentage increases or decreasescompared with the trend scenario)

Scenario Percent Change

Dispersed–standard –0.8a

Dispersed–enhanced –3.3

Targeted–standard –6.2

Targeted–enhanced –6.8

Breakout Group A –7.8b

Breakout Group B –5.6

Breakout Group C –6.6

Breakout Group D –5.8

Refined –5.3a Worst.b Best.

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should be—because of the potential trade-offs. Attimes, participants found that development decisionsthat would reduce GHG emissions through changesin settlement density and in the jobs-and-housingbalance also would place new populations in vul-nerable areas, because of the location of existing res-idential and commercial centers. In placing newpopulation in vulnerable areas, participants acknowl-edged that further study is needed to determine theextent of the vulnerability and to identify the optionsfor mitigating the impacts of climate change.

Scenario PlanningScenario planning provided participants with anopportunity to explore overlaps of information and todiscuss trade-offs. A key benefit of the scenario plan-ning software was that it provided immediate feedbackon development and transportation decisions. Thesoftware also provided a tool for exploring and testingthe implications of different decisions. To realize thesebenefits, it was important to have the right people inthe room and to provide sufficient time to run updatesto performance indicators.

Interagency CoordinationParticipation by multiple agencies ensures the poolingand sharing of expertise and resources. Including stateand federal agencies, as well as local and regionalstakeholders and federal land management agencies,was important. Regional or local entities should initi-ate the process, because they are best positioned toassess the data needs, the status of planning efforts,and the planning priorities for the region.

ReplicabilityThe final goal of the pilot project was to create a replic-able process for considering climate change in trans-portation and land use planning in situations thatrequire interagency coordination. The pilot projecthas stimulated information sharing and interest acrossmany federal agencies and in a variety of publicforums throughout the United States.

Applying the LessonsThe pilot project successfully brought together mul-tiple stakeholders and agencies to consider the effectsof climate change and transportation-related adap-tation and mitigation. The project confirmed thatscenario planning offers a valuable way to incorpo-rate important considerations into the planningprocesses for transportation and land use.

The pilot project required significant preliminaryplanning and data collection, as well as stakeholderoutreach, and provided an opportunity to engage avariety of people and entities in an informed discus-

sion of trade-offs and priorities. The successes andlessons learned from the pilot project can help oth-ers pursue similar efforts and advance the consider-ation of climate change in transportation and landuse planning.

References1. Bartholomew, K., and R. Ewing. Land Use–Transportation

Scenarios and Future Vehicle Travel and Land Consump-tion. Journal of the American Planning Association, Vol. 75,No. 1, Winter 2009, pp. 1–15. http://faculty.arch.utah.edu/bartholomew/JAPA_SP_Article.pdf.

2. Summary Report: Workshops on Integrating Climate Changewith Transportation Planning, October and November 2010.Federal Highway Administration. www.fhwa.dot.gov/hep/climate/workshops/workshops04.cfm.

3. New Trends in Transportation and Land Use Scenario Plan-ning. Federal Highway Administration. www.fhwa.dot.gov/planning/scenario_and_visualization/scenario_planning/resources/new_trends/sec02.cfm.

4. Cambridge Systematics, Inc. Moving Cooler: An Analysis ofTransportation Strategies for Reducing Greenhouse Gas Emis-sions. Urban Land Institute, Washington, D.C., 2009.

Hurricane Earl traveledalong the East Coast infall 2010, causing heavyrains and power loss inCape Cod. Continuedresearch can betterpredict consequences ofadding new populationto vulnerable areas.

PHOTO: JEFF

SCHMALTZ, N

ASA

http://faculty.arch.utah.edu/bartholomew/JAPA_SP_Article.pdf

http://www.fhwa.dot.gov/hep/climate/workshops/workshops04.cfm

http://www.fhwa.dot.gov/planning/scenario_and_visualization/scenario_planning/resources/new_trends/sec02.cfm

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The second Strategic Highway ResearchProgram (SHRP 2) is completing a col-

laborative decision-making tool, Trans-portation for Communities: AdvancingProjects Through Partnerships (TCAPP).1

TCAPP is an online decision support toolthat guides users through the key decisionsin the processes of long-range transporta-tion planning, programming, and environ-mental review. The primary audienceconsists of state transportation agenciesand metropolitan planning organizationsleading and managing these collaborativeprocesses; additional audiences include fed-eral and state resource agencies and otherstakeholders.

Among its many applications, TCAPP will assist transportationagencies in understanding and incorporating the impacts ofgreenhouse gas emissions (GHGs) into decision making. Theresults of research supporting this application will be availablesoon in print from the TRB bookstore2 and online through theSHRP 2 website.3 A practitioner’s handbook will be available as areference guide for considering GHG emissions and energyimpacts in various planning and decision-making contexts.

Step-by-Step AnalysisThese complementary SHRP 2 products will provide transporta-tion decision makers with

u Background information on the connection between GHGemissions and transportation fuel consumption;

u Guidance on state-of-the-practice methods of analyzingGHG emissions and energy, including a description of the toolsand data required for conducting the analyses;

u An overview of the cost-effectiveness of the range of strate-gies to mitigate GHG emissions; and

u Illustrative case studies of GHG emissions analyses fromhighway and transit project planning.

A technical framework for conducting GHG emissions analy-ses as part of the decision-making process is outlined in theaccompanying table (page 23). The framework consists of fivebasic, analytic steps, each involving a series of questions. By fol-lowing this framework, transportation officials can consider theGHG and energy impacts of their choices for infrastructure invest-ment, system management and operations, and demand-man-agement activities.

Strategic InfluencesWith the online TCAPP tool, users will ben-efit from accompanying SHRP 2 researchon strategies for reducing GHG emissionsfrom transportation. According to theresearch, most studies on GHG reductionstrategies for transportation have focusedon fuels and vehicle technology, but moststate and local transportation and plan-ning agencies have little direct authorityover vehicle and fuel choices.

Factors found to be most directly underthe control of agencies include the fol-lowing:

u Design, construction, and maintenance of the transporta-tion infrastructure;

u Operation and management of the system, such as tech-nologies to improve traffic flow and pricing policies to managedemand—for example, through congestion pricing or variabletolls; and

u Providing transportation services that are less carbon-inten-sive, such as ridesharing and vanpool programs and improve-ments to public transit.

The research revealed that transportation agencies can havean indirect—but nevertheless important—role in other areas,such as land use planning; for example, transportation agenciesmay provide regional coordination, funding, and technical assis-tance for state and local efforts to develop more efficient land usepatterns. Transportation agencies also may be asked to provideanalysis support for state-level policy changes in vehicle taxation,mileage-based charges, and congestion charges. The provision ofalternative fuels infrastructure also may rest with transportationagencies, which can set an example by purchasing alternative-fuelvehicles for their fleets.

Guidance for ActionOther notable findings are as follows:

u Among the most cost-effective investments a transportationagency can make is to maintain its systems in good repair, mini-mizing the occurrence of lane closures, bridge postings, andmajor traffic diversions that increase travel distances, congestion,and energy use and create more GHG emissions.

u Highway expansion strategies may have a net positive or

SHRP 2 RESEARCH UPDATEIncorporating Greenhouse Gas Impacts into Transportation Decision MakingM I C H A E L D . M E Y E R

1 www.transportationforcommunities.com.

2 http://books.trbbookstore.org/.3 www.trb.org/StrategicHighwayResearchProgram2SHRP2/PublicationsSHRP2.aspx.

The TCAPP web tool is ready for use.

http://www.transportationforcommunities.com

http://books.trbbookstore.org/

http://www.trb.org/StrategicHighwayResearchProgram2SHRP2/PublicationsSHRP2.aspx

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negative effect on cumulative GHG emissions, depending in parton the amount of automotive travel induced. In the same way,the GHG impact of new transit service depends on ridership lev-els—if ridership does not materialize, the GHG benefit may benegative.

u Transportation system management strategies that reducecongestion and improve traffic flow, such as investments in intel-ligent transportation technologies, may provide modest GHGreductions at a lower cost than physical additions to system capac-ity. Again, the effect on GHG reductions depends on the magni-tude and treatment of the induced demand.

u User pricing strategies—such as travel-based fees or conges-tion pricing—can provide significant GHG reductions, but at rela-tively high pricing levels. According to the study analysis, a fee of2 cents to 5 cents per mile is equivalent to a gas tax increase of$0.40 to $1.00 per gallon at today’s vehicle fuel efficiency levels.

u Individual system management and operations strategiesproduce generally modest impacts on GHG emissions nation-wide. Energy-saving driving behavior, or ecodriving, may have sig-nificant potential for reducing GHGs in the near to medium term,although an effective public policy to encourage ecodriving hasyet to emerge. Requiring changes in driving behavior throughmeasures such as speed limit reductions can yield significant GHGbenefits, but these approaches tend to be unpopular and requireaggressive enforcement to achieve the desired behavioral effect.

u For freight, rail and marine carriage is considerably moreenergy-efficient than truck travel, on average. The absolute mag-nitude of the reductions from shifting freight modes is limited,however, because only certain types of goods—particularly long-haul, non-time-sensitive shipments—can be moved competitivelyby rail or water.

u Land use strategies to affect demand can provide meaning-ful GHG reductions in the long term, at low cost to the public sec-tor. Modest to moderate changes in land use patterns can beaccomplished without significant loss of consumer welfare, butmore far-reaching changes may not be popular and may be diffi-cult to achieve in the current political and economic environment.

These and other strategies may prove most useful when com-bined for synergistic effects, such as when transit investments are

coordinated with land use planning, and highway bottleneckreductions are coupled with congestion pricing. More research isneeded to identify the best pairings of strategies for longer-term,positive effects in reducing GHG emissions.

To view the TCAPP guidance, Integrating Greenhouse Gas intoTransportation Planning, go to www.transportationforcommu-nities.com/ shrpc01/ghg_application_kdps/26/0.

Past chair of the TRB Executive Committee, the author isStrategic Adviser, Parsons Brinckerhoff, Inc. He was Professor ofCivil and Environmental Engineering from 1988 to 2012 andDirector of the Georgia Transportation Institute from 2005 to2012 at the Georgia Institute of Technology, Atlanta. From1983 to 1988, he was Director of Transportation Planning andDevelopment for Massachusetts.

TABLE 1 GHG Analysis Framework

Analysis Step Key Questions

I. Determine information 1. Which stakeholders should be needs included in GHG strategy devel-

opment and evaluation?

2. What is the scope of GHG emissions analysis?

II. Define goals, measures, 3. Which goals, objectives, and and resources policies relate to GHG reduction?

4. Which GHG-related evaluation criteria and metrics will be used?

5. What are the baseline emissions for the region or study area?

6. What is the goal or target for GHG reduction?

7. How will GHG considerations affect funding availability and needs?

III. Define range of strategies 8. Which GHG reduction strategies for consideration should be considered?

9. Are strategies and alternatives consistent with a long-range plan or other relevant plans to meet GHG reduction objectives?

IV. Evaluate GHG benefits 10.Which calculation methods and and impacts of data sources will be used to candidate strategies evaluate the GHG impacts of

projects and strategies?

11.What are the emissions and other impacts of a particular project, strategy, or design feature?

V. Select strategies and 12.Which GHG-reducing strategies document overall GHG should be part of the plan, benefits and impacts of program, or project?alternatives 13.What are the net emissions

impacts for the plan, program, corridor, or project alternativesconsidered, or for the alternative selected?

Changes in land use patterns—such as transit-oriented developmentin Carlsbad, California—can lead to significant GHG reductions at alow cost to the public.

PHOTO: JO

EW

OLF

http://www.transportationforcommu-nities.com/

http://www.transportationforcommunities.com/shrpc01ghg_application_kdps/26/0

http://www.transportationforcommu-nities.com/

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T he State of Tennessee developedand initiated an alternative fuels

program in 2005 and 2006. A major goalwas to increase the availability and useof biofuels, specifically of B20 biodieseland E85 ethanol blends. In 2005, theTennessee General Assembly authorizedthe Tennessee Department of Trans-portation (DOT) to establish a grant pro-gram to help retail fuel stations pay thecapital costs of purchasing and installingfuel storage tanks and fuel dispensingequipment for E85, B20, or both.

In 2006, the General Assemblyapproved $4 million for alternative fuelprojects, and $1.5 million was allocated toTennessee DOT for the grant program. In addition, TennesseeDOT set aside $930,000 in funds from the federal Congestion Mit-igation and Air Quality Improvement program to install biofuelpumps in air quality nonattainment and maintenance areas.

Green IslandsWith this authorization and funding, Tennessee DOT estab-lished the Green Island Biofuel Corridor Grant Program. Theprogram aims to establish a statewide network of publicly acces-sible B20 and E85 refueling stations—or “green islands”—alongTennessee’s Interstate corridors and in communities with sig-nificant numbers of vehicles capable of running on biofuels. Amajor goal was to place the biofuel pumps no more than 100miles apart along Interstate corridors.

Tennessee DOT held a series of Green Island grant competi-tions for biofuels infrastructure. A review panel applied thepublished criteria in evaluating and scoring the proposals. Theselection process emphasized the cost-effectiveness of the proj-

ect, the location of the retail station, thedemonstrated potential of the biofuelsmarket, and owner commitment.

Tennessee DOT offered funding of upto 80 percent for the equipment andrequired a minimum investment of 20percent from applicants. Grants rangedto a maximum of $45,000 for one E85 orB20 pump—or $90,000 for a station withboth fuels. The grant contracts requirefuel stations to sell the biofuel for atleast four years.To date, the Green Islands program

has provided grants to help establish 21E85 pumps and 16 B20 pumps. Severalfuel stations have installed or converted

equipment and are selling biofuels without grant funding. Ten-nessee currently has a total of 31 E85 pumps and 29 B20 pumps.

Other InitiativesIn addition to Green Islands, Tennessee DOT is supporting alter-native fuels and cleaner transportation in other ways:

u Tennessee DOT is storing biofuels at all regional and somedistrict facilities and is using biofuels in fleet vehicles.

u In partnership with the University of Tennessee at Knoxville(UTK), Tennessee DOT launched a pilot project to grow switch-grass, a native perennial grass and a feedstock for the productionof cellulosic ethanol, in Interstate rights-of-way. Tennessee DOThas planted four 1-acre test plots of switchgrass across the state,maintaining the plots and working with UTK to monitor theresults. Ethanol from switchgrass offers a larger net energy gainthan ethanol from corn. In addition, the life cycle of switchgrassethanol is low in greenhouse gas emissions.

u Tennessee DOT and other state agencies supported ECO-tality North America in implementing a U.S. Department ofEnergy stimulus project to install 130 Level 2 electric vehiclecharging stations at businesses and public facilities in the state’sfour major urban areas. The project included installation of 12DC fast chargers at sites along Interstate highways.

u Tennessee DOT is working with Clean Cities coalitions toencourage greater use of biofuels. The coalitions hold biofuelsworkshops and talk about biofuel use to decision makers atcompanies and agencies that operate vehicle fleets.

u Encouraging biofuels use is a theme of Tennessee DOT’s“Clear the Air Tennessee” air quality education campaign. Edu-cation and outreach are essential in increasing the use ofcleaner, sustainable vehicle fuels.

The author is Manager, Policy Office, Long-Range PlanningDivision, Tennessee Department of Transportation, Nashville.

Establishing Biofuel Infrastructure in TennesseeA L A N J O N E S

The author refuels a state flex-fuel vehicle withE85 at a Nashville gas station—a recipient of aTennessee DOT grant for accessible biofuelstations along the state’s Interstate corridors.

Working with the University of Tennessee at Knoxville, TennesseeDOT planted native switchgrass in Interstate rights-of-way in a pilotproject to produce biofuel.

PHOTO: A

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NES

PHOTO: G

EORGEHORNAL, T

ENNESSEE

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T he Oregon Solar Highway Programcame to life in 2007 after I watched a

Public Broadcasting System special, Saved bythe Sun, featuring solar panels along theautobahn in Germany. I thought, “If theycan do that there, why can’t we do it here?”It turns out that we can.

Transportation departments across thecountry are tasked with meeting climatechange and sustainability policies and goals,including greenhouse gas reduction targets,while facing declining revenues. At the sametime, they support the business of movinggoods and people in vehicles that are powered almost exclu-sively by carbon-based fuels. How can a transportation agencyreduce its own carbon footprint?

Powering UpAn innovative program at the Oregon Department of Trans-portation (DOT) encourages partnerships with private industryto expedite project delivery and secure private-sector financingfor projects. Through this program, Oregon DOT constructed thenation’s first solar highway project in 2008, a 104-kilowatt direct-current array in the middle of one of Oregon’s busiest inter-changes—Interstate 5 and Interstate 205—just south of Portland.Oregon’s second—and the nation’s largest—solar highway proj-ect was completed in January 2012. The Baldock Project is a1.75-megawatt direct-current array on 7 acres of land owned byOregon DOT at the eastern edge of the Baldock Safety RestArea, approximately 6 miles south of the first project.

The Oregon Solar Highway Program seeks to site renewableenergy projects on suitable parcels of publicly owned trans-portation system rights-of-way—the miles of fallow ground

between the drainage ditch and privateproperty. Oregon has 19,000 lane-miles ofrights-of-way; solar arrays on less than onepercent of that land could offset all of Ore-gon DOT’s annual electricity use with clean,sustainable, home-grown energy. Morethan 8 million lane-miles of rights-of-wayare available across the country.

Financing and OperationSolar energy is beautiful, silent, and almostmaintenance-free—but today it is expen-sive. The two Oregon solar highway projects

were financed through a public–private partnership with thestate’s largest utility, Portland General Electric (PGE). PGE’sgreen energy program provides money to build renewableenergy projects within its territory, and the company is work-ing to meet a 25 percent Renewable Portfolio Standard by2025. PGE was willing to take the risk with Oregon DOT todevelop the “first in the nation” prototype, as well as the Bal-dock project.

PGE’s green energy program was not the only source offunding. Until recently, Oregon provided a 50 percent tax creditfor renewable energy projects; through limited liability part-nerships with tax equity investors, PGE was able to take advan-tage of the tax credit. PGE also applied the federal investmenttax credit of 30 percent, the accelerated depreciation, andgrant funds from the Energy Trust of Oregon at $1 per watt.

PGE’s limited-liability corporation constructed, owns, oper-ates, and maintains the prototype project. PGE constructed,operates, and maintains the Baldock project, which is ownedby the tax partner.

The energy produced from both projects feeds into the PGEgrid. Oregon DOT buys the energy produced from the proto-type project and receives a small annual site license fee and ashare of the renewable energy certificates (RECs) for the Bal-dock project. For the project’s estimated 40-year life, OregonDOT will receive 26 percent of the RECs generated—equivalentto the funds the agency has committed for the project’s envi-ronmental assessment and permitting activities and for con-sultant and staff time. Oregon DOT will apply the RECs to itscarbon footprint. As solar costs continue to decline, the agencywill be able to increase the site license fees, which will providea revenue stream—and help power the grid with the energyof the future.

For more information and details about the Oregon SolarHighway Program, visit www.oregonsolarhighway.com.

The author is Manager, Oregon Solar Highway Program,Oregon Department of Transportation, Salem.

The Oregon Solar Highway ProgramOffsetting Transportation’s Carbon FootprintA L L I S O N H A M I L T O N

Solar panels near the Baldock SafetyRest Area in Oregon. Completed in2012, the Baldock Solar HighwayProject is the largest in the country.

PHOTO: O

REG

ONDOT

Oregon DOT’s first solar highway project, constructed in 2008, is a104-kilowatt direct-current array located near a busy interchangesouth of Portland.

PHOTO: O

REG

ONDOT

http://www.oregonsolarhighway.com

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T ransportation accounts for 27 percentof all greenhouse gas (GHG) emissions

nationwide (1). In Washington State, how-ever, transportation is responsible for nearlyhalf—47 percent—of all GHG emissions andis the largest source of emissions among thesectors of the economy. In 2009, the statelegislature passed ambitious GHG reductiongoals. These included the aggressive targetof a 35 percent reduction in per capita vehi-cle miles traveled (VMT) by 2035, despiteprojected 40 percent increases in the state’spopulation and in travel demand for thesame period.

Achieving these drastic VMT reduction tar-gets presents an extraordinary challenge,even with a variety of programs to managetravel demand, such as significant increasesin fuel prices, the institution of tolling, theexpansion of multioccupancy modes, publiceducation, and other initiatives. The challengeof reducing VMT heightens the importanceof other potential measures to reduceGHGs—such as clean cars, clean fuels, and thenecessary supporting infrastructure. The Washington State De-partment of Transportation’s (DOT’s) innovative public–privatepartnership strategy is focusing on these other measures, in par-ticular through the West Coast Green Highway Initiative.

Green Highway InitiativeThe West Coast Green Highway Initiative is a multistate part-nership of Washington, Oregon, California, and the Canadianprovince of British Columbia, to showcase sustainable trans-portation projects and policies along the Interstate 5 (I-5) corri-dor. In 2008 Washington State DOT’s Public–Private PartnershipsOffice undertook an economic feasibility study (2). The studyfound that state DOTs could spur the development of alterna-tive fueling infrastructure to support biofuels, electricity, andhydrogen fuel cells by leasing state-owned parcels of land alonghighways for privately operated fueling stations. The studyidentified electric vehicle charging infrastructure as the bestnear-term partnership opportunity to promote clean cars andfuels in the I-5 corridor.

After legislative approval of the concept, Washington StateDOT crafted a business plan to develop a strategic network ofquick-charge stations for electric vehicles. The department

altered the study’s approach, however, andsought partnerships with the private sectorto locate the chargers on private land to beowned and operated by a private partner.This variation avoided potential conflictswith the federal law prohibiting commer-cial activities at Interstate rest areas. Wash-ington State DOT presented thepublic–private partnership plan to stateand federal officials and won initial seedfunding of $1.32 million—but not fromtransportation sources. The U.S. Depart-ment of Energy backed the project for itspromise in reducing petroleum depen-dence.

Private-Sector LeverageAfter securing the seed funding, Washing-ton State DOT solicited private-sector part-ners under a fixed-price, variable scopeprocurement—the firm that offered themost quick-charging locations, equipment,and supporting services would win thefixed-price contract of $1 million. Six firms

submitted proposals, and Washington State DOT selectedAeroVironment as its partner.

The department scored the proposal as providing goods andservices worth $1.6 million—$600,000 more than the projectscope had required. As a result, Washington State now has acontinuous network of quick-charging stations for electric vehi-cles approximately every 30 miles along the 276 miles of I-5,from the Canadian border to the Oregon border.

Multistate CollaborationsWashington State DOT and Oregon DOT have collaboratedclosely to develop another showcase project, the I-5 ElectricHighway network, under the West Coast Green Highway Ini-tiative. The two agencies shared consultant and legal costs inthe early feasibility stages; jointly developed minimum require-ments for charging stations, to ensure a common driver expe-rience and commercial standards throughout the network;joined forces to develop uniform signage and branding for theElectric Highway; and have continued to collaborate on oppor-tunities to expand the network and encourage greater con-sumer adoption of electric vehicles.

To expand this collaboration among agencies, WashingtonState DOT’s Public–Private Partnerships Office is leading a Trans-portation Pooled Fund Study examining new ways for stateand local transportation agencies to get ready for electric vehi-

The West Coast Green Highway InitiativeCross-Sector Partnerships for Sustainable Transportation Solutions Along Interstate 5J E F F D O Y L E

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DOYLE

Washington State DOT joined withprivate partners to install a network ofquick-charge stations for electric vehicles.

The author is Director of Public–Private Partnerships,Washington State Department of Transportation, Olympia.

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cles. Arizona, California, North Carolina, Ohio,Oregon, and Wisconsin are participating, withU.S. DOT and the Federal Highway Administra-tion actively involved. The pooled fund study isopen to additional participants. For more infor-mation, search for TPF-5 (250) at www. pooled-fund.org, or e-mail Partnerships@wsdot. wa.gov.

References1. Inventory of U.S. Greenhouse Gas Emissions and Sinks:

1990–2009. U.S. Environmental Protection Agency,Washington, D.C., April 2011.

2. PB Consult. Alternative Fuels Corridor Economic Feasi-bility Study. Prepared for Washington State Depart-ment of Transportation, January 23, 2009.

I n February 2012, the management of theCalifornia Department of Transportation

(Caltrans) approved funding to convert allroadway lighting on state-maintained roads—including federal-aid highways—as well as theexterior lighting systems of maintenance facil-ity yards, to light-emitting diode (LED) tech-nologies. The expected benefits of theconversion are significant:

u Energy savings of up to 50 percent forroadway lighting;

u A 15-year warranty and an expectedfield life of up to 20 years between change-outs, compared with the current 4 yearsbetween change-outs;

u Manual or automated control systems toturn the lights off when not needed, trimmingthe hours of operation for each fixture from4,100 per year to 300 to 400 per year; if a con-trol fails, the light can default to the “on”mode;

u Energy reduction of up to 90 percent forfacility yard lighting systems, through im -proved energy efficiency and reduced hoursof operation; and

u An estimated energy use savings of more than 1 billionkilowatt-hours, plus carbon dioxide and carbon reductions of upto 440,000 metric tons, from the expected 67,000 convertedfixtures during the 20 years of service life.

Caltrans adopted performance specifications for lighting fix-tures in fiscal year (FY) 2009–2010 and tested deployment onbridges and at selected intersections in FY 2010–2011. Vendorsthat met the performance specifications were identified, andCaltrans purchased more than 40,000 fixtures by May 2012. Ifthe funding continues in FY 2012–2013, the conversion could be

completed by the end of 2014.The state’s Department of General Ser-

vices’ Procurement Division is investigatingthe possibility of putting the Caltrans-speci-fied fixtures on the state contract, whichwould allow city and county governments topurchase the products at volume prices, accel-erating the conversion of the state’s roadway,street, and outdoor lighting systems to LEDtechnology.

Pacific Gas and Electric and other Califor-nia electrical utilities are providing perfor-mance-based incentives that will reduce thetotal cost of the LED conversions. Many ofthe state’s electrical utilities own and operatestreet lighting systems for city and countyclients; the benefits of lower energy use andof an increased operational lifetime with theconversion include fewer upgrades in infra-structure and electric grid capacity, improvingthe utility’s return on investment.

Several utilities have been working withCaltrans on this initiative since 2003, when thelighting options first came under considera-tion. The development process has included

human vision tasking studies at the School of Visual Sciences,University of California, Berkeley, to compare nighttime visualtasking under a variety of color lighting sources.

For more information about the LED conversion project, con-tact Gonzalo Gomez, Senior Electrical Engineer at Caltrans: [email protected].

The author is Coordinator, Statewide Energy Conservationand Alternative Energy Program (retired), CaliforniaDepartment of Transportation; Chair Emeritus of California’sEnergy Policy Advisory Committee; and member of the TRBSpecial Task Force on Climate Change and Energy.

Converting to Energy-Efficient Lighting for Roadways andMaintenance Facilities in California

S T E P H E N C . P R E Y

Maxwell Bridge in Napa, California,after installation of LED streetlights.The California Department of Trans-portation approved funding for LEDconversion for streetlights on state-maintained roads and in maintenancefacilities. Pacific Gas and Electric offersperformance-based incentives for LEDconversion.

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http://www.pooled-fund.org

http://www.pooledfund.org

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The authors are withWashington State Depart-ment of Transportation,Olympia. Cotton isStatewide TransportationDemand ManagementPrograms Manager; Johnston is Commute TripReduction Program Manager; Leotta is Dataand Evaluation Manager;and Stark is SustainableTransportation Manager.

T wenty years of investment in WashingtonState’s Commute Trip Reduction (CTR) pro-gram have built a foundation of partnerships

for managing transportation demand. The programhas improved transportation system performance—modeling analysis indicates that without CTR, delayin the Central Puget Sound region, which includesSeattle, would be nearly 8 percent greater.1 CTR hasbenefited the economy, the environment, and com-munities by reducing air pollutants, greenhouse gas(GHG) emissions, and fuel consumption.

Managing DemandThe CTR law was enacted in 1991 to improve airquality, reduce traffic congestion, and decrease fuelconsumption through employer-based programs thatencourage alternatives to driving alone to work.Today the program focuses on commuters travelingto large worksites and dense employment centers incongested urban areas.

In 2010, approximately 570,000 employees com-muted to 1,100 worksites covered under the law.This CTR market represents approximately one-quarter of the state workforce, or about 25 percent ofthe commute-related vehicle miles traveled (VMT) inthe state, and 6 percent of all VMT in the state.

Each partner in the CTR program plays a uniquerole:

u Major employers implement programs basedon locally adopted goals for reducing vehicle tripsand VMT (see locations map, Figure 1, page 29).Flexibility is allowed, so that employers can imple-

BUILDING A NETWORK OF SOLUTIONS

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Washington State’s Commute TripReduction ProgramReducing Emissions and Growing the Economy by ManagingTransportation DemandK E I T H C O T T O N , K A T H Y J O H N S T O N , K A T H Y L E O T T A , A N D S E T H S T A R K

1 The 2009 CTR survey data indicate that if CTR programparticipants in the Central Puget Sound region returned todriving alone to work at the same rate as they did before theprogram started, the freeway and arterial system would needto accommodate 22,500 additional drive-alone vehicle tripsduring the morning peak commute period. These additionalvehicle trips would increase freeway and arterial systemdelays in the morning peak by approximately 12,900 hours,an increase of almost 10 percent in freeway delays and anincrease of almost 6 percent in arterial delays—or a 7.6percent increase in combined freeway and arterial delays.

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Models indicate that without the Washington StateCommute Trip Reduction program, which helps to managetransportation demand, traffic congestion in Seattle andnearby areas would be 8 percent greater.

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ment programs that make sense for them—however,they must make a good faith effort to achieve the pro-gram goals. Major employers participating in CTRinclude the Boeing Company, the Microsoft Corpo-ration, and the Starbucks Corporation. Employersalso may form transportation management associa-tions (TMAs).

u Local governments provide technical assis-tance and services to help employers achieve thegoals and may initiate outreach and service programsfor commuters. Local governments must develop aCTR plan that is consistent with the local compre-hensive plan.

u Transit agencies operate bus and vanpool ser-vices and coordinate program implementation withlocal governments, employers, TMAs, and others.

u Six regional transportation planning organi-zations provide planning support and coordinationacross jurisdictions, ensuring consistency in trans-portation and economic plans.

u Through the Washington State Departmentof Transportation (DOT), the state awards $3.9 mil-lion in grants to local governments every two yearsto support employer programs. Washington StateDOT administers the funding, guides the programwith policies and procedures, measures performance,and evaluates the program.

u The CTR Board, composed of representativesof the various partners, sets the policy direction, allo-cates the funding appropriated by the legislature,and reports to the legislature on the effectiveness of

the program every two years. This innovative gover-nance structure is one of the program’s strengths.

The CTR partnership begins with the state invest-ment—a total of $5.7 million every two years. Sev-enty percent of state CTR funds are distributed tolocal governments, which also invest their ownresources to assist employers in the development andimplementation of CTR programs.

Washington State DOT applies the balance fortechnical support and program tools and for mea-suring, evaluating, and reporting on the program’sperformance. Employers contribute far more to theprogram than they receive from the state and localinvestment; in 2006, employers invested $45 mil-lion in their CTR programs—more than $16 for each$1 invested by the state. A 2011 cost survey esti-mated that employers contributed an annual total of$58 million; that estimate, however, used a differentmethod still being refined.

Climate ActionTransportation is the single largest source of GHGemissions in Washington State. Governor ChristineGregoire and the state legislature have directed thestate DOT and other agencies to take action to sup-port sustainability—such as reducing emissions,reducing VMT, increasing the use of alternative fuels,developing an electric vehicle infrastructure, con-serving resources, and adapting and preparing Wash-ington’s transportation infrastructure for the impacts

FIGURE 1 Location ofCTR employers inWashington State.

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of changes in the environment.2

In a 2009 Executive Order, Governor Gregoiredirected Washington State DOT to analyze VMT inthe state and to develop strategies to reduce green-house gas emissions from the transportation sector.The department’s analysis finds no “silver bullet”—that is, no single strategy that will meet all of thestate’s emissions goals (1). The report finds thatmajor contributions from each set of strategies,including an expanded CTR program, are necessaryto reduce GHG emissions significantly. Many of thestrategies would require changes in policy, funding,and authority.

The report finds that the state cannot by itselfsignificantly reduce emissions from the transporta-tion sector without collaborative and comprehen-sive actions by private citizens, businesses, and

regional and local governments. The CTR programoffers a working model, relying on collaborative andcomprehensive action across a variety of groups.

Program PerformanceThe CTR Board’s 2011 report describes the program’sprogress toward its goals and the program’s benefitsfor the economy, transportation system performance,fuel savings, and emissions reduction (2).

The program’s approach to goal setting and per-formance measurement has undergone changes. TheCTR program’s performance is measured throughsurveys of employees at participating worksites. In2006, the program was reoriented with new goals,leading to refinements in the measurement method-ologies. A comparison of the most recent completesurvey data with the baseline survey data determinesthe program’s performance.

The program’s goals are to reduce the drive-alonerate by 10 percent and VMT per employee by 13 per-cent at CTR worksites between 2007 and 2012.These targets are designed so that anticipated jobgrowth would not be constrained by the additionaldemand on the transportation system.

CTR worksites reduced the drive-alone rate by 4.8percent and the VMT per employee by 5.6 percentfrom the 2007–2008 baseline survey to the2009–2010 progress survey, achieving almost half ofthe goals for 2012. The reductions translate to nearly16,000 fewer daily round-trip vehicle trips—that is,32,000 one-way trips—on the roadways.3

With 2012 targets ofreducing the drive-alonerate by 10 percent andVMT per employee by 13percent, CTR worksitereductions have alreadyled to 16,000 fewer dailyround trips.

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3 Compared with vehicle trips that would have occurred in2009–2010 if the vehicle trip rate had remained the sameas in 2007–2008.

2 Revised Code of Washington (RCW) 70.235.020:Greenhouse gas emissions reductions; RCW 47.01.440:Adoption of statewide goals to reduce annual per capitavehicle miles traveled; RCW 43.21M.010: Statewideintegrated climate change response strategy; RCW43.19.648: Fuel usage; see http://apps.leg.wa.gov/RCW/.

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CTR initiatives such asvanpool services helpreduce vehicle milestraveled (VMT) inWashington State; someparticipants bicycle topickup points.

http://apps.leg.wa.gov/RCW/

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In 2009, the Puget Sound Regional Council esti-mated that the choices made by commuters in theCTR program since its start in 1993 avoided anincrease of nearly 8 percent in congestion for thecentral Puget Sound region—the equivalent of12,900 hours of delay and $99 million in lost timeand wasted fuel. Statewide, CTR worksites do betterat reducing vehicle trips than the rest of the state andthe nation (see Figure 2, above).

During the economic recession, the state lostapproximately 140,500 workers, while CTR employ-ers added 14,393 workers. Nonetheless, daily vehicletrips to CTR sites increased by only 1,225, placing farless demand on the transportation system thanexpected and reducing the need for additional stateinvestments in highway capacity (see Table 1, below).

By averting an increase in vehicle trips associatedwith increased employment, CTR participantsreduced VMT by 160 million each year between2007 and 2010. This saved approximately 71,500metric tons of greenhouse gas emissions annually—the equivalent of burning 389 railcars of coal—andapproximately 8 million gallons of fuel each year.CTR commuters saved more than $22 million in fuelexpenses in 2010.

Research and Evaluation The CTR program began as a demonstration projectrequiring regular measurement, evaluation, andreporting. Although the program has moved beyonddemonstration status, applied research, regular mea-surement, and evaluation remain essential—andrequired—components.

When the program was established in 1991, thelegislature created the CTR Task Force, with mem-bers appointed by the governor to represent employ-ers, local government, transit agencies, the state, andthe public.

The CTR Task Force submits biennial reports tothe legislature on the costs and benefits of the pro-gram. These reports present data, evaluations, andresearch, and have brought about changes to the pro-gram, as well as creating new programs that supporttransportation demand management. In 1994, forexample, research by the CTR Task Force led to thecreation of the Rideshare Tax Credit to spuremployer investments in incentives and subsidiesfor employee commuting.

Focus on Urban Growth CentersThe most sweeping change to the program came in2006 through the CTR Efficiency Act, based on exten-sive research by the CTR Task Force and input frompartners (3, 4). The legislature unanimously adoptedthe task force’s recommendations to focus on urbangrowth areas in the most congested parts of the state,to increase the coordination of planning, and to cre-ate the voluntary Growth and Transportation Effi-ciency Center (GTEC) program to assist urban growthcenters in enhancing trip reduction programs. Thetask force sought to link economic development moreclosely with transportation efficiency.

Washington State provided a total of $2 million intwo-year grants to launch GTEC programs in sevencities, which were required to contribute 50 percent inmatching funds. These programs broadened CTR byreaching out to smaller employers, schools, and neigh-borhoods in the state’s most congested urban areas.

The additional investment established new waysfor local partners to engage the business community.Local partners were allowed the flexibility to designa GTEC program aligned with local objectives and toexpand the benefits to a larger share of the travelmarket.

The GTEC program attracted strong interest fromlocal partners, and the CTR worksites performedwell, but state transportation revenue shortfalls ledto a discontinuation of funding in 2009, after twoyears of implementation. Even without the funding,however, local implementation has continued at

U.S. Average

Washington State Average

CTR Worksites

85%

80%

75%

70%

65%

60%

55%

50%2007 2008 2009 2010

FIGURE 2 Comparison of drive-alone rates forcommute trips. (Sources: American CommunitySurvey and Washington State DOT)

TABLE 1 Comparison of Employment at CTR Worksites and Washington State

Daily Vehicle EmploymentEmployment at Percent Trips to CTR Percent in Washington PercentCTR Worksites Change Worksites Change State Change

2007 513,720 356,861 3,154,787

2010 528,113 +2.8 358,086 +0.3 3,014,335 – 4.7

Sources: Washington State DOT and U.S. Department of Commerce

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some of the designated GTECs, and some CTRimplementers are asking for more flexibility in imple-menting programs—similar to that allowed to theGTECs.

Key Program LessonsPartner engagement contributes to the program’ssuccess and drives its evolution.The CTR program is a series of complex partner-ships in a customer-driven structure, not a hierar-chical, centralized administration. This structure isdesigned to integrate and align the interests and goalsof the partners.

Recognizing local interest in new approaches andconnecting to local objectives allows local perspec-tives to influence the statewide structure. Includingbusiness interests in the governance structure wascritical in avoiding backlash. As a result, the feedbackprocess has helped to drive the program from a reg-ulation to a more transparent, bottom-up approach.

State leadership is critical.Without state leadership, the program would nothave continued for 20 years. The legislative man-date built the program up, and without the resourcesprovided through the program—including grants forlocal governments, plus measurement and technicalassistance from the state—partnership contributionswould drop and the program’s infrastructure wouldweaken (5).

Goals should knit partner interests together.Goals align interests and provide clarity about whatthe partnership is trying to accomplish. Goals shouldbe meaningful, measurable, and integrated. Employ-

ers, local governments, and legislators have sup-ported the CTR program at crucial times—for exam-ple, when program budgets have been cut—becausethey see the value of what the program is trying toaccomplish.

Measurement, evaluation, and reporting arecritical.The CTR program’s regular assessment of whatworks is part of its success. Research by the CTR TaskForce suggested that the evaluation approach wasmore rigorous than that of other programs (6).

The program provides employers with regularreports on commuting to their worksites. Local gov-ernments use the information to provide support toemployers and to track progress toward their goals.Washington State DOT and the CTR Board use thedata to evaluate the costs and benefits of the programand report to the legislature. The legislative reportsprovide a forum for sharing successes, for connect-ing customer and partner stories with the legisla-ture, and for recommending program or policychanges. Evaluation plays a role in convincing thelegislature to continue funding the program.

Flexible TDM networks can provide leveragepoints and spur innovation.Each partner in the CTR program can build on itsfunding, communication networks, and relation-ships to implement innovative strategies to meet spe-cific objectives. For example, the GTEC programhelped to fund Downtown on the Go, a collaborativeprogram of the City of Tacoma, Pierce County, PierceTransit, and the Chamber of Commerce. The pro-gram extended some of the standard CTRapproaches and incorporated new ideas as well—forexample, partnering with employers and a local bankto offer mortgage discounts for people moving to thedowntown vicinity from an outlying area.

CTR and other Washington State DOT programsare mutually supportive. In 2011, when Washington State prepared to toll theSR-520 floating bridge, the communications strategyincluded reaching out to CTR employers. WashingtonState DOT’s innovative program for construction traf-fic management helps keep people and goods moving

CTR conducts regularsurveys and assessmentsof the program’seffectiveness.

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The City of Bellevue,Washington, adoptedConnect Downtown—aplan under WashingtonState’s voluntary Growthand TransportationEfficiency Centerprogram—in 2008.

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by expanding coordination and mitigation for road-way construction. When mitigation is required, thedepartment develops a trip reduction target to keeptraffic moving as in normal circumstances. The stateDOT works with local partners—including cities,counties, and transit agencies—to develop trip reduc-tion programs to meet the target, building on thedemand management infrastructure in place.

Investment FrameworkWashington State DOT has established a decision-making framework, Moving Washington, to createan integrated, 21st century transportation system.The principles elevate demand management to oneof the state’s three primary investments in trans-portation solutions—joining efficient operations andstrategic capacity additions.

As the department organizes around this invest-ment framework, engaging partners and aligningtheir investments to support corridor performanceobjectives will be a key. CTR offers a potential model.The approach may challenge CTR to organize bycorridors and to translate its benefits for corridorneeds and solutions.

Assessing New DirectionsIn 2010, the CTR Board initiated an assessment tochart a new direction, reaching out to employers andlocal and regional governments through workshopsand surveys and engaging in scenario planning.Some local governments expressed interest in greaterlocal determination and flexibility—for example,expanding the program to address other trip pur-poses and to involve smaller employers.

CTR has demonstrated strong performance withinits target markets, but the scope encompasses only 6percent of total VMT in the state—a relatively smallpart of the transportation emissions challenge. Howcan the program adapt to meet broader goals? Is thecurrent success “good enough”? The CTR Board’s rec-ommended changes to the program are forthcoming.

Research Needs Applied research can help inform program designand implementation:

u What are the economic benefits of public andprivate TDM investments for suburban and ruralcommunities?

u How can demand management strategies, oper-ational strategies, and capacity investments be con-sidered and traded off in a common cost–benefitanalysis? For example, as revenue constraints increas-ingly challenge state and local transportation agencyplans to increase roadway capacity, can demand man-

agement strategies become a first-choice approach forcost-effective mobility improvement?

u How are demand management targets beingused at the local, regional, and state levels? How dothese targets influence strategies and investments?How is progress toward the targets measured?

u What is the durability of investments in chang-ing behavior, for example, through education andincentives? How does behavior change after theintervention strategy ends?

Leveraging ResourcesWith increasing financial pressures on government atall levels, strategies for managing transportationdemand, such as CTR, can be part of the solution andcan lead to broader actions. The CTR approach helpsreduce GHG emissions by engaging employers intrip reduction and by fostering partnerships that linkeconomic development and transportation efficiency.

Continuing to engage transportation partners willhelp leverage resources and align goals. Learning andadapting along the way will be critical to success.

References1. 2010 Sustainable Transportation Report. Washington State

DOT, www.wsdot.wa.gov/SustainableTransportation/report.htm.

2. CTR 2011 Report to the Washington State Legislature. Wash-ington State Commute Trip Reduction Board, Olympia,2011. http://www.ctrboard.org/library/CTRBoard_Report_2011Web.pdf.

3. Washington State Commute Trip Reduction: CTR Task Force2005 Report to the Washington State Legislature. Olympia,Washington, February 2006.

4. Cocker Fennessy. Report on the Commute Trip Reduction(CTR) Program Stakeholder Interviews. Olympia, Washing-ton, September 2004.

5. Impact of Support Changes on Employer Participation in theCommute Trip Reduction Program. DDB Seattle, 2003.

6. Commute Trip Reduction Task Force 2003 Report to the Wash-ington State Legislature. Olympia, Washington, February2004.

Outreach to CTRemployers was animportant component ofthe communicationsstrategy for tolling theSR-520 floating bridge.

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http://www.wsdot.wa.gov/SustainableTransportation/report.htm

http://www.ctrboard.org/library/CTRBoard_Report_2011Web.pdf


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The author is Managerof EnvironmentalPermits and Procedures,Highway DivisionDistrict 6, MassachusettsDepartment ofTransportation, Boston.

Ken leaves home for work. He warms up his carengine in the driveway. His car roof and trunkare loaded with unnecessary equipment; the tiresare underinflated. Ken drives with jack-rabbitstarts-and-stops to pick up his breakfast, idlinghis automobile in the fast-food drive-throughlane. He then heads on to the toll road, drivingat up to 70 mph with the car windows open untilreaching the traffic jam at the toll booths; with-out a transponder, he cannot zip through the EZ-Pass lane.

Arriving at work, Ken parks in a space thatrequires backing out when he leaves, not drivingforward. After work, he drives to the drugstore,but forgets about his other errands until arrivinghome; then he drives back out to the grocery storeand the post office.

Ken is not a smart driver—and he is con-tributing to energy waste and climate change.

Driving SmarterWith the U.S. and global economies struggling, withthe nation dependent on foreign oil, with gasolineprices edging toward $4 per gallon, and with theeffects of climate change becoming more apparent,many government agencies are searching for quickfixes and longer-term strategies to reduce fuel con-sumption and costs, vehicle- and roadway-relatedexpenses, and carbon emissions. This is appropriate,because U.S. transportation consumes 28 percent ofthe nation’s energy—approximately 13 million bar-rels of petroleum per day (1). In 2009, according toa report assessing U.S. transportation infrastructure,“Americans wasted 4.8 billion hours and 3.9 billiongallons of fuel sitting in traffic, at a cost of $115 bil-lion—more than one-sixth the amount of oilimported annually from the Persian Gulf” (2).

One simple, economical way that individuals,businesses, and governments can combat inefficient

EcodrivingThe Science and Art of Smarter DrivingR O N A L D K I L L I A N

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(Photo above:) Morethan 30 states and theDistrict of Columbia havesome sort of anti-idlingregulation. Drivers canavoid engine idling andemploy fuel-savingdriving techniques toreduce the GHG outputof personal vehicles.

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vehicle fuel consumption and its adverse effects is byadopting smarter driving techniques through eco-driving—also known as green driving, smart driving,and fuel economy–maximizing behavior. Ecodriv-ing is an approach that incorporates techniques andtechnologies to reduce fuel consumption and costs,greenhouse gas (GHG) and other air pollutant emis-sions, vehicle miles traveled (VMT), vehicle and roaddegradation, and accident-related costs—such asproperty damage, injuries, fatalities, and insurance.

Ecodriving techniques can improve fuel economyby up to 33 percent for some drivers—for example,the distance traveled by an ecodriver on $4 of fuelwould require $5.32 of fuel for an aggressive driver.Technological innovation and route selection are partof the program, through intelligent transportationsystems (ITS) and adaptive driving behavior. In sum,ecodriving combines the science and art of efficientand safe driving with the American spirit of individ-ual and collective responsibility and action (3, 4).

Evolving PrinciplesEcodriving evolved in the United States from the“hypermiling” adopted by hybrid vehicle drivingclubs.1 Hypermilers exceed a vehicle’s fuel efficiencyas estimated by the U.S. Environmental ProtectionAgency (EPA), by modifying driving habits andadopting techniques originally applied in the MobilEconomy Run—an annual coast-to-coast road tripand demonstration that started in the late 1930s; andin the years of gasoline rationing during World WarII; during the 1973 oil crisis; in the U.S. Departmentof Energy’s short-lived Driver Energy ConservationAwareness Training Program; and later in timesmarked by the worldwide volatility of fuel prices (5).

Ecodriving is recognized internationally for itshealth, safety, and environmental benefits and for itscontributions to national security. Ecodriving isincluded in the 2007 report of the United Nations’Intergovernmental Panel on Climate Change (6), inrecommendations from the International EnergyAgency (7), and in a report of the World HealthOrganization (8). Green Communities Canada hasestablished an EcoDriver Program, and Canada’secoENERGY-vehicles program applies ecodrivingprinciples. European examples include ECOWILL2

and programs in the Netherlands,3 Switzerland, Ger-many, and Austria. Programs are in place in Japan,Australia, and other countries.

Ecodriving has yet to mature as a national energyand emissions reduction policy in the United States

but is a key measure in the Global Warming Solu-tions acts in California and Massachusetts; in NorthCarolina Department of Transportation’s (DOT’s)“Drive Green, Save Green” campaign; in the NewEngland Governors’ Conference resolution to createan ecodriving clearinghouse4; and in the campaign ofthe I-95 Corridor Coalition.5 In addition, the Driv-ing School Association of the Americas passed a res-olution in support of ecodriving in 2009.6

An integrated, robust, national ecodriving strat-egy is a logical next step to reap the economic,national security, environmental, and social benefitsfrom this low-cost, high-value approach.

Elements of EcodrivingA review of several ecodriving programs and studiesin Europe and North America reveals four main ele-ments of a successful program:

1. Communication and marketing with public-and private-sector support;

2. Driver and instructor training; 3. Policy support with limited legislation and reg-

ulation; and4. Research on behavioral factors and incentives,

on quantifying and measuring benefits, and on vehi-cle technology and ITS.

Communications and MarketingEducating drivers and fleet managers about how tobecome ecodrivers is an important element in anyprogram, but societal understanding and acceptanceare needed as well. Messages delivered through avariety of media to develop positive branding forecodriving are necessary to capture the driving pub-lic’s attention.

The Mobil Economy Run,an annual coast-to-coastcompetition for fuel-efficiency that ran fromthe 1930s to the 1960s,was an early showcase ofecodriving techniques.

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1 See www.CleanMPG.com.2 www.ecodrive.org; www.ecodrive.org/en/whatis_ecodriving-/benefits_of_ecodriving/.3 www.hetnieuwerijden.nl.

4 Resolution No.194, 2010.5 www.I95coalition.org.6 www.thedsaa.org.

http://www.CleanMPG.com

http://www.ecodrive.org

http://www.ecodrive.org/en/what_is_ecodriving-/benefits_of_ecodriving/

http://www.hetnieuwerijden.nl

http://www.I95coalition.org

http://www.thedsaa.org

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Although ecodriving is one of the most effectivestrategies for reducing fuel expenses and GHG emis-sions,7 an ecodriving campaign does not need tofocus on cost savings and climate change, especiallyin areas in which skepticism about climate changeremains high. At a 2011 workshop, Elliot Martin ofthe University of California, Berkeley, suggested thatrebranding ecodriving as a national security mea-sure might broaden its support (4).

The Internet provides basic and extensive sets ofecodriving tips—more than 100 pointers can beassembled from several websites—and most areready to implement for immediate results. Top tipsusually include the following:

u Drive less and chain trips to minimize time,fuel consumption, and VMT.

u Go easy on the pedals. Rapid starts and stopscan increase fuel use by up to 40 percent. Maintaina constant speed and coast when possible.

u Turn the engine off—idling wastes fuel andmoney for zero mph. Idling for 10 seconds consumesmore fuel than starting a vehicle. EPA lists more than30 states and the District of Columbia with someform of anti-idling regulation (9), and campaignsagainst engine idling are under way in New YorkCity, Minneapolis, Canada, Japan, and Europe (10).In the United States, an estimated 3.8 million gallonsof gas and $15 million (at $4 per gallon) are wasteddaily through voluntary idling, which also generates40,000 tons of carbon dioxide emissions (11).

u Check tire pressure monthly. In 2005, an esti-mated 1.2 billion gallons of fuel were lost by drivingon underinflated tires. Proper inflation can provideup to a 3 percent benefit per tankful of fuel, con-tribute to optimizing road-holding and braking dis-tance, and reduce tire failure. The California AirResources Board approved a regulation in 2010requiring automobile service providers to check andinflate each vehicle’s tires to the recommended pres-sure when performing any maintenance or repairwork.

u Tighten the gas cap. Loose, damaged, or miss-ing fuel tank caps allow 147 million gallons of fuelto evaporate annually.

u Observe speed limits. Fuel economy decreases5 percent or more for every 5 mph above 60 mph inhighway driving; for some vehicles, the decrease canstart at 50 mph or less. Observing the posted speedlimit—the standard for safe drivers—can increasefuel economy by 7 percent to 23 percent. Cruise con-trol can improve highway mileage by 7 percent ifused appropriately.

u Watch your weight. An extra 100 pounds in avehicle can reduce the mileage per gallon by up to 2percent. Roof racks and similar exterior accessoriesreduce fuel efficiency by increasing the aerodynamicdrag.

u Instant, fuel economy feedback displays, likethose installed in many hybrid vehicles for “dynamicecodriving,” may reduce highway fuel use by 12 per-cent to 14 percent (4, 12).

u Reduce air conditioning. Because air condi-tioning can decrease mileage by 5 to 25 percent, useopen windows at speeds up to 40 mph, and use airconditioning at speeds above 40 mph.

u Buy a vehicle wisely. A 2011 research reportfound that “vehicle selection has by far the mostdominant effect” for on-road fuel economy—thebest-performing vehicle sold in the United States is

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In its Guide to GreenDriving, the AlbertaMotor Association inCanada recommendsregular tire pressurechecks.

Massachusetts DOT’sdigital billboardmessages are seen dailyby thousands of highwaydrivers.

7 Even with the modest assumption that only 20 percent ofdrivers would adopt the maximum scenario for ecodriving,Cambridge Systematics projected in the 2009 reportMoving Cooler (www.movingcooler.info) that ecodrivingwould reduce GHGs cumulatively between 2010 and 2050more than any other strategy, except strong pricing and anational 55-mph speed limit—more than aggressivestrategies for land use, transit expansion, intercity rail, andemployer-based trip reduction programs.

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nine times more fuel-efficient than the worst-per-forming vehicle. Nevertheless, the report warns notto neglect the effects of other driver-controlled fac-tors—such as driving techniques, route selection,and vehicle maintenance—which can contribute to“a 45 percent reduction in the on-road fuel economyper driver” (13).

Creative OutreachVarying the media can help in delivering the mes-sage. Websites with tips lists, videos, and virtualgames involving driving skills are becoming morecommon.8 In 2011, Massachusetts DOT began dis-playing “Drive Smart and Save” public serviceannouncements on seven new digital billboardsalong state highways. A state’s motor vehicles registrycan disseminate ecodriving information to citizensthrough licensing, driver testing, and registrationprocesses in paper and electronic formats.

Transportation agencies can be more creative incollaborating with the private sector, including orga-nizations already involved in promoting safe and effi-cient driving—such as AAA, AARP, automobilemanufacturers and dealers, and insurance compa-nies and their foundations—as well as with themedia, educational institutions, businesses, celebri-ties, and public officials. On-road, fuel-economycompetitions can generate enthusiasm and interest,like the Green Grand Prix at Watkins Glen, NewYork.9

Driver and Instructor TrainingIn addition to general information for the public, asuccessful program includes the integration of eco-driving into the traditional training curricula fordriving instructors and for new and licensed drivers.Experience in the Netherlands (14)—which beganrestructuring its programs in 1988—and in Austriaand other European nations indicates the effective-ness of a two-phase approach (15):

1. One-on-one theoretical and practical training,followed by

2. Continued mandatory training and reinforce-ment after initial licensing.

In 2002 and 2003, more than 6,500 Dutch driv-ing school teachers and examiners—that is, morethan 90 percent—were trained in ecodriving princi-ples; new driving manuals, driving exams, andrefresher courses were introduced. Recent studiesand workshops in Europe (7, 16), California (4), andQuebec (17) confirm the findings from earlier stud-ies that without positive reinforcement, drivers’incentives and motivation to maintain a high level ofcompliance with ecodriving principles may wanewithin several weeks to months after the initial train-ing. The initial improvements in fuel economy of 5to 15 percent or more can drop to 5 percent withoutcontinued support (18).

Governmental SupportGovernmental support for ecodriving programs andresearch is crucial. The motivations may vary butshould resonate with the public—economics, publichealth and safety, national security, or even mitigat-ing climate change. Vehicle fuel-economy standardsare a key policy measure (19). The adoption andenforcement of anti-idling regulations are warrantedfor public health, cost savings, and fuel economy.

At least 33 countries have adopted electronicspeed-limiter legislation, primarily for trucks andbuses; these include the nations of the EuropeanUnion, as well as Australia, India, Japan, and the

Creative media can helpdeliver the ecodrivingmessage—such as thisDutch parody of theDukes of Hazzard onYouTube.

A Factory Five dieseldeveloped by WestPhiladelphia HighSchool students leadsthe race at the GreenGrand Prix in WatkinsGlen, New York. Thefirst stage of thecompetition takes placeon the Watkins GlenInternational grand prixcircuit; the second stageis conducted on localroads.

8 Sample websites with ecodriving messages includeMassachusetts DOT, www.mass.gov/MassDOT/DriveSmart;North Carolina DOT, www.ncdot.org/programs/drivegreen;Metropolitan Washington Council of Governments,www.mwcog.org/transportation/ecodriving/; U.S. EPA,www.fueleconomy.gov; and FuelClinic.com. The UnitedKingdom’s ecodriver.org has posted a video,www.youtube.com/watch?v=D8_iZNnsCro), and a Dutchvideo delivers tips via a parody of the Dukes of Hazzard,www.youtube.com/watch?v=Re92es9aPB8&feature=related.9 www.greengrandprix.com.

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Canadian provinces of Ontario and Quebec10 (20). Inresponse to petitions from the American TruckingAssociations, Road Safe America, and several motorcarriers, the National Highway Traffic Safety Admin-istration is expected to propose a rulemaking for a68-mph truck limiter in summer 2012 (21).Nonetheless, ecodriving will advance more througheducation and cooperation than through govern-ment fiat—but legislation and regulations can playan essential supporting role.

Topics for ResearchLonger-term and larger-scale research on the scienceand art of ecodriving remains critical to developingthe best training programs; marketing and publiceducation campaigns; real-time feedback mecha-nisms—such as the ScanGauge monitor or thoseinstalled in the Toyota Prius; and ITS and other vehi-cle-related technologies. Research also can improveunderstanding of driver behavior, motivations, andincentives and can enable more precise measurementof the many benefits of ecodriving.

Significant ecodriving research programs areunder way at the University of California’s Multi-Campus Research Program at Berkeley, Riverside,and Davis; and at the University of Michigan’s Trans-portation Research Institute, Texas A&M Trans-portation Institute, and various U.S. DOT–sponsoredand European programs.

Fleet Managers Lead the WayFleet managers are aggressively advancing ecodriv-ing, primarily because of its cost savings. Managersof business, government, and military fleets aredeveloping programs that decrease fuel consump-tion and increase safety and savings. Many have ben-efited from the EPA’s SmartWay Program, apublic–private collaboration with the freight trans-port industry.11 Since its inception in 2004, Smart-

Way has assisted more than 2,900 U.S. corporations,including many of the nation’s largest truck carriers,with supply-chain accounting tools and methods andhas helped them save 50 million barrels of oil and$6.1 billion in fuel, while cutting more than 16 mil-lion metric tons of carbon emissions.

SmartWay emphasizes fuel-efficient technologiesand ecodriving techniques, including reduced idlingand speeds, improved aerodynamics and weightreduction, automatic tire inflation systems, singlewide-based tires, driver training, and freight logistics.The program is producing results. At the November2011 U.S. Freight Sustainability Summit, for exam-ple, SmartWay member Con-way reported that since2008, it has achieved an annual reduction of approx-imately 6 million gallons of diesel fuel and 134 mil-lion pounds of carbon emissions from its fleets of8,400 tractor trailers and 2,700 long-haul trucks byturning back the speed governors from 65 to 62 mphfor tractor trailers, and from 70 to 65 mph for long-haul trucks.

Private-sector successes are many. United ParcelService has minimized left-hand turns on deliveryroutes since 2004, saving 10 million gallons of fueland reducing carbon dioxide emissions by 100,000metric tons, equal to 5,300 passenger cars off theroad for one year. Staples, Inc., has developed theEcoEasy program, which limits the top speed of its1,750 delivery trucks, uses anti-idling technologyand shift-point speed changes, purchases electricdelivery vehicles, and provides special driver train-ing. Fuel economy has improved by more than 25percent since 2007, and the company has savednearly 1 million gallons of diesel fuel annually.

Frito-Lay has applied an intensive approach toachieve more efficient driving by its 19,000 driversfor a fleet of 17,000 trucks. Three programs—SmartMiles, Smart Driver, and Road to Green—focus onvehicle technology and maintenance, driver train-ing and follow-up support, and route management toreduce fuel consumption and maintenance costs,VMT, accident rates, and carbon dioxide emissions.Since joining SmartWay in 2005, Frito-Lay has savedmore than 15 million gallons of fuel.

Changing HabitsKen leaves home for work, warming up his carengine by driving his car immediately after turn-ing on the ignition. His car is freed of its roof rackand of junk in the trunk, and the tires are prop-erly inflated. He drives smoothly and carefully onhis way to pick up breakfast. He parks the car,turns off the motor, and walks into the restau-

Feedback mechanismssuch as the one installedin the Toyota Prius allowdrivers to monitor andadjust their driving formaximum fuel efficiency.

10 Australia adopted a 62-mph limiter setting in 1990; theEuropean Union followed suit in 1994; Japan chose asetting of 56 mph in 2003, and Ontario and Quebec wentwith 65 mph in 2009. 11 www.epa.smartway.

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rant. Afterward, Ken heads on to the toll road,driving as smoothly as possible through heavytraffic at 55 to 60 mph, with the windows closed.He anticipates slowdowns and avoids the trafficjam near the toll booth by zipping through the EZ-Pass lane with his transponder. He arrives at workand parks in a space that allows him to pull outgoing forward. Leaving work, he has planned outthe shortest route home while running his errandsat the drug store, grocery store, and post office.Ken is developing into an ecodriver.

Transportation and environmental agencies andregional organizations are positioned to take the leadin promoting ecodriving as an inexpensive, cost-effective, energy-efficient method that saves money;reduces fuel consumption, carbon emissions, VMT,and the costs of property damage, medical care, andinsurance; and supports national security by reduc-ing dependence on foreign oil. More effective mar-keting of this simple technique for saving money,energy, and reducing emissions should be pursued.

Additional research will increase understandingof more effective approaches to educating the publicabout ecodriving techniques and about the role ofvehicle technology and ITS. More accurate metricsare needed for measuring the benefits of ecodriving,which should become a staple of daily driving habitsin the United States.

References1. National Transportation Statistics 2011. Bureau of Trans-

portation Statistics, Research and Innovative TechnologyAdministration, U.S. Department of Transportation, 2012.www.bts.gov/publications/national_transportation_statis-tics/.

2. Building America’s Future: Falling Apart and Falling Behind—Transportation Infrastructure Report 2011. Building America’sFuture Education Fund, Washington, D.C., 2011.www.bafuture.org/sites/default/files/Report_0.pdf.

3. Energy and Economic Analysis, Inc. Owner-Related Fuel Economy Improvements. Oak Ridge National Lab -oratory, Oak Ridge, Tennessee, December 2001. www.fueleconomy.gov/feg/pdfs/OwnerRelatedFuelEconomyIm-provements.pdf.

4. Shaheen, S., M. Barth, and N. Chan. Final Report of the Pro-ceedings of the UC MRPI Ecodriving Workshop, May 18, 2011.Institute of Transportation Studies, University of California,Berkeley, November 2011. www.ecodrivingworkshop.cert.ucr.edu/.

5. Fuel Economy-Maximizing Behaviors. Wikipedia. http://en.wikipedia.org/wiki/Fuel_economy-maximizing_behaviors.

6. Ribeiro, S. K., S. Kobayashi, M. Beuthe, J. Gasca, D. Greene,Y. Muromachi, P. J. Newton, S. Plotkin, D. Sperling, R. Wit,and P. J. Zhou. Transport and Its Infrastructure. In ClimateChange 2007. Intergovernmental Panel on Climate Change.www.ipcc.ch/pdf/assessment-report/ar4/wg3/ar4-wg3-chapter5.pdf.

7. Kojima, K., and L. Ryan. Transportation Energy Efficiency:Implementation of IEA Recommendations Since 2009 and Next

Steps. International Energy Agency, Paris, September 2010.www.iea.org/papers/2010/transport_energy_efficiency.pdf.

8. Health in the Green Economy: Health Co-Benefits of ClimateChange Mitigation—Transport Sector. World Health Orga-nization, Geneva, Switzerland, December 2011. www.who.int/hia/green_economy/en/index.html.

9. Compilation of State, County, and Local Anti-Idling Regula-tions. U.S. Environmental Protection Agency, April 2006.www.epa.gov/region8/air/rmcdc/pdf/CompilationofStateIdlingRegulations.pdf.

10. Burgess, E., M. Peffers, and I. Silverman. Idling Gets YouNowhere:The Health, Environmental, and Economic Impactsof Engine Idling in New York City. Environmental DefenseFund, Washington, D.C., February 2009. www.edf.org/sites/default/files/9236_Idling_Nowhere_2009.pdf.

11. Anti-Idling Primer—Every Minute Counts. Hinkle CharitableFoundation. www.thehcf.org/antiidlingprimer.html.

12. Shaheen, S. A., E. W. Martin, and R. S. Finson. Ecodrivingand Carbon Footprinting: Understanding How Public Educa-tion Can Reduce Greenhouse Gas Emissions and Fuel Use.Mineta Transportation Institute, San José State University,San José, California, April 2012. http://transweb.sjsu.edu/project/2808.html.

13. Sivak, M., and B. Schoettle. Eco-Driving: Strategic, Tactical,and Operational Decisions of the Driver That Improve VehicleFuel Economy. University of Michigan TransportationResearch Institute, Ann Arbor, August 2011. http://deep-blue.lib.umich.edu/bitstream/2027.42/86074/1/102758.pdf.

14. Wilbers, P., and H. Wardenaar. The Dutch National Eco-driving Programme Het Nieuwe Rijden: A Success Story. InECEEE 2007 Summer Study, Saving Energy—Just Do It!ECEEE Secretariat, Stockholm, Sweden, June 2007, pp.1673–1678.

15. Overview on the Status of Ecodriving Integration in the DriverEducation and Testing. Ecodrive.org and Intelligent EnergyEurope, November 2011.

16. Workshop on Ecodriving—Findings and Messages for PolicyMakers. International Transport Forum, Paris, November2007.

17. Eco-Driving Training Pilot Project for Light Vehicles: Sum-mary Findings. Quebec Bureau of Efficiency and EnergyInnovation, Canada, November 2011.

18. To the Point 3—Studies on “Drive Like a Pro”—Safe Driving,Both in a Professional and a Private Context. German RoadSafety Council, Bonn, 2009.

19. Eco-Driving Index. University of Michigan TransportationResearch Institute, Ann Arbor, June 2012. http://www.umich.edu/~umtriswt/EDI_sales-weighted-mpg.html.

20. Learning from Others: An International Study on Heavy TruckSpeed Limiters. Transport Canada, Ottawa, Ontario, 2009.

21. Federal Register, Vol. 76, No. 1, Jan. 3, 2011, pp. 78–80.

Southern Parkway inUtah posts a speed limitof 60 mph. Cars tend tobe more fuel-efficient at60 mph than at 65 mph;observing posted speedlimits also can increasefuel efficiency.

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http://www.bts.gov/publications/national_transportation_statis-tics/.2

http://www.bts.gov/publications/national_transportation_statistics/

http://www.bts.gov/publications/national_transportation_statis-tics/.2

http://www.bafuture.org/sites/default/files/Report_0.pdf

http://www.fueleconomy.gov/feg/pdfs/OwnerRelatedFuelEconomyImprovements.pdf

http://www.ecodrivingworkshop.cert.ucr.edu/

http://en

http://www.ipcc.ch/pdf/assessment-report/ar4/wg3/ar4-wg3-chapter5.pdf

http://www.ipcc.ch/pdf/assessment-report/ar4/wg3/ar4-wg3-chapter5.pdf

http://www.iea.org/papers/2010/transport_energy_efficiency.pdf

http://www.who.int/hia/green_economy/en/index.html

http://www.who.int/hia/green_economy/en/index.html

http://www.epa.gov/region8/air/rmcdc/pdf/CompilationofStateIdlingRegulations.pdf

http://www.edf.org/sites/default/files/9236_Idling_Nowhere_2009.pdf

http://www.thehcf.org/antiidlingprimer.html

http://transweb.sjsu.edu/project/2808.html

http://deep-blue.lib.umich.edu/bitstream/2027.42/86074/1/102758.pdf

http://deepblue.lib.umich.edu/bitstream/2027.42/86074/1/102758.pdf

http://deep-blue.lib.umich.edu/bitstream/2027.42/86074/1/102758.pdf

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The author isImplementation Managerfor Transportation,Climate ProtectionCampaign, Santa Rosa,California.

R educing greenhouse gases is a team sport, buton the transportation side, all too often theteam is struggling to learn how to play the

game. California has charged each region to developSustainable Communities Strategies; as part of itseffort, the San Francisco Bay Area has launched aseries of pilot projects to test new approaches toreduce greenhouse gases from transportation. Notonly are the ideas innovative, but teamwork appearsto be key—the number of partnerships forming totest the approaches hints at new methods to trans-form a slowly evolving sector.

The Bay Area’s Metropolitan Transportation Com-mission (MTC) launched the Climate Initiatives Pro-gram in 2010 to spur ground-breaking transportationideas for reducing greenhouse gas emissions. The

program is designed to test strategies to reduce trans-portation-related emissions and vehicle miles trav-eled, as well as to encourage the use of cleaner fuelsand to build a knowledge base through evaluationthat can inform other Sustainable CommunitiesStrategies.

MTC has awarded 17 grants totaling $33 millionto projects involving clean vehicles, parking man-agement, transportation demand management, andcontrolling school-related emissions. The fundingfor these pilot projects comes from the federal Con-gestion Mitigation and Air Quality ImprovementProgram; the goal is to reduce greenhouse gases andcriteria air pollutants from transportation, includingground-level ozone, particulate matter, carbonmonoxide, sulfur oxides, nitrogen oxides, and lead.

Innovative Approaches to Reduce Greenhouse GasEmissions from TransportationSan Francisco Bay Area Launches Variety of Pilot ProjectsB R A N T A R T H U R

(Photo above:) The Cityof Napa received a grantthrough the Bay Area’sMetropolitanTransportationCommission to conduct acold in-place pavementrecycling project.

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Range of ProjectsPilot projects launching this year will work to createan electric taxi fleet, a real-time ridesharing projectin three Bay Area counties, and a bikeshare projectspanning the region from San Francisco to San José,including Palo Alto and Redwood City. Estimatedemission reductions from the projects are shown inTable 1 (below), along with the grant amountsawarded. The emission reductions are best guessesand will be revised as the projects progress in 2012and 2013. Until data come from the evaluation, com-parisons or lessons are premature.

The table of projects, however, does not tell thewhole story. The following examples from each of themain project categories present the accomplishmentsso far.

Electric Vehicle Taxis Clean vehicles are important in achieving long-termreductions of greenhouse gases. For the electric taxipilot project, San Francisco and San José teamed upwith the private firm Better Place to test out a battery-switching technology for a fleet of electric vehicletaxis.1 The partnership with Better Place includes anadditional $8 million in matching funds from thestartup electric vehicle service provider.

The project demonstrates electric vehicles and anew approach to switchable battery technology,which can get taxis back on the road within minutesinstead of waiting hours for a charge. The projectrequires the installation of four battery-switchingstations in San Francisco and San José. The localmatch includes 61 electric vehicle taxis with switch-able batteries. These electric vehicles primarily willbe for neighborhood taxi service in San Francisco.

The project also tests the integration of battery-switching stations into the electric power grid. A newcenter in San Francisco will offer consumer educationon electric vehicles and battery-switching stations.

Real-Time RidesharingReal-time ridesharing is a social network using soft-ware and smartphone applications, or apps, to allowriders and drivers to match instantly and to carpoolwith other commuters on the same route. The WeGoRideshare project will be the largest demonstrationyet of real-time ridesharing technology in terms offunding and of the number of partners involved.2

The Sonoma County Transportation Authority isleading the effort, with partners at the Contra CostaTransportation Authority and the TransportationAuthority of Marin. The project is moving forward

with assistance from the Climate Protection Cam-paign, a local nonprofit, plus matching funds from atechnology partner, Avego Corporation.

Building a critical mass of riders and drivers is keyto the success of real-time ridesharing. The mostpromising locations for user groups in each countyinclude college campuses, large employment centers,and commuter rail stations with limited parking.

Although the program specifically addresses real-time ridesharing, WeGo Rideshare can integrate withother ride-matching services and alternative trans-portation programs to meet needs throughout theBay Area. In Sonoma County, for example, WeGo

TABLE 1 List of Projects with Estimated Carbon Reductions and Size of Grant Awarded

Estimated GrantCO2 Reduced Amount

Project Name (tons/day) (millions)

Electric Vehicle Taxis and Battery Switch Stations 10.96 $6.99

Port of Oakland Shore Power Initiative 7.67 $3.00

Bay Area School Transportation Collaborative 4.93 $0.87

WeGo Rideshare (dynamic ridesharing) 4.11 $1.50

e-Fleet: Car Sharing Electrified 4.11 $1.70

Integrated Public–Private Partnership Transportation 3.29 $0.75 Demand Management Program

Bikesharing Pilot Program 3.29 $4.29

Cold In-Place Recycling (for pavement) 2.74 $2.00

Santa Rosa CityBus Automatic Vehicle Location System 2.60 $0.60

Innovative Bicycle Detection System 2.06 $1.50

City of Berkeley Transit Action Plan 1.92 $2.00

Making the Last Mile Connection 1.73 $1.49

Education and Encouragement School Route Maps 1.29 $0.25

Local Government Electric Vehicle Fleet Project 1.23 $2.81

Green Ways to School Through Social Networking 1.01 $0.38

Bike Repair and Encouragement Vehicle, or BikeMobile 0.63 $0.50

Electric Vehicle Strategy Funding Reserve - $2.38

A Renault Fluence Z.E.leaves a Better Placebattery-switching stationin Denmark. SanFrancisco and San Joséhave partnered withBetter Place to test thebattery-switchingtechnology on electrictaxis.

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1 www.betterplace.com/global-progress-north-america-california.2 http://wegorideshare.com/.

http://www.betterplace.com/global-progress-north-america-california.2

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Rideshare is planning to collaborate with Santa RosaCityBus to test the integration of real-time transitmatching with the new automatic vehicle location(AVL) devices to be installed in fall 2012. The Cli-mate Initiatives Program is funding the AVL project.

WeGo Rideshare is ramping up in the summerand fall of 2012 and will operate for more than oneyear, with the possibility that the marketplace forempty seats will build sufficient momentum to con-tinue beyond the pilot phase. A successful projectwill prove that real-time ridesharing is a cost-effec-tive, efficient use of the roadways.

BikesharingBikesharing systems make bicycles easily and afford-ably available to people for short trips in urban areas.A partnership between the Bay Area Air Quality Man-agement District and several cities and counties islaunching a pilot project3 with 1,000 bicycles at 100kiosks, located between San Francisco and San José.The project will test the viability of a single regionalbikesharing program serving a range of municipali-ties. The largest share of the bicycles—500—will beplaced in 50 stations in San Francisco; San José, PaloAlto, Redwood City, and Mountain View are prepar-ing to receive the rest.

The San Francisco bicycle stations will be dis-persed within a 1.78-square-mile area that is dense,mixed use, and transit-rich, as well as flat and bike-able. The density of stations is expected to be the keyto success; the program’s launch is scheduled for theend of summer 2012. With an influx of tourists antic-ipated for the America’s Cup regatta in October, theproject will help address first- and last-mile connec-tions to transit. Plans call for significant expansionif the pilot project proves successful.

Berkeley Transit Action PlanThe City of Berkeley Transit Action Plan (BTAP)incorporates several strategies to reduce carbon emis-sions from transportation.4 The main focus is todevelop creative incentives for shifting modes oftransportation. Strategies include targeted outreachand providing information about alternative trans-portation modes, in conjunction with financialincentives such as transit passes for participatingemployees and residents. The program will offer sub-sidized City CarShare memberships to businesses;City CarShare is working with the partnership tomake carshare pods financially feasible in moderate-density neighborhoods along the Telegraph and Elm-wood commercial districts.

Parking is another focus of BTAP; plans are toimplement different parking rates for different timesof day and on different days of the week. The rateswill be coordinated with a reconfiguration ofmonthly parking permits in city garages, intended toreduce the incentive for daily driving. Plans also callfor the coordination of off-street and on-street park-ing rates to encourage short-term on-street parkingand longer-term parking off the street.

Other jurisdictions will be involved; for exam-ple, the parking facilities at the University of Cali-fornia, Berkeley, will sync their pricing with thepricing strategies of the city. Half-day and full-dayparking will be implemented in on-street areas, andvariable-rate pricing structures that increase rates forthe second hour of paid parking will be tested. Theproject will use license plate recognition to enforcetime limits efficiently.

The program will take advantage of grants fromthe Bay Area Air Quality Management District andthe Federal Highway Administration. The total bud-get for the project in Berkeley comes to $4.5 million;planning and development have been in progress forseveral years.

Bikemobile An innovative project aims to reduce emissionsrelated to school travel. The Bike Repair and Encour-

3 www.sfmta.com/cms/bshare/indxbishare.htm.

4 www.cityofberkeley.info/ContentDisplay.aspx?id=71002.

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The WeGo Rideshareproject allows riders anddrivers to connect usingsoftware andsmartphone applications.

A pilot project of the BayArea Air QualityManagement District andlocal jurisdictions willestablish bikesharingfacilities along theEmbarcadero and inother Bay Area locations.

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agement Vehicle, or Bikemobile, is a mobile truckthat promotes walking and biking to school, as wellas to recreation centers and community events.5

Bikemobile provides bicycle repairs and safety edu-cation to encourage bicycle use at grade schoolsacross Alameda County. The Bikemobile is scheduledto visit 200 to 275 sites per year, with return visits toencourage continued use of bicycles through incen-tives.

The Alameda County Transportation Commis-sion manages the project, which is run by a localnonprofit, Cycles of Change. The Bikemobile out-reach focuses on the large number of students whomay not be riding their bicycles because of easilyfixed problems, such as flat tires. By going directly toschools, Bikemobile staff connect with students whodo not have access to repair services or who areunable to afford repairs.

Benefits of CollaborationCollaboration is a major theme of the grant program,and the projects display collaborations between pub-lic agencies and private partners, as well as betweengovernment agencies in multiple jurisdictions. Thebenefits of collaboration are evident in MTC’s Cli-mate Initiatives Program (1). For example, newapproaches that may not have received enough sup-port from any single jurisdiction can be tested; someapproaches gain the scope necessary for adequatetesting. To be effective, however, collaboration mayrequire significant resources, as well as time forbuilding trust.

Government may not be commonly linked withinnovation and may not be well-positioned to spurinnovation, but the Climate Initiatives Program hasbrought together several innovative companies pio-neering approaches to transportation that otherwisecould not be tested on the same scale and with the

same exposure as the grants have provided. Collab-oration unlocks additional funding and potentialoutreaches through the partnerships established innearly every project in the program. Many compa-nies and organizations are investing significantamounts of money to test out ideas in attractive mar-kets like the San Francisco Bay Area.

Many of the pilot projects are attempting to revivesome of the most tried and true methods of reduc-ing greenhouse gases from transportation—forexample, through carpooling or bicycling. Many ofthe pilot projects rely on mobile technology to makethese solutions more practical to more people inmore situations than ever before.

Such programs are easily implemented on rela-tively smaller budgets and shorter timelines com-pared with large infrastructure projects. The pilotprojects address the need to achieve more efficiencyfrom available infrastructure. The Climate InitiativesProgram demonstrates the value of getting startedand trying something new. The program pairs thetesting of near-term projects with much longer-termpolicy development, such as California’s SustainableCommunities Strategies.

The work in the Bay Area demonstrates regionalleadership in developing new ideas to reduce green-house gases from transportation. Results from thesediverse pilot projects will be released in the next fewyears, and the successful projects will be deployedthroughout the region.

Reference1. Taylor, B. D., and L. Schweitzer. Assessing the Experience

of Mandated Collaborative Inter-Jurisdictional TransportPlanning in the United States. Transport Policy , Vol. 12, No.6, pp. 500–511 (2005).

Bikemobile, a mobiletruck that promoteswalking and biking forstudents and youngpeople, is managed bythe Alameda CountyTransportationCommission.

In 2009 the Mayor of San Francisco unveiled electricvehicle charging stations for city and county vehiclesas well as City Car Share and Zip Car plug-in hybridvehicles.

5 http://bike-mobile.org/.

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The authors are with theDivision on Earth and LifeStudies, National ResearchCouncil of the NationalAcademies, Washington,D.C. Huddleston is Direc-tor of Communications.Linn is Senior ProgramOfficer, Board on Earth Sci-ences and Resources, andserved as Study Directorfor the Committee on Sea-Level Rise in California,Oregon, and Washington.Mengelt is Senior ProgramOfficer, Ocean StudiesBoard, and served as StudyDirector for the Panel onAdapting to the Impacts ofClimate Change.

Global sea level is projected to rise an averageof 1 meter, or more than 3 feet, by the end ofthe 21st century, according to Sea-Level Rise

for the Coasts of California, Oregon, and Washington,Past, Present and Future, a new report from theNational Research Council (NRC).1 Along withglobal sea-level projections, the report provides thefirst comprehensive regional projections for thecoasts of the three states.

Sea-level rise poses enormous risks to the valu-able infrastructure, development, and wetlands thatline the nation’s coast. This new study was conductedin response to a California executive order issued byGovernor Arnold Schwarzenegger in 2008, directingthe state’s agencies to plan for sea-level rise andcoastal impacts; the order also required an indepen-dent assessment of sea-level rise by the NationalResearch Council. The States of Oregon and Wash-ington, the U.S. Army Corps of Engineers, theNational Oceanic and Atmospheric Administration,and the U.S. Geological Survey joined California insponsoring the study.

Projecting ChangesSea-level change is linked to changes in the Earth’sclimate. A warming climate causes global sea level torise principally by (a) warming the oceans, whichcauses seawater to expand, increasing ocean volume,and (b) melting land ice, which transfers water to the ocean. After a few thousand years of relative

NATIONAL RESEARCH COUNCIL REPORTS

A Sea ChangeAdaptations in a Warming WorldN A N C Y F . H U D D L E S T O N , A N N E L I N N , A N D C L A U D I A M E N G E L T

1 www.nap.edu/catalog.php?record_id=13389.

Sawyer Glacier in southeast Alaska’sTracy Arm. Although ice loss from

glaciers and ice caps has declined, melting land ice is

increasing and contribu -ting to sea-level rise.

PHOTO: A

LERIAJEN

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NIC

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High surf during a high tide of nearly 9 feetremoved the front lawn of the Pacific Sands Resortat Neskowin, Oregon, on January 9, 2008.

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stability, the global sea level has been rising since thelate 19th or early 20th century, when global temper-atures began to increase. Tide gage measurementsshow that global sea level rose an average of 1.7 mil-limeters (mm) per year during the 20th century.More recent and precise satellite altimetry measure-ments and tide-gage records show that the rateincreased in the past 20 years to 3.1 mm per year.

Sea level is projected to rise at an even faster rate,although the estimates vary with the method of pro-jection (Figure 1, right). The most widely used pro-jections come from the Intergovernmental Panel onClimate Change (IPCC), which uses computer mod-els to simulate the physical processes contributing toglobal sea-level rise. An alternative empiricalapproach, used by Vermeer and Rahmstorf in a 2009study (1), is based on the observation that sea levelrises faster as the Earth gets warmer.

Neither method, however, fully accounts for therecently observed rapid changes in the behavior ofice sheets and glaciers (see box, above). The NRC’snew projections use model results and extrapola-tions of historical trends and account for the rapidchanges in ice behavior; the NRC results fall betweenthe two estimates.

Regional Projections Sea level is not uniform everywhere and is changingcontinually. On the West Coast, factors that affect rel-ative sea-level rise include regional climate patternssuch as the El Niño–Southern Oscillation, whichwarm and cool the Pacific Ocean; the rising and sink-ing of land along the coast as a result of geologicprocesses such as plate tectonics; and proximity toAlaska glaciers, which exert a gravitational pull onsea water.

Along the West Coast, plate tectonics affectsregional land levels significantly (Figure 2, page 46).Washington, Oregon, and the northernmost parts ofCalifornia lie along the Cascadia Subduction Zone,where the ocean plate descends below the NorthAmerican plate, pushing the land upward. In the restof California, the Pacific and North American platesare sliding past one another along the San Andreas

FIGURE 1 Observed and projected sea-level rise. After a few thousand years ofrelative stability, sea level began to rise along with global temperatures, beginningaround 1900, as measured by tide gages (red line) and satellite altimetry (blueline). Projections of sea-level rise to 2100, in dark pink, are from IPCC and are basedon global climate models that estimate the individual contributions to sea-levelrise. Projections in gray are from Vermeer and Rahmstorf (1) and are based on theobservation that sea level rises faster as the Earth gets warmer. The projectionsfrom the NRC report fall between the two.

Contribution of Melting Land Ice to Sea-Level RiseSince 2006, the rate of ice loss from the Green-land Ice Sheet has increased; according to mostanalyses, the contribution of the Antarctic IceSheet to sea-level change has shifted from neg-ative—that is, lowering the sea level by accu-mulating ice—to positive, or raising the sealevel. Ice loss rates from glaciers and ice capshave declined in the same period, but notenough to offset the increases in ice sheet melt.Melting land ice is now the largest contributorto global sea-level rise.

A new National Research Council publication, ClimateChange: Evidence, Impacts, and Choices, summarizesextensive research results to help the public gain abetter understanding of what is known and what canbe done. The 36-page, three-part booklet answerscommonly asked questions about the science of cli-mate change by outlining evidence from around theworld, summarizing projections of future climatechanges and impacts, and examining how science can informchoices about managing and reducing the risks posed by cli-mate change.

Evidence for global warming caused by humanactivity—along with observed climate impacts andexamples of natural climate variability such as the IceAge—is outlined in Part I. In Part II, scientific projec-tions for the changes to temperatures, precipitation,sea ice and snow, coastlines, ecosystems, and agricul-ture are explored. Science’s role in reducing green-house gas emissions and preparing for the impacts of

climate change is examined in Part III.To access the booklet and view related videos, visit

http://nas-sites.org/americasclimatechoices.

Presenting the Evidence, Impacts, and Choices

http://nas-sites.org/americasclimatechoices

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Fault Zone, creating relatively little vertical landmotion along the coast. The result is a tale of twocoasts: Global Positioning System (GPS) measure-ments show that north of Cape Mendocino, much ofthe coast is rising 1.5 mm to 3.0 mm per year; southof Cape Mendocino, the coast is sinking an averageof 1 mm per year.

The NRC study projected that, for the area southof Cape Mendocino, sea level will rise an average of6 inches by 2030; 12 inches by 2050; and 36 inches

by 2100. Along the northernmost part of Californiaand the coasts of Oregon and Washington, the pro-jected sea-level rise is somewhat less because thecoastline is rising slowly. Average sea-level rise alongthat part of the coast is expected to be 2 inches by2030; 6 inches by 2050; and 24 inches by 2050.

The projections for north of Cape Mendocinocould change immediately, however, if the regionwere to experience a large offshore earthquake ofMagnitude 8 or greater. Such earthquakes occurevery few hundred to 1,000 years—the last oneoccurred in 1700—and could cause parts of the coastto drop immediately; relative sea level would risesuddenly by as much as 1 to 2 meters (3 to 7 feet).

Storm EffectsMost of the damage along the West Coast is causedby storms, particularly at the confluence of largewaves, storm surges, and high tides during El Niñoevents. Significant development along the coast—including airports, naval air stations, freeways, sportsstadiums, and housing—is situated only a few feetabove the highest tides. For example, the San Fran-cisco International Airport could flood with a 16-inch sea-level rise, which could occur in severaldecades. A simulation run by the committee sug-gested that sea-level rise could increase the incidenceof extreme water heights in the San Francisco BayArea from 9 hours per decade to hundreds of hoursper decade by 2050 and to several thousand hoursper decade by 2100.

Storms and sea-level rise are causing coastal cliffs,beaches, and dunes to retreat at rates of a few cen-timeters to several meters per year. With continuedsea-level rise, cliffs could retreat more than 30 m(about 100 feet) by 2100. Nevertheless, the frequentstorms and associated floods in Central and South-ern California can provide enough sediment formarshes to keep pace with the sea-level rise pro-jected through 2050. The survival of the marshesuntil 2100 depends on maintaining elevationthrough high sedimentation, room to move inland,or uplift.

Preparing for Sea-Level RiseNRC’s 2010 report, Adapting to the Impacts of ClimateChange,2 concluded that, although adaptation plan-ning and response efforts are under way in manystates, counties, and communities, much of thenation’s experience in protecting people, resources,and infrastructure is based on the historic record ofclimate variability during a time of relatively stableclimate. As these projections of accelerating risk fromsea-level rise make clear, adaptation to climate2 www.trb.org/main/blurbs/163484.aspx.

The San FranciscoInternational Airport(center) and surroundingareas will begin to floodwith as little as 40 cm (16inches) of sea-level rise,which could occur inseveral decades.

IMAGECOURTESY

OFBAYCONSER

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change calls for a different paradigm that considersa range of possible future climate conditions andassociated impacts, some well outside the realm ofpast experience.

Current efforts to adapt to climate change arehampered by a lack of information about the bene-fits, the costs, the potential, and the limits of differ-ent responses. The impacts and vulnerabilities acrossthe United States are diverse, and a relatively smallbody of research has focused on actions for climatechange adaptation.

In the short term, the adaptations most easilydeployed include low-cost strategies that offer near-term benefits or that reverse maladaptive policiesand practices. In the longer term, more dramatic,higher-cost responses may be required. Table 1(above) lists options that may be considered in theshort term to address some of the expected impacts

of sea-level rise.The challenge is to weigh the risks and benefits and

make wise choices despite uncertainties, as is done inso many other realms—for example, in buying homeinsurance. An iterative risk management approachoffers a valuable framework for supporting climatechange adaptation choices. Such a framework sys-tematically identifies risks and prioritizes actionsbased on the magnitude and likelihood of the conse-quence; advances a portfolio of actions likely to reducerisks across a range of possible scenarios; and adjustsresponses over time to take advantage of new knowl-edge, information, and technological capabilities.

Reference1. Vermeer, M., and S. Rahmstorf. Global Sea Level Linked

to Global Temperature. Proceedings of the National Acad-emy of Sciences, Vol. 106, No. 51, pp. 21527–21582, Dec.22, 2009.

Prepublication copies ofSea-Level Rise for the Coastsof California, Oregon, andWashington: Past, Present,and Future are availablefrom the National Acade-mies Press. To order, call 202-334-3313 or 1-800-624-6242or visit www.nap.edu.

Levels of carbon dioxide (CO2) in the Earth’s atmo-sphere have grown so rapidly that they have alreadyoutpaced the projections of a decade ago. Without areduction in greenhouse gas (GHG) emissions, CO2

concentrations may increase to levels not experiencedin more than 30 million years. A National ResearchCouncil study examines rocks and sediments fromEarth’s deep past for clues about the influence ofhigh GHG levels on the climate of the future.

Understanding Earth’s Deep Past assesses the potential ofdeep-time geologic records to explore the dynamics of theglobal climate system. Although not exact analogs for currentand future climates, past climates can provide insights intothe operation of physical, biogeochemical, and biologicalprocesses under warm conditions—for example, the role ofGHGs in causing global warming or in affecting ice sheet sta-

bility and sea level.The report examines past climate changes; the

potential impacts of high GHG levels on regional cli-mates, water resources, and marine and terrestrialecosystems; and the cycling of life-sustaining ele-ments. Authors highlight a range of high-priorityresearch issues that could lead to major advances inthe scientific understanding of climate processes. The

report outlines an integrated, deep-time climate researchprogram—and implementation strategy—on climatic re -sponse to increased atmospheric CO2 and other GHGs; thegoal would be to clarify the processes leading to abnormallywarm polar and tropical regions and to gauge the impacts.

National Research Council. National Academies Press,2011; 212 pp.; $34; 978-03-0920-915-1. For more information,visit www.nap.edu/catalog.php?record_id=13111.

Impact Possible Adaptation Action

Site and design all future public works projects to take sea-level rise into account • • •

Eliminate public subsidies for development in high-hazard areas along the coast • •

Develop strong, well-planned, shoreline retreat or relocation plans and programs (public infrastructure and private properties), and poststorm redevelopment plans • •

Retrofit and protect public infrastructure (stormwater and wastewater systems, energy facilities, roads, causeways, ports, bridges, etc.) • • •

Use natural shorelines, setbacks, and buffer zones to allow inland migration of shore habitats and barrier islands over time (e.g., dunes and forested buffers) • • • •

Encourage alternatives to shoreline “armoring” through “living shorelines” • • • •

Note: NGO = nongovernmental organization. Source: Adapted from Table 3.8 in the full report.

Gradual inundation of low-lying land; loss of coastalhabitats, especially coastalwetlands; saltwater intru-sion into coastal aquifersand rivers; increased shore-line erosion and loss of barrier islands; changes innavigational conditions

Federal

State

Private

Sector

Local

Government

NGO or

Individuals

TABLE 1 Examples of Some Adaptation Options for One Expected Outcome of Sea-Level Rise

Understanding Earth’s Deep Past: Lessons for Our Climate Future

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The authors are with theFlorida Department ofTransportation.Choubane is StatePavement MaterialsEngineer; Holzschuher isState PavementEvaluation Engineer;Upshaw is StatePavement PerformanceEngineer; and Lee isNondestructive TestingEngineer, in theGainesville office.Morrison is TechnologyTransfer Coordinator inthe Tallahassee office. Pavement engineers need accurate, complete,

and reliable data to manage highway pave-ments optimally and to diagnose problems

efficiently. Drilled core holes and cut trenches his-torically have yielded pavement samples for analysis.New nondestructive test (NDT) methods, however,can provide greater amounts of data more efficientlyand cost-effectively, without damaging pavement ordisrupting traffic.

ProblemNDT methods—such as the falling weight deflec-tometer (FWD) or ground-penetrating radar(GPR)—can collect pavement data at increasedspeeds and with great frequency. The vast amount ofdata obtained with NDT can enhance an engineer’sunderstanding of the pavement’s condition. An effi-cient and comprehensive method, however, isneeded to interpret and summarize the increasedquantity of data.

Two-dimensional scatter plots have served as theconventional way of presenting pavement charac-teristics for visual analysis. Scatter plots provide asimple and useful depiction of data points along asingle survey path, but the data become more diffi-cult to interpret when multiple survey paths are pre-sented. Without a clear understanding of how thedata interact, engineers may not be able to deter-mine the most critical sites for follow-up destructivetesting and may perform expensive, time-consum-ing, and damaging tests unnecessarily.

SolutionPavement engineers at the Florida Department ofTransportation (DOT) have developed a more accu-rate and comprehensive method to represent andinterpret the voluminous data from NDT. In 2008,Florida DOT engineers applied a commercially avail-

Contour Plots Enhance Analysis ofPavement Data Collected withNondestructive Survey Equipment

B O U Z I D C H O U B A N E , C H A R L E S H O L Z S C H U H E R ,

P A T R I C K U P S H AW , H Y U N G S U K L E E , A N D V I C K I M O R R I S O N

R E S E A R C H PAY S O F F

(Photo above:) A FloridaDOT survey vehicle towsa falling weightdeflectometer.

FIGURE 1 A contour plot is an efficientalternative to scatter plots for viewing andinterpreting large amounts of data from anNDT survey along multiple paths.

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able contour plotting tool to visualize NDT data frommultiple survey paths, improving the identificationof pavement areas that required follow-up destruc-tive tests.

Figure 1 (page 48) schematically shows how themethodology enables engineers to interpret three-dimensional survey data captured with NDT equip-ment but presented as two-dimensional contourplots and to produce an easy-to-read map of NDTdata. Contour plots allow for the efficient and reliablepresentation and visualization of a large amount ofNDT data and therefore eliminate the need for cor-relating multiple, cumbersome scatter plots. In sum-mary, the contour plots provide pavement engineerswith an improved methodology for interpreting dataand accurately identifying locations for follow-updestructive testing.

Applications Contour Plots of FWD DataIn 2010, Florida DOT pavement engineers investi-gated a taxiway pavement that exhibited severecracking, heaving, and depressions near an airporthangar. With an FWD, the engineers obtained dataalong 14 survey paths to evaluate the structuralintegrity of the pavement. The contour plot gener-ated from the FWD data (Figure 2, right) enabled theidentification of critical locations for follow-updestructive tests.

Contour Plots of GPR DataIn a recent research project, Florida DOT pavementengineers developed a methodology to estimateasphalt pavement density with multiple survey pathsfrom GPR. Using a contour plot like the one shown

in Figure 3 (below), the engineers were able to eval-uate the entire roadway density by identifying spe-cific locations of high and low density and were ableto minimize the number of destructive test coresrequired.

FIGURE 2 Contour plot of an airport pavement survey conducted with an FWD.Researchers combined data from 14 survey paths into a single contour plot toidentify critical locations for follow-up tests.

FIGURE 3 Contour plot of asphalt pavement density survey using GPR. Researchers combined data from sixsurvey paths into a single contour map of pavement density to determine locations for destructive tests.

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BenefitsAnalyzing pavement data with contour plots offersan improved and efficient method for evaluatingpavement characteristics and selecting the most crit-ical areas for follow-up destructive testing. The con-tour plot analysis saves time and money by reducingthe number of unnecessary destructive tests;improves safety by limiting the exposure of pave-ment technicians to highway traffic; and reduces dis-ruption to the traveling public. Florida DOTestimates that integrating NDT equipment and analy-sis through contour plots can reduce the costs ofproduction testing by as much as 50 percent, becauseof the decreased need for destructive tests and thereduced duration of lane closures.

The American Association of State Highway andTransportation Officials’ Technology Implementa-tion Group has selected this analysis technique—along with three pavement-related analysis toolsdeveloped by Florida DOT—as focus technologies topromote in the next two years. Marketed as“PaveSuite,” the three analysis tools include the fol-lowing:

u A method that uses FWD data to predictground motion induced by vibratory compaction,

u An automated faulting method that uses ahigh-speed profiler to locate the joints in jointedconcrete pavements, and

u An automated method for evaluating cross-

slopes and drainage paths using a multipurpose sur-vey vehicle to detect roadway areas prone to poordrainage and surface water entrapment.

Together or individually, these four techniquesprovide critical information to support informeddecision making about cost-effective rehabilitationand preservation strategies for highway transporta-tion infrastructure.

Additional information about contour plottingtechnology is available at www.aashtotig.org.

For more information, contact Bouzid Choubane,State Pavement Materials Engineer, Florida DOT StateMaterials Office, 5007 NE 39th Avenue, Gainesville, FL32609; 352-955-6302; [email protected].

ResourcePaveSuite. http://tig.transportation.org/Pages/PaveSuite.aspx.

EDITOR’S NOTE: Appreciation is expressed to G. P.Jayaprakash, Transportation Research Board, for hisefforts in developing this article.

Suggestions for Research Pays Off topics are welcome. Contact G. P. Jayaprakash, Transporta-tion Research Board, Keck 488, 500 Fifth Street,NW, Washington, DC 20001 (202-334-2952;[email protected]).

Survey vehicle equippedwith ground-penetratingradar.

http://www.aashtotig.org


http://tig.transportation.org/Pages/PaveSuite.aspx


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

*TRB is cosponsor of the meeting.

C A L E N D A R

September

10–12 2nd International Conferenceon TransportationGeotechnics*Sapporo, Hokkaido, Japan

12–13 International TransportationResearch Information AccessWorkshopWashington, D.C.

12–14 13th National Conference onTransportation Planning forSmall and Medium-SizedCommunitiesBig Sky, Montana

17–21 13th InternationalConference on Mobility andTransport for Elderly andDisabled People (TRANSED)*New Delhi, India

18–21 International Conference onLong-Life ConcretePavements*Seattle, Washington

19–21 4th International Conferenceon Accelerated PavementTesting*Davis, California

19–22 7th Symposium on PavementSurface Characteristics*Norfolk, Virginia

October

8–10 European TransportConference*Glasgow, Scotland

14–17 National Conference for RuralPublic and Intercity BusTransportation ConnectingCommunities: SharingSolutions*Salt Lake City, Utah

15–16 Marine Board Workshop: SafeNavigation in the U.S. ArcticSeattle, Washington

26–28 International Symposium onGeotechnical Engineering forHigh-Speed TransportationInfrastructure*Hangzhou, China

November

8–9 University TransportationCenter Spotlight Conferenceon Sustainable Energy andTransportation: Strategies,Research, DataWashington, D.C.

12–13 12th National Light RailConference: Sustaining theMetropolis—Light Rail Transitand Streetcars for Super CitiesSalt Lake City, Utah

December

12–16 1st International Conferenceon Connected Vehicles and Expo*Beijing, China

2013

January

13–17 TRB 92nd Annual MeetingWashington, D.C.www.TRB.org/AnnualMeeting

April

16–18 International HighwayTechnology Summit—Delivering InnovativeApproaches and BestPractices*Beijing, China

May

15–17 Road Safety on FourContinents*Beijing, China

TBD Integrating TransportationAgency Spatial and BusinessData for ImprovedManagement ReportingBoise, Idaho

20–22 7th National SeismicConference on Bridges andHighwaysOakland, California

June

2–3 10th InternationalSymposium on Cold RegionsDevelopment*Anchorage, Alaska

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TRB Meetings

http://www.TRB.org/AnnualMeeting

http://www.TRB.org/calendar


[NOTE: Nathan S. Erlbaum died in April 2012. The following Pro-file was under way before his passing, and he had approved anearly draft.]

Nathan S. Erlbaum’s distinctive ability to analyze an issuein transportation planning and pinpoint its scopealways proved crucial to TRB committees, on National

Cooperative Highway Research Program (NCHRP) panels, andat the New York State Department of Transportation (DOT),where he worked for 39 years.

As associate transportation analyst at New York State DOT, Erl-baum headed the Data Acquisition and Integration Section of thePerformance, Program, and Research Bureau. His areas of exper-tise included transportation, travel, energy, and freight data

research and analysis; forecastingand model development; the FederalHighway Administration (FHWA)Highway Statistics and ReportingProgram; data systems and informa-tion management; and the manage-ment of work programs, projectbudgets, bid offerings, and otheradministrative responsibilities.

In 1973, Erlbaum received amaster’s degree in transportationplanning from the PolytechnicInstitute of Brooklyn—his under-graduate alma mater—and startedas a program policy analyst at NewYork State DOT. In 1976, hebecame senior transportation ana-lyst, assessing and solving basictransportation and program prob-

lems, collecting and synthesizing data, developing computerprocessing requirements and user interfaces, and managing staff.

Erlbaum often quipped that “in New York, we do it differ-ently.” While at New York State DOT, Erlbaum analyzed anddisseminated data from public and private sources—the U.S.Census, the Census Transportation Planning Package, theNationwide Personal Transportation Survey and NationalHousehold Travel Survey (NHTS) New York State add-ons, theAmerican Travel Survey, the Truck and Vehicle Inventory andUse Surveys, and Commodity Flow Surveys. An innovator inapplying the NHTS New York State add-on program to DOTresearch needs, Erlbaum produced a report in 2009 that com-pared travel behavior data in New York State with travel datanationwide and compared New York City and state travel data.

At the start of a research project, Erlbaum would ask, “Whatproblem are we trying to solve here?” His forecasting and mod-eling projects included the Transportation Simulation Model-

ing State of Practice Review, Global Insight Development andForecast of Population and Business Demographics and Vehi-cle Miles of Travel, state Transearch data acquisition and analy-sis, the Business Location and Analysis Tool, and the Evaluationof Transportation Simulation Modeling project. He designed,computerized, and streamlined manual computational proce-dures for the FHWA Highway Statistics and Reporting Pro-gram and reviewed data processes and flow for the specificationof a new Traffic Monitoring System.

Among Erlbaum’s accomplishments are the development ofgeographic information system (GIS) coverages to support dataintegration and analysis, TransCAD modeling, ArcView andGIS analyses of Transearch and Transborder freight flow andorigin–destination data, DOT regional data profiles to assistregional offices in preparing comprehensive plans, and the useof GIS as an integrating tool for analyzing everything frompotential weigh-in-motion sites to demographic growth rates.He also developed a customized ArcGIS engine application tocreate a multispatial, layered visualization tool for transporta-tion data analysis and restructured the traffic count program toa 3-year cycle.

Erlbaum was noted for his ability to explain the intricaciesof data to “the people upstairs.” A section on the New York StateDOT website detailing the American Community Survey (ACS)includes text he wrote that clarifies the results for readers. In2001, Erlbaum played a critical role in the Data Needs in theChanging World of Logistics and Freight Transportation Con-ference in Saratoga Springs, New York. At the conference, hepointed out the need for transportation planners andresearchers to understand freight—in particular, trucks. Later,he gained funding for the University at Albany’s Regional Eco-nomic Freight Informatics Laboratory research team to developthe Traphic Tool Suite for freight analysis in New York State.The tool soon will be available on the DOT website.

Erlbaum was instrumental in obtaining support for dataresearch through NCHRP. He served on many NCHRP projectpanels, including panels on Microbencost software, using ACSdata in planning, and statistical and methodological standardsfor metropolitan travel surveys.

Erlbaum was a member of several TRB committees and taskforces, such as the Urban Transportation Data and InformationSystems Committee and the Planning Committee for the Con-ference on Using Census Data for Transportation Applications.Past service included the Microcomputer Evaluation of High-way User Benefits Committee and the National TransportationData Requirements and Programs Committee. He also servedthe American Association of State Highway and TransportationOfficials’ Standing Committee on Planning as a member of theCensus Data Work Group and of the Census TransportationPlanning Products Oversight Board.

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P R O F I L E S. . . . . . . . . . . . . . . . . . .

“Whatproblem arewe trying tosolve here?”

Nathan S. ErlbaumNew York State Department of Transportation

As chair of the Department of Civil, Environmental, andInfrastructure Engineering (CEIE) at George MasonUniversity, Fairfax, Virginia, and Dewberry Professor of

Civil Engineering since 2009, Deborah J. Goodings leads a pro-gram educating 400 undergraduate and graduate students.Under her guidance, the department has initiated an under-graduate honors program, a thriving Engineers for Interna-tional Development student group, and a master’s program ingeotechnical, construction, and structural engineering—theonly such program in the country. CEIE also has redefined itsgraduate program, incorporated local leaders in engineeringpractice and research as adjunct faculty, and raised the level ofinvolvement of the engineering industry advisory board.

Goodings’ research expertise is in geotechnical engineer-ing, with emphasis on the response of soil to extreme condi-

tions—including cold, heat, explosives, and river scour—andslope and reinforced soil retaining wall stability. After receivinga bachelor’s degree in civil engineering from the University ofToronto, Canada, in 1975 and a Ph.D. from Cambridge Uni-versity in the United Kingdom in 1979, Goodings worked as ageotechnical engineer in private practice. She joined the facultyat the University of Maryland (UMd) in 1981 as a geotechni-cal engineering professor, and served as a National ScienceFoundation visiting professor at the University of Colorado atBoulder from 1986 to 1987 and as a bye- fellow at Cambridgefrom 1996 to 1997.

Goodings became interested in academic administrationduring her appointment as associate department chair at UMd.She recognized UMd’s three strategic components—a distin-guished engineering program, a notable School of Public Pol-icy, and its location in the Washington, D.C., area—and workedwith the School of Public Policy to establish a Master of Engi-neering and Public Policy program in 2004 to educate engineersfor public policy practice.

She also became founding faculty adviser of the UMd chap-ter of Engineers Without Borders USA (EWB-USA). In 5 years,the chapter grew to a membership of 150 students and com-

pleted more than a dozen international infrastructure assign-ments, with Gooding acting as faculty lead on two early proj-ects with the hill tribes of northern Thailand.

“The effect on students often was transformative,” com-ments Goodings. “Students developed a whole new under-standing of the scope of engineering as a profession, themeaning of global citizenship, and their own capacity to effectchange—sometimes dramatic change—in people’s lives.”

With this experience founding and building successful pro-grams, Goodings pursued new opportunities in academicadministration, joining CEIE at George Mason in 2009. She wasdrawn to the youth of the university and its emphasis on inno-vation, readiness to experiment, enthusiasm for internationalengagement, and collegial faculty.

“Careers are understood only in retrospect—they are a blendof perseverance tempered with openness to opportu-nity and boldness combined with luck,” she reflects.“There are no truly self-made men or women. We ben-efit from the efforts, successes, and planning of thosewho have gone before and who mentor us, and we owethe same back to our profession.” Encouraging diver-sity in the engineering profession is a proven compet-itive advantage, she observes, and in a changingeconomic landscape, to keep the profession vibrant,new ways must be found to engage, retain, and expandthe horizons of engineers—and integrate professionalswith degrees in subject areas other than engineering.

Her long association with TRB has made her sensi-tive to the difficulties in bridging the gap between engineeringpractice and university research. “The comprehensive Interstatehighway network, deepwater offshore drilling platforms, theuse of geosynthetics in geotechnical projects, and thin-archdams keyed into rock abutments are clear evidence that civilengineering research has made its way into broad practice,”Goodings notes. “The demands placed on civil engineeringresearch faculty by universities, however, often make fulfillingthe immediate research needs of practitioners difficult.”

Goodings joined the Modeling for the Design, Construction,and Management of Geosystems standing committee at TRB in1988, serving as chair from 1993 to 1999. She was electedemerita member in 2004. She also served on the Geosynthet-ics Committee and on the Seasonal Climatic Effects on Infra-structure Committee. From 2005 to 2008, Goodings chairedthe Soil Mechanics Section.

In 2009, UMd created the Deborah J. Goodings Professor-ship in Engineering for Global Sustainability in recognition ofher work with EWB-USA. She has been recognized with TRB’sFred Burggraf Award, the U.S. Department of the Army Out-standing Civilian Service Medal, and the Engineering Medal ofExcellence from Professional Engineers Ontario in Canada.

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P R O F I L E S. . . . . . . . . . . . . . . . . . .

“We benefit from the efforts,

successes, and planning of

those who have gone before

and who mentor us, and we

owe the same back to our

profession.”

Deborah J. GoodingsGeorge Mason University

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Motorcycle Fatalities Rise Counter to TrendsA preliminary report from the Governors HighwaySafety Association shows no decrease in motorcyclefatalities in 2011—even as the number of all othermotor vehicle fatalities declined.

In the report, Motorcyclist Traffic Fatalities byState: 2011 Preliminary Data, 26 states and the District of Columbia reported an increase in motor-cycle deaths during the first nine months of 2011,bringing the projected fatality total to about 4,500 forthe year. This figure is similar to the number ofmotorcycle fatalities in 2010. According to theNational Highway Traffic Safety Administration, in2011, nonmotorcycle vehicle deaths fell to the low-est level since 1949.

The report offers suggestions for reducing motor-cycle fatalities. For example, helmets have proved tobe 37 percent effective in preventing fatal injuries todrivers and 41 percent effective for motorcycle pas-sengers. Alcohol impairment and excessive speedalso are factors in motorcycle deaths; nearly one-third of fatally injured motorcyclists in 2010 had ablood alcohol level above the legal limit, and 35 per-cent of motorcyclists involved in fatal crashes werespeeding. Also recommended is motorcycle driver

training—which is widely offered—and increasingthe awareness of automobile drivers about motor-cycles.

For the full report, visit bit.ly/GHSAreport.

Transit Ridership on the IncreaseResearch from the American Public TransportationAssociation (APTA) shows that in the first threemonths of 2012, public transit ridership in theUnited States increased by nearly 5 percent over rid-ership during the same period in 2011. A total of 2.7billion unlinked passenger trips were taken in thefirst quarter of 2012—an increase of 125.7 milliontrips compared with data for the first quarter of 2011.

Among the modes studied, the largest increases inridership were experienced by demand-responsivetransportation, which increased 7.1 percent to 51million, and by light rail transit, which increased 6.7percent to 123 million, across the United States.Heavy rail trips increased by 5.5 percent, commuterrail by 3.9 percent, trolley by 3.8 percent, and bus by4.5 percent. According to the report, bus transporta-tion in cities of all sizes comprised more than half ofthe total trips taken on public transit in the first quar-ter of 2012.

The full report is available at bit.ly/transitnumbers.

NEWS BRIEFS

Helmets are critical inhelping to prevent fatalinjuries to motorcycledrivers and passengers.

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RTRAFFIC

SAFETY

Traffic Safety in Bus CorridorsEMBARQ, the World Resources Institute’s center forsustainable transportation, analyzed more than 30bus corridors worldwide to investigate traffic safety.Drawing on bus corridor data, road safety audits,and interviews with safety experts and bus agencystaff, researchers identified crash types on bus corri-

dors and examined the safety impacts of bus rapidtransit (BRT) and various busway design features.

According to the report, major urban arterialsaccount for 15 percent of a city’s road network, butmore than 65 percent of severe pedestrian crashesoccur on these roads. The safety impacts of bus sys-tems vary widely, researchers found—in Bogotá,Colombia, and Guadalajara, Mexico, the implemen-tation of BRT systems led to a reduction in crashesand fatalities in the corridors, while in New Yorkand Porto Alegre, Brazil, streets with bus routes andbus corridors were associated with higher pedestriancrash rates.

Research findings include bus system design ele-ments that can improve safety—for example, closedstations with high platforms or center-lane systemswith left-turn interdictions. Other elements, such ascounterflow lanes, may increase crash risk, accord-ing to the report. Nevertheless, a road’s geometryand the size and complexity of its intersectionsemerged as key elements—these accurately predictedthe safety in a bus corridor.

To see the full report, visit www.embarq.org/sites/default/files/EMB2012_Traffic_Safety_on_Bus_Corridors_Pilot_Version.pdf.

INTERNATIONAL NEWS

Research shows that theimplementation ofTransMilenio, a bus rapidtransit system in Bogotá,Colombia, led to a decreasein pedestrian crash rates.

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RGELÁSCAR

http://www.embarq.org/sites/default/files/EMB2012_Traffic_Safety_on_Bus_Corridors_Pilot_Version.pdf

http://bit.ly/transitnumbers

ANALYZING MARINE SYSTEM PERFORMANCE—The Diagnosing the Marine TransportationSystem: Measuring Performance and Targeting Improvement conference, held June 26–28in Washington, D.C., offered a forum for stakeholders in government, academia, and theprivate sector to collaborate and to examine the use of performance metrics in maritimetransportation and waterways management. Keynote speakers included (left to right:) PollyTrottenberg, U.S. Department of Transportation; Michael J. Walsh, U.S. Army Corps of Engi-neers (ACE); Margaret Spring, National Oceanic and Atmospheric Administration, andCommittee on the Marine Transportation System (CMTS) Coordinating Board chair; and W.Jeff Lillycrop, U.S. ACE and CMTS Research and Development Integrated Action Teamchair.

SAVING MONEY THROUGH RESEARCH—Work-ing from SHRP 2 guides that comprise researchresults and extensive field testing to facilitateeasier selection, design, fabrication, and instal-lation of precast concrete products, the IllinoisTollway is using precast concrete pavementpanels 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 plac-ing more than 700 panels—compared to thetypical method of full-depth replacement.

SECOND STRATEGIC HIGHWAYRESEARCH PROGRAM NEWS

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COOPERATIVE RESEARCH PROGRAMS NEWS

TRB HIGHLIGHTS

Revising Guidelines for SlopeTraversabilityRollovers are the leading cause of fatalities in single-vehicle ran-off-road (ROR) crashes. Data indicatethat 31 percent of single-vehicle ROR crashes resultin a rollover, most of them initiated by vehicles dig-ging into the ground on embankments or in ditchesafter encroaching into the roadside. Studies showthat light trucks, with higher centers of gravity, areoverrepresented in rollover crashes and are morethan twice as likely as a passenger car to overturn ina single-vehicle ROR crash on a high-speed road-way.

Sales of light trucks increase each year, account-ing for more than 50 percent of all new passengervehicles sold; therefore, roadside safety guidelinesand practices must be updated to accommodate thecurrent vehicle fleet. Much of the guidance on sloperatios in the 2006 American Association of StateHighway and Transportation Officials’ (AASHTO)Roadside Design Guide is based on older research;recent studies suggest that some roadside slope con-ditions considered traversable for passenger cars maynot be suitable for light trucks.

The Texas A&M Transportation Institute hasreceived a $500,000, 30-month grant (NCHRP Proj-ect 17-55, FY 2012) to develop slope conditionsguidelines for today’s passenger vehicle fleet.

For more information, contact Mark S. Bush, TRB,202-334-1646, [email protected].

Crash Injury Measurement andReporting SystemsCurrently, the severity of injuries in a traffic crash isestimated by police officers at the scene, who typi-cally use a simple injury rating scale. This scale candiffer substantially from the findings of medical per-sonnel. Although some states employ the NationalHighway Traffic Safety Administration’s (NHTSA)Crash Outcome Data Evaluation System, which con-ducts a probabilistic matching of statewide healthrecords with crash reports, it is technically complexand not used in all states.

The Governors Highway Safety Association andNHTSA recently developed safety performance mea-sures that include the use of fatalities and seriousnonfatal injuries, and AASHTO is working on simi-lar performance measures. For serious nonfatalinjuries and crashes to become major performancemeasures for states, an accurate and feasible methodis needed for determining level-of-injury severitybased on a medical assessment.

The University of Michigan has received a$450,000, 24-month contract (NCHRP Project 17-57, FY 2012) to identify an injury scoring system, todevelop a roadmap for states to implement interimmeasuring and reporting systems and construct astate-based framework to link crash and injuryrecords.




Cost–Benefit Metrics forBehavioral Highway SafetyCountermeasuresStates currently do not have a nationally recognizedmethodology for allocating safety resources amongbehavioral safety countermeasures. A cost–benefitmethodology would assist states in making invest-ment decisions and allow them to compare behav-ioral and engineering countermeasures.

HDR Engineering, Inc., has received a $450,000,24-month contract (NCHRP Project 17-60, FY 2012)to develop a cost–benefit methodology for behav-ioral highway safety for use by state and local agen-

cies, providing a quantitative analytical approachwith clearly defined criteria, and to apply themethodology to countermeasures identified inNCHRP Report 622, Effectiveness of Behavioral High-way Safety Countermeasures.


Unsignalized Intersection GuideApproximately 90 percent of intersections in theUnited States are unsignalized; in 2007, more than6,000 fatalities were estimated to have occurred atthese types of intersections. State and local trans-portation agencies must consider how the designand operation of unsignalized intersections can bet-ter address safety performance, operations, multi-modal needs, and other impacts. Many local agenciesdo not have professional engineers on staff but stillmust make decisions on treatments at unsignalizedintersections. Practical guidance can assist trans-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 inselecting design, operational, maintenance, enforce-ment, and other treatments to improve safety, mobil-ity, and accessibility at unsignalized intersections.

For more information, contact B. Ray Derr, TRB,202-334-3231, [email protected].

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TRB HIGHLIGHTS

An NCHRP project willproduce a guide to assistlocal transportationagencies in the designand operation ofunsignalizedintersections.

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PROJECTING AHEAD—Robert L. Sack (left), New York State DOT, participates in discussion at the spring meeting ofthe 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 ResearchProgram (NCHRP), define research emphasis areas, and apply findings, as well as solicit and screen research prob-lem statements and provide oversight for NCHRP.

COOPERATIVE RESEARCH PROGRAMS NEWS (continued)



BOOKSHELF

Attracting, Recruiting, and Retaining SkilledStaff for Transportation System Operations and ManagementNCHRP Report 693

Guidance is provided to transportation agenciesfor recruiting and retaining qualified professionalstaff in systems operation and management.Explored are career paths, skill requirements, train-ing needs, successful programs, state-of-the-art ini-tiatives, and best practices.

2012; 155 pp.; TRB affiliates, $50.25; nonaffiliates,$67. Subscriber categories: highways; administrationand management; education and training; maintenanceand preservation.

Evaluation and Performance Measurement ofCongestion Pricing ProjectsNCHRP Report 694

Presented in this report is information for trans-portation agencies that are developing measures forevaluating congestion-pricing projects, collectingdata, tracking performance, and communicatingresults to decision makers, users, and the public. Thewebsite posting of this report includes appendixinformation not supplied in the print edition.

2011; 181 pp.; TRB affiliates, $51; nonaffiliates,$68. Subscriber categories: finance; highways; opera-tions and traffic management.

Performance-Related Specification for Hot-Mixed AsphaltNCHRP Report 704

This report provides a proposed performance-related specification for hot-mix asphalt. Quality-Related Specification Software (QRSS), a stand-aloneprogram for Microsoft Windows, employs a databaseof solutions based on the Mechanistic–Empirical Pave-ment Design Guide developed by NCHRP and pub-lished by AASHTO. Information and links fordownloading the QRSS are available online.

2011; 185 pp.; TRB affiliates, $51; nonaffiliates, $68.Subscriber categories: highways; materials; construction.

Trade-Off Considerations in Highway Geometric DesignNCHRP Synthesis 422

Examined in this volume are the processes trans-portation agencies use to evaluate geometric designtrade-offs between competing interests. The reportalso highlights key publications on conventionalapproaches, context-sensitive solutions and context-sensitive design, and performance-based approaches,as well as gaps in the information or in the analysisprocesses that support design decisions.

2011; 163 pp.; TRB affiliates, $47.25; nonaffiliates:$63. Subscriber categories: design; highways.

English–Chinese andChinese–English Glossary ofTransportation TermsEdited by Rongfang Liu and EvaLerner-Lam. American Societyof Civil Engineers (ASCE),2012; 284 pp.; ASCE members,$56.25; nonmembers, $75; 978-07-8441-205-3.

Dynamic knowledge ex-change between English- and Chinese-speakingtransportation researchers and professionals requiresa commonly accepted glossary of transportation anddevelopment terms. This volume contains an exten-sive dictionary of more than 1,200 transportation ex-pressions commonly used in American English.Each term is defined and matched with its corre-sponding term in simplified Chinese. Editor RongfangLiu is chair of TRB’s Major Activity Center Circula-tion Systems Committee and a frequent contributorto the Transportation Research Record: Journal of theTransportation Research Board.

Load and ResistanceFactor Design (LRFD)Bridge DesignSpecifications, 6th EditionAmerican Association ofState Highway and Trans-portation Officials(AASHTO), 2012; 1,672pp.; AASHTO members,$280; nonmembers, $336;15-6051-523-4.

The sixth edition of the LRFD Bridge Design Spec-ifications includes significant updates on topics suchas elastomeric bearing design, special shear resis-tance factor for lightweight concrete, designs forbridge piers and abutments to withstand vehicle col-lisions, clarifications for partially prestressed con-crete beams, curved posttensioned box girderbridges, mechanically stabilized earth wall design,and more. A section on the design of sound barriersalso has been added.

TRB PUBLICATIONS

The books in this section are not TRBpublications. To order,contact the publisherlisted.

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BOOKSHELF

Long-Term Performance of Polymer Concrete for Bridge DecksNCHRP Synthesis 423

Research, specifications, and procedures related tothin polymer overlays (TPOs) are addressed in thisvolume, including the performance of TPOs in fieldapplications, factors influencing performance, currentconstruction guidelines and repair procedures, andsuccesses and failures of TPOs.

2011; 63 pp.; TRB affiliates, $34.50; nonaffiliates,$46. Subscriber categories: bridges and other structures;highways; maintenance and preservation; materials.

Waterproofing Membranes for Concrete Bridge DecksNCHRP Synthesis 425

This synthesis compiles information on materials,specification requirements, design details, applicationmethods, system performance, and costs of water-proofing membranes on new and existing bridgedecks since 1995. North American practices are thefocus, with some information about European andAsian systems.

2012; 55 pp.; TRB affiliates, $34.50; nonaffiliates,$46. Subscriber categories: bridges and other structures;highways; maintenance and preservation.

Improving Safety-Related Rules Compliance in the Public Transportation IndustryTCRP Report 149

Best practices are identified for a comprehensiveapproach to comply with safety-related rules: screen-ing and selecting employees; training and testing;communication, monitoring, and responding to non-compliance; and safety management. A prototypesafety reporting system is presented for public trans-portation.

2011; 116 pp.; TRB affiliates, $42.75; nonaffiliates,$57. Subscriber category: public transportation.

Communication with Vulnerable Populations: A Transportation and Emergency ManagementToolkitTCRP Report 150

This report describes how to communicate emer-gency transportation options to vulnerable popula-tions, and offers a toolkit for constructing a scalable,adaptable communication process built on a networkof agencies from the public, private, and nonprofitsectors.

2011; 159 pp.; TRB affiliates, $47.25; nonaffiliates,$63. Subscriber categories: public transportation; secu-rity and emergencies; society.

Innovative Rural Transit ServicesTCRP Synthesis 94

Highlighted are the responses of transit and ruralintercity bus services to the changing transportationneeds of rural communities, with a focus on entre-preneurship, innovation, and the conditions requiredfor innovation.

2011; 43 pp.; TRB affiliates, $30.75; nonaffiliates,$41. Subscriber categories: administration and manage-ment; planning and forecasting; public transportation.

Practices for Wayside Rail Transit Worker ProtectionTCRP Synthesis 95

This synthesis comprises the results of telephoneinterviews, transit agency site visits, and a literaturereview and assembles an overview of the knowledge,practice, lessons learned, and gaps in informationrelated to wayside rail transit worker protection pro-grams.

2012; 79 pp.; TRB affiliates, $40.50; nonaffiliates,$54. Subscriber categories: administration and manage-ment; education and training; public transportation;safety and human factors; society.

Off-Board Fare Payment Using Proof-of-PaymentVerificationTCRP Synthesis 96

This synthesis examines the application of proof ofpayment on transit systems in North America andacross the globe. Issues addressed include evasion andinspection rates, enforcement techniques, fare inspec-tion personnel duties, adjudication processes, and eva-sion penalties.

2012; 117 pp.; TRB affiliates, $45; nonaffiliates, $60.Subscriber categories: public transportation; finance.

Guidebook for Measuring Performance ofAutomated People Mover Systems at AirportsACRP Report 37A

This companion report to ACRP Report 37 assistsin the measurement of automated people mover sys-tem performance at airports. Performance measuresare identified and defined—including service avail-ability, safety, operations and maintenance expense,capacity utilization, user satisfaction, and reliability.

2012; 125 pp.; TRB affiliates, $45; nonaffiliates, $60.Subscriber category: aviation.

The Carbon Market: A Primer for AirportsACRP Report 57

This volume explores opportunities for—andchallenges to—participation in carbon and other

TRB PUBLICATIONS (continued)

BOOKSHELF

environmental credit trading markets. Also addressedare new terms and concepts related to these markets.

2011; 72 pp.; TRB affiliates, $36.75; nonaffiliates,$49. Subscriber category: aviation.

Airport Industry Familiarization and Training for Part-Time Airport Policy MakersACRP Report 58

Policy issues affecting airport administrative andoperational decisions are addressed, along with acommon framework for policy leaders, stakeholders,and decision makers to understand airport adminis-trative and operational requirements.


Information Technology Systems at Airports: A PrimerACRP Report 59

Designed to facilitate mutual understandingbetween airport executives and information technol-ogy (IT) professionals, this volume offers techniquesto identify and communicate critical IT issues andprinciples for implementing new airport IT systems.


Airport Insurance Coverage and Risk Management PracticesACRP Synthesis 30

Geared to airport officials, this synthesis identifiesthe variables that affect insurance purchasing andthe range of risk management practices among U.S.airports.

2011; 51 pp.; TRB affiliates, $32.25; nonaffiliates,$43. Subscriber categories: administration and man-agement; aviation; finance.

Airline and Airline–Airport Consortiums toManage Terminals and EquipmentACRP Synthesis 31

This synthesis presents the current state of thepractice in airline–airport consortiums in the UnitedStates, addressing the scope of responsibilities, con-sortium formation, membership, contractual agree-ments and insurance, organizational structures, andmore. Includes appendices.

2011; 92 pp.; TRB affiliates, $73.50; nonaffiliates,$98. Subscriber categories: administration and man-agement; aviation; finance.

Guidebook for Understanding Urban Goods MovementNCFRP Report 14

Case studies explore how urban supply chainsconnect to the economy, infrastructure, and land usepatterns of cities; the impact of land use codes andregulations on private-sector freight providers; andplanning strategies for improving mobility and accessfor goods movement in urban areas. A CD-ROM withadditional material is included.

2012; 107 pp.; TRB affiliates, $52.50; nonaffiliates,$70. Subscriber categories: freight transportation; plan-ning and forecasting.

Preserving and Protecting Freight Infrastructure and RoutesNCFRP Report 16

This volume provides guidance for avoiding con-flicting land uses and mitigating existing uses.Included is information about freight transportationinfrastructure; the types of conflicts between freightand other land uses; and resources to help preservefacilities and corridors. A CD-ROM includes appen-dices.

2012; 83 pp.; TRB affiliates, $48; nonaffiliates, $64.Subscriber categories: freight transportation; planningand forecasting; terminals and facilities.

Case Studies in CollaborationSHRP 2 Capacity Project C01

Twenty-three case studies on collaborative deci-sion making about additions to highway capacitywere developed through Capacity Project C01,exploring collaboration in a variety of transporta-tion applications and providing real-world best prac-tices, pitfalls, and lessons learned.

2011. Case studies available at www.trb.org/Strate-gicHighwayResearchProgram2SHRP2/Pages/Case_Studies_in_Collaboration_373.aspx.

Requirements and Feasibility of a System forArchiving and Disseminating Data from SHRP 2 Reliability and Related StudiesSHRP 2 Report S2-L13-RW-1

This report assesses the technical, economic, andbusiness aspects of developing, operating, and main-taining a long-lived archival system that preservesinformation from SHRP 2 projects for a period of 20to 50 years.

2011, 68 pp., web only. Available at http://onlinepubs.trb.org/onlinepubs/shrp2/SHRP2_S2-L13-RW-1.pdf.


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http://www.trb.org/Strate-gicHighwayResearchProgram2SHRP2/Pages/Case_Stu

http://www.trb.org/StrategicHighwayResearchProgram2SHRP2/Pages/Case_Studies_in_Collaboration_373.aspx

http://www.trb.org/Strate-gicHighwayResearchProgram2SHRP2/Pages/Case_Stu

http://onlinepubs.trb.org/onlinepubs/shrp2/SHRP2_S2-L13-RW-1.pdf

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BOOKSHELF

Encouraging Innovation in Locating andCharacterizing Underground UtilitiesSHRP 2 Report S2-R01-RW

This report explores underground utility locat-ing practices, examines current and emerging tech-nologies, and identifies areas for improvement andsubsequent research.

2009, 131 pp.; web only. Available at http://onlinepubs.trb.org/onlinepubs/shrp2/shrp2_S2-R01-RW.pdf.

Development of the Selection Assistant for UtilityLocating TechnologiesSHRP 2 Report S2-R01-RW-2

Outlined are the software development tasks asso-ciated with SHRP 2 Renewal Project R01. The web-based application includes a decision-support systemto assist users with limited expertise in understand-ing utility-locating equipment.

2011, 131 pp., web only. Available at http://onlinepubs.trb.org/onlinepubs/shrp2/SHRP2_S2-R01-RW-2.pdf.

Research on the Health and Wellness ofCommercial Truck and Bus Drivers: Summary of an International Conference Conference Proceedings on the Web 5

The proceedings of a 2010 conference on com-mercial truck and bus driver health and wellnesshighlight noteworthy issues and gaps in knowledgeand describe suggestions for possible future direc-tions in transportation health and safety research.

2012; 128 pp.; web only. Available at www.trb.org/Publications/PubsConferencesandWorkshopsWeb.aspx.

Transportation Systems for Livable CommunitiesConference Proceedings on the Web 6

Presented in this volume is a summary of a 2010conference that explored the challenges of incorpo-rating livability into transportation programs andprojects. Opening session presentations, panel dis-cussions, and outlines of key research needs and pos-sible performance measures are included.

2012; 154 pp.; web only. Available at www.trb.org/Publications/PubsConferencesandWorkshopsWeb.aspx.

Environment 2011Transportation Research Record 2233

The papers in this volume explore topics such asintegrated bus information systems, a comparison ofgreenhouse gas and criterion pollutant emissions,coordinated signal control, air quality–related mortal-ity impacts of different transportation modes, and theeffects of aging on tire–pavement noise generation.

2011; 186 pp.; TRB affiliates, $55.50; nonaffiliates,$74. Subscriber categories: environment; energy.

Critical Infrastructure Protection and Resilience:Emergency Evacuation 2011Transportation Research Record 2234

Improving the resilience of critical infrastructuresystems, defending transportation networks againstattack, the location of medical facilities, and othertopics are presented in this volume.

2011; 134 pp.; TRB affiliates, $49.50; nonaffiliates,$66. Subscriber categories: security and emergencies;transportation, general; planning and forecasting.

Maintenance and Preservation of PavementsTransportation Research Record 2235

Authors present research on life-cycle cost-basedpavement preservation treatment design, pavementpreservation, preventive maintenance treatments,pavement preservation on high-traffic-volume road-ways, fresh emulsified asphalt chip seals, flowable fillfor rapid pavement repair, and more.

2011; 112 pp.; TRB affiliates, $45.75; nonaffiliates,$61. Subscriber categories: maintenance and preserva-tion; pavements.

Safety Data, Analysis, and Evaluation 2011, Vol.1Transportation Research Record 2236

Explored in this volume are the effects of mobilephone use on accident risk, a model of the relation-ship between Interstate crash occurrence and geo-metrics, an analysis of naturalistic driving event data,cyclist safety at signalized intersections, and a longi-tudinal analysis of traffic crashes.

2011; 119 pp.; TRB affiliates, $45.75; nonaffiliates,$61. Subscriber categories: safety and human factors;data and information technology.

Safety Data, Analysis, and Evaluation 2011, Vol. 2Transportation Research Record 2237

Research papers address traffic conflict indica-tors, improved time-to-collision definition, arterialsignal coordination, real-time crash risk, the effectsof built-environment characteristics on pedestriancrash frequency, crash identification and reconstruc-tion, and other topics.

2011; 159 pp.; TRB affiliates, $52.50; nonaffiliates,$70. Subscriber categories: safety and human factors;data and information technology.


To order TRB titles described in Bookshelf, visit theTRB online Bookstore, at www.TRB.org/bookstore/, orcontact the Business Office at 202-334-3213.

The TRR Journal Onlinewebsite provides electron-ic access to the full text ofmore than 12,000 peer-reviewed papers that havebeen published as part ofthe Transportation Re-search Record: Journalof the TransportationResearch Board (TRRJournal) series since1996. The site includesthe latest in search tech-nologies and is updatedas new TRR Journal pa-pers become available. Toexplore the TRR Onlineservice, visit www.TRB.org/TRROnline.

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TR Newswelcomes the submission of manuscripts for possiblepublication in the categories listed below. All manuscripts sub-mitted are subject to review by the Editorial Board and otherreviewers to determine suitability for TR News; authors will beadvised of acceptance of articles with or without revision. Allmanuscripts accepted for publication are subject to editing forconciseness and appropriate language and style. Authorsreceive a copy of the edited manuscript for review. Original art-work is returned only on request.

FEATURES are timely articles of interest to transportation pro-fessionals, including administrators, planners, researchers, andpractitioners in government, academia, and industry. Articles areencouraged on innovations and state-of-the-art practices per-taining to transportation research and development in all modes(highways and bridges, public transit, aviation, rail, marine, andothers, such as pipelines, bicycles, pedestrians, etc.) and in allsubject areas (planning and administration, design, materialsand construction, facility maintenance, traffic control, safety,security, logistics, geology, law, environmental concerns, energy,etc.). Manuscripts should be no longer than 3,000 words (12double-spaced, typed pages). Authors also should provide chartsor tables and high-quality photographic images with corre-sponding captions (see Submission Requirements). Prospectiveauthors are encouraged to submit a summary or outline of a pro-posed article for preliminary review.

RESEARCH PAYS OFF highlights research projects, studies,demonstrations, and improved methods or processes that provide innovative, cost-effective solutions to important t rans portation-related problems in all modes, whether theypertain to improved transport of people and goods or provi-sion of better facilities and equipment that permits such trans-port. Articles should describe cases in which the applicationof project findings has resulted in benefits to transportationagencies or to the public, or in which substantial benefits areexpected. Articles (approximately 750 to 1,000 words) shoulddelineate the problem, research, and benefits, and be accom-panied by one or two illustrations that may improve a reader’sunderstanding of the article.

NEWS BRIEFS are short (100- to 750-word) items of inter-est and usually are not attributed to an author. They may beeither text or photographs or a combination of both. Linedrawings, charts, or tables may be used where appropriate.Articles may be related to construction, administration, plan-ning, design, operations, maintenance, research, legal matters,or applications of special interest. Articles involving brandnames or names of manufacturers may be determined to beinappropriate; however, no endorsement by TRB is implied

when such information appears. Foreign news articles shoulddescribe projects or methods that have universal instead oflocal application.

POINT OF VIEW is an occasional series of authored opin-ions on current transportation issues. Articles (1,000 to2,000 words) may be submitted with appropriate, high-qual-ity illustrations, and are subject to review and editing.

BOOKSHELF announces publications in the transportationfield. Abstracts (100 to 200 words) should include title, author,publisher, address at which publication may be obtained, num-ber of pages, price, and ISBN. Publishers are invited to submitcopies of new publications for announcement.

LETTERS provide readers with the opportunity to com-ment on the information and views expressed in publishedarticles, TRB activities, or transportation matters in gen eral.All letters must be signed and contain constructive comments. Letters may be edited for style and space considerations.

SUBMISSION REQUIREMENTS: Manuscripts submittedfor possible publication in TR News and any correspondenceon editorial matters should be sent to the Director, Publica-tions Office, Transportation Research Board, 500 Fifth Street,NW, Was hington, DC 20001, telephone 202-334-2972, or e-mail [email protected].

u All manuscripts should be supplied in 12-point type,double-spaced, in Microsoft Word, on a CD or as an e-mailattachment.

u Submit original artwork if possible. Glossy, high-qual-ity black-and-white photo graphs, color photographs, andslides are acceptable. Digital continuous -tone images mustbe submitted as TIFF or JPEG files and must be at least 3 in.by 5 in. with a resolution of 300 dpi. A caption should besupplied for each graphic element.

u Use the units of measurement from the researchdescribed and provide conversions in parentheses, as appro-priate. The International System of Units (SI), the updatedversion of the metric system, is preferred. In the text, the SIunits should be followed, when appropriate, by the U.S.customary equivalent units in parentheses. In figures andtables, the base unit conversions should be provided in afootnote.

NOTE: Authors are responsible for the authenticity of theirarticles and for obtaining written permissions from pub -lishers or persons who own the copyright to any previouslypublished or copyrighted material used in the articles.

I N F O R M A T I O N F O R C O N T R I B U T O R S T O

TR NEWS


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In these uncertain times, performanceexpectations and budget constraints require thattransportation agencies do things smarter,better, and faster than ever before. Spotlightsessions, workshops, and in-depth discussionsat the Transportation Research Board 92ndAnnual Meeting will highlight the critical rolethat transportation research and its deploymentplay in meeting these requirements.

Plan now to:

• Examine recent developments and changingcontexts that may affect transportationpolicy making, planning, design,construction, operations, and maintenance;

• Explore the role of research deployment inhelping the industry do things smarter,better, and faster, from the perspectives ofstakeholders and subject-matter expertsfrom all transportation modes;

• Discover how international, federal, state,regional, and local transportation agenciesare deploying the latest techniques andstrategies;

• Network with more than 11,000transportation professionals;

• Take advantage of 3,000-plus presentationsin approximately 600 sessions and specialtyworkshops; and

• Learn from more than 150 exhibitsshowcasing a variety of transportation-related products and services.

Exhibit and Marketing OpportunitiesShow your organization’s support fortransportation research and innovation bybecoming an Annual Meeting Patron,Advertiser, or Exhibitor.

InformationRegistration opens mid-September 2012.Register before November 30, 2012, to takeadvantage of lower fees.

For more information, go towww.TRB.org/AnnualMeeting.

DEPLOYING TRANSPORTATION RESEARCHDoing Things Smarter, Better, Faster

Transportation Research Board 92nd Annual MeetingJanuary 13–17, 2013 ▪ Washington, D.C.

http://www.TRB.org/AnnualMeeting

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