Academic literature on the topic 'Transportation Transportation and state Environmental policy'
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Journal articles on the topic "Transportation Transportation and state Environmental policy"
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Downing, Donna, and Robert B. Noland. "Environmental Consequences of Reducing the Federal Role in Transportation: Legal Framework." Transportation Research Record: Journal of the Transportation Research Board 1626, no. 1 (January 1998): 3–10. http://dx.doi.org/10.3141/1626-01.
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The Intermodal Surface Transportation Efficiency Act (ISTEA) currently provides transportation grants to states financed by the Highway and Mass Transit Trust Funds and establishes a variety of requirements that seek to make environment a key factor in transportation planning and implementation. Devolution of the federal role would make states responsible for financing highway and transit improvements and for making related policy and program decisions. Although ISTEA is not primarily an environmental law, it contains numerous provisions that take into account the environmental implications of authorized activities. In addition, federal funding can trigger requirements for “major investment study” and National Environmental Policy Act (NEPA) processes that consider environmental impacts of proposed projects and allow for public comment. Devolution could affect the number of transportation projects subject to such scrutiny, where federal funding is the sole element that “federalizes” a project enough to make major investment study or NEPA requirements apply. And, although many other federal and state laws provide environmental protection, they typically do not focus on achieving an environmentally friendly transportation system. The impacts that devolution could have on environmental protection are explored here. The environmental provisions currently in ISTEA are reviewed and the potential role of NEPA and the Unfunded Mandates Reform Act in a devolution environment is identified. Other federal or state laws that may be available to “stand in” for environmental provisions eliminated or weakened by devolution are explored, and the potential environmental impacts of a reduced federal role in transportation oversight are discussed.
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Xu, Jintao, and Peter Berck. "China's environmental policy: an introduction." Environment and Development Economics 19, no. 1 (December 16, 2013): 1–7. http://dx.doi.org/10.1017/s1355770x13000624.
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AbstractThis special issue covers several important aspects of China's environmental policy, ranging from evaluation of government programs (biogas and the Sloping Land Conversion Program) that aim directly to enhance the rural environment, to the reform of natural resource sectors (collective and state forest reforms) that set foundations for the sustainable use of natural resources, and to the impacts of urban environmental policies (including urban transportation management and industrial pollution control policy). We provide an overview of the topic and a brief introduction to each of the contributed papers.
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Gao, Jingkang, and Jinhua Zhao. "Normative and image motivations for transportation policy compliance." Urban Studies 54, no. 14 (September 13, 2016): 3318–36. http://dx.doi.org/10.1177/0042098016664829.
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Compliance with laws and regulations intended to protect common pool resources in the urban context is essential in tackling problems such as pollution and congestion. A high level of non-compliance necessitates investigation into motivations behind compliance. The long-held instrumental theory emphasising the dependence of compliance on tangible deterrence measures fails to adequately explain empirical findings. More recently established compliance models incorporate normative, instrumental and image factors as motivations for compliance. We investigate the importance of normative and image motivations for transportation policy compliance, and the influence of the hukou (China’s household registration) on the composition of motivations. Through a case study of Shanghai’s license auction policy to inhibit car growth, we use a structural equation model and data from a survey ( n = 1389) of policy attitudes and compliance behaviour. The results show that both locals and migrants comply because of instrumental motivation. However, for locals, normative and image motivations not only influence compliance but do so to a greater degree than instrumental motivations. This stands in stark contrast with the fact that there was no statistical relationship between normative and image motivations and compliance for migrants. The significant contribution of normative and image motivations to compliance in locals bears positive implications for compliance, but the absence of that in migrants is worrying. If only instrumental motivations matter, then the government is really constrained in how it can go about keeping social order. Compliance obtained strictly through social control indicates an unsustainable state of governance.
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Waqas, Muhammad, Qian-li Dong, Naveed Ahmad, Yuming Zhu, and Muhammad Nadeem. "Understanding Acceptability towards Sustainable Transportation Behavior: A Case Study of China." Sustainability 10, no. 10 (October 15, 2018): 3686. http://dx.doi.org/10.3390/su10103686.
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Nowadays, increased usage of motorized vehicles has become a cause of serious environmental and health problems which results in noise pollution, air pollution and the emission of greenhouse gases. Sustainable transportation options such as green public buses, subways and public cycling have been introduced to improve environmental quality. However, their adoption is still in the initial stage. Therefore, the aim of this study is to explore the consumer attitude towards sustainable transportation, and their willingness to choose different environmentally friendly options like cycling and public green transportation by applying a norm activation model (NAM). More specifically, this study explored the role of different predictors (sustainable transport benefits awareness, traffic problem awareness, government policies and symbolic motives of using a car) affecting citizen’s acceptability to sustainable transportation options with mediating role of environmental concern and moderating role of self-transcendence and self-enhancement. A questionnaire-based survey conducted in four major metropolitan cities of China including Beijing, Shanghai, Guangzhou, and Xi’an found that acceptability towards sustainable transportation is derived from sustainable transport benefits awareness and traffic. Symbolic motives of the car have a negative association with acceptability towards sustainable transportation. The mediating effect of environmental concerns was proved, which extends the role of NAM in this study. Self-transcendence and self-enhancement have positive and negative moderating effects consecutively towards the acceptability of sustainable transportation. This study has potential implications for the government of China, transportation, and urban planning departments in order to take necessary measures to promote sustainable transportation behavior in Chinese citizens.
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Ryan, Christopher. "Application of Environmental Justice Analysis in a Statewide Freight Plan." Transportation Research Record: Journal of the Transportation Research Board 2654, no. 1 (January 2017): 29–36. http://dx.doi.org/10.3141/2654-04.
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Executive Order 12898 and subsequent U.S. Department of Transportation (DOT) orders require all state DOTs to complete environmental justice analyses to identify disproportionately high and adverse effects of programs, polices, and activities on minority populations and low-income populations. Many analysis techniques have emerged in practice and academic literature, but no official guidance has designated a preferred analysis approach. The passage of the Fixing America’s Surface Transportation Act introduced a number of new freight provisions for state DOTs, including a requirement to develop state freight plans to be eligible for funding through the National Highway Freight Program. This paper reviews the existing guidance for environmental justice analyses and documents the application of this guidance to an environmental justice analysis for the Minnesota Statewide Freight System Plan. The plan provides strategies and a policy framework for statewide freight stakeholders to guide planning efforts and investments in the state freight system. The paper concludes with a discussion of further considerations, strategies, and challenges facing freight planning practitioners in future freight environmental justice analyses.
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Smith, Timothy J., and Marion Butler. "Streamlining Success of Southeast Arkansas Interstate 69 Connector Project." Transportation Research Record: Journal of the Transportation Research Board 1941, no. 1 (January 2005): 145–48. http://dx.doi.org/10.1177/0361198105194100118.
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Streamlining the National Environmental Policy Act (NEPA) and FHWA's transportation planning process is a goal of all state departments of transportation as well as a presidential goal and directive (Executive Order 13274, Environmental Stewardship and Transportation Infrastructure Project Reviews). One section of the nationally designated Interstate 69 (I-69) corridor, the proposed north–south interstate from Canada to Mexico, used a project study process that combined innovative geographic information system (GIS) technology with early, proactive coordination with state and federal resource agencies, Native American tribes, and the public to expedite the NEPA project development process. The Southeast Arkansas I-69 Connector Project (I-69 connector) successfully integrated the development and management of a project-specific GIS with early and continuous stakeholder outreach. This approach fostered a cooperative project atmosphere in which alternatives were developed that responded to the concerns of all stakeholders. This approach proved invaluable in consensus building and in achieving concurrence in a compressed time frame from the public and regulatory resource agencies on the ultimate location of the new facility.
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Mattos, M. Beatriz C. "APPLICATION OF OIL SPILL ENVIRONMENTAL SENSITIVITY ANALYSES TO BRAZILIAN ROAD NETWORKS." International Oil Spill Conference Proceedings 2008, no. 1 (May 1, 2008): 169–75. http://dx.doi.org/10.7901/2169-3358-2008-1-169.
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ABSTRACT Roads provide the main means of transportation in Brazil. According to data from the Brazilian Department of Infrastructure and Transport, 96.2% of the passenger transportation and 61.8% of the cargo transportation are based on road infrastructure. However, three quarters of the Brazilian roads are in terrible, unsatisfactory or generally inadequate condition. Poor road conditions are responsible for a great number of accidents with severe consequences for the population and the environment. Given the importance of this matter, there is a need to develop an intelligent system for automatic classification of social and environmental sensitivity maps in order to support actions that respond to emergencies and to help in transportation planning, especially considering the heavy movement of hazardous cargo, such as petroleum and its derivates. For this, tools such as GIS (Geographic Information System) allow social-environmental and traffic engineering characterization maps to be analyzed on a unified, georeferenced digital base. This way, administrators can estimate which stretches of the network are more environmentally sensitive and which pose greater risks, and therefore draw inferences on the most socially and environmentally vulnerable. Social and environmental vulnerability data not only help in the classification of the areas which pose the greater risks, but also make it possible to decide on emergency support points, creating a culture of prevention in the area of hazardous cargo transportation. The case study on the state of Rio Grande do Norte provides a measure of the importance of such work. The city of Natal - the state capital - and the Guamarí petrochemical facility are interconnected by 180 Km Road, on which more than 100 tanker trucks loaded with diesel and its derivates travel every day. This road is classified as in poor conditions and, according to the Brazilian Roads Police, it is one of the most dangerous. The relevance of this work is to show how information consolidated to a single database, georeferenced in a GIS, can assist planning for the safe transport of oil and hazardous cargos, benefiting not only the state'S population but the environment as a whole.
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Johnston, Robert A., Mike McCoy, Marjorie Kirn, and Matthew Fell. "Streamlining the National Environmental Policy Act Process Through Cooperative Local-State-Federal Transportation and Land Use Planning." Transportation Research Record: Journal of the Transportation Research Board 1880, no. 1 (January 2004): 135–43. http://dx.doi.org/10.3141/1880-16.
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Borders, Stephen, Craig Blakely, Linda Ponder, and David Raphael. "Devolution's Policy Impact on Non-emergency Medical Transportation in State Children's Health Insurance Programs." Social Work in Public Health 26, no. 2 (February 28, 2011): 137–57. http://dx.doi.org/10.1080/19371911003776704.
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Bardman, Cynthia A. "Applicability of Biodiversity Impact Assessment Methodologies to Transportation Projects." Transportation Research Record: Journal of the Transportation Research Board 1601, no. 1 (January 1997): 35–41. http://dx.doi.org/10.3141/1601-06.
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Human activities often adversely affect natural landscapes or ecosystems. Natural landscapes typically consist of habitats differing in size, shape, structure, and composition. These components create biodiversity, which is broadly defined as the variety of the world’s organisms. Impacts on biodiversity—including direct impacts from development, secondary impacts, and impacts from active consumption—are increasing as the human population continues to grow. Impact on biodiversity is emerging as a concern of environmental groups. Highway construction may contribute to biodiversity loss because transportation corridors tend to disrupt normal patterns in the landscape. Transportation agencies, such as the Pennsylvania Department of Transportation, are interested in evaluating the need to analyze the effects on habitat fragmentation and biodiversity caused by roadway construction projects. Evaluation of such effects is a relatively new issue. There are currently no regulatory requirements to perform these types of evaluations. Therefore, the opportunity exists to develop rational and practical guidance to use on transportation projects. Even though no formal guidance exists, a number of similar methods in use could be modified for analyzing and quantifying impacts on biodiversity caused by highway projects. The decision whether to assess biodiversity for a project depends on the existing environment and the types of impacts the project will have on that environment. Whether mitigation of these biodiversity impacts should occur depends on the overall impacts on all resources by the proposed project. Much work still needs to be done in the development of an acceptable method for assessing the potential impacts of transportation projects on biodiversity. The general state analysis should be molded into an acceptable method for use by state departments of transportation. This method would need support in the form of a new mandate for implementation under the National Environmental Policy Act.
Dissertations / Theses on the topic "Transportation Transportation and state Environmental policy"
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Wong, Hiu-Nga Daisy. "Environmental quality and transport policy." Hong Kong : University of Hong Kong, 2001. http://sunzi.lib.hku.hk/hkuto/record.jsp?B23501777.
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Lee, Sin-yee Cindy. "Developing a sustainable transport system in Hong Kong : the nature and impacts of planning and policy constraints /." Hong Kong : University of Hong Kong, 1998. http://sunzi.lib.hku.hk/hkuto/record.jsp?B19906602.
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Wong, Hiu-Nga Daisy, and 黃曉雅. "Environmental quality and transport policy." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2001. http://hub.hku.hk/bib/B31945624.
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Lee, Sin-yee Cindy, and 李倩儀. "Developing a sustainable transport system in Hong Kong: the nature and impacts of planning and policy constraints." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1998. http://hub.hku.hk/bib/B3125973X.
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Alexander, Serena E. "From Planning to Action: An Evaluation of State Level Climate Action Plans." Cleveland State University / OhioLINK, 2016. http://rave.ohiolink.edu/etdc/view?acc_num=csu1470908879.
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Rosell, i. Segura Jordi. "Essays on Mobility and Environmental Policies in the Metropolitan Area of Barcelona." Doctoral thesis, Universitat de Barcelona, 2017. http://hdl.handle.net/10803/458237.
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Europe's cities – home to 70% of the EU population and generating over 80% of the Union's GDP - are connected by one of the world's best transport systems (European Commission Regional Policy, 2011). The Barcelona metropolitan area is home to 3 million people and occupies a surface area of 636 km2.
This thesis, is structured into four chapters and this introductory one. While chapter two analyze mobility characteristic in the Barcelona Metropolitan Area with policy implications, chapter three and four pursue to evaluate specific mobility policies. On chapter 5 concludes and add policy recommendations.
On chapter 2 we analyze the factors influencing CO2 emissions from daily urban mobility. Concerns about the unequal distribution of greenhouse gas emissions attributable to mobility are gaining increasing attention in scholarly analyses as well as in the public policy arena. Factors influencing on different emitters are largely unknown; and the influence is assumed to be the same for all emitters, be them low or high emitters. We use a household travel survey in the metropolitan area of Barcelona to differentiate the factors that result in different rates of emission. As a results, we find that top ten per cent emitters produce 49% of total emissions, while non-daily emitters account for 38.5% of the sample. We adopt a quantile regression approach, which allows us to find significant differences between groups. Gender, income and home-municipality type are influential in accounting for CO2 emissions for all groups. Educational level appears to be less significant, and occupation shows no significance at all. We confirm that socioeconomic factors have different influences on different emitting groups; these characteristics do not impact equally across all the population.
On chapter 3 two speed management policies – a variable speed system and an 80 km/h speed limit – have been implemented on Barcelona’s urban motorways to mitigate NOx and PM10 air pollution. In 2008, the maximum speed limit was reduced from 120 and 100 km/h to 80 km/h and, in 2009, a variable speed system was introduced on some metropolitan motorways. To do so, we use difference-in-differences methodology on the average and on different quantiles for fixed effect panel data, which allows us analyzing different scenarios. We find that the variable speed system improves air quality with regard to the two pollutants considered here, being most effective when nitrogen oxide levels are not too low and when particulate matter concentrations are below extremely high levels. However, reducing the maximum speed limit from 120/100 km/h to 80 km/h has no effect - or even a slightly increasing effect -on the two pollutants, depending on the pollution scenario.
On chapter 4 we compare the relative merits of public and private delivery within a mixed delivery system. We study the role played by ownership, transaction costs, and competition on local public service delivery within the same jurisdiction. Using a stochastic cost frontier, we analyze the public-private urban bus system in the Barcelona Metropolitan Area. Academics and policy makers are increasingly shifting the debate concerning the best form of public service provision beyond the traditional dilemma between pure public and pure private delivery modes, because, among other reasons, there is a growing body of evidence that casts doubt on the existence of systematic cost savings from privatization, while any competition seems to be eroded over time. We find that private firms have higher delivery costs than those incurred by the public firm, especially when transaction costs are taken into account. Furthermore, tenders tend to decrease delivery costs.Esta tesis doctoral pretende analizar las políticas públicas de movilidad y medio ambiente en el Área Metropolitana de Barcelona. Fuertes externalidades negativas en congestión, efectos ambientales nocivos de polución así como la generación de gases de efectos invernadero se dan en esta área. Se analizan tres políticas públicas de movilidad en el Área Metropolitana de Barcelona. En concreto, se analizan los factores socioeconómicos que afectan a la emisión de gases de efecto invernadero, un sistema de gestión mixta de autobuses urbano, entre la compañía pública concesiones privadas de autobuses que discurren por la misma zona y, por último, se analizan las políticas de reducción de la velocidad máxima de 120 a 80 km/h entre el año 2008 y 2010, así como la política de velocidad variable introducida en 2009. Los factores socioeconómicos no son un gran descriptor de las emisiones de efecto invernadero en la movilidad diaria. Sin embargo, se encuentran diferencias de efecto entre los diferentes tipos de emisores al aplicar técnicas de cuantiles. Se encuentra que la última decila más contaminante emite casi la mitad de las emisiones de gases invernadero. Así, se obtiene un coeficiente del índice de Gini de 0.491. Para el caso del área de Barcelona, se encuentra que la política de peajes de acceso a Barcelona es insuficiente. La política de prestación mixta en el caso de Barcelona ha implicado que el operador público es mucho más eficiente al prestar el servicio que los concesionarios privados en la misma zona. Uno de los principales motivos es la falta de competencia por los contratos de prestación de servicio a los operadores privados. Además, se ha incorporado los costes de transacción del regulador. La política de reducción de la velocidad máxima de 120/100 a 80 km/h no tiene efectos en los niveles de NOx y PM10 una vez aplicada. No se recomienda la activación de esta política los días con unos altos niveles de contaminación. Sin embargo, la política de reducción de la velocidad variable tiene efectos sobre la reducción de estos contaminantes. Así, recomendamos la extensión de esta política a otras vías.
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Siddique, Sharif Rayhan. "Development of policies to ameliorate the environmental impact of cars in Perth City, using the results of a stated preference survey and air pollution modelling." University of Western Australia. Faculty of Business, 2007. http://theses.library.uwa.edu.au/adt-WU2007.0165.
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[Truncated abstract] Air pollution is increasingly perceived to be a serious intangible threat to humanity, with air quality continuing to deteriorate in most urban areas. The main sources of inner city pollution are motor vehicles, which generate emissions from the tail pipe as well as by evaporation. These contain toxic gaseous components which have adverse health effects. The major components are carbon monoxide (CO), nitrogen dioxide (NO2), nitric oxide (NO), sulphur dioxide (SO2), particulates (PM10), and volatile organic compounds (VOC). CO and oxides of nitrogen (NOx) are major emissions from cars. This study focuses on pollutant concentration in Perth city and has sought to develop measures to improve air quality. To estimate concentrations, the study develops air pollution models for CO and NOx; on the basis of the model estimates, effective policy is devised to improve the air quality by managing travel to the city. Two peaks, due to traffic, are observed in hourly CO and NOx concentrations. Unlike traffic, however, the morning peak does not reach the level of the afternoon peak. The reasons for this divergence are assessed and quantified. Separate causal models of hourly concentrations of CO and NOx explain their fluctuations accurately. They take account of the complex effects of the urban street canyon and winds in the city. The angle of incidence of the wind has significant impact on pollution level; a wind flow from the south-west increases pollution and wind from the north-east decreases it. The models have been shown to be equivalent to engineering and scientific models in estimating emission rate in the context of street canyons. However the study models are much more precise in the Perth context. ... The models are used to calculate the marginal effects for all attributes and elasticity for fuel price. In almost all attributes the non-work group is more responsive than the work group. Finally, the SP model results are integrated into an econometric model for the purpose of prediction. The travel behaviour prediction is used to estimate the policy impact on air quality. The benefit from the air quality improvement is reported in terms of life saved. The estimated relationships between probability of death and air pollution determines the number of lives that could be saved under various policy scenarios. A ratio of benefits to the financial and perceived sacrifices by drivers is calculated to compare the effectiveness of the suggested policies. A car size charge policy was found to be the most cost effective measure to ameliorate the environmental impact of cars in Perth, with a morning peak entry time charge being almost as cost effective. The study demonstrates the need for appropriate modelling of air pollution and travel behaviour. It brings together analytical methods at three levels of causality, vehicle to air pollution, charge to travel response, and air pollution to health.
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Lo, Sze-yuen Henri. "A critical evaluation of public transport policy formulation in Hong Kong." Click to view the E-thesis via HKUTO, 2005. http://sunzi.lib.hku.hk/hkuto/record/B31595157.
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Taylor, Brian D. "When finance leads planning : the influence of public finance on transportation planning and policy in California /." Berkeley : University of California Transportation Center, 1992. http://www.uctc.net/research/diss001.pdf.
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Siu, Wai-ming. "The development of transport policy in Hong Kong." Hong Kong : University of Hong Kong, 2001. http://sunzi.lib.hku.hk:8888/cgi-bin/hkuto%5Ftoc%5Fpdf?B23339160.
Full textBooks on the topic "Transportation Transportation and state Environmental policy"
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Forkenbrock, David J. Environmental justice and transportation investment policy. Iowa City: University of Iowa, Public Policy Center, 1996.
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Button, Kenneth John. Transport, the environment, and economic policy. Aldershot, Hants: Elgar, 1993.
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Barde, Jean-Philippe. Transport policy and the environment: Six case studies. London: Earthscan, 2009.
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Barde, Jean-Philippe. Transport policy and the environment: Six case studies. London: Earthscan, 2009.
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Transportation for livable cities. New Brunswick, N.J: Center for Urban Policy Research, 1999.
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The politics of mobility: Transport, the environment, and public policy. New York: Spon Press, 2001.
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Vigar, Geoff. The politics of mobility: Transport, the environment, and public policy. London: Spon Press, 2002.
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Raad, Sociaal-Economische. Nationaal milieubeleidsplan 2: Vervolgadvies verkeer en vervoer : vervolgadvies NMP2 inzake verkeer en vervoer. Den Haag: Sociaal-Economische Raad, 1994.
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Seminário sobre Meio Ambiente e Transporte Urbano (1989 São Paulo, Brazil). Meio ambiente e transporte urbano: Texto organizado a partir das teses, depoimentos e debates apresentados no Seminário sobre Meio Ambiente e Transporte Urbano realizado de 15 a 17 de maio de 1989, em São Paulo. São Paulo: A Secretaria, 1990.
Find full textBook chapters on the topic "Transportation Transportation and state Environmental policy"
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Lewis, Lynne, and Tom Tietenberg. "Transportation." In Environmental Economics and Policy, 255–69. 7th edition. | Abingdon, Oxon ; New York, NY : Routledge, 2020. | Tom Tietenberg appears as the first named author on earlier editions.: Routledge, 2019. http://dx.doi.org/10.4324/9780429503849-12.
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Suzuki, Motoyuki, Yoshitsugu Hayashi, and Hirokazu Kato. "Japanese Efforts to Solve Environmental Problems with a Focus on the Transport Sector." In Transportation Research, Economics and Policy, 73–92. New York, NY: Springer New York, 2011. http://dx.doi.org/10.1007/978-1-4419-7643-7_6.
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Hempel, Lamont C. "Environmental technology and the green car: towards a sustainable transportation policy." In Greening Environmental Policy, 66–86. New York: Palgrave Macmillan US, 1995. http://dx.doi.org/10.1007/978-1-137-08357-9_5.
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Macário, Rosàrio. "Energy Transitions in Transportation: Is it a Technology or a Policy-driven Process?" In NATO Science for Peace and Security Series C: Environmental Security, 83–96. Dordrecht: Springer Netherlands, 2007. http://dx.doi.org/10.1007/978-1-4020-6442-5_7.
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Körükcü, Öznur, and Kamile Kabukcuoğlu. "Health Promotion Among Home-Dwelling Elderly Individuals in Turkey." In Health Promotion in Health Care – Vital Theories and Research, 313–27. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-63135-2_22.
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AbstractAlthough the social structure of Turkish society has changed from a broad family order to a nuclear family, family relations still hold an important place, where traditional elements dominate. Still, elderly people are cared for by their family in their home environment. Thus, the role of family members is crucial in taking care of elderly individuals. In Turkey, the responsibility of care is largely on women; the elderly’s wife, daughter, or daughter-in-law most often provides the care. Family members who provide care need support so that they can maintain their physical, psychological and mental health. At this point, Antonovsky’s salutogenic health model represents a positive and holistic approach to support individual’s health and coping. The salutogenic understanding of health emphasizes both physical, psychological, social, spiritual and cultural resources which can be utilized not only to avoid illness, but to promote health.With the rapidly increasing ageing population globally, health expenditures and the need for care are increasing accordingly. This increase reveals the importance of health-promoting practices in elderly care, which are important for the well-being and quality of life of older individuals and their families, as well as cost effectiveness. In Turkey, the emphasis on health-promoting practices is mostly focused in home-care services including examination, treatment, nursing care, medical care, medical equipment and device services, psychological support, physiotherapy, follow-up, rehabilitation services, housework (laundry, shopping, cleaning, food), personal care (dressing, bathroom, and personal hygiene help), 24-h emergency service, transportation, financial advice and training services within the scope of the social state policy for the elderly 65 years and older, whereas medical management of diseases serves elderly over the age of 85. In the Turkish health care system, salutogenesis can be used in principle for two aims: to guide health-promotion interventions in health care practice, and to (re)orient health care practice and research. The salutogenic orientation encompasses all elderly people independently of their position on the ease-/dis-ease continuum. This chapter presents health-promotion practices in the care of elderly home-dwelling people living in Turkey.
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Manzoor, Amir. "Sustainable Infrastructures." In Social, Health, and Environmental Infrastructures for Economic Growth, 145–64. IGI Global, 2017. http://dx.doi.org/10.4018/978-1-5225-2364-2.ch008.
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Infrastructure investments can have long term consequences for the economy and environment of a country. Some notable public infrastructure projects include energy, transportation, water, and waste disposal systems. There are strong financial, environmental, and social change drivers that are forcing immediate changes. We need to rethink our infrastructure investments and develop sustainable, resilient, and affordable infrastructure systems for vital services of our society. These systems will be able to support the healthy and prosperous communities in future. The objective of this chapter is to review the current state of sustainable infrastructures and provide suggestions to policy makers responsible for infrastructure development how to develop sustainable infrastructures.
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Manzoor, Amir. "Sustainable Infrastructures." In Sustainable Infrastructure, 565–84. IGI Global, 2020. http://dx.doi.org/10.4018/978-1-7998-0948-7.ch026.
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Infrastructure investments can have long term consequences for the economy and environment of a country. Some notable public infrastructure projects include energy, transportation, water, and waste disposal systems. There are strong financial, environmental, and social change drivers that are forcing immediate changes. We need to rethink our infrastructure investments and develop sustainable, resilient, and affordable infrastructure systems for vital services of our society. These systems will be able to support the healthy and prosperous communities in future. The objective of this chapter is to review the current state of sustainable infrastructures and provide suggestions to policy makers responsible for infrastructure development how to develop sustainable infrastructures.
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Goetz, Andrew. "State Departments of Transportation." In Handbook of Transportation Policy and Administration, 121–44. CRC Press, 2007. http://dx.doi.org/10.1201/9781420017021.pt2.
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"Transportation Policy and Environmental Sustainability." In Moving Millions, 67–124. Dordrecht: Springer Netherlands, 2007. http://dx.doi.org/10.1007/978-1-4020-6702-0_4.
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Rina Majumdar, Sarmistha. "Environmental Impact on Transportation Policy." In Handbook of Transportation Policy and Administration, 227–38. CRC Press, 2007. http://dx.doi.org/10.1201/9781420017021.ch13.
Full textConference papers on the topic "Transportation Transportation and state Environmental policy"
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Keller, Kevin. "State Rail Plans: The Integration of Freight and Passenger Rail Planning." In 2011 Joint Rail Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/jrc2011-56023.
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The Passenger Rail Investment and Improvement Act of 2008 (PRIIA) was created to reauthorize the National Railroad Passenger Corporation, better known as Amtrak, and strengthen the US passenger rail network by tasking Amtrak, the U.S. Department of Transportation (US DOT), Federal Railroad Administration (FRA), States, and other stakeholders in improving service, operations, and facilities. PRIIA also tasks States with establishing or designating a State rail transportation authority that will develop Statewide rail plans to set policy involving freight and passenger rail transportation within their boundaries, establish priorities and implementation strategies to enhance rail service in the public interest, and serve as the basis for Federal and State rail investments within the State. In order to comply with PRIIA, State rail plans are required to address a broad spectrum of issues, including an inventory of the existing rail transportation system, rail services and facilities within the State. They must also include an explanation of the State’s passenger rail service objectives, an analysis of rail’s transportation, economic, and environmental impacts in the State, and a long-range investment program for current and future freight and passenger infrastructure in the State. The plans are to be coordinated with other State transportation planning programs and clarify long-term service and investment needs and requirements. This paper and presentation will illustrate the steps required in preparing a State rail plan and the benefits of having a properly developed plan.
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Nutt, Mark, Peter Swift, Jens Birkholzer, William Boyle, Timothy Gunter, Ned Larson, Robert MacKinnon, Kevin McMahon, and Ken Sorenson. "Overview of the United States Department of Energy’s Used Fuel Disposition Research and Development Campaign." In ASME 2013 15th International Conference on Environmental Remediation and Radioactive Waste Management. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/icem2013-96190.
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The United States Department of Energy (US DOE) is conducting research and development (R&D) activities within the Used Fuel Disposition Campaign (UFDC) to support storage, transportation, and disposal of used nuclear fuel (UNF) and wastes generated by existing and future nuclear fuel cycles. R&D activities are ongoing at nine national laboratories, and are divided into two major topical areas: (1) storage and transportation research, and (2) disposal research. Storage R&D focuses on closing technical gaps related to extended storage of UNF. For example, uncertainties remain regarding high-burnup nuclear fuel cladding performance following possible hydride reorientation and creep deformation, and also regarding long-term canister integrity. Transportation R&D focuses on ensuring transportability of UNF following extended storage, addressing data gaps regarding nuclear fuel integrity, retrievability, and demonstration of subcriticality. Disposal R&D focuses on identifying multiple viable geologic disposal options and addressing technical challenges for generic disposal concepts in various host media (e.g., mined repositories in salt, clay/shale, and granitic rocks, and deep borehole disposal in crystalline rock). R&D will transition to site-specific challenges as national policy advances. R&D goals at this stage are to increase confidence in the robustness of generic disposal concepts, to reduce generic sources of uncertainty that may impact the viability of disposal concepts, and to develop science and engineering tools that will support the selection, characterization, and ultimately licensing of a repository. The US DOE has also initiated activities that can be conducted within the constraints of the Nuclear Waste Policy Act to facilitate the development of an interim storage facility and supporting transportation infrastructure.
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Trager, Erin C. "Where We Are Now: The U.S. Federal Regulatory Framework for Alternative Energy on the OCS." In ASME 2009 28th International Conference on Ocean, Offshore and Arctic Engineering. ASMEDC, 2009. http://dx.doi.org/10.1115/omae2009-80154.
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Section 388 of the Energy Policy Act of 2005 (EPAct) amended the Outer Continental Shelf Lands Act (OCSLA) to grant the U.S. Department of the Interior (USDOI) discretionary authority to issue leases, easements, or rights-of-way for activities on the Outer Continental Shelf (OCS) that produce or support production, transportation, or transmission of energy from sources other than oil and gas, except for where activities are already otherwise authorized in other applicable law (e.g., the Deepwater Port Act of 1974 (33 U.S.C. 1501 et seq.), the Ocean Thermal Energy Conversion Act of 1980 (42 U.S.C. 9101 et seq.)) [1]. This authority was delegated to the Minerals Management Service (MMS), which was charged with developing regulations intended to encourage orderly, safe, and environmentally responsible development of alternative energy resources and alternate use of facilities on the OCS. MMS published its Alternative Energy/Alternate Use proposed rule in the Federal Register in July 2008 for public comment and held a series of public workshops to discuss the proposed regulations. The final regulations were submitted to the U.S. Office of Management and Budget (USOMB) on November 3, 2008 for clearance. In advance of final regulations, MMS announced an interim policy in November 2007 to authorize offshore data collection and technology testing activities in Federal waters. This measure was designed to allow developers to jumpstart data collection activities in support of potential future alternative energy development once regulations are in place. MMS has worked very closely with its State and Federal counterparts in implementing the interim policy, which has progressed most expeditiously on the Atlantic Coast. The interim policy is in effect until the MMS promulgates final rules. Beyond the MMS leasing process, several other Federal entities are involved in the permitting and licensing of alternative energy in the offshore environment, including the U.S. Army Corps of Engineers (USACE), the U.S. Coast Guard (USCG), and the Federal Aviation Administration (USFAA), among others. This paper will discuss the history of MMS’ program and policy development for offshore alternative energy activities; the steps taken to arrive at final regulations; as well as note the other regulatory bodies involved in the authorization of these activities in U.S. Federal waters.
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Nutt, Mark, Michael Voegele, Jens Birkholzer, Peter Swift, Kevin McMahon, Jeff Williams, and Mark Peters. "Establishment of Research and Development Priorities Regarding the Geologic Disposal of Nuclear Waste in the United States and Strategies for International Collaboration." In ASME 2011 14th International Conference on Environmental Remediation and Radioactive Waste Management. ASMEDC, 2011. http://dx.doi.org/10.1115/icem2011-59168.
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The U.S. Department of Energy Office of Nuclear Energy (DOE-NE), Office of Fuel Cycle Technologies (OFCT) has established the Used Fuel Disposition Campaign (UFDC) to conduct research and development (R&D) activities related to storage, transportation and disposal of used nuclear fuel (UNF) and high level radioactive waste (HLW). The U.S. has, in accordance with the U.S. Nuclear Waste Policy Act (as amended), focused efforts for the past twenty-plus years on disposing of UNF and HLW in a geologic repository at Yucca Mountain, Nevada. The recent decision by the U.S. DOE to no longer pursue the development of that repository has necessitated investigating alternative concepts for the disposal of UNF and HLW that exists today and that could be generated under future fuel cycles. The disposal of UNF and HLW in a range of geologic media has been investigated internationally. Considerable progress has been made by in the U.S and other nations, but gaps in knowledge still exist. The U.S. national laboratories have participated in these programs and have conducted R&D related to these issues to a limited extent. However, a comprehensive R&D program investigating a variety of storage, geologic media, and disposal concepts has not been a part of the U.S. waste management program since the mid 1980s because of its focus on the Yucca Mountain site. Such a comprehensive R&D program is being developed and executed in the UFDC using a systematic approach to identify potential R&D opportunities. This paper describes the process used by the UFDC to identify and prioritize R&D opportunities. The U.S. DOE has cooperated and collaborated with other countries in many different “arenas” including the Nuclear Energy Agency (NEA) within the Organisation for Economic Co-operation and Development (OECD), the International Atomic Energy Agency (IAEA), and through bilateral agreements with other countries. These international activities benefited the DOE through the acquisition and exchange of information, database development, and peer reviews by experts from other countries. Recognizing that programs in other countries have made significant advances in understanding a wide range of geologic environments, the UFDC has developed a strategy for continued, and expanded, international collaboration. This paper also describes this strategy.
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Sperry, Ben, and Curtis Morgan. "Evaluating the Impacts of Passenger Rail Service: Case Study and Lessons Learned." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36239.
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One common yet effective method used by planners to evaluate the impacts of mass transportation modes is an on-board survey of modal users. An abundance of research exists on this topic from the perspective of evaluating urban transit services; however, background literature on the application of on-board surveys for intercity passenger rail is limited. This paper contributes to passenger rail planning by reporting on the lessons learned during a research project which included an on-board survey of passengers on the Heartland Flyer, a passenger rail route between Oklahoma City, Oklahoma and Fort Worth, Texas. Transit on-board survey literature and insight gained from past on-board surveys of intercity rail passengers were used to guide the design of this case study. Lessons learned during the on-board data collection and quality control review process are also reported. Renewed investment in the nation’s intercity passenger rail network will likely result in the need to answer critical questions about how infrastructure funds are being distributed. To answer these critical questions, the lessons learned from this case study can be used to guide the development of future on-board surveys of intercity passenger rail routes. Potential applications include the evaluation of on-board service and amenities or data to support funding requests for state appropriations or grant programs established by the Passenger Rail Improvement and Investment Act of 2008. Measuring these impacts will play a critical role in the strength of funding applications, particularly in a policy environment with a renewed sense of accountability and transparency in the use of scarce public resources for transportation investment.
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Giurgiutiu, Victor, and Adrián E. Méndez Torres. "Opportunities and Challenges for Structural Health Monitoring of Radioactive Waste Systems and Structures." In ASME 2013 15th International Conference on Environmental Remediation and Radioactive Waste Management. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/icem2013-96195.
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Radioactive waste systems and structures (RWSS) are safety-critical facilities in need of monitoring over prolonged periods of time. Structural health monitoring (SHM) is an emerging technology that aims at monitoring the state of a structure through the use of networks of permanently mounted sensors. SHM technologies have been developed primarily within the aerospace and civil engineering communities. This paper addresses the issue of transitioning the SHM concept to the monitoring of RWSS and evaluates the opportunities and challenges associated with this process. Guided wave SHM technologies utilizing structurally-mounted piezoelectric wafer active sensors (PWAS) have a wide range of applications based on both propagating-wave and standing-wave methodologies. Hence, opportunities exist for transitioning these SHM technologies into RWSS monitoring. However, there exist certain special operational conditions specific to RWSS such as: radiation field, caustic environments, marine environments, and chemical, mechanical and thermal stressors. In order to address the high discharge of used nuclear fuel (UNF) and the limited space in the storage pools the U.S. the Department of Energy (DOE) has adopted a “Strategy for the Management and Disposal of Used Nuclear Fuel and High-Level Radioactive Waste” (January 2013). This strategy endorses the key principles that underpin the Blue Ribbon Commission’s on America’s Nuclear Future recommendations to develop a sustainable program for deploying an integrated system capable of transporting, storing, and disposing of UNF and high-level radioactive waste from civilian nuclear power generation, defense, national security, and other activities. This will require research to develop monitoring, diagnosis, and prognosis tools that can aid to establish a strong technical basis for extended storage and transportation of UNF. Monitoring of such structures is critical for assuring the safety and security of the nation’s spent nuclear fuel until a national policy for closure of the nuclear fuel cycle is defined and implemented. In addition, such tools can provide invaluable and timely information for verification of the predicted mechanical performance of RWSS (e.g. concrete or steel barriers) during off-normal occurrence and accident events such as the tsunami and earthquake event that affected Fukushima Daiichi nuclear power plant. The ability to verify the conditions, health, and degradation behavior of RWSS over time by applying nondestructive testing (NDT) as well as development of nondestructive evaluation (NDE) tools for new degradation processes will become challenging. The paper discusses some of the challenges associated to verification and diagnosis for RWSS and identifies SHM technologies which are more readily available for transitioning into RWSS applications. Fundamental research objectives that should be considered for the transition of SHM technologies (e.g., radiation hardened piezoelectric materials) for RWSS applications are discussed. The paper ends with summary, conclusions, and suggestions for further work.
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Carroll, Ernest A., and Dan B. Rathbone. "Using an Unmanned Airborne Data Acquisition System (ADAS) for Traffic Surveillance, Monitoring, and Management." In ASME 2002 International Mechanical Engineering Congress and Exposition. ASMEDC, 2002. http://dx.doi.org/10.1115/imece2002-32916.
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This paper presents the history of and current status of a U.S. DOT and NASA sponsored program designed to demonstrate the feasibility of using a small-unmanned airborne data acquisition system (ADAS) for traffic surveillance, monitoring, and management. ADAS is ideally suited for application in monitoring traffic flow, traffic congestion, and supporting ITS assets. GeoData Systems (GDS), Inc., with principal offices at 10565 Lee Highway, Suite 100, Fairfax, VA 22030 has developed a revolutionary new class of airborne data acquisition systems. In this effort, GDS has teamed with traffic experts DBR & Associates; P.O. Box 12300 Burke, VA. The GDS ADAS has a gross takeoff weight of less than 55 lbs, which includes both the airframe and sensors. It is capable of sustained flight for periods in excess of two hours while carrying a sensor payload of up to 20 lbs. ADAS has nine interchangeable sensor platforms under development to include a hyper-spectral visible-near-IR sensor, a multi-spectral visible near-IR mid-IR sensor, a synthetic aperture radar (SAR) sensor, and a highly flexible high-resolution real-time video sensor. The GDS high-resolution real-time video sensor is ideally suited for traffic monitoring and other highway monitoring applications. The ADAS platform is capable of flying under a combination of pre-programmed Differential Global Positioning Satellite (DGPS) based navigation and manual direct ground control. The ADAS is being fully tested and is planned for use in several DOD base-monitoring studies this year. It should be noted that the ADAS has several levels of backup systems, which allows for a safe descent to the ground via parachute in a worst-case scenario. The system and any liability resulting from its use are fully insured by a major provider. The use of ADAS in traffic surveillance, monitoring, and management is unique and, as far as can be ascertained, has not been used in an official capacity in this way. Because of its ability to collect traffic data, survey traffic conditions, and collect highway inventory and environmental data in a cost-effective manner, and because every metropolitan area needs to collect at least some traffic data, the potential payoff from applying the ADAS is significant. The estimated potential payoff resulting from the use of the ADAS was calculated by taking into consideration information from a recent study conducted for the Federal Highway Administration by the Volpe National Transportation Systems Center1. Using a reported average amount of funds expended annually for traffic data collection by transportation agencies in metropolitan areas with a population of over 200,000 and taking into consideration the estimated budget for staff involved in data collection, it is calculated that transportation agencies in an average metropolitan area spend approximately $5 million per year in traffic data collection. The ADAS can play a cost-saving role in about half of all data collection procedures and can reduce the total cost by 20 percent. Nationally, this could produce an annual savings of $75 million. An additional area where the ADAS can play a useful role is in incident management. It is well documented that more than half of the traffic congestion in the U.S. is caused by incidents, and the problem is getting worse: The percentage of congestion due to incidents is estimated to increase to 70 percent by the year 20053. The Federal Highway Administration further estimates that incident-related traffic congestion will cost the U.S. more than $75 billion in the year 2005, mainly due to lost time and wasted fuel. Comprehensive, accurate surveillance of major incidents will result in a more effective overall response. It can facilitate the process of completing police documentation of incidents, which further reduce their duration. A recent study4 showed that a 23-minute reduction in average incident duration in the Atlanta area saved $45 million in one year. The ADAS is able to provide real time overhead video feeds of an incident and the surrounding traffic situation. In addition, the ADAS can record the incident on video, capturing especially those incidents that are not within the visibility range of any CCTV system, therefore reducing the recording burden of police officers. The valuable role that airborne real-time video can play has been recognized by transportation agencies: The Virginia Department of Transportation (VDOT) has commented enthusiastically on this approach: “…VDOT definitely supports the use of an Unmanned Airborne Sensor for traffic management during a highway incident.” In addition, the Director of the Center for Advanced Transportation Technology of the University of Maryland also has responded positively, writing that, “A project which evaluates the effectiveness of an unmanned airborne data acquisition system in monitoring traffic flow seems to be a step in the right direction toward identifying appropriate and cost-effective remote sensing applications.” Further, in a recent study conducted by the Virginia Transportation Research Council in cooperation with the Federal Highway Administration, researchers concluded that: “the air video reduces the time and personnel needed to acquire data from the field. Further, aerial video may facilitate an objective evaluation of a jurisdiction’s incident response procedures. Finally, aerial video may allow a transportation agency to adopt a proactive approach to traffic management by identifying and evaluating potential problems before they occur. Specifically, problems include the use of residential neighborhoods to bypass congested arterials and heavily used facilities needing snow removal.” Our project is demonstrating how the ADAS can be used in traffic surveillance monitoring and management. The study team is using input from transportation agencies at the state and local level to fine-tune the design of the ADAS application and the analysis and evaluation of the results. Areas where the ADAS can be applied effectively and efficiently are being identified. When completed, the end product of this effort will be a document that will indicate when it is cost-effective to use ADAS relative to other possible methods of data collection and analysis.
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Morton, Jeremy, and Mykel J. Kochenderfer. "Simultaneous policy learning and latent state inference for imitating driver behavior." In 2017 IEEE 20th International Conference on Intelligent Transportation Systems (ITSC). IEEE, 2017. http://dx.doi.org/10.1109/itsc.2017.8317738.
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Ho, Chun-Hsing, Junyi Shan, Mengxi Du, and Darius Ikan-Tubui Ishaku. "Experimental Study of a Snow Melting System: State-of-Practice Deicing Technology." In International Symposium on Systematic Approaches to Environmental Sustainability in Transportation. Reston, VA: American Society of Civil Engineers, 2015. http://dx.doi.org/10.1061/9780784479285.014.
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Korentzelou, Asimina, Virginia Petraki, Panagiotis Papantoniou, and George Yannis. "Investigating the acceptance of an environmental transport charging policy. The case of Athens." In 2021 7th International Conference on Models and Technologies for Intelligent Transportation Systems (MT-ITS). IEEE, 2021. http://dx.doi.org/10.1109/mt-its49943.2021.9529265.
Full textReports on the topic "Transportation Transportation and state Environmental policy"
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Forkenbrock, David J., and Lisa A. Schweitzer. Environmental Justice and Transportation Investment Policy. Iowa City, Iowa: University of Iowa Public Policy Center, April 1997. http://dx.doi.org/10.17077/8coz-d4g8.
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McGinnis, K., C. Cluett, and T. Grant. Transportation institutional considerations of NEPA (National Environmental Policy Act) implementation. Office of Scientific and Technical Information (OSTI), September 1990. http://dx.doi.org/10.2172/6536649.
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Ashley, Caitlyn, Elizabeth Spencer Berthiaume, Philip Berzin, Rikki Blassingame, Stephanie Bradley Fryer, John Cox, E. Samuel Crecelius, et al. Law and Policy Resource Guide: A Survey of Eminent Domain Law in Texas and the Nation. Edited by Gabriel Eckstein. Texas A&M University School of Law Program in Natural Resources Systems, 2017. http://dx.doi.org/10.37419/eenrs.eminentdomainguide.
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Eminent Domain is the power of the government or quasi-government entities to take private or public property interests through condemnation. Eminent Domain has been a significant issue since 1879 when, in the case of Boom Company v. Patterson, the Supreme Court first acknowledged that the power of eminent domain may be delegated by state legislatures to agencies and non-governmental entities. Thus, the era of legal takings began. Though an important legal dispute then, more recently eminent domain has blossomed into an enduring contentious social and political problem throughout the United States. The Fifth Amendment to the United States Constitution states, “nor shall private property be taken for public use, without just compensation.” Thus, in the wake of the now infamous decision in Kelo v. City of New London, where the Court upheld the taking of private property for purely economic benefit as a “public use,” the requirement of “just compensation” stands as the primary defender of constitutionally protected liberty under the federal constitution. In response to Kelo, many state legislatures passed a variety of eminent domain reforms specifically tailoring what qualifies as a public use and how just compensation should be calculated. Texas landowners recognize that the state’s population is growing at a rapid pace. There is an increasing need for more land and resources such as energy and transportation. But, private property rights are equally important, especially in Texas, and must be protected as well. Eminent domain and the condemnation process is not a willing buyer and willing seller transition; it is a legally forced sale. Therefore, it is necessary to consider further improvements to the laws that govern the use of eminent domain so Texas landowners can have more assurance that this process is fair and respectful of their private property rights when they are forced to relinquish their land. This report compiles statutes and information from the other forty-nine states to illustrate how they address key eminent domain issues. Further, this report endeavors to provide a neutral third voice in Texas to strike a more appropriate balance between individual’s property rights and the need for increased economic development. This report breaks down eminent domain into seven major topics that, in addition to Texas, seemed to be similar in many of the other states. These categories are: (1) Awarding of Attorneys’ Fee; (2) Compensation and Valuation; (3) Procedure Prior to Suit; (4) Condemnation Procedure; (5) What Cannot be Condemned; (6) Public Use & Authority to Condemn; and (7) Abandonment. In analyzing these seven categories, this report does not seek to advance a particular interest but only to provide information on how Texas law differs from other states. This report lays out trends seen across other states that are either similar or dissimilar to Texas, and additionally, discusses interesting and unique laws employed by other states that may be of interest to Texas policy makers. Our research found three dominant categories which tend to be major issues across the country: (1) the awarding of attorneys’ fees; (2) the valuation and measurement of just compensation; and (3) procedure prior to suit.
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Alexander, Serena, Asha Weinstein Agrawal, and Benjamin Y. Clark. Local Climate Action Planning as a Tool to Harness the Greenhouse Gas Emissions Mitigation and Equity Potential of Autonomous Vehicles and On-Demand Mobility. Mineta Transportation Institute, January 2021. http://dx.doi.org/10.31979/mti.2020.1818.
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This report focuses on how cities can use climate action plans (CAPs) to ensure that on-demand mobility and autonomous vehicles (AVs) help reduce, rather than increase, green-house gas (GHG) emissions and inequitable impacts from the transportation system. We employed a three-pronged research strategy involving: (1) an analysis of the current literature on on-demand mobility and AVs; (2) a systematic content analysis of 23 CAPs and general plans developed by municipalities in California; and (3) a comparison of findings from the literature and content analysis of plans to identify opportunities for GHG emissions reduction and mobility equity. Findings indicate that maximizing the environmental and social benefits of AVs and on-demand mobility requires proactive and progressive planning; yet, most cities are lagging behind in this area. Although municipal CAPs and general plans in California have adopted a few strategies and programs relevant to AVs and on-demand mobility, many untapped opportunities exist to harness the GHG emissions reduction and social benefits potential of AVs and on-demand mobility. Policy and planning discussions should consider the synergies between AVs and on-demand mobility as two emerging mobility trends, as well as the key factors (e.g., vehicle electrification, fuel efficiency, use and ownership, access and distribution, etc.) that determine whether deployment of AVs would help reduce GHG emissions from transportation. Additionally, AVs and on-demand mobility can potentially contribute to a more equitable transportation system by improving independence and quality of life for individuals with disabilities and the elderly, enhancing access to transit, and helping alleviate the geographic gap in public transportation services.
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Alexander, Serena, Asha Weinstein Agrawal, and Benjamin Y. Clark. Local Climate Action Planning as a Tool to Harness the Greenhouse Gas Emissions Mitigation and Equity Potential of Autonomous Vehicles and On-Demand Mobility. Mineta Transportation Institute, January 2021. http://dx.doi.org/10.31979/mti.2020.1818.
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This report focuses on how cities can use climate action plans (CAPs) to ensure that on-demand mobility and autonomous vehicles (AVs) help reduce, rather than increase, green-house gas (GHG) emissions and inequitable impacts from the transportation system. We employed a three-pronged research strategy involving: (1) an analysis of the current literature on on-demand mobility and AVs; (2) a systematic content analysis of 23 CAPs and general plans developed by municipalities in California; and (3) a comparison of findings from the literature and content analysis of plans to identify opportunities for GHG emissions reduction and mobility equity. Findings indicate that maximizing the environmental and social benefits of AVs and on-demand mobility requires proactive and progressive planning; yet, most cities are lagging behind in this area. Although municipal CAPs and general plans in California have adopted a few strategies and programs relevant to AVs and on-demand mobility, many untapped opportunities exist to harness the GHG emissions reduction and social benefits potential of AVs and on-demand mobility. Policy and planning discussions should consider the synergies between AVs and on-demand mobility as two emerging mobility trends, as well as the key factors (e.g., vehicle electrification, fuel efficiency, use and ownership, access and distribution, etc.) that determine whether deployment of AVs would help reduce GHG emissions from transportation. Additionally, AVs and on-demand mobility can potentially contribute to a more equitable transportation system by improving independence and quality of life for individuals with disabilities and the elderly, enhancing access to transit, and helping alleviate the geographic gap in public transportation services.
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Iyer, Ananth V., Olga Senicheva, Steven R. Dunlop, Dutt J. Thakkar, Andrew Colbert, and Hannah Pratt. Synthesis Study: Facilities (Enterprise Development, Sponsorship/Privatization). Purdue University, 2020. http://dx.doi.org/10.5703/1288284317109.
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The Indiana Department of Transportation maintains 17 rest area locations with 28 separate rest area facilities located on interstates for driver safety and convenience. Although the rest areas provide many benefits to the traveling public, the rest areas do not earn direct profits. Moreover, the Indiana Department of Transportation is increasingly challenged by inadequate funding from taxes generated on the interstates. Constrained by Title 23, that prohibits the commercialization and the privatization of the rest areas, the state of Indiana has a high interest in sustainable sources of revenue at the rest areas that would be able to promote the states and facilities tourism and commerce. The benefits that can be recognized by taking up this project are (i) higher revenues for the INDOT (ii) cost savings wherever possible (iii) environmental benefits (iv) better services and safety measures for overnight travelers (v) partnerships with local businesses.
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Anderson, Andrew, and Mark Yacucci. Inventory and Statistical Characterization of Inorganic Soil Constituents in Illinois: Appendices. Illinois Center for Transportation, June 2021. http://dx.doi.org/10.36501/0197-9191/21-007.
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This report presents detailed histograms of data from the Regulated Substances Library (RSL) developed by the Illinois Department of Transportation (IDOT). RSL data are provided for state and IDOT region, IDOT district, and county spatial subsets to examine the spatial variability and its relationship to thresholds defining natural background concentrations. The RSL is comprised of surficial soil chemistry data obtained from rights-of-way (ROW) subsurface soil sampling conducted for routine preliminary site investigations. A selection of 22 inorganic soil analytes are examined in this report: Al, Sb, As, Ba, Be, Cd, Ca, Cr, Co, Cu, Fe, Pb, Mg, Mn, Hg, Ni, K, Se, Na, Tl, V, and Zn. RSL database summary statistics, mean, median, minimum, maximum, 5th percentile, and 95th percentile, are determined for Illinois counties and for recognized environmental concern, non-recognized environmental concern, and de minimis site contamination classifications.
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Ukkusuri, Satish, Lu Ling, Tho V. Le, and Wenbo Zhang. Performance of Right-Turn Lane Designs at Intersections. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317277.
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Right-turn lane (RTL) crashes are among the most key contributors to intersection crashes in the US. Different right turn lanes based on their design, traffic volume, and location have varying levels of crash risk. Therefore, engineers and researchers have been looking for alternative ways to improve the safety and operations for right-turn traffic. This study investigates the traffic safety performance of the RTL in Indiana state based on multi-sources, including official crash reports, official database, and field study. To understand the RTL crashes' influencing factors, we introduce a random effect negative binomial model and log-linear model to estimate the impact of influencing factors on the crash frequency and severity and adopt the robustness test to verify the reliability of estimations. In addition to the environmental factors, spatial and temporal factors, intersection, and RTL geometric factors, we propose build environment factors such as the RTL geometrics and intersection characteristics to address the endogeneity issues, which is rarely addressed in the accident-related research literature. Last, we develop a case study with the help of the Indiana Department of Transportation (INDOT). The empirical analyses indicate that RTL crash frequency and severity is mainly influenced by turn radius, traffic control, and other intersection related factors such as right-turn type and speed limit, channelized type, and AADT, acceleration lane and AADT. In particular, the effects of these factors are different among counties and right turn lane roadway types.