greener & cleaner
DESCRIPTION
Transportation and the Environment: Greener & CleanerTRANSCRIPT
&TRANSPORTATION AND THE ENVIRONMENT:
Greener Cleaner
2Transportation and the natural environment have always
been intertwined.
The quality of life, level of personal freedom and choice, and economic growth
and stability any nation offers its citizens are closely related to the scope,
quality and efficiency of its transportation infrastructure network. And clean
air, clean water and abundant natural habitat are obviously essential to human
health and well-being.
Of course, building the physical infrastructure that facilitates our personal
mobility—access to jobs, shopping, recreation, worship, family and friends—
and shipments of materials and finished goods, inherently involves disrupting
the natural environment where it is sited. And the personal and business use
our transportation infrastructure makes possible also usually involves the use
of powered machines that impact our natural environment.
These are truisms whether we are talking about streets, roads, highways,
bridges, public transit systems, intercity and freight rail, airports, waterways
or ports. The challenge is how can we minimize or mitigate these inherent
environmental impacts … because not providing needed transportation
infrastructure is simply not an option.
TRANSPORTATION AND THE ENVIRONMENT:
Greener & Cleaner
On the cover: Sedona, Arizona, Red Rock State Park: America’s highway network helped open access to national parks and scenic wonders.
In discussing the role of transportation and the environment, it is
important to provide context about the scope and utilization of the
nation’s infrastructure.
In 2008, the transportation infrastructure was worth $2.97 trillion,
or 32 percent of the value of all fixed assets in the United States.
Approximately 92 percent of the infrastructure is owned by federal,
state and local governments. The remainder is privately owned.
This dynamic and intermodal network includes:
4,048,523 million center-line miles of public roadways and
bridges, including 46,934 miles of Interstate highway
603,245 bridges
171,513 miles of track operated by freight railroads
More than 13,700 civil and joint-use airports
12,000 miles of inland and inter-coastal commercial waterways
8,093 miles of subway and urban rail commuter track
Source: U.S. Department of Transportation, National Bridge Inventory; 2008 State
Transportation Statistics & Highway Statistics
3THE SCOPE OF AMERICA’S TRANSPORTATION NETWORK
4AT THE NEXUSThe men, women, companies, public agencies and educational and research
institutions that comprise the American Road & Transportation Builders
Association (ARTBA) play a special role in meeting this challenge, because we
are at the nexus of transportation infrastructure and the natural environment.
ARTBA members not only plan, design and build our integrated, multi-modal
transportation network, they also manage the subsequent use, maintenance
and repair of it.
We provide mobility solutions for America. And we are proud to say that we
do these activities in ways that either enhance our natural environment, water
and air, or minimize and mitigate their impacts.
GOOD NEWS STORYToday, transportation and the environment is a GOOD NEWS story.
Because, contrary to what some would have you believe, on both sides of
the environmental challenge—building and transportation infrastructure use—
dramatic progress has been made over the past several decades. And more is
on the way.
When it comes to cleaner air and water for all Americans, the transportation
sector has led the way—eclipsing contributions from the industrial sector.
Thanks in large part to American ingenuity and innovations in transportation
technology and motor fuels, America’s air and water today are infinitely cleaner
than they were just 30 years ago. And this, despite a more than doubling of
population and motor vehicle miles travelled, and continued economic growth.
5FALSE CHOICESSome people and groups with political and fundraising agendas, however,
try to polarize the public and policy discussions on transportation and the
environment. They present false choices, when there is no one “right” choice.
They suggest that investing in new capacity for one type of infrastructure—
highways and roads—is “bad” or “not environmentally sustainable” because
they facilitate motor vehicle use, but investments in infrastructure that
supports public transportation, walking and bicycling are “good,” and are the
foundation of “sustainable development” and “livable” communities.
Such rhetoric is not very
productive and often
misleading in terms of
achievable modal shifts and
resulting “benefits.”
If America is to meet its
mobility and environmental
challenges during this century,
we must invest in significant
new capacity for both
highway and public transit
systems—and not invest in
one mode at the expense of the other. We must also continue to encourage
and support the development and implementation of new technologies that
result in ever cleaner and more efficient energy use in the transportation
sector.
We must invest in significant new capacity for both highway and public transit systems—not one mode at the expense of the other.
PHOTO COURTESY OF PARSONS BRINCKERHOFF
6THE GREATEST ENVIRONMENTAL SUCCESS STORY
Americans are breathing much cleaner air than we did
40 years ago. And the biggest reason for that is that
innovations and new technologies in motor vehicles and
the fuels that power them have made them infinitely
more efficient and cleaner.
Since the 1970s, emissions from motor vehicles considered harmful to human
health and the environment have declined dramatically:
Carbon dioxide emissions are down 38 percent1;
Carbon monoxide emissions are down 62 percent;
Volatile organic compounds (VOC) and Nitrogen Oxide (NOx)
emissions, the precursors of ground level ozone, or smog, are down
73 and 41 percent, respectively; and
Particulate matter emissions are down 50 percent.2
ON THE HIGHWAYS:
Driving Greener & Cleaner!
-100%
-50%
50%
100%
150%
200%
VM
T
Veh
icle
s
Dri
vers
GD
P A
dju
sted
fo
r In
flat
ion
Peo
ple
Em
plo
yed
Popula
tion
CO
2
CO
PM
10
NO
x
VO
C
73%
167%
73%
112%
-73%
-41%-50% -62%
-38%
157%
41%
PERCENT CHANGE IN MOTOR VEHICLE EMISSIONS, DEMOGRAPHICS AND TRAVEL 1970s - 2002
7These reductions are even more extraordinary when considered in the context
of what else was happening in America over the same 40 years:
The U.S. Gross Domestic Product (GDP) increased 167 percent;
The number of U.S. drivers increased 73 percent;
The number of vehicles on U.S. roads increased 112 percent; and
The total miles driven by Americans each year increased 157 percent.3
Even better news is on the way as ever cleaner and more fuel efficient motor
vehicles replace older ones in the nation’s fleet and as cleaner and alternate
motor fuels continue to increase in market share.
CO2 EMISSIONS REDUCTION & CLIMATE CHANGECarbon dioxide (CO
2) emissions were not considered a major environmental
concern when the federal Clean Air Act was first approved in 1970 and
subsequently revised in 1991. Fortunately, a benefit of developing and using
more fuel efficient cars and
trucks over the past 40 years
has been a commensurate
reduction in CO2 emissions
from motor vehicles.
According to the U.S.
Environmental Protection
Agency (EPA), motor vehicle
fuel economy in the U.S. has
improved 61 percent since
1975. That year, the average
personal vehicle only got 13.1 miles per gallon. By 2009, the average had risen
to 21.1 miles per gallon.4 The average American car or light-duty truck (SUV,
minivan, pickup) today generates 257 less grams of CO2 per mile, compared to
those in 1975.5
Motor vehicle fuel economy in the U.S. has improved 61% since 1975.
8Despite the 38 percent reduction in motor vehicle carbon dioxide (CO
2)
emissions since the 1970’s, however, many today believe significant additional
reductions are needed to prevent climate change and global warming. Since
the combustion of fossil fuels inherently produces CO2—and today fossil fuels
123456789
1011
10.6
4.1
3
1.5
0.41 0.25 0.075 0.06
1967
GR
AM
S PER
MIL
E
1968 1972 1975 1980 1994
(Tier 1)
1999
(NLEV)
2004
(Tier 2)
1
2
3
4
5
GR
AM
S PER
MIL
E
3.6
3.1
2
1
0.40.2 0.05
1971 1972 1977 1981 1994
(Tier 1)
1999
(NLEV)
2004
(Tier 2)
HISTORY OF TAILPIPE EMISSION STANDARDS - NOx (50K)
HISTORY OF TAILPIPE EMISSION STANDARDS - HC (50K)
Source: Alliance of Automobile Manufacturers, 2010
98.6%NO
x emissions reduction
99.4%HC emissions reduction
9
are the predominate source of power not only for auto and trucks, but also
for our mass transit and freight rail systems—the biggest key to reducing these
emissions without unduly compromising mobility is achieving even greater fuel
efficiency in our auto, truck, transit and freight rail fleets.
The tighter fuel economy standards proposed in May 2009 by the Obama
Administration will do just that. They are projected to reduce vehicle
greenhouse gas emissions by an estimated 900 million metric tons between
2012 and 2016 alone. 6
Other ways to reduce CO2 emissions from transportation include reducing
traffic congestion through the addition of new capacity and operational
improvements and transferring at least some of the fleet to non-carbon power
sources such as natural gas and non-coal powered electricity.
TRAFFIC BOTTLENECKS: A REMAINING BATTLEFRONTObviously, the focus of research, development and investment in cleaner
and more efficient motor vehicles and fuels has paid off handsomely from an
environmental standpoint. However, we could be doing even better still if a
concerted effort with commensurate resources were directed at alleviating
traffic bottlenecks.
10While emissions at all speeds have been greatly reduced over the past three
decades, vehicles in free-flowing traffic generally emit less pollutants than
those stuck in “stop and go” conditions. Thus, reducing traffic congestion is
essential to further curbing emissions. That means new capacity is needed—
both road and transit—in addition to operational improvements that maintain
or regulate traffic flow.
Unfortunately, since 1980 we have only added three percent new capacity
to our highway system.7 And with an ever-growing population and dynamic
economy, the consequences
have been both eco-
unfriendly and painful.
The Texas Transportation
Institute’s (TTI) 2009
“Urban Mobility Report”
shows that since 1982 the
average annual hours of
delay experienced by U.S.
commuters has increased
from 14 hours per year to
36 hours per year. TTI says,
as a nation, we are also wasting an estimated 4.2 billion gallons of motor fuel.
That’s adding unnecessary CO2 to the atmosphere.
A 2004 Cambridge Systematics study, “Unclogging America’s Arteries, Effective
Relief for Highways,” of the nation’s most severely congested highways
highlighted the reality that to significantly cut emissions will require a reduction
in vehicle time traveled, not vehicle miles traveled. The study concluded that
modest improvements to traffic flow at 233 traffic bottlenecks across the
nation would reduce carbon dioxide emissions by as much as 77 percent and
conserve more than 40 billion gallons of fuel over a 20-year period.8
We are wasting gallons of motor fuel stuck in traffic. That’s adding unnecessary CO
2 to the
atmosphere.
11A February 2008 report from
the Pew Research Center,
“U.S. Population Projections:
2005–2050,” projects the U.S.
population total will grow
from today’s 303 million to
438 million by 2050. With
modest economic growth,
the American Trucking
Associations’ forecast shows
freight volumes will grow
more than 26 percent in the
next 10 years.
Will we meet these
environmental challenges
by providing adequate
infrastructure capacity?
GREENER & CLEANER THROUGH MASS TRANSITINVESTMENTSMany people assume that an environmentally appealing alternative to adding
road capacity to meet future demand is to simply provide more transportation
choices that get people out of their cars—rail mass transit, bike paths and
sidewalks.
Obviously, in a country as large as the United States, highway transport will
always be the primary means for the movement of people and goods. The
size and scope of the nation’s transportation network reflects this reality.
Public transportation, however, does play a significant role in moving people,
particularly in urban areas where there is population density at both ends of
a rail line.
45% POPULATION INCREASE (2005-2050)
26% FREIGHT VOLUME INCREASE (2010-2020)
DATA POINT
Sources: Pew Research Center,
American Trucking Associations
Population growth and projected freight
volume increases pose challenges to U.S.
transportation infrastructure.
12And add transit rail capacity we have. The
transportation design and construction
industry, in partnership with public agencies,
has put to work more than $100 billion since
1992 to expand urban rail transit in American
cities.
In 1992, according to the National Transit
Database (NTD), public transport, which
includes bus systems (53 percent of total),
heavy (34 percent), commuter (4.5 percent)
and light (4 percent) rail, paratransit (2 percent)
and trolley buses (1 percent), handled 37.2
million passenger miles of travel—1.8 percent
In 2008, public transport accounted for 52.5 million passenger miles traveled – 1.6% of the nation’s total.
13of the nation’s total ground travel. In 2008,
according to the NTD, that number jumped
to 52.5 million passenger miles traveled—1.6
percent of the nation’s total.
Therein lies the problem with a “transit only”
new capacity strategy. In 2008, Americans
used their personal vehicles to travel 3.2 trillion miles. So even if we were able to double public transport use—to 100-plus million passenger
miles handled, the modal shift and resulting
impacts would be, relatively speaking, fairly
minor.
But there is no question that the public
transportation infrastructure ARTBA
members have designed, built and managed
helps improve air quality. If all current public
transportation riders were to use their
personal vehicles instead of transit, they
would generate 16.2 million metric tons of
CO2 annually—almost 4 million metric tons
more than the 12.3 million currently emitted
by transit operations.9
Ultimately, as is the case with our roads
and highways, additional capacity for transit
systems and stations will become necessary to
meet the challenges of a growing population
and economy.
PH
OTO
CO
URT
ESY
OF
FIG
G E
NG
INEER
ING
GRO
UP
14
PAVING THE WAY TO CLEAN Repaving Boston Logan International Airport
Runway 9-27 during the summer 2009 gave new
meaning to a “clean landing.” The $12.5 million
project spanned seven weekends between June and
September. Crews placed about 50,000 tons of
warm mix asphalt on the 7,000-foot-long, 150-foot-
wide runway, which is one of six at the 12th
busiest airport in the U.S. It was the first complete
application of warm-mix asphalt on a U.S. runway
and may signal greener skies ahead for U.S. airports.
Warm mix is the general term used to describe
technology that allows crews to mix and place
asphalt at lower temperatures. The results are
energy savings, emissions reductions and the use of
recycled materials in the mix.
Because warm-mix asphalt is laid at lower operating
temperatures, the work environment is better for
the crews installing the new pavement. And the
warm-mix used at Logan International Airport
required 20 percent less energy to fabricate,
produced 4,000 fewer tons of carbon-dioxide
emissions, used 400,000 fewer gallons of diesel fuel
and garnered an energy savings of 53 billion BTUs,
compared to using the traditional mix.
GREENER & CLEANER AT WORK: BOSTON LOGAN AIRPORT
15
OREGON’S SOLAR HIGHWAYThe U.S. has more than 8 million lane miles of right-of-way along the
nation’s roads—and in Oregon alone there are nearly 19,000 such miles.
Much of this space provides space that can be utilized for passive solar
power generation.
The Oregon Department of Transportation (ODOT) has begun placing
solar panels in these right-of-way to provide renewable electricity to light
area roadways. Through a public-private partnership with Portland General
Electric (PGE), ODOT has access to clean energy without paying additional
power costs.
ODOT’s first demonstration project placed 8,000 square feet of solar
panels alongside the busy I-5 / I-205 interchange south of Portland. Since
it began producing energy in December 2008, the 594 panels making up
the “Solar Highway” have produced more than 141,000 kilowatt hours of
renewable electricity.
The Solar Highway is the nation’s first solar photovoltaic project sited in
highway right-of-way, and is similar to projects in Germany, Switzerland
and Austria. The project was sparked by an ODOT employee who saw a
television show on the panels’ use along European highways.
A main benefit of using the public right-of-way for solar projects is that the
land is often unused. The power transmission and distribution systems are
often located next to highways, making interconnection very easy.
Placing just one percent of Oregon’s right-of-way could provide all the
kilowatt hours needed annually by the state’s transportation system.
GREENER & CLEANER AT WORK: PORTLAND I-5 / I-205 INTERCHANGE
PHOTO COURTESY OF OREGON DEPARTMENT OF TRANSPORTATION, GARY WEBER PHOTOGRAPHER
16
BREAKING THROUGH THE TRANSIT BOTTLENECKThe sole commuter transit tunnel linking New York and New Jersey
relies on two 100-year-old tunnels beneath the Hudson River.
About 170,000 passengers ride this commuter rail system each
day, and after a century of use, it has reached capacity, forcing many
passengers to use less efficient means to reach Manhattan. New
York area contractors are undertaking an ambitious project for NJ
Transit and the Port Authority of New York & New Jersey to double
rail capacity between the two states by adding an additional tunnel
and rail line under the Hudson River.
The $8.7 billion project, known as Access to the Region’s Core
(ARC) will eventually remove 22,000 cars, or 600,000 vehicular
miles, from congested area roadway and prevent 66,000 tons of
greenhouse gases from being released into the air each year.
The new tunnel will make space for up to 48 trains per hour,
compared to the current 23, moving more than 250,000 passengers
to New York per day. The project will also add an expanded station
under 34th Street, adjacent to Penn Station.
The ARC team expects to remove 1.67 million cubic yards of
rock and 322,000 cubic yards of soft soil and clay from the tunnel
corridor. The 8.7 miles of tunnel boring will range in depth from 100
to 250 feet, depending on location. Hard rock excavated from the
Palisades Tunnel in New Jersey and the Manhattan Tunnel in New
York will be used to convert an existing contaminated brownfield
area into a midday rail-storage facility, which will store extra trains
during off-peak times. The railyard site will be filled with excavated
materials, cleaned and rehabilitated. Clay soil removed from beneath
the Hudson River will be used to seal a nearby landfill.
GREENER & CLEANER AT WORK: NY / NJ ACCESS TO REGION’S CORE PROJECT
17
18
A MODEL FOR FUTURE BRIDGESThe August 1, 2007, collapse of the I-35W bridge in Minneapolis,
Minn., focused attention on the state of bridges across the country.
Its reconstruction and reopening 413 days later gave builders and
designers not only a showcase of rapid, high-technology at work,
but also a new model for sustainable bridge construction. From
tragedy came a triumph of technology, innovation and a showcase
for new materials.
The project involved the first high profile use of a new concrete with
photo catalytic concrete that is efficient in removing atmospheric
pollutants when sunlight hits the surface. Waste products from
other industries including silica fume and fly ash were used in the
new bridge structures resulting in increased corrosion resistance,
and a durable concrete.
The I-35W bridge replacement span also represents the positive
“green footprint” of the transportation design & construction
industry. Bridge piers were sited on the banks—not within—
the Mississippi River to reduce impacts to water and wildlife.
To prevent deck runoff from entering the river, a self-contained
drainage system directs water through pipes hidden inside the box
girders and routes it to nearby treatment facilities.
The new bridge also houses the first installation of LED roadway
lighting on an interstate bridge—lighting that delivers a 13 percent
energy savings over traditional high-pressure sodium lamps.
GREENER & CLEANER AT WORK: MINNEAPOLIS I-35 BRIDGE
19
AAAAAA FFFFFFFFIIIIIIIRRRRRRRRSSSSSSSSAAAAA TTTTTTTT---OOOOOOOOORRRRRRRRDDDDDDEEEEEEERRRRRRR TTTTTTTTTTTTTPPPPPPPRRRRRRRRIIIIOOOOOOOOORRRRRRRRIIIIIITTTTTTTTYYYYYYYCCCCCCrerererereewswswswsw b b bbbuiiuiuiuildddll iining g thththththththhthe ee e e eeeeee InInInInInntetetteercrcrcrcrcrrrcououououuououuoo ntnntntntnttntntty y yy yyyyyy
CCCononnnenenenn ctctc orororrror ( (( (( IIIIICCCCCCCCCCCC ))))) ) inininnininni ss s s ssss ubububububuububuuububu urururururbababaaabaabaab n n nnn
WaWaWaWaWashshhshhinininnngtgtgtgtonoooo , D.D.DCC. arararararara enen’t’t’t’t’t j j jj jjjj j uusussuusuusustt t
prprprototo ececectititingngg ttthehe e envnvirirononononnmemmmmm ntntntttntnt; ; ; ;;; ;; thththththeyeyy’r’r’r’r’r’rre eee
imimprprovovining g g g ititititit.. W WWWWhehehehen n itit’s’s fififininiininiini hshshshshshshhededededede ,
thththt e e e e 181818188-m-miili e e momodedeernrn h hhhhhigigigigghwhwhwhwhwwwwwwayayayayayayaya ww w www w wwwilillii l
eaeaasese c cononngegegeestststtttiioioioioion nnn n anananannanananndd d d d ddd pprprprpprprovovovovovovovididiiiii e eeeee a a a a sasasasasasasasaafefefefefefefefferr,r,r,rrr,r,
momomomomomomomomooooorerererere rr r releleleleleleeliaiaiaiaiaiaiaiaabblbblblbb ee rororororororoutututtutututu e e bebebebebebbebebebeeb twtwtwtwtwtwttwwtweeeeeeeeeeeeeeeeeeenn n n n thththththththththhee e e e eeeeeee e
I-I-II-I-272727277727270/0/0/0/0/0/0/0/0/0/I-I-I-I-I-I-I-I-I-3737373737373737737370 0 0 000000 cocorrrrrrrrrrrridididididddididii ooroororororororo ii i iiiiin n nnnnnn MoMoMoMoMoMooMontntntntttntttgogogogogogogogoog mememememememeemm ryryryryryry
CCCCCCCCC uououououuouoouo ntntntntntnnn y y yyy y y y yy wiwiwiwiwiiwiiwiwi hththththththththththhhththh t t t t tt ttt t thehehehehehehehehee II I I I I-9-9-9-9-99-95/5/5/5/5/5/5 U.U.U.U.U.U.U.U.U S.S.S.S.SSSS. 1 11 1 ccc c ccc cororororororrrriririririririr dodododododod rrrr r rr
inininiininininninnnii PPP PP PPPPririririririrrr ncncncncncce e e e ee GeGeGeGGeGeGeeororororororooorgegegegegegegege’s’s’s’s’s’sssss CCCCCCCCCCCCCCCCouououooououuouououountnttnnty,yy ccccrererererereereatatatatataatatinininniniii gg g g g g gg
a a a a sasasasasasasasasaasaas fefefefefefefeeer,r,r,rrr,r m m m mmmmororororooro e e ee e rerererererereelililililliliababababababababbablelleleeelelellelel rr rr r rrrrrrououoououououououoouo teteteteteteteetettet a a aaaaaaaaandndndndndnnnd
rerererererereedudududdududududuuciciciciciciccingngngngngngnngngng t tt ttttt t ttttrararararararararaaraffiffiffiffiffiffifific c c c ccc c cococoococooococongngngngngngngesesessesesestititititittt ononononoononoo .
BuBuBuBuBuuuuB ttttt thththththththththththe e ee e e e ee e IIIIIIICCCCCCCCCCCCCCCCCCCCC tt t tttt t ttttttrararararaaararaarar veveveveveveeverrsrsrsrrrr eseseseseseses t t t t t thrhrhrhrhrhrhhrhrrououououuuughghghhhhghghghhh
a a a aa a a didididididdddd veveveveeveersrsrsrsrsrse e e e e ee nananananannananananaanatutututututuuuurarararrarararal l lll lll eneneneneneneneneneene vvivivivivirorororororororr nmnmnmnmnmnmmnmeneneneneneee t,t,t,t,t,t,t,t,t,t,t,t,t,t,
prprprprpprotototototottecececececeeceece teteteteetetetedd d d d dd papapapaparkrkrkrkrkkr lll lll l l llananananananananananaaand,dd,d,d,d,d,d,dd,d,d c c c c c cc rorororororoorooowdwwwdwdwdwdwdwdwdwddwdwddwddwdwdedededededededededdedededeeee u urbrbrbrbbrbbbbananananannanannannnnn
ararrarareaeaeaeaae s anananananananana d ddd d d hihihihihihihihhhh stststststststs orororororororicic n nnnnnneieieeieiieieieiiiee ghghghghghghghghghghghghhghghhg bbobobobobobobobobbobob rhrhrhrhrhrhrhrhrhhhoooooooooooooooodsdsdssdssdsdsssd . . ..
PrPrPrPrProtototototototooo ecececececce tititititingngngngnggngg a andnd e enhnhananciiiiiicicingngngnggngngngngggggggg t tt t tt t t tt t t tthahhahahaahahahaaahaatt t t t tt ttt
sesesesesss nsnsnsssitititiviviii e e enenviviroroonmnmenent t isisssss aaaaaaatt t t t ttttttt ththththhhhhhthtththeee ee eeee
heearararrt t t t ofofofofof tt thhhe proojeect.
AbAbouout t t $3$3$370707 m milillion—mmmmmorororororooro e e ee ee thththththththanananannanannanananan 1 1 1 11111155 55 55 5 55 5
pepepepepepepeepepepepepepepepepepepepeercrrcrcrcrrcrccceenenennnenenneeentt t t ofofoofoooo t t heh prooorojeeejejectctctcttt’s’s’s’s’ss ee eeeeeeststststststststimimmimimimatatatatedededededd
cccococococococcococoststststttsttst—w—w—w—w—w——w—ww— ilillliliilllllll l gogo tttowowwwwararrarrard ddddd enenenenenene vivivivivivivirororororoororonmnmnmnmnmnmenenenenenene tatatatatataal l l l
ininininnninnititititititiii iaiatitiveves s s ininclclclclc ududududududinininninng g g gg gg rererererererereestsststststststs ororororoororoo inininininng g g g g g g seseseseseseseevvvevevevev n nn
mimimmimimimimm leleleleelelees s s s s s ofofofofofofof s strtrtrtrtrtrtrreaeaeaeaeaeaaeeeam,m,m,m,m,mm c c c c cccrererererereatatatatatatininininninng g g g ggg 5252525252522 a a a aaacrcrcrc eseses o o o oo ooooofffffffff f f
wweweweweweewwewew tltltltltlttlanananannnandsdsdsdsdsdsdsdsd , , ,,,, , bububububububuililiilililildididididdidd ngngngngngngngng 1 1 1 1 11,5,5,5,5,5,55500000000000000 l l ll llllininininninniiinnneeaeaeaeeeaeeeeeaeaeeearrrr r fefefefefefffeefeetetetetetett
ofofofofoffofof fifi fififi fififififishssssshhhhshs p p p pp p ppasasasasasassasa sasasasasasaagegegegegegeeges s s s ss anananananaanandd dddd imi prprprprpprrrovovovvovovovovoovovovvininininiininininnggg g g ggg wawawawateteteeteeeerr rr
ququququququq alalallalaa ititititititity y y y y y yy y fofofofofofoofofor rrr r r fisfisfisfisfisfisfishh h at 2222221111 11 1 sesesesesesepappaapapapaaararararrrr teteteteeteeeee s s ssssssssitititesesess
whwhwhwhwhwhwwhilililillililile e e e ee e sesesesesessettttttttini g gg asasasassasassasassssididididididddidddididde e ee e mmomomomorerere t t tthhhahahhahhhan n n 77777775 555 5 55
acacacacacacaaaa rerrr s s of nnnnnnnnnnewewewewweewewewewwwwewew p p ppppparararararararaaaarkkk kkkkk k kkk kk lalalaaandndndndnddnddd...
GREENER & CLEANER AT WORK: MARYLAND INTERCOUNTY CONNECTOR
PHOTO COURTESY OF MARYLAND DEPARTMENT OF TRANSPORTATION
20A PRIORITY… AND SHARED ETHIC
All transportation infrastructure projects—roads,
bridges, heavy, commuter and light rail, airports,
waterways and ports—inherently involve disruption of
our natural environment. That is one of the trade-offs
necessary to provide the mobility necessary to sustain a
high quality of life and economic growth. But that does
not mean that such projects can’t be done with high
sensitivity to the environment.
When it comes to the environment, transportation construction projects are
highly regulated at the federal, state and local levels. Major projects do not
move forward without extensive environmental reviews and a full evaluation
of options. And, by law, these reviews are very transparent and provide ample
opportunities for public review and comment.
You can rest assured that real and potential environmental impacts of
transportation construction projects are identified and rigorously addressed
as a top priority.
Beyond these regulations, however, today’s transportation designers and
builders are as concerned—if not more so—than the general public about
the footprint their work leaves behind. They take pride in context sensitive
design and infrastructure aesthetics that blend with and enhance their natural
surroundings. They understand their moral obligation and are guided by the
environmental ethic: avoid… minimize… mitigate.
Using Innovation to Minimize the Impacts/Leave It Better
21Road and rail transit projects
are always designed to
avoid impacts on sensitive
environmental resources
wherever possible. If those
resources cannot be avoided
altogether, major efforts
are made to minimize the
impacts. For impacts that
simply are not avoidable,
extensive mitigation efforts
are undertaken.
Today’s transportation
improvement projects are
“greener and cleaner” than
ever before, marked by
recycling of construction materials, preservation and creation of wetlands and
woodlands, innovative solutions to minimize disruptions to wildlife, a respect
for history and the ultimate creation of infrastructure that provides safer and
cleaner mobility.
CLEANER EQUIPMENT… CLEANER OPERATIONThe industry’s construction equipment is much more efficient and cleaner than
that used to build transportation projects in previous generations. And more
improvements are on the way.
Construction contractors are also employing emission-smart practices like
turning off heavy equipment rather than letting it idle, keeping their equipment
maintained for maximum efficiency and lower emissions, using lower-emitting
fuels (increasingly including biodiesel) and finding local sources for building
materials to cut shipping-related emissions.
22HOW ARE WE DOING?
The entire U.S. construction industry, which includes transportation
construction, accounts for a mere 1.7% of the total greenhouse gas
emissions and that will continue to fall as more fuel efficient equipment
replaces older machines.10
Off-road particulate emissions have been reduced by 85 percent since
1996.11
Off-road nitrogen oxide emissions have fallen by 70 percent since 1996.12
THE #1 RECYCLERWhen judged by volume and weight, the U.S. transportation construction
industry is the world’s largest recycler, saving taxpayers literally billions of
dollars on publicly-funded road projects while simultaneously reducing demand
for petroleum, landfills, quarries and gravel pits.
According to the National Asphalt Pavement Association, 100 million tons of
asphalt used in roadways, runways and parking
lots are reclaimed annually. Approximately 75
million tons are recycled and applied again as
a hot-mix or warm-mix asphalt surface. The
rest is used primarily in other highway and
pavement-related applications for things like
road base and shoulders.
The nation’s concrete producers are also
major consumers of industrial by-products
that otherwise would end up in landfills. They
annually utilize, for example, as a reinforcing
and binding agent, 15 million tons of fly-ash,
the fine particulate ash that results from the
combustion of a solid fuel, like coal.
100 million tons of asphalt used in roadways, runways and parking lots are reclaimed annually.
23
PRESERVING & EXPANDING THE NATION’S WETLANDSThanks to federally-funded highway projects, the United States is actually
expanding its inventory of wetlands wildlife sanctuaries. Wetlands acreage
increased 170 percent between 1996 and 2008, creating nearly three acres of
wetlands for every acre impacted.13
SCENIC BEAUTIFICATION, LANDSCAPING, WALKWAYS & BIKE The same people who design and build our nation’s roads and bridges also
design and build the nation’s expanding inventory of pedestrian walkways
and bike paths. And no public or private program provides more financial
resources for environmental and community enhancement than the federal
highway program.
From 1992 to 2009, state and local governments steered $9.2 billion of their
federal highway funding to transportation enhancement projects. More than
half of that money, 56 percent, went to build bicycle and pedestrian facilities
and fund bike/pedestrian safety programs. Almost 20 percent was directed to
landscaping, planting of wild flowers and other scenic beautification. Just over
$1 billion in federal highway funds were directed to archeological and historic
preservation activities and the rehabilitation of historic transportation facilities
like rail stations.14
PH
OTO
CO
URT
ESY
OF
FIG
G E
NG
INEER
ING
GRO
UP
24THE “FOOTPRINT”There is no question that America’s
transportation network—particularly our
road system— is extensive. We have a very
large country and the network must serve
an ever expanding population and economy.
But the relative size of its environmental
footprint usually surprises people when they
hear it. Far from “paving over America,” after
two centuries of road building, the Federal
Highway Administration reports our public
roads occupy less than one-half of one percent
of the total U.S. land area!
LEAVING A LEGACYWhen asked why they chose their profession,
the men and women who work in the U.S.
transportation design and construction
industry often give similar answers. And they
generally tend to revolve around three things.
First, they enjoy solving and providing solutions
to big problems. In that pursuit, they can be
creative and innovative.
Second, they fervently believe that the result of
their work has great social utility. They know
that the nation’s economy and the quality of
life enjoyed by their family and fellow citizens
are directly dependent on their work product.
25
Lastly, because what they do is tangible. It has
permanence. In other words, they are leaving
a legacy behind for future generations to use,
if not also enjoy.
Not many people can say those things about
their jobs and work product.
It is this sense of legacy and personal
accountability—more than anything—
that drives the environmental ethic found
today in the U.S. transportation design
and construction industry. We know and
embrace the fact that we are on the front line
of environmental stewardship. And we are
proud of the many contributions our industry
and the transportation sector have made in
improving our environment.
We know and embrace the fact that we are on the front line of environmental stewardship.
PH
OTO
CO
URT
ESY
OF
FIG
G E
NG
INEER
ING
GRO
UP
26
ENDNOTES 1) U.S. Environmental Protection Agency, “Light-Duty Automotive
Technology, Carbon Dioxide Emissions, and Fuel Economy Trends: 1975
Through 2009,” November 2009
2) U.S. Federal Highway Administration, “Air Quality Selected Facts and
Figures,” 2006
3) Ibid
4) U.S. Environmental Protection Agency, “Light-Duty Automotive
Technology, Carbon Dioxide Emissions, and Fuel Economy Trends: 1975
Through 2009,” November 2009
5) Ibid
6) Obama Administration “National Fuel Efficiency Policy: Good For
Consumers, Good For The Economy And Good For The Country,” May
2009
7) U.S. Federal Highway Administration, “Air Quality Selected Facts and
Figures,” 2006
8) Cambridge Systematics, Inc., “Unclogging America’s Arteries, Effective
Relief for Highways,” February 2004
9) SAIC Energy Solution Operation, “Public Transportation’s Contribution
to U.S. Greenhouse Gas Reduction,” for the American Public
Transportation Association, and the Federal Transit Administration’s
Transit Cooperative Research Program, September 2007
10) U.S. Environmental Protection Agency, “Potential for Reducing
Greenhouse Gases in the Construction Sector,” February 2009
11) Diesel Technology Forum, “Diesel Powered Machines and Equipment:
Essential Uses, Economic Importance and Environmental Performance,”
2003
12) Ibid
13) White House Council on Environmental Quality, “Conserving America’s
Wetlands 2008: Four Years of Partnering Resulted in Accomplishing the
President’s Goal.”
14) National Transportation Enhancements Clearinghouse, A Project of
the Federal Highway Administration and Rails-to-Trails Conservancy,
“Transportation Enhancements, Summary of Nationwide Spending as of
FY 2009,” May 2010
AMERICAN ROAD & TRANSPORTATION BUILDERS ASSOCIATION
1219 28TH STREET, N.W., WASHINGTON, D.C. 20007