&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