en-us Tue, 5 Jun 2012 00:21:44 UTC Inmagic DB/Text WebPublisher http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR251E Mon, 14 May 2012 14:00:00 UTCBefore incinerator bottom ash waste (IBAW) is used as a construction material, its environmental impacts should be thoroughly investigated. IBAW encompasses ferrous and nonferrous constituents that, in the presence of water, might be released into the groundwater and soil. The aim of this study was to find a treatment technique to improve the quality of IBAW and to reduce, to below regulatory limits, its potential to leach metals and salts. IBAW was mixed with limestone to achieve an environmentally and functionally acceptable blend to be used as a road foundation layer. The research studied the leaching characteristics of some constituents—including sulfate, chloride, sodium, copper, zinc, and lead—in IBAW blends under different conditions, such as initial pH value and the use of novel and traditional treatment agents. The experimental program was designed to recreate a realistic environment; a lysimeter was used as a large-scale leaching tool and a laboratory protocol was developed that simulated road foundation field conditions to evaluate the long-term release of heavy metals and salts from IBAW. In the lysimeter experiments, the concentrations of the leached elements were monitored through a sand substrate underneath the IBAW layer to study the potential element migration and sorption process. Mathematical modeling was then used to simulate the release of the aforementioned constituents from the IBAW on the basis of the initial measurement of intrinsic material properties and the sorption process concept. The experimental results showed that the additive treatment had a varied impact on the IBAW blends' leaching properties, as element release was reduced by a wide margin, ranging from 5 to 96 per cent. http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR262E Mon, 14 May 2012 14:00:00 UTCBicycling as a mode of transportation is increasingly seen as a healthy alternative to motorized transportation modes. However, in congested urban areas, the health benefits of bicycling can be diminished by the negative health effects associated with inhalation of particulate matter. Particles of small size are the most harmful, even during short-duration exposure. Because vehicular exhaust is the major source of ultrafine particles, the impact of traffic levels and bicycle lane characteristics on exposure of bicyclists was studied. Ultrafine particle exposure concentrations were compared in two settings: (a) a traditional bicycle lane adjacent to the vehicular traffic lanes and (b) a cycle track design with a parking lane separating bicyclists from vehicular traffic lanes. Traffic measurements were made alongside air quality measurements. The cycle track design mitigated ultrafine particle exposure concentrations for cyclists. Results showed statistically significant differences in terms of exposure levels for the two bike facilities, as well as correlations between traffic levels and exposure level differences. Results also suggested that ultrafine particle levels and spatial distribution were sensitive to proximity to signalized intersections. Findings of this research indicated that, in high traffic areas, bicycle facility design had the potential to lower air pollution exposure levels of bicyclists. http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR270E Mon, 14 May 2012 14:00:00 UTCA major body of transportation greenhouse gas (GHG) reduction strategies is contained in state-level climate action plans (CAPs). There has been some concern among major stakeholder groups that CAPs are not rigorously developed documents and that the reductions estimated in CAPs are unrealistic given real constraints on funding and implementation authority. This paper analyzes a subset of 84 strategies in nine states' CAPs to determine how reliable reduction estimates are and where significant sources of uncertainty arise. Measures from these CAPs are evaluated according to requirements for enactment, external factors that play a role in implementation, quantification methods, and variables used in the quantification. For enactment of strategies, nearly all of the transportation GHG reductions estimated in state CAPs would require new state legislation or state agency rulemaking. Half of the reductions would require major new funding. For implementation factors, one-third of state CAP GHG reductions relies heavily on assumptions about the future price of transportation. A relatively small portion (10 per cent) of the estimated GHG reductions depends on changes in land use. Some of the greatest uncertainty stems from strategies that are quantified with goals rather than empirical data and are not supported by a feasibility study. The authors judge that if state CAP transportation strategies are enacted as stated, roughly one-third of the estimated reductions in GHG emissions is highly uncertain. As states develop and revise CAPs in the future, they can focus on developing and quantifying strategies in a way that increases the likelihood that strategies will achieve at least the reductions estimated. http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR275E Mon, 14 May 2012 14:00:00 UTCTransportation departments are beginning to recognize that adaptation for climate change must become an integral part of their planning efforts. However, staff members frequently lack the adequate local data, training, and guidance needed to begin adaptation planning assessments. As a result, planning for adapting to climate change has remained generally abstract and lacks the specificity needed to identify potential system vulnerabilities, assess risk, and prioritize responses. This report outlines a geographic information system-based method with which transportation departments can assess vulnerabilities to climate change in their multimodal surface transportation systems. The city of Portland, Oregon, is used as an illustrative case study. The proposed method allows for preliminary vulnerability identification, prioritization, and impact assessment and can also be used as a basis for more advanced analysis and scenario testing. This research also identifies and describes data gaps and other barriers to climate change adaptation planning for surface transportation. http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR123E Mon, 14 May 2012 14:00:00 UTC http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR132E Mon, 14 May 2012 14:00:00 UTC http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR168E Mon, 14 May 2012 14:00:00 UTCThis research addresses the need for a more comprehensive approach to identifying roads at risk from climate change. Although subjective assessments can be useful, their inability to be conclusively tested makes it difficult to compare and rank their results across projects. In recognition of this, this paper develops techniques to provide simple, objective and transparent methodologies for identifying the point at which climate change is relevant for a road project’s design. Factors identified as being the most likely to impact roads are sea-level rise, deterioration from changes in average temperate and rainfall and changes in peak and average rainfall which result in inundation. Where potential risk factors are identified, a more detailed assessment of the risks is recommended. http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR340E Mon, 14 May 2012 14:00:00 UTCVarious transportation policies can help conserve energy and reduce pollution emissions. Some, called cleaner vehicle strategies in this article, reduce emission rates per vehicle-kilometer. Others, called mobility management (also called transportation demand management and VMT reduction) strategies, reduce total vehicle travel. There is disagreement concerning which approach is most cost effective and beneficial. Some studies conclude that cleaner vehicle strategies are generally most cost effective and beneficial overall, while others favor mobility management strategies. These different conclusions tend to reflect different analysis scope. Analyses that favor clean vehicle strategies tend to overlook or undervalue some significant impacts, including cleaner vehicle lifecycle analysis and rebound effects, and mobility management co-benefits. More comprehensive analysis tends to favor mobility management. This article investigates these issues and provides specific recommendations for comprehensive evaluation of transport energy conservation and emission reduction strategies.