Lec 6. Ch.3P2 TP system impacts Transportation consumes a lot of energy Transportation system impacts of concern to transportation planners Be familiar with all the types of impacts you read in the book; but in lecture we focus on energy consumption, air pollution, noise pollution, and social & cultural impacts (land use and mobility-limited population) Ch. 3 Part 2 (3.2): Topics

Transportation system impacts of concern to transportation planners

Characteristics of impacts Impacts due to construction and use Direct and indirect impacts Cumulative impacts (additive effects) Significance of likely impacts: Context and intensity Scope of the proposed action influencing the types of impacts Class I:Develop an environmental impact statement (EIS) Class II: Seek a categorical exclusion Class III: Conduct an environmental assessment vs.

Energy consumption These facts are alarming… (p.123) US share of world oil consumption 25.6%; share of world oil produced 9.7% (1996)  We are so dependent on foreign oil. US had to protect the oil in the Middle East during the Gulf War. Transportation share of total energy consumption 27.7% (1998) Transportation energy use by mode (1997): Auto & light-duty trucks 63%, heavy trucks and buses 18%, transit 1%, others (air, rail, pipeline) 18%) Fuel efficiency has leveled off recently at average 28 – 29 mpg (1999) Emergence of less-fuel-efficient cars (SUV, considered as pickups and lower emission standards.) Nothing is wrong with owing cars, but reducing their use, thus reducing oil dependency, is an important agenda for US. Examine Tab 3.13 (Examine Table 3.13 to see energy consumption by TP modes)

Air pollution Three major pollutants often cited are: Carbon monoxide (CO), Oxides of nitrogen (No x ), and Particulates (PM 10 ) AreaNOxVOC/HCCO Atlanta49%47%74% New York43%29%61% Highway vehicle emissions as a % of total emission Emission of CO, NO x, and PM 10 can be reduced by having shorter trip lengths, reduction of stop-and-go. HC is difficult to reduce; as long as vehicles are started HC is emitted; hence at trip ends it will be emitted. Non-attainment areas: Areas who do not meet the EPA emission standards. Once designated non-attainment areas, it is difficult to get projects using federal funds approved, e.g. Upgrading US 6 in Spanish Fork Canyon

Noise pollution Noise sources of automobiles: Noise abatement methods: SourcePathReceiver Tire/pavement friction Wind shear Engine and mechanical parts Reflected Direct Diffracted Transmitted

Land use and urban form The trip-making characteristics of a region – spatial travel patterns and modal choices – are largely a function of how land is organized and used, e.g. Urban sprawl forces residents to drive. Public transit has difficult to effectively serve such land use patters. But park-and-ride facilities for LRT, commuter rails etc help gather trips to stations. The pattern of land use is influenced by the level of accessibility provided by the transportation system, e.g. Rapid development along Center St., 800 N. and 1600 N. in Orem (direct connection to I-15) What’s responsible for urban sprawl?

Land use and urban form (2) Analyze this table carefully. What can you tell? Of greatest interest to transportation planners over the next several decades will be the question of whether a proactive land-use policy (I.e., where government takes a lead role in influencing land-use decision) can be combined with transportation investment decisions to provide a more “desirable” urban form. See arguments in page 131.

Mobility-limited population/equity Transportation systems provide tremendous benefits to those who can afford to use the system. Assessment of the equitable distribution of benefits and costs is an important part of transportation planning. Community impact analysis has become an important component of transportation planning. Community impacts of transportation tend to affect elderly, low-income, and disabled groups to a greater extent than most other groups in urban areas.