Maine Transportation Profile (2002)

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The Rebound Effect in the Aviation Sector

The rebound effect, i.e., the (partial) offset of the energy efficiency improvement potential due to a reduction in marginal usage costs and the associated increase in consumer demand, has been extensively studied for residential energy demand and automobile travel. This study presents a quantitative estimate of the rebound effect for an air traffic network including the 22 busiest airports, which serve 14 of the highest O-D cities within the domestic U.S. aviation sector. To satisfy this objective, passenger flows, aircraft operations, flight delays and the resulting energy use are simulated. Our model results indicate that the average rebound effect in this network is about 19%, for the range of aircraft fuel burn reductions considered. This is the net impact of an increase in air transportation supply to satisfy the rising passenger demand, airline operational effects that further increase supply, and the mitigating effects of an increase in flight delays. Although the magnitude of the rebound effect is small, it can be significant for a sector that has comparatively few options for reducing greenhouse gas emissions

Enhanced Planning Review of the Salt Lake and Ogden Metropolitan Area

ISTEA significantly changed the law governing metropolitan transportation planning. In response to the changes introduced by ISTEA, FHWA and FTA issued revised planning regulations on October 28, 1993, setting new requirements for the transportation planning processes. The requirements are presented in 23 CFR Part 450 and 49 CFR Part 613, Statewide and Metropolitan Planning Final Rule. The Clean Air Act Amendments of 1990 (CAAA) also imposed rigorous new transportation planning requirements in metropolitan areas, particularly those that are designated nonattainment or maintenance areas for air quality. In support of the implementation of the revised regulations, FHW A and FTA jointly established a schedule of EPRs. The EPRs are intended to determine the impact of planning on transportation investment processes. The EPRs also provide a technical assessment of the transportation planning and programming processes, including consideration of the six focal points identified by the FHW A and FTA Administrators for certification. The six focal points are: Financial Constraint and Financial Planning, Major Investment Studies, Congestion Management Systems, the Planning Process, and Links to the Conformity Requirements of the Clean Air Act Amendments of 1990; the Public Involvement Process; and the IS TEA Fifteen Planning Factors. 1 Of equal importance, EPRs will provide a forum for dialogue and the exchange of information on perspectives and concerns related to IS TEA between FT A and FHW A headquarters and field staff, and state and local officials responsible for metropolitan area transportation planning. Additionally, EPRs will provide information for future long-term federal policy-making, including possible legislative and regulatory changes; identify national issues and trends; and document national case studies of best professional practice. This information will also be used to help identify how future federal technical assistance programs can best assist MPOs and other planning agencies in carrying out the requirements of ISTEA. Finally, EPRs are intended to support progress toward meeting ISTEA requirements

Characterization of black pigment used in 30 BC fresco wall paint using instrumental methods and chemometry

<p>Abstract</p> <p>Background</p> <p>Interest in hybrid-electric vehicles (HEVs) has recently spiked, partly due to an increasingly negative view toward the U.S. foreign oil dependency and environmental concerns. Though HEVs are becoming more common, they have a significant price premium over gasoline-powered vehicles. One of the primary drivers of this “hybrid premium” is the cost of the vehicles’ batteries. This paper focuses on these batteries used in hybrid vehicles, examines the types of batteries used for transportation applications and addresses some of the technological, environmental and political drivers in battery development and the deployment of HEVs.</p> <p>Methods</p> <p>This paper examines the claim, often voiced by HEV proponents, that by taking into account savings on gasoline and vehicle maintenance, hybrid cars are cheaper than traditional gasoline cars. This is done by a quantitative benefit-cost analysis, in addition to qualitative benefit-cost analysis from political, technological and environmental perspectives.</p> <p>Results</p> <p>The quantitative benefit-cost analysis shows that, taking account of all costs for the life of the vehicle, hybrid cars are in fact more expensive than gasoline-powered vehicles; however, after five years, HEVs will break even with gasoline cars.</p> <p>Conclusions</p> <p>Our results show that it is likely that after 5 years, using hybrid vehicles should be cheaper in effect and yield a positive net benefit to society. There are a number of externalities that could significantly impact the total social cost of the car. These externalities can be divided into four categories: environmental, industrial, R&D and political. Despite short-term implications and hurdles, increased HEV usage forecasts a generally favorable long-term net benefit to society. Most notably, increasing HEV usage could decrease greenhouse gas emissions, while also decreasing U.S. dependence on foreign oil.</p

Final Environmental Assessment and Finding of No Significant Impact For the Proposed Safety of Dams Modifications and Bridge Reconstruction

The Bureau of Reclamation, Provo Area Office (Reclamation) proposes to replace the concrete spillway structure at Scofield Dam, the principal feature of the Scofield Project. This construction project would be completed under the Safety of Dams (SOD) Act of 1978 (Public Law 95-578, as amended). The proposed SOD modifications would correct safety deficiencies of the dam without affecting the purpose, or benefits of the dam. Reclamation also proposes to replace the existing gate house at its current position on the crest of the dam. This building is in poor condition and would be replaced with either a new concrete structure or a metal building

Introduction to U.S. Export Controls for the Commercial Space Industry

This guidebook provides basic information to help commercial space organizations, especially emerging entrepreneurial firms, considering business in the international market. It is intended to serve as a starting point in the preparation for the export control process. This is an update to the 2008 edition and reflects changes due to the Export Control Reform initiative. Because most space technologies are subject to export controls, it is your responsibility to be aware of the steps necessary to ensure that your operations are lawful. While this guidebook gives an overview of the general responsibilities and procedures, it cannot replace a full understanding of export regulations or discussions with regulatory bodies and legal counsel prior to any technology or information export. Please consult with the Department of State and Department of Commerce to ensure that your organization has the most recent information. In particular, please note that export control regulations are subject to ongoing revision. Be sure to compare any regulatory text quoted in this publication with the latest official online version

New Madawaska Land Port of Entry and International Bridge Project Draft Supplemental Environmental Impact Statement and Draft Programmatic Section 4(f) Evaluation

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Airport to University West-East Corridor Study Salt Lake City, Utah Final Environmental Impact Statement

Based upon coordination with public and government agencies, combined with evaluation of technical considerations, the Wasatch Front Regional Council has identified a Light Rail Transit (LRT) systems as the preferred alternative to serve the Airport to University Transportation Corridor of Salt Lake City, Utah. The 10.9 mile west-east corridor will be constructed from the Salt Lake City International Airport, through the Central Business District (CBD) to the University of Utah Health Sciences Center. It will interface with the existing north-south LRT line at 400 South and Main Street, and at South Temple and 400 West. The West-East LRT project will fulfill the following objectives: improve transit reliability between major destinations within the corridor; reduce traffic congestion; improve air quality; interface with the existing and planned regional transit system; assure minimal impacts on the natural and manmade environment; support development of a multi-modal transportation system that is convenient, accessible, and flexible enough to increase capacity; and connect with service extended to new areas in the future. This document describes the environmental impacts associated with the construction and operation of the West-East LRT, and a No-Build alternative. The purpose of analyzing a No-Build alternative is to provide a baseline for comparison of alternatives, as well as to determine the effect of taking no action. The No-Build alternative includes all existing transportation improvements as well as all planned and committed transportation projects listed in the State Transportation Improvement Plan. The environmental, transportation and financial impacts of the two alternatives are evaluated and compared against a wide range of considerations including: land use, visual and aesthetic impacts, historic and cultural impacts, parks and open spaces, socioeconomic and demographic, public safety and security, environmental justice, wetlands, ecosystems, water and air quality, floodplains, potential containment sources noise and vibration, minerals, utilities, mobility, cost effectiveness, and transportation systems. Some impacts to the natural and manmade environment will occur. These impacts, along with mitigation measures to reduce anticipated impacts are detailed in this document

Near-Roadway Air Pollution and Coronary Heart Disease: Burden of Disease and Potential Impact of a Greenhouse Gas Reduction Strategy in Southern California

Background: Several studies have estimated the burden of coronary heart disease (CHD) mortality from ambient regional particulate matter ≤ 2.5 μm (PM2.5). The burden of near-roadway air pollution (NRAP) generally has not been examined, despite evidence of a causal link with CHD. Objective: We investigated the CHD burden from NRAP and compared it with the PM2.5 burden in the California South Coast Air Basin for 2008 and under a compact urban growth greenhouse gas reduction scenario for 2035. Methods: We estimated the population attributable fraction and number of CHD events attributable to residential traffic density, proximity to a major road, elemental carbon (EC), and PM2.5 compared with the expected disease burden if the population were exposed to background levels of air pollution. Results: In 2008, an estimated 1,300 CHD deaths (6.8% of the total) were attributable to traffic density, 430 deaths (2.4%) to residential proximity to a major road, and 690 (3.7%) to EC. There were 1,900 deaths (10.4%) attributable to PM2.5. Although reduced exposures in 2035 should result in smaller fractions of CHD attributable to traffic density, EC, and PM2.5, the numbers of estimated deaths attributable to each of these exposures are anticipated to increase to 2,500, 900, and 2,900, respectively, due to population aging. A similar pattern of increasing NRAP-attributable CHD hospitalizations was estimated to occur between 2008 and 2035. Conclusion: These results suggest that a large burden of preventable CHD mortality is attributable to NRAP and is likely to increase even with decreasing exposure by 2035 due to vulnerability of an aging population. Greenhouse gas reduction strategies developed to mitigate climate change offer unexploited opportunities for air pollution health co-benefits