scholarly journals Integrating Truck Emissions Cost in Traffic Assignment

2015 ◽  
Vol 2503 (1) ◽  
pp. 119-127
Author(s):  
Peter Foytik ◽  
R. Michael Robinson
Keyword(s):  
Fuel Economy ◽  
Environmental Protection Agency ◽  
Motor Vehicle ◽  
Route Choice ◽  
Ghg Emissions ◽  
The United States ◽  
Demand Model ◽  
Traffic Demand ◽  
Freight Trucks ◽  
The U.S

The adverse impacts of greenhouse gasses (GHG) and the imperative for reducing the existing rate of GHG production are well established. In the United States, the largest source of GHG emissions from human activities is from burning fossil fuels, primarily for the generation of electricity and transportation. The transportation sector accounts for 28% of all U.S. GHG production. Heavy-duty vehicles, such as large freight trucks, account for nearly one-fifth of the U.S. total, and this fraction is expected to grow rapidly. Consequently, many efforts are being used to reduce the total emissions of freight trucks. Most efforts emphasize one of four areas: engineering improvements to improve fuel economy or reduce emissions, shifts to other transport modes, improved logistics to reduce the movement of partially full or empty containers, and reduced travel costs for individual trucks. A few studies have assessed modifications to route choice considerations as a means of improving the fuel economy of individual vehicles and show potential gains. In this study, the potential gains of emissions-based route choice were assessed by integrating the U.S. Environmental Protection Agency motor vehicle emission simulator with a macroscopic regional traffic demand model. For this integration, route choices included a simplified emissions calculation within the repeated model iteration runs of an algorithm of the Frank–Wolfe type. The analyses suggested that reductions of freight truck emissions were possible and showed an example in which the total system's truck emissions were reduced by up to 0.61% (88.8 tons).

Abstract 16822: Dust Storms in the United States are Associated With Increased Cardiovascular Mortality

Circulation ◽  
2015 ◽  
Vol 132 (suppl_3) ◽  
Author(s):  
James L Crooks ◽  
Wayne Cascio ◽  
Madelyn Percy ◽  
Jeanette Reyes ◽  
Lucas Neas ◽  
...  
Keyword(s):  
Public Health ◽  
United States ◽  
Particulate Matter ◽  
Cardiovascular Mortality ◽  
Environmental Protection Agency ◽  
The United States ◽  
Dust Storms ◽  
Ambient Particulate Matter ◽  
Protection Agency ◽  
The U.S

Introduction: Extreme weather events such as dust storms are predicted to become more frequent as the global climate warms through the 21st century. Studies of Asian, Saharan, Arabian, and Australian dust storms have found associations with cardiovascular and total non-accidental mortality and hospitalizations for stroke. However, the only population-level epidemiological work on dust storms in the United States was focused on a single small metropolitan area (Spokane, WA), and it is uncertain whether its null results are representative of the country as a whole. Hypothesis: Dust storms in the United States are associated with daily cardiovascular mortality. Methods: Dust storm incidence data (N=141), including date and approximate location, as well as meteorological station observations, were taken from the U.S. National Weather Service. County-level mortality data for the years 1993-2005 were acquired from the National Center for Health Statistics. Ambient particulate matter monitor concentrations were obtained from the U.S. Environmental Protection Agency. Inference was performed used conditional logistic regression models under a case-crossover design while accounting for the nonlinear effect of temperature. Results: We found a 9.5% increase in cardiovascular mortality at a two-day lag (95% CI: [0.31%,19.5%], p = 0.042). The results were robust to adjusting for heat waves and ambient particulate matter concentrations. Analysis of storms occurring only on days with <0.1 inches of precipitation strengthened these results and in addition yielded a mean daily increase of 4.0% across lags 0-5 (95% CI: [0.07%,20.8%], p = 0.046). In Arizona, the U.S. state with the largest number of storms, we observed a 13.0% increase at a three-day lag (CI: [0.40%,27.1%], p = 0.043). Conclusions: Dust storms in the U.S. are associated with increases in lagged cardiovascular mortality. This has implications for the development of public health advisories and suggests that further public health interventions may be needed. Disclaimer: This work does not represent official U.S. Environmental Protection Agency policy.

Field Decontamination and Triage in Chemical Emergencies

1987 ◽  
Vol 3 (1) ◽  
pp. 37-39
Author(s):  
Constance J. Doyle
Keyword(s):  
United States ◽  
Emergency Department ◽  
Environmental Protection Agency ◽  
Hazardous Materials ◽  
The United States ◽  
Protection Agency ◽  
Environmental Cleanup ◽  
Materials Handling ◽  
Toxic Materials ◽  
The U.S

Triage and rescue of casualties from accidents involving hazardous materials is a challenge for many emergency medical services (EMS) personnel. With very toxic materials, the untrained and unprepared rescuer may become a victim. In addition, few hospitals in the United States have decontamination units attached to their emergency departments and emergency department personnel may become exposed if the casualty is not decontaminated. Many environmental cleanup teams, including the U.S. Environmental Protection Agency (EPA) team, are well trained in materials handling but are not immediately available when a hazardous materials spill with personal injuries occurs.

Meeting the Challenge: A Stochastic Assessment of the U.S. Light-Duty Vehicle Fuel Economy Standards

2012 ◽  
Author(s):  
Parisa Bastani ◽  
John B. Heywood ◽  
Chris Hope
Keyword(s):  
Fuel Economy ◽  
Ghg Emissions ◽  
Corporate Average Fuel Economy ◽  
Passenger Cars ◽  
Policy Model ◽  
Light Duty ◽  
Stochastic Transport ◽  
Light Trucks ◽  
Light Duty Vehicle ◽  
The U.S

The U.S. Department of Transport and EPA have recently proposed further regulation of the light-duty vehicle corporate average fuel economy and GHG emissions for model years 2017 to 2025. Policy makers are setting more stringent targets out to 2025 in a context of significant uncertainty. These uncertainties need to be quantified and taken into account systematically when evaluating policies. In this paper, a stochastic technology and market vehicle fleet analysis is carried out, using the STEP (Stochastic Transport Emissions Policy model), to assess the probability of meeting the proposed CAFE targets in 2016 and 2025, and identify factors that play key roles in the near and midterm. Our results indicate that meeting the proposed targets requires (a) aggressive technological progress rate and deployment, (b)aggressive market penetration of advanced engines and powertrains, (c) aggressive vehicle downsizing and weight reduction, and (d) a high emphasis on reducing fuel consumption. Three scenarios are examined to assess the likelihood of meeting the proposed targets. The targets examined here, 32.5 and 34.1 mpg in 2016 and 44 and 54.5 mpg in 2025, are reduced from the nominal CAFE values after allowing for the various credits in the proposed rulemaking. The results show that there is about a 42.5% likelihood of the passenger cars average fuel economy falling below 32.5 mpg and a 5.3% likelihood of it exceeding 34.1 mpg in 2016, and about a 4% chance of it exceeding 44 mpg in 2025, under the plausible-ambitious scenario. Under the EPA/DOT preferred alternative scenario, the likelihood of passenger cars average fuel economy meeting or exceeding 34.1 mpg in 2016 and 44 mpg in 2025 increases to about 74% and 34.5% respectively. The probability of meeting these combined CAFE targets drops to less than 1% in both near and mid terms, once light trucks are included in the mix. This analysis quantifies the probability of meeting the targets therefore to enable risk-based contingency planning, and identifies key drivers of uncertainty where further strategic research is needed.

scholarly journals “Back to the Future”: Time for a Renaissance of Public Health Engineering

2019 ◽  
Vol 16 (3) ◽  
pp. 387
Author(s):  
Richard J. Gelting ◽  
Steven C. Chapra ◽  
Paul E. Nevin ◽  
David E. Harvey ◽  
David M. Gute
Keyword(s):  
Public Health ◽  
Native American ◽  
Alaska Native ◽  
Environmental Protection Agency ◽  
Large Scale ◽  
Public Health Practice ◽  
The United States ◽  
Modern World ◽  
Positive Health ◽  
The U.S

Public health has always been, and remains, an interdisciplinary field, and engineering was closely aligned with public health for many years. Indeed, the branch of engineering that has been known at various times as sanitary engineering, public health engineering, or environmental engineering was integral to the emergence of public health as a distinct discipline. However, in the United States (U.S.) during the 20th century, the academic preparation and practice of this branch of engineering became largely separated from public health. Various factors contributed to this separation, including an evolution in leadership roles within public health; increasing specialization within public health; and the emerging environmental movement, which led to the creation of the U.S. Environmental Protection Agency (EPA), with its emphasis on the natural environment. In this paper, we consider these factors in turn. We also present a case study example of public health engineering in current practice in the U.S. that has had large-scale positive health impacts through improving water and sanitation services in Native American and Alaska Native communities. We also consider briefly how to educate engineers to work in public health in the modern world, and the benefits and challenges associated with that process. We close by discussing the global implications of public health engineering and the need to re-integrate engineering into public health practice and strengthen the connection between the two fields.

ESA Section 7: Time for a Refresh in the Pre-Spill Planning Consultation Process

2017 ◽  
Vol 2017 (1) ◽  
pp. 173-192
Author(s):  
Stacey L. Crecy ◽  
Melissa E. Perera ◽  
Elizabeth J. Petras ◽  
John A. Tarpley
Keyword(s):  
Endangered Species ◽  
Oil Spill ◽  
Environmental Protection Agency ◽  
The United States ◽  
Federal Agencies ◽  
Coast Guard ◽  
Service Agency ◽  
Consultation Process ◽  
Oil Spill Response ◽  
The U.S

ABSTRACT #2017-373 Federal agencies involved in oil spill response in the U.S. are required to comply with several environmental compliance laws. Where a Federal agency is operating in a way that may affect endangered species in the area, Section 7 of the Endangered Species Act (ESA) requires the agency to “consult” with the two Federal agencies responsible for protecting those species and habitats – the National Marine Fisheries Service (NMFS) and the United States Fish and Wildlife Service (USFWS). Following the Deepwater Horizon oil spill, nonprofit organizations filed several lawsuits against the U.S. Coast Guard (USCG) and the Environmental Protection Agency (EPA) (the “Action Agencies”) for failure to comply with the ESA during oil spill contingency planning. In one case, a settlement required the Action Agencies to consult with the NMFS and USFWS (together, called the “Services”) on the plan to use oil spill dispersants in California waters. Perhaps responding to these developments, several Regional Response Teams across the country initiated or made plans to review the status of their ESA Section 7 consultations. These efforts have varied in cost, scope, composition of agency representatives involved, and success in completing a consultation for a variety of reasons. There have been numerous challenges for USCG and EPA in meeting the ESA Section 7 consultation requirements for oil spill planning. First, the most recent framework for cooperation between the Action Agencies and the Services regarding consulting on oil spill planning and response activities is contained in an Interagency Memorandum of Agreement (MOA) signed in 2001. Although the agreement is still valid, some parts have been identified as outdated or in need of clarification. Secondly, there are no direct funding mechanisms or dedicated personnel assigned to the Action Agencies to work on pre-spill ESA Section 7 consultations. Third, recommendations and consultation outcomes can vary between Service agencies as well as internally within each Service agency due to a high level of regional autonomy. In 2015, the National Response Team (NRT) formed a new, interagency subcommittee to improve the Federal Action Agencies’ ability to comply with environmental laws such as the ESA with respect to oil spill response and pre-spill planning. A workgroup of the NRT Subcommittee was formed to specifically address pre-spill ESA Section 7 consultation processes. The workgroup includes regional and national representatives from the Action Agencies and the Services. In addition to strengthening relationships and understanding among the participating agencies, the workgroup has identified gaps in the 2001 MOA and is in the process of developing tools and templates on how to conduct pre-spill ESA Section 7 consultations to help fill some of the existing gaps. The workgroup ultimately hopes to facilitate the development of updated, complete, efficient, and consistent ESA Section 7 consultations across the nation.

In Different Tongues: Making Room for Cultural Differences in the Negotiated Rulemaking Process

2002 ◽  
Vol 7 (2) ◽  
pp. 209-233
Author(s):  
◽  
Keyword(s):  
Environmental Protection Agency ◽  
Cultural Sensitivity ◽  
The United States ◽  
Federal Agencies ◽  
Lessons Learned ◽  
Theory And Practice ◽  
Cultural Recognition ◽  
Negotiated Rulemaking ◽  
Indian Nations ◽  
The U.S

AbstractThis article explores the ethical impact of cultural recognition within the regulatory negotiation (reg-neg) process as it is currently being used by federal agencies in the United States. The authors use a blend of theory and practice to explore the ethical necessity, feasibility, and practicality of including cultural guidelines within the reg-neg process. Using the findings from extensive prior research on negotiated rulemaking at the U.S. Environmental Protection Agency (EPA) as a foundation, we illustrate the lessons learned from years of regulatory negotiations conducted by the pioneer of reg-neg. We then show how these lessons have been brought under an umbrella of ``cultural recognition'' within the consensus-based regulatory negotiation being used to improve relations between American Indian nations and the U.S. government. We discuss the ethical and practical implications of incorporating cultural sensitivity into the reg-neg process.

Comparing Driving Cycle Development Methods Based on Markov Chains

2020 ◽  
pp. 036119812096882
Author(s):  
Frédérique Roy ◽  
Catherine Morency
Keyword(s):  
Markov Chains ◽  
Environmental Protection Agency ◽  
Ghg Emissions ◽  
Principal Component ◽  
The United States ◽  
Driving Cycle ◽  
Clustering Methods ◽  
Driving Cycles ◽  
Emission Models ◽  
The Impact

The transportation sector is a major contributor to greenhouse gas (GHG) emissions, accounting for 14% of global emissions in 2010 according to the United States Environmental Protection Agency. In Quebec, this share amounts to 43%, of which 80% is caused by road transport according to the MinistÉre de l’Environnement et de la Lutte contre les changements climatiques of QuÅbec. It is therefore essential to support the actions taken to reduce GHGs emissions from this sector and to quantify the impact of these actions. To do so, accurate and reliable emission models are needed. Driving cycles are defined as speed profiles over time and they are a key element of emission models. They represent driving behaviors specific to various road types in each region. The most widely used method to construct driving cycles is based on Markov chains and consists of concatenating small sections of speed profiles, called microtrips, following a transition matrix. Two of the main steps involved in the development of driving cycles are microtrip segmentation and microtrip classification. In this study, several combinations of segmentation and clustering methods are compared to generate the most reliable driving cycle. Results show that segmentation of microtrips with a fixed distance of 250 m and clustering of the microtrips by applying a principal component analysis on many key parameters related to their speed and acceleration provide the most accurate driving cycles.

Inventory of Constructed Wetlands in the United States

1994 ◽  
Vol 29 (4) ◽  
pp. 309-318 ◽  
Author(s):  
Donald S. Brown ◽  
Sherwood C. Reed
Keyword(s):  
Constructed Wetlands ◽  
Environmental Protection Agency ◽  
Municipal Wastewater ◽  
Subsurface Flow ◽  
Free Water ◽  
The United States ◽  
Lessons Learned ◽  
Design Approach ◽  
Location Type ◽  
The U.S

During 1990 and 1991 the U.S. Environmental Protection Agency (EPA) sponsored an effort to identify existing and planned constructed wetlands in the U.S., and to collect readily available information from operating systems. In addition to inquiries by telephone and mail, the effort included site visits to over 20 operating subsurface flow constructed wetlands. The inventory documented the presence of over 150 constructed wetland systems for wastewater treatment, including both free water surface (FWS) and subsurface flow (SF) systems. The majority of the systems identified were SF systems for treating municipal wastewater. FWS systems were separated into three groups based on the design level of effluent water quality. SF systems were separated into three groups based on the basic design approach. The inventory indicated that neither between nor within these groups was there consensus regarding basic hydraulic and engineering design criteria, system configuration, or any other aspect, such as type of vegetation, size and type of media, or pretreatment. Information on location, type of system, design approach, hydraulic and organic loading rates, costs, and other aspects is presented. Information gathered and "lessons learned" from the site visits are presented. Insufficient oxygen for nitrification appears to be a problem for both FWS and SF systems. Insufficient hydraulic design appears to be a problem for SF systems.

scholarly journals Environmental Assessment and Sustainable Development in the United States

Energies ◽  
2021 ◽  
Vol 14 (4) ◽  
pp. 1180
Author(s):  
Toshiyuki Sueyoshi ◽  
Youngbok Ryu
Keyword(s):  
Sustainable Development ◽  
Performance Measures ◽  
Environmental Assessment ◽  
Environmental Protection Agency ◽  
Environmental Performance ◽  
State Level ◽  
The United States ◽  
Performance Measure ◽  
Political Transitions ◽  
The U.S

This study aims to overview the U.S. sustainable development by measuring the environmental performance of 50 states over the period of 2009–2018. To attain the objective, we employ data envelopment analysis for environmental assessment where we prioritize the minimization of CO2 emissions first and the maximization of gross state product later under the concept of managerial disposability (i.e., an environment-based performance measure). Then, we examine how the state-level environmental performance measures are associated with their political and spatial contexts. For the purpose, we conduct the Kruskal-Wallis rank sum test across groups of states characterized by their political transitions in the presidential and gubernatorial elections and defined by the regions of the U.S. Economic Development Administration and Environmental Protection Agency. Based on our empirical results, we find that (a) overall environmental performance has gradually enhanced over time, (b) there are statistically significant differences in the environmental performance measures along with the political transitions, and (c) states on both coasts have outperformed those of the middle in the measurement.

scholarly journals COMPLETE STREETS & LIVABLE CENTERS

2011 ◽  
Vol 6 (3) ◽  
pp. 21-32 ◽  
Author(s):  
Robin Holzer ◽  
Zakcq Lockrem
Keyword(s):  
Greenhouse Gas Emissions ◽  
Greenhouse Gas ◽  
Environmental Protection Agency ◽  
Energy Use ◽  
Ghg Emissions ◽  
Green Building ◽  
Complete Streets ◽  
Gas Emissions ◽  
New Construction ◽  
The U.S

INTRODUCTION In recent years, Houston has made great strides in green building, moving into the top ten nationally on both LEED certified and Energy Star rated structures. At the same time, fewer steps have been taken to address transportation, which accounts for one third of U.S. greenhouse gas emissions. 3 To achieve greater sustainability, architects, planners, and developers must take the space between buildings into greater account. As in other metropolitan areas, Houston's commercial developers and property owners are continuing to embrace green building standards, particularly the U.S. Green Building Council's Leadership in Energy and Environmental Design (LEED) standard for new construction. As a result, new offices, schools, institutions, and commercial buildings are increasingly efficient, incorporating a full array of technologies to minimize energy use and greenhouse gas emissions. These are major steps in the right direction, but we can and must do more. Individuals spend only part of their day in any given home, office, school, or other facility. They must also travel between other locations. According to the U.S. Environmental Protection Agency, in 2009, approximately one-third of GHG emissions came from buildings and another one-third came from transportation. If we are to reduce total GHG emissions, it will not be enough to address only buildings. The (lack of) proximity of these daily destinations to one another is a significant driver of the energy consumption and emissions of travel. Further, the quality of the public infrastructure between destinations directly affects which travel modes are available. Destinations that are well-connected by wide sidewalks, bike lanes, or transit—complete streets—are likely to be reached on foot, bike, or transit. Distances that are connected only by auto-oriented roads or highways are likely to be traversed in cars. LEED for New Construction offers 17 (out of 110) points that are related to location of a building or the transportation options serving it. 4 However, none of these points is mandatory and in many cases they can be earned too easily. For example, points are available if there is any bus or other transit stop within 1/4 mile of a project, without regard for the frequency that buses stop there or whether the connectivity that would allow someone to get from the stop to the project site exists. In order to create greener buildings, it behooves developers and others making site-selection decisions to locate new buildings in or near existing activity centers, to take advantage of proximity to other destinations, and to help enable transit service, which works best where there's density. Getting the location right is especially important for new public facilities, including civic buildings, health clinics, schools, community and senior centers, etc. Second, it behooves owners of existing buildings and local jurisdictions to work together to retrofit streets (in the same way one might retrofit an older building) to make them complete, adding safe and convenient facilities for pedestrians and cyclists. By increasing density and completing street infrastructure, we can reinforce existing locations into livable centers, increasing travel options and reducing auto dependence.

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