Academic literature on the topic 'United States. Department of Transportation. Office of Intermodalism'
Create a spot-on reference in APA, MLA, Chicago, Harvard, and other styles
Consult the lists of relevant articles, books, theses, conference reports, and other scholarly sources on the topic 'United States. Department of Transportation. Office of Intermodalism.'
Next to every source in the list of references, there is an 'Add to bibliography' button. Press on it, and we will generate automatically the bibliographic reference to the chosen work in the citation style you need: APA, MLA, Harvard, Chicago, Vancouver, etc.
You can also download the full text of the academic publication as pdf and read online its abstract whenever available in the metadata.
Journal articles on the topic "United States. Department of Transportation. Office of Intermodalism"
1
Espinosa, Judith M., Eric F. Holm, and Mary E. White. "Creating Intelligent, Coordinated Transit." Transportation Research Record: Journal of the Transportation Research Board 1927, no. 1 (2005): 138–48. http://dx.doi.org/10.1177/0361198105192700116.
Full textAbstract:
New Mexico is among the first states in the United States to develop, implement, and deploy contactless, smart card technology in a rural area. The Alliance for Transportation Research Institute, working with the New Mexico Department of Transportation's Public Transportation Programs Bureau, developed the Intelligent, Coordinated Transit (ICTransit) smart card technology and the Client, Referral, Ridership, and Financial Tracking (CRRAFT) software. The U.S. Department of Transportation's FTA–FHWA Joint Program Office provided federal funding for the project. The ICTransit smart card functions as a universal use electronic fare card, enabling passengers to transfer between transit providers to access jobs, education, and health care beyond their local rural communities. ICTransit's Global Positioning System receiver and Pocket PC capture the time and location that passengers board and exit the vehicle and the passenger miles traveled on the vehicle. The CRRAFT software system for express scheduling, automatic generation of monthly financial reports, and onboard tracking of ridership provides increased efficiency in rural areas. The ICTransit system with CRRAFT can overcome barriers to coordinated interagency transportation and provide increased access and mobility to all, but especially to those underserved by public transportation. ICTransit with CRRAFT can empower states to build coordinated transportation networks that provide safe and seamless movement of people and enhance the quality of life.
2
Harrison, Rob, and Benjamin Waldman. "Mitigating the Adverse Impacts of the Dallas North Central Expressway Construction on Businesses." Transportation Research Record: Journal of the Transportation Research Board 1632, no. 1 (1998): 51–58. http://dx.doi.org/10.3141/1632-06.
Full textAbstract:
Reconstruction of the Dallas North Central Expressway is one of the largest construction projects undertaken by the Texas Department of Transportation. The $450 million, 18-km highway and light-rail corridor is being stage constructed under heavy commuting and Interstate traffic and a variety of strategies have been undertaken to mitigate the adverse impacts on traffic flow and businesses. The findings of various surveys conducted to evaluate the effectiveness of the business mitigation policies, including the impact on sales and access of business sales data reported to the state comptroller, an examination of multitenant occupancy rates for office space in the catchment area, and an analysis of businesses that either closed or opened are reported here. Somewhat surprisingly, more businesses opened than closed during construction. Recommendations are made on which policies can be utilized in other metropolitan areas of Texas and the United States.
3
Hinkeldey, Heidi, Scott Zengel, Elaine Inouye, Christina Sames, and Samuel Hall. "Unusually Sensitive Areas (USAs) for Ecological Resources: Maps and GIS Data for the United States." International Oil Spill Conference Proceedings 2003, no. 1 (2003): 687–91. http://dx.doi.org/10.7901/2169-3358-2003-1-687.
Full textAbstract:
ABSTRACT The U.S. Department of Transportation, Research and Special Programs Administration (RSPA), Office of Pipeline Safety (OPS) is required to identify areas unusually sensitive to environmental damage in the event of a hazardous liquid pipeline accident. Pipeline segments where a release could impact an USA are subject to additional prevention, mitigation, and response measures than what has previously been implemented by pipeline operators. Ecological USAs have been identified and mapped for the entire United States using data and expertise from many different sources. The final mapping product was completed at Research Planning, Inc, Columbia, South Carolina and was sent to OPS for distribution to the pipeline operators. USAs are selected from a set of candidate resources that include federally threatened and endangered species, imperiled species (generally 20 or fewer known populations world-wide), depleted marine mammals, and high concentration areas for migratory waterbirds. Final USAs include all critically imperiled species (generally 5 or fewer known populations world-wide), multi-species assemblages (three or more overlapping candidate resource types), Ramsar sites (areas designated under the Convention on Wetlands of International Importance Especially as Waterfowl Habitat), Western Hemisphere Shorebird Reserve Network (WHSRN) sites, high quality candidate occurrences (condition or viability of a species occurrence as determined by the Natural Heritage Programs) and candidate species that are aquatic dependent or terrestrial with limited home range sizes. RSPA's Geographic Information System (GIS) model integrates state Natural Heritage Program data, Environmental Sensitivity Index (ESI) data, Ramsar and WHSRN data and maps, hydrography, and species habitat and range classifications assigned by project ecologists. A summary map of all ecological USAs is presented at a nation-wide scale. The map provides specific examples as given by OPS, of regions: Southern, Southwest, Central, Eastern, and Western. States with high concentrations of liquid pipelines are also presented. This project and its results are unique in that they represent one of the first nation-wide compilations of ecological data for the purposes of a standardized pipeline risk assessment.
4
Farrell, Alex, and Mark Glick. "Natural Gas as a Marine Propulsion Fuel: Energy and Environmental Benefits in Urban Ferry Service." Transportation Research Record: Journal of the Transportation Research Board 1738, no. 1 (2000): 77–85. http://dx.doi.org/10.3141/1738-09.
Full textAbstract:
Although transportation has major energy and environmental policy implications, not all sectors are treated equally, and ships often are overlooked. However, ships are a significant source of air pollution and account for a nontrivial portion of U.S. petroleum demand. Moderate emissions standards for new marine engines have been proposed by the Environmental Protection Agency, but these will take well over a decade to become effective once they are enacted, and there are no energy policy provisions for ships. Nonetheless, ships offer cost-effective options for both emissions reductions and the use of alternative fuels. Aware of these issues, the U.S. Department of Energy’s Office of Transportation Technologies and the Gas Research Institute sponsored a study of the potential use of natural gas as the fuel for passenger ferries as part of their Natural Gas Vehicle Technology Initiative. The results of the study are discussed, with a focus on the energy and environmental issues related to maritime operations in the United States. The challenges and opportunities of a specific project to design, construct, and operate several natural gas-powered ferries in Boston Harbor are discussed. A significant reduction in air pollution and a large increase in the use of natural gas as a transportation fuel are expected from this project, but the greenhouse gas emission impacts are ambiguous. Further, an emissions monitoring and analysis program is described that would greatly improve the accuracy of maritime emissions inventories and would enable ships to take part in existing emissions trading programs in port cities around the country. Such a development would create significant economic incentives to encourage ferry owners to invest in clean fuel technologies, which could have major implications for energy and environmental policy.
5
Islam, Ehsan Sabri, Shabbir Ahmed, and Aymeric Rousseau. "Future Battery Material Demand Analysis Based on U.S. Department of Energy R&D Targets." World Electric Vehicle Journal 12, no. 3 (2021): 90. http://dx.doi.org/10.3390/wevj12030090.
Full textAbstract:
The U.S. Department of Energy’s Vehicle Technologies Office (VTO) supports research, development, and deployment of efficient, sustainable transportation technologies that will improve energy efficiency and fuel economy, and enable America to use less petroleum. To accelerate the development and adoption of new technologies, VTO has developed specific targets for a wide range of powertrain components, including the energy storage system. In this study, we use Autonomie, Argonne National Laboratory’s (Argonne’s) vehicle system simulation tool to evaluate future energy storage requirements (power, energy, etc.) for different vehicle classes, powertrains, component technologies and timeframes. BatPac, Argonne’s tool dedicated to energy storage pack design and costs, is then used to quantify the materials required for each pack. Market penetrations are then used to estimate the overall material demand worldwide and in the United States, with or without recycling. The results demonstrate that the positive impact of VTO research and development will lead to significant reduction in material compared to business-as-usual due to new anode and cathode designs, along with acceleration in battery cell chemistry penetrations. In terms of material demands, it is observed that lithium demand reaches about 80,000 tons (by a factor of 42–45), nickel demand reaches about 500,000 tons (by a factor of 47–56), manganese demand reaches about 30,000–50,000 tons (by a factor of 20–34), and cobalt demand reaches about 30,000 tons (by a factor of 13–28) in the future by 2050. The individual material demand per unit energy, however, decreases significantly in the future due to advances in VTO research and development activities. The increase in battery material demands is mostly driven by increased electrified vehicle fleet penetration in the markets.
6
Piekielek, Nathan. "A semi-automated workflow for processing historic aerial photography." Abstracts of the ICA 1 (July 15, 2019): 1. http://dx.doi.org/10.5194/ica-abs-1-299-2019.
Full textAbstract:
<p><strong>Abstract.</strong> Libraries, museums and archives were the original big geospatial information repositories that to this day house thousands to millions of resources containing research-quality geographic information. However, these print resources (and their digital surrogates), are not easily incorporated into the contemporary research process because they are not structured data that is required of web-mapping and geographic information system tools. Fortunately, contemporary big data tools and methods can help with the large-scale conversion of historic resources into structured datasets for mapping and spatial analysis.</p><p>Single frame historic aerial photographs captured originally on film (hereafter “photographs”), are some of the most ubiquitous and information-rich geographic information resources housed in libraries, museums and archives. Photographs authentically encoded information about past places and time-periods without the thematic focus and cartographic generalization of historic print maps. As such, they contain important information in nearly every category of base mapping (i.e. transportation networks, populated places etc.), that is useful to a broad spectrum of research projects and other applications. Photographs are also some of the most frustrating historic resources to use due to their very large map-scale (i.e. small geographic area), lack of reference information and often unknown metadata (i.e. index map, flight altitude, direction etc.).</p><p>The capture of aerial photographs in the contiguous United States (U.S.) became common in the 1920s and was formalized in government programs to systematically photograph the nation at regular time intervals beginning in the 1930s. Many of these photography programs continued until the 1990s meaning that there are approximately 70 years of “data” available for the U.S. that is currently underutilized due to inaccessibility and the challenges of converting photographs to structured data. Large collections of photographs include government (e.g. the U.S. Department of Agriculture Aerial Photography Field Office “The Vault” – over 10 million photographs), educational (e.g. the University of California Santa Barbara Library – approximately 2.5 million photographs), and an unknown number non-governmental organizations (e.g. numerous regional planning commissions and watershed conservation groups). Collectively these photography resources constitute an untapped big geospatial data resource.</p><p>U.S. government photography programs such as the National Agricultural Imagery Program continued and expanded in the digital age (i.e. post early 2000s), so that not only is there opportunity to extend spatial analyses back in time, but also to create seamless datasets that integrate with current and expected future government aerial photography campaigns. What is more, satellite imagery sensors have improved to the point that there is now overlap between satellite imagery and aerial photography in terms of many of their technical specifications (i.e. spatial resolution etc.). The remote capture of land surface imagery is expanding rapidly and with it are new opportunities to explore long-term land-change analyses that require historical datasets.</p><p>Manual methods to process photographs are well-known, but are too labour intensive to apply to entire photography collections. Academic research on methods to increase the discoverability of photographs and convert them to geospatial data at large-scale has to date been limited (although see the work of W. Karel et al.). This presentation details a semi-automated workflow to process historic aerial photographs from U.S. government sources and compares the workflow and results to existing methods and datasets. In a pilot test area of 94 photographs in the U.S. state of Pennsylvania, the workflow was found to be nearly 100-times more efficient than commonly employed alternatives while achieving greater horizontal positional accuracy. Results compared favourably to contemporary digital aerial photography data products, suggesting that they are well-suited for integration with contemporary datasets. Finally, initial results of the workflow were incorporated into several existing online discovery and sharing platforms that will be highlighted in this presentation. Early online usage statistics as well as direct interaction with users demonstrates the broad interest and high-impact of photographs and their derived products (i.e. structured geospatial data).</p>
7
Dillon, Anne C., Brent P. Nelson, Yufeng Zhao, Yong-Hyun Kim, C. Edwin Tracy, and Shengbai B. Zhang. "Importance of Turning to Renewable Energy Resources with Hydrogen as a Promising Candidate and on-board Storage a Critical Barrier." MRS Proceedings 895 (2005). http://dx.doi.org/10.1557/proc-0895-g05-03.
Full textAbstract:
AbstractThe majority of the world energy consumption is derived from fossil fuels. Furthermore, the United States (US) consumption of petroleum vastly exceeds its production, with the majority of petroleum being consumed in the transportation sector. The increasing dependency on foreign fuel resources in conjunction with the severe environmental impacts of a petroleum-based society dictates that alternative renewable energy resources be developed. The US Department of Energy's (DOE's) Office of Energy Efficiency and Renewable Energy and the Office of Basic Energy Sciences are currently promoting a vehicular hydrogen-based energy economy. However, none of the current on-board storage technologies are suitable for practical and safe deployment. Significant scientific advancement is therefore still required if a viable on-board storage technology is to be developed. A detailed discussion of the benefits of transitioning to a hydrogen-powered automotive fleet as well as the tremendous technical hurdles faced for the development of an on-board hydrogen storage system are provided here. A novel class of theoretically predicted nanostructured materials that could revolutionize hydrogen storage materials is also presented.
8
LaGrandeur, John W., Lon E. Bell, and Douglas T. Crane. "Recent Progress in Thermoelectric Power Generation Systems for Commercial Applications." MRS Proceedings 1325 (2011). http://dx.doi.org/10.1557/opl.2011.1158.
Full textAbstract:
ABSTRACTThermoelectric (TE) devices are solid state heat engines that directly convert thermal to electrical power (Seebeck Effect) and the reverse, electrical to thermal power (Peltier Effect). The phenomena were first discovered over 150 years ago and until recently have been more of a scientific curiosity than a practical technology of commercial interest. However, as governments impose regulations on greenhouse gas emissions and as the long-term availability of fossil fuels is questioned, alternative technologies, including thermoelectrics, are being explored to meet the challenges that arise from these new conditions.Amerigon, the parent of BSST, is the largest supplier of thermoelectric (TE) devices to the automotive market. Over the last ten years BSST has been developing TE technology for the transportation market. Recent advancements at the system level made by BSST and improvements in TE materials made by several organizations indicate a path to improved performance and economic feasibility. This report discusses development of TE Generator (TEG) technology and of a TEG system installed in the power train of internal combustion engines for the purpose of converting waste heat to electric power. Our work has been made possible, in part, through sponsorship by the United States Department of Energy Office of Vehicle Technologies. The BMW Group, Ford Motor Company and Faurecia are partners in the BSST-led program.
9
McRae, Garnet, Donald M. Leek, Juris Meija, et al. "Production and certification of BOTS-1: bovine muscle–certified reference material for incurred veterinary drug residues." Analytical and Bioanalytical Chemistry, June 16, 2023. http://dx.doi.org/10.1007/s00216-023-04794-5.
Full textAbstract:
AbstractA freeze-dried bovine muscle–certified reference material (CRM), known as BOTS-1 (DOI: https://doi.org/10.4224/crm.2018.bots-1), containing incurred residues of commonly used veterinary drugs was produced and certified for the mass fraction of eight veterinary drug residues. Value assignment was carried out using liquid chromatography tandem mass spectrometry (LC–MS/MS) methods in conjunction with isotope dilution and standard addition approaches involving stable isotope internal standards. Data from the National Research Council of Canada (NRC), Canadian Food Inspection Agency (CFIA), United States Department of Agriculture (USDA), and the Federal Office of Consumer Protection and Food Safety in Germany (BVL) were used for value assignment. Results for two drug residues were also obtained through an international inter-laboratory comparison CCQM-K141/P178 organized under the auspices of the International Bureau of Weights and Measures (BIPM). Quantitative NMR (1H-qNMR) was used to characterize primary standards of all veterinary drugs certified. The certified mass fractions of the veterinary drug residues were 490 ± 100 µg/kg for chlorpromazine, 44 ± 4.4 µg/kg for ciprofloxacin, 3.3 ± 1.4 µg/kg for clenbuterol, 9.5 ± 0.8 µg/kg for dexamethasone, 57 ± 4.8 µg/kg for enrofloxacin, 3.0 ± 0.4 µg/kg for meloxicam, 12.4 ± 1.2 µg/kg for ractopamine, and 2290 ± 120 µg/kg for sulfadiazine with expanded uncertainties quoted (95% confidence) which include the effects due to between-bottle inhomogeneity, instability during long-term storage and transportation, and characterization.
10
Burkholder, Anna. "Geographic Response Plans: Preparing for Inland Oil Spills in California Waterways." International Oil Spill Conference Proceedings 2021, no. 1 (2021). http://dx.doi.org/10.7901/2169-3358-2021.1.1141189.
Full textAbstract:
ABSTRACT #1141189 Emergency regulations governing the development of oil spill contingency plans in California, along with financial responsibility for inland facilities, pipelines, refineries and railroads, became effective in 2015, with final regulations being adopted in January of 2019. With the California Department of Fish and Wildlife's (CDFW's) Office of Spill Prevention and Response's (OSPR's) authority for oil spill prevention, preparedness, and response being extended to inland waters of the State, the need to develop Geographic Response Plans (GRPs) for priority watersheds with higher risk of an oil spill became a top priority. Given the successful history with developing, implementing, and maintaining the California marine Area Contingency Plans (ACPs), OSPR has implemented a similarly effective GRP program. GRPs are driven primarily by access to sites along river systems and lakes where response activities are feasible. The process of developing GRPs for the State has consisted of: 1) developing a consistent document framework based on recently developed GRPs including the Region 10 Regional Response Team (RRT) and Northwest Area Committee (NWAC) GRPs in the Pacific Northwest, the Feather River GRP developed by Union Pacific Railroad in California, as well as previously developed GRPs by the United States Environmental Protection Agency (USEPA) Region 9 (California, Nevada, Arizona); 2) implementing a Statewide GRP Steering Committee (SGSC) consisting of State, federal and local agencies, industry, oil spill response organizations (OSROs), an environmental Non-Governmental Organization (NGO), and a tribal representative; and 3) developing partnerships with industry representatives, and federal, State and local agencies, including first responders [Local Emergency Planning Committees (LEPCs) and others] to ensure critical local expertise and information is incorporated in each, individual GRP. With the emerging trend of oil by rail transportation; historical spill threats from pipelines, fixed facilities, and truck transportation; and the promulgation of emergency regulations extending OSPR's oil spill preparedness activities to inland waters, the development of GRPs for at-risk watersheds became critical.
Books on the topic "United States. Department of Transportation. Office of Intermodalism"
1
United States. Dept. of Transportation. Office of Intermodalism, ed. Intermodal technical assistance activities for transportation planners. U.S. Dept. of Transportation, Office of the Secretary of Transportation, 1993.
2
Office, General Accounting. DOTʼs restructuring: Limited progress in streamlining field office structure : report to the Chairman, Subcommittee on Transportation and Related Agencies, Committee on Appropriations, House of Representatives. The Office, 1998.
3
United States. Congress. Senate. Committee on Commerce, Science, and Transportation. Nominations--DOT: Hearing before the Committee on Commerce, Science, and Transportation, United States Senate, One Hundred First Congress, second session on September 20, 1990, A. Mary Sterling, to be Inspector General, Department of Transportation, October 19, 1990; Marion C. Blakey, to be Assistant Secretary of Transportation for Public Affairs, Department of Transportation. U.S. G.P.O., 1990.
4
United States. Congress. Senate. Committee on Commerce, Science, and Transportation. Nominations--DOT: Hearing before the Committee on Commerce, Science, and Transportation, United States Senate, One Hundred First Congress, second session on September 20, 1990, A. Mary Sterling, to be Inspector General, Department of Transportation, October 19, 1990; Marion C. Blakey, to be Assistant Secretary of Transportation for Public Affairs, Department of Transportation. U.S. G.P.O., 1990.
5
United States. Congress. Senate. Committee on Commerce, Science, and Transportation. Nominations--DOT: Hearing before the Committee on Commerce, Science, and Transportation, United States Senate, One Hundred First Congress, second session on September 20, 1990, A. Mary Sterling, to be Inspector General, Department of Transportation, October 19, 1990; Marion C. Blakey, to be Assistant Secretary of Transportation for Public Affairs, Department of Transportation. U.S. G.P.O., 1990.
6
United States. Congress. Senate. Committee on Commerce, Science, and Transportation. Nominations-DOT: Hearing before the Committee on Commerce, Science, and Transportation, United States Senate, One Hundred First Congress, second session : on September 20, 1990, A. Mary Sterling to be Inspector General, Department of Transportation : October 19, 1990, Marion C. Blakey to be Assistant Secretary of Transportation for Public Affairs, Depa[r]tment of Transportation. U.S. G.P.O., 1990.
7
United, States Congress Senate Committee on Commerce Science and Transportation. Nominations--DOT: Hearing before the Committee on Commerce, Science, and Transportation, United States Senate, One Hundred First Congress, first session, on nomination of Samuel K. Skinner, to be Secretary, Department of Transportation, January 25, 1989. U.S. G.P.O., 1989.
8
United, States Congress Senate Committee on Commerce Science and Transportation. Nominations--DOT: Hearing before the Committee on Commerce, Science, and Transportation, United States Senate, One Hundred First Congress, first session, on nomination of Samuel K. Skinner, to be Secretary, Department of Transportation, January 25, 1989. U.S. G.P.O., 1989.
9
United States. Congress. Senate. Committee on Commerce, Science, and Transportation. Nominations--DOT: Hearing before the Committee on Commerce, Science, and Transportation, United States Senate, One Hundred First Congress, first session, on nomination of Samuel K. Skinner, to be Secretary, Department of Transportation, January 25, 1989. U.S. G.P.O., 1989.
10
United States. Congress. Senate. Committee on Commerce, Science, and Transportation. Nominations--DOT: Hearing before the Committee on Commerce, Science, and Transportation, United States Senate, One Hundred First Congress, first session, on nomination of Samuel K. Skinner, to be Secretary, Department of Transportation, January 25, 1989. U.S. G.P.O., 1989.
Book chapters on the topic "United States. Department of Transportation. Office of Intermodalism"
1
Blevins, Cameron. "Mail Routes and the Costs of Expansion, 1866–83." In Paper Trails. Oxford University Press, 2021. http://dx.doi.org/10.1093/oso/9780190053673.003.0005.
Full textAbstract:
Chapter 4 examines the transportation of mail in the western United States. During the 1860s and 1870s the Post Office Department contracted with private stagecoach companies to carry the mail on its behalf, allowing it to extend mail routes across the region without establishing its own costly public infrastructure. Government mail contracts effectively subsidized the western stagecoach industry and facilitated the region’s breakneck growth during these decades. But staging companies began to lobby, collude, and bribe their way into exorbitant contracts worth millions of dollars, and by the end of the 1870s the situation had devolved into a full-fledged institutional crisis. This chapter is a story about mismanagement, fraud, and corruption, but it also speaks to the federal government’s lack of centralized administrative capacity. The decentralized agency model may have allowed the US Post to rapidly spread across the West, but this frenetic regional expansion project came with considerable costs.
Conference papers on the topic "United States. Department of Transportation. Office of Intermodalism"
1
Lee, Kenneth Y., and M. “Buddy” Secor. "Using Alternate Technologies and Advancements Through Special Permits, Waivers, and Other Technology Notifications." In 2018 12th International Pipeline Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/ipc2018-78549.
Full textAbstract:
The United States Department of Transportation (USDOT), Pipeline and Hazardous Materials Safety Administration (PHMSA), Office of Pipeline Safety recognizes there may be technologies and advancements not currently allowed by the federal regulations that can improve safety, and has processes to allow such technologies and advancements. These processes include Special Permits, State Waivers, and Other Technology Notifications. This paper describes observations and trends related to PHMSA’s accumulated data from the last few decades, and includes a summary of new technologies and innovative solutions that are not currently covered in codified standards or regulations.1
2
Van Dyke, Bill, and Tom Dabrowski. "Integrated Approach to Remediatiion of Multiple Uranium Mill Tailing Sites for the US DOE in the Western United States." In ASME 2003 9th International Conference on Radioactive Waste Management and Environmental Remediation. ASMEDC, 2003. http://dx.doi.org/10.1115/icem2003-4834.
Full textAbstract:
This paper provides a case history of a highly successful approach that was developed and implemented for the U.S. Department of Energy (DOE) for the cleanup and remediation of a large and diverse population of uranium mill tailings sites located in the Western United States. The paper addresses the key management challenges and lessons learned from the largest DOE Environmental Management Clean-up Project (in terms of number of individual clean-up sites) undertaken in the United States. From 1986 to 1996, the Department of Energy’s Grand Junction Projects Office (GJPO) completed approximately 4600 individual remedial action site cleanup projects for large- and small-scale properties, and sites contaminated with residual hazardous and radioactive materials from former uranium mining and milling activities. These projects, with a total value of $597 million, involved site characterization, remedial design, waste removal, cleanup verification, transportation, and disposal of nearly 2.7 million cubic yards of low-level and mixed low-level waste. The project scope included remedial action at 4,200 sites in Grand Junction, Colorado, and Edgemont, South Dakota; 412 sites in Monticello, Utah; and, 44 sites in Denver, Colorado. The projects ranged in size and complexity from the multi-year Monticello Millsite Remedial Action Project, which involved investigations, characterization, remedial design, and remedial action at this uranium millsite along with design of a 2.5 million cubic yard disposal cell, to the remediation and reconstruction of thousands of smaller commercial and residential properties throughout the Southwestern United States. Because these projects involved remedial action at a variety of commercial facilities, businesses, churches, schools and personal residences, and the transportation of the waste through towns and communities, an extensive public involvement program was the cornerstone of an effort to promote stakeholder understanding and acceptance. The Project established a DOE model for rapid, economical, and effective remedial action. During the ten years of the contract, the management operations contractor (Duratek) met all project milestones on schedule and under budget, with no cost growth from the original scope. By streamlining remediation schedules and techniques, ensuring effective stakeholder communications, and transferring lessons learned from one project to the next, the contractor achieved maximum efficiency and the lowest remediation costs of any similar DOE environmental programs at the time.
3
Nutt, Mark, Michael Voegele, Jens Birkholzer, et al. "Establishment of Research and Development Priorities Regarding the Geologic Disposal of Nuclear Waste in the United States and Strategies for International Collaboration." In ASME 2011 14th International Conference on Environmental Remediation and Radioactive Waste Management. ASMEDC, 2011. http://dx.doi.org/10.1115/icem2011-59168.
Full textAbstract:
The U.S. Department of Energy Office of Nuclear Energy (DOE-NE), Office of Fuel Cycle Technologies (OFCT) has established the Used Fuel Disposition Campaign (UFDC) to conduct research and development (R&D) activities related to storage, transportation and disposal of used nuclear fuel (UNF) and high level radioactive waste (HLW). The U.S. has, in accordance with the U.S. Nuclear Waste Policy Act (as amended), focused efforts for the past twenty-plus years on disposing of UNF and HLW in a geologic repository at Yucca Mountain, Nevada. The recent decision by the U.S. DOE to no longer pursue the development of that repository has necessitated investigating alternative concepts for the disposal of UNF and HLW that exists today and that could be generated under future fuel cycles. The disposal of UNF and HLW in a range of geologic media has been investigated internationally. Considerable progress has been made by in the U.S and other nations, but gaps in knowledge still exist. The U.S. national laboratories have participated in these programs and have conducted R&D related to these issues to a limited extent. However, a comprehensive R&D program investigating a variety of storage, geologic media, and disposal concepts has not been a part of the U.S. waste management program since the mid 1980s because of its focus on the Yucca Mountain site. Such a comprehensive R&D program is being developed and executed in the UFDC using a systematic approach to identify potential R&D opportunities. This paper describes the process used by the UFDC to identify and prioritize R&D opportunities. The U.S. DOE has cooperated and collaborated with other countries in many different “arenas” including the Nuclear Energy Agency (NEA) within the Organisation for Economic Co-operation and Development (OECD), the International Atomic Energy Agency (IAEA), and through bilateral agreements with other countries. These international activities benefited the DOE through the acquisition and exchange of information, database development, and peer reviews by experts from other countries. Recognizing that programs in other countries have made significant advances in understanding a wide range of geologic environments, the UFDC has developed a strategy for continued, and expanded, international collaboration. This paper also describes this strategy.
4
daSilva, Marco, and Anya Carroll. "Preliminary Results of the Trespass Prevention Research Study in West Palm Beach, Florida." In 2011 Joint Rail Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/jrc2011-56091.
Full textAbstract:
The United States Department of Transportation’s (US DOT) Research and Innovative Technology Administration’s John A. Volpe National Transportation Systems Center (Volpe Center), under the direction of the US DOT Federal Railroad Administration (FRA) Office of Research and Development (R&D), is conducting a Trespass Prevention Research Study (TPRS) in the city of West Palm Beach, Florida. The main objective of this research is to demonstrate potential benefits, including documenting best practices and lessons learned, of implementation and evaluation of trespass prevention strategies on the rail network in West Palm Beach, Florida and all of its rights-of-way. This technical paper will describe and provide the most up-to-date results from this study, which is beginning its second year of a three year study period. The cumulative results of the trespass prevention strategies will be analyzed to better inform the determination of areas of potential risk, develop solutions to prevent and minimize risk exposure and implement successful countermeasures in the future. Preliminary analysis from the WPB corridor trespass prevention activities are described in this technical paper. The ultimate objective of the research is to aid in the development of national recommendations or guidelines for reducing trespass-related incidents and fatalities.
5
daSilva, Marco. "Development and Implementation of a Trespass Location Severity Analysis on a Commuter Rail Right of Way." In 2013 Joint Rail Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/jrc2013-2532.
Full textAbstract:
The United States Department of Transportation’s (USDOT) Research and Innovative Technology Administration’s John A. Volpe National Transportation Systems Center (Volpe Center), under the direction of the USDOT Federal Railroad Administration (FRA) Office of Research and Development (R&D), is conducting a Trespass Prevention Research Study (TPRS) in the city of West Palm Beach, Florida. The main objective of this research is to demonstrate potential benefits, including documenting best practices and lessons learned, of implementation and evaluation of trespass prevention strategies on the rail network in West Palm Beach, Florida and all of its rights-of-way. This paper will detail the development and implementation of a risk based data analysis to determine the locations of highest trespass risk along the TriRail commuter rail corridor through the City of West Palm Beach, FL. This feeds into the overall study objective by providing a methodology for prioritizing safety improvement programs for high-risk trespass locations. The research team used a hazard analysis process based on the U.S. Department of Defense’s MIL-STD-882 and the APTA hazard identification/resolution processes. The adaptation of this methodology facilitated the systematic identification, analysis, and resolution/mitigation of hazards for this study. The research team also developed a risk-based prioritization algorithm for analyzing the trespass issue on the corridor. The hazard analysis and risk-based prioritization algorithm were used to identify several trespass high-risk areas along the TriRail corridor. The results of the analysis have been used by the study’s stakeholder group, composed of railroads, state and local agencies, and their safety partners, to develop a set of mitigation strategies for those higher-risk locations as identified though this analysis.
6
Hellman, Adrian, and Tashi Ngamdung. "Illinois High-Speed Rail Four-Quadrant Gate Reliability Assessment." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36120.
Full textAbstract:
The United States Department of Transportation’s (USDOT) Research and Innovative Technology Administration’s John A. Volpe National Transportation Systems Center (Volpe Center), under the direction of the USDOT Federal Railroad Administration (FRA) Office of Research and Development (ORD), conducted a reliability analysis of the four-quadrant gate/vehicle detection equipment installed on the potential high-speed rail (HSR) corridor between Chicago and St Louis. A total of 69 highway-rail grade crossings on a 121-mile (195 km) segment of the 280-mile corridor were equipped with four-quadrant gates and inductive loop vehicle detection technology. This segment, between Mazonia and Springfield Illinois, may eventually carry passenger trains at speeds up to 110 mph (177 km/h), including at many of the highway-rail grade crossings. The analysis was based on maintenance records obtained from the Union Pacific Railroad (UPRR), the owner and operator of the rail line. The results were used to assess the impact of the equipment reliability on the proposed HSR timetable. The Volpe Center study showed that the total average delay to the five scheduled daily high-speed passenger roundtrips was an estimated 10.5 minutes, or approximately one minute per train. Overall, extensive analysis of the trouble ticket data showed that the four-quadrant gate and vehicle detection equipment had a minimal direct impact on the frequency and duration of grade crossing malfunctions.
7
Ngamdung, Tashi, and Marco daSilva. "Driver Behavior Analysis Using Vehicle Safety Systems’ Field Operational Test Data." In 2012 Joint Rail Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/jrc2012-74088.
Full textAbstract:
The United States Department of Transportation’s (US DOT) Research and Innovative Technology Administration’s John A. Volpe National Transportation Systems Center (Volpe Center), under the direction of the US DOT Federal Railroad Administration (FRA) Office of Research and Development (R&D), is leveraging the National Highway Traffic Safety Administration (NHTSA) sponsored Integrated Vehicle Based Safety System (IVBSS) Light Vehicle (LV) Field Operational Test (FOT) to collect and analyze drivers’ activities at or on approach to highway-rail grade crossings. Grade crossings in Michigan, Indiana, and Ohio were cross-referenced with IVBSS LV FOT research vehicle location to identify the time research vehicles were present at a crossing. The IVBSS LV FOT included 108 participants that took a total of 22,656 trips. Of the 22,656 total trips, 3,137 trips included a total of 4,215 grade crossing events. The analysis was based of drivers’ activities at the 4,215 grade crossing events. Both looking behavior and distractions did not significantly differ based on gender. However when analyzed per age-group, younger drivers (between 20 to 30 years old) were significantly more likely to be distracted than middle-aged drivers (between 40 to 50 years old) or older drivers (between 60 to 70 years old). For looking behavior, the data revealed that older drivers are more likely to look at least one way at or on approach to highway-rail crossing (43.8 percent exhibited this behavior) than either middle-aged drivers (35.0 percent exhibited this behavior) or younger drivers (25.3 percent exhibited this behavior).
8
Gabree, Scott, Stephanie Chase, and Marco daSilva. "Effect of Dynamic Envelope Pavement Markings on Vehicle Driver Behavior at a Highway-Rail Grade Crossing." In 2014 Joint Rail Conference. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/jrc2014-3744.
Full textAbstract:
The United States Department of Transportation’s (USDOT) John A. Volpe National Transportation Systems Center (Volpe Center), under the direction of the USDOT Federal Railroad Administration (FRA) Office of Research and Development (R&D), recently completed a study on the use of pavement markings to reduce instances of vehicles stopping on the tracks at grade crossings. Specifically, the study evaluated the effectiveness of pavement markings placed within the dynamic envelope, the region between and immediately adjacent to the tracks at a grade crossing, and new corresponding signage at the Commercial Boulevard grade crossing (ID# 628186E) in Ft. Lauderdale, Florida. The goal of this research study was to gain an understanding of the effect of dynamic envelope pavement markings and accompanying signage on driver’s not stopping while traversing the tracks. The addition of the dynamic envelope markings and signage is intended to make this area more pronounced, resulting in fewer motorists entering the dynamic envelope if they are unable to exit the other side. Researchers coded driver stopping behavior at this crossing before and after the surface treatments were installed. Vehicles were coded as having stopped in one of four zones: behind the stop line and gate arm (Zone 1), past the stop line but before the tracks (Zone 2), on the tracks (Zone 3), or immediately after the tracks (Zone 4). Stopping in Zone 3 is considered to be the most dangerous behavior that a driver could perform, while stopping in Zone 1 is the safest. The goal of the added markings and signage is to reduce the number of vehicles which come to a stop within the dynamic envelope, thus reducing the possibility that a vehicle is present on the tracks when a train approaches resulting in a collision. The addition of the dynamic envelope pavement markings and modified signage resulted in a statistically significant change in driver stopping behavior. Specifically, the pavement markings and signage reduced the proportion of vehicles that stopped in Zone 3, resulting in a 45% reduction in vehicles stopped in Zone 3 for eastbound vehicles and 14% for westbound vehicles. They also increased the proportion of vehicles stopping in Zone 1, which is the safest behavior a driver can perform (9% increase for eastbound and 6% increase for westbound). Additionally, fewer vehicles were found to stop in both Zone 2 and Zone 4, which are both moderately dangerous. Based on these results, the Florida Department of Transportation is exploring the use of this safety treatment at additional grade crossings with a high risk for unsafe vehicle stopping behavior.
9
Matthews, Mark. "The Waste Isolation Pilot Plant Site: An International Center of Excellence." In ASME 2003 9th International Conference on Radioactive Waste Management and Environmental Remediation. ASMEDC, 2003. http://dx.doi.org/10.1115/icem2003-4845.
Full textAbstract:
The United States Department of Energy’s Carlsbad Field Office (CBFO) is responsible for the successful management of transuranic radioactive waste (TRUW) in the United States. TRUW is a long-lived radioactive waste/material. CBFO’s responsibilities includes the operation of the Waste Isolation Pilot Plant (WIPP), which is a deep geologic repository for the safe disposal of U.S. defense-related TRUW and is located 42 kilometers (km) east of Carlsbad, New Mexico. WIPP is the only deep-geological disposal site for long-lived radioactive waste that is operating in the world today. CBFO also manages the National Transuranic Waste Program (NTP), which oversees TRU waste management from generation to disposal. As of August 1, 2003, approximately 1890 shipments of waste have been safely transported to the WIPP, which has been operating since March 1999. Surface and subsurface facilities designed to facilitate the safe handling and disposal of TRU waste are located within the WIPP site. The underground waste disposal area is in a bedded salt formation at a depth of 650 meters (m). Approximately 176,000 m3 of TRU waste containing up to 17 kilograms of plutonium will be emplaced in disposal rooms 4 m high, 10 m wide and 91 m long. Magnesium oxide (MgO) backfill will be emplaced with the waste to control the actinide solubility and mobility in the disposal areas. Properties of the repository horizon have been investigated in an underground test facility excavated north of the waste disposal area, and in which seals, rock mechanics, hydrology, and simulated waste emplacement tests were conducted. Thus, in some areas of broad international interest, the CBFO has developed a leading expertise through its 25-years WIPP repository and TRU waste characterization activities. The CBFO’s main programmatic responsibilities during the disposal phase are to operate a safe and efficient TRU waste repository at the WIPP, to operate an effective system for management of TRU waste from generation to disposal, and to comply with applicable laws, regulations, and permits. This responsibility requires maintenance and upgrades to the current technologies for TRU waste operations, monitoring, and transportation. This responsibility also requires the maintenance of scientific capabilities for evaluating the performance of the WIPP repository. Every 5 years, WIPP must be recertified for operations by the regulator, the EPA. Currently, the CBFO is preparing for the 2004 recertification. The CBFO/WIPP has been designated by the International Atomic Energy Agency (IAEA) as an International Center of Excellence. The IAEA is working with CBFO, other designated centers of excellence, and other member states in the IAEA to foster collaborative training activities and experiments in order to address major radioactive waste disposal issues. As the only operating deep radioactive waste repository in the world today, CBFO/WIPP is an important participant in this IAEA initiative. In addition to participating in relevant and beneficial experiments, the CBFO is providing the international community convenient access to information by sponsoring and hosting symposia and workshops on relevant topics and by participation in international waste management organizations and topical meetings. The CBFO has agreed to exchange scientific information with foreign radioactive waste management organizations. These activities result in the cost-effective acquisition of scientific information in support of increased WIPP facility operational and post-closure assurance and reliability. It also demonstrates the CBFO’s intent and resolve to honor international commitments and obligations.
Reports on the topic "United States. Department of Transportation. Office of Intermodalism"
1
Chambers. PR-348-09602-R01 Determine New Design and Construction Techniques for Transportation of Ethanol. Pipeline Research Council International, Inc. (PRCI), 2013. http://dx.doi.org/10.55274/r0010546.
Full textAbstract:
This report summarizes results of the research study titled, �Determine New Design and Construction Techniques for Transportation of Ethanol and Ethanol/Gasoline Blends in New Pipelines� (WP #394 / DTPH56-09-T-000003). It was prepared for the United States Department of Transportation, Pipeline and Hazardous Materials Safety Administration, Office of Pipeline Safety. The technical tasks in this study included activities to characterize the impact of selected metallurgical processing and fabrication variables on ethanol stress corrosion cracking (ethanol SCC) of new pipeline steels, develop a better understanding of conditions that cause susceptibility to ethanol SCC in fuel grade ethanol (FGE) to support better monitoring and control, and develop data / insights to provide industry-recognized standards and guidelines to reduce the occurrence of ethanol SCC. This research was approached through a collaboration of Honeywell Process Solutions (Honeywell), the Edison Welding Institute (EWI), and Electricore Inc. (prime contractor) with oversight and co-funding by the Pipeline Research Council International (PRCI) and Colonial Pipeline. The program's tasks were as follows: Evaluation of Steel Microstructure Effect on Ethanol SCC Resistance Effects of Welding and Residual Stress Evaluation of Surface Treatment Effects Evaluate Effects of Pipe Manufacturing Process Specification of Polymeric Materials for New Construction Control and Monitoring of Oxygen Uptake Internal Corrosion Monitoring Standardization of SCC Test Methods Roadmap for Industry Guidelines for Safe and Reliable Pipeline Handling of FGE
2
Ricker, Richard E. DTRS56-04-X-0025 Pipeline Steel Corrosion Data from NBS Studies 1922-1940. Pipeline Research Council International, Inc. (PRCI), 2007. http://dx.doi.org/10.55274/r0011874.
Full textAbstract:
Between 1911 and 1984, the National Bureau of Standards (NBS) conducted a large number of corrosion studies that included the measurement of corrosion damage to samples exposed to real-world environments. One of these studies was an investigation conducted between 1922 and 1940 into the corrosion of bare steel and wrought iron pipes buried underground at 47 different sites representing different soil types across the United States. At the start of this study, very little was known about the corrosion of ferrous alloys underground. The objectives of this study were to determine (i) if coatings would be required to prevent corrosion, and (ii) if soil properties could be used to predict corrosion and determine when coatings would be required. While this study determined very quickly that coatings would be required for some soils, it found that the results were so divergent that even generalities based on this data must be drawn with care. The investigators concluded that so many diverse factors influence corrosion rates underground that planning of proper tests and interpretation of the results were matters of considerable difficulty and that quantitative interpretations or extrapolations could be done "only in approximate fashion" and attempted only in the "restricted area" of the tests until more complete information is available. Following the passage of the Pipeline Safety Improvement Act in 2002 and at the urging of the pipeline industry, the Office of Pipeline Safety of the U.S. Department of Transportation approached the National Institute of Standards and Technology (NBS became NIST in 1988) and requested that the data from this study be reexamined to determine if the information handling and analysis capabilities of modern computers and software could enable the extraction of more meaningful information from these data.