Final Report
This report examines the potential for synergistic emissions benefits for groups of projects funded by the Congestion Mitigation and Air Quality Improvement (CMAQ) program. The key issue being addressed is the extent to which multiple projects might have synergistic effects—i.e., the benefits of the whole set of projects being greater than the sum of the benefits of individual projects. The report:
Synergies can be geographic in nature (e.g., improving a corridor or network); complementary in a functional way, for example, clean technology supported by demand-side measures to shift passenger or freight travel to the cleaner modes; or achieved through program scope or scale to leverage economies of scale, for example in purchasing clean fuel technology across multiple vehicle fleets or procurement of bikeshare infrastructure across municipalities.
States and MPOs face a number of challenges in leveraging potential synergies among CMAQ projects. These include:
This report addresses potential solutions to these challenges. Information is presented on which types of projects are most likely to have synergies, why, for what pollutants, and in what geographic contexts.
The report also provides grouping scenarios and sample menus of projects that might be expected to create synergies. These groupings are formed around particular goals or objectives that States and regions are likely to have. They are framed around project types, such as implementing clean technology or reducing travel demand; geography, for example, reducing congestion and emissions in major corridors and activity centers; and pollutants of concern, including reducing ozone or particulate matter (PM) exceedances. For each of these groupings, sample project menus are developed for both metropolitan (MPO)-level application and for statewide (State DOT) application. Table 1 lists the sample project grouping scenarios and the corresponding types of CMAQ projects that might be included.
| Scenario—If your goal is to: | These CMAQ project types can help: |
|---|---|
| Expand Commute Options | Travel demand management (TDM), transit improvements, carpooling and vanpooling, public education and outreach, Transportation Management Associations (TMA), training. |
| Increase Active/Nonmotorized Transportation | Bicycle and pedestrian facilities and programs, public education and outreach. |
| Provide Clean Public Transportation | Transit improvements, public education and outreach activities, training, alternative fuels and vehicles. |
| Reduce Emissions and Congestion from Freight/Goods Movement | Diesel engine retrofits/truck technologies, freight/intermodal, public education and outreach, idle reduction. |
| Reduce Congestion in Congested Urban Corridors or Activity Centers | Congestion reduction and traffic flow, transit improvements, bicycle and pedestrian, TDM, public education and outreach. |
| Manage Congestion on a Regional or Statewide Level | Congestion reduction and traffic flow, transit improvements, public education and outreach activities. |
| Reduce Particulate and Oxides of Nitrogen (NOx) Emissions—Heavy-Duty Vehicle Focus | Diesel retrofit/truck technology, public education and outreach, training, inspection and maintenance (I&M) programs. |
| Reduce Emissions of Ozone Precursors and Prevent Ozone Exceedances | Diesel retrofits/truck technologies, idle reduction, transit improvements, public education and outreach, training, I&M programs, alternative fuels and vehicles. |
| Reduce Emissions in Rural Areas/Small Communities | Diesel retrofits/truck technologies, idle reduction, freight/intermodal, bicycle and pedestrian, carpooling and vanpooling, public education and outreach, I&M programs, alternative fuels and vehicles. |
The CMAQ Program was established to support surface transportation projects and other related efforts that contribute air quality improvements and provide congestion relief. The CMAQ program provides funding for a broad array of projects to accomplish the goals of improving air quality and relieving congestion.
This report examines the potential for synergistic emissions benefits for groups of projects funded by the CMAQ Program. The key issue being addressed is the extent to which multiple projects might have synergistic effects—i.e., the benefits of the whole set of projects being greater than the sum of the benefits of individual projects. The report provides information to support State and MPO investment and policy decisions involving multiple factors affecting transportation-related outcomes. The report lays a framework to test a suite of CMAQ projects for evaluating their combined or synergistic effects towards improving air quality and relieving congestion. States and MPOs may consider this information when selecting projects for CMAQ funding with the goal of maximizing emission reductions and/or congestion relief.
The report also may be of value to States and MPOs interested in conducting programmatic assessments of the program of CMAQ projects under review, as described in the FHWA CMAQ Interim Program Guidance (2013). A programmatic assessment would include an analysis of the collective emission reduction benefits of the program of projects rather than project-by-project analysis. A programmatic assessment would be a logical way of accounting for emissions benefits from groups of projects that have common objectives or synergies for achieving emission reductions.
The information on potential synergies included in this report is based on existing information regarding the effects of CMAQ projects and understanding of how different types of projects might interact. Future work may include the development and testing of analysis approaches to quantify synergies among projects.
The report is organized as follows:
States and MPOs are required to document that CMAQ-funded projects provide emission reduction benefits. Typical practice is to select and document projects individually based on their own merits. The CMAQ program, however, also provides opportunities to fund multiple projects that are related and may potentially have synergies—thus increasing overall benefits to congestion reduction and air quality. States and MPOs may, in fact, already be funding synergistic projects without accounting for additional benefits created by these synergies.
Examples of potential projects with synergies include:
These examples illustrate that synergies can be geographic in nature (e.g., improving a corridor or network); complementary in a functional way, for example, clean technology supported by demand-side measures to shift passenger or freight travel to the cleaner modes; or achieved through program scope or scale to leverage economies of scale.
Figure 1 shows the number and dollar value of funded CMAQ projects between Federal Fiscal Years 2006 and 2012. Most projects fall within a small number of similar types of projects, such as traffic flow improvements, pedestrian/bicycle projects, or transit—illustrating the potential for synergies. By considering synergies among similar projects, or even among complementary projects of different types, in project programming, States and MPOs may be able to obtain greater emissions benefits than they would by accounting only for the individual emissions benefits of unrelated projects.
As described in appendix A, a review of existing resources related to the CMAQ program found little information on potential synergies. A few synergies were hypothesized in resource documents. However, most current evaluation methods are focused on looking at project benefits and/or cost effectiveness individually rather than in combination. State and MPO CMAQ project prioritization practices were also reviewed, but very few examples were found of methods that explicitly considered synergies when programming projects. In one MPO example, a single evaluation was conducted for all phases of a multi-phase project.
States and MPOs face a number of challenges in leveraging potential synergies among CMAQ projects. These include:
CMAQ funds may support a very diverse set of project types, ranging from clean vehicle technologies to traffic flow improvements to demand-side measures such as shared-use paths and enhanced transit service. Some project types are clearly related, whereas others are very different and are unlikely to have synergies with each other. The CMAQ program provides the flexibility for States and MPOs to focus on particular types of projects that meet local needs for emissions and congestion reduction and also support other transportation planning goals and objectives.
Section 3.0 of this report reviews each type of eligible CMAQ project, discusses potential synergies that may exist with other types of projects, and presents these synergies in the form of a matrix. States and MPOs may find it easier to create synergies if they direct funding towards specific types of projects that are clearly related, as illustrated in this section.
For many agencies, cost effectiveness—i.e., the emissions reduced per dollar spent—is an important consideration in selecting CMAQ projects for funding. The program's authorizing legislation places an emphasis on efficiency and cost effective project selection. FHWA has developed cost effectiveness tables that summarize available information on the cost-effectiveness of different types of projects (FHWA, n. d.). Other reports, as described in appendix A, also examine cost effectiveness. However, cost effectiveness has only been considered for individual types of projects, rather than for projects implemented in combination with other types of projects.
Just because two projects are potentially synergistic (based on their typology) does not assure that there will be synergies. For example, they may be implemented in different geographic areas and therefore their effects may be unrelated. Or, they may affect different travel markets even in the same area (e.g., commuters versus visitor travel) and therefore not have any clear synergistic relationship. States and MPOs should carefully consider why synergies might be achieved when creating programs of synergistic projects.
When looking for synergies—opportunities to implement packages of CMAQ projects rather than individual projects—it helps to clearly identify the challenges that need to be addressed. For example, a State or MPO may wish to combine CMAQ projects to address a range of issues, such as needs that are:
Specifying the challenge or need helps refine understanding of the travel activities and emissions situations that need to be addressed, and helps direct which CMAQ projects are most likely to work synergistically, as described throughout this report.
To ensure the needs of all their members or customers are being met, States and MPOs often consider the geographic distribution of project funding. Consideration of geographic distribution may sometimes conflict with the ability to fund projects that are synergistic due to their proximity. Some potential solutions include:
If projects are selected thoughtfully, the CMAQ program provides an opportunity to leverage synergies across projects and a region or State.
The CMAQ Program provides flexibility for project sponsor agencies to focus on pollutants of local concern. Different types of CMAQ projects may have different effects on different pollutants. While many CMAQ project types reduce all pollutants by reducing vehicle-miles of travel (VMT) or improving traffic flow, some may be focused on specific pollutants. For example, diesel retrofit or heavy-duty alternative fuel technologies mainly reduce PM and/or NOx from diesel vehicles. Projects that mainly reduce light-duty VMT may be more effective at reducing volatile organic compounds (VOCs), which may be more important in areas with ozone problems.
States and MPOs, especially those with nonattainment areas, are likely to consider local air quality needs when prioritizing CMAQ projects for funding. Considering synergies among project types can help to leverage greater reductions in pollutants that are of local air quality concern. For example, agencies covering a PM nonattainment area may want an enhanced focus on funding technologies, outreach, and training to maximize the implementation of PM-reducing clean vehicle technologies, with the objective of growing the capability of truck and bus fleet operators in the area to acquire and implement the most cost effective PM-reducing technology.
A National Cooperative Highway Research Program (NCHRP) report (Cambridge Systematics, Inc., and Eastern Research Group, Inc., 2010) provides information on the effects of different transportation air quality control strategies on a full range of pollutants, and identifies methods for evaluating tradeoffs among different pollutants when selecting control strategies. Key findings of this study include:
Geographic context, including metropolitan area size, population density, and the balance of population in urban versus rural areas, can have important implications for which types of CMAQ projects may be most beneficial or have the greatest synergies. For example, public transportation, carpool/vanpool, or TDM programs may have greater opportunities in larger or more densely populated metropolitan areas where congestion and parking costs are high and trips are more highly concentrated. In contrast, clean vehicle technology projects might have larger emission reduction benefits in rural areas where trip distances tend to be longer.
The selection of synergistic projects may be influenced by these contextual issues. For example, a largely rural State might determine that the greatest emissions benefits will be achieved by focusing on a cross-State freight corridor to leverage opportunities for freight modal shift and clean technology, or on an I&M program to ensure clean vehicles. Bicycle and pedestrian improvements may still be effective in small communities where trip densities are not great enough to support frequent transit service.
This section provides an overview of each of the eligible CMAQ project types listed in the 2013 Interim Program Guidance, to inform potential grouping to test synergistic effects. Appendix A presents a review of existing resources regarding the CMAQ program, including Federal legislation and guidance, program evaluation reports, other studies of emission reduction strategies and effectiveness, and examples of MPO prioritization methods that consider project groupings. Some of these resources discuss potential synergistic effects among different types of projects. These resources formed the foundation for identifying the various types of CMAQ projects and their potential effects.
The following information is presented for each project type:
While some generalizations can be made about effectiveness by location type or area type, there also will be differences in effectiveness related to factors such as density, traffic congestion, and parking costs that are loosely related to these area types, but not completely correlated.
The definitions for the project types are based on the CMAQ Interim Guidance but are intended to be illustrative rather than exhaustive.1
These efforts are defined as vehicle replacement, repowering (replacing an engine with a cleaner diesel engine, alternative fuels, etc.), rebuilding an engine, or other technologies determined by the U.S. Environmental Protection Agency (EPA) as appropriate for reducing emissions from diesel engines. Pollutants, potential synergies, and geographic effects are shown in table 2.
| Issue | Discussion |
|---|---|
| Primary pollutants addressed. | All pollutants, but especially PM and NOx. |
| Potential synergies with other projects of the same type. | Generally, effects will be additive across individual vehicles with no specific synergies noted. However, there could be synergies resulting from economies of scale if purchasing or technical assistance is coordinated across multiple fleet operators. |
| Potential synergies with other projects of a different type. | Could improve the effectiveness of freight and intermodal projects if freight traffic is shifted to cleaner vehicles. Public education and training activities, such as individual expert advice, webinars, or Web resources, could help ensure that operators of both public and private fleets select the most effective and appropriate technologies for their fleet applications and properly implement to these technologies to maximize emission reductions. |
| Effect of location type (urban, suburban, rural) on project effectiveness and synergies. | Likely more effective in urban environments where low-speed operating conditions lead to higher emission rates. |
| Effect of area type/size (large/medium/small metro, State) on project effectiveness and synergies. | May be more effective in larger metro areas to the extent that speeds are lower and emission rates higher. |
Idle reduction projects include onboard and other technologies to reduce emissions from idling from heavy-duty vehicles, such as auxiliary power units (APU), direct fired heaters, and truck stop electrification. Pollutants, potential synergies, and geographic effects are shown in table 3.
| Issue | Discussion |
|---|---|
| Primary pollutants addressed. | All pollutants, but especially PM and NOx. |
| Potential synergies with other projects of the same type. | Generally, effects will be additive across individual projects/vehicles, but in some cases, there may be synergistic effects, for example, if truck stop electrification across an entire corridor reduces the need for onboard APUs. |
| Potential synergies with other projects of a different type. | May amplify the benefits of intermodal and freight projects, for example, if idle reduction is applied to switching locomotives that are used more due to truck-rail mode shifts. Public education and training activities, such as individual expert advice, webinars, or Web resources, could help ensure that operators of both public and private fleets select the most effective and appropriate technologies for their fleet applications and properly implement to these technologies to maximize emission reductions. |
| Effect of location type (urban, suburban, rural) on project effectiveness and synergies. | Likely more effective in urban environments where low-speed operating conditions lead to more idling conditions. |
| Effect of area type/size (large/medium/small metro, State) on project effectiveness and synergies. | No clear relationship. |
Traffic flow improvements may include geometric improvements, such as the construction of roundabouts, high-occupancy vehicle (HOV) lanes, left-turn or other managed lanes; Intelligent Transportation Systems (ITS) projects, such as traffic signal synchronization projects, traffic management projects, and traveler information systems; and value/congestion pricing encompassing a variety of market-based approaches to pricing travel. Pollutants, potential synergies, and geographic effects are shown in table 4.
| Issue | Discussion |
|---|---|
| Primary pollutants addressed. | All (specific effect/benefit may depend on speed range). |
| Potential synergies with other projects of the same type. | Corridor or areawide application could support shifts in traffic flow patterns to improve overall efficiency. |
| Potential synergies with other projects of a different type. | Could improve transit operations and ridership in corridor, especially with transit priority elements. Some types of projects in this category, such as HOV lanes, traveler information, and value pricing, could be more effective when combined with public education/outreach, and with transit improvements or carpool/vanpool programs to provide travel alternatives. However, projects that only improve traffic flow and reduce travel times might encourage more people to drive, having an effect on emissions that counteracts the benefits of improved traffic conditions. |
| Effect of location type (urban, suburban, rural) on project effectiveness and synergies. | Most effective in urban and suburban locations where traffic congestion is high; or at specific locations outside of urban areas that attract a large number of trips, such as entrances to sport and recreation venues and areas. Multimodal/mode shift benefits most likely in locations with high trip densities. |
| Effect of area type/size (large/medium/small metro, State) on project effectiveness and synergies. | Congestion often related to metro area size, but this project scenario could be effective anywhere there is a concentration of traffic. |
This category includes projects and programs targeting freight rolling stock or ground infrastructure, including new diesel engine technology or retrofits of vehicles or engines; as well as infrastructure modifications to encourage truck-rail or truck-shipping modal shift. Pollutants, potential synergies, and geographic effects are shown in table 5.
| Issue | Discussion |
|---|---|
| Primary pollutants addressed. | All pollutants, but especially PM and NOx. |
| Potential synergies with other projects of the same type. | A series of infrastructure modifications in the same corridor is likely to support or encourage greater mode shift than isolated improvements. For example, grade separation and siding improvements across a corridor might be needed in order to improve operations enough to encourage shippers to use rail instead of truck more extensively in the corridor. Infrastructure modifications to encourage mode shift will be more effective when implemented in conjunction with clean vehicle technology on the modes where usage is increased. |
| Potential synergies with other projects of a different type. | Improvements to encourage mode shift will reduce emissions more if clean technologies (diesel retrofits, idle reduction, alternative fuels) are implemented on the modes where traffic is increased. |
| Effect of location type (urban, suburban, rural) on project effectiveness and synergies. | No clear relationship. |
| Effect of area type/size (large/medium/small metro, State) on project effectiveness and synergies. | Larger metro areas are more likely to handle large amounts of freight and therefore realize greater benefits from mode shifting; however, to support mode shift, improvements may be needed across entire shipping corridors, making this a logical project scenario for statewide application. |
Eligible transit improvements generally increase transit capacity and would likely result in an increase in transit ridership and a potential reduction in congestion. Projects may include new facilities; new vehicles; operating assistance and fuel costs for new or expanded services; and transit fare subsidies under certain conditions. Pollutants, potential synergies, and geographic effects are shown in table 6.
| Issue | Discussion |
|---|---|
| Primary pollutants addressed. | All pollutants. Specific effect/benefit may depend on mode shift, improved speeds, and fuel and emissions characteristics of replaced or newly added vehicles, among others. |
| Potential synergies with other projects of the same type. | Corridor (transit route) or areawide (service area) application could support larger mode shifts by expanding transit accessibility. Network effects may be realized with multiple projects. |
| Potential synergies with other projects of a different type. | The emissions benefits of mode shifting to transit will be increased if the transit vehicles are clean (alternative fuels and/or idle reduction technologies). TDM and public education programs can increase the use of new or enhanced transit services by providing information and/or incentives to use these services. Bicycle and pedestrian improvements can increase transit ridership if implemented at locations that support first-/last-mile access to transit. Carsharing, bicycle and pedestrian improvements, and carpool/vanpool programs could increase transit use by providing more options for travelers who want to give up their car, even though they also might compete with transit for specific trips. Transit improvements are likely to attract more riders if transit-focused traffic flow improvements (such as transit priority signals) are implemented. |
| Effect of location type (urban, suburban, rural) on project effectiveness and synergies. | Transit improvements are typically more effective in high population density areas (urban and suburban place types) where trip densities are greater. |
| Effect of area type/size (large/medium/small metro, State) on project effectiveness and synergies. | As larger metros and cities typically have a higher population density, the effectiveness of transit improvements is typically higher in these areas, although dense, transit-supportive development also is found in some smaller metro areas and communities. |
Eligible projects include constructing bicycle and pedestrian facilities that are not exclusively recreational; non-construction outreach related to safe bicycle use; and State bicycle/pedestrian coordinator positions. Pollutants, potential synergies, and geographic effects are shown in table 7.
| Issue | Discussion |
|---|---|
| Primary pollutants addressed. | All pollutants, but mainly those from gasoline powered vehicles. |
| Potential synergies with other projects of the same type. | Corridor or areawide application of multiple projects is likely to support larger mode shifts by providing connected networks that allow travelers to access more places, as compared to isolated improvements. |
| Potential synergies with other projects of a different type. | TDM and public education programs can increase the use of bicycle and pedestrian facilities by providing information and/or incentives to use these facilities. Carsharing and transit improvements could increase walking and bicycling by providing more options for travelers who want to give up their car, even though they also might compete with walking and biking for specific trips. |
| Effect of location type (urban, suburban, rural) on project effectiveness and synergies. | Project effectiveness is typically greater in urban and suburban location types (specifically in areas of dense land use) where trip origins and destinations are close enough to walk or bike and vehicular congestion and/or parking difficulties discourage auto travel. |
| Effect of area type/size (large/medium/small metro, State) on project effectiveness and synergies. | No clear linkage to area type, except for extent to which density and auto disincentives (congestion, parking costs, etc.) are correlated to metro size. |
TDM encompasses a diverse set of activities that focus on physical assets and services that provide real-time information on network performance and support better decision making for travelers choosing modes, times, routes, and locations. TDM projects often include public education/outreach (to the public, employers, and/or other trip generating institutions); incentives to use non-Single-Occupancy Vehicle (SOV) modes for commuting or school travel; institutional approaches to coordinate travel alternatives; carpool and vanpool services (such as guaranteed ride home programs), and efforts to encourage alternative work schedules. While TDM projects overlap with other types of CMAQ projects, they are typically distinguished by applying multiple approaches, e.g., by funding an organization that works with employers to implement a wide variety of SOV travel reduction strategies. Pollutants, potential synergies, and geographic effects are shown in table 8.
| Issue | Discussion |
|---|---|
| Primary pollutants addressed. | All pollutants, mainly from gasoline powered vehicles. |
| Potential synergies with other projects of the same type. | TDM programs could have synergies within a region as resources could be pooled across TDM service providers to maximize the value and benefit of services provided. |
| Potential synergies with other projects of a different type. | TDM programs will be more effective if good travel alternatives are available. Transit improvements, carpool and vanpool, TMAs, bicycle and pedestrian improvements, other TCMs, and education/outreach projects should all create synergies with TDM programs. |
| Effect of location type (urban, suburban, rural) on project effectiveness and synergies. | Most effective in urban and suburban (central business district and other employment center) locations where there are high densities of trips, especially for commuting, so that more travelers can be reached and more effective alternatives provided. |
| Effect of area type/size (large/medium/small metro, State) on project effectiveness and synergies. | Effective where there are prospects for work-trip consolidation (metro areas of all sizes) and availability of alternative means of transportation (transit/carpool/vanpool). |
The goal of CMAQ-funded public education and outreach activities is to educate the public, community leaders, and potential project sponsors about connections among trip making and transportation mode choices, traffic congestion, and air quality. This project is not necessarily a stand-alone project category (although education-only projects can be undertaken), but rather can be included as part of other projects to enhance their effectiveness. Pollutants, potential synergies, and geographic effects are shown in table 9.
| Issue | Discussion |
|---|---|
| Primary pollutants addressed. | All pollutants, mainly from gasoline powered vehicles. |
| Potential synergies with other projects of the same type. | People often need to be reached in multiple ways before they change their behavior, so more expansive projects (or combined projects) could have synergies, although it may be best to combine them into one coordinated outreach campaign. |
| Potential synergies with other projects of a different type. | Education and outreach are likely to enhance the effectiveness of other project types, such as transit improvements, carpool and vanpool, TMAs, bicycle and pedestrian improvements, carsharing, and other TCMs, by providing more information to travelers about these travel options. It also can enhance the effectiveness of technology-focused projects, such as advanced truck technology, idle reduction, and alternative fuel vehicles (AFV), by educating consumers and fleet operators about the most appropriate technologies and their proper use to maximize emission reductions. |
| Effect of location type (urban, suburban, rural) on project effectiveness and synergies. | Most effective in urban and suburban locations where more alternatives to driving alone are likely to exist. |
| Effect of area type/size (large/medium/small metro, State) on project effectiveness and synergies. | While outreach and education costs can be tailored for any area type, bigger metros have greater effectiveness for some outreach programs given the scale of potential enrollment or reach and their return on cost of campaigns. |
TMAs are groups of citizens, firms, or employers that organize to address the transportation issues in their immediate locale by promoting rideshare programs, transit, shuttles, or other measures. TDM programs are often implemented with TMAs as lead agencies or partners. Pollutants, potential synergies, and geographic effects are shown in table 10.
| Issue | Discussion |
|---|---|
| Primary pollutants addressed. | All pollutants, mainly from gasoline powered vehicles. |
| Potential synergies with other projects of the same type. | Multiple TMAs in the same region could provide synergies as resources could be pooled across TMAs to maximize the value and benefit of services provided (e.g., to share resource materials, technologies, or service contracting). |
| Potential synergies with other projects of a different type. | TDM programs will be more effective if good travel alternatives are available. Transit improvements, carpool and vanpool, TDM programs, bicycle and pedestrian improvements, other TCMs, and education/outreach projects should all create synergies with TMAs. Training can help increase the effectiveness of TMA staff. |
| Effect of location type (urban, suburban, rural) on project effectiveness and synergies. | Most effective in urban and suburban locations where more alternatives to driving alone are likely to exist. |
| Effect of area type/size (large/medium/small metro, State) on project effectiveness and synergies. | Effective where there are prospects for work-trip consolidation (metro areas of all sizes) and availability of alternative means of transportation (transit/carpool/vanpool). |
Eligible activities include marketing for carpools and vanpools, and vehicle costs for vanpools. Pollutants, potential synergies, and geographic effects are shown in table 11.
| Issue | Discussion |
|---|---|
| Primary pollutants addressed. | All pollutants, mainly from gasoline powered vehicles. |
| Potential synergies with other projects of the same type. | An expanded program may leverage economies of scale (e.g., larger markets for carpool/vanpool matching, procurement of vanpool services), although it may be best to operate a single set of regional or statewide services instead of operating multiple independent projects. |
| Potential synergies with other projects of a different type. | TMAs, TDM programs, and public education and outreach all play an important role in supporting carpooling/vanpooling programs and leveraging the benefits of these services. TCMs such as HOV/managed lanes and parking management can increase the incentives to carpool or vanpool. |
| Effect of location type (urban, suburban, rural) on project effectiveness and synergies. | Most effective in urban and suburban locations with high concentrations of trip ends and high levels of congestion and/or parking costs. |
| Effect of area type/size (large/medium/small metro, State) on project effectiveness and synergies. | Effective where there are prospects for work-trip consolidation/chaining (metro areas of all sizes, but especially large ones). |
Carsharing includes the pooling of efficient, low-emission vehicles, provided to travelers who have occasional need for a vehicle but not the constant, daily necessity that demands ownership. Pollutants, potential synergies, and geographic effects are shown in table 12.
| Issue | Discussion |
|---|---|
| Primary pollutants addressed. | All pollutants, mainly from gasoline powered vehicles. |
| Potential synergies with other projects of the same type. | Carsharing is a service that benefits from economies of scale, as more vehicles are available to a greater number of people, and as program startup and administration costs can be spread over a larger member base. |
| Potential synergies with other projects of a different type. | TMAs, TDM programs, and public education and outreach can all play an important role in supporting carsharing programs and leveraging the benefits of these services. Carsharing services may benefit from AFV projects, including refueling infrastructure as well as incremental purchase costs compared to conventional fuel vehicles. Given the high utilization of carshare services, alternative fuels may be particularly cost effective in this application. |
| Effect of location type (urban, suburban, rural) on project effectiveness and synergies. | Most effective in urban locations with high trip densities, where parking is more difficult, transit is readily available, and vehicle ownership rates are lower than suburban or rural areas. |
| Effect of area type/size (large/medium/small metro, State) on project effectiveness and synergies. | Larger and medium metros have higher effectiveness due to the incidence of sharing economies and use of carsharing apps and technology compared to smaller metros or rural areas. |
These projects may include retrofitting vehicles and fleets with water and oil heaters and installing electrical outlets and equipment in publicly owned garages or fleet storage facilities, with the objective of reducing emissions from cold starts. Pollutants, potential synergies, and geographic effects are shown in table 13.
| Issue | Discussion |
|---|---|
| Primary pollutants addressed. | CO and other pollutants. |
| Potential synergies with other projects of the same type. | No clear synergies; benefits would scale with the number of installations and amount of use. |
| Potential synergies with other projects of a different type. | These projects may be more effective if applied with idle reduction technology, which would increase the number of starts. On the other hand, they may be of less value when they are applied with alternative fuels and vehicles or other advanced emission reducing vehicle technology that reduces cold-start emissions. Public education can be important for maximizing the benefits of these projects. |
| Effect of location type (urban, suburban, rural) on project effectiveness and synergies. | No clear relationship to location type. |
| Effect of area type/size (large/medium/small metro, State) on project effectiveness and synergies. | No clear relationship to area type/size. |
This category includes training and educational development for the transportation workforce. Such training should be related to air quality improvements. Pollutants, potential synergies, and geographic effects are shown in table 14.
| Issue | Discussion |
|---|---|
| Primary pollutants addressed. | All pollutants. |
| Potential synergies with other projects of the same type. | It may be most effective to combine training-focused projects into a single program to leverage and coordinate resources. |
| Potential synergies with other projects of a different type. | Training can potentially help to increase the benefits of almost any other type of CMAQ projects by ensuring that project funds are spent in the most effective way. For example, for technology-focused projects such as diesel retrofits, idle reduction, and alternative fuels, training could focus on helping fleet managers select and implement the most appropriate and cost effective technologies. For behaviorally focused projects such as TDM programs, TMAs, and public and education and outreach, training can help to build skills of staff charged with program implementation (e.g., outreach to employers or public education campaigns). |
| Effect of location type (urban, suburban, rural) on project effectiveness and synergies. | No clear relationship to location type. |
| Effect of area type/size (large/medium/small metro, State) on project effectiveness and synergies. | No clear relationship to area type/size. |
I&M programs are programs to enforce compliance with vehicle in-use emissions standards by identifying high-emitting vehicles and/or vehicles with malfunctioning pollution control equipment. Eligible CMAQ-funded activities include construction of facilities, purchase of equipment, I&M program development, and one-time start-up activities. Pollutants, potential synergies, and geographic effects are shown in table 15.
| Issue | Discussion |
|---|---|
| Primary pollutants addressed. | All pollutants (specific effect/benefit may depend on vehicle types covered and pollutants or equipment types tested by the program). |
| Potential synergies with other projects of the same type. | Typically a single I&M program would be implemented on a regional or statewide basis. |
| Potential synergies with other projects of a different type. | Public education and outreach activities could increase the effectiveness of an I&M program by emphasizing the importance and benefits of complying with the program. Training activities could increase the ability of I&M program staff to carry out their responsibilities. |
| Effect of location type (urban, suburban, rural) on project effectiveness and synergies. | No clear relationship to location type. |
| Effect of area type/size (large/medium/small metro, State) on project effectiveness and synergies. | No clear relationship to area type/size. |
Program funds may be used to support projects involving the alternative or renewable fuels defined in the Energy Policy Act of 1992 or the Energy Independence and Security Act of 2007. Eligible expenses include certain types of fueling facilities and other infrastructure needed to fuel AFVs; purchasing publicly owned AFVs or converting fleets to alternative fuel; and purchase of certain hybrid vehicles. Pollutants, potential synergies, and geographic effects are shown in table 16.
| Issue | Discussion |
|---|---|
| Primary pollutants addressed. | All pollutants (specific effect/benefit may depend on vehicle and fuel types). |
| Potential synergies with other projects of the same type. | Emission reductions should scale proportionate to the number of vehicles; however, economies of scale in refueling infrastructure and/or vehicle purchasing may lead to cost savings on a per-unit basis (i.e., more emission reductions per program dollar) for larger projects or multiple projects in the same area. |
| Potential synergies with other projects of a different type. | Transit improvements, vanpooling, and freight/intermodal projects could have greater emission reductions per unit of mode shift if expanded services make use of AFVs. Education/outreach activities and training could help to maximize the effectiveness of these programs. |
| Effect of location type (urban, suburban, rural) on project effectiveness and synergies. | Emission reductions per vehicle might be higher in urban or suburban areas with more congested traffic conditions, although this will depend on the relationship between speed and emissions for a specific vehicle/fuel technology. |
| Effect of area type/size (large/medium/small metro, State) on project effectiveness and synergies. | Adoption of alternative vehicles and fuels was found to be more likely in transit agencies in larger urban areas compared to the rural areas (Mattson, 2012). |
Figure 2 also indicates those project types that show synergies with the same type of project. Examples might include bicycle projects that add to a connected network, or idle reduction projects that achieve economies of scale in purchasing or deployment. These same-project-type relationships are shown with the gold boxes running diagonally from upper left to lower right.
The project types showing synergies are the same as those described in the above discussion, which provides more details on how the synergies might be achieved. Just because there is a check mark in a cell does not mean a synergy necessarily exists; it just means that there is a good possibility of synergies if the projects are designed and coordinated appropriately. Some categories cover a broad range of project types, some of which may achieve synergies and some of which may not. In some cases, projects may even work at cross purposes, e.g., transit and vanpool projects competing for the same travel market.
| ... could have synergies with a project of this type: | ||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Diesel Retrofit and Advanced Truck Tech | Idle Reduction | Congestion Reduction and Traffic Flow | Freight/ Intermodal | Transit Improve- ments | Bike and Ped Facilities and Programs | TDM | Public Education and Outreach | TMAs | Carpooling and Vanpooling | Car- sharing | Extreme Low-Temp. Cold Start | Training | I&M Programs | Alt. Fuels and Vehicles | ||
| A project of this type... | Diesel Engine Retrofits/ Advanced Truck Tech |
X | X | X | ||||||||||||
| Idle Reduction | X | X | X | X | ||||||||||||
| Congestion Reduction and Traffic Flow | X | X | X | X | X | X | X | |||||||||
| Freight/Intermodal | X | X | X | |||||||||||||
| Transit Improvements | X | X | X | X | X | X | X | X | X | |||||||
| Bike and Ped Facilities and Programs | X | X | X | X | X | X | X | |||||||||
| TDM | X | X | X | X | X | |||||||||||
| Public Education and Outreach Activities | X | X | X | X | X | X | X | X | X | X | X | X | X | X | ||
| TMAs | X | X | X | X | X | X | X | |||||||||
| Carpooling and Vanpooling | X | X | X | X | X | X | X | X | ||||||||
| Carsharing | X | X | X | X | X | X | ||||||||||
| Extreme Low- Temperature Cold Start | X | X | ||||||||||||||
| Training | X | X | X | X | X | X | X | X | X | X | X | |||||
| I&M Programs | X | |||||||||||||||
| Alternative Fuels and Vehicles | X | X | X | X | X | |||||||||||
The information provided above is used in this section to propose and evaluate potential groupings of projects for testing of synergistic effects. Table 17 provides a qualitative assessment of how various issues are addressed by each grouping. A total of nine sample grouping scenarios are proposed here, built around the project types identified in the CMAQ Interim Program Guidance. The groupings are formed around particular goals or objectives that States and regions are likely to have, such as implementing clean technology or preventing air quality National Ambient Air Quality Standards (NAAQS) exceedances. They include scenarios formed around the following concepts:
Table 17 includes:
| Scenario—If your goal is to: | Helpful CMAQ Project Types | Potential Synergistic Benefits | Examples | Addresses Multiple Pollutants | Geographic Suitability/Area Types |
|---|---|---|---|---|---|
| 1. Expand Commute Options | TDM, transit improvements, carpooling and vanpooling, public education and outreach, TMAs, training. | More multimodal options can increase likelihood of non-SOV use by providing travelers with multiple options, such as carpooling to work, with the option of taking transit home if the carpool is missed. Public education and institutional work (TMAs) can support other project types. | Regionally coordinated TDM projects and programs that include formation of TMAs, enhanced transit service to activity centers, a regional vanpooling and carpool matching program and incentives, and public education activities. | Most/all pollutants affected in same proportion through VMT reductions. Possible exceptions for increased transit. |
Most relevant in urban and suburban areas with more density and travel options. Statewide programs can support project implementation across the State. |
| 2. Increase Active/Nonmotorized Transportation | Bike/ped facilities and programs, public education and outreach. | Multiple projects or types of projects can assist in building out a regional or statewide network, leveraging network connectivity benefits, and also complement infrastructure with education and enforcement. | Shared-use paths and bicycle lanes that are part of a regional network; bicycle parking in high-demand areas; wayfinding. | Most/all pollutants affected in same proportion through VMT reductions. | Most relevant in urban and suburban areas with more density and travel options. Statewide programs can support bike/ped networks in communities across the State. |
| 3. Provide Clean Public Transportation | Transit improvements, public education and outreach activities, training, alternative fuels and vehicles. | Synergies may be achieved by jointly deploying projects to increase/improve transit service, encourage greater use of transit, and implement clean transit vehicle technologies so that increased transit VMT does not offset benefits of reduced auto VMT. | Electric buses and recharging infrastructure serving a new transit center, combined with marketing and free fares on high ozone days. | Mode shift to transit will especially benefit VOC and NOx, while clean transit technology will especially benefit NOx and PM. | Most relevant in urban and suburban areas with higher trip densities. Statewide programs can support clean transit in multiple communities. |
| 4. Reduce Emissions and Congestion from Freight/Goods Movement | Diesel engine retrofits/truck technologies, freight/intermodal, public education and outreach, idle reduction. | Multiple projects of this type could leverage economies of scale in purchasing, infrastructure, and maintenance, as well as ensuring the benefits of truck-rail mode shift are maximized with clean technology. | Regionwide or statewide collaboration to purchase AFVs for similar fleet types and/or establish a network of refueling/recharging stations. | Primary focus on PM and NOx from diesel vehicles. | Most relevant in areas of freight generators, e.g., ports, intermodal facilities, manufacturing and warehousing districts. Statewide programs can leverage synergies across multiple freight generator areas and interregional freight corridors. |
| 5. Reduce Congestion in Congested Urban Corridors or Activity Centers | Congestion reduction and traffic flow, transit improvements, bicycle and pedestrian, TDM, public education and outreach. | Synergies may be achieved through coordination of projects across a corridor or subarea to improve traffic flow, provide multiple travel options, design infrastructure for all modes, and coordinate multimodal traveler information and operations, thus encouraging greater mode shift. | A set of mobility projects that include traffic signal and other operations improvements, enhanced transit service, and bike/ped improvements, focused on a highly congested corridor. | Generally, all pollutants reduced, but may be exceptions depending on speed range and operating conditions, or with provision of new transit service. | Most relevant in urban and suburban areas with travel-intensive corridors. Statewide programs might focus on corridors of statewide significance or high trip generators such as recreational areas and venues. |
| 6. Manage Congestion on a Regional or Statewide Level | Congestion reduction and traffic flow, transit improvements, public education and outreach activities. | Synergies may be achieved through coordination of projects across the region or State to optimize traffic flow, manage demand through pricing, and coordinate transit with traffic operational projects. | Traffic operations center to manage adaptive signal control systems and high-occupancy toll (HOT) lanes with dynamic pricing. | Generally, all pollutants reduced, but may be exceptions depending on speed range and operating conditions. | Most relevant in larger or more densely populated metro areas with higher levels of congestion, or in areas with high levels of seasonal travel demand. |
| 7. Reduce Particulate and NOx Emissions—Heavy-Duty Vehicle Focus | Diesel retrofit/truck tech, idle reduction, public education and outreach, training, I&M programs. | Synergies may be achieved through coordination of purchasing and growth of institutional knowledge on the most effective technologies for a specific use case and operating conditions. | Diesel retrofit, idle reduction, and heavy-duty AFV projects that meet local cost effectiveness thresholds for PM for equipment used in heavily populated areas. | May reduce all pollutants, but targeted especially to PM and/or NOx reduction through technology and heavy-duty vehicle focus. | May be applicable at any geographic scale, but especially for PM nonattainment areas, and in vicinity of communities where health concerns are expressed. |
| 8. Reduce Emissions of Ozone Precursors and Prevent NAAQS Ozone Exceedances | Diesel retrofits/truck technologies, idle reduction, transit improvements, public education and outreach, training, I&M programs, alternative fuels and vehicles. | Projects that might receive primary consideration in an area where emissions of ozone precursors (VOC and/or NOx) are of key concern, especially under weather conditions conducive to ozone formation. Synergies may be achieved by coordinating efforts focused on reducing emissions specifically during ozone-conducive conditions. | Car/vanpooling programs, bike improvements and incentives, and public education focused on reducing auto travel on high ozone days. | Yes, but targeted especially to VOC and/or NOx reduction. | May be applicable at any geographic scale, but especially for ozone nonattainment areas. |
| 9. Reduce Emissions in Rural Areas/Small Communities | Diesel retrofits/truck technologies, idle reduction, freight/intermodal, bicycle and pedestrian, carpooling and vanpooling, public education and outreach, I&M programs, alternative fuels and vehicles. | Synergies may be achieved through economies of scale with assisting multiple small communities in implementing similar programs, as well as focusing on emissions generating activities that are concentrated in rural areas (e.g., truck idling). | Truck electrification throughout a corridor that reduces the need for APUs and extended idling. Funding and technical assistance for small communities to plan and implement local walk and bike networks. |
Generally, all pollutants reduced, but will depend on specific projects and emissions sources targeted. | Project types may be effective everywhere, including rural communities. |
This section provides a set of sample menus of projects that are likely to have synergies. The purpose of these menus is to illustrate examples of CMAQ projects that might have synergies when implemented together (i.e., benefits of the whole greater than the sum of individual projects)—and therefore might be considered for collective implementation to increase the overall benefits of a metropolitan or statewide CMAQ program. These menus of projects also might serve as a basis for quantifying synergies using appropriate analysis methods. Each menu includes a list of sample CMAQ projects and identifies the associated project type (from the Interim Program Guidance) for each project.
The menus are created with thematic groupings aligned with the "scenario descriptions" in the previous sections. These themes include sets of projects that reduce emissions through related mechanisms (e.g., employee commute options), as well as those that address specific problems that might be of concern in a particular region or State, such as ozone or PM. Two sets of menus are provided—one for metropolitan application, such as an MPO might include in their Transportation Improvement Program (TIP); and one for statewide application, such as a State DOT might include in their State TIP. The metropolitan and statewide menus are generally parallel, covering the same themes, but customized for the scale of application.
In addition to the sample menus provided here, which are built from hypothetical projects, appendix B provides an example in which CMAQ projects funded in North Carolina (statewide) and Raleigh (MPO) during 2016 through 2018 are evaluated to assess the extent to which synergies might be present in past funded project lists, and if so, how.
While this section presents sample menus of CMAQ projects with potential synergies, it makes no claim regarding the eligibility of any project example under Title 23 section 149 of the U.S. Code. States and MPOs should consult with their FHWA Division office with any questions regarding project eligibility.2
This sample project menu (table 18) is focused on reducing congestion and emissions by providing a broad range of alternatives to single occupancy vehicle commuting.
More multimodal options can increase the likelihood of non-SOV use by providing travelers with multiple options, such as carpooling to work, with the option of taking transit home if the carpool is missed. Public education and institutional arrangements, such as TMAs and TDM programs, can support projects to improve infrastructure or services for specific modes.
This set of projects will reduce emissions by reducing light-duty VMT, affecting all pollutants from passenger vehicles in roughly equal proportion. They are most likely to be effective in urban and suburban areas with higher trip densities and more travel options.
| Sample Projects | CMAQ Project Type |
|---|---|
| Regional TDM program support (staffing for regional coordinator). | Travel Demand Management |
| Regional guaranteed ride home program. | Travel Demand Management |
| Regional telework resource center. | Travel Demand Management |
| Assistance to administer employer-based cash-out pilot. | Travel Demand Management |
| Redesignate general purpose to HOV lane in high-transit corridors serving downtown. | Transportation Control Measures |
| Implement statewide trip reduction ordinance. | Transportation Control Measures |
| Capital and initial operating expenses for pilot reverse-commute shuttle program connecting urban neighborhoods to suburban office parks. | Transit Improvements |
| Regional carpool and vanpool matching program. | Carpooling and Vanpooling |
| Vanpool capital subsidy. | |
| Regional TDM outreach and education program. | Public Education and Outreach Activities |
| Staffing for TMAs serving downtown and suburban activity centers. | Transportation Management Associations |
| Training for regional TDM and TMA staff. | Training |
This sample project menu (table 19) is focused on reducing congestion and emissions by encouraging people of all ages to walk and/or bicycle to work, school, and other activities.
Multiple projects in one geographic area can assist in building out a local or regional bicycle or pedestrian network, thereby leveraging network connectivity benefits. Programs such as bikesharing and bicycle parking will work in combination with network improvements to increase bicycling. Infrastructure projects also can complement education projects such as safe bicycling, wayfinding, or other public information campaigns.
This set of projects will reduce emissions by reducing light-duty VMT, affecting all pollutants from passenger vehicles in roughly equal proportion. They are most likely to be effective in large or small communities with higher trip densities, where more destinations are within walking or biking distance, or where first- and last-mile access to transit is needed.
| Sample Projects | CMAQ Project Type |
|---|---|
| Procure and install secure bicycle parking at neighborhood hubs and activity centers. | Transportation Control Measures |
| Bicycle lane projects adding to the network proposed in the regional bike plan. | Bicycle and Pedestrian Facilities and Programs |
| Capital funding for bikeshare program—bikeshare facilities in neighborhood hubs. | Bicycle and Pedestrian Facilities and Programs |
| New sidewalks and bike paths serving neighborhood hubs. | Bicycle and Pedestrian Facilities and Programs |
| Bicycle safety education classes and outreach materials. | Bicycle and Pedestrian Facilities and Programs |
| Bicycle and pedestrian wayfinding (signage and route mapping). | Public Education and Outreach Activities |
| Workshops and outreach materials providing introduction to year-round bicycle commuting. | Public Education and Outreach Activities |
This sample project menu (table 20) is focused on reducing congestion and emissions by enhancing public transportation services, encouraging their use, and using clean vehicles and fuels to provide new and expanded services.
Synergies in this group of projects may be achieved by jointly deploying projects to expand or improve transit service, encourage greater use of transit through public education, and implement clean transit vehicle technologies so that increased transit VMT does not offset the emissions benefits of reduced automobile VMT.
The pollutants that are most reduced with these projects will depend on the vehicle/fuel and emissions characteristics of any new transit service introduced. Reducing automobile VMT will reduce all pollutants, but especially VOC, NOx, and CO. However, new diesel transit vehicles could have the potential to increase NOx and PM emissions if ridership levels are not high enough. The use of electric or other clean fuel transit technology is more likely to provide a net reduction in emissions.
These projects will be most effective at reducing emissions and congestion in urban and suburban areas with higher trip densities where public transportation can serve more trips.
| Sample Projects | CMAQ Project Type |
|---|---|
| Transit center at a regional transit hub/transfer point (docking facilities and building with protected waiting area, restrooms, and information). | Transit Improvements |
| Pilot operating funding for neighborhood circulator service. | Transit Improvements |
| Free fares on high ozone days. | Transit Improvements |
| Campaign to market new and expanded transit services. | Public Education and Outreach Activities |
| Training for transit agency staff on procurement and installation of electric bus charging equipment. | Training |
| Capital cost for new electric buses, and purchase and installation of supporting charging equipment. | Alternative Fuels and Vehicles |
This sample project menu (table 21) is focused on reducing congestion and emissions caused by trucks by shifting freight moving into and out of the region from truck to rail, while introducing cleaner technology on truck and rail vehicles that will see increased use.
While the effects of emission reductions will generally be additive based on the number of vehicles affected, multiple projects of the same type could leverage economies of scale in purchasing, infrastructure, and maintenance. Combining projects that encourage freight mode shift with clean technology will ensure that the emissions benefits of truck-rail mode shifting are maximized.
Freight is primarily moved by diesel vehicles, meaning that the greatest emissions benefits will be to PM and NOx. These types of projects are most relevant and most likely to achieve synergies in areas of freight generators, such as ports, intermodal facilities, and manufacturing and warehousing districts, where there is a concentration of truck traffic.
| Sample Projects | CMAQ Project Type |
|---|---|
| Diesel retrofit assistance: Approved emission reducing retrofit technology, prioritized towards locomotives and drayage trucks serving intermodal facilities in the region. | Diesel Engine Retrofits and Other Advanced Truck Technologies |
| Intermodal facility improvements: Expand capacity and throughput of intermodal container terminal. | Freight/Intermodal |
| Survey freight shippers to understand shipping requirements and what rail/intermodal improvements might encourage them to shift from truck to rail serving the regional market. | Public Education and Outreach Activities |
| Purchase/install electric hook-ups at a truck parking/staging area serving a warehousing district. | Idle Reduction |
| Purchase hybrid electric switcher locomotive for a rail yard located near an environmental justice population area. | Idle Reduction |
This sample project menu (table 22) is focused on reducing congestion and emissions in one or more highly congested urban or suburban roadway corridors, through both traffic flow improvements and demand reduction. A similar menu of projects could be applied to suburban activity centers.
Synergies within this group may be achieved through coordination of projects across a corridor or subarea to improve traffic flow, provide multiple travel options, design infrastructure for all modes, and coordinate multimodal traveler information and operations, thus encouraging greater mode shift.
These project types will generally reduce all pollutants as a result of improved traffic flow and reduced VMT. However, there may be exceptions depending on the speed range and operating conditions, or with the provision of new transit service that is powered by conventional fuels. These projects are most relevant in urban and suburban areas with travel-intensive corridors.
| Sample Projects | CMAQ Project Type |
|---|---|
| Implement advanced traffic control systems, including fiber optic lines, traffic sensors, new signal equipment, adaptive control system, and transit signal priority. | Congestion Reduction and Traffic Flow Improvements |
| Designate queue jump lanes for transit buses at major intersections. | Congestion Reduction and Traffic Flow Improvements |
| Purchase vehicles, install stops, and provide initial operating assistance for a new transit shuttle serving major employers, residential developments, and other destinations corridor. | Transit Improvements |
| Create separated bike lanes along corridor. | Bicycle and Pedestrian Facilities and Programs |
| Construct new sidewalks (including pedestrian signals, crosswalks, and curb cuts at intersections) linking transit stops with commercial and residential buildings. | Bicycle and Pedestrian Facilities and Programs |
| Form TMA of businesses in corridor and assist with staffing. | Travel Demand Management |
| Conduct outreach campaign to inform businesses/workers along corridor of improved travel options, incentives, and regional connections via transit. | Public Education and Outreach Activities |
This sample project menu (table 23) is focused on reducing congestion and emissions across the region by managing traffic flow on major corridors and managing travel demand during congested times. In contrast to the previous menu, which focused on specific corridors or activity centers, this menu includes projects that affect traffic flow across the entire region.
Synergies in this project group may be achieved through coordination of projects across the region to optimize traffic flow, manage demand through pricing, and coordinate transit with traffic operational projects.
Projects in this menu will generally reduce all pollutants as a result of improved traffic flow and reduced VMT. However, there may be exceptions depending on the speed range and operating conditions, since some pollutant emissions can increase at high speeds. These projects are most relevant in larger or more densely populated metropolitan areas with travel-intensive corridors.
| Sample Projects | CMAQ Project Type |
|---|---|
| Implement advanced traffic control systems, including fiber optic lines, traffic sensors, new signal equipment, adaptive control system, and transit signal priority. | Congestion Reduction and Traffic Flow Improvements |
| Provide funding to municipalities to regularly evaluate and update signal timing on corridors of regional significance. | Congestion Reduction and Traffic Flow Improvements |
| Convert freeway general purpose to HOT lanes or build new managed lanes with tolls varying by time of day/congestion level. | Congestion Reduction and Traffic Flow Improvements |
| Vary tolls by time of day on existing regional tolled facilities. | Congestion Reduction and Traffic Flow Improvements |
| Develop and implement advanced traffic management algorithms through existing traffic operations center designed to maximize emission reductions. | Congestion Reduction and Traffic Flow Improvements |
| Implement bus priority lanes on key regional routes. | Transit Improvements |
| Conduct outreach campaign to inform travelers of new pricing applications and the benefits of managing congestion through these measures. | Public Education and Outreach Activities |
This sample project menu (table 24) is focused on reducing emissions of hazardous air pollutants from diesel exhaust.
While the effects of emission reductions will generally be additive based on the number of vehicles affected, synergies within this project group may be achieved through coordination of purchasing and growth of institutional knowledge on the most effective technologies for a specific use case and operating conditions (e.g., climate conditions that affect the emissions benefits of a particular technology). This can help to direct technologies to their most effective applications and maximize the cost effectiveness of CMAQ funds.
These projects may affect all pollutants, but are targeted especially to PM and/or NOx reduction through their focus on clean heavy-duty vehicle technologies. They may be applicable at any geographic scale, but especially for PM nonattainment areas, and in the vicinity of communities where health concerns are expressed.
| Sample Projects | CMAQ Project Type |
|---|---|
| Diesel retrofit assistance: Approved emission reducing retrofit technology, prioritized towards drayage and other short-haul trucks serving urban areas. | Diesel Engine Retrofits and Other Advanced Truck Technologies |
| Purchase of a hybrid electric switcher locomotive for a rail yard near a densely populated community. | Idle Reduction |
| Clean Air Assistance Program: staff and technical resources to help heavy-duty vehicle fleet managers and individual owner/operators match appropriate clean technology with their vehicles and operating requirements. | Public Education and Outreach Activities |
| Training for Clean Air Assistance and Heavy-Duty I&M Program staff. | Training |
| Heavy-duty I&M program: purchase equipment for roadside enforcement in densely populated + high truck traffic areas to identify high-emitting vehicles and target these vehicles for repair. | I&M Programs |
This sample project menu (table 25) is focused on reducing emissions of ozone precursors, especially VOC and NOx, and especially under conditions most conducive to ozone formation, with the goal or reducing NAAQS exceedances in a nonattainment area.
Synergies within this project group may be achieved by coordinating efforts focused on reducing emissions specifically during ozone-conducive conditions, and by complementing clean technology and demand reduction with public education.
Projects in this group may reduce all pollutants, but the MPO may especially target VOC and/or NOx reduction depending upon local air quality needs. They may be applicable at any geographic scale, but are especially intended for ozone nonattainment areas.
| Sample Projects | CMAQ Project Type |
|---|---|
| Diesel retrofit assistance: Approved emission reducing retrofit technology, prioritized towards technologies/applications with greatest NOx cost effectiveness. | Diesel Engine Retrofits and Other Advanced Truck Technologies |
| Clean construction equipment program to retrofit older State and contractor equipment with NOx reducing technology. | Diesel Engine Retrofits and Other Advanced Truck Technologies |
| Truck stop electrification equipment at truck stops in ozone nonattainment area. | Idle Reduction |
| Onboard APU equipment for trucks placed in drayage service for the regional port. | Idle Reduction |
| Purchase of hybrid electric switcher locomotive for a rail yard in the nonattainment area. | Idle Reduction |
| Free transit fares on high ozone days. | Transit Improvements |
| Outreach to businesses and shippers on technologies and incentives available for NOx reducing medium and heavy-duty vehicle purchases and retrofits. | Public Education and Outreach Activities |
| Ozone Action Days—Outreach campaigns to inform public of importance of reducing travel and alternative travel modes available on high ozone days. | Public Education and Outreach Activities |
| Training for I&M Program staff. | Training |
| Light-duty I&M program requiring annual inspection, targeted at identifying and repairing high-emitting vehicles. | I&M Programs |
| Heavy-duty I&M program using roadside enforcement to identify high-emitting vehicles and target these vehicles for repair. | I&M Programs |
| Propane refueling infrastructure and purchase costs for new propane buses to replace diesel buses for the municipal transit agency. | Alternative Fuels and Vehicles |
| Clean school bus program to purchase electric school buses and support equipment and retrofit older buses with NOx reducing technology. | Alternative Fuels and Vehicles |
This sample project menu (table 26) is focused on reducing congestion and emissions by providing a broad range of alternatives to SOV commuting.
More multimodal options can increase the likelihood of non-SOV use by providing travelers with multiple options, such as carpooling to work, with the option of taking transit home if the carpool is missed. Public education and institutional arrangements, such as TMAs and TDM programs, can support projects to improve infrastructure or services for specific modes.
This set of projects will reduce emissions by reducing light-duty VMT, affecting all pollutants from passenger vehicles in roughly equal proportion. They are most likely to be effective in urban and suburban areas with higher trip densities and more travel options. Statewide programs can support the provision of commute options across multiple metro areas.
| Sample Projects | CMAQ Project Type |
|---|---|
| Statewide TDM program support (staffing for statewide coordinator). | Travel Demand Management |
| Statewide guaranteed ride home program. | Travel Demand Management |
| Statewide telework resource center (Web information and technical support staff) to assist employers with establishing telework programs. | Travel Demand Management |
| Capital and initial operating expenses for pilot reverse-commute shuttle program serving suburban office parks in the State's metro areas. | Travel Demand Management |
| Statewide employer parking cash-out pilot. | Travel Demand Management |
| Redesignate general purpose to HOV lane in high-transit corridors serving downtowns. | Transportation Control Measures |
| Implement statewide trip reduction ordinance. | Transportation Control Measures |
| Statewide carpool and vanpool matching program. | Carpooling and Vanpooling |
| Vanpool capital subsidy—for interurban commuting. | Carpooling and Vanpooling |
| Statewide TDM outreach and education program. | Public Education and Outreach Activities |
| Staffing for TMAs serving major activity centers in the State's metro areas. | Transportation Management Associations |
| Training for regional TDM and TMA staff. | Training |
This sample project menu (table 27) is focused on reducing congestion and emissions by encouraging people of all ages to walk and/or bicycle to work, school, and other activities.
Multiple projects in one geographic area can assist in building out a local or regional bicycle or pedestrian network, thereby leveraging network connectivity benefits. Programs such as bikesharing and bicycle parking will work in combination with network improvements to increase bicycling. Infrastructure projects also can complement education projects such as safe bicycling, wayfinding, or other public information campaigns.
This set of projects will reduce emissions by reducing light-duty VMT, affecting all pollutants from passenger vehicles in roughly equal proportion. They are most likely to be effective in large or small communities with higher trip densities, where more destinations are within walking or biking distance, or where first- and last-mile access to transit is needed. Statewide programs can provide resources that are shared across multiple metro areas and communities.
| Sample Projects | CMAQ Project Type |
|---|---|
| Provide municipalities with financing to procure and install secure bicycle parking at neighborhood hubs and activity centers identified in statewide bicycle plan. | Transportation Control Measures |
| Bicycle lane projects adding to the network along State highways serving commuter corridors identified in the statewide bike plan. | Bicycle and Pedestrian Facilities and Programs |
| Capital funding for single-operator bikeshare program serving State's metro areas. | Bicycle and Pedestrian Facilities and Programs |
| Construct new sidewalks along State roads identified in high pedestrian demand areas per the State's pedestrian plan. | Bicycle and Pedestrian Facilities and Programs |
| Bicycle safety education classes and outreach materials. | Bicycle and Pedestrian Facilities and Programs |
| State bicycle/pedestrian coordinator position. | Bicycle and Pedestrian Facilities and Programs |
| Bicycle and pedestrian wayfinding (signage and route mapping) in high-demand areas identified in statewide bike plan. | Public Education and Outreach Activities |
| Workshops and outreach materials providing introduction to year-round bicycle commuting. | Public Education and Outreach Activities |
This sample project menu (table 28) is focused on reducing congestion and emissions by enhancing public transportation services, encouraging their use, and using clean vehicles and fuels to provide new and expanded services.
Synergies in this group of projects may be achieved by jointly deploying projects to expand or improve transit service, encourage greater use of transit through public education, and implement clean transit vehicle technologies so that increased transit VMT does not offset the emissions benefits of reduced automobile VMT.
The pollutants that are most reduced with these projects will depend on the vehicle/fuel and emissions characteristics of any new transit service introduced. Reducing automobile VMT will reduce all pollutants, but especially VOC, NOx, and CO. However, new diesel transit vehicles could have the potential to increase NOx and PM emissions if ridership levels are not high enough. The use of electric or other clean fuel transit technology is more likely to provide a net reduction in emissions.
These projects will be most effective at reducing emissions and congestion in urban and suburban areas with higher trip densities where public transportation can serve more trips. Statewide programs can provide resources that are shared across multiple transit agencies (or implemented by a single statewide transit agency) and can coordinate longer-distance services that connect metro areas and rural communities.
| Sample Projects | CMAQ Project Type |
|---|---|
| Transit center at an interregional transit hub/transfer point (docking facilities and building with protected waiting area, restrooms, and information). | Transit Improvements |
| Capital and pilot operating funding for new long-distance/interregional commuter transit service. | Transit Improvements |
| Campaign to market new and expanded transit services. | Public Education and Outreach Activities |
| Training for transit agency staff on purchase and installation of electric bus charging equipment. | Training |
| Purchase cost for new electric buses for the State's transit agency or regional transit agencies, and purchase and installation of supporting charging equipment. | Alternative Fuels and Vehicles |
This sample project menu (table 29) is focused on reducing congestion and emissions caused by trucks by shifting freight moving into and out of the region from truck to rail, while introducing cleaner technology on truck and rail vehicles that will see increased use.
While the effects of emission reductions will generally be additive based on the number of vehicles affected, multiple projects of the same type could leverage economies of scale in purchasing, infrastructure, and maintenance. Combining projects that encourage freight mode shift with clean technology will ensure that the emissions benefits of truck-rail mode shifting are maximized.
Freight is primarily moved by diesel vehicles, meaning that the greatest emissions benefits will be to PM and NOx. These types of projects are most relevant and most likely to achieve synergies in areas of freight generators, such as ports, intermodal facilities, and manufacturing and warehousing districts, where there is a concentration of truck traffic. Statewide programs can coordinate projects on intercity freight corridors and also leverage resources across multiple local operators.
| Sample Projects | CMAQ Project Type |
|---|---|
| Diesel retrofit assistance: Approved emission reducing retrofit technology, prioritized towards locomotives and drayage trucks serving intermodal facilities. | Diesel Engine Retrofits and Other Advanced Truck Technologies |
| Intermodal facility improvements: Expand capacity and throughput of intermodal container terminal. | Freight/Intermodal |
| Construct sidings to increase capacity and speed of service on a shared passenger/freight rail line. | Freight/Intermodal |
| Survey freight shippers to understand shipping requirements and what rail/intermodal improvements might encourage them to shift from truck to rail. | Public Education and Outreach Activities |
| Purchase and installation of truck stop electrification equipment along major truck traffic corridors. | Idle Reduction |
| Purchase hybrid electric switcher locomotive for a rail yard located near an environmental justice population area. | Idle Reduction |
This sample project menu (table 30) is focused on reducing congestion and emissions in one or highly congested roadways on the State's highway system, through both traffic flow improvements and demand reduction.
Synergies within this group may be achieved through coordination of projects across a corridor to improve traffic flow, provide multiple travel options, design infrastructure for all modes, and coordinate multimodal traveler information and operations, thus encouraging greater mode shift.
Projects in this menu will generally reduce all pollutants as a result of improved traffic flow and reduced VMT. However, there may be exceptions depending on the speed range and operating conditions, or with the provision of new transit service that is powered by conventional fuels. These projects are most relevant in urban and suburban areas with travel-intensive corridors, as well as rural areas with high levels of seasonal recreation/visitor traffic.
| Sample Projects | CMAQ Project Type |
|---|---|
| Implement advanced traffic control systems, including fiber optic lines, traffic sensors, new signal equipment, adaptive control system, and transit signal priority. | Congestion Reduction and Traffic Flow |
| Designate queue jump lanes for transit buses at major intersections. | Congestion Reduction and Traffic Flow |
| Create separated bike lanes along corridor. | Bicycle and Pedestrian Facilities and Programs |
| Construct new sidewalks connecting destinations and transit stops within activity centers located along corridors. | Bicycle and Pedestrian Facilities and Programs |
| Form TMA of businesses in corridor and assist with staffing. | Travel Demand Management |
| Establish guaranteed ride home program available to employers across the State. | Travel Demand Management |
| Provide capital support to assist formation of vanpools serving major employers in statewide corridors. | Travel Demand Management |
| Conduct outreach campaign to inform businesses/workers along corridor of improved travel options, incentives, and regional connections via transit. | Public Education and Outreach Activities |
This sample project menu is focused on reducing congestion and emissions on congested roadways on the State's highway system by managing traffic flow on major corridors and managing travel demand during congested times.
This sample project menu (table 31) is focused on reducing congestion and emissions on congested roadways on the State's highway system by managing traffic flow on major corridors and managing travel demand during congested times. In contrast to the previous menu, which focused on specific corridors, this menu includes projects that affect traffic flow across the entire State.
Synergies in this project group may be achieved through coordination of projects across the State to optimize traffic flow, manage demand through pricing, and coordinate transit with traffic operational projects.
Projects in this menu will generally reduce all pollutants as a result of improved traffic flow and reduced VMT. However, there may be exceptions depending on the speed range and operating conditions, since some pollutant emissions can increase at high speeds. These projects are most relevant in larger or more densely populated metropolitan areas with travel-intensive corridors. Statewide projects or programs (such as congestion pricing) may be able to leverage resources across multiple metro areas and complement local and regional congestion management projects.
| Sample Projects | CMAQ Project Type |
|---|---|
| Implement advanced traffic control systems, including fiber optic lines, traffic sensors, new signal equipment, adaptive control system, and transit signal priority. | Congestion Reduction and Traffic Flow |
| Provide funding to municipalities to regularly evaluate and update signal timing on corridors of regional significance. | Congestion Reduction and Traffic Flow |
| Convert freeway general purpose to HOT lanes or build new managed lanes with tolls varying by time of day/congestion level. | Congestion Reduction and Traffic Flow |
| Undertake statewide mileage-based pricing pilot program. | Congestion Reduction and Traffic Flow |
| Develop and implement advanced traffic management algorithms through existing traffic operations center designed to maximize emission reductions. | Congestion Reduction and Traffic Flow |
| Conduct outreach campaign to inform businesses/workers along corridor of improved travel options, incentives, and regional connections via transit. | Public Education and Outreach Activities |
This sample project menu (table 32) is focused on reducing emissions of hazardous air pollutants from diesel exhaust.
While the effects of emission reductions will generally be additive based on the number of vehicles affected, synergies within this project group may be achieved through coordination of purchasing and growth of institutional knowledge on the most effective technologies for a specific use case and operating conditions (e.g., climate conditions that affect the emissions benefits of a particular technology). This can help to direct technologies to their most effective applications and maximize the cost effectiveness of CMAQ funds.
These projects may affect all pollutants, but are targeted especially to PM and/or NOx reduction through their focus on clean heavy-duty vehicle technologies. They may be applicable at any geographic scale, but especially for PM nonattainment areas within a State, and in the vicinity of communities where health concerns are expressed.
| Sample Projects | CMAQ Project Type |
|---|---|
| Diesel retrofit assistance: Approved emission reducing retrofit technology, prioritized towards drayage and other short-haul trucks serving urban areas. | Diesel Engine Retrofits and Other Advanced Truck Technologies |
| Purchase of a hybrid electric switcher locomotive for a rail yard near a densely populated community. | Idle Reduction |
| Clean Air Assistance Program: staff and technical resources to help heavy-duty vehicle fleet managers and individual owner/operators match appropriate clean technology with their vehicles and operating requirements. | Public Education and Outreach Activities |
| Training for Clean Air Assistance and heavy-duty I&M program staff. | Training |
| Heavy-duty I&M program: roadside enforcement in densely populated + high truck traffic areas to identify high-emitting vehicles and target these vehicles for repair. | I&M Programs |
This sample project menu (table 33) is focused on reducing emissions of ozone precursors, especially VOC and NOx, and especially under conditions most conducive to ozone formation, with the goal or reducing NAAQS exceedances in nonattainment areas.
Synergies within this project group may be achieved by coordinating efforts focused on reducing emissions specifically during ozone-conducive conditions, and by complementing clean technology and demand reduction with public education.
Projects in this group may reduce all pollutants, but the State may especially target VOC and/or NOx reduction depending upon local air quality needs. They may be applicable at any geographic scale, but are especially intended for ozone nonattainment areas within a State.
| Sample Projects | CMAQ Project Type |
|---|---|
| Diesel retrofit assistance: Approved emission reducing retrofit technology, prioritized towards technologies/applications with greatest NOx cost effectiveness. | Diesel Engine Retrofits and Other Advanced Truck Technologies |
| Clean construction equipment program to retrofit older State and contractor equipment with NOx reducing technology. | Diesel Engine Retrofits and Other Advanced Truck Technologies |
| Truck stop electrification equipment at truck stops in ozone nonattainment area. | Idle Reduction |
| Onboard APU equipment for trucks placed in drayage service for the regional port. | Idle Reduction |
| Purchase of hybrid electric switcher locomotive for a rail yard in the nonattainment area. | Idle Reduction |
| Free transit fares on high ozone days. | Transit Improvements |
| Outreach to businesses and shippers on technologies and incentives available for NOx reducing medium and heavy-duty vehicle purchases and retrofits. | Public Education and Outreach Activities |
| Ozone Action Days—Outreach campaigns to inform public of importance of reducing travel and alternative travel modes available on high ozone days. | Public Education and Outreach Activities |
| Training for I&M program staff. | Training |
| Light-duty I&M program requiring annual inspection, targeted at identifying and repairing high-emitting vehicles. | I&M Programs |
| Heavy-duty I&M program using roadside enforcement to identify high-emitting vehicles and target these vehicles for repair. | I&M Programs |
| Propane refueling infrastructure and purchase costs for new propane buses to replace diesel buses for local transit agencies. | Alternative Fuels and Vehicles |
| Clean school bus program to purchase electric school buses and support equipment and retrofit older buses with NOx reducing technology. | Alternative Fuels and Vehicles |
This sample project menu (table 34) is focused on project types that may be most likely to be effective in rural areas and small communities.
Synergies in this group of projects may be achieved through economies of scale with assisting multiple small communities in implementing similar programs, as well as focusing on emissions generating activities that are concentrated in rural areas, such as extended truck idling.
Most projects in this group will reduce all pollutants, but the specific reductions will depend on the projects and emissions sources targeted. Some technology-focused projects may primarily target NOx and/or PM emissions.
| Sample Projects | CMAQ Project Type |
|---|---|
| Diesel retrofit assistance: Approved emission reducing retrofit technology, focused on rural/small community school bus and utility fleets. | Diesel Engine Retrofits and Other Advanced Truck Technologies |
| Clean maintenance equipment program to retrofit older State and contractor equipment with PM or NOx reducing technology. | Diesel Engine Retrofits and Other Advanced Truck Technologies |
| Truck stop electrification equipment at truck stops in ozone nonattainment area. | Idle Reduction |
| Purchase of hybrid electric switcher locomotive for a rail yard in the nonattainment area. | Idle Reduction |
| Intermodal facility improvements: Expand capacity and throughput of intermodal container terminal. | Freight/Intermodal |
| Construct sidings to increase freight capacity along heavily used rail corridor. | Freight/Intermodal |
| Implement pedestrian and bicycle improvements in small community town centers. | Bicycle and Pedestrian |
| Provide carpool matching services for commuters to major employers or centers in a small city or metropolitan area about one hour distant. | Carpooling and Vanpooling |
| Survey freight shippers to understand shipping requirements and what rail/intermodal improvements might encourage them to shift from truck to rail. | Public Education and Outreach Activities |
| Light-duty I&M program requiring annual inspection, targeted at identifying and repairing high-emitting vehicles. | I&M Programs |
| Propane refueling infrastructure and purchase costs for new buses to replace diesel buses for local school districts. | Alternative Fuels and Vehicles |
This report has taken a first step in hypothesizing groupings of CMAQ projects that are likely to provide synergies with respect to congestion and/or emissions reduction.
otential synergistic effects are identified based on geography (e.g., network connectivity benefits), functional complementarity, and economies of scale. Challenges to achieving synergies are identified and solutions proposed. The CMAQ project types listed in the FHWA Interim Program Guidance are evaluated to consider which types of projects are likely to have synergistic effects. The possible variation of these effects across geographies (e.g., urban, suburban, rural, statewide) is considered, as is the extent to which synergies might affect different pollutants. Sample menus of projects are created for consideration at both the metropolitan and statewide scales of application.
A review of existing resources related to the CMAQ program found little information on potential synergies. A few synergies were hypothesized in resource documents. However, most current evaluation methods are focused on looking at project benefits individually rather than in combination. Very few examples were found of MPO or State project prioritization or evaluation methods that explicitly considered synergies when programming projects.
The extent to which synergies might actually be achieved in practice, and the best methods for measuring these synergies, require further consideration and testing. Existing data sources and analytical tools may be able to capture synergies to varying degrees. Next steps to build on this initial research might include developing analytical approaches to measure synergistic benefits of projects. These might include the use of existing models and tools, such as FHWA's CMAQ Emissions Calculator Toolkit, regional travel demand models, sketch models, and the Motor Vehicle Emission Simulator Model (MOVES) emission factor model; as well as the evaluation of multiple real-world projects implemented in different contexts to look for potential synergistic effects.
FHWA and other organizations have developed a number of documents related to the CMAQ Program. The purpose of these documents varies, covering topics related to legislation, performance measures, to detailed analysis. While a handful of reports reference the possible synergistic relationships between projects, they do not further explore how to package project types for synergistic benefits or estimate the combined emission benefits of multiple projects that may interact with each other. This section provides an overview of relevant CMAQ research on synergistic relationships.
The CMAQ program is most recently authorized through the Federal Government's Fixing America's Surface Transportation Act Transportation Bill, with detailed requirements, eligibility, and other rules outlined in the U.S. Code (23 USC § 149). Relevant highlights in the legislation as it relates to this project are listed in table 35 .
| Contents | Potential Relevance |
|---|---|
| Describes projects eligible for funding (section (b)). | Identifies possible (high-level) project types (see below). |
| Describes geographic eligibility requirements based on air quality nonattainment status (section (b), (d)). | Provides information that may be helpful in selecting MPOs and State DOTs for testing the roll-out project plan as well as grouping projects geographically, Funds must be spent in areas that are nonattainment or maintenance status for ozone, CO, or PM, with the exception of flexibility provisions outlined in section (d). |
| Includes a section describing optional programmatic eligibility (section (j)). | The programmatic eligibility section allows an MPO to conduct an emissions reduction assessment of a group of projects rather than individually. While the statute does not explicitly mention synergies, such a programmatic approach could include modeling of synergistic effects. |
| Priority consideration (section (g)(3); section (k)). | Specifies that States should give priority to PM of 2.5 microns or less (PM2.5) reduction projects, including diesel retrofits, in PM2.5 nonattainment or maintenance areas. This may inform groupings of projects. |
(Source: 23 USC § 149.)
The text of the legislation does not explicitly set out to define project types, but it does discuss different types of projects in separate paragraphs as follows:
The above list does not preclude other types of projects that are determined to reduce emissions in a nonattainment or maintenance area, as described under the section (b)(1) eligibility criteria. Also, paragraph (b)(2) notes as eligible "a project or program included in a State implementation plan that has been approved pursuant to the Clean Air Act and that has air quality benefits."
FHWA released interim guidance for the CMAQ Program in 2013, explaining program changes as result of the Moving Ahead for Progress in the 21st Century Act (MAP-21). This document revised and expanded upon the CMAQ Program Guidance previously issued in 2008. Relevant highlights for this project are listed in table 36.
| Contents | Potential Relevance |
|---|---|
| Identifies eligible and ineligible project types. | Establishes the categories for the basis of the study. |
| Sets requirements for quantitative and qualitative emissions benefits assessment. | Part VIII(A)(3) specifically discusses "Analyzing Groups of Projects" and could be a reference for ideas for synergistic effects (see verbiage below). |
| Sets requirements for program administrating, reporting, and performance plans. | Reference for continued compliance. |
(Source: FHWA, 2013.)
The guidance identifies 17 eligible project categories, but also states that "Not all possible requests for CMAQ funding are covered—this section provides examples of general project types that may be eligible for CMAQ funds."
The guidance includes a specific section on "Analyzing Groups of Projects," providing support on combining synergistic projects, where appropriate:
In some situations, it may be more appropriate to examine the impacts of comprehensive strategies to improve air quality by grouping projects. For example, transit improvements coupled with demand management to reduce SOV use in a corridor might best be analyzed together. Other examples include linked signalization projects, transit improvements, marketing and outreach programs, and ridesharing programs that affect an entire region or corridor. (FHWA, 2013, p. 31)
This report examines the results of the CMAQ program since the enactment of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), including the impact to emissions, traffic congestion, and health as well as findings on how to improve the accuracy of these estimations. This document can serve as the basis for selection of project types and calculation of benefits. While some projects were grouped by type (e.g., traffic flow improvements), the synergistic effects of projects were not investigated. Relevant highlights in the Outcomes Assessment Study are listed in table 37.
| Contents | Potential Relevance |
|---|---|
| Distribution of obligations by location, subcategory, costs; trends. | Table 1 summarizes project types eligible for funding (descriptions in appendix A of the report). Further establishes the categories for the basis of the study. Figure 1 and table 5 identify most commonly funded project types. These could be considered priorities for the study. |
| Case studies: Detailed benefits, methods and assumptions, and impacts reported for 72 projects. | Provides baseline information on magnitude of expected traffic and emissions impacts by individual project type and pollutant. |
| Emissions estimation and modeling techniques assessed for 10 models. | Consider each method's potential to assess any synergistic impacts. |
| Tables of equation variables for many project types in section 5.4. | Consider which variable(s) impact multiple projects. |
| Review and findings of 10 before-and-after studies. | Provides "real-world" and detailed methodology and results. |
(Source: Battelle & Texas A&M Transportation Institute, 2014.)
This study also grouped CMAQ projects into major types and subcategories. This grouping is reproduced in table 38 and may be considered when developing the grouping of similar project types into scenario packages.
| Major Project Types | Subcategories |
|---|---|
| Vehicle/Fuel Technology | AFVs/Fueling Facilities Conventional Bus and Paratransit Replacements Diesel Engine Retrofits |
| Vehicle Activity Programs | Idle Reduction Extreme Low-Temperature Cold Start Programs |
| Traffic Flow Improvements | Traffic Signalization Traffic Engineering (Roadway Improvements) Intersection Improvements HOV and Managed Lanes Roundabouts |
| Intelligent Transportation Systems | General ITS Freeway Management Systems Traveler Information Systems |
| Improved Public Transit | Transit Facilities, Systems, and Services New Bus Services New Rail Services |
| Transportation Demand Management | Public Education/Outreach (Information/Marketing) TDM Park and Ride Facilities Car Sharing Value/Congestion Pricing |
| Other | Pedestrian/Bicycle Other Dust Mitigation Freight/Intermodal Innovative Projects |
(Source: Battelle & Texas A&M Transportation Institute, 2014.)
This study (Grant et al., 2008) investigated the impacts of CMAQ-funded projects on air quality and traffic congestion. Relevant highlights in the CMAQ Evaluation and Assessment Study are listed in table 39. Note that many of the findings of this assessment may be updated or superseded by findings of the more recent 2014 program assessment.
| Contents | Potential Relevance |
|---|---|
| Distribution of funding and projects by category. | Establishes project categories for the basis of the study, although more recent studies have used different categories. |
| Discussion of direct and indirect effects on congestion and mobility and on air quality, including potential combined effects (pages 13 to 14). | May provide some insights into synergistic effects (see text following table). |
| Representative sample of projects selected for evaluation, including methodology assumptions, results, description, and costs. | Provides information on magnitude of expected traffic and emissions impacts by individual project type and pollutant. |
| Review of cost effectiveness' role in project selection; estimate of cost effectiveness ranges by project type and pollutant. | May provide insights into how projects addressing different pollutants might collectively lead to overall cost effectiveness outcomes. |
| Review of existing methods for estimating emission reductions and cost effectiveness. | May provide insights into each method's potential to assess any synergistic impacts. |
(Source: Grant et al., 2008.)
Some relevant findings from the section on "impacts of projects on air quality and congestion" include:
Individual projects [that reduce vehicle travel] often have limited impacts on travel demand in specific corridors or on a regionwide basis…. Reductions of this level of trips may not have measurable effects on traffic congestion…. As a result, the magnitude of congestion relief due to VMT reduction projects is difficult to predict or assess…. There also are no standardized and simple methodologies to assess these effects.—pages 13–14
This may imply challenges for assessing the synergistic effects of multiple projects, unless the combined effects are large enough to model or measure and appropriate methods can be identified.
Although estimated reductions [of emissions from small scale and localized projects] are generally quite small, the combined effect of many small projects and those that are more regional in nature may help in achieving regional air quality goals. In fact, a number of regions take emissions reduction credit for regional demand management programs and other CMAQ-funded projects as part of their regional conformity analyses.—p. 14
This may suggest grouping of similar projects, such as individual TDM projects that are collectively part of a regional TDM program.
Moreover, the combined effect of many similar projects may help to achieve longer-term and more substantial indirect benefits to air quality. For instance, by contributing to development of a more multimodal transportation system, by supporting access to transit, and by focusing attention to operational strategies, CMAQ projects can help support longer-term changes in travel behavior, land use, and attitudes toward transportation that support air quality goals and other related planning goals. These effects are very difficult to assess, and are not quantified for purposes of reporting to FHWA.—p. 14
This points to the potential for synergistic benefits but also observes the challenge of estimating these benefits.
This report provides a high-level overview of how different transportation strategies or projects could impact specific emissions. Included are sets of tables detailing if a specific strategy is likely to decrease, not impact, or possibly increase seven specific pollutants. Also included are a series of sample projects and calculations for select strategies. Relevant highlights are listed in table 40.
| Contents | Potential Relevance |
|---|---|
| Overview of project impacts on emissions (tables 2-1 through 2-4). | Baseline information on expected project impacts. |
| Discussion on interactions between project types and impacts (page 2-9). | May provide some insights into synergistic effects. |
| Various sample equation variables for many project types. | Consider which variable(s) impact multiple projects (similar information is provided in the 2014 program assessment). |
| Overview of possible project types (appendix A). | Establishes project categories for the basis of the study, although more recent studies have used different categories. |
(Source: ICF International, 2006.)
The report briefly discusses "Interactions between Strategies and Effects," providing support on evaluating synergistic projects together, where appropriate:
While strategies are classified independently, it is important to recognize that many strategies are not typically implemented in isolation, and consequently should not be evaluated as such. Specifically:
- Many strategies are commonly implemented in combination and separating out the impacts of individual program elements is often difficult. Consequently, strategies should often be evaluated together as integrated packages. For example, an expanded bus service strategy may include additional transit service provision, using new compressed natural gas (CNG) vehicles, combined with enhanced marketing and new bus shelters. Analyzing this project as an integrated package of strategies helps both to avoid double-counting and to account for effects that are not additive, due to synergies between strategies or competition.
- Some strategies can have both positive and negative affects on emissions. For example, employer flex-time policies tend to discourage co-worker carpooling, but encourage family carpool arrangements. Park-and-ride lots can encourage transit use, but also increase auto access to transit, thus creating a cold start. Strategies that increase transit ridership may not only reduce personal motor vehicle travel, but may also require additional transit services.
This report evaluates the CMAQ program, assessing if the program is meeting its primary goals and providing recommendations for future iterations of the program. Included is an evaluation of the program's policies and operations as well as the impacts and assessments of the projects. Relevant highlights are listed in table 41. Note that many of the findings of this assessment may be updated or superseded by findings of the more recent program assessments and cost effectiveness tables.
| Contents | Potential Relevance |
|---|---|
| Classification of projects and spending trends. | Establishes project categories for the basis of the study, although more recent studies have used different categories. |
| Cost effectiveness ranges by project type and pollutant. | Possible support for combining projects to improve cost effectiveness, especially smaller, lower costing projects. |
| Case studies/success stories describing impacts of select projects. | Provides information on magnitude of expected traffic and emissions impacts by individual project type and pollutant. |
| Big-picture discussion of opportunities and challenges associated with CMAQ project and program assessment. | Possible connection of how introducing synergistic impacts could address these opportunities and challenges. |
| Review of selected agencies' project selection and evaluation procedures. | Possible look into how combining projects could influence project selection and evaluation procedures. |
| Identification of ex-post studies. | Possible projects to obtain more comprehensive impact evaluations. |
(Source: Transportation Research Board, 2002.)
MAP-21 requires the development of cost effectiveness tables to assist MPOs and State DOTs with selecting and giving funding priority to cost effective transportation projects. FHWA developed summary tables and a corresponding methodology document, which detail the cost effectiveness of select project types by five pollutants. Relevant highlights are listed in table 42.
| Contents | Potential Relevance |
|---|---|
| Classification of common projects. | Another potential basis for project categories for this study. |
| Summary of cost effectiveness of projects by pollutant. | Baseline information on expected project impacts by pollutant, which may suggest project groupings based on cost effectiveness at reducing specific pollutants of concern. |
| Description of methods and assumptions in determining cost effectiveness. | Methods give insights into how projects effect emissions, which could be considered when developing methods to examine synergies. Key assumptions supporting cost effectiveness for individual projects (project lifetimes, discounting, emissions rate assumptions, etc.) could be applied when evaluating cost effectiveness for groups of projects. |
(Source: FHWA, n.d.; Volpe National Transportation Systems Center (2015).)
The methodology document (Volpe, 2015) notes that the project types listed in the 2013 Interim Guidance were supplemented with additional project types. Some of these project types could be subsets of project types listed in the Interim Guidance. Project types that are not specifically called out in the Interim Guidance include:
FHWA developed the CMAQ Public Access System to serve as a database of all CMAQ-funded projects since 1992. Relevant to this work is the grouping all of the projects into the following 11 major project reporting categories:
This 2010 NCHRP report (Cambridge Systematics, Inc., and Eastern Research Group, Inc., 2010) provides information on the effects of different transportation air quality control strategies on a full range of pollutants, and identifies methods for evaluating tradeoffs among different pollutants when selecting control strategies. The study first assesses the effectiveness and cost effectiveness of a variety of transportation emission control strategies at reducing emissions of various pollutants. It also includes a review of different pollutant weighting systems; a survey of how State and regional transportation and air quality agencies have evaluated cost effectiveness, considering multiple pollutants, and made tradeoffs among these pollutants when prioritizing control strategies; and information gaps and research needs to assist agencies in selecting the most cost effective control strategies, considering their potential impact on multiple pollutants. The study leverages existing data on the cost effectiveness of CMAQ projects to compare cost effectiveness of different project types across multiple pollutants.
Key findings relevant to this study of CMAQ scenarios include:
Starting in 2011 and continuing through the present, the EPA Office of Transportation and Air Quality has provided a program of Travel Efficiency Assessment Method (TEAM) technical assistance to metropolitan and regional planning agencies and developed case studies on these analyses. The TEAM approach uses travel activity data for the analysis area, transportation sketch modeling techniques, and EPA's MOVES emission model to estimate emissions with and without travel efficiency strategies chosen by the partner agency.
The TEAM case studies examined various combinations of regional travel reduction and efficiency strategies, including:
The case studies evaluated the regional percent change in light-duty VMT, greenhouse gas emissions, PM2.5, NOx, and VOC. Various combinations of strategies were bundled into scenarios and compared. The analysis tools for travel impacts included regional travel demand model base data; Trip Reduction Impacts of Mobility Management Strategies for sketch modeling of TDM and pricing; and other "off-model" approaches based on data from the literature for land use, bicycle, and pedestrian strategies. Subgeographies and subpopulations were used to target individual strategies. The latest version of MOVES was used to develop emission rates, which were applied to changes in VMT.
The TEAM case studies are relevant to this CMAQ study in that there is overlap in the types of projects (TDM, bike/ped, transit, HOV), and the TEAM studies looked at combined as well as individual strategy impacts. They therefore provide some insight into bundling of synergistic strategies as well as analysis methods to test for synergistic effects. The TEAM case studies could potentially represent combinations of multiple CMAQ and non-CMAQ projects. However, they differ from this project in that the strategies analyzed are described in the abstract, at a regional or subregional scale of application, rather than through concrete individual CMAQ projects. The TEAM case studies also do not cover some types of CMAQ projects such as traffic flow improvements or clean vehicle technology.
Table 43 lists the scenarios modeled in the 2016 TEAM case studies and table 44 lists the scenarios modeled in the 2014 TEAM case studies.
| Agency and Scenario |
|---|
| MetroPlan Orlando |
| Scenario 1: Expanded TDM |
| Scenario 2: Scenario 1 + Enhanced Transit |
| Scenario 3: Scenario 2 + Road Pricing |
| Scenario 4: Scenario 3 + University Transit Pass |
| Atlanta Regional Commission |
| Scenario 1: Expanded TDM |
| Scenario 2: Scenario 1 + Transit Frequency Improvement |
| Scenario 3: Scenario 2 + Parking Pricing |
| Scenario 4: Scenario 3 + Land Use |
| East-West Gateway Coordinating Council (St. Louis, MO) |
| Scenario 1: Regional TOD |
| Scenario 2: Scenario 1 + Workforce Housing Balance |
| Scenario 3: Scenario 2 + Bike/Ped Network |
| Scenario 4: Scenario 3 + Transit Expansion |
(Source: U.S. EPA (2016).)
| Agency and Scenario |
|---|
| Pima Association of Governments (Tucson, AZ) |
| Scenario 1: SunTran All-Access Pass |
| Scenario 2: Expanded Employer-based Incentives |
| Scenario 3: Bus Rapid Transit (BRT) on 2 Corridors |
| Scenario 4: Parking Pricing in Downtown |
| EPA Scenario: Land Use changes with all other scenarios |
| Massachusetts Department of Transportation |
| Scenario 1: Expanded Healthy Modes Program |
| Scenario 2: Scenario 1 + Land Use |
| Scenario 3: Scenario 2 + HOV Lanes |
| Scenario 4: Scenario 3 + Expanded Transit |
| Mid-America Regional Council (Kansas City, MO) |
| Scenario 1: Expanded TDM |
| Scenario 2: Scenario 1 + Enhanced Transit |
| Scenario 3: Scenario 2 + Land Use |
| Scenario 4: Scenario 3 + Pricing |
(Source: U.S. EPA (2014).)
This paper (Siwek & Associates, 2019) summarizes a 2019 survey of MPOs on the CMAQ Program and to provide examples of different practices and approaches in four key CMAQ program areas: intrastate distribution of funds; CMAQ project selection processes and criteria; emissions reduction estimating methodologies for CMAQ-funded projects; and CMAQ performance measures and target setting. The survey findings are based on responses from 62 MPOs in 32 States.
Some of the information on distribution of funds and project selection processes is potentially relevant to how synergies might be considered. For example, some States reserve funds for ongoing programs such as transit, traffic operations centers, commuter choice programs or public education and outreach. Some of these State-led programs might be considered complementary to other specific State- or MPO-funded projects.
Three project selection approaches were identified:
This third approach could potentially suggest the inclusion of more than just CMAQ projects when considering synergies among projects. Examples of project selection criteria also were listed. Criteria such as inclusion in or consistency with the regional plan, or multimodal and multiagency projects, might indirectly relate to achievement of synergistic effects. However, no sample criteria were listed that directly addressed synergies.
The survey also asked about analysis methods used, and about approaches to setting targets for performance measures. No particular information related to consideration of synergistic effects was included.
The project team reviewed CMAQ prioritization methods used by MPOs to look for examples that considered the synergistic or combined effects of multiple projects when evaluating potential benefits and/or making funding decisions. Only three potentially relevant examples were identified; these are described below.
The Maricopa Association of Governments (MAG) has developed robust methodologies for quantifying emission benefits and disbenefits and calculating the cost effectiveness of proposed CMAQ projects. MAG is responsible for programming available CMAQ funds annually in the Phoenix region. As part of the programming process, jurisdictions are asked to submit requests for federally funded projects. After the receipt of project requests, MAG evaluates CMAQ projects for possible inclusion in the MPO's TIP. Among MAG's recommended methodologies is an approach to include grouping of individual projects in the MAG TIP that, when combined in a common geographic area, lead to implementation of a larger project that reduces emissions. Project elements are typically implemented over a number of years in the TIP. Rather than estimating benefits for each element, elements are analyzed as one project with benefits assigned to a geographic area (i.e., city, town, or regionwide). This approach is applied for projects within one category (e.g., ITS projects). MAG documentation includes actual project groupings from their TIP. The projects are not all CMAQ funded.
While this approach does not represent grouping across different CMAQ project types, it does provide an example of looking at synergies between separate CMAQ projects, specifically based on geographic synergies for multiple projects of the same type implemented over time in the same geographic area.
Documentation: Methodologies for Evaluating Congestion Mitigation and Air Quality Improvement Projects. MAG. September 30, 2011.
The North Central Texas Council of Governments (NCTCOG) has a program to combine projects eligible for STBG and CMAQ funding into one pool when requesting project submittals and selecting projects for funding.
STBG is a Federal-aid source of transportation funds provided to States and suballocated to larger urbanized areas. MPOs typically have programming authority for STBG funds, and develop a process to solicit project applications from local jurisdictions, and criteria to evaluate and select projects that will receive funding. FHWA defines eligible project types for STBG funding. MPOs typically follow a similar process for programming CMAQ funds. However, the two processes are often conducted separately. NCTCOG selection criteria include emission reductions when evaluating many project categories.
While this approach also does not explicitly group CMAQ projects of different types, it does group CMAQ projects with projects submitted for STBG funding, which have different eligibility requirements that are broader than CMAQ funding. It also appears that CMAQ projects are grouped most frequently with management and operations projects, although air quality is a consideration in evaluating other project types that would not be typical CMAQ projects.
The Chicago Metropolitan Agency for Planning (CMAP) and its partners developed a program to help jurisdictions in the region meet goals for infill development and TOD.
The Regional Transportation Authority (RTA) created the Access to Transit Improvement program for projects that implement TOD plans. Under the program, RTA solicits applications for small-scale transit access projects from communities where RTA already has funded TOD plans. Selected projects are then bundled into a single joint CMAQ application for submittal to CMAP. CMAP also created new criteria for transit projects that benefit communities already zoned for TOD. CMAP has received project applications with numerous improvements identified in an RTA-funded TOD plan, including many bundled within the Access to Transit program, and has awarded CMAQ funding to several of them. This example is interesting in that the approach ties CMAQ funding to other transportation and community goals an agency has established, and bundles CMAQ projects to achieve a greater benefit beyond only air quality and congestion mitigation.
To consider an example of the extent to which actual funded programs of projects might contain synergies, North Carolina CMAQ project data for the years 2016, 2017, and 2018 was downloaded from the Public Access System. Two sample extracts from the downloaded list of projects were used to test example scenarios for the following groupings:
These funded projects would not necessarily have been chosen with the objective of selecting projects with synergies, but they are used to illustrate the extent to which synergies might be observed in existing programs of funded projects.
A total of 32 CMAQ projects were funded between 2016 and 2018 by CAMPO (see table 52 for a complete list of projects). Table 45 identifies the number of projects by project type and year.
| Project Type | 2016 | 2017 | 2018 | All Years |
|---|---|---|---|---|
| Bicycle and Pedestrian Facilities and Programs | 7 | 7 | 7 | 21 |
| Congestion Reduction and Traffic Flow Improvements | 2 | 2 | 3 | 7 |
| STP/CMAQ | 0 | 1 | 0 | 1 |
| Transit Improvements | 1 | 0 | 0 | 1 |
| TDM | 1 | 1 | 0 | 2 |
| All Project Types | 11 | 11 | 10 | 32 |
Projects in the list that can be grouped on the basis of their description and general location (jurisdiction level) were tentatively grouped as shown in table 46, with potential synergies considered as follows:
| Project Description | Project Type |
|---|---|
| Raleigh Citywide Bicycle Improvements | Bicycle and Pedestrian Facilities and Programs |
| Raleigh Bike Share—Capital Equipment | Congestion Reduction and Traffic Flow Improvements |
| New Bern Avenue Pedestrian and Transit Improvements | Bicycle and Pedestrian Facilities and Programs |
| Raleigh-Coleridge Drive to Wake Forest Road | Bicycle and Pedestrian Facilities and Programs |
| Gorman Street Connector-bike facility connect Richland Creek Greenway to Rocky Branch Trail | Bicycle and Pedestrian Facilities and Programs |
| I-40 Overpass Pedestrian Accessibility Retrofits | Bicycle and Pedestrian Facilities and Programs |
| Transit Signal Priority Project | Congestion Reduction and Traffic Flow Improvements |
| Triangle J Council of Governments (TJCOG)-CAMPO Org-Flexible work schedule for employers-Triangle Ozone NA Area | TDM |
A CMAQ project data viewer was created to view and interactively analyze project locations for grouping purposes. A screenshot is shown in figure 3.
Considering project groupings based only on geographic proximity may provide a limited view of synergistic effects. For a better understanding of grouping potential, other contextual information like transit route information, the existing bicycle and pedestrian network, and other planned projects may be helpful.
Based on plotting the locations of projects, certain groups of projects appear to have potential synergies based on proximity and connectivity:
In the absence of specific location and project information, it can only be established that there may be some potential synergy between bike and pedestrian projects based on the fact that there is an increased network density of bicycle lanes in the City, which have the potential to increase bicycle trip making due to improving connectivity.
Another byproduct of geographical plotting projects is the ability to uncover other potential grouping scenarios; for example, the "Subarea/Activity Center Focus." A cluster of projects is observed in the Bond Park vicinity, including access improvements at Cary Parkway and High House road as well as improvements to greenways and trails that link Bond Park with other parks, including McArthur Park through White Oak Creek Greenway connection. Table 47 shows two bicycle/pedestrian projects and one traffic flow improvement project in the same vicinity. In this case, it might be expected that the bike/ped projects have synergies by increasing network connectivity. However, it is not obvious what synergies might be achieved between the traffic flow and bike/ped projects, unless the intersection improvements also improve bicycle and pedestrian access across the intersection.4 The project description references "turn lanes" as part of this project. Additional project details would be required to determine if bicycle and/or pedestrian improvements also are included.
| Project Description | Project Type |
|---|---|
| Crabtree Creek Greenway | Bicycle and Pedestrian Facilities and Programs |
| White Oak Creek Greenway | Bicycle and Pedestrian Facilities and Programs |
| Intersection Improvements at Cary Parkway and High House Road | Congestion Reduction and Traffic Flow Improvements |
Projects implemented in stages over time could have synergistic effects in the sense of providing benefits once completed that are greater than the sum of benefits of each phase of the project implemented and evaluated individually. The "CMAQ details report data" has an attribute for continuing projects, which is helpful to understand the timeline of implementation of some of these grouped projects and how they were implemented. Several projects in the sample group of 2016–2018 projects are continuing projects and phased implementation over the years. Sample projects that have been implemented in a continued or phased manner are shown in table 48. Note that it is possible that project sponsor estimates of emissions benefits already are based on the cumulative benefits of the project rather than individual phases.
| Project Name | Years Implemented |
|---|---|
| Crabtree Creek Greenway | 2016, 2017 |
| NC 56 East Greenway Connector | 2017, 2018 |
| New Bern Avenue Pedestrian and Transit Improvements | 2017, 2018 |
| Intersection Improvements at Cary Parkway and High House Road | 2016, 2017, 2018 |
| ITS Project Cary/Apex | 2016, 2017 |
| TJCOG-CAMPO Dev of Flex Work Schedule for Employers & Orgs in the Triangle | 2016, 2017 |
Statewide projects are funded by the State DOT (NCDOT). Projects funded through a statewide program could potentially achieve synergies through mechanisms such as:
Two broad groupings are clearly evident from the North Carolina statewide projects list (the complete list is shown in table 53):
Other projects on the statewide list include:
NCDOT supports the CFAT program by funding projects and providing grants to reduce transportation-related emissions in eligible counties. The program is administered by the North Carolina Clean Energy Technology Center (NCCETC) at North Carolina State University (NCSU). Several statewide projects in the list potentially experience implementation synergies through central coordination of the projects and by supporting specific projects with outreach and awareness. Table 49 shows CFAT projects listed in the statewide project list.
| Project Description | Project Type |
|---|---|
| CFAT-Retrofit 1 diesel locomotive operating on Piedmont Passenger Rail | Advanced Diesel Truck/Engine Technologies |
| CFAT-Durham-Buildsense lease of 3 AFVs | Alternative Fuels and Vehicles |
| CFAT-Charlotte-7 vehicle convert to bi-fuel liquid propane gas (LPG) | Alternative Fuels and Vehicles |
| CFAT-Winston Salem-convert 31 vehicles to LPG | Alternative Fuels and Vehicles |
| CFAT-Convert 10 vehicles from gas to bi-fuel LPG | Alternative Fuels and Vehicles |
| CFAT-Convert 24 service vehicles from gas to LPG | Alternative Fuels and Vehicles |
| CFAT-MDI will replace 38 diesel powered refrigeration units w/electric units | Other |
| CFAT-Retrofit 12 utility bucket trucks | Other |
| CFAT III-2013-2017 clean fuel advanced tech outreach and awareness program | Other |
| NCSU-NC Solar Center Clean Transportation Program1 | STP/CMAQ |
1 This project is not labeled as a CFAT project, but it appears to support the same objectives and be administered by the same entity. "The Clean Transportation program propels the development, awareness and use of alternative fuels and advanced transportation technologies."—https://nccleantech.ncsu.edu/our-work/clean-transportation/.
Several statewide projects support passenger rail services through infrastructure, service improvements, and outreach/awareness campaigns, as shown in table 50.
| Project Description | Project Type |
|---|---|
| NCDOT Piedmont and Carolinian Passenger Rail Services Public Outreach Program | STP/CMAQ |
| Rebuild 2 Cab Control Units for Piedmont Passenger Rail Service | Transit Improvements |
| CFAT—retrofit one diesel locomotive operating on Piedmont Passenger Rail | Advanced Diesel Truck/Engine Technologies |
| Refurbish Passenger Rail Car | Other |
| Statewide Rail Marketing Public Outreach Piedmont Rail Service | Other |
| Passenger Rail Promotion Linking Triangle, Triad, and Charlotte Regions | Other |
Other statewide projects, as listed in table 51, do not fit as neatly into similar categories.
| Project Description | Project Type |
|---|---|
| I-85 Integrated Corridor Management System | Congestion Reduction and Traffic Flow Improvements |
| ITS Deployment for R-2123CE (note—this project is related to a major interchange modification at the I-85/I-485 interchange in the Charlotte area) | Congestion Reduction and Traffic Flow Improvements |
| CSX Transportation NC Service Improvement and grade separation project—Dixie Storage | Congestion Reduction and Traffic Flow Improvements |
| Dixie Storage Track—Improve Siding Union County | Freight/Intermodal |
| Statewide Transportation Demand Management Program | TDM |
Considering the 2016–2018 statewide projects listed above, the following potential synergies might be achieved:
Based on a sample of MPO and statewide projects from North Carolina funded between 2016 and 2018, the following observations regarding potential groupings to test synergies can be made:
| CMAQ Project ID | Project Type | Project Title | Year | TIP Project ID | Continuing Project | Total Project Amount |
|---|---|---|---|---|---|---|
| NC20060019 | TDM | TJCOG-CAMPO Org-Flexible work schedule for employers-Triangle Ozone NA Area | 2016 | C-4924A | Yes | $1,287,000 |
| NC20090020 | Bicycle and Pedestrian Facilities and Programs | Greenway Project-Spur of Hike and Bike Project | 2016 | C-5114 | Yes | $47,336 |
| NC20130007 | Bicycle and Pedestrian Facilities and Programs | Crabtree Creek Greenway | 2017 | C-5163 | Yes | $4,538,000 |
| NC20130008 | Bicycle and Pedestrian Facilities and Programs | NC 56 East Greenway Connector | 2017 | C-5166A | Yes | $20,000 |
| NC20130008 | Bicycle and Pedestrian Facilities and Programs | NC 56 East Greenway Connector | 2018 | C-5166A | Yes | $900,379 |
| NC20130009 | Bicycle and Pedestrian Facilities and Programs | NC 56 West Greenway Connector | 2018 | C-5166B | Yes | $730,968 |
| NC20130011 | Bicycle and Pedestrian Facilities and Programs | Crabtree Creek Greenway | 2016 | C-5168 | Yes | $3,840,668 |
| NC20130016 | Congestion Reduction and Traffic Flow Improvements | Intersection Improvements at Cary Parkway and High House Road | 2017 | C-5165 | Yes | $2,185,000 |
| NC20130016 | Congestion Reduction and Traffic Flow Improvements | Intersection Improvements at Cary Parkway and High House Road | 2018 | C-5165 | Yes | $1,650,000 |
| NC20130016 | Congestion Reduction and Traffic Flow Improvements | Intersection Improvements at Cary Parkway and High House Road | 2016 | C-5165 | Yes | $1,175,000 |
| NC20130030 | Transit Improvements | Hybrid Buses | 2016 | TA-4903A | Yes | $575,000 |
| NC20130040 | Bicycle and Pedestrian Facilities and Programs | Wake Forest-Smith and Sanford Creek Greenway and Sidewalks | 2016 | C-5164 | Yes | $2,656,233 |
| NC20140012 | Bicycle and Pedestrian Facilities and Programs | I40 Overpass Pedestrian Accessibility Retrofits | 2016 | C-5504 | Yes | $376,183 |
| NC20150003 | STP/CMAQ | Morrisville Parkway Grade Separation | 2017 | P 5201 | Yes | $625 [sic] |
| NC20150009 | Bicycle and Pedestrian Facilities and Programs | Johnson Street. Wade Avenue Sidewalk | 2017 | C 5568 | Yes | $185,000 |
| NC20150019 | TDM | TJCOG-CAMPO Dev of Flex Work Schedule for Employers & Orgs in the Triangle | 2017 | C-4924B | Yes | $1,334,000 |
| NC20160006 | Bicycle and Pedestrian Facilities and Programs | Raleigh-Coleridge Drive to Wake Forest Road | 2016 | C-5172 | No | $242,466 |
| NC20160017 | Congestion Reduction and Traffic Flow Improvements | ITS Project Cary/Apex | 2017 | C-5600I | Yes | $118,600 |
| NC20160017 | Congestion Reduction and Traffic Flow Improvements | ITS Project Cary/Apex | 2016 | C-5600I | No | $1,230,000 |
| NC20160019 | Bicycle and Pedestrian Facilities and Programs | Utley Creek Greenway Connection-Town of Holly Springs | 2016 | C-5604JA | No | $89,000 |
| NC20160020 | Bicycle and Pedestrian Facilities and Programs | Main St. Improvements-Sidewalks-Town of Youngsville | 2016 | C-5604QA | No | $82,500 |
| NC20170014 | Bicycle and Pedestrian Facilities and Programs | Crabtree Creek W Greenway | 2017 | C-5604OD | No | $5,000 |
| NC20170016 | Bicycle and Pedestrian Facilities and Programs | Panther Creek Greenway | 2017 | C-5604IA | No | $1,267,300 |
| NC20170026 | Bicycle and Pedestrian Facilities and Programs | New Bern Avenue Pedestrian and Transit Improvements | 2018 | C-5604OA | Yes | $81,462 |
| NC20170026 | Bicycle and Pedestrian Facilities and Programs | New Bern Avenue Pedestrian and Transit Improvements | 2017 | C-5604OA | No | $10,000 |
| NC20170027 | Bicycle and Pedestrian Facilities and Programs | White Oak Creek Greenway—MacArthur Section | 2018 | C-5604IB | Yes | $4,530,000 |
| NC20170030 | Bicycle and Pedestrian Facilities and Programs | Raleigh Citywide Bicycle Improvements | 2017 | C-5170 | No | $468,871 |
| NC20180008 | Bicycle and Pedestrian Facilities and Programs | Gorman Street Connector-bike facility connect Richland Creek Greenway to Rocky Branch Trail | 2018 | C-5604OE | No | $12,500 |
| NC20180009 | Bicycle and Pedestrian Facilities and Programs | Wake County-Timber Drive Sidewalk | 2018 | C-5604RA | No | $62,400 |
| NC20180011 | Bicycle and Pedestrian Facilities and Programs | Bike Ped Facilities Salisbury U.S. 29 Main Street from D Avenue to SR 1526 (Rowan Mill) | 2018 | C-4908H | No | $134,000 |
| NC20180018 | Congestion Reduction and Traffic Flow Improvements | Raleigh Bike Share—Capital Equipment | 2018 | C-5604OB | No | $1,838,613 |
| NC20180054 | Congestion Reduction and Traffic Flow Improvements | Transit Signal Priority Project | 2018 | TT-6108 | No | $1,250,000 |
| CMAQ Project ID | Project Type | Project Title | Year | TIP Project ID | Continuing Project | Total Project Amount |
|---|---|---|---|---|---|---|
| NC20090002 | STP/CMAQ | North Carolina Air Awareness Program | 2017 | C-4903 | Yes | $400,000 |
| NC20100006 | STP/CMAQ | 3rd Frequency Passenger Rail Service | 2017 | P-2918 | Yes | $4,091,000 |
| NC20100006 | STP/CMAQ | 3rd Frequency Passenger Rail Service | 2018 | P-2918 | Yes | $6,140,100 |
| NC20130001 | STP/CMAQ | NCSU-NC Solar Center Clean Transportation Program | 2016 | C-4902A | Yes | $2,235,275 |
| NC20150010 | STP/CMAQ | NCDOT Piedmont and Carolinian Passenger Rail Services Public Outreach Program | 2017 | C 5571 | Yes | $819,000 |
| NC20160013 | Other | Refurbish Passenger Rail Car | 2016 | C-5600A | No | $6,025,000 |
| NC20160014 | TDM | Statewide Transportation Demand Management Program | 2018 | C-5600C | Yes | $1,500,000 |
| NC20160014 | TDM | Statewide Transportation Demand Management Program | 2016 | C-5600C | No | $1,500,000 |
| NC20160018 | Transit Improvements | Rebuild 2 Cab Control Units for Piedmont Passenger Rail Service | 2016 | C-5600J | No | $2,293,414 |
| NC20170001 | Congestion Reduction and Traffic Flow Improvements | CSX Transportation NC Service Improvement and grade separation project- Dixie Storage | 2017 | C-5600B | No | $3,635,200 |
| NC20170023 | Congestion Reduction and Traffic Flow Improvements | ITS Deployment for R-2123CE | 2017 | R-2123CG | No | $497,108 |
| NC20170028 | Congestion Reduction and Traffic Flow Improvements | I-85 Integrated Corridor Management System | 2017 | C-5600K | No | $800,000 |
| NC20170032 | Other | CFAT III-2013-2017 clean fuel advanced Tech outreach & awareness program | 2018 | C-5702A | Yes | $905,993 |
| NC20170032 | Other | CFAT III-2013-2017 clean fuel advanced Tech outreach & awareness program | 2017 | C-5702A | No | $905,993 |
| NC20180003 | Freight/Intermodal | Dixie Storage Track-Improve Siding Union County | 2018 | C-5600BA | No | $36,000 |
| NC20180014 | Other | Statewide Rail Marketing Public Outreach Piedmont Rail Service | 2018 | C-5600M | No | $448,745 |
| NC20180015 | Other | North Carolina Division of Air Quality Statewide Air Awareness Program | 2018 | C-5601C | No | $688,564 |
| NC20180016 | Other | Passenger Rail Promotion Linking Triangle, Triad, and Charlotte Regions | 2018 | C-5601D | No | $622,790 |
| NC20180036 | Alternative Fuels and Vehicles | CFAT-Durham-Buildsense lease of 3 AFVs | 2018 | C-5702BA | No | $48,102 |
| NC20180037 | Alternative Fuels and Vehicles | CFAT-Charlotte-7 vehicle convert to bi-fuel LPG | 2018 | C-5702BB | No | $43,000 |
| NC20180038 | Alternative Fuels and Vehicles | CFAT-Winston Salem-convert 31 vehicles to LPG | 2018 | C-5702BC | No | $202,100 |
| NC20180039 | Other | CFAT-MDI will replace 38 diesel powered refrigeration units w/electric units | 2018 | C-5702BD | No | $1,227,014 |
| NC20180040 | Alternative Fuels and Vehicles | CFAT-Convert 10 vehicles from gas to bi-fuel LPG | 2018 | C-5702BE | No | $70,000 |
| NC20180041 | Advanced Diesel Truck/Engine Technologies | CFAT -retrofit one diesel locomotive operating on Piedmont Passenger Rail | 2018 | C-5702BF | No | $387,143 |
| NC20180042 | Alternative Fuels and Vehicles | CFAT-Convert 24 service vehicles from gas to LPG | 2018 | C-5702BG | No | $231,079 |
| NC20180043 | Other | CFAT-Retrofit 12 utility bucket trucks | 2018 | C-5702BH | No | $328,620 |
| NC20130001 | STP/CMAQ | NCSU-NC Solar Center Clean Transportation Program | 2017 | C-4902A | Yes | $359,725 |
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1 Two types of projects identified in the Interim Guidance are not included: "Innovative projects"—These are defined as projects that show promise in reducing emissions, but do not yet have supporting data. Many types of projects may fall under this umbrella, so it is difficult to generalize about this category. Transportation Control Measures—Also known as TCMs, these are identified as emission reduction strategies in section 108 of the Clean Air Act. TCMs cover a wide variety of project types, most of which also are covered within other project types listed in the CMAQ Interim Guidance.
2 As noted in the FHWA Interim Program Guidance, the Federal Transit Administration (FTA) determines the eligibility of transit projects, and the FHWA determines the eligibility of all other projects. The FHWA, FTA, and EPA field offices should establish and maintain a consultation and coordination process to review CMAQ funding proposals. The FHWA and FTA headquarters offices are available to consult with their field offices on eligibility determinations.
3 Some linear projects along roadways had to be denoted as points as there was not enough information about the extent of the project to map it accordingly. In some cases, project extents have been extracted from the State TIP and CAMPO MTP project extents and may not be exactly reflective of the CMAQ project extents. However, effort was made to locate projects based on publicly available information.
4 This grouping could potentially also include Apex/Cary ITS improvements. However, not enough information was available to pinpoint the specific location of ITS improvements in this subarea.
