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Program InformationTable of Contents
1. Introduction
This manual is designed to guide potential applicants through the Transportation Environmental Research Program (TERP). A simple flow chart above summarizes the key steps of the application and award process — with each box corresponding to a section in this manual and web page. The flow chart appears throughout the document orienting the applicant of the process. The manual and web page include the following sections: Transportation Environmental Research Program (Section 2) — provides an overview of the program, project sponsor (FHWA), eligible applicants, and approximate value of awards. Research Topic Areas and Announcements (Section 3) — details the specific areas of research and describes the announcement process (first box in flow chart). Guidelines for Technical Proposal (Section 4) — reviews requirements for submitting a research proposal. Proposal Evaluation (Section 5) — explains the process and criteria that the FHWA will use to select applicants for award. Required Forms and Certifications (Section 6) — indicates the submission requirements the applicants must meet to be considered for a research award. Award and Performance Requirements (Section 7) — describes the performance and reporting requirements applicable to the recipient following award. Reporting Requirements and Deliverables (Section 8) Schedule (Section 9) — outlines general time frame for announcements and the sequence of events that follow. 2. Transportation Environmental Research ProgramBackgroundTransportation and environmental issues are strongly connected and in recent years, legislation at all levels of government has further heightened the links between these issues. The U.S. Department of Transportation's (U.S. DOT) Federal Highway Administration (FHWA) addresses these issues every day as complex policy decisions are made that balance mobility needs and environmental priorities. In order to understand these issues, the FHWA has engaged in many research efforts, but much of that research focuses on a multi-regional or national level, and can overlook the local effect. Consequently, the FHWA's demand for research that is more focused and smaller in scale is growing. These types of research projects could provide a better understanding of the challenges faced by transportation practitioners. The Transportation Equity Act for the 21st Century (TEA-21) provides for the U.S. DOT "to carry out research, development, and technology transfer activities with respect to motor carrier transportation and all phases of transportation planning and development." The U.S. DOT may accomplish this "by making grants to, or entering into contracts, cooperative agreements, and other transactions with . . . any Federal laboratory, State agency, authority, association, institution, for-profit or non profit corporation, organization, foreign country, or person." The goal of TERP is to add to the understanding of transportation and environmental issues and to continue the exploration of those issues through continued research and development work. The FHWA hopes that by committing to TERP, the research will provide insight on the difficult policy decisions that the FHWA will undertake in the future. TERP OverviewTEA-21 also provides for the highway research program to address "longer-term, higher-risk research that shows potential benefits for improving the durability, efficiency, environmental impact, productivity, and safety (including bicycle and pedestrian safety) of highway and intermodal transportation systems." TERP grant awards of approximately $20,000 to $50,000 will be made based on the responses to TERP research announcements. The program is intended to be flexible — with the duration of each project ranging from 6 months to 2 years. Finally, participation from historically black colleges and universities (HBCUs), Hispanic Serving Institutions (HSI), and Native American Institutions of Higher Education is encouraged. 3. Research Topic Areas and AnnouncementsThe research announcements are expected to fall into specific research topic areas (see list below). Interested parties with related programs are encouraged to submit applications. Research Topic Areas
See the Appendix for a detailed description of each research topic area. Research Announcements
Specific research announcements will be made available in the announcement section of TERP's Web Page (www.fhwa.dot.gov/terp) and on the Federal Business Opportunities web page (www.eps.gov) throughout the year. The research will be specific in nature, and directly related to the research topic areas. Innovative research ideas generated by interested parties also will be considered as they are submitted. The closing date (deadline) for submission of grant applications will be issued with each specific TERP research announcement. This deadline will be approximately two months after announcements are posted. No proposal arriving after the deadline will be considered. 4. Guidelines for Technical Proposal
Each proposal should follow the requested proposal format described in this section under the Technical Proposal Organization. All needed information can be found on the pages of the web site available in downloadable files. Any questions or concerns regarding specific research announcements may be faxed or emailed to the Technical/Program Officer listed with the research announcement. Any questions or concerns regarding only the program may be faxed or emailed to TERP's Program Manager at (202) 366-3409 or mailed to the address below: Technical Proposal OrganizationTERP technical proposals should be direct and concise — not exceeding 15 pages, including all of the following required sections:
The information included in the proposal will be used for evaluation purposes only and will otherwise be held in confidence. Awards will be based on selection criteria described in the Proposal Evaluation Section of this document. Published documents may be attached as appendices, but the FHWA reserves the right to restrict its evaluation to the 15 page submission. 1. Cover PageThe cover page should contain the following information:
2. Research PlanBased on the research announcement, the proposal should define the objective of the investigation, indicate how the research will be conducted, and discuss any technical issues that may arise. The plan should provide a summary of the approach to conducting the research. Each phase or task of the approach should be fully described. The research plan should also indicate how the expertise and experience of the proposed team will be used. 3. Qualifications and ExperienceThis section should provide information on the qualifications and experience of the principal investigator and the research team members, as well as the applicant/organization. Investigators' Expertise Provide the following information on the principal investigator and each research team member:
Applicant's Assets Provide information on the applicant's resources available to the research team, such as:
4. Project ManagementIndicate the availability of the research team by describing other commitments that could affect the project completion. For this section, provide staff-hour commitments and percentage of time committed to other work for each member of the research team. 5. BudgetEstimate the cost of the research. Indicate the estimates for the government's contribution, contribution from other sources, and total cost. Offerors are encouraged to review Standard Form 424A (Budget Information) in the standard FHWA Application for Federal Assistance package. TEA-21 restricts FHWA funding to 80% of the total project cost, which in turn, imposes a requirement for th recipient to cost-share a minimum of 20%. The definition of matching share is prescribed at 49 U.S.C. § 19.34. Proposal SubmissionSubmit five (5) stapled copies to: 5. Proposal Evaluation
The FHWA will use the merit review process described below to review applications. Applications should contain sufficient information about the nature of the research and composition of the investigation team for the FHWA to make an award decision. However, the TERP manager reserves the option to conduct interviews should specific situations warrant more detail. If an interview is necessary, a letter or fax will be sent to these applicants notifying them that they have been selected for an interview and the FHWA will schedule a phone interview with the principal investigator and key members of the research team. During the interview the FHWA may ask the applicant to clarify research details, revise the scope of the research, or address cost concerns before a final award recommendation is made. Selection CriteriaThe Office of Environment, Planning, and Realty has established specific selection criteria for the evaluation of applications. All applications will be evaluated by the following criteria: Technical MeritThe potential contribution to the technical and scientific merit of the proposed research requires an assessment of whether the research will lead to new discoveries or generate progress in the relevant field or other fields. Technical ApproachDemonstrated understanding of the problem; appropriateness of the proposed method or approach; probability of success in meeting the project's objectives; recommended problem solution; and completeness of the investigative plans. Research Team QualificationsThe proposed research team's capabilities, qualifications, and related experience are integral factors for evaluating the applications. The qualifications, capabilities, and experience of the proposed principle investigator and research team are critical in achieving the proposal objectives. Organizational CapabilityStrong consideration will be given to qualifications of the applicants, particularly practical experience and past successes ("track record") in the same or closely related research area; adequacy of facilities available to the applicant to perform the proposed research; availability of adequate human resources; and financial strength of the applicant to undertake and successfully complete the proposed research. Research CostEach applicant must submit a budget for the proposed research. The budget will be evaluated for reasonableness and appropriateness of the proposed cost; and to determine whether the proposed budget provides the best value to the government. The applicant must provide a sufficient break-out of the proposed costs, including the proposed matching share, to enable the FHWA to make a meaningful determination or reasonableness. 6. Required Forms and Certifications
Form 424A requires budget information. However, the available space does not permit a level of detail that is sufficient for a meaningful evaluation of proposed costs. Please provide a supplemental sheet that presents a detailed breakout of the proposed direct and indirect costs for the recipient plus any sub-recipients, including a breakout and description of the 20 percent matching share proposed by the recipient in support of this effort. 7. Award and Performance Requirements
The FHWA will award a cooperative agreement or grant (as appropriate) to the successful applicant. The award will incorporate the appropriate terms and conditions prescribed at 49 C.F.R. §19. Following award, the FHWA will:
DisclaimerThe FHWA may amend the award to either add or delete work. Appropriate adjustments will be made to the budget and work schedule. 8. Reporting Requirements and Deliverables
9. ScheduleSpecific program announcements will be made in the Federal Business Opportunities website (www.eps.gov) and on TERP's Web Page throughout the year (Section 3). The deadline for each submission will appear with each announcement and will occur approximately two months after the announcement is posted. The FHWA will then evaluate each application using the procedures outlined in Section 5. The submission and review timeline below summarizes the sequence of activities from research announcements postings through research awards. Submission and Review Timeline AcknowledgmentThe Office of Environment, Planning, and Realty will acknowledge receipt of a proposal if a self-addressed, stamped postcard is included in the proposal package. WithdrawalsProposals may be withdrawn at anytime before a final decision is made. A request for withdrawal must be signed by both the principal investigator and the authorized representative from the team's institution. Appendix — Research Topic AreasThese topic area descriptions provide an overview of the general research issues TERP research announcements will cover. They are not specific research announcements. These will be listed in the Federal Business Opportunities website (www.eps.gov) and TERP's Web Page. Aesthetic Highway DesignAesthetics is slowly becoming an integral consideration in the design of every highway. It is no longer reserved for "scenic parkways" such as Virginia's historic Blue Ridge or a decorative overlay like the "beautification" projects of the 1960s. How a particular stretch of road looks, what it feels like to drive across or to live nearby, or how it affects air and water quality, adjoining landscapes, wildlife, culture and civic life, or the shape and pace of local development are now matters of increasing importance to many if not most Americans. In this context, the growing social and technical complexity of both urban and rural transportation problems demands new tools, insights, connections, and organizing principles that spring from deeper wells of imagination than generally accessible through computer-generated design or formal engineering techniques alone. Although a significant body of literature exists in regard to bridge aesthetics, formal transportation research does not yet provide a working definition of "successful" highway design in terms of aesthetic, social, and environmental characteristics. Anecdotal examples of such projects occasionally appear in journals, magazines, and newspapers with appealing photographs or drawings. Yet the narratives rarely offer sufficient information on the political and organizational nuts and bolts to guide transportation planners and designers, public officials, and interested citizens facing similar challenges. Nor is there any body of comparative analysis on this subject to provide broader insight on what works, why, and under which circumstances. Air Quality PolicyAir Quality ConformityFigure 1. Transportation Planning Process The CAAA, issued in 1990, mandate greater integration between transportation and air quality planning processes at all levels of government (see Figure 1). The conformity regulations, issued in November 1993, set forth an elaborate mechanism to ensure that transportation planning is consistent with clean air objectives in nonattainment or maintenance areas for one or more of the following pollutants: ozone, carbon monoxide, particulate matter, and nitrogen dioxide. State and local agencies face a major challenge in meeting transportation-related CAAA provisions, including the conformity requirements. The FHWA is called upon to provide both technical and policy support to these agencies and other stakeholders. It is crucial that the FHWA has accurate, insightful, and up-to-the-minute information on (1) nationwide developments in air quality/transportation planning issues and (2) the strategies and practices of local and state agencies for compliance with federal transportation planning requirements. Air Quality ModelsThe CAAA and complementary provisions of TEA-21 strengthened controls on transportation to ensure that transportation activities contribute to the attainment of the NAAQS. As a result, a wide range of transportation projects have come under close scrutiny as potential contributors to air pollution. Increases in travel demand have traditionally been satisfied through increased highway capacity. The conventional wisdom supporting this approach has been that increased capacity reduced congestion, fuel consumption, and emissions. This school of thought, however, has been challenged in recent years by analysts and planners concerned that the short-term benefits of smoothed traffic flow may be degraded by increases in travel that are stimulated by increases in highway capacity. In addition, environmental groups frequently use legal challenges, allowed under the provisions of the CAAA, to limit increases in highway capacity. There are four generic classes of air quality modeling procedures: Gaussian; numerical; statistical or empirical; and physical. Gaussian models are most widely used for modeling non-reactive pollutants. Numerical models are most appropriate for urban applications involving reactive pollutants (such as ozone formation and dispersion), but require extensive input data and resources. Statistical or empirical models are "second-best" techniques that are frequently employed when incomplete scientific understanding or lack of data make the use of a Gaussian or numerical model impossible. Physical modeling is technically detailed and resource intensive, involving the use of wind tunnel or other fluid modeling facilities, but may be applicable for complex flow situations such as complex building or terrain conditions. In addition to the various classes of models, there are two basic levels of model sophistication: screening models; and refined models. Screening models consist of relatively simple estimation techniques to identify sources which will clearly not cause or contribute to ambient concentrations which exceed the NAAQS or some other allowable increment, thus eliminating the need for more detailed modeling. Refined models provide more detailed treatment of physical and chemical atmospheric processes, require more detailed and precise input data, and provide more specific estimates. Emission Reductions (Transportation Strategies)Emissions reduction efforts range from producing lower-emitting new vehicles to reducing vehicle use. The first efforts to reduce emissions focused on producing vehicles which emitted less pollution. In fact, extensive efforts have been made to control crankcase, evaporative, and exhaust emissions from new on-road vehicles through the implementation of emission standards for new vehicles. Despite the progress in reducing the emission rates from new vehicles, emission system component failure, lack of proper maintenance, tampering, and the normal deterioration of emission control system performance all act to offset these emission benefits. In addition, most vehicles now in customer service were designed to comply with emissions standards for only five years or 50,000 miles. Overall, the effect of emission control system deterioration and vehicle longevity is that emission rates of a large portion of the vehicle fleet exceed those of new vehicles by as much as an order of magnitude or more. Given the high degree to which emissions from new vehicles have been reduced, increased attention has been focused on control measures intended to reduce emissions from in-use vehicles. These reductions can come from technology improvements or TCMs. Technology improvements offer a number of innovative approaches to reducing emissions. In fact, I/M programs represent one of the first and perhaps most widespread of the technology-based control measures targeted at in-use vehicles. Other in-use technology-based control measures designed to reduce hydrocarbons and nitrogen oxides emissions that have been implemented in different areas of the United States include
National Ambient Air Quality StandardsTechnical and policy analysis of new ozone and particulate matter National Ambient Air Quality Standards (NAAQS) revisions will be executed as deemed appropriate to assist FHWA staff in their efforts to
Mobile Source Air ToxicsThe impact of mobile source air toxics (MSATs) is emerging as one of the more challenging areas in the transportation-environmental community. Human health effects of MSATs is a growing concern, as EPA attempts to establish risk factors for many of the 21 identified toxics associated with transportation. Research into the methods of identifying, projecting, and mitigating MSAT impacts will be required. Community ImpactTransportation investments have major influences on society, with significant economic and social consequences. However, in many instances in the past, impacts on people have not received the attention they deserve. The community impact assessment process alerts affected communities and residents, as well as transportation planners and decisionmakers, to the likely consequences of a project, and ensures that human values and concerns receive proper attention during project development. Community impact assessment is a process to evaluate the effects of a transportation action (project or potential project) on a community and its quality of life. The assessment process is an integral part of project planning and development that shapes the outcome of a project. Its information is used continuously to mold the project and provide documentation of the current and anticipated social environment of an area with and without the continuation of an action. The assessment should include all items of importance to people, such as mobility, safety, employment effects, relocation, isolation, and other community issues. Environmental Impact Assessment in TransportationAlthough a significant amount of guidance exists, the approach to environmental impact assessment is often reinvented. Institutional and geographic impediments have hindered the definition of a standard, or an accepted set of approaches to evaluating an issue, and the unique aspects of each project tend to blur the common elements. It will be the objective of this topic area to distill prototypical methods of impact assessment — through a hands-on case study approach that includes interviews and review of approved environmental documents; evaluation of commonly chosen methodologies, databases, and tools; and documentation of critical factors and barriers — and to provide for the transfer of successful impact assessment approaches to regional offices, NEPA practitioners, and municipal and state planning organizations. The research under this topic area will be used to generate instructional material with an immediate utility throughout the agency and in cooperative planning efforts between state and federal planning agencies. Care will be taken to highlight trends — areas where impact assessment is undergoing change — such as in wetland mitigation. In developing instructional materials it will be important to evaluate projects with a range of size and complexity, and to include as examples not only of success stories but also projects perceived as failures. In addition to projects led by the FHWA, recipients should review other agencies — such as the U.S. Army Corps of Engineers — which also address issues critical to the environmental planning process. Environmental Justice, Housing Issues, and Environmental LawsNo systematic database exists to show how far state DOTs have identified, and taken steps to mitigate, discriminatory effects of their projects, programs, and policies on low-income and minority populations. On February 11, 1994, President Clinton signed Executive Order 12898, "Federal Actions to Address Environmental Justice in Minority Populations and Low-Income Populations." Two major federal laws, the NEPA and Title VI of the Civil Rights Act, are highlighted in the Order. Environmental justice and transportation equity concerns extend to discriminatory outcomes in planning, operation and maintenance, and infrastructure development by state and metropolitan systems. Discriminatory distributive transportation outcomes can be subsumed under three broad categories: procedural inequity, geographic inequity, and social inequity. Global Climate ChangeThe composition of the Earth's atmosphere is a primary determinant of the planet's temperature, which in turn affects all life on Earth. Greenhouse gases occur naturally and trap heat within the atmosphere, helping to keep the planet hospitable to life. The main greenhouse gases are water vapor (H2O), carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O) and halocarbons (such as chlorofluorocarbons, or CFCs). According to the U.S. Department of Energy (DOE), concentrations of greenhouse gases in the atmosphere have noticeably increased over the past one hundred years. Global climate change — often referred to as "global warming" — involves an increase in the average atmospheric temperature of the Earth. Such a temperature increase does not mean that temperatures will rise by a few degrees in all locations around the world. Rather, were global warming to occur, increases in atmospheric and oceanic temperatures might raise sea levels and alter associated weather patterns, which in turn could increase the frequency and severity of extreme weather worldwide. Such changes would likely alter current patterns of land use and human activity, as well as ecosystems and natural habitat. Hazardous MaterialsRight-of-Way Hazardous Substances, Materials, and WasteThe first step in any approach to controlling highway-related hazardous substances is to inventory those materials most commonly related to highway projects and their rights-of-way (ROWs). This topic area will also evaluate the success and practicability of current methods and equipment used to restore or enhance existing sites located in ROWs. The key element that differentiates this topic area from the Hazardous Materials Generated During Development and Completion of Projects topic area is that the hazardous substances are identified early in the highway planning and acquisition process, thereby enabling the acquisition/environmental staff to conduct a thorough investigation to identify the extent of hazardous materials anticipated in the ROW. When hazardous substances are anticipated early in the planning process, the highway planner can proceed along the traditional methods to identify the extent of hazardous materials, analyze remedial options for handling the hazardous materials, designing the preferred remedial option, and implement the selected remedial action. A great advantage of early identification is that the environmental engineer can select long-term in-situ treatment processes, such as bioventing, soil vapor extraction, bioremediation, or a "pump and treat" approach. Hazardous Materials Generated During Development and Completion of ProjectsHazardous materials are often exposed by earth moving equipment as the ROW is cut to grade for subsequent construction. Occasionally, hazardous wastes are dumped at the construction site during off-duty hours, resulting in a need for rapid characterization and disposal of the dumped waste. Typically, however, the soil contamination results from past disposal activities or past leakage of hazardous liquids into the soil — leakage that was undetected during the property acquisition phase. In either instance, the DOT will establish a rapid response investigative team which is required to quickly characterize the waste, estimate the volume requiring remediation, and initiate an interim removal action. The key operative words in these scenarios are "rapid response," since prolonged delays in characterization and remediation of uncovered hazardous materials can lead to liquidated damages for the construction contractor. In general, the options available to the DOT for remediation are limited to ex-situ remedial actions; i.e., immediate excavation of the contaminated soil and transport to an alternative location either for treatment or disposal. This transport to another location belonging to the DOT, but removed from the ROW, enables construction to proceed while treatment of the contaminated soil is carried out. Historic BridgesA good highway system means more than just a good way to move people and goods. Road design, construction, and maintenance should produce a system that blends well with its environment, both physically and visually. Rehabilitation of historic bridges can provide important help in meeting this ideal while also recognizing the cultural context in which development has taken place. By rehabilitating rather than replacing historic bridges, there is a reduction in the need for new abutments, causing less disruption to wetlands and other parts of the natural environment. Engineering techniques must be developed that are appropriate to the special structural problems of different types of historic bridges and that provide cost-effective solutions to rehabilitation goals. Cost is an important factor since many historic bridges have been bypassed by safer roads better able to carry high volumes of modern vehicles. Given the financial limits that all state DOTs face, can low traffic volumes justify expensive rehabilitation projects? Public InvolvementToday, transportation project work demands an increasingly sophisticated and thorough approach to public involvement. This has not been by chance. Increased public concern and awareness, generally coupled with specific provisions of transportation legislation and rulemaking, all call for renewed emphasis on public involvement. MPOs and states are grappling with public involvement requirements with varying degrees of success. A small but growing group of states and MPOs have enthusiastically embraced public involvement and are sponsoring programs characterized by high degrees of commitment, responsiveness, and innovation. Such agencies are eager to enhance their participatory planning activities and are requesting information that is at the cutting edge. A second, much larger, group believes public involvement is useful (or convinced that it must be done), and has taken steps to enhance their programs. This group needs "how to" information and is especially anxious to learn from the experiences of counterpart agencies. Finally, there are still states and MPOs that view public involvement as either ineffective or impossible to achieve. These folks need to be convinced through success stories and documentation of benefits that participatory planning is worthwhile and necessary. Stormwater ConstituentsStormwater discharges from roads and highways represent an environmental issue requiring an understanding of not only the technical aspects of highway design and operations, site environmental impacts assessment, and regulatory requirements, but also the relative contribution and magnitude of the environmental impacts on the ecological system. Although available data and research shows highway stormwater discharges are most likely to have significant impact on localized areas, the holistic approach which integrates highway stormwater runoff into the overall watershed-based ecological framework allows for the evaluation of long-term water and water quality trends. Monitoring of stormwater runoff from roads and highways continues to generate valuable information which, integrated with mathematical and statistical predictive models, can be used in various planning and engineering activities:
Transportation NoiseNoise, defined as unwanted or excessive sound, is an undesirable by-product of today's society. It is often annoying, can interfere with sleep, work, or recreation, and in extremes may cause physical and psychological damage. While noise emanates from many different sources, transportation noise is perhaps the most pervasive and difficult source to avoid in society today. Noise impacts are not uniform with respect to vehicle miles traveled (VMT). One mile driven by a heavy truck on a local street creates much greater impact than a passenger car driven on an interstate with a landscaped shoulder. Given these differences, the level of highway traffic noise depends on three things: the volume of traffic, the speed of traffic, and the number of trucks in the flow of traffic. Noise associated with road transport is a combination of the noises produced from engine operations, exhaust, pavement-wheel contact, aerodynamic affects, and vibrating structures during operations. The loudness of traffic noise can also be increased by faulty equipment on vehicles, any condition that causes heavy laboring of motor vehicle engines (such as a steep incline), as well as more complicated factors (i.e., as a person moves away from a highway, traffic noise levels are reduced by distance, terrain, vegetation, and natural and manmade obstacles). If noise impacts are identified, various noise abatement measures are considered to mitigate the adverse impacts, for example, noise barriers. Other possible noise abatement measures include: traffic management measures, creating buffer zones, planting vegetation, installing noise insulation in buildings, and relocating the highway. Transportation PlanningIn a completely transport-dependent society, the overriding role of transport in the nation's economic and social development is to continue the levels of service that have contributed to the economic progress to date. A parallel charge is to assure that transport programs and policies are responsive in a climate of economic uncertainty and budgetary constraints. Transportation policies need to be aimed directly at supporting national and community goals. National goals that can be substantially aided by transportation include increasing industrial productivity, promoting energy efficiency, facilitating trade, upgrading the cities, protecting the environment, guiding urban growth, and exploiting the opportunities conferred by the global economy. These goals must also consider environmental and social impacts and techniques used to decrease those impacts, such as, transportation control measures (TCMs). Water QualityWhere possible, States, Tribes, and other jurisdictions identify the pollutants that degrade water quality and indicators to document water quality degradation. Water quality monitoring is technically demanding and expensive. Furthermore, ideas about what indicators should be monitored and how to interpret the results continue to change. Monitoring provides information that helps set policies and programs to protect and improve the quality of our Nation's streams, rivers, and lakes. It provides a basis for prioritizing needs so limited funds can be effectively allocated to improve conditions. Monitoring also provides the basis both for determining whether those policies and programs actually result in measurable environmental improvements, and to increase policies and programs effectiveness. Ecosystem/Watershed PlanningThe watershed protection approach is a place-based strategy that integrates water quality management activities within hydrologically defined drainage basins watersheds rather areas defined by political boundaries. Thus, for a given watershed, the approach encompasses not only the water source (such as a stream, lake, estuary, or ground water aquifer), but all the land from which water drains. To protect water resources, it is increasingly important to address the condition of land areas within the watershed because water carries the effects of human activities throughout the watershed as it drains off the land into surface waters or leaches into the ground water. Several key principles guide the watershed protection approach: place-based focus, stakeholder involvement and partnerships, environmental objectives, problem identification and prioritization, and integrated actions. The watershed protection approach is envisioned as the primary mechanism for achieving clean water and healthy, sustainable ecosystems throughout the Nation. This approach enables stakeholders to take a comprehensive look at ecosystem issues and tailor corrective actions to local concerns within the coordinated framework of a national water program. WetlandsThe proper application of functional evaluations is critical to mitigating adverse impacts of transportation projects on wetlands. Functional evaluations of newly created wetlands can be extremely useful in measuring the success of efforts to replace lost wetland functions. Such assessments require careful definition of objectives and a comparison of results to certain baseline conditions. Depending on the objectives of the wetlands project, the baseline may be defined as the same wetland prior to alteration or as a nearby unaltered wetland of similar hydrogeomorphic type. Comparisons may also be made with other stated mitigation objectives, based on a reference wetland representing a desired target condition. Functional evaluations are also useful in providing performance standards for the design of new wetlands. The target condition for the proposed wetland can be defined based on the conditions of key factors related to capacity levels for the desired functions. With expert implementation of these approaches, newly created wetlands will be more successful in replacing impacted wetland functions. While mitigation objectives are important, however, the primary considerations governing whether specific performance standards will be achieved are the site characteristics and their limitations. The objectives for replacing functions and functional capacity in the created wetland must be closely attuned to the site conditions, and this requires that the hydrologic, physical, chemical, and biological conditions at a mitigation site be characterized completely. The performance standards for the created wetland can then be based on those key functional capacity factors that correspond with conditions at the mitigation site. After a proposed new wetland has been planned based on site limitations and opportunities, a functional evaluation may be conducted. The results of this evaluation can be compared with the stated mitigation objectives to determine whether a compensation ratio greater than 1 to 1 is necessary to replace functional capacity losses. When conducted properly, this process ensures that mitigation efforts will be sufficient to reach desired objectives and allows assessments of whether those objectives have been met in newly created wetlands. |
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