In 2021, Texas added more people to its population than any other state. For residents, businesses, and communities, it’s critical for planners to meet the immediate needs of citizens, while also planning for the future. For local, city, and county governments, corridor studies play a key role in creating and executing comprehensive transportation design that adapts to and meets the needs of growing communities.
What is a Corridor Study?
Corridor studies examine the relationship between roadways and adjacent land. In more densely populated areas, this can mean figuring out ways to overcome challenges where roadway expansion is limited. For land in development, it means looking at future population growth and where investments are being made to build homes, businesses, and public services. Corridor studies also help ensure that if opportunities to acquire land becomes available – whether because they are being sold or planned for future development – there is a long-term view on how to best meet transportation needs.
Corridor studies are instrumental to help communities plan for 5, 10, and even 50 years down the road.
Trends in Community Growth
In Central Texas, Austin and the surrounding communities are growing rapidly. It is a technology hub with major companies like Tesla, Apple, Dell, and Samsung employing thousands of people. Densley urbanized areas have seen population growth, and more people are building homes and businesses in communities farther and farther from the city centers as the population grows.
Additionally, with the ongoing pandemic, we’ve seen more people looking to build homes, expand their space, and work remotely. With a hot housing market and population growth, more people are building and expanding into areas that were traditionally more rural or predominantly farmland.
Communities need properly planned transportation infrastructure to help transport people and commerce in those growing areas.
Working with the Experts
For community leaders facing growth challenges and working to plan for what’s next, it can be difficult to know when and where to start. When we partner with clients, we help them explore what opportunities their community can tap into in transportation design, and corridor studies are an important tool to get them and their community where they want to go.
Steve brings over 22 years of experience in all phases of the transportation industry including schematic, environmental, GEC/program management, construction and plans, specification and estimates (PS&E). He has a history working with TxDOT divisions and districts around the state as well as municipal clients in central Texas.
By Michael Rief, Sr Vice President of Construction, WSB
The supply chain is tightly integrated, and when one part of the supply chain faces issues, it can have a domino effect. For those working in construction, supply chain problems have caused project delays, a long wait for and lack of key materials, and frustration over the past year. Unfortunately, it shows no signs of improving in 2022.
With a shortage of labor, shipping delays, and trouble getting materials, we should prepare for our recovery to take longer than many people anticipated. As our industry continues to tackle supply chain problems, there are things construction teams can do to anticipate, innovate, and adapt to the current situation.
Be Flexible Where You Can
Flexibility is key to adapting to supply chain uncertainties. While many contracts require specific materials, if clients and contractors can build some flexibility into the contract to use alternative materials, it’s more likely that a project will be completed on time or without significant delays.
For example, some of WSB’s transportation contracts require a certain kind of seed mix, but those seed mixes may not be available for many months or at all into the foreseeable future. Allowing a substitution that is available and still meets the needs of the project allows us to finish the job sooner and more efficiently.
Consider Buying Hard to Procure Items Sooner
This applies to both construction teams and clients.
If municipalities are planning a project where they know they will need to procure certain items that may be hard to come by, doing so early and paying to store it may be more efficient in the long run and ensure your project won’t face unnecessary delays. Similarly, some contractors are procuring high-risk items and pre-purchasing material for clients, working in storage cost to help prevent delays.
Additionally, as more contractors buy materials in advance, they sometimes find they need to move materials around to different projects that face more critical needs or that have tighter timelines. Being flexible when possible can benefit both contractors and clients.
Manage Risk
With every project, it’s important to manage risk. If cities or contractors purchase hard to procure materials in advance or in bulk, and then find the value goes down in a year, they could be stuck paying to store a material that is worth less than what they paid for it. Each will have to make decisions that work best for their needs and anticipated projects.
Furthermore, building risk management into contracts can be helpful. Whether it’s procurement of materials or more flexibility on timing of projects, thoughtful contract terms can help both cities and contractors, mitigating some risk.
A great example of mitigated risk in many current construction contracts is a provision for fuel cost escalation. If the cost of fuel goes up significantly after a contract is signed, a client may pay more to cover fuel costs. Similarly, if it goes down significantly after a contract is signed, a client may recoup some of those savings. Thinking about how contracts can offer more flexibility in ways that adjust to supply chain and labor issues is something that could offer substantial benefit to all parties.
Since supply chain issues, labor shortages, shipping slowdowns, and numerous other factors are expected to continue creating challenges for the construction industry over the next year, innovation, flexibility, and adaptability can help keep projects moving forward for clients and contractors.
Mike has nearly 30 years of experience in civil engineering, with an emphasis on pavements and materials, pavement management, quality management, project management, design, risk assessment, project controls, contract administration, construction, preventive maintenance, planning, education, and technical team supervision. Mike has managed several complex, high-profile projects throughout Minnesota.
When winter storms sweep across the nation, dangerous road conditions can cause crashes, pileups, and leave commuters stranded for hours on end. How can road design play a role in making roads safer in the winter?
When roads are designed, many elements, such as drainage and flooding, are considered. Unfortunately, snowdrift prevention is often overlooked until after these disasters occur. What’s more, even long after snowstorms are over, snow can get blown back onto the roadway, requiring agencies to plow or push back the snow to clear the roadway. Significant snow accumulation, particularly on a “heavy” snow winter season, drives up maintenance cost for these agencies. Snow drift problems typically occurs on long, flat, rural stretches of highway. To create a snowdrift prevention plan, designers start by analyzing the terrain on both sides of the road. Determining how and where the snow is being picked up and drifted back onto the roadway is important in choosing which solution best suits the road.
Using that analysis, the following three options should be considered for minimizing snowdrifts and avoiding dangerous pileups:
Option 1: Wider Ditches
If there is adequate space, the best option is to have a wide ditch next to the roadway to create a “bowl” effect. These are ditches that serve as another area to capture the snow. Since roads are typically higher than the ditches, it blocks the wind and prevents snow from blowing back onto the roadway. This option requires a lot of room and typically involves additional right of way. If feasible, it is the top choice due to cost and maintenance.
Option 2: Living Snow Fence
A living snow fence consists of trees, shrubs, or hay bales along the roadway. Farmers can work with their local department of transportation to line the road with hay bales, providing a cost-effective solution to block the wind from stirring up snow from the fields and on the roadways.
Option 3: Structural Snow Fence
This option looks like a robust version of a vinyl fence used for backyards that acts as a direct wind block. These fences often require coordination with property owners because they typically are on private property and outside of public right of ways.
These above three tactics can work for many roadways, but too often they are built reactively and only after a number of crashes, pileups, and other dangers already occurred. All options require room, more often, outside of public right of way. This requires transparent and consistent coordination with nearby residents. Discussions of the benefits for each tactic is key for the residents to allow any mitigation measures in the property. Because many Midwest states see snow for one-third to one-half of the year, agencies must be more proactive, many are now incorporating these tactics into their original planning and design. The Minnesota Department of Transportation, for example, is currently working on major interstate highways in rural locations and are including analysis of the corridor as part of the project. They have a whole department dedicated to working on snowdrift prevention.
Driver safety in winter is important and proper snowdrift prevention design can go a long way to saving lives, preventing crashes, and making roads safer for all of us. WSB’s transportation team can help advise on ways to make roads safer all year round.
DJ has been a quality manager and a senior project manager in transportation, both in preliminary and final design, for over 15 years. Prior to joining WSB, DJ was a design engineer and project manager for the Minnesota Department of Transportation (MnDOT) and has managed or been part of a wide range of design-bid-build transportation projects.
Pavement management plans are crucial for cities to properly oversee their networks of pavement. These plans help decision makers maximize their limited budgets by implementing the most cost-effective maintenance solutions on every segment of their roads, parking lots, and trails. A good pavement management plan helps decide which roads should receive maintenance, when they should receive it, and what kind of maintenance would be best. Additionally, a pavement management plan must be frequently updated to accurately capture pavement conditions and needs.
It can be complicated deciding how to allocate funds in a network of roads. Fortunately, there are analytical and scientific ways to help cities decide on the best way to use their street maintenance resources. While the process of creating a pavement management plan can seem overwhelming at first, it can be broken down into six steps.
Assess Inventory
The first step in creating a pavement management plan is to take inventory of all the roads that are to be included in the plan. This usually results in an updated map of all paved streets. Roads can be broken up into numbered segments so each section of pavement can be identified. Taking inventory can also include gathering maintenance records from recent pavement maintenance.
2. Pavement Inspection
Next, gather raw data from the pavement segments in the inventory. To understand the condition of each segment, the present pavement distresses are noted. Walking the streets and visually documenting distresses is one of the most detailed methods of capturing the data. An inspector can provide notes relating to unique distresses, maintenance, and other factors that cannot be captured by simply driving the road.
3. Condition Assessment
Once the raw data is recorded, the condition of a pavement section can be quantified using a single number such as a Pavement Condition Index (PCI) or Overall Condition Index (OCI) value. These numbers are calculated from the amount, type, and severity of the distresses surveyed. Having a segment represented by a single number makes it easier to compare against other segments. An average value condition index of the entire pavement network can be calculated to set budgets and track trends in the city’s pavement.
4. Condition Forecasting
Most pavements in a specific area exhibit a common pattern as they age. A standard degradation curve or a custom curve based on historical pavement maintenance tracking can be used to predict the condition of a segment in the future. This is important because pavement degradation is not constant. Knowing when a segment is about to enter a period of steep decline in condition is useful when deciding how to allocate maintenance resources and dollars.
5. Scenario Modeling
Using the current condition information and future condition information, a model can be created to analyze the future of a pavement network. Inputs such as budget, priority segments, preferred maintenance techniques, and construction costs are all variables that can be analyzed as models are created. These factors are dependent on discussions with the city to maximize the pavement conditions and align with a preferred strategy.
6. Capital Improvement Planning
The condition analysis allows cities to create a plan that optimizes pavement condition. Results usually include a list of road maintenance and construction projects that should be completed in each of the upcoming years. Furthermore, letting a computer optimize spending removes the guess work and ensures travelers are getting access to the highest quality roads possible. City officials can use the work plan to request work from contractors and notify residents of future projects.
While the six fundamental steps of pavement management are outlined above, every city has something that makes them unique. WSB has the technology and expertise to help tailor a pavement management plan for your community. We would be happy to discuss how we can help meet your pavement needs.
Matt Indihar is a Project Manager in WSB’s Construction and Design-Build Service Group with eight years of industry experience in construction and project development. Prior to WSB, Matt worked at MnDOT’s District 3 where he served as a Graduated Engineer, Senior Engineer, and Resident Construction Engineer.
Q: When someone hears the term ‘brownfield’ there are a lot of visuals that come to mind, but what is an actual brownfield site?
A: That’s a good question. Brownfields are more encompassing than the traditional rundown or abandoned urban building. A brownfield is a site that has a development history which resulted in the release of contamination, often a dry cleaner, gas station, or an industrial manufacturing site come to mind. However, they can also extend to rural areas such as farmstead dumps, agricultural storage facilities, and junkyards. In general, a brownfield is any site that has documented contamination, or potential contamination, which inhibits redevelopment.
Q: Contamination in redevelopment sounds risky. What are the benefits of brownfield development?
A: There is a certain amount of risk associated with brownfield redevelopment and it varies by a community’s appetite for risk. Often, it’s a great opportunity to revitalize an area of a community that is underutilized. Those factors can strengthen the case for grant funding sources, as well.
Q: Good point. Funding is key to any project. Are there a lot of funding resources for brownfield development?
A: There are several local and federal funding sources for brownfields. Locally, funding opportunities are driven by an economic development angle and hinges on the project bringing more jobs, affordable housing, and capital investment into the area. Federally, funding sources are generally more environmentally driven and focus on cleaning up the site or a targeted area.
Q: Is brownfield redevelopment a trend right now?
A: I would not say it’s a trend right now. Rather, successful brownfield redevelopment has been occurring for many years. I see this trend continuing as developers and lenders better understand risk, funding sources are available, and undeveloped land is less common. Coming out of the pandemic, it seems that more and more brownfield redevelopment is occurring within suburban communities. There are various factors that go into both greenfield and brownfield redevelopment. It depends on what’s driving the market.
Q: What is attractive about brownfields?
A: They can drive growth and prosperity in a community. When you take an underutilized part of a community and revitalize it, it can spur more development in the area. It can also provide more housing and commercial development that leads to an increased tax base. And it’s also better for the environment – cleaning up soil or groundwater contamination is always an added benefit.
Q: What is the most important thing a community should know and how can they prepare for brownfield development?
A: It all comes back to managing risk. Understanding the site and collecting data is where I always recommend people start. Working with a trusted environmental consultant and performing the proper due diligence (e.g. Phase I Environmental Site Assessment (ESA) and Phase II ESA) allows for a deeper understanding of the site and the work that would need to be performed. There are brownfields in every community, and I think there are always benefits and opportunities associated with taking something blighted and turning it into an economic driver.
Ryan Spencer has over 13 years of experience in the environmental consulting industry servicing both public and private sector clients. He is proficient in the planning, management, and completion of environmental due diligence, remediation, and brownfield grant writing.
By Chris Petree, Director of Operations, Alison Harwood, Director of Natural Resources, and Ray Theiler, Water/Wastewater Engineer
Understanding chlorides and making responsible decisions about them is challenging at best. They serve important functions in our everyday life, but they can also create lasting damage to the world around us. Learn more about how the chlorides are used on a day-to-day basis, what the long term affects are, and what options are available to properly manage them.
What are chlorides and how do they play a role in our lives?
Simply put, chlorides are salt. They play a big role in Minnesota life. Primarily, they are used in our water softeners to treat the state’s notoriously hard water and for de-icing the roads during winter months.
What negative impacts does over usage of chloride have?
Overuse of chlorides can affect our communities in a variety of ways. Understanding their full impact can be nearly impossible to calculate. Below are just a few of the ways people should be aware of.
Community water supplies: Many of our communities get their water from groundwater wells. They pull water from the ground to provide a public water supply. Excessive use of chlorides leads to groundwater contamination which makes its way into lakes and rivers and ponds, ultimately infiltrating the groundwater. When the groundwater develops high chloride levels or contamination, it becomes a safety issue that communities need to address.
Plants and wildlife: When concentrations of chlorides get high enough, it begins to kill plant life and setting off a domino effect in the eco systems. High levels of chloride destroy plant roots in aquatic systems resulting in fewer plants rooted to the lakebed. The lack of supportive root systems compromises bed stabilization and leads to more opportunity for sediment to be churned up, resulting in reduced water transparency and water quality. Salt used on roads can negatively affect wildlife and local pets. These animals often eat the salt used on roadways which can lead to illness or death. Even animals who need added salt in their diet are in danger, they are attracted to roadways (i.e., deer) causing safety concerns for the animals and drivers.
Infrastructure and transportation: Regardless of the application, we know that salt can be destructive and can lead to damage. Metal is particularly susceptible to salt damage.
High levels of chlorides on the streets have historically had a negative affect on vehicles. The salt on the roads builds up on the vehicles leading to premature rusting.
Pumping water with high chloride levels through pipes can lead to corrosion within water distribution systems, which in turn leads to issues with lead and copper in our water system.
The chlorides in the water cause premature degradation and failures of storm sewer systems, specifically in catch basins and manholes.
What are the benefits of reducing chloride usage?
The benefits of reducing chlorides are a long list that includes protecting the environment, the health of the community, and local infrastructure. However, often cost is the factor that really creates urgency around reducing chlorides.
Introducing the chlorides into the environment will ultimately require repair and rehab of groundwater systems, storm water systems, water infrastructure, wetlands, etc. All these systems have costs associated with them.
Acquiring the salt is another expense. Whether a small city, county, or state, the budget needed for de-icing is huge. Salt and de-icing chemicals are not produced locally. They can only be delivered by truck, train, or barge from the South. Taxpayer dollars are the how this transportation is funded, reducing chlorides frees up tax dollars to support other needs.
How to do you continue to maintain safe roadways in the winter, while meeting environmental regulations?
Technology and training are key.
It used to be that a salt truck was sent out with only a lever and a couple of dials for the operator to control salt usage. The technology and equipment currently available allows operators to apply the exact amounts of de-icing chemical needed based on precipitation type, air temperatures, and pavement temperatures. It is critical these staff are trained to use the equipment properly. Equipment and training will require an upfront investment but will ultimately save significant amounts of money on resources and damage repair done in the long run.
Some communities are exploring alternative de-icing chemicals beyond chloride. For example, you can mix in beet juice, molasses, sand, etc. There are many alternatives and mixtures that are less harsh on the environment, more cost effective and benefit communities in the long term.
How can communities help reduce chloride usage overall?
Make sure water softeners are functioning efficiently or upgrade to a higher efficiency model.
Explore those alternatives to road salt.
Educate: There are resources and trainings available.
MPCA Smart Salt Training: Educate businesses, property managers and residents. Its important communities take an active role in chloride reduction.
Involvement: Get communities involved by including information in community newsletters.
WSB can evaluate chloride usage and make recommendations for how to move forward. Our staff have the experience and knowledge, from years and years working at public agencies, that we can provide operational assistance and assessments when it comes to communities and planning.
Wildfires are dominating headlines this summer as cities across the United States are dealing with the dangerous air conditions created by the fires in Canada. Wildfires can be incredibly scary, ushering in unwanted destruction and loss of property, but it can also be a tool for rebirth and habitat restoration.
As an ecologist, I have used controlled fire as a tool. Taking a long view of plants and wildlife, many species rely on a natural cycle of disruption that includes fire, wind, animals and more. The Jack Pine, for example, requires fire to help open its cone and release seeds. Many invasive species don’t require cycles of disruption, on the other hand, and thrive among human development.
What are the Risks that Wildfire Bring?
The clearest risk with any uncontrolled fire is destruction of life and property. Wildfires are incredibly dangerous, and this summer’s hot, dry weather helped exacerbate fires in the north. Furthermore, as climate change brings more extreme weather conditions, the carbon released from large wildfires drives further warming, feeding the cycle for more extreme weather events.
Poor forest management and extreme weather can also cause fires to burn more intensely. Too much fuel load – material in a given area that burns and can dramatically increase the intensity of a fire –means that a fire may burn faster and hotter. Intense wildfires can destroy soil to the point it is hydrophobic, repelling water instead of absorbing it. It can also destroy good bacteria and fungi in topsoil. The destruction of soil from extreme wildfires can make it more difficult for new plants to grow, cause soil erosion that pollutes streams and waterways, increase the risk of flash flooding and harm local ecosystems.
As fire crews work to fight wildfires, that can also bring some environmental risk. The flame retardant used to control the spread of fires can be toxic to certain plants and animals. And when fire crews travel from one part of the country to another to fight large wildfires, they can unintentionally introduce invasive species to new regions.
What are the Environmental Benefits?
When we read about wildfires in the news, the stories are often focused on destruction, but fire can bring environmental and ecological benefits too. Because humans have disrupted many of the natural fire cycles, burning can help reset plant species. Plants are an essential building block to ecosystems, and new plant growth can help reattract or grow the population of numerous native wildlife species. Moose, bears and deer are some of the species that can be positively impacted by regeneration after fires.
Better Planning for Fires and Other Natural Disasters.
While proper forest management and use of controlled fire helps mitigate the risk of destructive wildfires, climate change and human activity means wildfires, unfortunately could become more commonplace in certain parts of the world. Planning for and building defensible space and structures reduces risk from wildfires. Working with municipalities at WSB, we often talk about planning for flooding, erosion, hurricanes and other extreme weather events to protect infrastructure, people and native wildlife.
For communities, especially those that face a greater risk of wildfire due to climate change and other factors, assessing the threat of fire and integrating defensible space and structures into planning is critical. I expect that to become a more prevalent consideration as part of innovative municipal planning in future decades.
Havranek has nearly 20 years of experience in the natural resources field. Prior to his time at WSB, Tony helped develop federal policies with the U.S. Fish and Wildlife Service and worked with tribal communities throughout the Midwest on their natural resources needs. He is recognized throughout the industry for his forestry, water quality, fisheries, aquatic and terrestrial vegetation, wetlands and wildlife expertise.
Although it is well-known that wind-energy projects have need for wildlife services, it is less known that wildlife services provide value for utility-scale solar projects. Wildlife services may be needed at different phases of project development depending on state guidelines. State permits, project off-takers or financiers often require wildlife assessments for utility-scale solar projects. Learn more about what you need to be aware of at each stage of a project.
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Biological assessment or site characterization study
A biological assessment or site characterization study is recommended to identify biological resources that may be impacted by the project including wildlife and fish communities, sensitive habitats, special status species and their habitats, and special management areas. The information gained from biological assessments and site characterization studies can help determine if additional field studies for special status species or sensitive habitats or special status species desktop-level habitat assessments are recommended, and guide project layouts.
Pre-Construction
Raptor nest and eagle nest surveys
Raptor nests, including those of eagles, are protected by the Migratory Bird Treaty Act (MBTA) and eagle nests are further protected by the Bald and Golden Eagle Protection Act (BGEPA). If project construction is planned during the nesting season, it is recommended that raptor nest surveys be conducted. The nesting season varies based on region with earlier start dates in the south. Also, raptor nest surveys are typically conducted prior to leaf-on to locate nests easier. Below are two examples of the need for such surveys.
Northern Harrier
Although many raptor species nest in trees, some species such as the northern harrier (Circus hudsonius) nest in herbaceous areas. The northern harrier is state listed in many states, and some states such as Ohio require nesting surveys when construction activities occur in herbaceous areas during the nesting season.
Bald and Golden Eagles
Bald (Haliaeetus leucocephalus) and golden (Aquila chrysaetos) eagle nests have additional protective measures and guidance under the BGEPA. The U.S. Fish and Wildlife Service guidance recommends a no disturbance buffer of at least 660 feet surrounding the nest, whether the nest is active or an alternate nest, unless similar activity occurs closer to the nest. If similar activity occurs closer than 660 feet from the nest, a no disturbance buffer of the same distance as the activity can be used. As the process to remove an eagle nest is long and costly, an eagle nest survey can help identify if there are any in the area that could be avoided during the site design process or during the construction process.
Bat habitat assessment
Many bat species roost in trees during their respective active seasons; some of these species are protected at the state or federal level. As such, tree removal within the ranges of protected bat species requires measures to avoid or minimize adverse impacts or incidental take. Avoidance or minimization measures include removing trees outside of the protected species’ active seasons, conducting habitat assessments to determine if the trees are potentially suitable roost sites, presence/probable absence surveys, or in some instances tree removal is entirely prohibited. Bat habitat assessments are often conducted when tree removal is proposed to occur during the active seasons (April 1 to October 31) of the federally endangered Indiana bat (Myotis sodalis) and the federally threatened northern long-eared bat (Myotis septentrionalis). The ranges of the Indiana bat and northern long-eared bat extend throughout much of the eastern United States. Some states, such as Missouri, have additional guidance measures that need to be followed regarding tree removal within the range of federally listed bat species. The bat habitat assessment provides information used to determine where tree removal can occur and whether tree removal can occur during the active season, or if tree removal activities should be postponed. Bat habitat assessments can be conducted at any time of the year.
During Construction
Environmental Compliance
Bird nest surveys may be needed depending on the geographic region of the project, construction timing, and the habitat types where construction activity will occur. The nests of bird species are protected by the MBTA. Nesting surveys are recommended if construction activities are planned to occur in non-agricultural areas during the active nesting season. The active nesting season varies based on region with nesting activity starting earlier at southern latitudes. If active nests are observed during survey efforts, a no disturbance buffer is established until the offspring are fledged or the nest is abandoned. The size of the buffer depends on the species, with smaller buffers used for nest of common species and larger buffers used for nests of rare species and raptors.
Conclusion
Ultimately, understanding the resources within and near your project site early in project development can reduce the risk of costly design revisions as well as the risk for permitting or construction delays. Although the focus of this piece was on avian and bat-related services for utility-scale solar projects, wildlife services can also help with project-related concerns involving other taxonomic groups including invertebrates (such as the rusty patched bumble bee [Bombus affinis] and Dakota skipper [Hesperia dacotae]) and reptiles (such as the eastern massasauga rattlesnake [Sistrurus catenatus] and Blanding’s turtle [Emydoidea blandingii]). For additional questions regarding the need for and value of wildlife surveys, contact Lucas Wandrie.
Lucas has over 15 years of experience in wildlife ecology and consulting. His specialties include providing desktop and field-based wildlife services for wind and solar projects and has supported the successful completion of these projects in 34 states.
THE BUSINESS CASE FOR RENEWABLE ENERGY STRATEGIES.
By Amy Fredregill, Sr. Director of Sustainability WSB
With the release of the 2021 Intergovernmental Panel on Climate Change (IPCC) report, the need for businesses, governments, and civilians to accelerate their efforts to build greener economies and avoid a global climate crisis is clear. Businesses and all levels of government are seeing increased climate risk along with demand from customers and community members to find innovative solutions that reduce emissions in energy, transport, and other industries.
The primary strategy to prepare for the future includes increasing energy and water efficiency and creating renewable energy plans while simultaneously managing the impacts that have already reached us, like an increase in extreme weather events.
Renewables and the economy.
Companies and consumers are becoming more selective of who they choose to work with and purchase from, focusing on carbon footprints and those committed to renewable goals, driving growth, and encouraging companies to be innovative. The future of renewables is booming and will ultimately reduce cost and risk, meeting the wants and needs of the consumer. Local governments are also strategically transitioning their operations to be more climate friendly, including securing renewable energy.
Developing predictive tools.
In response to extreme weather events and changing demands, WSB is developing a GIS-based tool to help businesses and government entities strategically transition their operations to renewable energy sources. The tool adapts to client needs and allows them to select which renewable sources should be included in their renewable plans. The tool is predictive, incorporating climate change projections that will affect energy production and operations in the future, and integrates cost and benefits of different sources of renewable energy technologies.
The new tool produces energy production calculations, climate risk assessments and suitability rankings. This data helps companies identify where the risks lie, so they can achieve their future goals, make informed decisions, and come up with solutions to achieve those goals.
The future of renewable energy.
According to the International Energy Agency, renewable energy currently makes up 26% of the world’s electricity, but that share is expected to grow to nearly 30% by 2024. As the demand for renewable energy sources and strategies grows, we have the unique opportunity to support a greener world, reduce cost and risk and meet customer demands.
2021 has presented a number of challenges to communities, not least of which was a major drought. Minnesota was faced with above-normal temperatures along with lower-than-average precipitation, resulting in one of the worst droughts seen in the area in the last 20-30 years.
As we move into fall and winter in Minnesota, leaders may be thinking that the worst of the drought is over and that they can move on to thinking about managing winter snow and cold. However, the ramifications of the drought are likely to continue into 2022. Below is a list of some of the ways the drought may have longer-term effects to communities.
Loss of saplings. Communities that implemented projects in 2021 that included planting saplings are likely going to find that many of them have not survived the year and are going to need to be replaced in the spring.
Mature tree loss. Due to the stress of drought, mature trees in the community may have suffered from pests or disease. These shade trees are a major resource to communities and may need to be treated or replaced.
Watering restrictions. Many communities implemented watering restrictions due to drought conditions. Irrigation systems that ran too often or for too long used more resources than necessary leading to reduced water availability for daily needs. This also resulted in concerned or confused residents that didn’t understand how or why these restrictions were needed for the good of the community.
Low reserves of community water supplies. In addition to increased watering demands for vegetation, valuable water was often lost through inefficient or defective equipment in many residents and businesses.
Well interference. Drought can often result in domestic or municipal wells running out of water. The MN DNR received significantly more calls this year than normal about dry wells that require them to investigate and often result in owners or municipalities incur repair costs.
Nearly all Minnesota cities experienced some or all these challenges this summer. As a result of the extreme stress put on local water infrastructure, the MN DNR has put together the 2021 Drought Assistance Proposal. This proposal includes a request for $13.3 million in funding to help cities address the effects of this drought.
WSB is tracking the funding package as it moves through the legislature and will be prepared to assist clients with grant applications for the fund as well as identify other funding opportunities that are tied to this effort.
Alyson is a Senior Project Manager in WSB’s Municipal Group and the City Engineer for the City of Minnetrista. With 20 years of engineering experience in the municipal industry, Alyson Fauske has built her career providing municipal engineering services throughout the Twin Cities.
