Addendum to the National Renewable Energy Laboratory Environmental 

Performance Report for 2010 (Annual Site Environmental Report per the 

U.S. Department of Energy Order 231.1-1A Chg 2) 

Traffic Mitigation Action Plan Update 

November 2011 
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Traffic Mitigation Action Plan 

2010 Update 

Traffic Management 

A Mitigation Action Plan (MAP), finalized in May 2008, was developed to address potential 

environmental impacts from changes in traffic at NREL and to support a Finding of No 

Significant Impact for several projects at the laboratory, including the new Research Support 

Facility (RSF). The MAP specifies the methods for implementing mitigation measures to ensure 

that the impacts from the proposed action are rendered not significant. The MAP requires that 

“Upon occupation of the RSF, DOE and NREL will monitor traffic flow to and from the STM site 

two times per year at a minimum to confirm that either the 522 vehicle-trips per hour during 

peak rush hour or the 387 vehicle-trips per hour (whichever is applicable at the time of 

monitoring) criterion is not exceeded.” The MAP also states that “A report on the 

implementation and effectiveness of the STM traffic mitigation measures will be published in the 

NREL Annual Site Environmental Report.” 

In addition to traffic monitoring, the MAP identified the measures committed to by management 

as Traffic Demand Management (TDM) mitigating actions. These actions include alternative 

work schedules, expanded shuttle services, expanded carpools, and encouraging pedestrian and 

bike traffic. The near term TDM commitments completed in 2010 are described below. 

Preliminary traffic monitoring began in June 2010 and continued through the end of the year. 

The results of the initial traffic monitoring are described below. As required, a final report on 

effectiveness of the mitigation measures will be included in the next annual report. 

Mitigating Actions Update 

In 2010, previously implemented mitigation measures including transit subsidies, 

telecommuting, flextime and dedicated staff as the Transportation Program Coordinator, were 

continued. In addition, several new mitigation measures were implemented, including new 

shuttle routes to regional public transit hubs, vanpool subsidies, and new on-site parking and 

maintenance stations for bicycles, among others. Results from these efforts are reported below. 

Alternative modes of commuting

Services continued from 2009 

• Eco Passes are provided to employees to use the Regional Transportation District (RTD) 

public transportation system – unlimited RTD regional, express, local, light rail, and calln-Ride services. 

• Alternative-fuel shuttle vehicles that reduce miles traveled at STM, Golden Hill and 

Denver West sites in Golden, CO 

New services implemented in 2010 
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• New shuttle routes that provide connections between STM, Golden Hill and Denver West 

sites in Golden, CO and two regional RTD transit stations in Lakewood, CO and Wheat 

Ridge, CO and a major RTD bus stop (for buses from Boulder, CO). 

• Incentive parking for vanpools and carpools at STM, Golden Hill and Denver West sites. 

• Vanpool subsidies for participants in formal organized vanpools. 

• New bike racks and a bicycle repair and maintenance station at the STM site. New bike 

racks on shuttle vehicles that permit staff to take their bikes with them when they 

commute or move between buildings.

• Internal RideShare Connections are available on the NREL network and allow staff to 

post and search listings for potential carpool and vanpool partners within NREL.

• Literature kiosks in key building locations that provide shuttle and RTD schedules, 

bicycle maps, and telecommuting information. 

• Coordinated and hosted information sharing events for safe bicycling, rideshare (carpool 

and vanpool) and RTD services. 

Flexible workplace practices

Conferencing by video, telephone, and the internet as well as alternative work schedules(AWS) 

provide flexibility in how people work–saving time, energy, and money. An AWS policy allows 

employees to work varying schedules (with management approval), including four-day 

workweeks–reducing the miles driven by employees to and from the laboratory. 

Telecommuting

NREL initiated a telecommuting pilot program to test feasibility and build support for the 

program in the fall of 2009. The pilot was conducted with participation from 12 groups and over 

492 employees of various different job classifications representing approximately 30 percent of 

the laboratory. Pilot program participants and their supervisors were surveyed at the conclusion 

of the project and lessons learned from the pilot were used to fine tune the formal program and 

develop a laboratory level procedure. The program is scheduled to open lab-wide in the first 

quarter of 2011. There are many benefits in telecommuting including: 

• High Performing Workforce. Higher morale and commitment, improved recruitment and 

retention of global talent 

• Sustainability. Reduced CO2, energy use, waste generation, facility size, parking 

requirements, traffic impact on-and off- site 

• Economics. Reduce employee commuting costs (fuel and vehicle maintenance) 

• Supports work-life balance. 

Teleconferencing

NREL is developing a campaign and training program to promote and encourage use of 

teleconferencing and videoconferencing for meetings. The purpose for this would be to help 

decrease local vehicle trips and decrease air and ground travel. The program is anticipated to 

begin in early 2011. 
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Traffic Metrics

In June 2010 staff began gradually moving to the STM from other sites (Denver West and 

Golden Hill) to occupy the Research Support Facility. At that time, solar powered radar traffic 

recorders were installed at the east (main) entrance to the STM site. The recorders have been 

continually recording traffic volumes coming to and leaving the laboratory and staff has been 

monitoring the key peak hour volumes to ensure compliance with the MAP threshold. The 

preliminary data indicate that the time period during which there is the greatest impact on traffic 

is between 4:30 and 5:30 p.m., designated the PM Peak Hour. Traffic counts for this time period 

were extracted from the complete data set for the recording period and compared against the 

allowable maximum. 

Figure 1 shows the data set of traffic counts for each week day during the last 12 weeks of 2010. 

The allowable threshold and the average traffic flow volumes are indicated on the figure. 

Figure 1. Traffic Counts by Day of the Week, Vehicle Trips in PM Peak Hour 

The applicable traffic volume threshold identified in the MAP is 387 vehicle trips in the PM 

Peak Hour (from 4:30 PM to 5:30 PM) for the unimproved intersection. This threshold identifies 

the acceptable number of vehicle trips NREL can contribute to the unimproved intersection of 

Denver West Parkway and Denver West Marriott Boulevard without causing significant 

degradation to flow. In 2010, PM Peak Hour traffic volume averages stayed below the MAP 

threshold. 

• PM Peak Hour Average (average for last 12 weeks of 2010) = 275 vehicle trips 

• PM Peak Hour Maximum (over last 12 weeks of 2010) = 358 vehicle trips 

Allowable Maximum 

Observed 12 Week Average 
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A summary of the PM peak hour volumes for each weekday is presented in Table 1. 

Table 1. Summary of PM Peak Traffic Flows, Vehicle Trips in PM Peak Hour 

Statistics for Total PM Peak Hour (4:30pm - 5:30pm) - Past 12 Weeks* 

 Mon. Tue. Wed. Thu. Fri. Weekday 

Minimum 265.0 277.0 82.0 13.0 12.0 12.0 

Average 291.6 300.7 292.0 269.1 222.0 275.1 

Maximum 316.0 327.0 340.0 358.0 301.0 358.0 

* W41-2010 through W52-2010 

Additionally, capacity improvements (and additional right-turn lane) on Denver West Parkway at 

Denver West Marriott Boulevard are planned for the near future. The planned capacity 

improvement will increase the acceptable peak hour threshold identified in the MAP from 387 to 

522 vehicles in the PM Peak Hour.