TR Newsmarch–April 2019 NUMBER 320 Renewing the National Commitment to the Interstate Highway System a FOUNDATION for the FUTURE

TR NEWSMarch–April 2019 NUMBER 320 Renewing the National Commitment to the Interstate Highway System A FOUNDATION FOR THE FUTURE

PLUS Critical Issues in Transportation 2019 Collaborative Research at Ohio DOT Better Airport Restroom Design TRB 98th Annual Meeting Photo Highlights TRANSPORTATION RESEARCH BOARD 2019 EXECUTIVE COMMITTEE*

Chair: Victoria A. Arroyo, Executive Director, Georgetown Climate Center; Assistant Dean, Centers and Institutes; and Professor and Director, Environmental Law Program, Georgetown University Law Center, The National Academy of Sciences was Washington, D.C. established in 1863 by an Act of Congress, Vice Chair: Leslie Richards, Secretary, Pennsylvania Department of Transportation, Harrisburg signed by President Lincoln, as a private, Executive Director: Neil J. Pedersen, Transportation Research Board nongovernmental institution to advise the TR nation on issues related to science and tech- Michael F. Ableson, Vice President, Global Strategy, General Motors, Detroit, Michigan nology. Members are elected by their peers Carlos Braceras, Executive Director, Utah Department of Transportation, Salt Lake City for outstanding contributions to research. Ginger Evans, President, Tower Consulting, LLC, Arlington, Virginia Nuria I. Fernandez, General Manager and CEO, Santa Clara Valley Transportation Authority, San Jose, California Dr. Marcia McNutt is president. Nathaniel P. Ford Sr., Executive Director–CEO, Jacksonville Transportation Authority, Jacksonville, Florida TR The National Academy of Engineering was A. Stewart Fotheringham, Professor, School of Geographical Sciences and Urban Planning, Arizona State University, Tempe established in 1964 under the charter of the Susan Hanson, Distinguished University Professor Emerita, Graduate School of Geography, Clark University, National Academy of Sciences to bring the Worcester, Massachusetts practices of engineering to advising the na- Stephen W. Hargarten, Associate Dean, Chairman, Director, Professor, Associate Dean for Global Health, tion. Members are elected by their peers for Director of the Injury Research Center, Medical College of Wisconsin, Milwaukee extraordinary contributions to engineering. Chris T. Hendrickson, Hamerschlag University Professor of Engineering, Carnegie Mellon University, Dr. C. D. Mote, Jr., is president. Pittsburgh, Pennsylvania S. Jack Hu, Vice President for Research and J. Reid and Polly Anderson Professor of Manufacturing, University The National Academy of Medicine of Michigan, Ann Arbor (formerly the Institute of Medicine) was Roger B. Huff, President, HGLC, LLC, Farmington Hills, Michigan Ashby Johnson, Executive Director, Capital Area Metropolitan Planning Organization, New York established in 1970 under the charter of Geraldine Knatz, Professor, Sol Price School of Public Policy, Viterbi School of Engineering, University of the National Academy of Sciences to advise Southern California, Los Angeles the nation on medical and health issues. William (Bill) Kruger, Vice President, Fleet Maintenance and Engineering, UPS Freight, Richmond, Virginia Members are elected by their peers for Michael R. McClellan, Vice President, Strategic and Network Planning, Norfolk Southern Corporation, distinguished contributions to medicine Norfolk, Virginia and health. Dr. Victor J. Dzau is president. Melinda McGrath, Executive Director, Mississippi Department of Transportation, Jackson Patrick K. McKenna, Director, Missouri Department of Transportation, Jefferson City The three Academies work together as the Brian Ness, Director, Idaho Transportation Department, Boise National Academies of Sciences, Engineer- Susan Shaheen, Adjunct Professor, Civil and Environmental Engineering; Co-Director, Transportation ing, and Medicine to provide independent, Sustainability Research Center; Director, Innovative Mobility Research, University of California, Berkeley James M. Tien, Distinguished Professor and Dean Emeritus, College of Engineering, University of Miami, objective analysis and advice to the nation Coral Gables, Florida and conduct other activities to solve complex Shawn Wilson, Secretary, Louisiana Department of Transportation, Baton Rouge problems and inform public policy decisions. The National Academies also encourage Ronald Batory, Administrator, Federal Railroad Administration, U.S. Department of Transportation, Santa Fe, education and research, recognize outstand- New Mexico (ex officio) ing contributions to knowledge, and increase Michael Berube, Acting Assistant Secretary for Sustainable Transportation, U.S. Department of Energy, public understanding in matters of science, Washington, D.C. (ex officio) Mark H. Buzby (Rear Admiral, U.S. Navy), Administrator, Maritime Administration, U.S. Department of engineering, and medicine. Transportation (ex officio) Learn more about the National Academies Steven Cliff, Deputy Executive Officer, California Air Resources Board, Sacramento (ex officio) Edward Comstock, Independent Naval Architect, Davidson, North Carolina (ex officio) of Sciences, Engineering, and Medicine at Howard R. Elliott, Administrator, Pipeline and Hazardous Materials Safety Administration, U.S. Department www.nationalacademies.org. of Transportation (ex officio) Daniel K. Elwell, Acting Administrator, Federal Aviation Administration, U.S. Department of Transportation The Transportation Research Board is one (ex officio) of seven major programs of the National LeRoy Gishi, Chief, Division of Transportation, Bureau of Indian Affairs, U.S. Department of the Interior, Academies of Sciences, Engineering, and Washington, D.C. (ex officio) Medicine. The mission of the Transportation John T. Gray II, Senior Vice President, Policy and Economics, Association of American Railroads, Washington, Research Board is to increase the benefits D.C. (ex officio) that transportation contributes to society Brandye Hendrickson, Deputy Administrator, Federal Highway Administration, U.S. Department of Transportation (ex officio) by providing leadership in transportation Nikola Ivanov, Director of Operations, Center for Advanced Transportation Technology Laboratory, innovation and progress through research University of Maryland, College Park, and Chair, TRB Young Members Council (ex officio) and information exchange, conducted within Heidi King, Deputy Administrator and Acting Administrator, National Highway Traffic Safety Administration, a setting that is objective, interdisciplinary, U.S. Department of Transportation (ex officio) and multimodal. The Board’s varied activities Raymond Martinez, Administrator, Federal Motor Carrier Safety Administration, Washington, D.C. (ex officio) annually engage about 7,000 engineers, sci- Keith Nelson, Senior Advisor to the Secretary, Office of the Assistant Secretary for Research and Technology, entists, and other transportation researchers U.S. Department of Transportation (ex officio) Craig A. Rutland, U.S. Air Force Pavement Engineer, U.S. Air Force Civil Engineer Center, Tyndall Air Force and practitioners from the public and private Base, Florida (ex officio) sectors and academia, all of whom contrib- Karl Simon, Director, Transportation and Climate Division, U.S. Environmental Protection Agency (ex officio) ute their expertise in the public interest. The Paul Skoutelas, President and CEO, American Public Transportation Association, Washington, D.C. (ex officio) program is supported by state transportation Scott A. Spellmon (Major General, U.S. Army), Deputy Commanding General for Civil and Emergency departments, federal agencies including Operations, U.S. Army Corps of Engineers, Vicksburg, Mississippi (ex officio) the component administrations of the U.S. Katherine F. Turnbull, Executive Associate Director and Research Scientist, Texas A&M Transportation Department of Transportation, and other Institute, College Station (ex officio, Past Chair, 2018) organizations and individuals interested in Jim Tymon, Executive Director, American Association of State Highway and Transportation Officials, Washington, D.C. (ex officio) the development of transportation. K. Jane Williams, Acting Administrator, Federal Transit Administration, U.S. Department of Transportation (ex officio) Learn more about the Transportation Paul Zukunft (Admiral, U.S. Coast Guard), Commandant, U.S. Coast Guard, Washington, D.C. (ex officio) Research Board at www.TRB.org. * Membership as of February 2019. NEWS 3 8 TR Number 320 / March–April 2019

TR 13 25 30 3 NASEM REPORT Critical Issues in Transportation 2019 Katherine F. Turnbull This 2019 update of the influential TRB report outlines the critical issues facing transportation today: transformational technologies and services, serving a growing and shifting population, energy and sustainability, resilience and security, 25 Five Years of Real Results: Ohio safety and public health, equity, governance, system DOT Collaborates in Research performance and management, funding and financing, goods movement, institutional and workforce capacity, Initiative and research and innovation. The Critical Issues document Ron Poole is a valuable resource to help guide TRB activities and Explored in this article are the first 5 years of Ohio’s transportation research in general. Research Initiative for Locals (ORIL), an Ohio Department of Transportation (DOT) program formed in 2013 to use 8 TRB SPECIAL REPORT research to solve local transportation issues. Nearly 85% of the centerline miles in Ohio are controlled by townships, Renewing the National counties, cities, and villages—requiring a great deal of Commitment to the Interstate coordination between Ohio DOT and local agencies. Through collaboration and targeted outreach, ORIL helps Highway System: A Foundation local agencies identify research needs and implement results. for the Future Monica A. Starnes 30 Public–Private Partnerships: Policy, Special Report 329, Renewing the National Commitment to the Practice, and Popularity Interstate Highway System: A Foundation for the Future, charts a course to meet the growing and changing demands of Mohammad S. Khan 21st-century highway travel. The congressionally requested Although public–private partnerships (P3s) have been in use report summarized by this article examines the challenges in U.S. transportation projects for decades, the acceptance, facing Interstate highways—aging assets, increased traffic, popularity, and market share of P3s are still low. This article reduced revenues, a radically changing vehicle fleet, and examines many aspects of P3s: funding and financing, more—and presents recommendations and advises possible legal implications, and legislative status in various states. changes in law and resources. Successful projects and technologies derived from P3s also are presented. 13 HIGHLIGHTS FROM THE TRB ANNUAL MEETING 2019 37 ACRP RESEARCH REPORT 130 Transportation for a Smart, Guidebook for Airport Terminal Sustainable, and Equitable Future Restroom Planning and Design TRB’s 98th Annual Meeting in January drew more than Jens Vange and Alan Howell 13,000 students and transportation professionals to The award-winning restroom upgrade initiative at Washington, D.C.—amidst a snowstorm and U.S. federal Minneapolis–Saint Paul International Airport (MSP) served government shutdown—to share research in nearly 800 as the inspiration for ACRP Research Report 130. This article sessions and workshops and to participate in committee offers details on the MSP restroom project, the development meetings, award ceremonies, and networking opportunities. of the ACRP guidebook for airport terminal restroom Featured speakers included U.S. Transportation Secretary planning and design, and future directions of research Elaine L. Chao, who addressed transportation’s future, and related to airport facilities. Norman R. Augustine and Norman Y. Mineta, cochairs of the Future Interstate Study Committee.

COVER Bridge replacement on the original I-80 San Francisco–Oakland Bay Bridge. An article in this issue of TR News examines the research and policy issues surrounding the maintenance and rehabilitation of the Interstate Highway System. (Photo: Frank Schulenburg, Flickr) Coming Next Issue

43 TCRP RESEARCH REPORT 201 The May–June 2019 issue of TR News addresses women Understanding Demographics, and gender in transportation. Preferences, and Locations Developed by the TRB Standing Committee on Women’s Issues Influencing the Future of Public in Transportation, this theme Transportation: Multidisciplinary issue will explore topics including Study of Factors that Affect the statistics about the negative effects of women’s unequitable Markets for Transit transportation access on the Matthew A. Coogan global economy; women and transit; a case study from Austria Demographic groups respond differently to common on women’s travel constraints; sets of transportation options. The author goes beyond and the challenges that minority, simply analyzing travel times and costs in an examination low-income women face as of the underlying factors that influence mode choice. This Photo: Heather Allen pedestrians and bicyclists. interdisciplinary research formed the basis of TCRP Research Report 201, which outlines an analytical framework that can A mother escorts her children to school. The effect of shed light on the future of public transportation. transportation access on the economic development of women and girls is among the topics explored in the May–June 2019 issue of TR News. 49 NCHRP RESEARCH PROJECTS Development of National Specifications for Accelerated Bridge Construction Also in This Issue: Michael P. Culmo 55 Profile The widespread use of accelerated bridge construction Mark E. Felag, Managing Engineer, Rhode Island Department of (ABC) technology has been impeded by the lack of an Transportation ABC-specific national design and construction specification. Presented in this article are two NCHRP projects that address 56 TRB Highlights this gap: one that developed a national ABC design and Convening Events to Address Pressing Issues Facing Airports by construction specification, and one that studied tolerances Karen Febey in prefabricated elements and the dynamic effects of moving bridges from prefabrication staging areas to actual 59 News Briefs bridge sites. 60 Bookshelf 63 Calendar

TR NEWS Transportation Research Board telephone 202-334-3216, fax 202-334-2519. Neil J. Pedersen, Executive Director Periodicals postage paid at Washington, D.C. features articles on innovative and timely research Russell W. Houston, Associate Executive Director and development activities in all modes of Ann M. Brach, Director, Technical Activities Postmaster: Send changes of address to TR News, transportation. Brief news items of interest to the Thomas R. Menzies, Jr., Director, Consensus and Transportation Research Board, 500 Fifth Street, transportation community are also included, along Advisory Studies NW, Washington, DC 20001. with profiles of transportation professionals, meeting Gary J. Walker, Director, Administration and Finance Notice: The opinions expressed in articles announcements, summaries of new publications, and Christopher J. Hedges, Director, Cooperative news of Transportation Research Board activities. appearing in TR News are those of the authors Research Programs and do not necessarily reflect the views of TR News is produced by TR News (ISSN 0738-6826) is issued bimonthly by the Transportation Research Board. The Transportation Research Board the Transportation Research Board, 500 Fifth Street, Transportation Research Board and TR News do Publications Staff NW, Washington, DC 20001. Internet address: not endorse products or manufacturers. Trade and Eileen P. Delaney, Director of Publications www.TRB.org. manufacturers’ names appear in an article only Lea Camarda, Editor because they are considered essential. Heidi Willis, Associate Editor Editorial Correspondence: By mail to the Jennifer G. Correro, Assistant Editor Publications Office, Transportation Research Board, Printed in the United States of America. 500 Fifth Street, NW, Washington, DC 20001, by TR News Editorial Board Copyright © 2019 National Academy of Sciences. telephone 202-334-2986, by fax 202-334-3495, or Christine L. Gerencher, Chair All rights reserved. For permissions, contact TRB. Camille Crichton-Sumners by e-mail [email protected]. Waseem Dekelbab Subscriptions: North America: 1 year $75; single Karen S. Febey issue $19. Overseas: 1 year $100; single issue Nelson H. Gibson $19 plus shipping. Inquiries or communications Edward T. Harrigan concerning new subscriptions, subscription Micah Himmel problems, or single-copy sales should be addressed Katherine Kortum to the Business Office at the address below,T or R NASEM REPORT

CRITICAL ISSUES IN TRANSPORTATION 2019

Photo: National Renewable Energy Lab

RB released its first critical issues and subsequent approval of the document KATHERINE F. TURNBULL list in 1974. For 45 years, regular through a rigorous report review process. updates to the list have focused Because of this, for the first time, the Criti- The author is Executive attention on key transportation cal Issues document is a publication of the Associate Director, Texas A&M issues and opportunities shaping National Academies of Sciences, Engineer- Tresearch, policies, programs, and projects ing, and Medicine. Transportation Institute, College at the national, state, and local levels. Station; past chair of the TRB The development of Critical Issues in Critical Issues Executive Committee; and current Transportation 2019 was led by the TRB Presented in Critical chair of the TRB Executive Executive Committee Subcommittee on Issues 2019 are Committee Subcommittee for Planning and Policy Review, with partici- high-level, challenging pation from the chairs of TRB’s more than questions about 12 in- Planning and Policy Review. 220 standing committees and task forces, terrelated topics. These

Above: Critical Issues in Transportation 2019 sections, and groups, as well as the Marine framing questions addresses 12 interrelated transportation Board, sponsors, and key stakeholders. focus on critical issues topics in need of research, policy discussion Highlighting the importance of the facing transportation in or collaborative problem solving. Some entities, such as the Port of Long Beach in report, the National Academies Report the next 10–20 years California, may face nearly all of the issues. Review Committee oversaw peer review of that can be addressed TR TR NEWS March–April 2019 › 3 Photo: Antonio R. Villaraigosa, Flickr • Serving a growing and shifting population, For 45 years, regular • Resilience and security, updates to the list • Safety and public health, have focused attention • Equity, • Governance, on key transportation • System performance and issues and opportunities management, • Funding and financing, shaping research, • Goods movement, policies, programs, and • Institutional and workforce capacity, and projects at the national, • Research and innovation. These topics include ongoing concerns state, and local levels. as well as new and emerging issues. The framing questions reflect both the in- and to avoid unintended consequences, creasing complexity and challenges facing it is imperative to gain a better under- society and all transportation modes and standing of the operation and use of these the opportunities for innovative solutions. services and their influences on vehicle A few topic areas are highlighted below ownership, public transit ridership, vehicle to offer a perspective on the new and miles traveled, and vehicle emissions. A container is placed on an electric port emerging issues. Other questions in this topic address truck in the Port of Los Angeles. Critical Issues 2019 covers topics important the safe introduction of connected and to ports: goods movement, energy and Transformational automated vehicles as well of as fully sustainability, and transformational autonomous vehicles, vessels, and aircraft. technologies. Technologies and Services This topic reflects the rapidly changing Identified are the many issues associated with security, human factors, regulatory through research, policy discussion, and environment of connected, automated, oversight, insurance, and consumer accep- collaborative problem solving in the near and autonomous vehicles, marine vessels, tance of connected and automated vehicles term. and aircraft. Also addressed are the combi- as well as their interaction with pedestrians, The Executive Committee examined nation of new technologies and innovative bicyclists, and other vulnerable road users. the many factors influencing the transpor- entrepreneurship that have led to innova- Additional framing questions focus on tation system’s ability to meet the diverse tions in ride-, car-, and bikesharing as well current and future communication tech- needs of society in an era of unprece- as in e-commerce. dented change: demographic changes, Framing questions focus economic growth, technology advance- on the impact of Uber, Photo: Boenau, Pixabay ments, and new energy resources, as well Lyft, and other transpor- as safety, security, equity, and resilience tation network compa- concerns. nies (TNCs) that have Although the critical issues are present- emerged in the past ed from a U.S. perspective, most of the decade as new travel topics are global in scope. In addition, the options in urban areas. United States can benefit from interna- To ensure mobility tional research and experience, informing enhancements for all the discussion of appropriate policies and population segments programs. Innovations in ride-, The following 12 topics form the basis car-, and bikesharing for Critical Issues 2019: transform mobility and have significant • Transformational technologies and impacts on transit services, use, vehicle ownership, and • Energy and sustainability, emissions.

4 ‹ TR NEWS March–April 2019 The costs of moving agricultural and energy products from rural areas affect the prices paid by consumers for the products.

compromising emergency response times and chances for survival. The rural transportation network offers access to national and state parks, recre- ation areas, and cultural sites for residents and visitors. Transportation is vital to the travel and tourism industry, supporting local jobs in rural areas throughout the country. Framing questions for this cross-cut- Photo: Jerry Huddleston, Flickr ting topic include examining cost-effective transportation modes and policies nologies, including dedicated short-range Railroads, the inland and coastal water to improve internal megaregion travel, communications and fifth-generation systems, roads, airports, and pipelines ensuring connectivity to other regions, Wi-Fi, or 5G, and on the roles of federal, all support the movement of agricultural and innovative mobility services provid- state, and local agencies in regulating and products and energy extraction and pro- ing access to jobs, public and private overseeing pilots, demonstrations, and duction, influencing the prices consumers services, education, and health care for deployment of different technologies. pay in stores and at the gas pump. rural residents. Transformational technologies and Like their urban counterparts, rural services influence many of the other residents need mobility and safe travel Resilience and Security cross-cutting topics in Critical Issues 2019. options. Rural transit systems face increas- Hurricanes Harvey and Maria in 2017 For example, individuals with disabilities ing demands to serve a population of are just two recent examples of extreme and those without smartphones, credit residents that are older, have disabilities, weather events disrupting the lives of cards, or bank accounts may not be able or need to travel long distances to health millions of people and costing billions to access TNC services, and this raises care and social services. Rural residents of dollars in infrastructure and property equity concerns. Transformational tech- involved in traffic crashes, including sin- damage. Intense rainfall, superstorms, nologies also factor into questions on gle-vehicle lane-departure crashes, tornadoes, and fires have taken their toll on sustainability, funding and financing, and face long travel distances to hospitals, transportation facilities across the country. future workforce needs.

Photo: MTAPhotos, Flickr Serving a Growing and Shifting Population This topic recognizes that, although urban areas are the nation’s economic engine, it also is vital to address transportation needs in megaregions and rural areas. The challenges and opportunities in megaregions and rural areas are very different, but both areas provide essential support to the economy and quality of life in the United States. The continuing growth of megaregions contributes to increasing traffic congestion, and the movement of people and goods across metropolitan areas and state lines cre- ates unique issues. Questions on the most appropriate modes are presented, as well as on funding and financing methods for multiagency, multiple-jurisdiction projects. Metropolitan Transportation Authority workers survey Hurricane Sandy damage at the South Rural areas face significant challeng- Ferry subway station in New York in 2012. As extreme weather events become more common, es that affect all segments of society. strategies to mitigate damage become more necessary.

TR NEWS March–April 2019 › 5 Manmade disasters, including terrorism and cyber attacks on infrastructure, also can cause major damage and distress to the transportation system. Framing questions focus on developing strategies to meet threats and to mitigate the vulnerabilities of communities throughout the country as well as on the public- and private-sector groups responsible for the transportation system. Other questions address incorporating climate-science data into transportation planning and project development, expanding cybersecurity within transportation agencies, and enhancing security in all modes. Also suggested is an increase in Photo: Sadie Colbert, U.S. Air Force methods of sharing best practices among Primary among new safety challenges in transportation is mobile phone distraction, affecting public- and private-sector partners. drivers, pedestrians, and aircraft and rail operators.

Safety and Public Health Framing questions across all modes on tionally. This topic also recognizes that Safety continues to be a critical trans- this topic focus on interventions for reduc- freight transportation is a complex system portation issue—and well it should be, ing crashes involving distractions, alcohol involving private carriers that operate on considering the nearly 40,000 fatalities on and drug impairments, and operator both public and private infrastructure, the nation’s roadways each year. With safe- fatigue, and on strategies to reduce the with federal, state, and local agencies ty-enhancing advancements in roadway growing number of pedestrian and cyclist regulating many aspects of the system. and vehicle design, the framing ques- injuries and fatalities. The growth in international trade, e-com- tions on this topic have changed. Many By grouping safety and public health, merce, and urban freight delivery all questions now focus on such issues as Critical Issues 2019 further focuses framing affect different elements of the transpor- distracted drivers and pedestrians, whose questions on the impacts of emissions, tation system. attention often is split between driving or noise, urban heat islands, the spread of Framing questions address the use and walking and using electronic devices—for infectious diseases, and other related impact of transformational technologies in example, texting on cell phones. Texting concerns. Developing new methods and all freight modes, innovative applications by operators also has been a concern in technologies to reduce vehicle-based for urban goods movement, new analyt- recent helicopter and rail crashes. emissions continues to be an important ical methods and sources of freight data, area of study. and labor shortages in trucking and freight The growth operations. Other questions address the of unmanned impacts of ocean megavessels, truck size aerial vehicles and weight, and airport freight capacity. and unmanned aircraft systems Using Critical Issues 2019 also is covered Identifying these critical issues is just the in this topic, with beginning of the process. The impact questions address- comes in how the issues are used to ing these new sourc- undertake research, policy discussions, es of safety risk and and outreach to improve transportation. their regulation and The Critical Issues 2019 document helps user acceptance. guide TRB activities and is a valuable resource for sponsors, stakeholders, and Goods other groups. Movement TRB is the go-to place for unbiased, Photo: Paul Novarese, Flickr The nation’s economy forward-looking research, innovative Memphis International Airport, home to the FedEx Express depends on an efficient solutions, and information sharing to global hub, operates the second-busiest cargo operation in the world. Critical Issues 2019 addresses needed system system for moving freight address cross-cutting, critical topics. The efficiency for freight movement. domestically and interna- TRB Executive Committee is using the

6 ‹ TR NEWS March–April 2019 identified issues to update its strategic Critical Issues document to help guide addressing key concerns and improving plan and to organize policy sessions, research, education, professional capacity the transportation system for all users. including a January 2019 session on rural building, and outreach activities. Univer- Communicating the critical issues to transportation and a planned session on sity Transportation Centers sponsored by the public and to various interest groups distracted driving in June. can further enlighten the conversation Many of the experts on these Critical on national, state, and local transporta- Issues 2019 topics are active in TRB. The tion; providing ongoing information on standing committees and task forces ad- As TRB approaches cross-cutting issues as research results dress the critical issues at Annual Meeting become available adds value to these dis- sessions, specialty workshops, and confer- its centennial in 2020, cussions. Critical Issues 2019 will continue ences. Committees develop research prob- to foster international collaboration and lem statements focusing on the topics, the development of cooperation on research and information and many embark on other activities to sharing. Learning from projects in oth- engage key stakeholders. Additionally, the Critical Issues 2019 er countries and sharing findings with critical issues are often used in formulating colleagues abroad can enhance collabora- and updating committee triennial strategic has never been more tive relationships across the international plans to help focus activities. research community. The groups overseeing TRB’s Coop- important, relevant, As TRB approaches its centennial erative Research Programs, including the in 2020, the development of Critical National Highway Cooperative Research or meaningful. Issues 2019 has never been more im- Program and the Transit Cooperative portant, relevant, or meaningful. After Research Program, benefit by using the all, if the questions surrounding how to critical issues to develop or refine problem the U.S. Department of Transportation improve the transportation system were statements. Groups and researchers also often address aspects of the critical issues easy, they would have been answered by can use the issues to identify research for identified by TRB. now. TRB is well positioned to identify the different synthesis and Innovations The Critical Issues 2019 document and address critical issues and ensure Deserving Exploratory Analysis programs. can also help facilitate and enlighten pol- that transportation meets the future Sponsors, universities, and other icy discussions at the federal, state, and needs of all segments of society in an stakeholder groups regularly use TRB’s local levels that then may lead to actions ever-changing world.

Photo: Rick Schwartz, Flickr I-75 over the Manatee River in Florida. Researchers, policy makers, and transportation agencies can use the issues outlined in Critical Issues 2019 as a valuable guide for improving transportation nationwide.

TR NEWS March–April 2019 › 7 TRB SPECIAL REPORT Renewing the National Commitment to the Interstate Highway System Photo: Alan Stark, Flickr

or more than 50 years, the Inter- Interstate highways must be pre- MONICA A. STARNES state Highway System has conferred served, rehabilitated, and modernized to broad, deep benefits and has been adapt to the country’s changing demo- The author is Senior pivotal in shaping and supporting graphic, economic, climatic, and techno- Program Officer, Consensus demographic, spatial, economic, logical landscape. Fand social development in the United Congress asked TRB to form a special and Advisory Studies States. Interstates are the main corridors committee tasked with conducting a study Division, Transportation for passenger and freight movement with- to inform pending and future federal invest- Research Board, National in both rural and urban areas. ment and policy decisions related to the Academies of Sciences, Despite its crucial role in the econo- Interstates. Congress asked the committee my and society, however, the Interstate to make recommendations on the “features, Engineering, and Medicine, Highway System’s future is threatened standards, capacity needs, application of Washington, D.C. by a persistent and growing backlog of technologies, and intergovernmental roles physical and operational deficiencies and to upgrade the by large, looming challenges. Many Inter- Interstate High- state highway segments are older than 50 way System” and years, carry much heavier traffic than an- to advise on any ticipated, and operate well beyond their changes in law design life—all without having undergone and resources. The major upgrades or reconstruction. These resulting report, Above: The intersection of I-10 and I-17 in Arizona. The Interstate Highway aging, heavily used segments are poorly Special Report System provides significant and critical equipped to accommodate even modest 329, Renewing the infrastructure for the movement of projections of future traffic growth, much National Com- goods and people, but faces such challenges as aging assets, escalating less the magnitude of growth experi- mitment to the traffic, and safety issues. enced over the past 50 years. Interstate Highway

8 ‹ TR NEWS March–April 2019 System: A Foundation for the Future suggests ESCALATING URBAN introduced, reconstruction work increases, a path forward to meet the growing, shifting TRAFFIC LEVELS and physical and operational measures demands of the 21st century. Large portions of the Interstate High- are taken to accommodate growing traffic way System, especially in metropolitan demand, an emphasis on ensuring safety Looming Challenges areas, experience chronic congestion and performance will be critical. The prospect of an aging and worn struggle to accommodate the demands Interstate Highway System that operates of local and long-distance travelers. Since TRANSFORMATIONS TO THE unreliably is troubling, particularly with the most of the country’s population and VEHICLE FLEET prospect of a quickly transforming vehi- economic growth is forecasted to occur in New vehicle technologies likely will alter cle fleet and the vulnerabilities caused by these large metropolitan areas, congestion the operations and safety performance climate change. Unless a commitment is will continue to worsen unless capacity is of the highway system, including the made to remedy its deficiencies and prepare added and managed more actively. Interstates. The system will need to be for future challenges, the Interstate Highway made adaptable to changing vehicle System risks becoming increasingly congest- DEMANDS FOR MORE capabilities—but transportation agencies ed; far more costly to operate, maintain, SYSTEM COVERAGE should avoid premature investments in and repair; and vulnerable to the effects of Although thousands of miles of high-quali- assets and the introduction of standards a changing climate and extreme weather. ty highways other than Interstates connect that would hinder useful development These looming challenges are listed below. the country’s population centers, some pathways. smaller communities and emerging cities AGING ASSETS IN may view lack of access to the Interstate CHANGING CLIMATE NEED OF REBUILDING Highway System as detrimental to their CONDITIONS

Photo: Alan Stark, Flickr Many of the Interstate pavements built in growth and development, particular- During the 1960s and 1970s, when the 1950s and 1960s were designed for ly since the Interstate Highway System much of the Interstate Highway System 20-year service lives, but more than 50 includes the country’s main trucking corri- was being built, little was known about years have passed without reconstruction dors and links to other modes. the threat of climate change. Transpor- of road foundations—and the pavements tation agencies across the country will have sustained much higher traffic load- EXPECTATIONS FOR CONTINUAL need to change how they plan, de- ings than projected. While these founda- SAFETY GAINS sign, construct, operate, and maintain tions are being rebuilt, sufficient resources The Interstates are the nation’s safest Interstates to make them more resilient will be needed to preserve, restore, and highways, but they still account for more and less vulnerable to adverse effects of rehabilitate the system’s thousands of than 5,000 traffic deaths annually. As new climate change. aging bridges and other assets. highway and vehicle technologies are

Photo: U.S. National Archives Photo: Minesweeper, Wikimedia Left: Many Interstates, like I-5 in California, were built nearly five decades ago and designed for much less traffic. Right: Modern-day I-80 in Berkeley, California.

TR NEWS March–April 2019 › 9 Photo: Washington State DOT Photo: North Carolina DOT

ERODING REVENUES FOR Investment Imperative Left: More than 5,000 traffic fatalities occur SYSTEM FUNDING on Interstates each year. Addressing safety Limited planning and budgetary prepara- needs is paramount as traffic, construction, Increased vehicle fuel economy and the tions have been made to fix the deteriora- and technology increase. Right: Flooding growing use of electric vehicles threat- tion to the Interstate Highway System that damage from Hurricane Florence in North en a funding base that relies heavily on Carolina in 2018. Transportation agencies has already occurred—and far fewer plans need to adjust how they construct and revenues from fuel taxes—a revenue have been made to address the chal- maintain infrastructure to increase resilience source that has lagged spending needs. lenges that lie ahead. Recent combined to weather events. New funding mechanisms—equitable, state and federal capital spending on the efficient, and that do not divert resources Interstates have totaled approximately billion annually is needed to embark on from other highways and transportation $20–$25 billion per year. The estimates in the long-deferred rebuilding of pavements modes—will be needed to pay for system this study suggest this level of spending is and bridges and to accommodate and reinvestments. too low. Over the next 20 years, $45–$70 manage growing user demand. This estimated capital investment is incomplete because it omits the spending that will be required to meet other challenges, such as boosting the system’s resilience and expanding its geographic coverage. Although these investment needs could not be estimated even rough- ly for this study, billions—and perhaps tens of billions—of dollars in additional annual spending will be required. Blueprint for Action The original Interstate Highway Con- struction Program was underpinned by a long-term, collaborative commitment among the states and the federal government. A comparable partnership is needed to renew and modernize the system and ensure that it is resilient and responsive to the changing demands of users.

Increased use of electric vehicles has led to

Photo: MaxPixel decreased revenue from fuel taxes.

10 ‹ TR NEWS March–April 2019 Tolling could offer revenue-raising options for states and help manage traffic demand.

Key Recommendations • Congress should legislate an Interstate Highway System Renewal and Modernization Program (RAMP). This program should focus on reconstructing deteriorated pavements and their foundations, as well as bridge

infrastructure; adding physical Photo: Famartin, Wikimedia capacity and operations and demand management capabilities (such as spending should be comparable to revenues that decline as the vehicle tolling) where needed; and increasing 90 percent, the share of the original fleet and its energy sources evolve, the system’s resilience. RAMP should program. Congress should prepare to be modeled after the original Interstate employ new federal and state • In the near term, Congress Highway System Construction funding mechanisms, such as tolls should 1) increase the federal fuel Program; that is, a partnership in which or per-mile charges for users of the tax to a level commensurate with the the federal government establishes the Interstate Highway System. federal share of the required RAMP national vision for the overall system, investment, and 2) adjust the tax as • To offer more revenue-raising options provides the bulk of the needed needed to account for inflation and for states and metropolitan areas to funding, and sets overall standards, changes in vehicle fuel economy. pay their share of RAMP investments and in which states prioritize and and to manage traffic demand and execute projects as owners, builders, • To ensure that the federal operations of hard-to-expand Interstate operators, and maintainers of the government’s long-term commitment segments, Congress should lift the system. The federal share of project to RAMP is not threatened by fuel tax ban on tolling of existing general- purpose Interstates. States should be required to assess the impact of tolls on current users and to offer alternative mobility options for those users significantly and disproportionately harmed by them. • Congress should direct the U.S. Department of Transportation and the Federal Highway Administration to develop criteria for a rightsizing component of RAMP that would address current and emerging demands to extend the Interstate Highway System’s length and scope of coverage and to remediate economic, social, and environmental disruptions caused by highway segments considered to be overly intrusive by communities and not deemed vital to network traffic. This system would use a consultative process involving states, local

Photo: Richard Klein, Flickr jurisdictions, highway users, and Spalled concrete on I-495 bridge in Massachusetts. the general public.

TR NEWS March–April 2019 › 11 Tried-and-True Approach This approach would 1) rekindle a tried- Today, the nation is experiencing— Implementation of these recommenda- and-true federal–state partnership; 2) rein- and can anticipate—new expectations for tions, as well as several other comple- force the system’s long-standing reliance on system performance, condition, and use. mentary recommendations called for in user fees to provide a fair, adequate, and re- Meeting those expectations will require the report (see sidebar, below), would liable source of funding; and 3) reassert the the same forward-looking outlook and represent a fundamental shift away from forward-looking vision that was instrumen- commitment that informed the system’s a federal policy that has lost focus on tal to the genesis of this crucial national creation—a rededication to that original the Interstate Highway System and the asset more than 50 years ago. At that time, vision that reshapes and re-equips the commitment to funding it adequately. the nation’s leaders endorsed a modern system to serve generations to come. These actions would restore the system’s highway system that would confer large For more information, visit interstate. premier status among the nation’s high- and lasting societal and economic benefits, trb.org. ways in a manner that is aggressive and a vision whose realization required a strong ambitious, but by no means novel. and continuing national commitment.

Blueprint for Action

Other recommendations of Special Report 329, Renewing the National Commitment to the Interstate Highway System: A Foundation for the Future, include the following: › To better ascertain the spending levels required for RAMP investments, Congress should direct U.S. Department of Transportation (DOT) and Federal Highway Administration (FHWA) to join with the states to assess the foundational integrity of the system’s pavements and bridges, and identify where full reconstruction is needed based on Photo: Frank Schulenburg, Flickr accepted life-cycle cost principles. Traffic is rerouted from the original I-80 San Francisco–Oakland Bay Bridge › To support renewal and modernization investment span to the new eastern span replacement. The $6.5 billion replacement was decisions, Congress should direct and fund U.S. engineered to withstand major earthquakes and to last for 150 years. DOT and FHWA in the development of modeling tools and databases that track the condition and into the designs and upgrades of the Interstate reconstruction history of Interstate assets. These highways and vehicles. can be used to assess transportation options that can supplement or substitute for added highway › Expanding upon earlier legislative directives, capacity, monitor and model network-level traffic Congress should direct U.S. DOT and FHWA to flows on the Interstate Highway System, and substantiate that state Interstate highway renewal further understand the demand for long-distance and modernization projects have fully accounted for and interregional passenger and freight travel. the need for resilience, to assess the vulnerability of the Interstate Highway System to the effects of Congress should direct U.S. DOT and FHWA to › climate change and extreme weather, to develop work with states, industry, and independent standards for incorporating cost-effective resilience technical experts to transition to more automated enhancements into projects, and to develop and and connected vehicle operations, performing the maintain a database of cost-effective practices and needed research and updates to Interstate Highway resilience strategies. System requirements and standards. Renewal and modernization projects should consider safety › Congress should direct U.S. DOT and FHWA to impacts—including the deployment of advanced ascertain the contribution of the Interstate Highway design and operational features that have been System to greenhouse gas emission levels and demonstrated to effectively improve safety—and should recommend ways to reduce this contribution that cybersecurity protections are incorporated as well as emissions of other pollutants.

12 ‹ TR NEWS March–April 2019 TRB 2019 Annual Meeting Highlights

1 More than 225 poster sessions showcased research across all transportation modes and topics at the 2019 TRB Annual Meeting.

2 Tierra Bills (left), University of Michigan, Ann Arbor, participates in the first meeting of the Transportation Equity Joint Subcommittee.

1 2

Transportation for a Smart, Sustainable, and Equitable Future

ransportation research, policy, and inno- More than 50 sessions and workshops focused vations for efficiency, sustainability, and on the meeting’s theme, “Transportation for a equity were the focus of the Transporta- Smart, Sustainable, and Equitable Future,” and 3 tion Research Board 98th Annual Meet- 170 sessions explored cross-cutting topics iden- 3 Ting, January 13–17, 2019. Despite challenging tified by the TRB Executive Committee: transfor- U.S. Transportation winter weather and a U.S. federal government mational technologies, transportation and public Secretary Elaine L. Chao. shutdown, the TRB Annual Meeting drew more health, and resilience and sustainability. than 13,000 researchers, policy makers, students, Jon A. Epps, Texas A&M Transportation and transportation professionals to the Walter E. Institute, delivered the 2019 Thomas B. Deen Washington Convention Center and the Marriott Distinguished Lecture on “Innovative Asphalt Marquis hotel in Washington, D.C. Pavement Technology: Paving the Way for the U.S. Transportation Secretary Elaine L. Chao World’s Roadways.” Norman R. Augustine and addressed transportation innovation, safety, and Norman Y. Mineta delivered the Chair’s Lun- improved infrastructure at one of the meeting’s cheon address on the recently released Future nearly 800 sessions and workshops. Attendees Interstate Highway System report. also visited the large exhibit hall—which featured passenger rides on an autonomous transit Annual Meeting photographs by vehicle—and participated in award sessions, Risdon Photography. committee meetings, and networking events.

TR NEWS March–April 2019 › 13 TRB 2019 Annual Meeting Highlights

Intersections 1 2019 TRB Technical Activities Council: (front row, left to right) 1 The Technical Activities Joseph L. Schofer, Fred Wagner, Council coordinates the activities Technical Activities Director Ann of TRB’s volunteer standing com- Brach, Council Chair Hyun-A mittees and oversees the Annual Park, Coco A. Briseno, David Meeting program. Ballard, (back row, left to right) David Harkey, Mark Reno, C. 2 McKenzie Jones-Channel, James Kruse, William (Steve) Texas Southern University, Varnedoe, Nikola Ivanov, George discusses his research on the Avery Grimes, Libby Rushley, employment impacts of autono- and Brendon Hemily. mous vehicles. 1 3 Adebola Adelakun (right), Georgia Department of Trans- portation (DOT), learns about Geotechnical Engineering Section activities with section chair Anand Puppala (left) and TRB staff representative Nancy Whiting.

4 Shawn Turner (right), chair of the Pedestrian and Cycles Sec- tion, shares information about TRB committees at the New Attendee Orientation. 2 3

5 Jesus Barajas, University of Illinois Urbana–Champaign, offers the perspective of an alum- nus of the TRB Minority Student Fellows Program, which had its 10th anniversary this year.

6 William W. Millar, past head of the American Public Transpor- tation Association, remembers distinguished transit advocate Louis Gambaccini at a special session. Gambaccini died in 2018. 4 5

7 More than 1,200 attendees rode an autonomous shuttle, one of the many exhibits on display at the Annual Meeting.

6 7

14 ‹ TR NEWS March–April 2019 Sessions & Workshops

1 Chelsea Treboniak, Critical Ops, outlines a snow emergency and hazmat derailment scenario for participants of a transportation systems resilience workshop.

2 The popular “war games” workshop examined mobility as a service. 1 2 3 Barbara Lenz, German Aero- space Center, considers socioeconomic impacts of connected and automated vehicles in the United States and European Union.

4 Sophie Sabine Punte, Smart Freight Centre, addresses industry platforms for emissions accounting and reduction.

5 Anae Sobhani, Delft Univer- sity of Technology, discusses a 3 4 5 6 virtual reality application used to conduct research on pedestrian waiting times.

6 Nikola Ivanov, Young Mem- bers Council chair, welcomes Dwight D. Eisenhower Trans- portation Fellows to the Annual Meeting.

7 Rob Antoniak, Valley Metro RPTA, participates in a panel discussion on mobility on demand.

8 Qassim Abdullah, Woolpert, Inc., presides over a workshop 7 8 9 on unmanned aircraft systems (UASs). 11 Mayra Reyna, University of Texas, El Paso, presents research 9 Basil Yap, North Carolina on the role of aggregate type DOT, presents a user perspective and properties on volumetric on UASs. properties of asphalt concrete 10 Uma Shama, Bridgewater mixtures. State University, shares research on UAS-based geospa- tial intelligence at a Transit Cooperative Research Program Innovations Deserving Explor- atory Analysis (IDEA) session. 10 11

TR NEWS March–April 2019 › 15 TRB 2019 Annual Meeting Highlights

Sessions & Workshops (continued)

1 Jaya Ghosh, U.S. Maritime Administration, presents her poster on freight data.

2 Nancy Dutta, University of Virginia, discusses assessing roadway safety risk.

3 Patricia Hu, Bureau of 1 2 Transportation Statistics, shares information on U.S. DOT’s safety data initiative.

4 G. P. Jayaprakash, TRB, imparts lessons on research and life at a session honoring leaders in the design and construction of transportation facilities.

5 Cosimo Leipold, Nuro, at a Freight Day session on autonomous vehicles in cities.

6 Paula Dowell, Cambridge 3 4 5 Systematics, addresses zero- emissions freight corridors at a Freight Day session.

7 Brian Ness, Idaho Transporta- tion Department, participates in a state DOT CEO roundtable.

8 Daniel Marquez, California State University, Los Angeles, offers insights on evaluating fiber reinforced self-consolidat- ing concrete for transportation infrastructure applications.

9 Darshan Divakaran, North 6 7 8 Carolina DOT, shares experience on using drones to conduct post- storm infrastructure assessments.

10 Andrea d’Amato, Massa- chusetts DOT, leads a session on strategic approaches to streamlining professional services procurement.

11 Jim Schoenduve pitches the RFNav system at the Six-Minute Pitch: A Transportation Startup Challenge. 9 10 11

16 ‹ TR NEWS March–April 2019 1 (Left to right:) Claudia Bilotto, Sessions & Public Involvement Committee Workshops chair; Libby Rushley, Planning (continued) and Environment Group chair; competition winners Joe Segale, 1 The 12th annual John & Julia Gold, and Jared Fiel; and Jane Q. Public competition, Terri Parker. hosted by the Public Involve- ment Committee, honored best practices in communicating transportation system resiliency and sustainability in extreme

1 weather conditions. 2 Elizabeth Yura, Bay Area Air Quality Management District, participates in a panel discussion on sustainable communities.

3 Daniel Reck, ETH Zurich, addresses equitable access to 21st-century mobility options.

4 Neha Rustagi, U.S. Depart- ment of Energy, presides over a session on fuel cell and electric vehicles.

5 2 3 4 Anthony Howcroft, SWARM Engineering, discusses converg- ing technologies that can affect port operations.

6 Roger Millar, Washington State DOT, examines workforce development innovations at a roundtable of state DOT CEOs.

7 Carl Slater, Navajo DOT, shares information on the Navajo Nation’s airfields.

8 Duwan Morris, Morgan State University, examines the impact 5 6 7 of work zone signage on driver speeding behavior in a driving simulator study.

9 Velvet Basemera-Fitzpatrick, TRB, discusses the Rail Safety IDEA Program with David Johnson, Boise State University.

8 9

TR NEWS March–April 2019 › 17 TRB 2019 Annual Meeting Highlights

Sessions & Workshops (continued)

1 Beverly Byerts, Florida Department of Economic Op- portunity, addresses economic resilience at a session on disaster logistics and business continuity.

2 Emmanuel James, Northern Arizona University, presents an analysis of factors affecting injury 1 2 3 severity in traffic crashes on Arizona tribal lands.

3 Subeh Chowdhury, Univer- sity of Auckland, addresses the role of gender in the ridership of public transportation routes involving transfers.

4 Cristian Camilo Alvarez Tuta, City College of New York, presents an investigation using open data of the New York City Clear Curbs Initiative. 4 5 5 Peiyong Yu, Econsult Solu- tions, outlines a property impact study of proposed bus rapid transit in Montgomery County, Maryland.

6 Steve Johnson, HNTB Corpo- ration, explores regional cooperation and cybersecurity at a session on protecting critical transportation infrastructure and operations from cyber disruptions.

7 Monica Landgrave-Serrano, University of Arizona, shares 6 7 8 research on the development of a toolkit for collecting qualitative 9 Presenters included Amit pedestrian environment data. Ranjan Mondal, University of Connecticut; Siyu Chen, Massa- 8 Joshua DeFlorio discusses chusetts Institute of Technology; incorporating resiliency and Thomas Hancock, University of sustainability into general oper- Leeds; Taha Rashidi, University of ations at the Port Authority of New South Wales; Joshua Auld, New York and New Jersey. Argonne National Laboratory; 9 Problems and solutions for Hans Van Lint, Delft University large-scale transportation plan- of Technology; Sebastian Horl, ning models were the topics of ETH Zurich; and Rolf Moeckel, a multipart session. Technical University of Munich. 9

18 ‹ TR NEWS March–April 2019 Committees

1 Geoffrey Gosling received the Aviation Group’s Francis X. McKelvey Award in recognition of his exceptional service to the field of aviation.

2 Lisa Staes (left), University of South Florida Center for Urban Transportation Research, is chair of the Task Force on Transit Safe-

1 2 3 ty and Security. 3 Silas Nichols, Federal High- way Administration, shares the agency’s initiatives and directions with the Foundations of Bridges and Other Structures Committee.

4 Incoming chair Mary Tinsman (right) helps outgoing chair Emily Pettis (left) guide a meeting of the Historic and Archeological Preservation in Transportation Committee. 4 5 5 Joan Walker leads a meeting of the Transportation Demand Forecasting Committee.

6 Debra L. Miller (right) presents a certificate of appreciation to Caroline Mays (left), outgoing Agriculture and Food Transporta- tion Committee chair.

7 Erica Wygonik (second from right), RSG, participates in a meeting of the Urban Freight Transportation Committee.

6 7 8 Hyun-A Park (left) is a member of Organizational Manage- ment Joint Subcommittee, a collaborative effort between TRB and the American Association of State Highway and Transporta- tion Officials.

9 Greg Macfarlane discusses membership initiatives at a meeting of the Young Members Council.

8 9

TR NEWS March–April 2019 › 19 TRB 2019 Annual Meeting Highlights

1 2 3 4

Representatives of TRB standing committees receiving Committees that Go Above and Beyond Blue Ribbon Awards included: he Technical Activities Council presented Blue Ribbon Awards to honor committees with 1 Jerri Bohard (left) and Texemplary best practices. These committees serve as role models, with chairs and members Roger Bligh, available to share their experiences with others: 2 Charles Fuhs (left) and • Identifying and Advancing Ideas for Research: Roadside Safety Design Committee, chaired Casey Emoto, by Roger Bligh, with an Honorable Mention to the Statewide Multimodal Transportation 3 Timothy Henkel (left) and Planning Committee, chaired by Jerri Bohard; Andrea d’Amato, and • Attracting and Preparing the Next Generation of Professionals and Scholars in TRB: Managed Lanes Committee, cochaired by Casey Emoto and Charles Fuhs; 4 William Eisele (left) and Knowles Tivendale. • Moving Research Ideas into Transportation Practice: Strategic Management Committee, chaired by Andrea d’Amato, with an Honorable Mention to the Transportation Asset Man- agement Committee, chaired by Timothy Henkel; and • Contributing to Improving the Management and Operation of TRB Committees: Public Trans- portation Planning and Development Committee, chaired by Joana Conklin, with Honor- able Mentions to the Highway Traffic Monitoring Committee, chaired by Jonathan Regehr, and the Urban Freight Transportation Committee, chaired by William Eisele.

TRB Awards Emeritus Status to Longtime Volunteers n recognition of their significant, long-term contributions • Kay Fitzpatrick, Operational Effects of Geometrics Committee; I and outstanding service to TRB’s standing committees, the • Jerome Gluck, Access Management Committee; following individuals received emeritus membership at the 2019 • Ram Pendyala, Transportation Planning Analysis Methods Annual Meeting: Section; • Christopher P. L. Barkan, Rail Group; • Brian Ray, Geometric Design Committee; • Werner Brilon, Highway Capacity and Quality of Service • Eric Schreffler, Transportation Demand Management Committee; Committee; • George K. Chang, Pavement Surface Properties and Vehicle • Thomas H. Wakeman III, Transportation Systems Resilience Interaction Committee; Section; • Patricia Collette, Rural Public and Intercity Bus Transportation • Kevin E. White, Subsurface Soil Structure Interaction Committee; Committee; and • Thomas B. Deen, Transportation History Committee; • Kristine Williams, Access Management Committee.

20 ‹ TR NEWS March–April 2019 Paper Awards

1-3 The Fred Burggraf Award is given to researchers under age 35.

1 Sara Ashley Wilkin’s award-winning paper examined head-down time in single-pilot general aviation operations.

2 Matthew Laquidara was honored for an outstanding paper in 1 2 3 the field of public transportation.

3 Nathan P. Belz (left) and 4 (Left to right:) Shiyan Yang, Addison Yang (right) were recog- Steven E. Shladover, Xiao-Yun nized for their paper on the gaps Lu, Aravind Kailas, and Hani at single-lane roundabouts. Ramezani. Not pictured: Osman D. Altan. 4 The Patricia F. Waller Award honors an outstanding paper in the field of safety and systems users.

5 The Pyke Johnson Award for best paper in planning and the environment was presented 4 to Taha Hossein Rashidi. Not pictured: Ali Najmi, Melissa Duell, Milad Ghasri, and S. Travis Waller.

6 Jon D. Fricker (left) and Yu Julie Qiao received the D. Grant Mickle Award. Not pictured: Samuel Labi and Trevor Mills.

7 The Charley V. Wootan Award went to Hamish Campbell.

8 The William W. Millar Award honors the best paper in the field of public transpor-

5 6 7 tation. (Left to right:) Christo- pher W. Southwick, Gabriel E. Sánchez-Martínez, Laurel Paget-Seekins, and Millar, past president of the American Public Transportation Association and award namesake. Not pictured: John P. Attanucci.

9 Scott Himes (left) and Kimberly Eccles received the K. B. Woods Award. Not pictured: R. J. Porter.

8 9

TR NEWS March–April 2019 › 21 TRB 2019 Annual Meeting Highlights

Major Awards

1 Daniel Sperling (second from left) received the 2018 Roy W. Crum Award for achievements in student mentorship and transportation research in the areas of energy, air quality, climate change, and policy. Presenting the award were (left to right) Victoria A. Arroyo, 2018 TRB Executive Committee Vice Chair; Katherine F. Turnbull, 2018 Executive Com- 1 2 mittee Chair; and Neil Pedersen, TRB Executive Director.

2 In recognition of her outstanding service to the National Acade- my of Sciences, Engineering, and Medicine; TRB; and the broader transportation research community, Susan Hanson (second from left) is the 2018 recipient of the W. N. Carey, Jr., Distinguished Service Award.

3 For her highly distinguished 3 4 career in transportation—as director of the Arizona Depart- ment of Transportation, as Federal Highway Administrator, and as U.S. Secretary of Trans- portation—Mary E. Peters was awarded the 2019 Frank Turner Medal for Lifetime Achievement in Transportation.

4 Noted pavement expert Jon A. Epps delivered the 2019 Thomas B. Deen Distinguished Lecture.

5 Norman R. Augustine, former 5 6 Lockheed Martin CEO and chair of the Future Interstate High- way System Study Committee, addressed the study’s findings via video feed.

6 Norm Mineta, U.S. Transpor- tation Secretary under the George W. Bush administration, delivered the joint Chair’s Luncheon address on the report Renewing the National Commitment to the Interstate Highway System: A Foundation for the Future. 7 8 9

22 ‹ TR NEWS March–April 2019 New Executive Committee Leaders Step Up Executive Committee ictoria A. Arroyo, public policy program, and (Previous page:) The TRB Execu- Executive Director Tulane Law School. She holds tive Committee chooses a timely of the Georgetown a bachelor’s degree in biology topic for their policy session Climate Center and philosophy from Emory each Annual Meeting. The 2019 (GCC), Assistant University, a master’s degree policy session topic was rural VDean for Centers and Insti- in public administration from transportation, with a panel of tutes, and Professor from Harvard University, and a J.D. experts that included Practice, Georgetown Law, is from Georgetown Law. 2019 Chair of the TRB Execu- Pennsylvania Transpor- 7 Carri Kissel, National Associ- tive Committee. She succeeds tation Secretary since 2015, ation of Development Organiza- Katherine F. Turnbull, Executive Richards has extensive lead- tion Research Foundation; and Associate Director, Texas A&M ership experience in the 8 Peter Schauer, Peter Schauer Transportation Institute. Leslie management of transporta- Associates. S. Richards, Secretary for the tion projects, both from two Pennsylvania Department of decades of private-sector work 9 Derek Kan, U.S. DOT Under- Transportation, is the 2019 Vice Chair. in planning and engineering and from work with secretary for Policy, addresses the Arroyo oversees GCC’s work on climate and local government. She is recognized in both Executive Committee. energy policy, supervising staff and student work the public and private sectors for her ability to on climate mitigation and adaptation at the build consensus to find solutions to problems. state and federal levels, and teaches courses in Richards has a bachelor’s degree in economics New and reappointed Executive environmental law. She previously served as the and urban studies from Brown University and a Committee members include Pew Center’s Vice President for Domestic Policy master’s degree in regional planning from the (left to right): and General Counsel, directing the Pew Center’s University of Pennsylvania. 1 Ashby Johnson, Capital Area policy analysis, science, adaptation, economics, Michael F. Ableson, General Motors; Nuria I. Metropolitan Planning Organi- and domestic policy programs. Before that, Fernandez, Santa Clara Valley Transportation Au- zation; Arroyo practiced environmental law with Kilpatrick thority; Stephen W. Hargarten, Medical College of Stockton and other private firms and worked at Wisconsin; Ashby Johnson, Capital Area Metropol- 2 Nuria I. Fernandez, Santa the U.S. Environmental Protection Agency. From itan Planning Organization; William (Bill) Kruger, Clara Valley Transportation 1988 to 1991, she created and directed the UPS Freight; Michael R. McClellan, Norfolk South- Authority; Louisiana Department of Environmental Quality’s ern Corporation; Susan Shaheen, University of 3 Michael R. McClellan, Nor- policy office, briefly serving as Governor Buddy California, Berkeley; and Shawn Wilson, Louisiana folk Southern Corporation; and Roemer's environmental advisor. Department of Transportation, are new members Arroyo also has taught courses on environ- of the Executive Committee. Reappointed mem- 4 Shawn Wilson, Louisiana mental policy and climate change at Catholic bers include Susan Hanson, S. Jack Hu, Melinda Department of Transportation University, George Mason University’s graduate McGrath, and Katherine F. Turnbull. and Development.

1 2 3 4

TR NEWS March–April 2019 › 23 TRB 2019 Annual Meeting Highlights

Executive Committee (continued)

1 2018 Chair Katherine F. Turnbull guides the Executive Committee through its meeting agenda.

2 Victoria A. Arroyo was the 2018 Executive Committee Vice Chair. 1 2 3 3 TRB Executive Director Neil Pedersen offers updates on new Board initiatives.

4 Ann Brach, Technical Activi- ties Director, briefs the Executive Committee on the activities of TRB’s standing committees.

Also participating in Executive Committee deliberations were

5 Edward Comstock, Marine

Board chair; 4 5 6 7 6 James M. Tien, University of Miami, Florida;

7 Leslie Richards, 2019 Execu- tive Committee Vice Chair;

8 Raymond Martinez, Federal Motor Carrier Safety Administra- tion; and

9 (Left to right:) Daniel Sper- ling, University of California (UC), Davis, and Susan Shaheen, UC Berkeley. 8 9 10 TRB Centennial Task Force chair Sandra Larson discusses plans for the commemoration of TRB’s 100th anniversary in 2020.

11 Jim Tymon, American As- sociation of State Highway and Transportation Officials, addresses state DOT research initiatives.

12 Michael F. Ableson, General Motors, is a new member of the Executive Committee.

10 11 12

24 ‹ TR NEWS March–April 2019 FIVE YEARS OF REAL RESULTS Ohio DOT Collaborates in Research Initiative

Photo: Mark K. Geneva, Flickr

hether they are native to Although Ohio DOT has a lot of RON POOLE the state or just passing ground to cover—literally—84 percent through, drivers in Ohio of the state’s centerline miles fall under The author is Public are like drivers in most the jurisdiction of local counties, cities, Information Specialist, states: they tend not to villages, and townships. Ohio DOT is only Wthink about the roadways they are using responsible for 14,095 of the more than Ohio Department of until those roads stop working. If drivers 44,000 bridges in Ohio—the rest are Transportation, Columbus. hit a pothole, get held up by work zones, locally controlled. Even though Ohio DOT or encounter slippery roads, they can is not always responsible for roads and get aggravated. If they are aggravated bridges, it still wants to help. enough, they want to complain—but they “Our local agencies are very import- do not always know where to take those ant to us,” observes Jim Barna, former complaints. assistant director of Ohio DOT and current By Ohio law, different roadways are executive director of DriveOhio. “Drivers built and maintained by different public often travel from Interstate highways to agencies, each having their own authority local roads and back again without even over their own system. County roads are thinking about it. Their opinion is based Above: The vast majority of Ohio maintained by the various county engi- on how they find driving the whole state. road lane-miles are beyond the neers’ offices, each township is responsible The department believes helping our local jurisdiction of the Ohio Department of Transportation (DOT). Because for its own roads, and municipal roads partners succeed helps us all succeed.” of this, Ohio DOT partnered with are cared for by various cities and villag- Ohio DOT always seeks ways to sup- the Ohio Research Initiative for es. All state and Interstate highways are port and improve local transportation. The Locals (ORIL) and other academics and association representatives to maintained by the Ohio Department of department has found that supporting address local roadway issues. Transportation (DOT). research aimed at solving local agencies’

TR NEWS March–April 2019 › 25 Photo: Robert Batina, Flickr transportation problems makes a real agencies. We wanted difference in the system overall. to use research to find effective and affordable Program Beginnings solutions.” For years, Ohio DOT only accepted It was from this op- research ideas from Central Office staff; portunity that the Ohio’s however, members of the DOT’s research Research Initiative for Locals section saw a need to solicit ideas from (ORIL) program was formed. Ohio DOT’s various districts, county Created in 2013, ORIL’s focus garages, and outposts across the state. was to use research to solve The research ideas from people on the issues specific to the local front lines of highway construction and transportation system. The maintenance produced more immediate program was developed with results. This success advice from the Iowa Highway led others within the Research Board and Minneso- section to consider how ta’s Local Road Research Board, this front-lines approach the only other two transportation Road repair in Lancaster, Ohio. Counties and townships generally maintain their own roads could benefit roads not research programs in the country solely in Ohio. under the state’s direct addressing local transportation. jurisdiction. On the ORIL board, academics and members to the ORIL board. Ohio DOT “Improving any part representatives from the County Engineers contributes four additional members, and of the transportation Association of Ohio, the Ohio Township the township association contributes one system improves the Association, the Ohio Municipal League, representative. The two final positions are whole,” notes Vicky the Ohio Division of the Federal Highway occupied by academics. Fout, Ohio DOT’s re- Administration, Ohio DOT, and the Ohio The members from the associations search program manager. “When we saw Local Technical Assistance Program (LTAP) and Ohio DOT are chosen according to the success of involving Ohio DOT district Center all work collaboratively. Under the internal organization criteria and serve offices, we felt we could apply the idea established charter, the county engineers 4-year terms, with staggered reelections to the whole state by working with local and municipal league each nominate four every 2 years. The exception to this is the Photo courtesy ORIL

Founding members of the ORIL Board, 2013.

26 ‹ TR NEWS March–April 2019 results of projects are publicly available via the ORIL website.1 Success Stories “ORIL research focuses on creating practical results,” comments Greg Butcher, Violet Township engineer and ORIL board chair. “Every agency faces the same challenges of doing all they can with their budgets, whether the projects are big or small—but not every agency shares the same priorities in serving their communities. The research serving local program goals covers areas that Ohio DOT would not usually consider. We have already begun to see the effects of having ORIL in place, and Ohio has been reaping the benefits of its research during the past 5

Photo courtesy ORIL years.” Indeed, ORIL does have a few success A meeting of the ORIL Board in Columbus, Ohio, in February 2018. The Board meets four times per year and communicates regularly by e-mail and phone on the progress on ORIL research stories to tell. projects. STRONG AND FLEXIBLE A common practice among local public academics, who are chosen by the board year to year; 18 ideas were submitted in agencies in Ohio is to reuse materials (e.g., members. These advisors must be mem- 2015, half of which received funding. Ten asphalt and concrete) from some proj- bers of Ohio universities and must apply to ideas were submitted in 2018 and two ects to widen existing roads. Repurposed the board on their own initiative. ORIL is selected for funding. Overall, over the past materials can be combined with relatively staffed by Ohio DOT’s Office of Statewide 5 years the board has received 51 submis- inexpensive additions (e.g., fly ash, lime, Planning and Research, and the board sions, of which 24 have received or will and fabric) to create whole new road- meets quarterly. receive funding. way structures. Local officials can easily The ORIL program makes $500,000 conduct cost-based comparisons of these Project Selection available for use each year through Ohio methods, but not enough information is ORIL reaches out to local agencies all DOT’s research program. In 2015, the available to compare the overall effective- over the state and invites them to submit average budget of the projects undertaken ness of these materials in terms of project- research ideas. These suggestions can was just under $96,000, with an average ed strength or relative load capacity. come from anyone with authority over a completion time of 27 months. Project “Ohio DOT has well-researched construction and maintenance program budgets were at their highest peak in guidance on how to select conventional for a county, city, village, or township. 2018, with an average budget of more materials for the specific needs of highway Local planning agencies and government than $143,500, and were completed after construction,” observes Warren Schlatter, associations are also welcome to submit an average of 21 months. Although proj- Defiance County engineer and ORIL board ideas. The ideas must be submitted as ects supported in 2015 and 2016 focused member. “Department planners and engi- research studies creating cost-effective on structures, construction, environmen- neers can consider the length of a high-ca- solutions and identifying better practices tal, hydraulics, and planning and policy, in pacity highway and the loads it will carry, and new technologies related to local the past 3 years the focus of the projects then determine the right materials to be transportation concerns. The study ideas have shifted to maintenance, materials, used and the method for applying them. must address one or more of three target planning, and safety. But local agencies seeking to save money areas: safety, renewal and infrastructure, or ORIL accepts research proposals from with mixes used for lower capacity roads operations and business practices. anyone: public or private, universities from had no such information; they needed a Qualifying ideas go through several Ohio or from other states, and contrac- way to test their materials.” more steps to refine them into requests tors and consultants. To date, about 84 ORIL project researchers developed for proposals that are bid competitively percent of the ORIL projects have been and verified a low-cost, repeatable, and and eventually contracted as projects. The awarded to universities. The testing and number of projects submitted varies from 1 http://oril.transportation.ohio.gov.

TR NEWS March–April 2019 › 27 Photo: Michael Kappel, Flickr conducted baseline testing and training has been provided to city personnel. The training will allow city engineers to continue collecting data that can be used for future analysis of the long-term performance of the GTR-modified binders. “Columbus is constantly trying new technology to create a more sustainable and cost-effective pavement,” comments James Young, City Engineer for the City of Columbus and ORIL board member. “This process can help us reduce what we place in landfills, while still building strong, high-performing pavements. The exciting thing about ORIL is that it funds research that might have never been tried.”

BRIDGE TO A NEW IDEA Bridges on Ohio’s local road system can feature many deck types. Because of the different deck options, the bridge rail is often mounted directly to the steel fascia beams of the bridge superstructure. The A farm road through Zanesville, Ohio, in Muskingum County. County engineers researched new, trouble is, however, that these connections lower-cost asphalt mix methods. have not been crash-tested and therefore are not eligible for federal-aid reimburse- nondestructive method to characterize the longevity, and performance of pavements ment on federal-aid projects. load-carrying capacity of materials com- and reduce the negative effects scrap tires “Bridge safety is the same for all bridg- monly used in road widening and con- have on the environment. Historically, es, whether they are the responsibility of struction. Newly acquired strength data however, the initial cost of using GTR in Ohio DOT or a local agency,” observes from this research helped Defiance County asphalt mixes was so high that many local Tim Keller, Ohio DOT state bridge en- engineers go forward with a full-depth rec- agencies could not afford it. ORIL set out gineer. “But local bridges have different lamation project using portland cement as to determine if a base stabilizing material, paved with hot- recent advances Photo: Jacqueline Macou, Pixabay mix asphalt. Muskingum County found in technology that their method of mixing reclaimed have made the materials with new stone was as strong as cost of using GTR stone alone. Both methods lowered costs more reasonable. for their agencies, which can continue to This research test other materials in the future. assessed the true “Now the local agencies can move life-cycle cost of forward with more confidence, knowing these mixes and their materials have the ability to maintain identified opportu- and possibly enhance pavement capacity nities for GTR to be while reducing total costs, all based on more affordable while research,” Schlatter notes. still matching traditional performance. Lean and Green Researchers identi- Old vehicle tires currently take up a lot of fied three GTR-modified space in landfills. When processed, ground binders with promising tire rubber (GTR) is a recycled product laboratory tests. These have that can be used in place of polymers as been built into test sections ORIL research facilitated advances that have reduced an additive to asphalt mixtures. GTR also the cost of using scrap tires—which tend to take up in the cities of Columbus and large amounts of landfill space—as an additive to can be used to improve the durability, Akron. The research team has asphalt mixtures.

28 ‹ TR NEWS March–April 2019 Amity Pike Bridge, Big Darby Creek. Low-volume bridges, like those in Ohio’s townships and counties, can benefit from specially designed railing systems. Photo: Drainhook, Flickr priorities and needs. The guardrail design Although the state conducts partial-depth cost efficiency, creating best practices, and for low-volume bridges is not less safe repairs on its routes, these types of repairs building stronger networks of connections than the Ohio DOT standard—just differ- may not be suitable for local county and among local agencies. More work remains ent. The new system allows the railing to township roads that see just as much—if before ORIL can provide its full benefits to be attached to the beam rather than the not more—horse-and-buggy traffic. the citizens of Ohio, however. concrete deck. Ohio DOT primarily uses The research study now accounts for “Our biggest challenge is getting the concrete decks, so although the develop- not only pavement repairs, but for the use word out to our local partners about ORIL ment of this type of railing system was not of GTR and potential new designs for horse- and what it can do for them,” comments a high priority for our bridges, it is a high shoes. ORIL, Ohio DOT, and the research Mike Fitch, a program manager with Ohio priority for local bridges.” team have actively engaged the Amish DOT’s LTAP Center. “Looking to the future, ORIL researchers synthesized a com- community, with input from various Amish I think this program will continue to provide bination of factors to propose a new kind farriers helping the research team to identify a great opportunity for Ohio’s local agencies of steel fascia beam design. In addition, long-term, cost-effective solutions that will to address a variety of transportation-related researchers provided details for a transition ensure the safety of Amish travelers. issues and challenges.” system to connect the newly designed Since its inception, ORIL has become bridge rail to Ohio’s existing guardrail a platform not just for innovative research system in other locations. This new fascia and information sharing but for improving mount system provides the option to build steel bridges with lower-cost bridge decks Photo: Shinya Suzuki, Flickr and successfully meets federal criteria for crash safety, making it eligible for use on federal-aid reimbursement projects. Ohio DOT is capitalizing on this locally focused research by using the new design on a bridge deck replacement project on SR- 273 in Logan County. Working Together ORIL continues to delve into interesting territory and encourage collaboration among transportation officials and, in some cases, system users. Recently, an idea submitted to ORIL by a county engineer echoed concerns that Ohio DOT was actively addressing on the state system. Recognizing an opportunity, ORIL joined forces with Ohio DOT to expand research on state route pavement repair from Many rural areas of Ohio are home to Amish and Mennonite communities. ORIL worked with Ohio damage caused by horse-and-buggy traffic DOT to expand research on repairs to local road pavements from the damage caused by horse- to include the local transportation system. and-buggy traffic.

TR NEWS March–April 2019 › 29 Public–Private Partnerships POLICY, PRACTICE, AND POPULARITY

Photo: Siddharth Patil, Wikimedia

public–private partnership (P3) is projects followed. Project E-470 was not a MOHAMMAD S. KHAN a legal agreement between public P3 in true sense, but had all the character- and private institutions for some istics of a P3 project. The state legislature The author is Executive Vice or all aspects of the project life cy- created a new public entity, the E-470 President, High Performance cle of a public asset, including de- Public Highway Authority, to design, build, Asign, build, finance, operate, and maintain. finance, operate, and maintain the 47- Technologies, Inc., Bethesda, The traditional project delivery method is mile segment of the highway. The initial Maryland, and a member of the TRB design–bid–build, in which public agencies segment of the project opened in June Design and Construction Group. separately contract the design and con- 1991 and the project was completed in struction of their assets to private entities January 2003. Toll revenues were the pri- and only participate in the preliminary de- mary source of funding for the project. In sign, bidding, and the contractor oversight. a typical P3 project, a private entity would A first step toward greater participation of take the place of the E-470 Public Highway the private sector, the design–build (DB) Authority. method involves a private company design- In the United States, P3s began to ing and building the asset. The ongoing take hold in the early 1990s. Between Dulles Metrorail project in Virginia, totaling 1993 and 2017, 32 transportation P3 about $5.68 billion for its two phases com- projects were completed, with a total cost bined, is a perfect example of DB. of about $45 billion. This is a very small share of the nation’s overall spending on P3 and Its Evolution transportation projects—according to a Above: The new Goethals Bridge between Initiated in 1987, the E-470 highway Congressional Research Service Report, Staten Island, New York, and New Jersey was delivered under a design–build–finance– project in Denver, Colorado, established P3s account for approximately 2% of maintain public–private partnership (P3). a basic framework that many future P3 public infrastructure (1).

30 ‹ TR NEWS March–April 2019 Between 1985 and 2009, $996 billion of transportation P3 projects were planned and funded worldwide. Of these, 12.1% were in the United States, 2.8% were in Canada, 15.3% were in Latin America, 48% were in Europe, 2.3% were in Africa and the Middle East, and 19.5% were in Asia and the Far East (2, see Figure 1, below). These data show that P3s are more accepted and popular in Europe than in other regions of the world. The Gordie Howe Bridge, linking De- troit, Michigan, in the United States and Windsor, Ontario, in Canada, is a recent major international P3 project. The selection of the project firm was announced in July 2018 and the P3 agreement signed in September. The $5.7 billion fixed-price contract includes the DB and operation, maintenance, and rehabilitation phases, Photo: Sixflashphotos, Wikimedia and the project is scheduled to be com- Kentucky and some other states allow tolls associated with P3 projects to be set and collected pleted by the end of 2024. for only as long as revenue bonds are outstanding. Legislative Authority POLICY, PRACTICE, AND POPULARITY Though most states’ legislations have only be used for transportation projects. For public agencies to enter into a long- enabled P3s, these laws vary widely in Some states have authorized DB projects, term legal agreement with a private entity, scope and limitation from state to state. some have authorized P3s for existing and which typically lasts anywhere from 30 For example, 25 states authorize all levels new facilities, some allow high-occupancy to 99 years, the agencies need to have of government within the state to enter toll (HOT) lanes for congestion pricing, legislative authority. Currently, 33 states, into a P3 agreement, and all types of infra- and some even allow for the conversion of the District of Columbia, and Puerto Rico structure can be part of a P3 agreement. existing roads to toll roads. On the other have legislative authority to enter into a P3 In other states, only the state is authorized hand, some states have placed limits on agreement. to enter into a P3 agreement or a P3 can the length of P3 agreements and some do not allow noncompete clauses in P3 agreements—that is, states can initiate projects United States Asia/Far East 12% in the vicinity of a P3, often in competition 20% with the P3 project. Also, some states have instated annual caps on the number or cumulative dollar value of P3 projects (3). Canada 3% Tolling of highways in general—and P3 projects in particular—has been a Africa/Middle East contentious issue. On transportation P3 2% projects, tolling generally is the primary Latin America 15% source of funding; 29 states have addressed tolling and rate-setting authority via legislation. Some states specifically direct how and when the toll rates can be changed and in a few states, tolls must be removed after the initial construction debt is repaid. For example, Kentucky Europe 48% statute §54-3-104(c) allows tolls to be set and collected only as long as toll revenue FIGURE 1 Percentages per region of the $996 billion total in transportation projects bonds are outstanding (3). between 1985 and 2009 that were P3 projects.

TR NEWS March–April 2019 › 31 Funding and Financing a risk in that revenues can be higher or follows: 33% from the U.S. DOT TIFIA In a P3 project, the public funds the proj- lower than forecast. program, 27% in PABs, 9% from Virginia, ect and public and private entities jointly The Capital Beltway HOT Lanes project 30% from private equity, and 1% from in- finance the project. If public funds are on I-495 in Fairfax County, Virginia, which terest earnings. The significant increase in sufficient to start, sustain, and complete a was completed in November 2012, is an private investment and decrease in public project, there probably is no need for a P3. example of P3 funding and financing (see investment reflects the private partner’s But because of the challenges of limited photo below). The funding source for the comfort with the success of the I-495 proj- state and local government budgets, the HOT lanes is tolls, which are collected by a ect (Figure 2, page 33). design, construction, operation, and main- private entity for a public asset. The shares tenance of major transportation assets has of public and private entities in financing U.S. DOT TIFIA LOANS become difficult. In P3 business models, a the $2.068 billion project were as follows: The borrower under the TIFIA program private entity shares project financing with a 28.5% loan from the U.S. Department of can be a state or local government, public a public agency in return for performing Transportation (DOT) to the private entity authority, P3, or any other legal entity some or all components of the project and under the Transportation Infrastructure undertaking the project and authorized then sharing the revenues generated. Financing and Innovation (TIFIA) program; by the U.S. Transportation Secretary. The Collecting revenues (that is, funding), 28.5% in private activity bonds (PABs); projects eligible for a TIFIA loan generally traditionally the function of public entities, a 24% contribution from the Common- are at least $50 million, with a lower cost can be delegated to the private entity in wealth of Virginia; a 17% contribution threshold of between $10 and $15 million a P3 agreement. P3 projects generally are from the private entity; and 2% from for projects involving intelligent transpor- classified by how revenues are collected interest earnings. tation systems, transit-oriented develop- and how the private entity realizes its The financing share of the public and ment, and rural or local infrastructure. return on investment. The private entity private entities is determined on a proj- Among other requirements, the borrower can directly collect revenues (e.g., tolls ect-by-project basis. For example, on the must establish their creditworthiness by and fares)—termed “revenue risk”—or the subsequent $922.6 million I-95 HOT Lanes achieving an investment-grade rating from public agency can pay the private entity project in Virginia, completed in Decem- at least one credible credit rating agency. based on milestones and performance— ber 2014 and involving the same public On large P3 projects, the TIFIA loan is very termed “availability payment.” In a reve- and private entities, the corresponding attractive to a private entity because of nue risk project, the private entity assumes financing share percentages were as low interest rates that otherwise would not

Photo: Virginia DOT

The Capital Beltway high-occupancy toll lanes project in Virginia. Funding for the project was provided in small part by public agencies and in larger measure by private entities, who collect tolls from noncarpooling drivers.

32 ‹ TR NEWS March–April 2019 2%

17% projects eligible to be financed via PABs include aviation, marine, rail, highway, and 28% freight transfer facilities. PABs are attractive to regular citizens because they are tax exempt; the interest earned on these bonds 24% generally is exempt from federal, state, and local taxes.

29% STATE CONTRIBUTIONS State governments can make their contributions to P3 projects from federal U.S. DOT TIFIA Loan Private activity bonds Commonwealth of Virginia highway funds apportioned for their state, Private entity Interest earnings state infrastructure banks (SIBs), or any other authorized sources. Thirty-two states (a) and Puerto Rico have federally authorized SIBs (5). These SIBs can be capitalized 1% on by using some of the state’s share of federal surface transportation funds. Some states, such as California, Florida, Georgia, 33% Kansas, Ohio, and Virginia, have estab- 30% lished SIBs without any federal affiliation or assistance. Legal Implications 9% P3s are long-term, complex legal agreements between a public entity and private 27% entity; during the term of the agreement, lots of things can happen on either side

U.S. DOT TIFIA Loan Private activity bonds Commonwealth of Virginia that may not be conducive to an agreement already in place. Unresolved legal Private entity Interest earnings and regulatory issues and future laws and regulations can be problematic. The $1.4 (b) billion P3 agreement for US-460 in Virginia FIGURE 2 Financing share of project by source for (a) the $2.068 billion Capital Beltway is a recent example. The agreement was HOT Lanes project and (b) the $922.6 million I-95 HOT Lanes project. signed in December 2012, but the state

Photo: Dom Blevins, Wikimedia be available to them. TIFIA loan interest rates are fixed and are the same as the U.S. Treasury borrowing rate, with a term generally of 35 years from the date of substantial completion of the project. TIFIA loans can finance up to 49% of the project cost.

PRIVATE ACTIVITY BONDS PABs are similar to municipal bonds but are administered by U.S. DOT, as authorized by Congress (4). Currently, the U.S. Transportation Secretary has the authority to issue $15 billion in PABs; as of Novem- ber 27, 2018, approximately $11 billion in PABs have been issued or allocated in 28 Private activity bonds (PABs) funded Florida’s Brightline expansion into Orlando. PABs are transportation projects nationwide. The designed for private infrastructure that provides a public benefit.

TR NEWS March–April 2019 › 33 suspended the work in early 2014 and Indiana Finance Authority (IFA) and a pri- canceled the agreement in early 2015. Though most states’ vate entity for the operation and mainte- The main reason cited for the failed P3 nance of the Indiana Toll Road (see photo agreement was that the project would legislations have below). The agreement was signed in April not have been able to receive the environ- enabled P3s, these 2006 and the private entity filed bankrupt- mental permits required for large swaths cy in 2014. IFA entered into a new $5.7 of wetlands along the 55-mile route. By laws vary widely in billion, 66-year lease with another private the time the agreement was canceled, the entity in 2015. Aside from some uncertain- state had already paid the private entity scope and limitation ty for a year or so, this bankruptcy was not more than $250 million—including $125 too damaging to the state because it in- million generated from bonds. from state to state. volved the operation and maintenance of Another serious concern is the poten- an existing facility during a revenue-gener- tial bankruptcy of a private entity during ating period. the lifetime of a P3 agreement. The private program’s safeguard clause, however, a entity usually is a consortium of several dif- TIFIA loan becomes a senior debt in the Innovative Solutions ferent private organizations, including en- case of bankruptcy. For example, for the Because of their nonprescriptive, perfor- gineers, builders, and financial institutions, Elizabeth River Tunnels P3 project in the mance-based, long-term nature, P3 proj- and the failure of one of these companies Norfolk–Portsmouth area of Virginia, PABs ects provide an opportunity for innovative can bring the entire private partner down. comprise the project’s senior debt. Loans solutions—likely more than any other A bankruptcy during the design and con- from banks and other financial institutions venue. The private entity is free to adopt struction phase of the project—when most on P3 projects generally are treated as and implement almost any innovation of the cost is incurred and few revenues senior debt as well. This hierarchy of senior in design, construction, operation, and are made—can be particularly damaging and subordinate debts refers to their maintenance, as long as the performance to a public partner. order of payment in cases both of healthy standards established by the public agency TIFIA loans generally are subordinate financing and of a defaulted project. in the agreement are met. debt; that is, payable after senior debt ob- A bankruptcy occurred in the $3.8 ligations are met. According to the TIFIA billion, 75-year P3 agreement between the BUILDING INFORMATION MODELING A technological advancement particularly well-suited for P3 projects is building information modeling (BIM). This technology has gained popularity in the building industry in the past two decades, but its acceptance in the transportation industry is still lacking. In BIM, the entire life cycle of a P3 project—including planning, surveying, design, construction, operation, and maintenance—can be created as a 3-D comput- er model that can be shared and modified digitally by participating team members. This model is improved and strengthened as more and more data become available and it essentially becomes a digital replica of the physical infrastructure, allowing people to visualize the infrastructure. Changes in project conditions can easily be entered and their effect on related parts of the project immediately noticed. Simulations can test different design options virtually under different loading configurations.

Photo: Haydn Blackey, Flickr Cost information is part of BIM, facili- tating timely procurements. BIM also can When the private company operating the Indiana Toll Road declared bankruptcy, a new incorporate information about a project’s agreement was made with a different entity for the remainder of the operational and maintenance contract. surroundings, including underground wa-

34 ‹ TR NEWS March–April 2019 ter mains and utilities, and thus any con- Using hyperloop technology, high- allows automated vehicles to accelerate flicts with surroundings can be resolved powered automated vehicles in a tunnel from zero to 192 mph and decelerate easily. The detailed models of transporta- will transport passengers between these back to a complete stop in less than 0.31 tion infrastructure created through BIM two congested locations in about 12 min- mi (8). Considering the relatively short also can assist connected and automated utes at a speed of 150 mph (see illustration distance on the Chicago project, no vacu- vehicle technology, which relies on accu- above). The trip usually takes at least 40 um will be used. rate data and information. minutes by transit or car. A unique feature of this agreement is Moving Forward with P3 OTHER TECHNOLOGIES that no public financing will be used— Although it has been 30 years since P3 P3s present opportunities for adoption the entire $1 billion project cost will be projects first emerged in the United States, and implementation of other technologies, financed by a private entity. In this hyper- and many projects have been completed such as advanced sensors for monitoring loop transportation system, a magnetic using this business model, the acceptance, and asset management and even futuristic levitation environment, often a vacuum, popularity, and market share of P3s are still design and construction technologies like low. About 30% of states still do not have 3-D printing (6–7). The significance and P3-enabling legislation, and tolling—the magnitude of transportation P3 projects primary source of funding for transpor- is such that they generally are part of the The significance tation P3 projects—still is a contentious nation’s critical infrastructure. A transpor- issue and lacks public support. A common tation infrastructure element embedded and magnitude of public perception is that the nation’s with monitoring sensors can add to its public assets are being taken over by large safety and security. A variety of sensors transportation P3 private institutions, both of domestic and are at different stages of development, foreign origins, primarily for the sake of including piezoelectric sensors, fiber-optic projects is such that profit-making and without contributing sensors, and eddy current sensors. much to local communities. they generally are part To some extent, it is true that private CHICAGO HYPERLOOP of the nation’s critical entities are assuming control of public as- In June 2018, a P3 agreement was sets for as long as 75 or 99 years without announced to design, build, finance, oper- infrastructure. an equitable investment in these assets. ate, and maintain a high-speed transporta- With a few exceptions, the share of pri- tion system between Chicago’s downtown vate equity on transportation P3 projects area and O’Hare International Airport. is much less than 50%. Public sources

TR NEWS March–April 2019 › 35 authorized limit for PABs; it would be wise to consider increasing this ceiling to $30 People, Planet, and Profit billion. Also worthy of consideration is increasing the availability of TIFIA loans— from 2016 to 2020, the average is about A common perception of public– High employment opportunities $285 million per year—to at least $500 private partnerships (P3s) is › and low unemployment rates; million per year. that they do not add to the goal of sustainability. For P3s to be › Training and workforce For states that are reluctant to facili- more acceptable and popular, development opportunities; tate the wider use of P3s, adopting poli- it is important that they align › Higher income per capita; cies friendly to DB projects is a step in the with another P3: people, planet, › Investment and reinvestment direction of P3s. Design–build projects are and profit, also referred to as of businesses in communities; a form of P3 that preserve more control the “triple bottom line.” These and risk for the public agency. Innovative › Safe and secure communities; two P3s have one common and sustainable solutions should be the Better accessibility to element—profit—but people › cornerstone of P3 projects, embedded in and planet are not as obvious educational, health, shopping, the process at the time these projects are in P3s. Transportation projects sports, and recreational established with a goal of facilities; created. Finally, communities should be educated about P3s. achieving both of these P3s › Affordable cost of living; can be much more popular. › Lower commute time; REFERENCES The $2.9 billion I-4 Ultimate P3 › Easy accessibility to other 1. Mallett, W. J. Public Private Partnerships (P3s) in Improvement project in Florida, modes of transportation, such Transportation. Report R45010. Congressional as transit, rail, airport, and Research Service, November 2, 2017. expected to be completed 2. Burger, P., and I. Hawkesworth. How to Attain by 2020, is an example of a ports; Value for Money: Comparing PPP and Tradi- project in which sustainability › Safe drinking water and air; tional Infrastructure Public Procurement. OECD benefits are well highlighted. Journal on Budgeting, Vol. 2011, No. 1, 2011. Control of environmental This project received Envision › 3. Pula, K. Public–Private Partnerships for Transpor- contamination of land, air, and tation: Categorization and Analysis of State Stat- Platinum recognition from water; utes. National Conference of State Legislatures, the Institute for Sustainable January 2016. Infrastructure on the basis of its › Protection of wetlands, 4. Exempt Facility Bond, 26 USC § 142 (2011). positive contributions to social, wildlife, and natural habitats; 5. National Highway System Designation Act of economic, and environmental 1995, Pub. L. No. 104-59 (1995). › Recycling of construction 6. Roach, D. Use of Comparative Vacuum Moni- impacts on a community. materials from existing toring Sensors for Automated, Wireless Health facilities; Monitoring of Bridges and Infrastructure. Some of the attributes of a Reduction of carbon and Presented at 9th International Conference on sustainable P3 project include › Bridge Maintenance, Safety, and Management, greenhouse gas emissions; and Melbourne, Australia, July 9–13, 2018. › Profitable and thriving 7. Khan, M. S. 3-D Printing in Transportation: businesses of all types and › Long service life—100 years or more—for transportation Already in Action. TR News, March–April 2018, sizes; pp. 20–26. facilities. 8. Zhou, D. A Look Inside a New Mode: Virgin Hyperloop One. TR News, March–April 2018, pp. 15–19. of financing, like TIFIA loans and tax 20% TIFIA loans, 20% PABs, 10% state exempt PABs, all are subsidized to varying contributions, and 50% private equity. degrees, at public cost. Furthermore, in To encourage participation from cases of failed P3s and bankruptcies, the smaller private entities, P3s of less than $1 responsibilities of the asset fall back on billion in present value should be consid- the shoulders of public agencies. Thus, in ered more favorably. Megaprojects may be order to be a true P3, the share of the pri- divided into parts or phases. Also, limiting vate equity should be at least 50% and as concession periods to 50 years would much as 100%. At this level of maturity allow public agencies to better manage of transportation P3 projects, the follow- future unknowns and opportunities. ing share of investment is reasonable: Only $4 billion is left of the $15 billion

36 ‹ TR NEWS March–April 2019 ACRP RESEARCH REPORT 130 Photo courtesy Metropolitan Airports Commission

Guidebook for Airport Terminal Restroom Planning and Design

hen Minneapolis–Saint an ongoing operational challenge. It was JENS VANGE AND Paul International Airport clear that a new approach was required. ALAN HOWELL (MSP) set out to upgrade In 2015, the Airport Cooperative its restrooms in 2010, the Research Program (ACRP) released ACRP Vange is Senior Associate team leading the initiative Research Report 130: Guidebook for Airport Wknew that a mere facelift would not solve Terminal Restroom Planning and Design. Architect, Alliiance, the facilities’ growing issues. Renovations Inspired by MSP’s initiative, the report Minneapolis, Minnesota, had been done and redone; new re- compiles input from nine case studies and Howell is Senior Airport strooms, with minor tweaks to the finishes at airports across the United States and Architect, Metropolitan and amenities, had been added in various from various local stakeholder groups. The expansion projects; and some of the research team was directed to bring this Airports Commission, Saint original 1960s vintage facilities remained. guidance to the aviation industry because Paul, Minnesota. Across the two terminals at MSP, 100 sets, every airport was facing similar issues: or pairs, of restrooms served the public and employees. Although paper-towel For more dispensers had been updated and basic information on ACRP Research retrofits had been conducted to conform Above: When the restrooms at Report 130: Minneapolis–Saint Paul International with Americans with Disabilities Act of Guidebook for Airport (MSP) became the top 1990 (ADA) guidelines, and even as hold Airport Terminal Restroom Planning complaint among passengers, the rooms, concessions, and wayfinding airport created a new approach to and Design, visit improving their restroom facilities. facilities received upgrades, the restroom www.trb.org/ This successful initiative led to program had not. In fact, restrooms had Publications/ Blurbs/172507. an Airport Cooperative Research become the problem at MSP—they were Program (ACRP) guidebook for aspx. other airports. a top complaint on traveler surveys and

TR NEWS March–April 2019 › 37 Photo courtesy Metropolitan Airports Commission inadequate fixture counts and the result- stroom Team used to begin their program ing long lines, especially at the women’s development. Several concurrent tasks restrooms; failing plumbing fixtures, were initiated to determine what the facil- dispensers, and disposals; tired finishes ities had, which was a critical step before that were difficult to maintain and clean; determining a direction for the program. and, most significantly, travelers who The design team surveyed each re- vastly preferred to keep all their belong- stroom using a series of matrices. These ad- ings within reach, making the build- dressed the quantities and types of fixtures ing-code-minimum–sized toilet stalls even in each restroom set, finishes, ADA compli- more cramped than before the tightening ance, construction year, and more. As this of security measures across the industry. mundane—but critical—effort progressed, To ensure the guidebook’s ease of the team weekly conducted equally import- use, the printed content was kept to 75 ant discussions about the drivers and goals pages with color graphics and images. for the restroom program. The remaining 244 pages of supporting This process went on for several months appendices (research data, charts, forms, before the first design ideas were drawn. and more) are provided on a CD as well as Internal and external stakeholders, such as PDFs on the ACRP website. MSP’s voluntary Travelers with Disabilities As MSP’s Restroom Team (see sidebar, Advisory Committee, aired their priorities, page 42) conducted its research, a guiding which often conflicted with the priorities of principle surfaced: “Airport restrooms are others. These misalignments were debat- often the first and last impression travelers ed and worked through until consensus A chapter of ACRP Research Report 130 have of an airport.” The restroom should was reached. The design chapter of ACRP addresses determining priorities not just for visual spaces but also for plumbing, be memorable—in a positive way. Research Report 130 contains a form to help electrical, and ventilation systems. facilitate decision making on which priori- Project Beginnings ties should top the airport’s list. ACRP Research Report 130 describes the pro- equate fixture counts cannot be reme- cess of initiating a restroom project through Master Plan Required died if there are no goals targeted, and completion and beyond. The first chapter Another piece of the puzzle was to it became evident early on that building focuses on planning—the process the Re- develop a long-term master plan. Inad- code minimums are inadequate from a customer-service perspective. The planning chapter of ACRP Research Report 130 offers equations to help determine fixture counts based on aircraft size, peak periods, level of service, and other variables. Also included is guidance for determining the fixture-count ratio for facilities for males and females by accounting for various factors and airport priorities; one of the appendices also suggests considerations for all-gender restrooms. Recognizing that additional space was needed to provide not only the desired number of fixtures but also extra space within the restrooms—especially in the stalls, to accommodate luggage and ma- neuvering, and for travelers with differing mobilities—the MSP Restroom Team developed a prototype to test the viability of their new goals. Now, a decade later, the proto-

Photo courtesy Metropolitan Airports Commission type continues to be tweaked in response to traveler and employee feedback, product The MSP restroom design overhaul included technology to increase cleanliness and decrease odors, offer space to address passenger needs, and provide lighting and outlets to energize innovations, new code requirements, and travelers. shared best practices from other airports.

38 ‹ TR NEWS March–April 2019 A high priority of MSP and ACRP Research Report 130 was addressing compliance with Americans with Disabilities Act of 1990 guidelines.

ACRP Research Report 130 navigates the development of the prototype by breaking the restroom into spatial nodes such as the entry, sink area, and toilet stalls. The desired components are situated within these nodes, including plumbing fixtures, dispensers, and more. The nodes then are arranged in one or more layout modules that can adapt to various sizes and configurations (Figure 1, at left). Photo courtesy Metropolitan Airports Commission

A section on master planning provides guidance on the ideal placement of these prototypes within the airport based on traveler catchment zones; that is, specific gates or support areas served by each set of restrooms, such as ticketing, baggage claim, or mall areas. Often, it turned out that the ideal placement of a restroom set was not in its current location at MSP. With customer service a primary consideration, concessions were shuffled around and restrooms muscled in between gates to provide facilities where they were needed—rather than using them to fill in left- over space, as had been done previously. Also highlighted in the guidebook are the positives and negatives of (a) (b) renovating existing restrooms versus creating new sets. Prototype Design The third chapter focuses on the design of the prototype. Addressing each component, such as signage, surfaces, and heating and air conditioning, ACRP Research Report 130 offers guidance on maintenance, sustainability, and universal design. Also included is a discussion about standardizing layouts, products, and finishes. Airports must balance competitive bidding against generic bulk stock from the likes of multiple faucet or carpet man- (c) (d) ufacturers. At MSP, the Restroom Team determined that the cost percentage of FIGURE 1 Room and galley prototypes are shown with the preferred minimum the non-infrastructure-related compo- restroom size and gender mix of fixtures: a( ) basic galley prototype, (b) expanded galley prototype, (c) basic room prototype, and (d) expanded room prototype. nents (finishes, fixtures, and the like) was small enough that most of the project’s

TR NEWS March–April 2019 › 39 Photo courtesy Metropolitan Airports Commission Photo courtesy Metropolitan Airports Commission

(At left:) Surfaces, finishes, and fixtures should be selected with consideration often hectic and tiring journey. Speakers of their durability, ease of cleaning, and timeless appeal. (At right:) Each MSP continually provide general terminal paging, which restroom at MSP has technology to is required by ADA to be augmented by facilitate efficient and frequent cleanings. fine-tunes its visual paging for hearing-impaired travelers. To further dampen the live surfaces restroom designs as within the restroom, a perforated metal scope could maintain an open specifica- feedback is collected ceiling with acoustic bags above absorbs tion and still remain competitive on the 90% of the sound. Since the entrance remaining project products via supplier from travelers areas to the restroom are open, often competition. adjacent to hold rooms, minimizing the and employees, sound of hand dryers and flushing toilets FIXTURES AND SURFACES is essential. Surfaces within restrooms require careful maintenance and MSP has embraced technology, pri- consideration, since they require signif- marily through a custom restroom-man- icant cleaning and repair and tend to cleaning crews, and agement system that utilizes a direct be subjective in terms of their aesthetic interface with the airport’s overall fa- appeal and the whims of taste. MSP other members of cility-management system. A screen is collectively chose a timeless color palette, incorporated into the lighted room sign at using materials with no or minimal joints the Restroom Team. the entry to each restroom. With the swipe to clean or repair and that are resistant to of a cleaner’s badge, this screen indicates wear and abuse. Lighting is calming and the distance in each direction to the task-oriented, designed to energize travel- next-nearest restroom for customers ap- ers fresh off long flights. Air movement is EMBRACING TECHNOLOGY proaching the bathroom. The badge swipe facilitated strategically to dry wet floors at Technology is playing an increasing role also doubles the exhaust level to extract the sinks and to exhaust odors above the in the operation and maintenance of cleaning-chemical smells and speed up the stalls. Convenience outlets at the sinks are airport restrooms. A high level of custom- drying of wet surfaces. A thermal sensor provided for shaving and hair drying. er service is demanded. Manufacturers in the entry ceiling tracks the number of To aid in the selection of finishes, offer sensors to notify janitorial staff if people entering and leaving the restroom plumbing fixtures, paper towel dispens- dispensers are out of paper or if a trash to help gauge cleaning needs. ers, and other elements, an appendix receptacle is full. Indicator lights show to ACRP Research Report 130 features a which stalls are unoccupied. Music often RELATED AMENITIES matrix listing product types (e.g., toilet is provided to temper the din in the The design chapter also addresses a vari- partition materials) with comparison keys hard-surfaced spaces as well as to provide ety of restroom-related amenities: baby for the range of durability and cost. an element of calm in the traveler’s changing, grooming, and incorporating

40 ‹ TR NEWS March–April 2019 MSP has incorporated lactation rooms for nursing mothers. These and other amenities will be addressed in a follow-up project to ACRP Research Report 130.

art within and outside the restroom. The same research team that developed ACRP Research Report 130 is work- Photo courtesy Metropolitan Airports Commission ing on a follow-up report, expected to be completed later in 2019. This report will provide similar guidance for other special amenities: lactation rooms, service animal relief areas, changing table restrooms, sensory rooms, and several other spaces. This guidebook will build upon the content of the restroom book. Some amenity prototypes developed by MSP’s Restroom Team will be the basis for the added content. The design chapter concludes with a discussion on cost-estimating strategies restroom designs as feedback is collected • The custom stall door hardware was during the planning and design phases, from travelers and employees, mainte- replaced with a more durable, easy-to- with the recommendation to follow the nance and cleaning crews, and other replace, off-the-shelf hardware. typical industry practice of conducting members of the Restroom Team, such • The location of the accessible stall estimations at the completion of the as the Travelers with Disabilities Advisory in the prototype plan was relocated schematic design and design development Committee. In existing facilities, restroom within the restroom block, netting an phases, along with a final 90% cost check. sets frequently are renovated one or two additional standard stall. at a time, so the post-occupancy evaluation is an opportunity to correct inefficient • A darker wall base was integrated into Implementation the monolithic quartz wall panels to The fourth and final chapter of ACRP layout issues, change products that are not hide the mop line from cleaning. Research Report 130 focuses on implemen- performing as expected, and make other tation of the restroom design process. Since modifications. Each set of restrooms at MSP is a bit most restroom projects in airports take In the first few iterations of the MSP better than the last—although stained place within existing facilities, phasing is an prototype, the Restroom Team periodically terrazzo flooring under the urinals remains important consideration. Not only is con- reviewed all these aspects and made some an ongoing battle for MSP and for most of struction disruptive in terms of noise, dust, significant changes: the other airports surveyed. and odors—all of which need to be carefully planned for and managed—but during renovations, one or more restroom sets are out of service for a period of months. Related ACRP Titles Prefabricated restrooms offer a potential solution to expedite the construction ACRP Research Report 109: Improving Terminal Design to Increase process. This technique is used in health- Revenue Generation Related to Customer Satisfaction, www.trb.org/ care facilities, in which an entire headwall Publications/Blurbs/170867.aspx assembly can be brought in and installed ACRP Research Report 175: Improving Intelligibility of Airport Terminal in a few hours. Prefabricated restrooms are Public Address Systems, www.trb.org/Main/Blurbs/176329.aspx most practical in new construction, and bringing in wet-wall assemblies for toilets ACRP Impacts on Practice: Improving Customer Experience at Airport and sinks, for example, could go a long Restroom Facilities, www.trb.org/Main/Blurbs/175363.aspx way to shorten the disruption. The final—and very important—as- ACRP Web Resource 2: Airport Passenger Terminal Design Library, pect of the process is post-occupancy www.trb.org/Main/Blurbs/176507.aspx evaluation. As noted in the beginning of the article, MSP continually fine-tunes its

TR NEWS March–April 2019 › 41 During construction of the first two the cost of their travels, often are lugging helped to make a traveler’s brief stop at prototypes at MSP, the construction man- extra bags, and are running on too little the airport a memorable one. These small agement firm’s foreman remarked, “These time and feeling anxious or tired. moments are vital to an airport—especially restrooms are like a Swiss watch!” Indeed The input of the MSP Restroom Team in cities or regions that have other, com- they are. Many elements are thoughtfully comfortably and intuitively accommodat- peting transportation options. First and packed into the new restrooms. Travelers ed all the issues, desires, and requirements last impressions do count. feel they should be pampered a little for related to airport restrooms—as well as

Minneapolis–Saint Paul Airport Restroom Team

Vital to the success of any restroom project, whether constructing several sets in a new con- course or in a minor renovation, is the formation of a Restroom Team. Every manager at an airport with a stake in the planning, implementation, and maintenance of the restrooms should be included. This involves representatives, as relevant, from the following groups: › Facilities–planning; › Customer service; › Carpentry trades; › Heating, ventilation, and air conditioning trades; › Plumbing trades; › Electrical trades; Information systems; MSP’s research team addressed less-obvious traveler needs, such as pet relief › areas for service animals and traveling pets. Representatives from a variety of › Cleaners; special-interest groups can broaden the services an airport provides. › Airport police; and Special-interest committee liaisons from such › completion, as restrooms require ongoing attention groups as Travelers with Disabilities, Arts Founda- regarding maintenance issues, product perfor- tion, and others. mance evaluation, usage monitoring, and customer Consulting experts should include the following: complaints. In larger airports, by the time the last restroom is updated, it likely is time to start all over › Aviation planner, again on the first. Ongoing assessment also stream- › Architect, lines the next startup process significantly. › Interior designer, Airport leadership support of the Restroom Team › Wayfinding designer, is essential. Participants should be encouraged to › Customer experience consultant, expand their expertise by attending conferences, vis- › Mechanical engineer, iting other airports, and monitoring product and system innovations. Restroom Team members need to Electric engineer, › be resilient and as open to compromise as they are › Technology systems designer, and tenacious about their needs and goals. A good sense › Construction manager. of humor to weather the bumps and grinds—and the inevitable bathroom jokes—doesn’t hurt either. A core group of these representatives should meet regularly from the project’s outset to at least its —Jens Vange conclusion. Ideally, meetings would continue after Senior Associate Architect, Alliiance, Minneapolis

42 ‹ TR NEWS March–April 2019 TCRP RESEARCH REPORT 201

Understanding Demographics, Preferences, and Locations Influencing the Future of Public Transportation

Photo: Kanaka Rastamon, Flickr

MULTIDISCIPLINARY lthough the tools for under- older, postmillennial men (1). Again, the standing travel demand, which times and costs of the competing services STUDY OF FACTORS focus on relative travel times and were the same for everyone, and it was an THAT AFFECT THE relative travel costs, provide a individual’s demographic category—more MARKETS FOR TRANSIT sound basis for supporting near- than the traditional factors of times and Aterm policy issues, they prove inadequate costs—that best explained mode choice to support longer-term examination—such (Figure 1, page 44). as the future of public transportation over Although variation in demographic MATTHEW A. COOGAN the next decade. category is important in predicting travel When society wants to explore such behavior, variations in preferences, values, The author is Senior large and complex issues, simply analyzing and attitudes also are significant. Some Director, RSG, Inc., the implications of travel times and costs people in society value moving their res- is not enough, because transportation idence to a more urban setting; some do Ithaca, New York. behavior is strongly influenced by a set of not value such urban characteristics and underlying factors that cannot be ex- defend the suburban settings they have pressed in these terms alone. worked hard to attain. As a second-order Simply put, different demographic impact, those with urban preferences are groups respond differently to common more likely to settle in dense, transit-rich sets of transportation options. For ex- neighborhoods, and populations in such

Above: The Transit Cooperative ample, a recent study for the National locations will use transit at higher rates. Research Program explored why Cooperative Rail Research Program different demographic groups concluded that, when faced with exactly Challenge of respond differently to transportation options. the same set of services, younger millen- Interdisciplinary Research nial women were three times as likely to When directed to analyze key aspects of the choose an intercity curbside bus than were future of public transportation in American

TR NEWS March–April 2019 › 43 Photo: NACTO addition to methods that attempt to integrate several relative times and factors into one mathematical structure. relative costs of the supply side of NEW MODELS AND METHODS the equation. The project created a somewhat unusual How to incor- mix of research methods. For interpreta- porate key under- tions of how attitudes and values interact lying factors posed to influence travel behavior, a structural a challenge from equations model was created, incorporat- the very beginning ing some of the concepts utilized in the of the study. Re- theory of planned behavior. Advanced searchers in the field procedures in market research were of social psychology applied to create several attitude-based have accepted meth- market segments, and new multinomial ods to relate attitudes logit travel demand models were created and values to choices in to facilitate a better understanding of Young millennial women are three times as likely to choose curbside transit as behavior, more and more classic supply-side factors. postmillennial men. applying Icek Ajzen’s theory of planned To deal with the effect of location behavior to transportation (2). In paral- on transit, sample populations from two lel, research literature is rich with studies surveys—one from 2014 with 11,000 society, research of how characteristics of land use are respondents and one from 2016 with team manag- related to transportation behavior and 3,500 respondents1—were assigned to five ers assembled mode choice. Finally, advanced tools neighborhood types in terms of the transit to produce of market segmentation increasingly orientation of the neighborhood. Formulas TCRP Research are used in market research to cluster developed using the U.S. Environmental Report 201: groupings of travelers by commonality Protection Agency’s Smart Location Data- Understanding of attitude rather than by traditional base program allowed the researchers to Changes in demographic categories (3). The chal- categorize geographic zones for all 14,500 Demographics, lenge, then, is how to undertake a truly respondents of the two surveys into the Preferences, multidisciplinary research project; that is, five levels of transit orientation, defined by and Markets for using separate tools that may or may not the ratio of their transit accessibility to jobs Public Trans- come together in their conclusions. divided by highway accessibility to the portation. The researchers realized that one For the authors of TCRP Research Re- same jobs. comprehensive research plan would have port 201, the answer was to apply a wide To better understand how key un- to cover values, attitudes, preferences, and variety of the appropriate research tech- derlying factors are related to preferenc- location—by demographic category—in niques; indeed, to develop a new set of es, attitudes, and values, an ambitious analytic framework was created. Using the 3,500-person sample designed for this purpose, researchers examined behaviors, attitudes, and values three times: once in terms of five age categories, once in terms Travel of five neighborhood types, and once Times in terms of four attitude-based market

Demographics Location segments. This format produced a multidisciplinary view both of attitudes and Costs behaviors. For any given proposition, the Preferences Service reader can observe the extent of variation Characteristics associated with age, location, and market preferences.

1 The survey of 11,000 respondents in 2014 was FIGURE 1 Although all the factors noted here affect public transportation ridership levels, conducted by RSG, Inc., in support of Who’s On the TCRP study focused on the underlying factors illustrated in the pie chart (left). Board, a 2016 TransitCenter, Inc., report.

44 ‹ TR NEWS March–April 2019 INTEGRATED CHOICE (see arrows). The phase between ages 16 LATENT VARIABLE and 30 is characterized by increasing auto The most ambitious new method created use during a period of high level of lifestyle was a single mathematical model that volatility; that is, people tend to change incorporated attitudes and preferences, locations, and to form and disband demographic categories, and locational household living arrangements, more characteristics to augment travel times and frequently in their 20s than later in life costs. The model, known as an integrated (5). The number of cars owned increases. choice latent variable model, combines Around age 30, people tend to reach their established procedures used in social maximum auto use and VMT plateaus. A psychology with established procedures in strong pattern revealed in Figure 2 is the travel demand forecasting to facilitate the lack of change in transportation patterns simultaneous, integrated examination of between the ages of 30 and 50. Around hard and soft variables when explaining age 50, some of the travel to far-flung sub- travel behavior. urban soccer games is transferred to the younger generation, who begin to drive Photo: State Farm Results themselves. Later still, retirement patterns As part of its research objective to look at reduce VMT in the oldest age categories. future transportation markets, TCRP Re- search Report 201 focused strongly on the AGE AND TRANSIT USE role of age. A key question concerns how According to national aggregate statistics, a given cohort group will behave when The use of automobiles sharply increases— the life phase between the ages of 16 and and the use of transit decreases—in the they are, for example, 10 years older than 30 includes the prime years for transit use. decade between the ages of 20 and 30. today, and this leads to an examination As shown in Figure 2, the competitive role of the impact of age on transportation of the automobile is not firmly estab- behavior. lished in this time period; by contrast, the relationship between age and number of To establish the setting, researchers intense reliance on cars takes over around transit trips per capita has been aver- examined the role of age in generating age 30. In fact, the TCRP study found aged using the four most recent National vehicle miles traveled (VMT), a measure that a traveler’s age is the one of the most Household Travel Surveys. of the use of private automobiles (4). In powerful determinants of transit rider- To some extent, the number of transit Figure 2 (below), which shows the role of ship—in general, the older people get, the trips by age group reflects an inverse age in VMT per driver, the overall amount less they use transit. This pattern can be relationship with the use of its principal of car use can be divided into three phases seen in Figure 3 (page 46), in which the competitor, the automobile. The prime auto usage at around 30 years of age generally reflects the same life changes as the decline in transit trips shown in Figure 3. For various reasons, the decade between the approximate ages of 30 and 40 shows a sharp drop in the use of transit per capita. Researchers found that the distance to the nearest bus stop increases consis- tently by age group, and the distance to the nearest commercial or village center increases similarly. Additionally, the study’s analysis has demonstrated that age is a dominant explanatory factor—not only by acting through the intermediate variable of location. For example, the study’s analysis revealed that, for any given level of neighborhood transit accessibility, the FIGURE 2 The number of VMT per driver can be seen in three phases, denoted by the younger traveler will choose transit more blue arrows. (Source: National Household Travel Survey of 2009.) often than the older traveler.

TR NEWS March–April 2019 › 45 What Will Happen Next? 45 The research conducted for TCRP Research A 40 Report 201 included extensive consideration of the values, preferences, and 35 attitudes for each relevant age category; this allows additional understanding of 30 what may happen to millennials’ transit use as they proceed through the life cycle. 25 An analysis of attitudes shows that this rips per Capita All US group has positive views of urbanism and 20 are more open-minded about automo- ansit T

Tr bile alternatives. As they age, however, 15 millennials may find that loyalty to transit 16–24 25–34 35–44 45–54 55+ becomes more difficult. The expected shift away from transit Age Category has been flagged not only in terms of demographics, but is reported by millennial FIGURE 3 Effect of age on number of transit trips per capita. (Source: Nancy McGuckin, Analysis of National Household Travel Surveys of 2017, 2009, 2001, and 1995.) survey participants themselves in the TCRP study. Although the study has found that millennials proceed through the stages of MILLENNIAL GENERATION age category for pro-transit behavior is the life cycle more slowly than previous The study concluded that the next shrinking demonstrably over time when generations (getting married and buying decade could see some difficult times for viewed through the lens of national homes later), millennial survey respondents the public transportation market. Using demographic data. At the same time, reported that they fully expect to move to the multidisciplinary techniques noted the largest cohort soon will be passing less-dense locations as their families mature. above, the study merged information through the lower-transit-use age cate- Millennials also expect to take transit about attitudes with information about gory of between 30 and 40. less often and drive more often in future demographics and location. The results raise some issues of concern. Photo: Shawna L. Keyes, U.S. Air Force Recently, the Pew Research Center defined the millennial generation as those between 22 and 37 years of age in 2018 (6). If the millennial generation is divided into three cohort groups of 5 years each, the oldest of these groups now is between 32 and 37, and solidly within the age category with the great- est decline in transit, shown in Figure 3. People between the ages of 26 and 31 will move into this older age category in the coming years; importantly, this 5-year cohort currently is the single largest cohort category in U.S. population. The cohort of Americans ages 26–31 is larger than any 5-year segment of the Baby Boomer generation, which previously boasted the largest cohorts in the U.S. population. The youngest 5-year age cohort— ages 22–26—is somewhat smaller than the middle group, and the following 5-year cohort group is smaller still. This More than half of survey participants ages 25–34 responded that they wanted to settle in a means that the size of the key 20–30 house and neighborhood that reminded them of their parents’ home.

46 ‹ TR NEWS March–April 2019 Long-term values—for example, living in a diverse community—influence a preference for urban living and can lead to higher transit use.

years, according to the survey. In addition, in no age group did a majority of respondents report that they wanted to replace auto ownership with various short-term strategies to share, borrow, or rent cars. Of all age groups, it was the 25–34 age group who agreed most strongly that they “love the feeling of freedom and independence that owning several cars provides for my household.” Approximately 56% of that key age group also agreed with the following statement: “As I get older, I think I will even- Photo: Ian Fisher, Flickr tually want to settle in the kind of house and neighborhood that my parents had.” of the environment at any location affect placed on urbanism, derived from respons- travel directly as well as via the mediating es to such statements as the following: “I How Does It All Fit influence of near-term attitudes. Finally, would value living in a community with a Together? near-term attitudes reflect perceptions of mix of people with different backgrounds.” Keeping in mind the goal of integrating available options, highly influenced by The model shows the impact of this under- preferences and demographics to under- comparative times and costs. As noted by stand markets better, the research team the arrows stemming from the top of the created an analytical framework separat- diagram in Figure 4 (below), demograph- ing preferences into two categories: 1) ic categories must be taken into consider- The TCRP study longer-term values that influence location ation at all phases of the process. selection and 2) nearer-term attitudes Results from the project’s structural found that a about travel services and options. Pref- equation modeling (included in TCRP erences about desired residential loca- Research Report 201 and documented in its traveler’s age is tion influence travel, both directly and technical appendices) show the cumulative through the mediating influence of the importance of many factors. For example, the one of the choice of residence. Similarly, the details a latent factor is created to reflect value most powerful determinants of transit ridership.

lying value on the selection of neighborhood type (e.g., density of intersections per square mile) and reveals the impact of the neighborhood type latent factor on amount of transit taken. The model allows the reader to see the cumulative effects of the longer-term preferences for the urban setting and the indirect influence through subsequent mediating factors. For example, the model shows that a 10% increase in the latent factor “Values Urban” is associated FIGURE 4 The relationship between demographics, long-term values, location, near-term with a 3.5% increase in transit ridership—a attitudes, and travel behavior. strong impact.2

TR NEWS March–April 2019 › 47 Travelers under the age of 30 and with higher levels of education are more likely to choose transit.

locations into lower-density geographic settings. TCRP Research Report 201 concludes that, in the meantime, further research is needed to better understand the Generation Z cohort—now firmly in its prime transit-consuming years. Acknowledgments The study described in this article was Photo: Jens Schott Knudsen, Flickr the work of large research team, which included Tom Adler, Greg Spitz, Stephane TCRP Research Report 201 also reports Hess, and Mark Bradley, on travel behav- the results of the integrated choice latent The future of transit ior; Nancy McGuckin on demographics; factor model developed in the project. will be influenced Rich Kuzmyak on land use; and Karla This innovative effort to incorporate both Karash on transit services. Coogan served preferences and service characteristics far more by the as principal investigator. The research into one forecasting model showed that, team is indebted to the TCRP project in the hypothetical case in which all age competitive quality panel and TCRP Senior Program Officer categories adopted the attitudes of those Dianne Schwager. under 30, transit ridership would increase of its services than by 5%. REFERENCES 1. Coogan, M., et al. National Cooperative Rail A similar scenario, in which all groups by cultural changes Research Program Report 4: Intercity Passenger adopted the attitudes of those with the Rail in the Context of Dynamic Travel Markets. highest levels of education, showed an 8% Transportation Research Board, Washington, about attitudes D.C., 2015. increase in transit ridership. A combined 2. Ajzen, I., From Intentions to Actions: A Theory scenario, in which all participants had and values. of Planned Behavior. In Action Control: From the attitudes of both the highest-educa- Cognition to Behavior (Julius Kuhl and Jürgen Beckmann, eds.), Springer, New York, 1985, tion and under-30 groups, produced a pp. 11–39. combined ridership increase of 13%. more by the competitive quality of its 3. Elmore-Yalch, R. TCRP Report 36: A Handbook— The same model then was used in a services than by cultural changes about Using Market Segmentation to Increase Transit Ridership. TRB, National Research Council, parametric exercise to explore possible attitudes and values. Hypothetical futures Washington, D.C., 1998. futures assuming improved levels of transit with more supportive attitudes toward 4. Coogan, M., et al. National Cooperative High- times and costs and worsening times and transit pushed the needle up by 13% and way Research Program (NCHRP) Project 08-132: Understanding Changes in Youth Mobility, Final costs of competing modes. In this exercise, hypothetical futures with more competi- Report. Transportation Research Board, Wash- transit ridership increased by 35%.3 This tive transit travel times and costs are asso- ington, D.C., 2017. experience in scenario testing allowed ciated with growth of more than 30%. 5. Karash, K. H. TCRP Report 123: Understand- ing How Individuals Make Travel and Location TCRP Research Report 201 to conclude that The transit industry must face the Decisions. Transportation Research Board of the the future of transit will be influenced far challenge, however, of fewer people in National Academies, Washington, D.C., 2008. the key 20–30 age categories. If this loy- 6. Fry, R., and K. Parker. Early Benchmarks Show ‘Post-Millennials’ to Be on Track to Be Most al—and large—population cohort reduc- Diverse, Best-Educated Generation Yet. Pew 2 This measure, called “standardized total effect,” is es its present transit use as they reach the Research Center, Washington, D.C., 2018. documented in detail in the technical appendix to ages of 30–40, a new generation of tran- TCRP Research Report 201. sit services may be required that attempt 3 In the same set of model runs, a scenario with worsened transit services and improved competing to retain key positive market segments mode services showed transit use to fall by 32%. even as they migrate out of transit-rich

48 ‹ TR NEWS March–April 2019 NCHRP RESEARCH PROJECTS

Development of National Specifications for Accelerated Bridge Construction

Photo: Petty Officer 1st Class Steven Smith

ccelerated bridge construction results to design and build bridges using MICHAEL P. CULMO (ABC) technologies have been in ABC. This has discouraged many agencies development for more than 15 from adopting these practices. The author is Chief years. These technologies have The TRB General Structures Commit- Technology Officer, CME fundamentally changed the way tee coordinated with the AASHTO Bridge Abridges are built, with construction times Technical Committee on Construction, or Associates, Inc., East reduced from years to weeks—even days. the AASHTO T-4 Committee, to formulate Hartford, Connecticut. The benefits of ABC are far-reaching and a research needs statement (RNS) for the have led to significant increases in road development of a national ABC design and user satisfaction, as demonstrated in user construction specification.1 The commit- survey polls. This has raised an inevitable tees also developed RNSs for two particu- question from travelers: “Why can’t we lar ABC-related issues that needed further build every bridge using ABC?” research. The widespread use of ABC technolo- This effort led to two National gy has been hampered by the lack of an Cooperative Highway Research Program ABC-specific national design and construc- (NCHRP) research projects: NCHRP Above: A self-propelled modular transporter (SPMT) moves a tion specification, one similar to the Ameri- Project 12-102, which developed a tied-arch bridge into place. The can Association of State Highway and Trans- national ABC design and construction accelerated bridge construction portation Officials’ (AASHTO’s) Load and specification, and NCHRP Project 12-98, (ABC) process allows traffic to be diverted for hours rather than Resistance Factor Design (LRFD) Bridge Design which studied tolerances in prefabricat- months. With new processes Specifications. Without a national specifica- and technology come a need for tion, owners must use their own engineering new design and construction 1 The TRB Research Needs database can be found specifications. judgment and must refer to various research at http://rns.trb.org.

TR NEWS March–April 2019 › 49 ed elements and the dynamic effects of SYNTHESIS PROCESS TOLERANCE RESEARCH FOR moving entire bridges from prefabrication Initially, a literature search and synthesis PREFABRICATED ELEMENTS staging areas to the actual bridge sites (a were conducted. The research for the The research team developed a basic common ABC technology). Both projects dynamics of bridge moves was limited to statistical data analysis process in which were awarded to CME Associates, Inc., a few investigations by owner agencies results from actual plant fabrication could of East Hartford, Connecticut, a firm that and several guidelines published by be used to develop a reasonable tolerance has been at the forefront of ABC research owner agencies and the Federal High- limit for various dimensional aspects of and practice since the early 2000s. Hav- way Administration. These documents the elements. The team tried to obtain ing one research team leading both proj- had dynamic recommendations that significant data for analysis; however, little ects was beneficial since the two subjects were based on rules of thumb, not on information was available in plant records were so closely integrated. actual research. The research team also as these typically only indicate tolerance contacted international heavy move quality as a pass–fail score. Large volumes NCHRP 12-98 Research companies and found the same re- of actual dimensional variation data were NCHRP 12-98 was, essentially, two sults. The only significant literature on not available. In the end, however, the unrelated research topics combined into tolerances was two guidelines published tolerances used by PCI were found to one. The first topic addressed a need for by the Precast/Prestressed Concrete In- represent a reasonable starting point for a a national specification for tolerances of stitute (PCI) and the American Concrete national guideline. prefabricated elements. Proper manage- Institute (ACI). In the future, if data become available, ment of tolerances plays a major role These publications on precast ele- the statistical methods developed in the in the success of a prefabricated bridge ment tolerances were a helpful start in NCHRP project research can be used to project; many of the problems in recent the development of a national guide- verify the suggested tolerances. Recom- projects can be attributed to a lack of line. The project team met with the PCI mended tolerances were developed for tolerance control. The second topic ad- Tolerance Committee, which oversees all commonly used bridge elements (see dressed owner agency concerns with the the publication of the PCI document, Figure 1, page 51). dynamic effects of moving entire bridges and discussed the basis for the specified In element tolerances, specifications using self-propelled modular transporters tolerances. It was found that the various for joint width tolerances are a major (SPMTs) or lateral slide technologies. The PCI committees had set recommended knowledge gap. The width of joints be- goal of NCHRP 12-98 was to develop tolerances based on a history of plant tween individual prefabricated elements national guidelines for these two subjects fabrication and what was reasonable to can be affected by erection tolerance and that could be referenced in design and be achieved on a regular basis—not on up to six different element tolerances. construction specifications. hard data analysis. A conservative approach that assumes

Photo: Massachusetts DOT Photo: FHWA

Left: A new bridge superstructure is lifted into place by an SPMT in a Massachusetts DOT ABC project to replace River Street Bridge in Boston. Right: Traditionally, reasonable tolerance limits of bridge elements have been based on a history of plant fabrication. An NCHRP project developed statistical methods to recommend tolerances.

50 ‹ TR NEWS March–April 2019 all maximum tolerances occur at any that are similar to ground motions during one joint would lead to very wide joints. seismic events, and the falsework and The research team used Monte Carlo bridge are similar to structures exposed to simulations to determine recommended seismic ground motions. A structure’s stiff- joint widths based on the probability of ness would affect the level of forces borne occurrence of each tolerance. This resulted during the move. in reasonably wide joints that would The research team studied this theory accommodate all tolerances with a 95% by measuring base accelerations on a load- probability. ed SPMT unit. Several loads were applied to the SPMT to identify any variations in DYNAMIC RESEARCH FOR accelerations with different loads. The BRIDGE MOVES SPMT then was moved using a preset series The dynamics of bridge moves are import- of typical maneuvers used during bridge ant to bridge owners. Concerns include moves and was operated at the highest the forces imparted on the bridge during possible speed to establish an upper bound a move, which can lead to damage, as on the dynamic effects. The photo on page well as the forces acting on the falsework 52 shows a typical test setup. supporting the bridge. The research team The results of the testing were used to Photo: FHWA hypothesized that a bridge move is akin to develop response spectra for both horizon- a man-made earthquake—the SPMT gen- tal and vertical motions as well as load erates horizontal and vertical accelerations combinations and factors. The team also Workers prepare to fill the deck joint between two precast modular deck units. An NCHRP project addresses specifications for joint width tolerances, a need particular to prefabricated elements.

developed an analysis method for bridge dynamics that is similar to seismic design of bridges. Additional research was conducted as part of NCHRP 12-98 to study the friction of bridge sliding systems. The results of this research led to recommended design values for lateral slide bridge installations.

GUIDELINES Using the research data, the team developed two specification-style documents that can be used by designers of ABC projects, published as NCHRP Web-Only Doc- ument 243: Recommended Guidelines for Prefabricated Bridge Elements and Systems Tolerances and Recommended Guidelines for Dynamic Effects for Bridge Systems. The guidelines are written in AASHTO specification format with guidelines and commentary. With these documents, designers and contractors now can design and detail prefabricated elements with reasonable tolerances and design bridges and FIGURE 1 Example of a tolerance specification for a precast concrete pier cap. falsework for bridge systems.

TR NEWS March–April 2019 › 51 Typical SPMT testing setup.

nology was scored, and a threshold value was set for inclusion in the guide. Tech- nologies that met the threshold would be included in the guide, and others would be included in the project report. The culmination of the project was the development of a complete ABC design and construction guide specification, titled AASHTO LRFD Guide Specifications for Accelerated Bridge Construction. All forms of ABC are covered in the specification,

Photo courtesy Michael Culmo as well as both seismic and non-seismic provisions, making it a go-to document for ABC projects. NCHRP 12-102 The weights for each criterion were The NCHRP 12-102 project team care- Research recommended by the research team and fully developed the guide to be consistent coordinated with several state bridge with AASHTO design and construction The goal of NCHRP 12-102 was to develop engineers participating on the project pan- specifications, including notation, defini- a national guide specification for all forms el. The goal of this approach was to gain tions, and references. Each provision has of ABC. A significant body of past research widespread acceptance of the proposed specification language on the left side of was available, but there was no single guide by owner agencies. Each ABC tech- the page, and commentary on the right source of design and construction guidance. No new research or testing would be completed as part of this work, although Photo: Vermont Agency of Transportation the team was charged with identifying knowledge gaps in the research that could lead to future studies. The team also queried bridge owners to determine which ABC technologies are in use. An extensive literature search identified the state of knowledge regarding ABC. As anticipated, ABC is the subject of a substantial body of work. The research team collaborated with the NCHRP project panel to develop a technology readiness evaluation process. Each major ABC technology was evaluated using the following weighted scoring process: • Level of testing and completeness of research: 25% • Presence of recommended specifications: 15% • Level of implementation of the technology on actual projects: 30% • Long-term durability of the technology: A lateral bridge slide on I-91 in Hartford, Vermont. The study of friction in bridge sliding 30% systems led to recommended design values for lateral slide bridge installations.

52 ‹ TR NEWS March–April 2019 portant—words such as “shall,” “should,” “may,” and “recommended” all have The dynamics of particular, distinct meanings: bridge moves are • The term “shall” indicates a re- quirement for compliance with the important to bridge specifications. • The term “should” indicates a strong owners. Concerns preference for a given criterion. include the forces • The term “may” indicates a criterion that is usable—but other local and imparted on the suitably documented, verified, and approved criterion may also be used bridge during a move, in a manner consistent with the LRFD approach to bridge design. which can lead to • The term “recommended” is used to give guidance based on past damage. experiences.

For details on the AASHTO LRFD These distinctions are very important, asked to review the document in detail. Guide Specifications for Accelerated therefore every provision must be weighed The result was hundreds of comments that Bridge Construction, visit https:// for the proper wording to convey the needed to be resolved. The majority of the store.transportation.org/Item/ PublicationDetail?ID=4134. intent of the provisions. comments were editorial; however, some Upon completion of NCHRP 12-102, significant comments also needed to be the research team worked closely with the addressed. Through many meetings, the side. The document was carefully writ- AASHTO T-4 Committee on the process of project team worked with the AASHTO ten to dovetail with the work completed securing the guide specification’s adoption T-4 Committee to resolve the comments. under NCHRP 12-98, and the guidelines as an AASHTO publication. This process The work was complicated and arduous, developed under that project are refer- involved a review of the entire document but well worth the effort; the document enced where appropriate. by all voting members. All 50 states were improved as a result. Moving Research into Practice Photo: Arizona DOT The deliverables for the two NCHRP projects included two guidelines and one guide specification. Guidelines are informational documents that provide guidance to designers. Specifications differ from guidelines, however. In AASHTO publications, specifications—for example, the LRFD Bridge Design Specifications—are considered to contain mandatory design requirements unless superseded by an owner agency. Though written in a similar format, guide specifications are considered optional. The ultimate goal of NCHRP 12-102 was to develop an AASHTO guide specification. Special care was taken to develop a document that not only looked like an AASHTO specification but that included the same level of detail and approach. The Using ABC techniques, Arizona DOT partnered with other agencies to build a bridge over grammar used for specifications is im- Oatman Highway in 96 hours.

TR NEWS March–April 2019 › 53 In June 2017, a ballot item on the adoption of the guide specification was put forth to the AASHTO Subcommittee The following people were involved in the research for these two NCHRP on Bridges and Structures. Further com- Projects: ments were offered during the balloting NCHRP Project 12-98 process and changes were made up to the Michael P. Culmo, CME Associates, Inc., principal investigator last minute. In the end, the ballot item Jennifer Pixley, CME Associates, Inc. passed, and the document technically Marvin W. Halling, Utah State University became an AASHTO publication. Marc Maquire, Utah State University After the ballot process, several states Paul Barr, Utah State University still had reservations on some articles in Kris Johnson, Utah State University the document. AASHTO and the T-4 Com- Dennis Mertz mittee took an unusual course of action: the final publication of the document NCHRP Project 12-102 would be postponed for one year while Michael P. Culmo, CME Associates, Inc., and Lee Marsh, Berger ABAM, these issues were worked out. principal investigators What followed was more meetings Stuart Bennion, Berger ABAM and revisions. At the 2018 annual meeting Paul Smith, Berger ABAM John Stanton, University of Washington Through the Dennis Mertz dedicated work of

the AASHTO T-4 The implementation process did community that will help to facilitate not end after the guide specification’s the implementation of ABC across the Committee and adoption. The project team has delivered country,” notes Carmen Swanwick, Utah several presentations on the document at Department of Transportation (DOT), and the project team, conferences and webinars. Florida Interna- Chair of the AASHTO Committee on Bridg- tional University’s ABC University Transpor- es and Structures. the deliverables tation Center hosted several webinars on The AASHTO LRFD Guide Specifications both NCHRP 12-98 and 12-102, with an for Accelerated Bridge Construction now have moved to the estimated attendance of more than 3,000 represent the national standard for ABC forefront of the people. The research team and NCHRP and can be used by all owner agencies also seek to develop more in-depth train- and designers. The document will bring ABC industry. ing for the implementation of the guide uniformity of design to all ABC projects— specification. a uniformity that is based on sound research. Conclusion Acknowledgments of the newly renamed AASHTO Commit- NCHRP Projects 12-98 and 12-102 are The project team acknowledges the tee on Bridges and Structures, the guide prime examples of how research can be significant efforts of Carmen Swanwick, specification was reballoted and adopted moved into practice. Too often, research Region Two Deputy Director, Utah DOT, a second time. In November, AASHTO is completed and placed on a shelf or in a and Chair, AASHTO Committee on Bridg- formally published the 2018 AASHTO LRFD library. Through the dedicated work of the es and Structures, and Waseem Dekelbab, Guide Specifications for Accelerated Bridge AASHTO T-4 Committee and the project Senior Program Officer, Transportation Construction. The AASHTO T-4 Committee team, the deliverables have moved to the Research Board. decided to use the guidelines developed forefront of the ABC industry. under NCHRP 12-98 as references to the “The guide specifications developed guide specification, as noted in several under NCHRP 12-102 and 12-98 fill a applicable provisions. knowledge gap in the bridge engineering

54 ‹ TR NEWS March–April 2019 Mark E. Felag Rhode Island Department of Transportation PROFILES

For nearly 35 years, Mark E. Felag has into ideas and thoughts. Diverse back- implementing and following through worked for the Rhode Island Department grounds also will produce greater ideas with the AASHTO–ASTM Harmonization of Transportation (DOT) as an engineer. and opportunities for improvements.” Task Force has been a huge success with He joined the agency in 1984 as an Felag takes pride in his 30 years serving national significance,” Felag comments. entry-level engineer and in 1987 became on TRB committees. “I heard about the Historically, he explains, manufacturers of acting materials engineer. For most of the good works of TRB and began going to the cement produced two different products past 30 years he has served in a man- Annual Meeting in 1987,” he notes, add- for normal cement usage—an AASHTO agement capacity, supervising up to 70 ing that he has not missed a year since. “I version and ASTM version. The task employees. have learned so much from TRB meetings force, working with National Coopera- “A highlight of my career is that I have tive Highway Research Program Project had the privilege of working with many D18-11, aligned these two major cement outstanding, dedicated people. I have specifications. worked on the entire Rhode Island state- “At the onset, I stated the harmoni- wide network—and indirectly on almost zation task would only work if we remove all state facilities across the country—in our biases and truly look at both orga- my standards and research work over the nizations’ specifications in a new light,” years,” Felag notes. Felag recalls. “The research on this worked In 1988, the original Strategic High- because it answered a question that was way Research Program was initiated. “I very much needed and produced a prod- was the state coordinator and helped uct that could be implemented. Isn’t that implement Superpave™ and other what research should be?” products,” Felag comments. “We were Felag’s membership on TRB and the first state to implement independent AASHTO committees helped pave the testing on a system basis; all other states way for research implementation. “In our used a project-based approach. This Concrete Materials meetings, we would made us more efficient and we set up one talk and discuss our most pressing issue of the nation’s first comparison check of that to be addressed,” he notes. “A state- results with tolerances.” Rhode Island also ment was written up and then forward- was one of the first states to use self-com- "Diverse backgrounds ed to AASHTO. Since I was an AASHTO pacting concrete for structural applica- chair, I would be able to promote it and tions and to use thin-lift pavements for will produce greater make others see the need for it. This Interstate construction. helped us get many projects approved In 2016, Felag joined the planning ideas and opportunities over the last 5 years.” office to work on bicycle planning and, for improvements." At national meetings, Felag may in 2018, the transit office. In this role he recite a poem or sing a song he has writ- works closely with cities and towns on ten. “I do this to lighten the meetings up subrecipient projects, and on an asset a bit and deliver a message. My poems management program for shared-use or songs reflect a position, present an bike paths. and have been able to implement so many overview of the meeting, recognize “In my work, I find it is very important items that it is hard to track.” Felag has someone, or give thanks to those on the to talk to people and learn from them. I served as chair of the Concrete Materials committee for their work,” he com- learned about this in high school, from a and Placement Techniques Committee for ments. In 2014, he compiled a collec- teacher who stated that even the lowest 6 years, and is a member of the Concrete tion of the songs in a document called salaried worker will know more things Materials Section. “Standards in a Spec Book: A Collection about something than someone higher up Felag served as a longtime member of Songs and Poems.” He also conducts in an organization,” Felag muses. “Al- of the Executive Board of the Ameri- outreach to students to promote engi- though we can get by on conference calls, can Association of State Highway and neering and safety, visiting classrooms as we still need to talk face-to-face at times. Transportation Officials (AASHTO) Sub- the character P.E. Pothole. By talking directly, you can delve deeper committee on Materials. “For AASHTO,

TR NEWS March–April 2019 › 55 TRB HIGHLIGHTS

› decades is how transportation modes— Convening Events to AIRPORT ROLES IN DISEASE PREVENTION especially air travel—make the world tre- Address Pressing The first Insight Event, titled “Airport Roles mendously interconnected today: in 2016, Issues Facing Airports in Reducing Transmission of Communi- the total distance traveled worldwide by cable Diseases,” took place March 6–7, commercial flights was 6.7 trillion kilome- KAREN FEBEY 2018, in Washington, D.C. The event ters, with half of that travel accounted for covered a wide range of issues, including by flights originating in just 10 countries. The author is Senior Report Review different diseases and transmission modes, Martin Cetron, Centers for Disease Officer, Transportation Research preparedness and response actions, Control and Prevention (CDC), noted that Board, National Academies of legal issues, and airports’ public relations Sciences, Engineering, and Medicine, travelers can now move from isolated rural Washington, D.C. approaches to addressing community villages to virtually any major city world- perception of risk. Public health agencies, wide in less than 36 hours. So a conta- law enforcement, and other stakeholders gious traveler from an area with a disease he Airport Cooperative Research all may respond to communicable disease outbreak can quickly spread disease, as Program (ACRP) is an indus- outbreaks involving airports; however, this demonstrated by localized transmission of try-driven, applied research event focused on strategies, best practices, ebola in Nigeria or severe acute respirato- program that develops near- and suggestions that pertain to airports. ry syndrome (SARS) in Toronto. In these term, practical solutions to Communicable disease outbreaks have cases, transmission was traced back to a Tproblems faced by airport operators. the potential to affect air travel and public single passenger infected with the disease ACRP is managed by TRB and is spon- health interests. Concerns about travel and who arrived on an international flight from sored by the Federal Aviation Adminis- spread of communicable disease are not an affected country. tration (FAA). ACRP’s research topics are new, as documented outbreaks of cholera, As the threat of communicable disease selected by an independent governing yellow fever, and other diseases associated transmission has grown, however, so have board, appointed by the U.S. Secretary with marine travel date back hundreds prevention, preparedness, and response of Transportation, that includes individ- of years. What has changed in recent efforts among air travel interests and the uals from airports, universities, FAA, and the aviation industry. In 2015, ACRP determined that the airport industry would benefit from a deeper understanding and dialogue on certain challenges, even if an immediate solution is not practical. This led to the development of Insight Events, which convened airport industry leaders and subject-matter experts in various fields to encourage discussion and promote broader insight on topics of significance to airport operators. These events create a communal environment that fosters dialogue across sectors, institutions, and industries. So far, three Insight Events have taken place, with more planned for the future. Descriptions of these three events are provided below, along with highlights of a few of the presentations and discussions that took place at each event. Information on accessing these reports can be found below, and more information about the Insight Series can be found at www.trb.org/ACRP/ACRP- Insight-Events.aspx. Links to each of the (Left to right:) Marci Greenberger, TRB; Julie Morita, Chicago Department of Public Health; three reports highlighted below can be Martin Cetron, CDC; and Ansa Jordaan, International Civil Aviation Organization, at the first-ever found on page 58 (see box). ACRP Insight Event on airports and the transmission of communicable diseases, March 6, 2018.

56 ‹ TR NEWS March–April 2019 Kelly Moulton (far right), Sacramento County › Department of Airports, participates in a panel discussion at the April 2018 ACRP Insight Event on airport land use strategies. public health community. At the national level, CDC works to prevent the introduction, transmission, and spread of communicable diseases through regulation, research, preparedness, and response. The agency’s Division of Global Migration and Quarantine focuses on preventing importation and spread of communicable diseases in part by building systems and programs to prevent, detect, and respond to disease transmission among immi- grants, refugees, travelers, expatriates, and other globally mobile populations. Throughout the Insight Event, invited speakers from airports and public health agencies considered the following four topics that relate to airports’ actions reducing transmission of communicable diseases: risk management, stakeholders, communication, and infrastructure. perception of risk, and issue clear and con- 10–11, 2018, in Washington, D.C. Dis- Discussions about airport risk man- sistent messaging, especially during discussions focused on how airports operate agement emphasized the importance of ease outbreaks. Airport infrastructure—and within the larger context of their com- developing, testing, reevaluating, and the practices used to operate and maintain munities, how development affects and revising communicable disease response the built environment—can affect poten- is affected by a nearby airport. Land use plans. If used effectively, the plans can tial communicable disease transmission planning around airports typically is man- help prevent or minimize the consequenc- in various ways, such as ensuring ample aged by local governments, with nearby es of the introduction and spread of com- space for passenger evaluation and isola- municipalities often having no connection municable diseases via air travel. Examples tion and implementing effective infection to airport management. Airport operators of communicable disease concerns ranged control measures. and local jurisdictions have much to gain from localized disease transmission occur- Throughout the Insight Event, speak- from collaboration, however. This Insight rences (e.g., tuberculosis transmission on ers referred to the resources available to Event sought to encourage airport and domestic flights) to regional and interna- airports and other stakeholders to enhance community planners to work together in tional transmission facilitated by air travel their communicable disease response a mutually beneficial manner. (e.g., SARS, pandemic influenza). efforts. These resources, which are listed Jackie Sweatt-Essick, FAA, spoke in one Engaging stakeholders is key to address- in the report, include those from ACRP, session about the role of her agency and ing communicable disease risks through CDC, the Code of Federal Regulations, the airport operators in land use planning. coordination among experts from various Department of Homeland Security, the She noted that FAA has been revising its disciplines. Doing so requires multisector, Government Accountability Office, and Advisory Circular on height zoning around multipartner collaboration; sharing infor- the World Health Organization. This list is airports, in part by working with the Amer- mation and best practices; and regularly not comprehensive but does represent the ican Planning Association and metropoli- scheduled meetings and joint exercises. broad array of resources that can be used tan planning organizations that have a role Airports’ communication strategies to address airports’ communicable disease in land use planning around airports. among stakeholder groups ideally would response and prevention efforts. Janet Bednarek, University of Dayton, address internal communications with ex- provided a historical perspective of how ternal parties, health education messages LAND USE STRATEGIES land use evolved around airports. She noted from medical authorities, and information AT AIRPORTS that during the 1920s and 1930s, planners and data sharing with public health agen- The second Insight Event, titled “Challeng- were interested in airports and the need to cies. Speakers discussed challenges such as es to Implementing Successful Land Use integrate them into the region. Cities were the need to dispel myths, address public Strategies at Airports” took place April focused primarily on urban and residential

TR NEWS March–April 2019 › 57 TRB HIGHLIGHTS

zoning at the time, however, and by the 1930s, most cities defunded city planning and courts were hostile to airport zoning. ACRP Insight Series Publications The lack of zoning created significant airport encroachment following the growth Airport Roles in Reducing Transmission of Communicable Diseases, in suburbs after World War II. By the 1970s www.trb.org/Publications/Blurbs/178666.aspx and 1980s, airport operators learned that Challenges to Implementing Successful Land Use Strategies at the best solution was ownership of airport Airports, www.trb.org/Publications/Blurbs/178843.aspx land and surrounding property. Economic and Social Sustainability at Airports, www.trb.org/ In recent years, the concept of an Publications/Blurbs/178871.aspx aerotropolis—an urban form in which the airport acts as the center of a city with multimodal connections to an urban core—has become a key consideration for tainability. Airport practitioners discussed ing to, may have overt branding on their airport and urban planners. One attendee how domestic and international airports person such as clothes or tattoos, and may remarked that John Kasarda, a lead advo- frame planning that accomplishes social have conspicuously little luggage. Victims cate for the aerotropolis concept, believes and economic sustainability goals, identify of trafficking may also be intimated by au- that the concept has not been as success- innovation for those goals, and develop thority figures, such as police and border ful in the United States because airports innovative practices for use in economic protection agents. are too small and do not have enough and social sustainability. In the event’s keynote address, Ste- land to support the broader development In the opening discussion, Steve Naka- phen Van Beek, Steer Group, delivered a needed to realize full potential of the na, Social Equity Manager, Port of Port- presentation titled “The Erosion of ‘Public’ concept. One audience member thought land, talked about the port’s social equity Airports.” He noted that current capacity that another issue is that the aerotropolis program which largely operates out of issues are associated with terminals and concept also embraces residential devel- its Administrative and Equity Division. Its the surrounding land, not on the airfields, opment, which airport operators cur- policy defines social equity as “fair and eq- but policy to guide funding for terminal rently discourage or prevent from close uitable inclusion, and the creation of con- and landside improvements is lacking. As proximity to airports. ditions where all people can participate, a result, airports are beginning to consider One issue discussed was whether prosper, and achieve equitable outcomes private equity and public–private partner- general aviation (GA) airports have less with respect to the Port’s employment, ships. He noted that an airport’s primary economic value. Some panel members business, and services.” In outlining the value to the community is its socioeco- noted that, from an economic impact Port of Portland approach to social equity, nomic benefits (e.g., jobs, payroll, and perspective, their dollar value may be Nakana said that it includes jobs, wellness, regional economic contribution). less, but some GA airports are relievers business ethics, security, diversity, commu- Van Beek noted that the 30 largest whose presence enables major air carrier nity outreach, and labor relations. airports in the United States accommodate airports to provide the economic benefits In another discussion, Davina Durga- 72% of the activity. Enplanements are that they do. Steven Rother, Essex County na, Global Slavery Index, Walk Free up 15.5% between 1999 and 2017, but Improvement Authority, New Jersey, Foundation, and Nancy Rivard, Airline aircraft operations were only up 4.1%— noted that some private GA airports have Ambassadors International, discussed reflecting a large increase in load factors. 9,000-ft runways and serve an import- human trafficking and modern slavery. This increase in passengers is placing a ant aviation function. He said further Rivard noted that Airline Ambassadors has strain on the terminal and landside. Trans- that there are development pressures on an internationally recognized program to portation network companies have had a smaller airports in New Jersey as the land educate people on human trafficking and large effect on parking at airports and the is so valuable. toolkits to assist airports. They have found revenue available to the airport operator, that each airport has a different way of according to Van Beek. SUSTAINABILITY AT AIRPORTS addressing this issue, and if staff suspect “Economic and Social Sustainability at trafficking, they do not always know Airports” took place May 7–8, 2018 in whom to ask or how to report it. Washington, D.C. This topic grew from Durgana and Rivard said that signs a the acknowledgment that airports should person could be in a trafficking situation understand and actively work toward include fearful and submissive behavior; solutions focused on both the environ- often, the person being trafficked will de- mental aspect of sustainability as well as fer to someone else to answer questions. the economic and social aspects of sus- They may not know where they are travel-

58 ‹ TR NEWS March–April 2019 › NEWS BRIEFS Ridesharing Services Better Bus Stops Improve Ridership

Increase Urban Traffic Bus stop improvements like shelters, seating, and sidewalks are inexpensive but effective ways to increase transit ridership and decrease demand New data show that transportation network compa- for paratransit services, nies (TNCs) like Lyft and Uber and their ridesharing Photo: Oregon Department of Transportation according to research by the services have increased urban vehicle miles traveled Utah Transit Authority (UTA). by 160%. In his 2018 report, The New Automobility: In a 2018 study, UTA re- Lyft, Uber and the Future of American Cities, urban searchers analyzed the impact transportation expert Bruce Schaller combines re- of bus stop improvements cently published research and newly available data, on ridership and paratransit including information from the National Household demand. Through literature Travel Survey, to create a profile of TNC ridership and review and a comparison of usage and examine how TNCs are affecting urban rider use before and after the transportation. improvements at 30 state- Along with highlighting the added mileage TNCs wide stops, analysts found a create in urban areas—where the services operate 92% increase in ridership and most heavily—the report finds that 60% of TNC Basic, low-cost bus stop improvements increase a 94% decrease in paratransit users would otherwise have walked, biked, or ridden ridership and accessibility for travelers with demand over a 3-year period transit. Also addressed in the report are public poli- disabilities. at the treated stops. cies like congestion pricing, traffic-signal timing, and The inclusion of sidewalk connections and concrete pads in particu- limits on low-occupancy vehicles that may help TNC lar were noted as significant contributors to mobility and accessibility. congestion. To read the report, visit www.udot.utah.gov/main/uconowner. To view the report, visit www.schallerconsult.com/ gf?n=42420111425367128. rideservices/automobility.htm.

Predictive Technology to E-Bikes Rising in Popularity Balance Road Safety According to a 2018 study from the National Institute for Transportation Transportation agencies in Nevada and the analytics and Communities (NITC), more North Americans are buying electric bikes, firm Waycare recently concluded a yearlong road safe- or e-bikes, and reducing car use. ty pilot program. The Waycare system combined data In a survey of nearly 1,800 e-bike from connected cars, road cameras, and crowdsourc- users, researchers found that 28% ing apps like Waze with predictive analytics to identify, specifically purchased e-bikes to in real time, areas of roads at high risk for incidents. replace their cars. Without the This information then was passed on to traffic agen- bikes, 78% of the trips would cies to facilitate preventative action. have been made by car. The Regional Transportation Commission of NITC surveyed both men Southern Nevada delivered warning via dynamic mes- and women about their primary sage boards, and the Nevada Highway Patrol (NHP) and secondary reasons for e-bike positioned its vehicles in high-visibility mode. These Photo: Dean Groom purchases, along with their trans- proactive measures resulted in the reduction of primary Electric bikes remove some of the portation behavior and experi- impediments to regular cycling, such as ences. Notably, e-bikes overcame crashes by 17 percent along a key corridor in Las Ve- hills or long distances. gas—without the need for additional resources. obstacles common to traditional In the areas in which risks were identified and mea- cycling—for example, hills and sures deployed, 91% of drivers reduced their speeds to lengthy distances to a travel destination. E-bikes also make bicycling below 65 mph. The predictive data also allowed NHP possible for travelers otherwise restricted by physical limitations. to get ahead of crashes, to identify crashes 12 minutes Although survey respondents acknowledged that e-bikes alleviated faster, and to restore normal traffic flow more quickly. travel concerns about parking, safe biking infrastructure still remains a Similar pilot programs are under way in Florida and barrier for some, according to researchers. Colorado. For more information, visit https://cyclingindustry.news/electric-bikes- To find out more, visit www.zdnet.com/article/waze- purchases-pulling-people-from-private-cars-finds-nitc-study. fed-ai-platform-helps-las-vegas-cut-car-crashes-by-almost-20.

TR NEWS March–April 2019 › 59 › BOOKSHELF

A Policy on Geometric Design Roadway Lighting Design of Highways and Streets, 7th Guide, 7th Edition Edition AASHTO, 2018; 89 pp.; PDF American Association of State Highway download: AASHTO members, $45; and Transportation Officials (AASHTO), nonmembers, $61; 978-1-56051- 2018; 1,047 pp.; paperback: AASHTO 725-2. members, $288; nonmembers, $388; The revised guide provides 978-1-56051-676-7. a general overview of lighting Commonly referred to as the systems from the point of view of AASHTO Green Book, A Policy on state transportation departments Geometric Design of Highways and recommends minimum design and Streets contains the current design research and prac- parameters. It has been updated to reflect current practices tices for highway and street geometric design. This revised and may be used to inform agency policy including lighting 7th edition presents a more flexible, multimodal, perfor- equipment and technology, calculation preferences, and mance-based framework for geometric design than past maintenance issues. editions, with expanded context classifications.

These titles are not TRB publications. To order, contact the publisher listed.

TRB PUBLICATIONS

Socioeconomic, Freight Systems Railroads Sustainability, Transportation Research Record 2672, Transportation Research Record 2672, and Human Issue 9 Issue 10 Factors in The 24 articles in this issue explore global Topics included in this issue are model- Transit 2018 freight system research, including evolv- ing the probability of hazardous materials Transportation ing supply chains and freight flow; joint release in crashes at highway–rail grade Research Record deployment of quay cranes and yard cranes crossings, examining the injury severity of 2672, Issue 6 in container terminals; scheduling of cranes, truck drivers in highway–rail grade cross- Topics ex- trucks, and stackers in railway operations ar- ing crashes, and investigating the relation- plored in this eas; woody biomass logistics for co-firing in ship between train speed and bolted rail issue include coal power plants; and the impact of weigh joint fatigue life, among others. reducing rural car ownership, a compara- stations on truck time travel reliability. 2018; 288 pp. For more information, tive study of rail and bus travel by low-in- 2018; 272 pp. For more information, visit visit http://journals.sagepub.com/ come households, and the impact of built http://journals.sagepub.com/home/trr. home/trr. environment on first- and last-mile travel mode choices. Articles for Issues 1–3 of TRR Marine Transportation and 2018; 51 pp. For more information, visit Volume 2673 (2019) are now International Trade http://journals.sagepub.com/home/trr. Transportation Research Record 2672, online. Beginning this year, TRR Issue 11 will publish one interdisciplinary Transportation Policy Assessing Canada’s transportation sys- issue monthly. Individual articles Transportation Research Record 2672, tem under the comprehensive economic Issue 7 will be released as available and trade agreement, leveraging the value Authors present research on autono- and compiled into the issue at of land and landside access to fund port mous transportation, the impact of app- the end of the month. Readers infrastructure in Texas, and determining based ride share systems, bicycle lanes will be able to choose to access minimum distance to obstacle avoidance and business success, parking occupancy either the complete issue or in the Singapore Strait are a few of the detection, and transportation on Indian individual articles. For more in- topics included in this issue. reservations. formation, visit http://journals. 2018; 80 pp. For more information, 2018; 81 pp. For more information, visit sagepub.com/home/trr. visit http://journals.sagepub.com/ http://journals.sagepub.com/home/trr. home/trr.

60 ‹ TR NEWS March–April 2019 BOOKSHELF ›

Maintenance and Operations, wrong-way driving crash risk reductions, Simplified Full-Depth Precast Parts 1 and 2 among other managed lanes concerns. Concrete Deck Panel Systems Transportation Research Record 2672, 2018; 116 pp. For more information, visit NCHRP Research Report 895 Issue 12 http://journals.sagepub.com/home/trr. New connections between full-depth This extensive issue explores topics on precast concrete deck panels and beams maintenance, preservation, and operation Guidelines are described in this report. of infrastructure surfaces, including chip for Shielding 2018; 156 pp.; TRB affiliates, $62.25; seal performance, the measurement of Bridge Piers nonaffiliates, $83. Subscriber categories: water infiltration in asphalt, procedures for NCHRP bridges and other structues. the analysis of agency and user costs of Research Report bridge repair, and the effects of additives 892 Updating Regional Transportation on the ice-melting capacity of sodium Proposed load Planning and Modeling Tools to chloride. and resistance Address Impacts of Connected and 2018; 242 pp. For more information, visit factor design Automated Vehicles, Volumes 1–2 http://journals.sagepub.com/home/trr. (LRFD) bridge NCHRP Research Report 896 design pier Volume 1 of this report summarizes Research and Education protection specifications and proposed guidelines to help agencies update their Transportation Research Record 2672, occupant protection guidelines are offered modeling and forecasting tools to address Issue 13 in this report. the impacts of connected and automat- The evaluation of TRB’s Minority Student 2018; 116 pp.; TRB affiliates, $55.50; ed vehicles. Volume 2 provides detailed Fellowship Program, a historical perspective nonaffiliates, $74. Subscriber categories: guidelines for these tools. A PowerPoint on AASHTO’s Guide for the Development bridges and other structures, design. presentation that can be adapted for of Bicycle Facilities and the Impact of the agency decision makers accompanies Vehicular Cycling Movement, and the im- Systemic Pedestrian Safety Analysis these volumes. plications of public parking in Washington, NCHRP Research Report 893 2018; Volume 1: 126 pp.; TRB affiliates, D.C., are subjects explored in this issue. This report offers a safety analysis $58.50; nonaffiliates, $78; Volume 2: 126 2018; 59 pp. For more information, visit method that can be used to proactively pp.; TRB affiliates, $58.50; nonaffiliates, http://journals.sagepub.com/home/trr. identify sites for potential safety improve- $78. Subscriber categories: highways, ments based on specific risk factors for operations and traffic management, Freeway Operations; Regional pedestrians. planning and forecasting. Systems Management and 2018; 110 pp.; TRB affiliates, $55.50; Operations; Managed Lanes 2018 nonaffiliates, $74. Subscriber categories: Tools to Facilitate Implementation Transportation Research Record 2672, pedestrians and bicyclists, planning and of Effective Metropolitan Freight Issue 14 forecasting, safety and human factors. Transportation Strategies Authors present research on toll lane ac- NCHRP Research Report 897 cess violations, the safety of cross-sectional Performance of Longitudinal Offered in this report are 30 strategies elements of freeway managed lanes, esti- Barriers on Curved, Superelevated for implementing effective metropolitan mating incident clearance duration, and Roadway Sections freight strategies, tailored to specific NCHRP Research Report 894 circumstances in local areas, along with 16 Guidance is provided for designing, factors that affect implementation. SAGE is now the publisher of selecting, and installing longitudinal 2018; 116 pp.; TRB affiliates, $55.50; the Transportation Research traffic barriers for curved, superelevated nonaffiliates, $74. Subscriber categories: Record: Journal of the Trans- roadways for possible incorporation into freight transportation, operations and traffic, planning and forecasting. portation Research Board (TRR) AASHTO’s Roadside Design Guide. Five appendices detailing DOT surveys, vehicle series. To search for TRR articles, simulations, and crash testing results are A Guide to Developing Financial visit http://journals.sagepub. included. Plans and Performance Measures for com/home/trr. To subscribe to 2019; 138 pp.; TRB affiliates, $60; Transportation Asset Management the TRR, visit https://us.sage- nonaffiliates, $80. Subscriber categories: NCHRP Research Report 898 pub.com/en-us/nam/transpor- construction, design, safety and human Addressed in this report are fiscal and tation-research-record/jour- factors. programmatic constraints associated with legislation, methodologies for valuing nal203503#subscribe. assets, forecasting resources, and practical concerns related to financial markets

TR NEWS March–April 2019 › 61 › BOOKSHELF

and accounting requirements for state ing strategies, and the components of an 2019; 129 pp.; TRB affiliates, $60; departments of transportation and other airport fueling system. A sample request nonaffiliates, $80; Subscriber categories: agencies conducting financial analyses for proposal to solicit bids from suppliers is aviation, planning and forecasting. and developing financial plans to manage included. transportation assets. 2019; 244 pp.; TRB affiliates, Guidebook for Integrating 2019; 112 pp.; TRB affiliates, $57; $71.25; nonaffiliates, $95; Subscriber Collaborative Partnering into nonaffiliates, $76. Subscriber categories: categories: aviation, operations and traffic Traditional Airport Practices finance, planning and forecasting, policy. management. ACRP Research Report 196 This report provides guidance on Airport Best Practices for Airport bringing airport owners, designers, and Management Obstruction Management Guidebook construction teams together for airport Guide for ACRP Research Report 195 construction projects. Providing Guidance is offered to airport operators 2019; 108 pp.; TRB affiliates, $57; Aircraft in developing and implementing an ob- nonaffiliates, $76; Subscriber category: Fueling struction management program to protect aviation. Services airport airspace from the encroachment ACRP Research by tall objects. A methodology for creating Report 192 composite maps is included. This report is designed to assist airports that are considering or currently To order the TRB titles described in Bookshelf, visit the TRB online bookstore, are self-providing fuel services. Addressed www.TRB.org/bookstore, or contact the Business Office at 202-334-3213. are feasibility for fueling facilities, fuel pric-

In the printed July–August 2018 edition of TR News, a theme issue on alternative contracting methods research, captions for three photos on Washington State Depart- ment of Transportation projects contained inaccurate information. The captions have been corrected and reposted at www.trb. org/Publications/Blurbs/177989.aspx.

62 ‹ TR NEWS March–April 2019 › CALENDAR TRB STANDING October COMMITTEES 6–10 PIARC 26th World Road CONSENSUS and Congress ADVISORY STUDIES Abu Dhabi, United Arab Emirates April 21 TRB Workshop at the 69th 23–25 2nd International Intelligent May Highway Geology Symposium* Construction Technologies 20–21 U.S. Coast Guard Vessel Portland, Oregon Group Conference* Stability Regulations Study Beijing, China 23–24 Air & Waste Management Committee 3rd Meeting Association Conference on Irvine, California Freight and Environment: 29–30 Research and Technology June Ports of Entry* Coordinating Committee 2–5 17th National Transportation Newark, New Jersey Meeting Planning Applications Woods Hole, Massachusetts Conference Portland, Oregon July 12–14 7th International Conference UPCOMING 14–15 Forum on Preparing for on Bituminous Mixtures and Automated Vehicles and WEBINARS Shared Mobility Pavements* Orlando, Florida Thessaloniki, Greece May 25–27 17th Biennial National Harbor 1 Understanding Disadvantaged August Safety Committee Conference Business Enterprise Interstate 4 Federal Highway Houston, Texas Certification Administration Emerging Trends Symposium 8 Priming the Pump: Cleaner Washington, D.C. August Approaches to Airport Ground Transportation 4–7 9th International Conference on For more information on these events, Structural Health Monitoring of 13 Dialysis Transportation: The e-mail Michael Covington, TRB, at Intersection of Transportation Intelligent Infrastructure* [email protected]. St. Louis, Missouri and Healthcare 15 Guide to Snow and Ice September Performance Measures: Key Findings and 10–13 6th International Conference Recommendations on Women’s Issues in Additional information on TRB Transportation 21 Evolution of Intellectual meetings, including calls for Irvine, California Property and Research in abstracts, meeting registration, the Transportation World 12–18 12th International Conference and hotel reservations, is available on Low-Volume Roads 22 The Making of a Smart at www.TRB.org/calendar, or by Airport: Preparing for the Kalispell, Montana e-mail at [email protected]. Internet of Things 15–19 Conference on Performance and Data in Transportation Decision 30 Continuous Deflection for Comprehensive Pavement Making Assessments Atlanta, Georgia To subscribe to the TRB E-Newsletter and keep up to 29– 3rd International Conference For more information, contact Elaine date on upcoming activities, go Oct. 2 on Information Technology in Ferrell, TRB, at 202-334-2399 or to www.trb.org/Publications/ Geo-Engineering* [email protected]. Guimaraes, Portugal PubsTRBENewsletter.aspx and click on “Subscribe.” * TRB is cosponsor of the meeting.

TR NEWS March–April 2019 › 63 › CALENDAR NASEM EVENTS COOPERATIVE RESEARCH PROGRAMS May 16–17 Health-Focused Public–Private The National Cooperative Highway Partnerships in the Urban Research Program FY 2020 program Context announcement and request for panel National Academy of Sciences nominations will be issued by Building, 2101 Constitution Ave. Wednesday, May 15. NW, Washington, D.C. For more information, visit www.trb.org/ For more information, contact Claire NCHRP/NCHRPOverview.aspx. Moerder at [email protected] or 202-334-3264.

New NCHRP Synthesis projects also will be announced May 15, 21–22 Workshop on Forced Migration along with a request for panel nominations and letters of interest. Research: From Theory to Practice in Promoting Migrant Well-Being National Academy of Sciences Solicitations for proposals for the Transit Building, 2101 Constitution Ave. Innovations Deserving Exploratory NW, Washington, D.C. Analysis (IDEA) program were released For more information, contact Jillian January 2019. Proposals are due Kaufman at [email protected] or Wednesday, May 1. 202-334-3465. For more information, visit www.trb.org/ IDEAProgram/IDEATransit.aspx. 22–23 Committee on Urban Air Mobility Research and Technology Keck Center, 500 Fifth St. NW, Washington, D.C. Applications for the Airport Cooperative For more information, contact Research Program Graduate Research Gaybrielle Holbrook at gholbrook@ Awards for Applied Research in nas.edu or 202-334-3477. Public-Sector Airport-Related Aviation Issues are due Wednesday, May 15. Ten (10) one-year awards of $12,000 each are available. For information about application requirements, eligibility, and more, visit vsgc.odu. edu/acrpgraduateresearchawards or e-mail the Virginia Space Grant Consortium at [email protected].

64 ‹ TR NEWS March–April 2019 I N F O R M ATION F O R CO N T RIBU T O RS TO TR NEWS

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