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TR NEWSMay–June 2020 NUMBER 327

Tunnels SAFETY AND TECHNOLOGY ADVANCES IN THE AND BEYOND TRANSPORTATION RESEARCH BOARD 2020 EXECUTIVE COMMITTEE*

Chair: Carlos M. Braceras, Executive Director, Utah Department of Transportation, Salt Lake City Chair: Susan A. Shaheen, Adjunct Professor, Co-Director, Transportation Sustainability Research Center, The National Academy of Sciences was University of California, Berkeley established in 1863 by an Act of Congress, Executive Director: Neil J. Pedersen, Transportation Research Board signed by President Lincoln, as a private, nongovernmental to advise the Michael F. Ableson, CEO, Arrival Automotive–North America, Birmingham, MI TR nation on issues related to science and tech- Marie Therese Dominguez, Commissioner, New York State Department of Transportation, Albany nology. Members are elected by their peers Ginger Evans, CEO, Reach Airports, LLC, Arlington, VA for outstanding contributions to research. Nuria I. Fernandez, General Manager/CEO, Santa Clara Valley Transportation Authority, San Jose, CA Nathaniel P. Ford, Sr., Executive Director–CEO, Jacksonville Transportation Authority, Jacksonville, FL Dr. Marcia McNutt is president. Michael F. Goodchild, Professor Emeritus, Department of Geography, University of California, Santa Barbara, CA TR The National Academy of Engineering was Diane Gutierrez-Scaccetti, Commissioner, New Jersey Department of Transportation, Trenton Susan Hanson, Distinguished University Professor Emerita, Graduate School of Geography, Clark University, established in 1964 under the charter of the Worcester, MA National Academy of Sciences to bring the Stephen W. Hargarten, Professor, Emergency Medicine, Medical College of Wisconsin, Milwaukee practices of engineering to advising the na- Chris T. Hendrickson, Hamerschlag University Professor of Engineering, Carnegie Mellon University, Pittsburgh, PA tion. Members are elected by their peers for S. Jack Hu, Senior Vice President for Academic Affairs and Provost, University of Georgia, Athens extraordinary contributions to engineering. Roger B. Huff, President, HGLC, LLC, Farmington Hills, MI Dr. John L. Anderson is president. Ashby Johnson, Executive Director, Capital Area Metropolitan Planning Organization, Austin, TX Geraldine Knatz, Professor, Sol Price School of Public Policy, Viterbi School of Engineering, University of Southern The National Academy of Medicine California, Los Angeles (formerly the Institute of Medicine) was William Kruger, Vice President, UPS Freight for Fleet Maintenance and Engineering, Richmond, VA Julie Lorenz, Secretary, Kansas Department of Transportation, Topeka established in 1970 under the charter of Michael R. McClellan, Vice President, Strategic and Network Planning, Norfolk Southern Corporation, Norfolk, VA the National Academy of Sciences to advise Melinda McGrath, Executive Director, Mississippi Department of Transportation, Jackson the nation on medical and health issues. Patrick K. McKenna, Director, Missouri Department of Transportation, Jefferson City Members are elected by their peers for Brian Ness, Director, Idaho Transportation Department, Boise distinguished contributions to medicine James M. Tien, Distinguished Professor and Dean Emeritus, College of Engineering, University of Miami, Coral and health. Dr. Victor J. Dzau is president. Gables, FL Shawn Wilson, Secretary, Louisiana Department of Transportation and Development, Baton Rouge The three Academies work together as the National Academies of Sciences, Engineer- Victoria A. Arroyo, Executive Director, Georgetown Climate Center; Assistant Dean, Centers and Institutes; and ing, and Medicine to provide independent, Professor and Director, Environmental Program, Georgetown University Law Center, , D.C. (ex officio) objective analysis and advice to the nation Ronald Batory, Administrator, Federal Railroad Administration, U.S. Department of Transportation (ex officio) and conduct other activities to solve complex Michael R. Berube, Acting Assistant Secretary for Sustainable Transportation, U.S. Department of Energy, problems and inform public policy decisions. Washington, D.C. (ex officio) The National Academies also encourage Mark H. Buzby (Rear Admiral, U.S. Navy), Administrator, Maritime Administration, U.S. Department of and research, recognize outstand- Transportation (ex officio) ing contributions to , and increase Steven Cliff, Deputy Executive Officer, California Air Resources Board, Sacramento public understanding in matters of science, Edward N. Comstock, Independent Naval Architect, Sunbury, MD (ex officio) Stephen Dickson, Administrator, Federal Aviation Administration, Washington, D.C. (ex officio) engineering, and medicine. Howard R. Elliott, Administrator, Pipeline and Hazardous Materials Safety Administration, U.S. Department of Learn more about the National Academies Transportation (ex officio) Diana Furchtgott-Roth, Assistant Secretary for Research and Technology, Office of the Secretary of of Sciences, Engineering, and Medicine at Transportation, Washington, D.C. (ex officio) www.nationalacademies.org. LeRoy Gishi, Chief, Division of Transportation, Bureau of Indian Affairs, U.S. Department of the Interior, Germantown, MD (ex officio) The Transportation Research Board is one John T. Gray II, Senior Vice President, Policy and , Association of American Railroads, Washington, D.C. of seven major programs of the National (ex officio) Academies of Sciences, Engineering, and Nikola Ivanov, Director of Operations, Center for Advanced Transportation Technology Laboratory, University of Medicine. The mission of the Transportation , College Park, and Chair, TRB Young Members Council (ex officio) Research Board is to increase the benefits James Mullen, Acting Administrator, Federal Motor Carrier Safety Administration, U.S. Department of that transportation contributes to society Transportation (ex officio) Nicole R. Nason, Administrator, Federal Highway Administration, Washington, D.C. (ex officio) by providing leadership in transportation James C. Owens, Deputy Administrator and Acting Administrator, National Highway Traffic Safety innovation and through research Administration, U.S. Department of Transportation (ex officio) and exchange, conducted within Leslie S. Richards, General Manager, Southeastern Pennsylvania Transportation Authority, Philadelphia, PA (ex a setting that is objective, interdisciplinary, officio) and multimodal. The Board’s varied activities Craig A. Rutland, U.S. Air Force Pavement Engineer, U.S. Air Force Civil Engineer Center, Tyndall Air Force Base, FL annually engage about 7,000 engineers, sci- (ex officio) entists, and other transportation researchers Karl L. Schultz (Admiral, U.S. Coast Guard), Commandant, U.S. Coast Guard, Washington, D.C. (ex officio) Karl Simon, Director, Transportation and Climate Division, U.S. Environmental Protection Agency and practitioners from the public and private Paul P. Skoutelas, President and CEO, American Public Transportation Association, Washington, D.C. (ex officio) sectors and academia, all of whom contrib- Scott A. Spellmon (Major General, U.S. Army), Deputy Commanding General for Civil and Emergency ute their expertise in the public interest. The Operations, U.S. Army Corps of Engineers (ex officio) program is supported by state transportation Katherine F. Turnbull, Executive Associate Director and Research Scientist, Texas A&M Transportation Institute, departments, federal agencies including College Station (voting, ex officio) the component administrations of the U.S. Jim Tymon, Executive Director, American Association of State Highway and Transportation Officials, Washington, Department of Transportation, and other D.C. (ex officio) organizations and individuals interested in K. Jane Williams, Acting Administrator, Federal Transit Administration, U.S. Department of Transportation (ex officio) the development of transportation.

Learn more about the Transportation * Membership as of May 2020. Research Board at www.TRB.org. NEWS 43 6 12 TR Number 327 / May–June 2020

TR 17 25 3331 3 : Safety and Technology Advances in the United States and Beyond Steve Ernst and Jeff Western This TR News theme issue explores tunnels, a crucial— and often underappreciated—link in the transportation network. By opening routes through urban areas and reducing travel in mountainous regions, tunnels provide access and offer connections that have significant 17 Safety in Highway Operations effects on communities and the economy. Examined are the Gary English operations, design, safety measures, and technologies for Research, advanced engineering, the involvement of efficient and safe tunnels in the United States and abroad. emergency responders, and an emphasis on an integrated safety approach have led to vast improvements in safety in 5 Role of Tunnel Organizations newly commissioned U.S. tunnels. In this article, the author identifies potential safety gaps and improvements to design, 6 Jacks of All Trades, Masters of operations, and fire life safety systems. : Eisenhower–Johnson 18 State of the Art in Tunnel Boring Machines Memorial Tunnel Operators Michael Mooney Stephen Harelson The Eisenhower–Johnson Memorial Tunnel (EJMT) in the 21 Tunnel Fire Life Safety in the United States: remote Colorado mountains faces all the challenges of the Comparing Vintage Under-River Highway average tunnel—and then some. Nearly 15 miles from the Tunnels to Modern Counterparts nearest town and spending much of the winter under more than 20 feet of snow, EJMT relies on the persistent work Joseph M. Englot of its tunnel operators to ensure the safe movement of vehicles. This article recounts examples of the adaptability, 25 Fixed Firefighting Systems and resourcefulness, and resilience of EJMT workers. Self-Evacuation: Influence on User 9 National Tunnel Inventory Guidelines and Behavior in Road Tunnels Standards Ingo Kaundinya and Anne Lehan This overview of research conducted at ’s Federal 10 Tools for Assessing the Cybersecurity of Highway Research Institute examines the influence of FFFS Tunnel Control Centers on human behavior in an emergency evacuation in road tunnels and how these systems interact with existing tunnel Selcuk Nisancioglu and Ingo Kaundinya safety equipment.

12 Fixed Firefighting Systems in 29 Human Behavior in Tunnels: International Australia and New Zealand: Perspective on Educational Strategies Results from the FHWA Global Jürgen Krieger and Ingo Kaundinya Benchmarking Program Matt Bilson and Steve Ernst Many tunnel owners and operators are deploying fixed firefighting systems (FFFS) to control fires inside the tunnel more effectively than by emergency ventilation and egress alone, improving the environment for evacuation, rescue, and firefighting. This article addresses an international study of the FHWA Global Benchmarking Program to learn from countries that have successfully deployed FFFS in highway tunnels.

COVER Fixed firefighting systems and other safety advancements in road tunnels are addressed in this issue of TR News. (Photo: FHWA) 31 Economic Importance of ’s Coming Next Issue Highway Tunnel Bijan Khaleghi In 2009, earthquake damage led Washington State officials to The July–August 2020 issue of TR News is dedicated to water and replace the Alaskan Highway Viaduct—then nearly 50 years the role of transportation agencies in the of this vital old—with a bored tunnel. This article tracks the project’s resource, particularly as the way humans use water is changing beginnings, process, and as a key component to the dramatically. Authors will explore the of stormwater redesign of Seattle’s central waterfront. regulation; how departments of transportation manage water in planning, design, construction, and operations; and more.

33 RESEARCH PAYS OFF Alabama DOT’s novel approach to Shedding Light on Tunnels: construction stormwater management involves five pillars—from communications Proposed Guidelines for Emergency to sediment control—and has been successfully implemented in project planning Exit Signs and Marking Systems for and design, during construction, and while Highway Tunnels troubleshooting ongoing projects. Photo courtesy Barry Fagan Louis J. Ruzzi and Laura Higgins

36 POINT OF VIEW International Perspective on Fire Also in This Issue: Safety in Tunnel Design, Operation, 40 Profiles and Management José Holguín-Veras, Rensselaer Polytechnic Institute, Conrad Stacey and Bijan Khaleghi, Washington State Department of The author examines opportunities for risk control in road Transportation tunnel design and operation, with lessons taken from agencies and tunnel owners all over the world—from the 42 Transportation Influencers United States to Australia and New Zealand to . The Martin P. Brosnan article also focuses on details and code compliance that can mask fundamental drivers of risk in tunnels. 42 Members on the Move 43 National Academies and TRB Address Diversity, Equity, and TRB COVID-19 Resources Inclusion Agencies and organizations can use TRB publications and online resources for useful and timely information to help address issues related to the novel coronavirus pandemic. To read about 44 TRB Highlights TRB’s current research and activities and for a list of relevant publications, visit www.nationalacademies.org/trb/blog/ 46 Bookshelf transportation-in-the-face-of-communicable-disease. 48

Transportation Research Board problems, or single-copy sales should be addressed TR NEWS Neil J. Pedersen, Executive Director to the Business Office at the address below, or features articles on innovative and timely research Russell W. Houston, Associate Executive Director telephone 202-334-3216, fax 202-334-2519. and development activities in all modes of Ann M. Brach, Director, Technical Activities Periodicals postage paid at Washington, D.C. transportation. Brief news items of interest to the Thomas R. Menzies, Jr., Director, Consensus and transportation community are also included, along Advisory Studies Postmaster: Send changes of address to TR News, with profiles of transportation professionals, meeting Gary J. Walker, Director, Administration and Finance Transportation Research Board, 500 Fifth Street, announcements, summaries of new publications, and Christopher J. Hedges, Director, Cooperative NW, Washington, DC 20001. news of Transportation Research Board activities. Research Programs Notice: The opinions expressed in articles TR News is produced by TR News (ISSN 0738-6826) is issued bimonthly by appearing in TR News are those of the authors Transportation Research Board the Transportation Research Board, 500 Fifth Street, and do not necessarily reflect the views of Publications Staff NW, Washington, DC 20001. Internet address: the Transportation Research Board. The Eileen P. Delaney, Director of Publications www.TRB.org. Transportation Research Board and TR News do Lea Camarda, Editor not endorse products or manufacturers. Trade and Cassandra Franklin-Barbajosa, Editor Editorial Correspondence: By mail to the manufacturers’ names appear in an article only Jennifer G. Correro, Assistant Editor Publications Office, Transportation Research Board, because they are considered essential. 500 Fifth Street, NW, Washington, DC 20001, by TR News Editorial Board telephone 202-334-2986 and 202-334-2278, by Printed in the United States of America. Christine L. Gerencher, Chair fax 202-334-3495, or by e-mail [email protected] Copyright © 2020 National Academy of Sciences. Waseem Dekelbab and [email protected]. All reserved. For permissions, contact TRB. Karen S. Febey Nelson H. Gibson Subscriptions: North America: 1 year $75; single Edward T. Harrigan issue $19. Overseas: 1 year $100; single issue Ann M. Hartell $19 plus shipping. Inquiries or communications Micah Himmel concerning new subscriptions, subscription Katherine Kortum TR TUNNELS Safety and Technology Advances in the United States and Beyond

ompared with much of the world, tional and emergency systems and teams of STEVE ERNST AND the United States has relatively response professionals at or near the tunnel JEFF WESTERN few highway tunnels. Norway—its ensure efficient operation and safety. land area approximately the same This TR News theme issue reveals the Ernst is Consultant, Miami, Florida, size as New Mexico—has more many hidden aspects of tunnels and illu- Cthan 900 roadway tunnels, while the entire minates the benefits of tunnel technology and Western is Principal, Western United States has 503. But these tunnels to modern transportation systems. The Management and Consulting, are important links in the transportation articles here show how tunnels benefit Madison, Wisconsin. network, providing routes through congest- the economy and how transportation ed urban environments and reducing travel operators use the best technology to keep time in mountainous regions. Tunnels pro- tunnels efficient and safe. vide access and offer connections that have As with much of the nation’s infra- opened social and economic opportunities structure, the challenges of using tunnels beyond what their small number implies. in a road or rail network include relatively Driving through a tunnel is a common high first costs, the need for continuing in cities like or Seat- maintenance and operational expen- tle, and drivers may be unaware of the ditures, and safety matters. Highway complex of the concrete, steel, and professionals have long recognized these operations needed to make tunnel travel challenges, and entities like the American safe and routine. Association of State Highway Transpor- Transition lighting makes entering the tation Officials (AASHTO), the Federal tunnel at its portal a seamless event. The Highway Administration (FHWA), the motorist sees a typical roadway, tunnel Transportation Research Board (TRB), and walls and a ceiling, lighting fixtures and the National Fire Protection Association— signs, and perhaps a walkway and a few as well as firefighters, emergency respond- doors on the side. But these are just parts ers, and the private-sector engineering Photo: Tony Webster of the tunnel. Beyond the walls and ceiling community—are working to make sure Free-hanging flora and decades-old patina and below the roadway are ventilation tunnel technology addresses the needs for soften the stone masonry portal of the Northwest Cornell Road Tunnel in chambers, pumping systems, mechanical the growing and congested road network. Portland, Oregon. In 1940, laborers hired equipment and emergency systems, and Indeed, tunnels will be an increasing part by the Works Progress Administration cut the other unseen infrastructure that make of the solution to improved freight and through the basalt of West Hills to build the 500-foot-long, concrete-lined conduit. up the tunnel structure. In addition, opera- passenger mobility. TR TR NEWS May–June 2020 › 3 Real-Life Examples A good example of the potential of tun- neling is the new Port of Miami tunnel in Florida, which removed port truck traffic from downtown Miami and allowed the port to renew and expand while relieving traffic congestion. Another is the Eisen- hower−Johnson Memorial Tunnel on I-70 in Colorado, which eliminated the need to traverse Loveland Pass and opened com- Tunnels can be beautiful and — as with the Waterview Tunnel in Auckland, New Zealand — can mercial and recreational opportunities for a be built with community involvement that improves the long-term benefit to users. This tunnel large portion of the western United States. features skate parks at each portal, improvements to surrounding landscape and buildings, Tunnels in Boston, famously known as and other community-driven features that increased public willingness to pay for the expensive project. the Big Dig, restored the city by removing aboveground viaducts and by including 27 acres of green space and millions of square results from extensive testing were used by The U.S. tunnel community has re- feet of commercial development. The new researchers around the world to advance sponded to this information by incorporat- Alaskan Way Viaduct Replacement Tunnel the understanding of ventilation systems ing safety technology in new construction, (SR-99 tunnel) opened the Seattle water- and smoke control in tunnels. This study is and they have refurbished many tunnels front and relieved crosstown congestion recognized as a landmark in tunnel tech- with improved lighting, signing, camera while removing a double-decker viaduct nology—another legacy of the Big Dig. systems, and operational improvements. that was unsightly and vulnerable to earth- Several research studies have been com- quakes. The SR-99 tunnel is one of the International Research pleted and new ones initiated. most technologically advanced tunnels in In 1999, a tragic fire in the Mont Blanc Tun- Recently, a joint global benchmarking the world, utilizing the latest innovations nel on the border of and Italy in the study for highway tunnel fixed firefight- in fixed firefighting, emergency response, Alps took 39 lives. This event prompted a ing systems (FFFS) discovered that New lighting, and operations. European and worldwide effort to improve Zealand and Australia are established The articles in this issue will elaborate tunnel operations and advance technol- world leaders in the use of FFFS in road on the newest, most advanced topics in ogy for tunnel signing, areas of refuge, tunnels, demonstrating an example of best tunnel design, construction, operation, firefighter training, emergency operations, practices for the safe operation of highway and maintenance and will describe some and human-factor engineering. In June tunnels. Even before this study, several of the groundwork that led to the best 2006, FHWA, AASHTO, and TRB undertook U.S. tunnel owners had incorporated in tunnel science. For example, as part a study and published the report Under- similar systems, both new and retrofitted. of Boston’s Big Dig, the tunnel com- ground Transportation Systems in Europe: The New Zealand and Australian expe- munity undertook the Memorial Tunnel Safety, Operations, and Emergency Response riences offer the exciting opportunity to Fire ­Ventilation Test Program. A decom- to bring these advancements to the United incorporate operational excellence into missioned tunnel in West was States. Shortly thereafter, AASHTO estab- U.S. tunnels to improve reliable long-term converted into a test laboratory, and the lished a technical committee on tunnels. functionality of transportation systems. Transportation researchers and policy makers must “think big” to justify expen- Daylight-bright lighting, a sive tunnels, knowing the potential of fenced raised sidewalk, and maintenance doors transformative commercial development

Photo: Pietro line the Port of Miami to bring lasting economic benefit. Tunnels Tunnel. It includes the can be a cornerstone for effective com- latest safety features available in the United munity engagement and prosperity, can States, including improve of life, and—most impor- automatic incident tantly—must be reliable and safe. detection, active sprinkler fire suppression systems, and a system of 105 closed-circuit TV cameras along with a 110-foot The TR News Editorial Board thanks video wall that displays the tunnel’s entire interior Waseem Dekelbab, TRB, for his work in less than 15 seconds. assembling and developing this issue.

4 ‹ TR NEWS May–June 2020 Role of Tunnel Organizations

Crews inspect Oregon’s 827-foot Tooth Rock Tunnel for damage after the 2017 Eagle Creek fire that swept over more than 34,000 acres in the Columbia River Gorge. FHWA and TRB work in coordination with state transportation agencies via AASHTO on tunnel safety.

Photo: Oregon DOT

unnels are key elements of the nation’s created in 2006 and is comprised of 10 T transportation infrastructure. The voting members from various state DOTs, amount of traffic congestion and economic two nonvoting associate members from opportunities afforded by air-rights struc- state tolling agencies, and a single nonvot- tures help promote future opportunities for ing liaison from FHWA. Although member- the innovative use of underground space ship in AASHTO is limited to employees of and tunnels. Tunnels and underground state DOTs, members of the transportation structures an increasingly important community are welcome to contribute as role in current infrastructure sustainability friends of the T-20 committee. and resiliency programs; at the same time, TRB is a division of the National these vitally important structures con- Academies of Sciences, Engineering, and tribute to the quality of life of traditionally Medicine, which adheres to the highest vulnerable and disadvantaged communi- Photo: Conrad Felice standards of integrity and peer review and ties. Rather than introducing aboveground provides access to the foremost scientists, Standing Committee on Tunnels and bridges or roadways that historically have Underground Structures Chair Brian engineers, and medical professionals in divided cities and often have contributed to Zelenko presents former chair Anthony the world. The TRB Standing Committee urban blight, tunnels free up open space “Tony” Caserta with an Emeritus Member on Tunnels and Underground Structures is certificate at the 2014 TRB Annual Meeting and allow for parks and recreational facil- in Washington, D.C. part of the Transportation Infrastructure ities and other development that improve Group and focuses on planning, design, quality of life and economic opportunity. and tribal-owned lands. Through financial construction, inspection, operations and Three organizations share vital roles and technical assistance to state and local systems, and maintenance related to in promoting tunnel technology and safety governments, FHWA ensures that Amer- underground structures and components. to the highway community. The Federal ica’s roads and highways continue to be Appointed members to this committee Highway Administration (FHWA), the among the safest and most technologically represent the full range of perspectives American Association of State Highway sound in the world. The agency’s strategic from federal, state, and local governments and Transportation Officials (AASHTO), and priorities include national leadership in to consultancies, academia, research the Transportation Research Board (TRB) transportation policy and innovation, effec- organizations, associations, and industry. collaborate at the national and internation- tive delivery of federal highway programs, Although membership to the committee al levels to serve the broader transpor- improved safety and performance of high- requires a formal process, as with the tation community. They advance policies, way systems, and enhancement of FHWA’s AASHTO T-20 committee, anyone with an specifications, guidance, and technologies corporate capacity to achieve its mission. interest is welcome to participate as a through cooperative meetings, workshops, An international leader in setting tech- committee friend. Members and friends webinars, and publications, as well as nical standards for all phases of highway of the committee contribute to commit- through strategic planning and research to system development, AASHTO serves tee activities such as paper reviews and foster innovation, technology transfer, and as a liaison between state departments TRB Annual Meeting sessions. More the accelerated deployment of cost-effec- of transportation (DOTs) and the federal information on how to get involved in TRB tive safety technologies. government. Standards are issued for committees is available at www.trb.org/ The mission of FHWA is to support the design and construction of highways AboutTRB/GetInvolvedCommitteesTF.aspx. state and local governments in the design, and bridges, materials, and many other —Steve Ernst, Consultant, and construction, and maintenance of the na- technical areas. The AASHTO Bridges and Jeff Western, Western Management tion’s highway system and various federal- Structures Tunnel Committee, T-20, was and Consulting

TR NEWS May–June 2020 › 5 Jacks of All Trades, Masters of Everything Eisenhower–Johnson Memorial Tunnel Operators

Photo: Patrick Pelster

lumber, electrician, traffic control tunnel staff shows that they are the heart KATHERINESTEPHEN F. HARELSONTURNBULL supervisor, firefighter, geologist, and of this facility. mechanic, public relations profes- The author is Chief Engineer, sional, and “water witch” are only Mystery Leak Colorado Department of some of the roles that a tunnel The most legendary at the tun- Pemployee must play in a typical week on nel have occurred during winter blizzards, Transportation, Denver. the job at Colorado’s Eisenhower–John- but some of the most interesting experienc- son Memorial Tunnel (EJMT). Piercing the es have occurred during more moderate continental divide at 11,000 feet above weather. One such instance happened one sea level, the tunnel requires a special type year in early June—known as mud season of worker to keep it going. in the high country of Colorado, when the EJMT was first opened in 1973, the snowmelt peaks and rivers run high. Ken culmination of decades of planning, Martinez, the tunnel superintendent at the engineering, and construction. The tunnel time, was taking a training class in Denver, complex is located 50 miles west of Den- about 50 miles east of the tunnel complex. ver, nearly 15 miles from the nearest town. His cellphone rang with the news that the Aside from the remote location, the alpine water supply tank was dangerously low. climate at the tunnel provides between The water supply tank provides the entire 20 and 30 feet of snow most winters, water supply for the tunnel, for firefighting, freezing temperatures in July and August, and for domestic use. and subzero temperatures from November Martinez hurried up to the tunnel to through March. The people who work in try to help crews find the leak. An inves- such an environment must be self-reliant, tigation showed that the tank was losing Above: All day, every day, Colorado’s smart, and tough to keep traffic moving. between 200 and 300 gallons per hour. Eisenhower–Johnson Memorial Tunnel is staffed by 52 full-time employees dedicated to Even though the physical infrastructure Unfortunately, however, the groundwater maintaining service and keeping drivers safe. at the tunnel is amazing, the work of the seeping into the tunnel that time of year is

6 ‹ TR NEWS May–June 2020 about 1,000 that amount, distribut- leaking section was identified. The leak was ed throughout the mountain, so any small isolated to a 500-foot section—much better pipe leaks were dwarfed by the natural than an 18,000-foot pipe network, but still flow. The tunnel team was looking for a not great given the groundwater conditions. moist needle in a haystack, not a geyser After nearly 36 hours, the leak was located the size of Old Faithful. in a small tap in the pipe, which was used to The water supply for EJMT is diverted supply electrical power to heat tape strung from Straight Creek, a small mountain inside the pipe to keep it from freezing. A stream that flows near the west portal of the very small hole caused a very big headache. tunnel. Colorado, like many arid Western states, employs a prior appropriation wa- Groundwater Challenges ter-right system to govern water use. Under The same groundwater problems that dis- this system, the EJMT has a right to divert guised the pipe leak also create challenges only about 800 gallons per hour. With this in winter. EJMT was constructed through a water right, it takes about 31 hours to fill the mountain containing two types of compe- Photo: Stephen Harelson tank. Knowing that the tank was tent rock separated by the Loveland fault, Winter temperatures in the Colorado a net drainage of 200 gallons per hour, which is 1,000 feet of heavily fractured mountains mean that a small leak can become Martinez realized that the leak was in the material. Even in the depths of winter, this a large iceberg. Tunnel staff are adept at neighborhood of 1,000 gallons an hour. fractured zone carries liquid groundwater building—and rebuilding, as groundwater seeps migrate—drains and collection systems to Working from the supply tank on to the tunnel, where it meets the subzero minimize these icebergs. down through the pump room and the air and promptly freezes. Thankfully, in rest of the stand pipe system in both January, the groundwater flow and sub- bores, Martinez and his team closed the sequent freezing is manageable, and over jump around. Even when the drains collect entire pipe network from the storage tank the years tunnel staff have built ground- water as expected, the groundwater car- and then methodically opened it up, sec- water drains and collection systems to ries considerable minerals. These minerals tion by section. The storage tank contains minimize the icebergs that form. deposit in the drain pipes, ultimately 25,000 gallons—and although 1,000 Groundwater seeps can be unpre- clogging them. The groundwater at EJMT gallons per hour is a serious leak, it also is dictable, however, and collection systems is relentless in the challenges it brings. small enough to take a bit of time to see built several years ago can lose their utility if the tank is recovering or still leaking. when the seep moves 100 feet. It is a con- Adaptable, Specialized Over many hours, valves on the pipe tinual of whack-a-mole—or, in this Workforce network were opened, one by one, until the case, whack-an-iceberg—when the seeps Because EJMT is so remote, tunnel opera- tors must be willing to do almost any job, at any time. Several winters ago, an over- height vehicle passed through the tunnel and struck half a dozen variable message signs (VMSs), as well as about 10 smaller lighted lane-use signs. The tunnel was closed to traffic, and tunnel staff immedi- ately began inspecting the sign brackets to ensure they were not damaged and would not cause the heavy VMSs to fall on traffic. Brackets were inspected, damaged signs were removed, and undamaged signs were relocated to provide adequate sign coverage—all by a crew of eight people, six of whom had likely never even touched a VMS before that evening. They recognized the job that had to be done, jumped in, and got the tunnel reopened in less than 3 hours—about the same amount of time it would have taken to get a repair crew

Photo: Stephen Harelson mobilized from Denver. All this work was Springtime temperatures bring groundwater challenges at EJMT. completed in zero-degree weather.

TR NEWS May–June 2020 › 7 VENTILATION SYSTEM The ventilation system at EJMT pulls an incredible amount of electricity and requires the services of skilled electricians and mechanics to keep in action. Half of the tunnel’s 28 600-horsepower fans exhaust air from the tunnels, and the other half supply air. Because they were designed in the age of cars with leaded gasoline and V-8 engines without emission controls, much of their original utility is no longer necessary in the day-to-day operations of the tunnel. In case of fire, however, these fans are critical to the Photos: Colorado DOT lives of motorists in the tunnel. Depending Massive fans provide ventilation in EJMT. When working together, the multiple motors in on the location of the fire, tunnel operators each fan can reach up to 600 horsepower, enough to keep air circulating at a healthy level. turn specific fans on or off to push or pull the smoke away from trapped traffic. Like any piece of 50-plus-year-old in- SNOW SAFETY avalanche chutes. It is very much an art dustrial equipment, the ventilation motors With the heavy snows at the continental and a science. and fans need ordinary maintenance, like divide, tunnel staff must always be aware EJMT is located in a truly beautiful bearing replacements, new belt drives, and of avalanche risk. The west portal building spot, with gorgeous views at both the lubrication. More challenging is interfac- sits at the base of a steep mountain slope, east and west portals. Many people stop ing this old equipment with the modern which holds multiple avalanche paths. to enjoy the views, others stop to let their control systems. It takes a knowledgeable Tunnel staff monitor this slope and bring overheated cars cool down, and some and resourceful electrician to maintain and down snow slides using specialized long- just take advantage of the parking lots at upgrade the control systems on equipment range tools before snow grows to a mag- each portal to take a break from driving first constructed in the 1960s. nitude that could threaten the building and stretch their legs. In one memora- or the emergency turnaround loop road. ble instance, two motorists involved in a FIREFIGHTERS AND The timing of this avalanche mitigation fender-bender inside the tunnel started a SUPPRESSION SYSTEM work is related to snowfall, wind, and fistfight in the parking lot. On average, EJMT has experienced about the resultant snow drifting that loads the (Continued on p. 10) one vehicle fire per year throughout its . In 2015, the Colorado Department of Transportation (DOT) installed a fire suppression system in the tunnel. Firefight- ing crews have long been onsite at EJMT 24 hours a day, 7 days a week, to address fires that occur at the tunnel’s remote location. These trained firefighters do other jobs at the tunnel but are ready to don bunker gear when the need arises. The nearest fire stations are in Georgetown or Dillon, each 15–20 minutes away from the tunnel. The fire suppression system was installed to make firefighters’ jobs easier. Tunnel operators must understand how to activate and manage this fire suppression system and must work with the firefighters in the tunnel. The system has been activat- ed twice since it was completed, and both Photo: Steve Harelson times it helped the tunnel operators pro- Operated from a safe distance, the pipe structure on the ridge line (upper left) ignites a vide a tenable environment for firefighters propane explosion and directs the explosion concussion toward the start zone of the avalanche path. This action knocks down the accumulated snow in a controlled manner while the area to extinguish the fire and for trapped below is clear of people. Such active control brings down small avalanches and prevents large motorists to safely escape the tunnel. slabs from forming and causing catastrophic uncontrolled avalanches.

8 ‹ TR NEWS May–June 2020 National Tunnel Inventory Guidelines and Standards

ollowing the tragic ceiling collapse in Tragedy struck on Boston’s I-90 Connector Tunnel on the night of July 10, F 2006, when concrete July 10, 2006, the National Transporta- ceiling panels in tion Safety Board (NTSB) accident report Boston’s I-90 Connector identified several safety issues, including Tunnel collapsed on a car, injuring the “inadequate regulatory requirements for driver and killing the tunnel inspections” (1). passenger. The National On July 6, 2012, President Barack Transportation Safety Board’s investigation Obama signed the Moving Ahead for ultimately resulted Progress in the 21st Century Act (MAP- in the establishment 21), which required the U.S. Secretary of nationwide safety standards. of Transportation to establish national standards for tunnel inspections. To meet Photo: National Transportation Safety Board MAP-21 requirements—and in recognition of the importance of tunnel safety and The standards apply to all structures de- with manuals and other guidance docu- security—the Federal Highway Adminis- fined as highway tunnels on all public roads, ments, examples, and more, can be found tration (FHWA) established the National both on and off Federal-Aid highways, as well on the FHWA tunnel inspection website (4). Tunnel Inspection Standards (NTIS) and as tribally and federally owned tunnels. —Steve Ernst, Consultant, and created corresponding manuals and Jeff Western, Western Management guides to implement the program. Specifications for the National and Consulting Three references are key for bridge Tunnel Inventory owners to facilitate management of tunnel This document supplements NTIS and REFERENCES inventory and tunnel inspections: the Fed- provides specifications for the coding data 1. Highway Accident Report: Ceiling Collapse in eral Register National Tunnel Inspection that are required to be submitted to the the Interstate 90 Connector Tunnel Boston, Standards, FHWA’s Specifications for the National Tunnel Inventory (NTI) (3). Data , July 10, 2006. Report National Tunnel Inventory report, and the in NTI will be used to meet legislative HAR-07/02. National Transportation Safety Board, 2007. FHWA Bridges and Structures Standards reporting requirements and will provide and Guidelines. information on the number and condition 2. National Tunnel Inspection Standards, 23 CFR 650, Federal Highway Administration, of the nation’s tunnels to tunnel owners, National Tunnel Inspection Standards U.S. Department of Transportation, 2015, FHWA, and the general public. pp. 41349−41373. This final rule, published in July 2015, NTI was developed by FHWA and the establishes NTIS for highway tunnels (2). 3. Specifications for the National Tunnel American Association of State Highway Inventory. Report FHWA-HIF-15-006. These standards require tunnel owners Federal Highway Administration, U.S. and Transportation Officials T-20 Tunnel to establish a program for the inspection Department of Transportation, 2015. Committee to comply with NTIS regulations of highway tunnels, to maintain a tunnel 4. Tunnel Inspection. Federal Highway and with the Tunnel Operations, Mainte- inventory, to report the inspection findings Administration, U.S. Department of nance, Inspection and Evaluation Manual. Transportation. www.fhwa.dot.gov/bridge/ to FHWA, and to correct any critical inspection/tunnel. findings found during these inspections. Bridges and Structures Critical findings are any structural or Standards and Guidelines safety-related deficiencies that require Comprehensive information about tunnel immediate follow-up inspection or action. inspection, inventory, and reporting, along

TR NEWS May–June 2020 › 9 D Photo: Colorado DOT 10 of tunnelcontrolcentersinthis context. ditions anddescribesthespecial features framework con counts forindustry-specific and improvetheirITsecurity. The guideac tunnel controlcenteroperators toevaluate software actiontoolstomakeiteasierfor developed aguideandthree partners of EducationandResearch,research funded bytheGermanFederalMinistry Project, oftheCyber-Safe growing. Aspart however, thedangerof cyberattacks is safe andsecureoperation. ofITsystems—toguarantee the support trally monitorandcontroltunnels—with true fortunnelcontrolcenters,whichcen talk tothesetravelers,helpthemwith staff haveconsiderableopportunityto ( Continued fromp.8 ‹ Along with this technological progress, Along withthistechnologicalprogress, Because somanypeoplestop,tunnel transport sector.transport Thisisparticularly igitalization hasalreadyreachedthe TR TR NEWS

May–June 2020 ) Federal HighwayResearchInstitute(BASt),BergischGladbach,Germany. Nisancioglu isCivilEngineerandKaundinyaTunnel EngineeringandOperationSectionHead, SELCUK NISANCIOGLUANDINGOKAUNDINYA Control Centers ofTunnelCybersecurity Tools the for Assessing - - - infrastructure. maintaining andoperatingthetunnel referees—along withtheirnormaljobof experts, amateurmechanics,andboxing commerce agents,first-aid each daytobechamberof members mustbeprepared orado ingeneral.Tunnel staff the tunnelinparticularorCol just answerquestionsabout vehicle ormedicalissues, west portal. west portal. surround EJMT’s rock andsnowslides mountains proneto Majestic viewsof - be [email protected]. The guideisavailableinEnglish,andaPDFfilecan ITSecurity Centers:GuidetoImproving Control partners developed As partoftheCyber-SafeProject,research pating inthatculture. working withthestaffatEJMTispartici alongside oneanother. Thebestpartof developed aftermanyyearsofworking er, andacamaraderiethatcanonlybe experiences, pastbattlesfoughttogeth a place.Itisculturebasedonshared an interestingculturedevelopsinsuch working atonefacilityfor30or40years, knowledge thatcanonlybegleanedfrom complex fordecades.Asidefromthe many peoplehaveworkedatthetunnel ized forastateDOT; becauseofthat, tus analysis,supplementedby apenetra usingahazard andsta and effectiveness mented wereanalyzedfortheir efficiency measures thathadalreadybeen imple To identifyexistingweakpoints,ITsecurity Investigations andAnalyses and technology. in manyareasoforganization,personnel, conditionscanbefound parable boundary come familiarwithcybersecurity, ascom traffic controlcenteroperatorstobe The workatEJMTishighlyspecial In addition,theactiontoolscanhelp Cyber SecurityofTunnel ------. For example, many years ago, while I was amazed at what they could re- After 15 or 20 minutes, the crew of working on a pipe project at the west por- member and at how many utility lines had “water witches” converged on a loca- tal, I needed to know some water and gas been built, moved, and replaced in such tion—and, as it turned out, they were line locations to get my project construct- a relatively small space over the previous pretty close. I am not sure whether the ed. Several tunnel staffers came out to help 30 years. The workers knew the history witching truly worked or their communal me; each had worked at the tunnel from its because they had been unclogging, un- had found the waterline loca- very beginning. They talked about where freezing, and unsticking valves, and recon- tion—but I was thankful. So thankful that, they thought old water lines were located structing tunnel elements for 30 years. Even a few weeks later, I asked one of the crew, and, off the tops of their heads, described more amazing, however, was when it came a 38-year tunnel employee, to help me when the line to the old concrete batch time to locate the lines. Each staffer pulled find a gas line. His response is one I will plant that had been used during construc- out a bent welding rod—also known as a remember forever: “Any fool knows that tion was abandoned and argued about witching stick—and went to work. Ever the witching doesn’t work on gas lines; only when it was replaced, how deep it was, and skeptical engineer, I humored them, but I water.” Any fool, indeed. whether the line was still active. didn’t believe that witching worked.

tion test of a tunnel and a tunnel control center for insights into the IT systems. A virtual control center also was developed to simulate cyberattacks and countermea- sures under laboratory conditions. Two workshops with tunnel control center managers, providers, and planners ensured the appropriate and immediate im- plementation of the developed measures. Needs and requirements for action aids were developed to evaluate the current quality of IT security and to increase resil- ience against cyberattacks. These valuable findings regarding user requirements have Photo: www.soundandcommunications.com been processed and are included in three end-user-oriented action tools. A massive video wall designed to display sequential views dominates the Hanging Lake Tunnels Command and Control Center in Colorado’s Glenwood Canyon. Located above one of the 4,000- Cyber-Safe Action Tools foot tunnel bores, the distributed control system provides enhanced situational awareness and During the expert interviews and work- visual detail to operators and first responders. shops with tunnel control center manag- ers and operators, valuable information tion of measures. For this level, a checklist Action Tool 3: Risk Management Tool for about the demand and user requirements in the form of compact, browser-based IT Managers were gathered to develop the action tools, software—using 24 questions about mea- The comprehensive security analysis and designed to enable operators to identify sures already taken—verifies that import- assessment of a networked IT system weaknesses in their IT systems and or- ant high-level topics were implemented. consisting of many components is difficult ganizational structures. The action tools’ Action Tool 2: Guide and Evaluation without technical support. For this , content and depth of detail are tailored to ­Software for Middle Management software is provided for the security-relat- the following three target groups. The middle-management level largely is ed analysis of control centers. With this Action Tool 1: Checklist for Upper concerned with specific organizational and action tool, the technical structure of a ­Management personnel aspects. For this target group, control center can be analyzed, potential The upper-management level provides the the research partners developed an evalu- threats identified, and already-taken mea- required financial and human resources. ation software tool and a guide that allows sures evaluated. Suitable measures for As a rule, these people are not IT experts. review of measures in the organization, implementation are also proposed on the They depend on the support of IT manag- technology, and personnel areas. The basis of identified potential weaknesses. ers when assessing existing IT security, as analysis distinguishes between control, well as when deciding on the implementa- automation, and field levels.

TR NEWS May–June 2020 › 11 Fixed Firefighting Systems in Australia and New Zealand Results from the FHWA Global Benchmarking Program

Photo: FHWA

oday’s tunnel owner is faced with (GBP), the Federal Highway Administra- MATT BILSON AND protecting life and the facility tion (FHWA) commenced an international STEVE ERNST against potentially catastrophic study to understand effective practices and fire events caused by heavy-goods practical experience from long-term use Bilson is Senior Supervising freight vehicles. The hazards from of FFFS in countries that have successfully Tthese large fires may not be effective- deployed these systems in highway tun- Engineer, WSP USA, New York, ly mitigated by emergency ventilation nels. Based on findings from a desk review, and Ernst is Consultant, and egress alone, so now the industry is the study largely focused on Australia and Miami, Florida. turning to using water-based sprinklers, or New Zealand, where these systems have fixed firefighting systems (FFFS), to help been used with success for many years. mitigate the risk (1). This article is based on the published sum- Fire-suppression technology is widely mary report (1). accepted and required by building As part of the GBP study, representa- codes, but less commonly used in high- tives from FHWA, the Colorado Depart- way tunnels. By controlling the fire—thus ment of Transportation, and the Maryland improving the environment for evacu- Transportation Authority conducted tech- ation, rescue, and firefighting—FFFS in nical field visits and discussions with rep- highway tunnels can save lives and pro- resentatives from national transportation tect the facility. In addition to improving agencies and tunnel owners and operators tunnel safety, the use of FFFSs also can in Australia and New Zealand, May 7−12, improve the design performance of other 2017. Representatives identified effective safety systems, including emergency practices for applying and operating FFFS Above: Fixed firefighting works in tandem with ventilation and passive structural fire pro- and learned from the international experi- ventilation systems to provide a workable tection materials. ence regarding the selection, performance environment for evacuation or rescue. For the sake of safety, operators must understand Through the Office of International criteria, design, operation, and mainte- the intricacies of these system interactions. Programs Global Benchmarking Program nance of the systems.

12 ‹ TR NEWS May–June 2020 City of Seattle, Washington, required the installation of FFFS in its road, transit, and bus tunnels. This began in 1952 with the construction of the SR-99 Battery Street Tunnel. Since then, FFFS have also been installed in the Mount Baker Ridge and Mercer Island tunnels along I-90, as well as in the I-5 Center Tunnel. The new, 2-mile Alaskan Way Viaduct Tunnel incorporates an FFFS. The trend in other U.S. jurisdictions is

Photo: FHWA toward inclusion of FFFS in road tunnels, In the NZTA Operations Room at Auckland’s Smales Farm, operators monitor, facilitate, and thus there is significant experience with manage the response to incidents in various tunnels. New operators can learn the systems, road tunnel FFFS in the United States. and retraining can be done in emergency procedures in the glassed-in training facility (far Many recently constructed tunnels are left). The Smales Farm facility also provides testing for new tunnels and for new systems and processes. fitted with an FFFS, including the Presidio Parkway Tunnel in San Francisco, Califor- nia; the Elizabeth River Midtown Tunnel History of Fire Safety and equipped with an FFFS, and both facilities in Norfolk, Virginia; and the Port of Miami FFFS in U.S. Highway were closed for repairs for an extended Tunnel in Florida. period—months to years. Tunnels Several older U.S. road tunnels have In contrast, the heavy-goods vehicle recently been refurbished and upgrad- The National Fire Protection Association fire in the Burnley Tunnel in Australia was ed—or are planned to be. So far, however, (NFPA) Standard for Road Tunnels, Bridges a major event that could have been as these refurbishments have not included and Other Limited Access Highways, serious as incidents like the Mont Blanc the addition of an FFFS. The NFPA 502, is the governing standard for or Newhall Pass fires. Although there was include existing spatial constraints, insuf- highway tunnel fire safety 2( ). NFPA 502 loss of life, the FFFS in the Burnley Tunnel ficient drainage systems, and cost. The defines an FFFS as a “system permanent- mitigated what might have been a much Eisenhower−Johnson Memorial Tunnel in ly attached to the tunnel that is able to more serious incident. The tunnel was safe Dillon, Colorado, recently was retrofitted spread a water-based extinguishing agent for opening in a of days after the with an FFFS after the tunnel owner deter- in all or part of the tunnel.” fire, since the damage to the structure was mined that such a system was necessary, An FFFS is not a mandatory require- minimal (3). considering the traffic mix, location, and ment of NFPA 502, and its inclusion is In part as a response to fire events criticality of the route.1 subject to agreement with the authority- like these, for the past decade or so the having jurisdiction (AHJ) on the most ap- road tunnel industry in the United States 1 propriate fire safety strategy for a tunnel. To read more about the Eisenhower−Johnson and Europe has been moving to include Memorial Tunnel, see the article on page 6 of this The use of FFFS in tunnels within the Unit- FFFS in tunnels (4). Until recently, only the issue. ed States varies between juris- dictions, although it should be noted that many jurisdictions do not presently require such a system. Fires in highway tunnels can have major consequences. For example, the 1999 Mont Blanc Tunnel fire on the border of France and Italy resulted in the loss of 39 lives, and in California’s Newhall Pass tunnel, a 2007 tractor-trailer fire caused major damage to the structure when the fire spread to and de- Photo: FHWA stroyed an additional 30 trucks During a car fire exercise, the temperature just as the sprinkler system is activated is 115°C left( ), compared with the thermal image after a minute of water application (right). Water suppression may trapped behind the collision not always extinguish the fire, but it keeps the fire smaller and cooler to make a tenable environment (3). Neither tunnel facility was for escape and firefighting.

TR NEWS May–June 2020 › 13 Photo: Matt Bilson Photo: FHWA Under the famous opera house and harbor is the Sydney Harbour Urban area tunnels, such as Terrace Tunnel in Auckland, New Tunnel, a facility that led the way for Australia and New Zealand Zealand, provide more room for green space. Some tunnel to become world leaders in tunnel operations and the use of FFFS facilities in New Zealand share space with a school and others in road tunnels. have included skate parks. This helps build public acceptance for the facility and provides tangible benefits to the community.

Global Benchmarking in its road tunnels. As a result, Japan, Aus- • Terrace Tunnel, Wellington, New Study tralia, and New Zealand have developed Zealand (rehabilitation); significant experience with FFFS in road In general, road tunnels of a certain min- • Mount Victoria Tunnel, Wellington, tunnels. Tunnels and facilities visited in imum length in Australia, New Zealand, New Zealand; New Zealand and Australia as part of the and Japan have required installation of an GBP included new-build tunnels and reha- • Austroads, Sydney, Australia; FFFS. Tunnels in Japan have required FFFS bilitation projects, including the following: • M2 Tunnel, Sydney, Australia since the 1960s and 1970s (5). The Syd- ney Harbour Tunnel, Australia’s first major • Auckland Traffic Operations Center, (rehabilitation); road tunnel, opened in 1992 with an FFFS Smales Farm, Auckland, New Zealand; • Sydney Harbour Tunnel, Sydney, installed (6). This a precedent that has • Victoria Park Tunnel, Auckland, New Australia; and been followed in Australia ever since. Zealand; • M5 East Tunnel, Sydney, Australia. New Zealand followed the approach taken by Australia and has included FFFS • Waterview Tunnel, Auckland, New Zealand (rehabilitation); Study Findings Several topics were investigated during the site visits, including: • Design (new tunnels and Global Benchmarking Program rehabilitations), • Construction (system installation and The Federal Highway Administration (FHWA) Global Benchmarking testing), Program (GBP) is a tool for accessing, evaluating, and implementing proven global innovations that can significantly improve highway trans- • Operation and operator training, portation in the United States. Instead of recreating advances already • System maintenance, and developed by other countries, GBP acquires and adopts technologies and • Incident experiences. best practices already available and used abroad. This is accomplished through studies that connect FHWA and state transportation agency Operational practice and experience with representatives with advances and experts around the world. FFFS in Australia and New Zealand were a key area of investigation during the site visits. Ultimately, the goal of the GBP is to improve safety, avoid duplicative These were recognized as an area with the research, reduce overall costs, accelerate improvements, and ensure a most potential differences with the United world-class transportation system. States in thinking and practice. Study partic- ipants also wanted to collect real incident

14 ‹ TR NEWS May–June 2020 experiences from the operations staff. Nota- protecting the life safety of the tunnel-using ble regarding FFFS in Australia public is arguably better achieved. In all the and New Zealand included the following: tunnels visited, reliance was placed on the • Consistent and formally recognized operator to activate the FFFS, and training training programs for tunnel operations was an essential part of this approach. staff, Live Exercises • Approach to integration of FFFS Tunnel operators in Australia and New operations with fire brigade operations, Zealand regularly conduct exercises with • Incident response planning and policy emergency services agencies. These on when to activate an FFFS during a exercises usually are desktop-based but fire, and occasionally are conducted in the field and, in some cases, include a controlled • Accounts of real incidents demonstrating fire. Training and live exercises are espe- the performance of an FFFS. cially important when an FFFS is involved because of the role the operator plays in Training activating the system. Photos: FHWA Australia and New Zealand use formal Operators consider a live exercise ben- A lot of water can be delivered in a short training, known as the Certificate IV eficial because it allows them and emer- time to help control a fire, as demonstrated qualification, for their tunnel operators. in a test of the fire suppression system in gency services workers to experience the Sydney’s M2 Tunnel. Implementation of the training pro- conditions in the tunnel and control room. gram in Australia and New Zealand was When the FFFS is operational, visibility in a challenge, and it took about 6 years the tunnel is reduced, and CCTV coverage it helps all stakeholders gain experience of to formalize. Through this certification of the tunnel likely will be obstructed. The fires in the tunnel and the systems used to process, tunnel operators have a formal training experience helps prepare partic- make the tunnel safe. qualification that is recognized in facilities ipants response to an actual event, refine and industries beyond the tunnel at which procedures, and train staff. TUNNEL OPERATIONS GROUP they are employed. During the GBP study visit to the Syd- Australia and New Zealand tunnel opera- The Certificate IV qualification gives tun- ney Harbour Tunnel, a live car fire demon- tors collaborate through the Australasian nel operators broader opportunities for de- stration was conducted. The team wit- Tunnel Operators Group. This group of velopment and future . Agencies nessed the FFFS deployed to control operators holds regular meetings to share and owners also benefit because they have the fire. This sort of exercise is regularly experience and lessons learned in the a formal measure of experience and quali- conducted in the Sydney Harbour Tunnel; operation of the tunnels. Key participants fication for their staff, and the objective of the tunnel’s general manager noted that include staff that supervise the facility.

Photos: FHWA Operators, firefighters, and other emergency responders are all in the heat of the action during a Sydney Harbour Tunnel live fire exercise, demonstrating before water is applied to the fireleft ( ) and at the beginning of FFFS deployment (right). Even the news media are included, which helps to bring awareness to the public about tunnel safety protocols.

TR NEWS May–June 2020 › 15 By controlling the States (5). The findings on operation, staff training, and incident experience planning fire—thus improving are particularly useful—not just for tunnels but also for highway system emergency the environment for operations. evacuation, rescue, and REFERENCES 1. Ernst, S., B. Bergeson, S. Harelson, D. Williams, firefighting—FFFS in and M. Bilson. Tunnel Fire Protection Using Fixed Firefighting Systems: Advanced Practices from Australia and New Zealand. Report FHWA- highway tunnels can save PL-18-030. Federal Highway Administration, U.S. Department of Transportation, 2018. Photo: FHWA lives and protect the 2. National Fire Protection Association. NFPA Hallmark of the many safety features that 502: Standard for Road Tunnels, Bridges, and accompany FFFS, LEDs illuminate the way facility. Other Limited-Access Highways. 2017. www. inside Mount Victoria Tunnel. nfpa.org/codes-and-standards/all-codes-and- standards/list-of-codes-and-standards/de- tail?code=502. 3. Ingason, H., Y. Z. Li, and A. Lönnermark. Tunnel Conclusion Fire Dynamics. New York: Springer, 2015. 4. Dandie, B., and N. Harvey, eds. Fixed Firefight- FIRE-LIFE SAFETY The Global Benchmarking Study identi- ing Systems in Road Tunnels: Current Practices REHABILITATION GUIDELINES fied several worthwhile practices related and Recommendations, Technical Committee 3.3 Tunnels in New Zealand deploy a specif- to design, operation, and maintenance Road Tunnel Operations of the World Road Associ- ation. PIARC, Paris La Défense, France, 2016. ic legislative requirement framework for of tunnels in Australia and New Zealand. 5. Sprinklers in Japanese Road Tunnels. Chiyoda rehabilitations. Guideline documents spell FHWA has released a report that provides Engineering Consultants, 2001. out the basic requirements, which include an in-depth account of the study and the 6. Foster, R. Fire Protection in the Sydney Harbor Tunnel. Eagle Consulting Group, Fire Australia, a cost−benefit analysis, risk assessment, findings, which contains materials that 1991. development of a business case, consid- can help implementation in the United eration of “do ” as an option, and a clear nomination of the New Zealand Cutting down on confusion, Transport Agency (NZTA) as the final directional and wayfinding decision maker. signage in the Sydney In the United States, NFPA 502 does Harbour Tunnel can make all the difference for drivers not set specific requirements for the pro- in an emergency. Signs cess of fire-life safety system rehabilitation such as “You are in the in a road tunnel. Rather, the standard Sydney Harbour Tunnel” are particularly helpful. Sydney permits modification of requirements by has many tunnels, and the local authority when application of a (according to operators) certain requirement would be impractical. some motorists who have called emergency services— In New Zealand, a process is identified for for a car breakdown, for the rehabilitation—such as risk assess- example—have not been ment or cost−benefit analysis—and the certain of their exact location. AHJ is NZTA.

Photo: FHWA

16 ‹ TR NEWS May–June 2020 SAFETY IN HIGHWAY TUNNEL OPERATIONS

Photo: San Francisco Fire Department

ighway tunnels in the United guidelines, design standards, safety sys- GARY ENGLISH States are some of the most tems, and emergency operation proce- critical elements of national, dures have been developed specifically to The author is CEO, Underground regional, and local transportation improve overall safety. Command and Safety, and infrastructure. Newly commis- Hsioned U.S. tunnels are setting international Early Tunnel Research former Assistant Fire Marshal, benchmarks in safety thanks to research, and Fire Suppression Seattle Fire Department, advanced engineering, the involvement of In 1927, New York's Holland Tunnel Seattle, Washington. emergency responders, and an emphasis pioneered a new transverse mechanical on an integrated safety approach. Research ventilation system to protect motorists and incidents identify potential safety gaps, from vehicle exhaust; specifically, carbon which necessitate changes to design, op- monoxide (CO). Unfortunately, in 1949, erations, and improvements to fire and life a truck caught fire in that tunnel and the safety systems. Most tunnels might present ventilation designed to protect against CO significant safety challenges, however. This emissions was unable to protect motorists article will identify safety gaps and offer rec- from the fire and its heat and smoke—­ ommendations for future research needs. resulting in one firefighter death and 66 The enclosed nature of tunnels in- motorist injuries, as well as severe damage creases the danger from typical roadway to the tunnel itself. hazards by concentrating fire effects, The 1949 Holland Tunnel fire led to limiting the rapid evacuation of motorists, efforts to adapt automatic fire suppression Above: Once the scene of a July 2019 car and restricting responders’ ability to reach systems, successfully used in buildings, fire in San Francisco’s MacArthur Tunnel was an incident quickly. Safety levels also are for use in tunnels. The first of these fixed deemed safe, firefighters worked with California directly affected by many factors, such as firefighting systems (FFFS) was installed in Highway Patrol and the California Department of Transportation to evaluate tunnel overhaul physical geometry, vehicle types, freight 1954 in the new Battery Street Tunnel in and removal of the burned vehicle. classes, and traffic directions. Regulations, Seattle, Washington.

TR NEWS May–June 2020 › 17 State of the Art in Tunnel Boring Machines

MICHAEL MOONEY The author is Grewcock Chair and Professor of Underground Construction and Tunneling, Colorado School of Mines, Golden.

oday’s tunnel boring machines (TBMs) At 7,000 tons, 57.4 feet in diameter, and can excavate through any soil and 368 feet long, Bertha was the largest-ever T earth pressure balance TBM. Built by the rock formation that urban transportation Japanese firm Hitachi Zosen, it had a total environments possess. A fundamental ad- thrust of 392,000 kN and a maximum torque of vancement in TBMs has been the effective 147,000 kNm. balancing of in situ water pressure and via pressure-dissipating screw conveyors, earth pressures during tunneling, made followed by belt conveyors. possible by closed-mode, pressure balance Less than 10% of pressure balance shield TBMs. The majority of transporta- TBMs use bentonite slurry as a face tion tunnel projects take place in urban support mechanism. Pressurized slurry

areas, in soils and soft or fractured rock Photo: Gary English counterbalances the water and lateral and below the groundwater table. earth pressure and serves as a trans- Pressure balance shield TBMs are, ter, and bentonite slurry—are mixed with port medium for the excavated material therefore, like submarines—completely the excavated ground at the cutterhead through return pipes. sealed from outside pressure. More than and in the excavation chamber and then Design Advancements 90% of these TBMs are earth pressure used to counterbalance the water and Introduced in the past 5 to 10 years, balance machines, in which the condition- lateral earth pressure at the excavation convertible and hybrid TBMs combine ing agents—such as foams, polymers, wa- face. The excavated material is removed earth pressure balance mode and slurry

Called the Hudson Japan followed quickly with an FFFS in 1963; that country River Vehicular now has more than 100 tunnels equipped with FFFS. Switzer- Tunnel when it opened in 1927, land’s Ofenegg FFFS tunnel tests in 1965, however, produced the Holland Tunnel faulty results (excess steam and explosions), which were pub- circulated fresh air lished and codified as “” in many regulations, such as those below and vitiated air above for the of the National Fire Protection Association. These incorrect facts safety of motorists halted tunnel sprinkler installation for decades in many countries of the day. until new tests proved that steam and explosions do not occur if FFFSs are operated correctly. Fire Sizes, Ventilation, and FFFS Tunnels without FFFS historically have protected motorists from fire heat and toxic gases and have ensured visibility via emergen- cy ventilation systems. These were initially sized to manage an expected heat release rate of 20 megawatts (MW). Tests conduct- ed in 1995 confirmed longitudinal tunnel emergency ventilation Photo courtesy of New York Public Library Digital Collections

18 ‹ TR NEWS May–June 2020 pressure balance TBM is 58 feet in diame- ter and was most recently used to construct a three-lane road tunnel in . The success of these large-diameter TBM projects has motivated many trans- portation agencies to pursue larger tun- nels, for both transit and roadway projects. For example, transit agencies in Toronto, Canada, and San Jose and Los Angeles, California, are considering large-diameter tunnels in lieu of twin tunnels. Photo: Herrenknecht AG Digitalization Beating out Bertha, this 58-foot-diameter slurry pressure balance tunnel boring machine is Another recent development in TBM the largest such borer in the world. The machine recently was used to excavate a three-lane road tunnel in Hong Kong. technology is digitalization, sensing and control, partial automation of some TBM functions, and the development of full au- tomation technology. TBMs are outfitted pressure balance mode—and sometimes Design and Construction of Road Tunnels, with hundreds to thousands of sensors, open mode used in rock tunneling—into published in 2009, indicated that 1.0% monitoring everything from pressures at the same TBM. Such a configuration ground volume loss was “typical” practice; the face and around the shield to mass, provides the flexibility needed to traverse therefore designers used an assumption of volume, and density of the excavated alignments through varying ground types. 1.0% volume loss to perform structural im- material traveling through slurry return TBMs today routinely install a perma- pact analysis. Today, however, pressure bal- pipes and belt conveyors. Data are collect- nent lining system during excavation. Very ance TBMs consistently achieve 0.1–0.4% ed and streamed to project stakeholders high-quality steel rebar or steel fiber–rein- volume loss performance, so designers now in real time. Some data are used to forced concrete lining segments or both are use 0.5% volume loss to perform prelimi- automate TBM functions, such as face precast in manufacturing facilities before nary structural impact analysis. pressure control, soil conditioning, grout tunneling. Gaskets sandwiched between Bertha and Other Big Machines injection, and segment installation. segments during installation provide a wa- Driven by underground roadway demand, TBM data fueled by artificial tertight seal at very high water pressures. TBMs have grown in size. Bertha, the (AI) are also being used to improve TBM Pressure balance TBM tunneling has world-record earth pressure balance TBM, performance in areas where the mechan- been extremely effective at maintaining face was 57.4 feet in diameter (that is, excavat- ics are complicated, such as the TBM stability and minimizing overlying ground and ed diameter). It was used to build the dou- advance rate. The use of data, AI, and au- structural deformation. The Federal High- ble-decker, two-lane Seattle SR-99 tunnel, tomation will continue to grow and advance way Administration’s Technical Manual for completed in 2019. The world-record slurry TBM performance in the years to come.

systems could handle a 100-MW fire; this Clogged with rush-hour traffic, in spring subsequently became the new design fire 1949 New York’s Holland Tunnel went up in flames when a barrel of hazardous chemicals size for most new tunnels. fell off a truck and sparked a raging fire. The tradeoff of this ventilation system is The ventilation system proved inadequate in that motorists downstream from the fire can protecting motorists from the flames, toxic fumes, and burning heat. One firefighter died, be exposed to heat and smoke. The new and 66 motorists were injured that morning. Seattle SR-99 Tunnel uses a newer form of ventilation—point extraction—which pro- The study of larger fires indicate that tects motorists on both sides of a fire. many of the existing tunnels rely on Further tests conducted in the Rune- emergency ventilation systems for safety hamar Tunnel in Norway showed that from fires of up to 20 or 100 MW. These a truck loaded with common freight may not fully protect motorists from can produce a rapidly growing fire well much larger fires. Even worse, hazardous above 100 MW. This larger fire size was proven in the analysis materials (hazmat) such as gasoline in flammable liquid tank- of the 1999 Mont Blanc Tunnel fire, which produced a 190- ers—common on roadways—is a source of fire that has exceed- MW fire from margarine and flour freight. ed even the Runehamar tests. A 1982 tanker fire in Caldecott

TR NEWS May–June 2020 › 19 Tunnel in California was 400 MW, • Tunnel operators and emergency and a 2015 fire in Skatestraumen, responders are not all reasonably Norway, was estimated to have trained on tunnel challenges. reached 440 MW in the first 7 min- • In some cases, tunnel emergency utes. These fires are well beyond the response guidelines for operators capability for emergency ventilation and responders are insufficient. systems, or even FFFS without foam additives. Adding foam to water can • Tunnel responders lack training suppress flammable liquid spill fires, facilities. which can protect motorists and • Responder self-contained prevent possible tunnel collapse. breathing apparatus systems are Firefighters have great difficulty inadequate for extended rescues with these fires. As a result, tankers in smoke. and some other types of hazmat Swift FFFS activation in Melbourne, Australia's Burnley Tunnel quickly suppressed what could have trucks commonly are banned from • Alternative fuel fires in tunnels been a significantly larger,more damaging—and more create unknown and potentially tunnels unless the tunnels have deadly—fire, where three people died in 2007. foam/deluge FFFS, as do the I-90 significant challenges. tunnels in Seattle. • Lack of FFFSs forces reliance on fire systems and emergency ventilation, If correctly designed, installed, tested, potentially undersized ventilation. as well as improved motorist safety. maintained, and activated quickly, tunnel FFFSs also could prevent exceedances of Research Directions existing emergency ventilation design Conclusion Among the possible research directions for The newest U.S. tunnels are some of the capacity. In Australia, tunnel operators tunnel safety are the following: safest in the world, but many existing tun- activate the FFFS extremely quickly. In nels lack effective safety systems to address • Establish a tunnel safety assessment 2007, this practice helped to successfully the larger, faster fires now expected. Also, program; and quickly suppress what could have lacking incident data, training, or best been a very large fire in the Burnley Tun- • Compare and adapt effective practice documents, the designers, tunnel nel, resulting in only a short closure and international best practices; operators, and responders are neither fully no significant damage. • Develop a U.S. Tunnel Center of informed nor prepared for the larger fires In buildings, FFFS are so reliable Excellence, similar to that of several that will eventually occur. that automatic reductions in passive fire other countries; resistance and longer exit distances are Safety Gaps • Develop a national tunnel incident accepted in current building design stan- Current safety gaps and future challenges database to improve design, dards. If similar reliability of FFFS in tun- in tunnels include the following: prevention, and response; and nels can be proven, resulting in changes to tunnel design standards, this could • Many existing tunnels lack adequate • Identify tunnels with inadequate lead to significant cost savings in passive ventilation for minimum safety. ventilation systems.

The 1949 Holland Tunnel fire led to efforts to adapt automatic fire suppression systems, successfully used in buildings, for use in tunnels.

20 ‹ TR NEWS May–June 2020 Tunnel Fire Life Safety in the United States Comparing Vintage Under-River Highway Tunnels to Modern Counterparts

JOSEPH M. ENGLOT The author is Director of Infrastructure Security, HNTB Corporation, New York.

ecent developments in the design exhaust from the earliest generation of page 22) (1). Their transverse ventilation R and construction of modern under-­ gasoline-powered vehicles (Table 1, below). systems—required for longer tunnels— river highway tunnels in the United States But how do their safety levels compare to make use of mechanical fans for air move- have significantly improved fire life safety modern highway tunnels? ment but do not use the roadway envelope features, consistent with the latest inter- Vintage Under-River Highway Tunnels itself as the ductwork. A separate plenum national standards. This positive trend has Older, under-river highway tunnels—com- or ductwork with flues that allow uniform air led to the need to reexamine the fire life monly found in the northeastern and distribution into or out of the tunnel typically safety features in a distinct class of older mid-Atlantic regions of the United States— is located above a suspended ceiling or be- U.S. tunnels. These vintage under-river provide a horizontal roadway surface that low a structural slab in bored or submersed highway tunnels—constructed between is wide enough for at least two lanes of tube tunnels with a circular cross-section. 1927 (Holland Tunnel, New York and New traffic. They feature a roadway slab that is For cut-and-cover tunnels, the plenum is Jersey) and 1964 ( Bridge suspended off the tunnel bottom to create located in a rectangular or box section. and Tunnel, Virginia)—were specifically a void, which then is used for a ventilation These tunnels are characterized by designed to mitigate the carbon monoxide plenum and other utilities (Figures 1 and 2, a common type of exhaust ventilation

TABLE 1 Vintage Under-River Highway Tunnels in the United States

POSTED POSTED VEHICLE YEAR OPENED TO TRAFFIC ­VEHICLE HORIZONTAL TRAFFIC VOLUME, BOTH DIRECTIONS VINTAGE TUNNEL (2 TWO-LANE TUBES UNLESS NOTED) HEIGHT LIMIT WIDTH LIMIT (M PER YEAR) Holland Tunnel, NY−NJ 1927 12’ 6” 8’ 0” 30.1 (2018) Detroit Windsor Tunnel, MI 1930 (1 two-lane tube) 12’ 8” 8’ 6” 4.4 (2018) Sumner Tunnel, MA 1935 (1 two-lane tube) 12’ 6” 8’ 6” 11.0 (2015) Lincoln Tunnel, NY−NJ 1937, 1945, 1957 (3 two-lane tubes) 13’ 0” 8’ 6” 37.9 (bus/HOV lane, 2018) Queens Midtown Tunnel, NY 1940 12’ 1” 8’ 6” 26.8 (bus/HOV lane, 2016) Hugh Carey Tunnel, NY 1950 12’ 1” 8’ 6” 19.7 M (2016) Downtown Tunnel, VA 1952 13’ 6” 8’ 6” 33.9 (2002) , VA 1957 (1 two-lane tube) 13’ 6” 8’ 6” 36.0 (bus routes, 2019) 1976 (1 two-lane tube) 14’ 6” 10’ 6” Harbor, MD 1957 13’ 6” 8’ 0” 27.6 Callahan Tunnel, MA 1961 (1 two-lane tube) 12’ 6” 8’ 6” 14.0 (2015) Midtown Tunnel, VA 1962 (1 two-lane tube) 13’ 6” 8’ 6” 14.6 (bus/HOV lane, 2013) 2016 (1 modern two-lane tube) Chesapeake Bay Bridge 1964 (1 two-lane tube) 13’ 6” 8’ 6” 4.0 (2017) Tunnel, VA

Note: HOV = high-occupancy vehicle. TR NEWS May–June 2020 › 21 These tunnels were constructed as a means to cross beneath navigable water- ways. If they are closed for any reason, the available detours are very long, compound- ing traffic congestion and possibly leading to traffic gridlock at peak travel hours. Because they are critical structures that have undergone heavy wear and dete- rioration from the elements, these tunnels have all undergone major rehabilitation at various times, including in some cases the replacement of ceiling slabs, roadway pave- ments, and supporting slabs; rehabilitation of drainage systems; and rehabilitation of FIGURE 1 Circular tunnel with a structural slab provides space for an bench walls and catwalks. Many have had air plenum below. major repairs to their electric motors and FIGURE 2 Single box tunnel with a structural slab provides space for ventilation system fans and rehabilitation of an air plenum below. their ventilation buildings. Comparison of Vintage Tunnels and Modern Tunnels for Fire Analysis system, low vehicle headroom and the vehicles to a crawl for significant periods. When it comes to fire life safety, a stark narrow travel lanes that accommodat- A few of the most heavily traveled vintage contrast exists between the vintage highway ed smaller vintage vehicles of their era, tunnels have a high percentage of buses tunnels represented here and modern high- and very narrow and constrained egress traveling along express bus lanes. At peak way tunnels, briefly touched on by using the paths. They included fire suppression sys- hours, these tunnels have a calculated following qualitative comparisons. tems that initially relied entirely on buckets exposed population of up to 4,000 pas- The Second Midtown Tunnel (Figures 4 of sand in the tunnel and a fire brigade sengers between portals, based upon a and 5, page 23) across the Elizabeth River response or on the installation of a fire representative mix of automobiles, buses, between Norfolk and Portsmouth, Virginia, standpipe in the tunnel. and trucks. During this time, the highest is an example of modern tunnel design and These longer vintage under-river tunnels vehicle throughput that can be achieved in construction (2). Owned and operated by utilize full-transverse ventilation, incorporat- these tunnels has been measured at 2,000 the Virginia Department of Transportation ing supply air and exhaust air over the same vehicles per lane per hour. (DOT), it opened to traffic in August 2016 length of tunnel (Figure 3, at right). This method is used primarily for longer tunnels with large amounts of air that need to be replaced or for heavily traveled tunnels that produce high levels of contaminants. The presence of supply and exhaust ducts al- lows for a pressure difference between the roadway and the ceiling; therefore, the air flows transverse to the tunnel length and is circulated more frequently. This system may also incorporate supply or exhaust ductwork along both sides of the tunnel instead of at the top and bottom. All of these vintage tunnels are critical to the populations they serve, which is evident in the high traffic volumes. All are FIGURE 3 Commonly used in longer tunnels, full-transverse ventilation incorporates heavily used in peak rush hours and—in supply air with exhaust air over the same length of tunnel. most cases—become congested, bringing

22 ‹ TR NEWS May–June 2020 FIGURE 5 Cross-section of the Second Midtown Tunnel’s precast immersed tube, which spans the Elizabeth River between Norfolk and Portsmouth, FIGURE 4 The Second Midtown Tunnel’s precast Virginia. immersed tubes are aligned in a Virginia dry dock.

and currently accommodates 38,000 ve- unnecessary once engineers had the ability they become fully developed was a safe hicles per day. A comparison between this to design ventilation systems using com- and more economical way to deal with fire tunnel and vintage tunnels is not intended to puterized computational fluid dynamics. and smoke conditions. serve as a risk assessment for the new tun- By increasing the vertical clearance The risk of fire hazard is much lower nel, but it does show significant differences and lane widths to comply with minimum and the provisions for safe evacuation are in physical tunnel parameters. And the Interstate Highway clearances of 16 feet, much higher for modern tunnels than for characteristics of the ventilation and fire life 6 inches, and American Association of vintage tunnels. This leads to another exam- safety systems—representative of current State Highway and Transportation Officials ple of what can be done with vintage tun- trends in tunnel design—in comparison with roadway widths of 12 feet, 0 inches, anal- nels to improve their safety in fire events. the antiquated design of vintage tunnels ysis showed that normal ventilation quality Older Tunnel Retrofitted with make it a safer environment. standards could be achieved with jet fans. FFS System Seattle, Washington's new Alaskan Separate passenger egress corridors The Eisenhower−Johnson Memorial Tunnel Way Tunnel, a 2-mile deep-bore tunnel with positive pressure and water deluge in western Colorado is the first highway that replaced the Alaskan Way Viaduct systems to extinguish vehicle fires before ­tunnel system retrofitted with an FFS (an elevated highway that ran along the city’s waterfront), is a second example of TABLE 2 Comparison of Clearances and Fire Life Safety Features in Vintage and Modern a modern highway tunnel (Figures 6 and Highway Tunnels 7, page 24). The new tunnel features a fixed fire suppression (FFS) system, TUNNEL CATEGORY CLEARANCES AND FIRE LIFE SAFETY FEATURES pressurized egress passageway for tunnel • Lane width: two 10’ 6”−11’ 0” lanes without offsets evacuation, and modern self-evacuation egress signage. • Vertical clearance: 12’ 6”−13’ 6” A side-by-side correlation shows how • Ventilation system: full-transverse ventilation incorporates supply air and exhaust Vintage tunnel vintage and modern highway tunnels air together over the same length of tunnel compare in traffic lane width, vertical • Fire smoke control: vent fans on high speed to exhaust smoke and heat clearance, fire smoke control, and fire • Fire suppression: standpipe for manual firefighting suppression (Table 2, at right). As tunnel design has evolved, economic analysis Modern tunnel • Lane width: two 12’ 0” lanes with 2’ 0” offsets for initial construction cost and operating • Vertical clearance: 16’ 6” costs has shown that the ventilation sys- • Ventilation system: longitudinal jet fans within the roadway tems designed in vintage tunnels were too • Fire smoke control: separate egress corridor with positive pressure ventilation to expensive. Providing the full-length supply exclude smoke (note separate passageway in Figure 5, above) and exhaust ducts—with zoned intake and • Fire suppression: water deluge system exhaust shafts and fan—were found to be

TR NEWS May–June 2020 › 23 FIGURE 6 With a 57.5-foot excavated diameter, Seattle’s FIGURE 7 Cross-section of the Second Midtown Tunnel’s Alaskan Way Tunnel was the world’s largest soft-ground bored precast immersed tube, which spans the Elizabeth River tunnel upon completion. between Norfolk and Portsmouth, Virginia.

(Figure 8, at right). Also known as the I-70 Tunnel, the 1.7-mile-long twin tunnels are owned and operated by the Colorado DOT. More than 30,000 vehicles a day travel through them. Fires have been known to break out inside the tunnels two or three times a year. The FFS system (Figure 9, at right) has heat-detection capabilities with a deluge mechanism that can suppress a large fire within the first 2 minutes of its FIGURE 8 A cross-section of the I-70 Eisenhower–Johnson Memorial Tunnel system start. The nozzles are installed in a grid shows the roadway and ventilation ducts of the twin tunnels. pattern in the existing air plenum, provid- ing water for 60 minutes and up to 500 gallons per minute through a standpipe sys- tem. Because of ambient freezing tempera- tures most of the year, the supply water is heated. Tunnel drainage improvements were also required. Given the heavy use of and dependence upon this class of vintage tunnels by their local U.S. communities, the question re- mains: why shouldn’t they, too, be retrofit- ted to improve their fire life safety?

REFERENCES 1. FHWA. Highway and Rail Transit Tunnel Inspection Manual. U.S. Department of Transportation, Washington, D.C., 2005. 2. Landers, J. Opening of New Midtown Tunnel FIGURE 9 FFS system components were installed in the Relieves Traffic Congestion in Norfolk and Eisenhower−Johnson Memorial Tunnels plenums. Portsmouth. Civil Engineering. Vol. 86, No. 10, Nov. 2016, pp. 30–32.

24 ‹ TR NEWS May–June 2020 FIXED FIREFIGHTING SYSTEMS AND SELF-EVACUATION Influence on User Behavior in Road Tunnels

Photo: Holger Weinandt

s the number of tunnels emergency services and firefighters, as INGO KAUNDINYA AND equipped with automatic fixed well as protect the tunnel structure from ANNE LEHAN firefighting systems (FFFS) has high-temperature stress. These effects are increased in the past few years, clear and well-proven by fire tests and Kaundinya is Tunnel Engineering and researchers have examined the studies (1, 3). Aeffects of these systems on the self-rescue So far, however, there have been no Operation Section Head and Lehan is of road tunnel users and how the systems systematic studies of the effect of an acti- Research Associate, Federal Highway interact with existing tunnel safety equip- vated FFFS on the behavior of tunnel users Research Institute (BASt), Bergisch ment. during self-rescue. It might be expected Gladbach, Germany. Several completed research projects that an activated FFFS would delay or even conducted at Germany’s Federal Highway prevent the self-rescue of tunnel users, Research Institute (BASt) have studied the both from seriously impaired visibility and influence of FFFS on human behavior in because the water or foam from the acti- an emergency and evacuation situation in vated FFFS may deter people from leaving road tunnels (1−2). This article offers an their vehicles. Two types of FFFS are used overview of the most important results of in road tunnels: high-pressure water and these studies. compressed-air foam systems. They are different with respect to their interaction Fixed Firefighting Systems with human behavior. Automatic FFFS in road tunnels are meant to ensure the suppression of a vehicle fire Human Behavior in Recent as early as possible to prevent the devel- Above: Masonry arches frame one of three Incidents portals of the Glockenberg Tunnel in Koblenz, opment of a major fire. By limiting the To understand the behavior of road tunnel Rhineland-Palatinate, Germany. Every development of a fire and its spread, FFFS users during an incident and to support year, European tunnels are inspected for can limit the effective heat release rate. structural integrity, equipment operations, self-rescue, it is necessary to consider and fire safety. They also facilitate rescue conditions for

TR NEWS May–June 2020 › 25 various aspects of how humans process information: , evaluation of infor- mation, and decision making. Several mod- els have attempted to integrate the relevant processes in case of an incident (4–5). Human escape behavior has been studied in some recent fire events in road tunnels (1, 6). These examples show that road users do not always follow the rec- ommended behavior during a fire, despite many information campaigns. If new technical systems (like FFFS) are used in a road tunnel, it is important to investigate A heavy water mist obscured Group A participants’ view immediately after hearing an evacuation announcement (left). Group B experienced the same the effects of such systems on the reaction scenario without FFFS (right). and escape behavior of road users. was activated, and Group B served as a experiment was paused. Upon resum- Virtual Research comparison and experienced the same ing the simulation, participants had the As an alternative to real trials with limited scenario without activation of FFFS. opportunity to continue their escape using possibilities and high availability require- Every participant in both groups took a gamepad until they reached an escape ments, virtual reality (VR) has evolved part in a virtual drive through a tunnel, location, such as the nearest emergency considerably as a research method for playing the role of a driver (see photo, exit (see photo, below). The location and examining human behavior in recent years. below), then encountering a virtual acci- duration of the escape also were observed. It offers multiple advantages: for example, dent involving a burning truck with smoke This research was conducted in a 3-D repeated presentation of standardized slowly spreading toward the participant. multisensory laboratory at the University scenes and of dangerous situations, which After stopping the vehicle, an announce- of Würzburg (7). ethical and logistical concerns prevent from ment instructed the participants to evac- being researchable in world (4). uate the tunnel. In Group A, the FFFS was FINDINGS activated as the announcement played for This VR experiment provides the first STUDY PROCESS the first time, and the participant’s virtual valuable insights on how an FFFS affects As a first step, one research project used car was entirely covered in water mist (see the experience and behavior of tunnel VR to examine the influence of an ac- photo, above). users. Although the activated FFFS had a tivated FFFS on the behavior of tunnel Researchers observed whether partic- distinct impact on the participants’ visual users (1). The study randomly divided ipants left the vehicle and measured the perception—a considerable reduction of 50 participants into two groups. Group reaction time until participants got out vision inside and outside the car—it had A experienced a scenario in which FFFS of the car. Once they left the vehicle, the only a small effect on participants’ escape

Photos: University of Würzburg Steering wheel with gas and brake pedal provide a Surveying the scene, a driver looks for the closest emergency exit close-to-real experience in the VR laboratory. in this VR escape scenario.

26 ‹ TR NEWS May–June 2020 behavior. Participants of both groups left their vehicle within half a minute of the beginning of the announcement and mostly chose to escape via the nearest emergency exit. Participants differed in their escape routes to the emergency exit, however. Whereas participants in Group A kept rath- er close to the tunnel walls, those in Group B evacuated directly through the middle of the tunnel. The announcement that asked them to leave the tunnel was equally well understood in both conditions and was not muffled by the sound of the FFFS.

Research in Real Tunnels FIGURE 1 Test layout. To gain further insights into haptic effects, field tests were conducted with test participants and two types of FFFS outside the car. Participants drove a car announcement in the tunnel was less com- (high-pressure foam and water mist) (2). into the tunnel and were confronted with prehensible compared with that in the VR The objective of these field tests was to a simulated accident with smoke prop- experiment. determine the influence of stimuli from an agation. After approaching the accident Participants reported hardly any fear of activated FFFS (e.g., humidity and cold- and stopping the vehicle, they heard an negative effects of the foam and reported ness, which cannot be simulated in VR) announcement asking them to evacuate no irritation of mucous membranes. They on the behavior and experience of tunnel (Figure 1, above). The photos below show reported feeling slightly influenced in their users and to validate the findings of the VR the activation of FFFS for both sets of escape behavior because they assumed the experiment. participants. foam was slippery so they had watched Special focus was placed on analyz- their step. Behavior analysis shows that FIELD TEST 1 ing the participants’ reaction and escape most participants left their vehicle even The first field test was conducted in the behavior and their choice of the escape with the activated FFFS, and in both newly built Jagdberg Tunnel on Highway location (8). As in the VR experiment, groups most participants evacuated to the A4 near Jena, Germany, before it was participants in Group A reported restrict- nearest emergency exit. These findings opened to traffic. In a random yet con- ed vision because of the foam (especially suggest that most participants complied trolled setup, researchers observed the when sitting in the car without activating with the loudspeaker announcement’s escape behavior of participants inside and the windshield wipers). The loudspeaker request to leave the tunnel.

Foam shrouds an FFFS experiment in Germany’s Jagdberg Tunnel (left). A second test in Austria’s Citytunnel Bregenz used water mist (right).

TR NEWS May–June 2020 › 27 FIELD TEST 2 After the field test with the foam-based FFFS, a second field test was conducted 80 in realistic conditions with a water mist− ) 70 based FFFS (2). The objective and exper- iment setup was similar to the previous 60 ehicle (s field test, the only change being that the 50 FFFS used water mist. With the support of the v ve 40

Austrian road operator ASFINAG, this field lea test took place in the Citytunnel Bregenz 30 en to (Austria), which was closed to traffic 20

during the research period for nighttime ime tak

T 10 maintenance (9). In accordance with the previous 0 findings, participants in the activated FFFS Water-mist (Citytunnel) Foam (Jagdberg Tunnel) condition (Group A) reported that the wa- FFFS (Group A) No FFFS (Group B) ter mist−based FFFS considerably restricted their vision inside and outside the vehicle. As with the first field test, loudspeaker announcements were less comprehensible FIGURE 3 Time taken to leave the vehicle with (blue) and because of the FFFS activation. A partic- without (orange) activated FFFS. ularly meaningful finding of this field test was that about 40% of the Group A partic- Tunnel field test had a longer reaction that activating an FFFS in a tunnel might ipants did not leave their vehicles (Figure time (Figure 3, above). indeed limit vision considerably but has no 2, below). decisive negative impact on tunnel users’ With regard to the time participants Conclusion escape behavior—as long as relevant parts took to leave their vehicle, there was no Even though the three FFFS studies only of the tunnel infrastructure are suitably statistically significant difference between covered one possible scenario and the adapted to FFFS activation. the experiment groups, even though transfer of the findings to real fire scenari- A comprehensible announcement refer- participants in Group A of the Jagdberg os must be handled very carefully, it seems ring to the FFFS activation is very important so that tunnel users in the immediate area of influence of the FFFS can understand the urgency of the situation and leave their vehicle. This has also been revealed by ana- lyzing real tunnel fires, in which little panic 80 70 Citytunnel (water-mist) occurs after an accident takes place but 60 8 Jagdberg Tunnel (foam) in which people need clear instructions to 50 7 initiate evacuation and to be persuaded to 11 10 40 leave their vehicle behind (6). 30 7 equency (%) 6 3 6 Interestingly, in all studies at hand, a

Fr 3 20 4 2 3 2 2 2 considerable percentage of participants 10 2 2 1 1 0 prompted to evacuate via loudspeaker 0 e e n n announcements (real and VR) initially xit xit Other Other ehicl e ehicl e evacuated toward an emergency call

in v in v station. In the case of fire and thick smoke, gency e gency e cident sit cident sit ay ay Ac Ac

St St this is not correct behavior and could be Emer Emer gency call statio gency call statio dangerous, as the emergency call station is not necessarily a safe place. Having heard Emer Emer the announcement, tunnel users should be FFFS (Group A) No FFFS (Group B) able to deduce that operators and emer- gency services are already involved. This raises the question of whether measures

FIGURE 2 Behavior of participants and escape location behavior (%). (Note: Numbers over the columns indicate actual numbers.) (Continued on p. 30)

28 ‹ TR NEWS May–June 2020 Human Behavior in Tunnels International Perspective on Educational Strategies

JÜRGEN KRIEGER AND INGO KAUNDINYA Krieger is Head of Bridges and Structural Technology and Kaundinya is Tunnel Engineering and Operation Section Head, Federal Highway Research Institute (BASt), Bergisch Gladbach, Germany.

nformation for tunnel users is an • Tunnel-related safety questions on the walk-in tunnel is used for various exhibi- I important way to show people correct German driving license test. tions and events. behavior during a regular tunnel passage • An interactive tunnel model that shows • Regular field tests in real tunnels or VR and in case of incidents in a tunnel, such all the safety installations in a road studies with test candidates to study hu- as vehicle breakdown, collision, or fire. It tunnel on a smaller scale. The model is man behavior under different scenarios is important that tunnel users know the permanently available for visitors in the in a road tunnel environment. These help safety installations that could support BASt lobby and is regularly shown in to validate numerical escape simulations their self-evacuation in case of incidents. various exhibitions and events, such as and to improve tunnel safety installations Many people do not know that most German Road Safety Day. and organizational safety measures. tunnels are supervised 24/7 and that it is very easy to contact a tunnel control • A walk-in tunnel that shows life-size center via an emergency call station. It tunnel equipment. People may walk in is particularly important to memorize the and test all of the components, which emergency exit locations while driving function as they would in a real tunnel. through a tunnel so that users may safely Made from two sea containers, the self-evacuate, if necessary. To better spread the knowledge about correct behavior in road tunnels, various strategies have been implemented in Germany:

• Educational videos, such as “What’s my Photo: BASt correct behaviour in a road tunnel?” Human behavior is documented in field tests on the BASt YouTube Channel (avail- inside real tunnels. able in English at www..com/ watch?v=c_NTgskzmHM), show correct behavior during a regular tunnel pas- sage and also in the different scenarios a tunnel user could encounter. • Tunnel quizzes and apps can help tunnel users to learn correct behavior in a playful and interactive way. • Flyers and brochures that explain the safety installations in a road tunnel and the correct behavior in different scenar- ios are distributed at various locations Image: BMVI/BASt (e.g., highway service stations). Photo: NABK German brochures and flyers promote Signs and signals mimic a real experience for road tunnel safety, including how to locate visitors to an interactive walk-in tunnel. emergency equipment within a tunnel.

TR NEWS May–June 2020 › 29 (Continued from p. 28) carrying out behavioral studies in con- Proceedings of the 2014 Federated Conference nection with the use of VR. Therefore, on Computer Science and Information Systems (A. Krasuski and G. Rein, eds.), IEEE: Institute could be taken to change this behavior VR is a suitable tool for investigating the of Electrical and Electronics Engineers Inc., (for example, topic-related user education interaction between road users and the Vol. 2, 2014, pp. 313–321. infrastructure. 5. Kuligowski, E. The Process of Human Behavior and information). in Fires. NIST Technical Note 1632. National Moreover, the VR and the field test Institute of Standards and Technology, Wash- comparison suggests that VR research REFERENCES ington, D.C., 2009. 6. Bosch, J., and M. Goudzwaard. Tunnel Fire in is an appropriate means of researching 1. Kohl, B., H. Kammerer, R. Leucker, F. Leis- mann, A. Mühlberger, and P. Gast. Wirksam- Heinenoord Road Tunnel, The : behavior of tunnel users in an incident and keit automatischer Brandbekämpfungsanalgen Safety Installations Response and Human of gaining valuable insights into infrastruc- in Straßentunneln [Effectiveness of Automatic Behaviour. Proceedings of STUVA Conference 2017, Stuttgart, Germany, pp. 412−415. ture requirements for tunnels with specific Fixed Fire Fighting Systems in Road Tunnels]. BASt Report B 135, Bergisch Gladbach, Ger- 7. Kinateder, M., et al. on Route safety systems. VR not only is an adequate many, 2017. Choice in a Virtual Reality Tunnel Fire. Trans- method to investigate behavioral data, 2. Mühlberger, A., et al. Analyse des menschli- portation Research Part F: Traffic Psychology and Behaviour, Vol. 26, 2014, pp. 116−125. it also can provide targeted training in chen Verhaltens bei Aktivierung von stationären Brandbekämpfungsanlagen in Straßentunneln 8. Lehan, A., A. Mühlberger, P. Gast, and P. dealing with exceptional situations—for Analyse des Reaktions und Fluchtverhaltens von Pauli. Selbstrettung der Verkehrsteilnehmer: road users and for emergency and rescue Tunnelnutzern bei einer aktivierten Brandbe- Menschliches Verhalten in Wechselwirkung mit der Tunnelausstattung [Self-Evacuation services or operators (10). Furthermore, kämpfungsanlage anhand von Realversuchen [Analysis of the Human Behaviour by using of Road Users: Human Behaviour Interacting these findings show the importance of Fixed Fire Fighting Systems in Road Tunnels]. with the Tunnel Furnishings]. Proceedings of researching user behavior from a psycho- BASt Report B 143, Bergisch Gladbach, Ger- STUVA Conference 2015, Stuttgart, Germany, pp. 321−325. logical perspective. many, 2018. 3. Fixed Fire Fighting Systems in Road Tunnels: 9. Mühlberger, A., A. Lehan, A. Wierer, and A. Such investigations make an essential Current Practices and Recommendations. Report Plab. Effect of Automatic Fixed Fire Fighting contribution to the prevention of danger- 2016R03EN. PIARC Technical Committee 3.3 Systems on Tunnel Safety. Proceedings of 8th International Conference on Tunnel Safety and ous situations. In , it is possible Road Tunnel Operation, Paris, France, 2016. 4. Kinateder, M., E. Ronchi, D. Nilsson, M. Ventilation, Graz, Austria, 2016, pp. 284–291. to uncover improvement potentials by Kobes, M. Müller, P. Pauli, and A. Mülberger. 10. Projekt Prodige. www.pro-prodige.eu/index. Virtual Reality for Fire Evacuation Research. php?id=1273&L=1. Accessed Jan. 30, 2018.

Virtual reality has evolved considerably as a research method for examining human behavior.

30 ‹ TR NEWS May–June 2020 Economic Importance of Seattle’s Alaskan Way Highway Tunnel

Photo: Washington State DOT

he 2001 Nisqually earthquake in tion (DOT) launched efforts to identify BIJAN KHALEGHI Washington State caused exten- and implement a solution to address this sive damage to the 1953-built critical public safety and mobility liabil- The author is State Bridge Alaskan Way Viaduct’s bridge ity, recognizing that it also offered an Design Engineer, Washington structure and foundation, which opportunity for the city to restore access Tresulted in a months-long closure and between downtown and the waterfront State Department of emphasized the structure’s seismic and to revitalize the waterfront area. Transportation, Olympia. vulnerability. Because of its age, design, Completed in 2019, the 1.756-mile and location, officials decided in 2009 to Alaskan Way Viaduct is the largest earth replace the roadway with a bored tunnel. pressure balance bored tunnel in diame- The project replaced the Alaskan Way ter in the world. The tunnel is designed with a new road and is a key compo- to withstand a 2,500-year earthquake and nent to the redesign of Seattle’s central features smart transit technology, includ- waterfront. ing more than 300 cameras that monitor The Alaskan Way Viaduct portion traffic, safety conditions, and security. of SR-99 is critically important to local The Alaskan Way Viaduct Replace- and regional transportation. Since it ment Program was led by Washington opened in 1953, the Alaskan Way Viaduct State DOT in partnership with the has been one of the main north–south Federal Highway Administration, King highway corridors through Seattle and, County, the City of Seattle, and the Port until its closure in 2001, had carried an of Seattle. The budget for the tunnel, average of 100,000 vehicles per day. interchanges, viaduct demolition, and rebuilt waterfront totaled $3.3 billion, Project Beginnings covered mostly by $2 billion in state gas Above: Future lanes and ramps take shape in Shortly after the earthquake, the Wash- taxes. The federal government con- 2017 at the SR-99 tunnel's south portal. ington State Department of Transporta- tributed $787 million, and the Port of

TR NEWS May–June 2020 › 31 Seattle contributed $268 million. Tolls are expected to pay off about $200 million in construction debt and to fund an account for long-term maintenance. Project Details The subsurface tunnel includes two stacked freeways, with southbound traffic on the top deck and northbound traffic on the lower deck. Each freeway deck is 30 feet wide, in- cluding an 8-foot shoulder for use by emer- gency responders and two 11-foot lanes. Replacing the viaduct opened enormous opportunities to improve quality of life Photo: Washington State DOT in Seattle by increasing mobility through Filling the crevices of a cutterhead that ground through rock and earth, workers pose with downtown while making the waterfront Bertha, the boring machine that dug the SR-99 tunnel. more accessible to the public. The surface streets, transit, and water- front improvements ensured that the proj- commute through the city’s downtown attractive and welcoming for residents and ect’s social and economic benefits extended and paved the way for 9 acres of revital- visitors to the future waterfront. Properties to all in the community. The Alaskan Way ized open public space adjacent to the within the shadow of the old viaduct have Viaduct replacement project is more than waterfront, scheduled been renovated and expanded at a cost of simply a solution to local congestion issues. to be completed in 2023 or 2024.1 more than $1 billion. More than 10,000 It is also a means of improving the region new apartments and condos have opened as a whole. From new parks and pathways Waterfront Seattle within blocks of the project in anticipa- to a new pedestrian walkway and a bicycle With the tunnel completed, attention tion of a large park, planned with massive track, a sequence of urban development focused on the demolition of the via- community input. Business owners along projects scheduled to be completed in duct and construction of a new Alaskan the waterfront have spent more than $250 2024 are now following the old viaduct’s Way surface street along the waterfront million to renovate their businesses. route since its demolition in 2019. that connects SR-99 to downtown. The When the waterfront park is finished, Because it was bored under streets removal of the massive piece of infrastruc- economic and quality-of-life benefits are and highways, rather than using the ture will substantially reduce traffic noise estimated to be in the billions of dollars, conventional cut and cover technology, and will make the neighborhood more with far and away the most significant ef- the Alaskan Way Tunnel was built with fects coming from attracting and retaining workforce talent. The park will have water minimal disruption to the existing high- 1 For more, see www.friendsofwaterfrontseattle. way system. The tunnel improved the org/timeline. access, concert space on one of the piers, miles of gardens, a new Ocean Pavilion for the , a connection between and the water- front, new bikeways and pedestrian paths, and a new state ferry terminal through which 17 million residents and visitors pass each year. Above the tunnel, the water- front should be quieter. A rebuilt surface on Alaskan Way will feature a 12- to 40-foot-wide waterfront promenade; trees, flowers, and grasses; a bike trail; bus stops; and curbside parking. With the SR-99 tunnel, Seattle will enjoy a vastly improved transportation corridor through which drivers can bypass downtown traffic.

Photo: Washington State DOT Running-man figures add a sense of urgency to wayfinding markings inside the tunnel.

32 ‹ TR NEWS May–June 2020 RESEARCH PAYS OFF Shedding Light on Tunnels Proposed Guidelines for Emergency Exit Signs and Marking Systems for Highway Tunnels

Photo: Jon Dawson

he National Cooperative Highway cent signs—charged under ambient light LOUIS J. RUZZI AND Research Program (NCHRP) pub- and able to glow for some time after the LAURA HIGGINS lished NCHRP Web-Only Document ambient light is removed—are more easily 216: Emergency Exit Signs and seen when smoke and fire are present Ruzzi is District 11-0 Bridge Engineer, Marking Systems for Highway Tun- than the red, externally lighted exit signs Tnels in 2015, along with a brochure titled commonly used in the United States. Pennsylvania Department of “Proposed Guidelines for Emergency Exit Getting people safely out of tunnels Transportation, Bridgeville, and Registered Signs and Marking Systems for Highway during an emergency has been a priority Professional Engineer in the State of Tunnels.” Both have led to great improve- in Europe since the 1999 fire in the two- Pennsylvania, and Higgins is Associate ments in helping direct people out of lane Mont Blanc Tunnel between France tunnels during an emergency.1–2 and Italy, in which 39 people lost their Research Scientist, Texas A&M lives—29 in their vehicles and 10 while Transportation Institute, College Station. Problem trying to escape on foot. As a response to This project had its roots in the 2005 Eu- this and two other devastating tunnel fires ropean tunnel scan, during which the U.S. between 1999 and 2001, the European scan team learned about the green “run- Commission subsequently developed new ning man” signs used to mark pedestrian safety guidelines for tunnels longer than exits in Europe’s tunnels. According to the 500 meters (1,640 feet, or 0.31 miles), European authorities, these photolumines- including guidelines for emergency tunnel exits and signage.

1 To view NCHRP Web Document 216: Emergency Exit Signs and Marking Systems for Highway Tunnels, Solution Above: A steady stream of traffic flows visit http://onlinepubs.trb.org/onlinepubs/nchrp/ Reflecting on what was learned from the through Squirrel Hill Tunnel in Pittsburgh. It nchrp_w216.pdf. 2005 European tunnel scan, the American was one of the first U.S. tunnels to feature 2 The brochure for NCHRP Web Document 216 is green photoluminescent running man and exit available at http://onlinepubs.trb.org/onlinepubs/ Association of State Highway and Trans- signs to aid drivers during emergencies. nchrp/nchrp_w216_brochure.pdf. portation Officials (AASHTO) T-20 Tunnel

TR NEWS May–June 2020 › 33 More than 76% of participants who received a warning message stated that they would immediately leave their vehicle and look for an exit; by contrast, 80% of participants who received no message stated that they would remain in their vehicle until they had more information. Exit sign and path marking formats were tested in an enclosed 60-foot-long simulated tunnel environment that was filled with artificial smoke. Running man sign formats included a -only sign, viewed first in the testing sequence by each participant (Figure 1a, below); the symbol supplemented with the word EXIT (Figure 1b); and the symbol supplemented with EXIT plus an arrow and a distance in feet (Figure 1c). Although 86% of participants fully Photo: Winsor Fireform or partially understood the running man The AASHTO T-20 Tunnel Committee studied whether U.S. drivers understand that symbol–only sign, adding the word EXIT the running man symbol indicates an exit. to the symbol increased comprehension to 100%; 98% of participants under- Committee proposed an investigation • If verbal instructions are provided, what stood that the addition of an arrow and a on the use of the photoluminescent sign is the best way to deliver them: short, number of feet indicated the direction and technology in the United States, other po- direct sentences over a loudspeaker or distance to an exit. tentially effective methods for evacuating cell phone or using some other method? In general, the internally illuminated people from tunnel fires, and the human signs tested in the study were visible at factors involved in how individuals react to TESTING longer distances than their photolumines- a fire. The objectives of the research proj- The 2-year research project had a budget cent counterparts when smoke was pres- ect were to determine the most effective of $200,000 and was led by investigator ent. The tested green signs were visible at messages and media to advise drivers to Laura Higgins of the Texas A&M Transpor- slightly longer distances than the corre- leave their vehicles in a tunnel if necessary tation Institute (TTI). Testing began with during an emergency, the best sign and focus group discussions, which provided marking system designs for guiding pedes- insight into how drivers in the United trians to tunnel exits, and the most visible States might respond to various incidents sign and marking materials and technolo- and warnings inside a highway tunnel, gies for tunnel conditions during a fire. and helped the research team select the Some of the pertinent questions the message and sign alternatives that subse- (a) committee sought to answer included the quently were tested in a tunnel simulation following: in August 2014. • Can individuals see green illuminated The tunnel simulation tested individu- als’ responses to an emergency scenario, and direction signs better than red signs (b) through smoke? Are illuminated signs emergency messaging, and a selection of more visible in smoky conditions than sign and marking formats. Each of the 63 photoluminescent signs, or vice versa? participants viewed a video simulation of a drive through a highway tunnel, ending • Do U.S. drivers understand that the with an in-tunnel traffic jam and visual and (c) running man symbol indicates an exit? audible cues indicating a fire ahead. Some • Is it best to have people self-direct their participants saw a changeable message FIGURE 1 The running man sign formats evacuation during a tunnel fire or to sign or heard a recorded announcement tested on participants in TTI’s tunnel give verbal instructions to them at the warning them of a fire in the tunnel and simulation: (a) running man only; (b) running man and the word “EXIT”; and (c) time of an evacuation? instructing them to walk to exits; others running man, “EXIT,” and directional and did not receive a message. distance information.

34 ‹ TR NEWS May–June 2020 sponding red signs. All were affected by smoke density, however, and were most visible at relatively short distances.

RECOMMENDATIONS Based on the testing and analysis, the researchers recommended the use of green-and-white running man signs with EXIT text (Figure 1b) to mark exit doors, adding a directional arrow and distance in feet (Figure 1c) for signs marking the pathway to an exit. Additional recommen- dations included spacing signs no more than 82 feet apart along tunnel walls and Photo: Virginia DOT using brighter illumination or white strobe Virginia DOT placed the running man signs in their tunnels, including the East River lights to mark exit doors. Mountain Tunnel in Rocky Gap. The research team also recommend- ed providing messages, by any practical medium, to tunnel users in the event of an agencies will adopt this new technology in economical and effective safety measure in emergency, briefly identifying the nature the future. tunnels and continues to gain acceptance of the emergency and providing simple, Pedestrian-focused exit signs will not as a standard of practice. direct instructions. be needed in all of the 503 tunnels in the United States; they are practical only in BENEFITS Application tunnels that have alternate exit paths avail- Some of the benefits in using the new The first uses in the United States of the able and that are long enough that pedes- technologies include 1) the likelihood of green photoluminescent running man and trians might need an exit other than the quicker rescue or escape and 2) the poten- exit signs in this project were in the Fort main tunnel portal (hence the 500-meter tial to save more lives during an emergen- Pitt, , and Squirrel Hill Tunnels in threshold specified by the European cy for a minimal cost. Although Pennsyl- Pittsburgh, Pennsylvania (Figure 2, below). Commission). Although fires or similar vania DOT’s tunnels have not experienced The Colorado and Virginia Departments large-scale emergencies are a rare occur- a tunnel fire in more than 15 years, based of Transportation (DOTs), as well as the rence in highway tunnels, they have the on the results of this research it is expect- Chesapeake Bay Bridge–Tunnel Commis- potential for high numbers of casualties. ed that the new signage and messages will sion, have also placed the running man Proper signage along with coordinated help people escape tunnels faster and safer signs in their tunnels; it is hoped that more response is increasingly recognized as an for a reasonable investment. The cost to add the signs, messages, green cross-passage panels, and exit pan- els in the Liberty Tunnel was $147,000. This level of investment is small compared with the of a life and with the total cost of the tunnel, which exceeded $75 million. The same signage system was in- stalled for $117,000 in the Fort Pitt tunnel, a $14 million project. For more information, contact Louis J. Ruzzi, Pennsylvania DOT, at 412-429-4893 or [email protected], and Laura Higgins, TTI, at [email protected].

Editor’s Note: Appreciation is expressed to Stephen Maher, Transportation Re- search Board, for his efforts in develop- FIGURE 2 Some of the emergency signs and marking systems adopted by Pennsylvania ing this article. DOT: Pittsburgh’s Liberty Tunnel cross passage (left) and Squirrel Hill Tunnel markings (right).

TR NEWS May–June 2020 › 35 POINT OF VIEW

International Perspective on Fire Safety in Tunnel Design, ­Operation, and Management

explore here aspects of road tunnel Standards (NTIS) that all departments of CONRAD STACEY design and operation that can offer transportation (DOTs) must follow. The opportunities for improvement in risk standards require every highway tunnel in The author is a Director of control. I describe the impact that a the United States to be inspected every 2 Stacey Agnew, Australia, and focus on details and code compliance years. Where systems are not clearly un- Ican have in masking some fundamental derstood or have never been tested, DOTs Vice President of SAMJ LLC, drivers of risk in tunnels. Although major are encouraged or required to test them. United States. tunnel incidents get a lot of publicity, To assist with the realization of appro- they are rare, and, as any industrial safety priate inspections, the NTIS are supple- expert will affirm, it is the seemingly minor mented by the Tunnel Operations, Mainte- indicators and near misses that can more nance, Inspection, and Evaluation (TOMIE) clearly show a true level of risk. Drawing manual. Tunnel inspectors are required upon U.S. and Australasian practice, as by the NTIS to have the right background well as findings from European and Japa- and to be trained and accredited in nese colleagues, I write about some of the NTIS-compliant inspections. The training warning signs that I have seen and suggest has a strong focus on the tunnel structure. how they might be controlled in public Mechanical and electrical equipment are underground infrastructure. also covered. Operational systems and issues that are outside the coverage of Operational Readiness TOMIE inspections can be more critical to It is perhaps obvious that, for a tunnel to safety, however. We see a gap in the safety be operationally ready to respond to inci- assurance sought by the NTIS. Above: No, this is not a real incident. As a dents, the equipment and systems must Most large or high-capacity tunnels training exercise, burning a car in your tunnel gives real familiarization for operators, local work. To that end, recent U.S. legislation are monitored 24/7. To allow the oppor- responders, and fire brigades and checks the led to the Federal Highway Administration tunity for beneficial human intervention, response modes. mandate for National Tunnel Inspection the response systems are semi-automatic,

36 ‹ TR NEWS May–June 2020 with supervisory control and data acquisi- often require these exercises every 2 years. operators and system designers. With a tion (SCADA) systems assisting rather than Such exercises can be major affairs, with a SCADA system assisting with any response, directing the response. Tunnel operators hundred or more people involved, months traffic, ventilation, and suppression will apply the most appropriate response based of planning, on-site catering, and video have preprogrammed modes to coordinate on their observations of the incident. The crews. With so many people involved, response to different incidents at different response system includes the operator, their the results can feel quite public, so poor locations in the tunnel. information streams, their training, and performance is not an option for man- Response modes can be simple or com- the written response procedures they have agement of any of the parties involved. plicated, depending not only on the com- been trained in. It also includes the prepro- This can lead to scripting and preparation, plexity of the tunnel network, but more on grammed response modes of operation. which makes it more performance art than the philosophical approach taken by the Although the formalized inspection of a testing and learning exercise and defeats designers. Long-term success depends on tunnel systems under the NTIS and TOMIE much of the purpose. the ability of the construction contractor seems entirely appropriate, a reading of For example, I once witnessed a senior to deal with design complexity and on the the documents shows that the mandated fire officer complain at the hot debrief ability of the operating organization to inspection stops short of testing the full re- along the lines of: “The guys knew the fire maintain and operate systems over the life sponse system, concentrating on the sub- was at cross passage 3, but you told them of the systems, long after the design basis systems and the mechanics by which they to go to cross passage 2, so they were has faded in organizational . Un- are invoked. There is no clear checking of confused.” First, the officer should never derstanding the design basis is, therefore, the operator’s information or skills or that have revealed the scenario, as it circum- essential for the long-term success of facility the modes they have been provided with vented the important test of communicat- operations and maintenance. are appropriate. ing those facts. Second, had he really been It is concerning how frequently a The operators’ skills may or may not be interested, he would have known that diligent end-to-end systems test turns up checked at commissioning, but, as with all the procedure for when a cross passage serious issues with the response. Rather training, tunnel operator training and testing is affected by the fire is to use the next than mitigating risk, systems with built-in of acquired skills is an ongoing requirement. one upstream. On the positive side, it was mode errors sometimes make a risk severe Not only does ongoing training sometimes a test for the firefighters to see whether when, if no action had been taken, the get treated lightly, but staff turnover will they could accept the coordination with incident risk might have been minor. generate a constant need for new training the tunnel operator over the misdirection and testing. Of course, training without test- given as by their senior officer. OPERATIONAL ing may not really be training at all. Unless There are many answers on how to there is verification that the skills have been Response Modes address this mode error risk. The first is acquired, you can never be really sure they Tunnels with any ventilation, traffic control, to look at the mindset of the operating will be there when needed. or fire suppression systems have estab- organization. The organization—and that Road tunnels have a training advan- lished plans and procedures for emergency includes the senior staff—needs to own tage over rail tunnels in that incidents response, ideally developed jointly between the operational response, including the requiring interaction with the SCADA system occur frequently in road tunnels, with minor accidents, broken down vehi- cles, spilled loads, and so on. Familiarity with the system interfaces is not the whole Road tunnel story, however. To give confidence in the emergency response to a major incident, practice is exercise with a smoke bus. required on something like the real thing. Some major tunnels may have enough mi- nor fire incidents to test all their operators “for real,” but many do not. So, how do we test emergency response without a real emergency? The standard answer is through emergency exercises. Many tunnel operators run emergency exercises to test their systems, operator responses, and the coordination with internal and external emergency services. In Australia, the governing deeds

TR NEWS May–June 2020 › 37 by different parties with totally fresh views. We have seen this happen to some extent when there are necessary changes to a tunnel, such as work to deal with a decay- ing false ceiling in a transversely ventilated tunnel. Sometimes the changes do not trigger the thought that the operating phi- losophy may no longer be optimal. In an- other example we have seen several times, fitting a deluge or misting fire suppression system may seem to be additive, with no change called for to other systems. More likely, the suppression system is a symp- Checking bus station ventilation response modes with a live hot smoke test. tom of a changed appreciation of the haz- ards, which indicates that the operation programmed modes. Errors are far more NTIS might be enhanced to include re- should be revisited holistically. likely to creep in where “context-free man- quirements for operational readiness proof agement” is applied to tunnel operation, tests, and perhaps even requirements on TESTING AND COMMISSIONING with an external party or even the long-de- organizational matters and senior staff The fourth way to address mode error risk mobilized designers being relied on entirely qualifications, as per European Directive is testing. Exercises and tests refresh the by the owners and operators for assurance 2004/54/EC. in the minds of all staff, cement- that all is OK. Although external experts are ing the organizational knowledge of the needed to set up and review systems, tun- REFRESHED THINKING response modes and the philosophy behind nel operators must be involved, follow the The third answer to mode error risk is them. Run properly, tests also show up philosophy and reasoning, understand why to refresh the thinking on operational configuration errors that may have crept all the modes are the way they are, and philosophy—right down to evaluating the in during maintenance or perhaps were own the job of making sure that no adverse system’s detailed mode tables—every few present from commissioning. And yes, we or unchecked changes are made. years. This could be done by the original have seen serious errors in response modes With this level of operator engage- designers with eyes freshened by absence present in systems that have been officially ment, the initial setup is likely to be more and other experience, or it could be done commissioned, pointing to the fifth answer, compatible with safe operations, and it is much less likely that the system will fail because of erroneous changes over time. European Directive 2004/54/EC on minimum safety requirements for tunnels in the trans-European road network,1 catalysed by the Mont Blanc Tunnel fire of 1999 in which 39 people died, specifically addresses these organizational matters.

NATIONAL APPROACH Another way to address mode error risk involves taking a national approach to the issues. Insofar as mindset can be regu- lated, a national regulatory approach is appropriate. Although motivation can’t be regulated completely, at least it is possible to encourage some of the organizational outcomes. In the longer term, perhaps

1 Full directive available at https://op.europa.eu/ en/publication-detail/-/publication/3681d17d- During an unannounced exercise, a train stops in a tunnel and belches smoke. The tunnel operator ec25-4d1a-b189-01af9633e04c/language-en. had no warning. Observers just happened to walk into the control room.

38 ‹ TR NEWS May–June 2020 any shortcomings or opportunities and the underlying reasons, in a way that allows them to be best addressed. Code Compliance From an international perspective, the primacy of code compliance in the United States stands out as a major difference in system and operational process develop- ment. Is it appropriate to design to code minima in order to get system approval if doing so may be either inappropriate or insufficient for the specific system being designed? Although understanding codes and standards is critically important to guide safety, it is necessary to acknowl- edge that codes are not infallible. Owners and designers should be always trying to do the right thing (by society, clients, and others), and sometimes that means pursu- When there was uncertainty about portal wind effects on a complicated underground bus station, portal wind was organized for recommissioning. ing code deviations to meet the particular needs of a project. Codes and standards should not be the only factors in making design deci- which is to make sure that the systems are as I have seen improvements come out of sions. In Australia (and elsewhere), the commissioned thoroughly before a tunnel it for the operators and the organizations reasonableness of taking extra measures to opens. For this purpose, the term “sys- in a way that would not have happened reduce risk should be considered, with the tems” includes the operating procedures had the operators been warned and able risk then reduced so far as is reasonably and the people who will implement them; to “brush up.” The is simple: practicable. That view of responsibilities is that is, the operating organization needs make as much smoke or other disturbance enshrined in rail safety national law and is to be present and functional at the start of as safely possible, without the operations also the prevailing view in road tunnels. commissioning or before. staff knowing that anything is about to The people in the operators’ seats happen. That is simple to say, but the Conclusion should—as far as possible—be the opera- practicalities of making sure that no other In summary: tors, not the technical staff who installed hazards are created can be complex and the systems. If the installers operate during can require detailed thought, senior plan- • Tunnel owners need to “own” the commissioning, problems with the tunnel ning, and experience with such exercises. whole operation, including the response may be intentionally or unintentionally Not only can unannounced exercises modes. hidden by their workarounds. Without the give more information than a semire- • Operators are central to the response permanent operators in the hot seat, the hearsed major exercise, they are also or- system and need to be tested as part opportunity is lost to commission the en- ders of magnitude cheaper to run, giving of it. tire system, including the human element. a much higher return on expenditure. The It also means that the practice for opera- low cost also means they can be more • Commission like you really mean tors would not start until live operation. frequent. If the average stay of an operator it, rather than just to complete the at a tunnel is, say, 7 years, they may be paperwork before opening. Impromptu Testing lucky to be in the hot seat for one major • If you go to bed at night and wonder Previously, I emphasized the central role exercise. With frequent smaller tests, the whether all the modes would really work of control room operators in the overall training and testing can reach everyone. if invoked, it is time for testing. emergency response system. Their training The other feature of such impromptu • Test the systems and the operators is essential, and exercises to reinforce performance tests is that they can be so regularly, preferably by (benign) training need to be frequent. You only low-key that only the operations organi- surprise. really know after you have an incident (the zation, the incident creators, and the test ultimate test) whether it all comes togeth- coordinator–director need know it even • Think like an engineer about the issues, er correctly. The second-best test is an took place. That makes it much easier to risk control, and what is right to do, rather unannounced exercise. I am keen on these be frank internally, and to acknowledge than how others interpret the code.

TR NEWS May–June 2020 › 39 José Holguín-Veras Rensselaer Polytechnic Institute PROFILES

José Holguín-Veras is William H. Hart must advance three key aspects: knowledge New York City—which incentivizes receiv- Professor and Director of the Center for of the system being studied, the mathemat- ers to accept deliveries in the off-hours— Infrastructure, Transportation, and the ical models needed to analyze the system, had a substantial effect on freight policy Environment and of the Volvo Research and data that characterize the performance and was adopted by the City of New York and Educational Foundations’ Center of of the system. As a result, his research in its sustainability plan. Excellence on Sustainable Urban Freight activities span the entire domain from em- Holguín-Veras pioneered the multidis- Systems at Rensselaer Polytechnic Institute. pirical to theoretical work—fieldwork, data ciplinary study of disaster response logistic He received a bachelor’s degree in civil en- collection, applied research, policy, real-life operations, conducting fieldwork and gineering from the Universidad Autónoma detailed analyses of the most prominent di- de Santo Domingo, Dominican Republic, in sasters of recent times, including Hurricane 1981; a master’s degree from the Univer- Katrina; the Port-au-Prince, Haiti, earth- sidad Central de Venezuela in 1984; and a quake; the tornadoes in Joplin, Missouri, Ph.D. from The University of Texas at Austin and in Alabama; Hurricane Irene, and the in 1996. He served as a faculty member at Tohoku disasters in Japan. The City College of New York from 1997 His research findings about the differenc- to 2002 and at the Rensselaer Polytechnic es between disasters and catastrophes are Institute since 2002. particularly important because he demon- A researcher with 40 years of experi- strated—supported by data collected during ence in freight transportation systems and the fieldwork after the 2010 Haiti earth- planning and 20 years in disaster response, quake and the 2011 Japan tsunami—that Holguín-Veras has received many awards for relief efforts in the aftermath of catastrophic his work, including the 2013 White House events require wholly different procedures Champion of Change Award. As a member from those taken in response to large disas- of the Board of the New York State Thruway ters. His research also identified the deleteri- Authority—the only researcher in the board’s ous effects of panic buying, uncovering the history—Holguín-Veras helped oversee toll underlying behavioral determinants of these policy and the replacement of the $3.98 purchases and how to mitigate them. billion Tappan Zee Bridge, one of the largest “Researchers should seek Holguín-Veras was one of the few construction projects in the United States. researchers appointed to the U.S. Depart- As a member of the National Academies of out and exploit comple- ment of Transportation’s National Freight Sciences, Engineering, and Medicine Di- mentary perspectives and Advisory Committee and to the congres- saster Research Roundtable, he advised the sionally requested Transportation Re- federal government in disaster response. respect the knowledge of search Board Truck Size and Weight Limits Holguín-Veras’s research activities focus Research Plan Committee. He has served on on three major areas: freight transporta- other disciplines.” many panels for the National Cooperative tion demand modeling, sustainable freight Highway Research Program, the National policy, and disaster response logistics. Pro- Science Foundation, and other federal and foundly multidisciplinary, his research melds implementations, and mathematical and international agencies. concepts and from economics, theoretical developments—which enables “My approach to research has been operations research, supply chain manage- him and his team to develop mathematical shaped by the influence of friends and fami- ment, transportation planning and policy, formulations that account for the real-life ly—particularly my mother and my wife and and the social sciences. patterns observed in freight systems and in children—as well as my life experiences, in- “I’ve never felt constrained by the disaster response operations. cluding the political troubles my and I traditional perception of what a civil en- In freight demand modeling, one of endured through a dictatorial government,” gineer is or should study,” he comments. Holguín-Veras’s most significant theoretical Holguín-Veras observes, adding that these “Researchers should seek out and exploit research contributions is the development influences allowed him to approach research complementary perspectives and respect of a closed-form freight tour flow mod- as an outsider, unencumbered by disci- the knowledge of other disciplines.” el—a more general form of the traditional plinary boundaries and expectations. “I will Holguín-Veras’s research program is gravity model—that can estimate the flows always remember the advice given to me guided by the that to improve the of freight vehicles that traverse a general by many well-meaning senior faculty who performance of transportation systems and sequence of delivery and pickup stops. His cautioned against ruining my career, noting, disaster response, the research community design of the Off-Hour Delivery Project in ‘There is no future in freight research.’”

40 ‹ TR NEWS May–June 2020 Bijan Khaleghi Washington State Department of Transportation PROFILES

“Engineers have got to get out and to the class, and I assign each student to Tehran Polytechnic University in Iran. He make things,” observes Bijan Khaleghi, write an article on what they have learned earned his master’s degree and Ph.D. from who has been immersed in bridge and and achieved.” the National Institute of Applied Sci­ences tunnel engineering for more than 30 When a student is undecided about a of Lyon in France. He is a registered Profes- years. “I went into bridge engineering career in bridge and tunnel engineering, sional Engineer in Washington and California. simply because of my of the profes- Khaleghi offers sound advice. “Students Over the years, Khaleghi’s research sion and the innovative thinking needed who are unable to choose a career may has been recognized via multiple awards, to create new designs that benefit people lack motivation, goals, and vision,” he including the Martin P. Korn Award from and society. I wanted to work someplace PCI Journal, publication of the Precast–Pre- where I could apply that thinking.” stressed Concrete Institute; two T. Y. Lin That place turned out to be Washing- awards from the American Society of Civil ton State Department of Transportation Engineers; two Charles C. Zollman awards (DOT), where Khaleghi has worked since from PCI Journal; and, in 2018, the PCI 1991. As State Bridge Design Engineer, he Fellow Award. His professional achieve- administers Washington’s structural design ments also include numerous presenta- program for bridge and tunnel projects. tions, workshops, webinars, and papers, His role includes conducting preliminary such as “Washington State Department of design through the final plans, specifica- Transportation Plan for Accelerated Bridge tions, and estimates and then implement- Construction,” published in the Trans- ing quality control and quality assurance. portation Research Record: Journal of the He also establishes the design policies for Transportation Research Board. Washington State DOT designers, design Khaleghi is an active member of the consultants, design–builders, and other Transportation Research Board’s Standing bridge divisions in the state. Committee on Concrete Bridges and a for- In addition, Khaleghi manages bridge mer member of Standing Committees on and tunnel designs and research proj- Accelerated Bridge Construction, Seismic ects, incorporating seismic requirements, Design, and Emerging Technology. He is accelerated bridge construction, and “Bridge engineering also an active member of the American innovative materials and design. He also Association of State Highway and Trans- serves as Project Manager and the Bridge involves working in portation Officials’ Technical Committees and Structures Office representative on multidisciplinary fields on Movable Bridges, Concrete Bridges, complex projects related to suspension, and Roadway Tunnels. cable-stayed, segmental, and movable and embracing a lifetime Khaleghi views bridge engineering as bridges. “Bridge engineering involves far more than the technical planning and working in multidisciplinary fields and em- of continuous learning.” construction of a project. For him, it is akin bracing a lifetime of continuous learning,” to art. “Bridge engineering and research are he comments. “It stimulates the mind.” incredibly creative,” he notes. “That cre- Khaleghi previously served as the design explains. “To overcome these impedi- ativity makes practical, everyday life more unit manager for Washington State DOT ments, I encourage them to speak to a refined and meaningful. Bridge engineers and is an adjunct professor at Saint Martin’s career counselor; interview professionals in and researchers take the vision that comes University Hal and Inge Marcus School of the field; shadow consultant engineers or from and apply the practice of sci- Engineering in Olympia, Washington, where professionals at the government level; get ence and mathematics. Then they add the he teaches bridge engineering and design, an internship in the profession; and join an heritage of the profession and knowledge prestressed concrete design, and earthquake organization, such as Bridges to Prosperity, of nature’s materials to create a design, engineering and design. which builds footbridges in rural commu- even a masterpiece. And when they have He wants his students to be as enthusi- nities around the world so that residents completed their task, everyone can see that astic about engineering as he is. “I encour- can gain access to necessary services. the ideas and plans have materialized for age my students by getting them involved Bridge and tunnel engineering is a very the comfort and well-being of all.” in classroom discussions and exciting worthwhile profession, and the results can exercises that require them to perform a be incredibly satisfying.” task,” Khaleghi shares. “They are respon- Before joining Washington State DOT, sible for presenting their work and ideas Khaleghi was an Assistant Professor at

TR NEWS May–June 2020 › 41 TRANSPORTATION

INFLUENCERS How has TRB informed your career so far? When I gave that presentation my first year, I was represent- ing the University of Minnesota, where I had just finished my Martin P. Brosnan master's degree. I also had just started working at CDM Smith in Martin P. Brosnan is Senior Plan- their Chicago office. Another CDM Smith employee from one of ner, TransLink, Vancouver, British the Florida offices, who was the project manager for a proposed Columbia, Canada. He is a member bicycle counting program, happened to attend the presentation. of the TRB Light Rail Committee He came up to me after and asked if I wanted to be a part of his and Emeritus Cochair of the Young project team, which I gladly agreed to. Member Council Public Transporta- tion Subcommittee. What was one of your most memorable Annual Meeting moments? In my third year, the outgoing cochair of the Young Member Council (YMC) Public Transportation Subcommittee told me that I had been nominated to take his place. I was ecstatic to have How did you first hear about or a chance to help TRB and to represent YMC in bringing young become involved in TRB? members into the fold and helping them navigate the sometimes I was in college, and a few of my grad student friends were daunting nature of TRB and the Annual Meeting. presenting a paper at the TRB Annual Meeting. I didn't know much about it except that it was a conference. The follow- ing year, my grad school advisor asked me to submit two papers: one that was accepted for a poster session and one “Transportation Influencers” is a new section that was accepted for a presentation and publication in the in TR News, highlighting the journey of young Transportation Research Record. From the first day, I knew I professionals active in TRB. Have someone to wanted to come back every year. I loved seeing the areas of nominate? Send an e-mail to [email protected]. research being done and building connections with trans- portation professionals from around the world.

MEMBERS ON THE MOVE

Dalia Leven recently joined Cambridge project panel for Construction Guidelines He previously was the asphalt pavement Systematics as National Planning Lead for for Wildlife Fencing and Associated Escape engineer for the Maine Department of Transit and Shared Mobility. She previ- and Lateral Access Control Measures. She Transportation. ously worked as a consulting manager at has been an active participant at the TRB AECOM. Annual Meeting and at the International In Memoriam Conference on Ecology and Transportation. Kelly McAllister, wildlife biologist at the Paul Jablonski, CEO of the San Diego Washington State Department of Transpor- Derek Nener-Plante joined the Pave- Metropolitan Transit System and Chair of tation, is retiring. She served on the Nation- ment and Materials Technical Service Team the TCRP Oversight and Project Selection al Cooperative Highway Research Program at the Federal Highway Administration. Commission, has died. He was 67.

42 ‹ TR NEWS May–June 2020 National Academies and TRB Address Diversity, Equity, and Inclusion

The following is adapted from statements made publicly and to staff in early June 2020.

he brutal killings of George Floyd, Those of us in the we will revisit with the Executive Commit- Breonna Taylor, Ahmaud Arbery, tee and each of TRB’s oversight commit- and so many more before them, transportation community tees how TRB should address equity and along with the recent violence disparity issues in transportation in our against peaceful protestors, have are in a position to be technical activities, our research, and our Tfocused attention on the terrible legacy of advisory studies. and continuing structural racism in part of the solution. At the National Academies, we are American society. They also have led us, taking a number of immediate actions and many others, to reflect deeply on our Transportation can play a recommended by the National Research own efforts to address these issues in soci- Council (NRC) Transformation Initiative ety; in science, engineering, and medicine; key role in addressing the on Diversity, Equity, and Inclusion. The at the National Academies of Sciences, racial disparity that exists Office of Human Resources is sponsoring Engineering, and Medicine; and at the gatherings to provide direct support to Transportation Research Board (TRB). in our society. our Black and African-American staff. These events are having a tremendous im- The office is also deploying mandatory pact on many of us—especially our Black diversity and inclusion training for senior and African-American colleagues. managers and accelerating implementa- Those of us in the transportation activities are inclusive and meaningfully tion of a series of diversity and inclusion community are in a position to be part of involve members of all races and ethnic training modules for all staff. We are also the solution. Transportation can play a key groups. We need to work to develop a supporting revitalization of the grass- role in addressing the racial disparity that diverse next generation of transportation roots working group on equity, diversity, exists in our society. We can and we must professionals, and provide opportunities and inclusion, which can make import- listen to the needs and issues—particularly to underrepresented minorities to become ant contributions to the NRC transforma- the transportation-related needs and is- involved in our profession. tion initiative. sues—of those who have been the victims At TRB, we have been actively address- We recognize that these initial steps, of injustice and unequal treatment so we ing issues of equity for the past several while important, will not be sufficient, can have a better understanding of the years, but we have much more to do. and we have many more long-term plans issues that need to be addressed. We can TRB’s Executive Committee identified being developed. Creating a that work to provide fair and equitable access equity as one of the major topic areas in more fully supports diversity, equity, and to employment, health care, education, the list of critical issues that TRB should be inclusion will require the commitment government services, healthy food, and focusing on. In light of recent events, as and energy of all of us at the Academies social and recreational opportunities. We well as equity issues that have come to the and TRB. We are grateful that our TR News need to ensure that our programs and forefront during the COVID-19 pandemic, readers are along with us for the journey.

TR NEWS May–June 2020 › 43 › TRB HIGHLIGHTS Participants expressed substantial COOPERATIVE concern about unsafe driver behavior, RESEARCH PROGRAMS which may be more prevalent in places where there is not a dominant bicycling culture. Inattentive drivers, Bicyclist Facility aggressive drivers, and being hit by a car door were of particular concern. Preferences and • Buffered bicycle lanes and protected, Effects on Increasing separated bicycle lanes with a physical Bicycle Trips barrier such as bollards or planters were all viewed as substantially FIGURE 1 Three treatment improving comfort, but even basic NCHRP Research neighborhoods (black stars) with bike bike lanes were reassuring if they were Report 941 infrastructure were scheduled to be opened, and three control neighborhoods (red stars) not adjacent to car parking. with no bike infrastructure planned in the • When curbed parking immediately study time frame. hat infrastructure investments will be adjacent to the bicycle lane was Wmost effective in increasing cycling introduced, perceived comfort levels in communities? National Cooperative plummeted and only recovered with willingness to bicycle. In some cases, Highway Research Program (NCHRP) adequate buffering to place the bike the number of traffic lanes were a Research Report 941: Bicyclist Facility lane outside the door zone or physical deterrent, but in others they did Preferences and Effects on Increasing Bicycle separation from parked cars and the not affect comfort, safety, or the Trips presents findings on how current door zone. and potential cyclists respond to different willingness to bicycle. To understand impact of facilities be- types of cycling infrastructure. • Protected and separated bike ing constructed, evaluations that include Previous research has focused on lanes were effective in reducing the use of surveys repeated over time are places where bicycling is more prevalent, the negative effects of roadway important. One method for collecting which leaves a major gap in studying characteristics. this information is a household-based the of bicycling for transpor- In focus groups, participants were survey (see Figure 2, below) with a sam- tation. Data for the analyses in NCHRP presented with digitally manipulated ple that represents a cross-section of the Research Report 941 came from focus images of various roadway configurations community to assess its awareness of the groups followed by a before-and-after and asked to express their reactions based facility and how the facility has changed survey. The study included three treat- on the bicycle facility type, the number their and attitudes toward ment neighborhoods—Anniston and of vehicular lanes, and the presence of bicycling. Using focus groups allows for Opelika, Alabama, and Chattanooga, on-street parking. Results included the more detailed exploration of perceptions Tennessee—in which bike infrastructure following: and attitudes. was scheduled to be opened in the study For more information on this report, contact period, as well as three control neigh- • Perceived risk from moving vehicle Kari Watkins, [email protected]. borhoods—Talladega, Northport, and collisions and adjacent parked cars Birmingham, Alabama—in which no bike was a major factor in potential infrastructure was planned for construc- cyclists’ willingness to use facilities. tion over the same time frame (see Figure 1, above). The major findings from this research included the following: • Respondents gave infrastructure with more separation from drivers higher marks, with protected bike lanes and multiuse paths rated as the best. • When located adjacent to bicycle infrastructure, on-street vehicle

parking was a clear deterrent to FIGURE 2 An example of a sample roadway setting used in the survey data comfort, perceived safety, and the collection process.

44 ‹ TR NEWS May–June 2020 › Emerging Technologies kinematic GPS can improve project perfor- modeling, interconnected technologies, mance cost, schedule, and quality. safety technologies, instrumentation and for Construction The objective of NCHRP Synthesis 534: sensors, and unmanned aircraft systems. Delivery Emerging Technologies for Construction De- Of the 41 state DOTs surveyed, 26 livery was to document the use of selected (63%) have implemented visualization and NCHRP Synthesis of advanced technologies used for highway modeling technologies; 18 (44%) have im- construction projects by state DOTs. plemented interconnected technologies; 27 Highway Practice 534 Researchers Christofer Harper, Colorado (66%) have implemented safety technolo- State University; Daniel Tran, University of gies; 31 (76%) have implemented instru- ew technologies are changing the Kansas; and Ed Jaselskis, North Carolina mentation and sensors technologies; and 24 Nway state departments of transporta- State University, collected and synthesized (59%) have implemented unmanned aircraft tion (DOTs) deliver highway construction the information via literature review, a sur- systems for highway construction delivery. projects. Relatively new innovations such as vey of state DOTs, and follow-up interviews To download NCHRP Synthesis 534, visit 3-D and 4-D modeling, 3-D printing, virtual with selected agencies for case examples. In www.trb.org/Publications/Blurbs/179455.aspx. design and construction, and real-time their report, they examine visualization and

TRB has been a major asset to my professional and career development. Not only did it allow me the opportunity to learn the most current research in my program areas, it also allowed me to network with other transportation professionals over my 34 years at FHWA. I truly am thankful for the many colleagues I’ve met and interacted with. Their knowledge and questions challenged me and helped me to grow a better program for FHWA. Many times, these interactions went beyond TRB into my day-to-day work activities. —FRANCINE SHAW WHITSON Retired Senior Advisor, FHWA, Washington, D.C.

In early 2004, I had moved to Washington, D.C., without a job, but I was interested in transportation. I went to the TRB Annual Meeting on a student rate to look for education and connections. I listened to a panel of U.S. House Committee on Transportation and Infrastructure staffers talk about their jobs. After the panel discussion, I waited to talk to one of the panelists, who was the Railroad Subcommittee staffer at the time. I asked if her committee had interest in taking any unpaid in- terns. She said that unfortunately, they couldn’t, but that I should contact a staffer on the Hill. Just then, a lady named Nancy—who had been standing next to me—tapped me on the shoulder: “If you’re willing to be an unpaid intern, you can start tomorrow working for me at the Surface Transportation Policy Project.” I arrived at 9 a.m. the next day and worked there for 2 months. Then, I used that internship to help me get a full-time job at Chambers Conlon & Hartwell, where I worked for 15 years on railroad government affairs before becoming President of the American Short Line and Regional Railroad Association. —CHUCK BAKER President, American Short Line and Regional Railroad Association, Washington, D.C.

TRB is how I see the progress of my career. I started attending the TRB Annual Meeting by going to sessions as a grad student. Then, I got an Eisenhower Fellowship and started presenting my work. I got my first paper published in the Transportation Research Record. After grad school, TRB was how I caught up with colleagues from around the globe. Now, I attend to see my students and employees present their work. Each year, I notice some other way that I am growing in the profession. —LAUREL PAGET-SEEKINS Assistant General Manager for Policy, Massachusetts Bay Transportation Authority, Boston

CENTENNIAL QUOTES There is a reason we all volunteer with TRB. We all contribute our unique experiences, expertise, wisdom, context, and capabilities to build an unprec- edented community of expertise to lead the nation and the world to a safer, more efficient, and equitable reality. I learned that, just as I am gaining valuable knowledge from thousands of TRB volunteers, I am also bringing value to this powerful community by being myself and contributing to the best of my abilities. —NIKOLA IVANOV Director of Operations, University of Maryland CATT Lab, College Park

TR NEWS May–June 2020 › 45 › BOOKSHELF

Guide Specifications for Highway Standard Specifications for Construction, 10th Edition Transportation Materials and The American Association of State High- Methods of Sampling and way and Transportation Officials (AASHTO) Testing, and AASHTO Provisional Guide Specifications for Highway Construc- Standards, 40th Edition tion, 10th Edition, provides guidance for This volume, commonly referred to developing transportation contract spec- as the AASHTO Materials Standards, ifications and form the national standard contains specifications, test methods, for best practices in highway and road and provisional standards commonly construction. This consensus-based guide is used by states and used in the construction of highway facilities. The latest up- local agencies as a standard requirement for roadway construc- dates revise the standards and sections on hydraulic cement tion contracts and is a basis for those in developing their own and lime; fresh concrete; hardened concrete; pavement construction specifications. This edition focuses on electronic measurement; bridge and pavement preservation; quality as- submittals, updated environmental requirements, and revised surance and environmental; general manufactured materials, materials specifications. including concrete drainage structures, flexible and metallic To order a copy, visit the AASHTO Store online at https://store. pipe, markings and coatings, and safety devices; and geo- transportation.org, and search by the publication’s item code, technical and bituminous materials and mixtures. GSH-10. To order a copy, visit the AASHTO Store online, https://store. transportation.org, and search by the publication’s item code, HM-40.

The titles in this section are not TRB publications. To order, contact the publisher listed.

TRB PUBLICATIONS

Transportation law enforcement response to wrong-way Transportation Research Record Research Record driving events in Florida, and more. 2673, Issue 11 2673, Issue 8 2019; 695 pp. For more information, visit An enhanced for the Among the topics http://journals.sagepub.com/home/trr. identification of locations with high risk addressed in this of wet crashes, understanding the use of issue are a synthesis Transportation Research Record ridesourcing services in disadvantaged of glare screen use 2673, Issue 10 New York City neighborhoods, and a in road design, clean Among the topics presented in this vol- new procedure to evaluate the post-crack bus technologies ume are initial ridership variation on new behavior of fiber-reinforced concrete are a and the cost-effectiveness of emissions rail transit projects, factors contributing few of the topics explored in this volume. reductions in Latin America, and a lane- to deer–vehicle crashes on rural two-lane 2019; 924 pp. For more information, visit by-lane analysis framework for conducting roadways in Michigan, and development http://journals.sagepub.com/home/trr. highway capacity analyses at freeway of a multimodal microsimulation-based segments. evacuation model. Strategic Issues Facing 2019; 681 pp. For more information, visit 2019; 862 pp. For more information, visit Transportation: Preservation, http://journals.sagepub.com/home/trr. http://journals.sagepub.com/home/trr. Maintenance, and Renewal of Highway Infrastructure Transportation Research Record NCHRP Research Report 750, Volume 7 2673, Issue 9 To order the TRB titles described This report focuses on the issues affect- Authors present research on the acces- in Bookshelf, visit the TRB ing the preservation, maintenance, and sibility impacts of park-and-ride systems, online bookstore, www.TRB. renewal (PMR) of highway infrastructure, an optimal platoon trajectory planning org/bookstore, or contact the with emphasis on preparing for plausible approach at arterials, the characteristics of Business Office at 202-334-3213. future scenarios and develops a pathway

46 ‹ TR NEWS May–June 2020 BOOKSHELF › to guide transportation agencies in ad- tential impacts on areas such as travel and 2019; 114 pp.; TRB affiliates, $58.50; vancing the implementation of emerging land use and planning projects. nonaffiliates, $78. Subscriber categories: PMR practices through awareness, advo- 2019; 152 pp.; TRB affiliates, $63.75; aviation, and planning and forecasting. cacy, assessment, adoption, and action nonaffiliates, $85. Subscriber categories: planning. administration and management, planning Estimating Market Value and 2019; 238 pp.; TRB affiliates, $73.50; and forecasting, and society. Establishing Market Rent at Small nonaffiliates, $98. Subscriber categories: ad- Airports ministration and management, bridges and Concrete Technology for ACRP Research Report 213 other structures, construction, maintenance Transportation Applications This report offers airport management, and preservation, materials, and pavements. NCHRP Synthesis 544 policymakers, and staff a resource for de- This synthesis documents how state veloping and leasing airport land and im- Stormwater Infiltration in the departments of transportation select and provements, for determin- Highway Environment: Guidance deploy concrete technologies in the con- ing market value and appropriate rents, Manual struction of transportation facilities. and best practices for negotiating and NCHRP Research Report 922 2019; 194 pp.; TRB affiliates, $ 68.25; reevaluating current lease agreements. This report supports the evaluation, nonaffiliates, $91. Subscriber categories: high- 2019; 84 pp.; TRB affiliates, $51.75; non- selection, siting, design, and construction ways, and maintenance and preservation. affiliates, $69. Subscriber category: aviation. of infiltration best management practices in the highway environment. It is also Incorporating Roadway Access Airport Risk Identification and intended to identify limitations on the use Management into Local Ordinances Prioritization Practices of infiltration and determine the need for NCHRP Synthesis 549 ACRP Synthesis 106 alternative non-infiltration-based stormwa- Documented in this synthesis are reg- This synthesis provides information ter management approaches. ulatory tools and practices used by local about the existing tools that airports use 2019; 222 pp.; TRB affiliates, $71.25; governments to implement access man- for identifying common hazards and the nonaffiliates, $95. Subscriber categories: agement, as well as examples of how state processes used for measuring, monitoring, highways, environment, and hydraulics and transportation agencies are coordinating and prioritizing the associated risks. hydrology. with local governments to advance access 2019; 80 pp.; TRB affiliates, $51.75; management objectives. nonaffiliates, $69. Subscriber categories: Workforce Optimization Workbook 2019; 130 pp.; TRB affiliates, $61.50; aviation, administration and management, for Transportation Construction nonaffiliates, $82. Subscriber categories: and vehicles and equipment. Projects design, highways, operations and traffic NCHRP Research Report 923 management. Strategic Communications to This report provides state transporta- Improve Support for Transit-Priority tion agencies with guidance to identify Innovative Solutions to Facilitate Projects: Report and Toolkit their construction staffing needs and how Accessibility for Airport Travelers TCRP Research Report 208 to best allocate their state or consultant with Disabilities This report analyzes the communica- engineering and inspection staff and ACRP Research Report 210 tion approaches used by cities and transit consultant resources to highway construc- This report outlines innovative solutions agencies in the delivery of transit-priority tion projects. The guidance provides 35 to facilitate accessibility for passengers projects and the factors that make certain specific staffing strategies that may help with a variety of physical, sensory, and approaches more or less effective. Some of alleviate construction staff challenges. cognitive challenges. the best practices found include identify- 2019; 88 pp.; TRB affiliates, $54.75; 2019; 206 pp.; TRB affiliates, $71.25; ing key stakeholders early in the project nonaffiliates, $73. Subscriber categories: nonaffiliates, $95. Subscriber categories: planning process, developing a coordinat- highways, administration and management, aviation, passenger transportation, and ed strategic communications plan that tar- and construction. terminals and facilities. gets stakeholder groups, and committing to strategic communications throughout a Foreseeing the Impact of Guidance for Using the Interactive project’s life cycle. Transformational Technologies on Tool for Understanding NEPA at 2019; 72 pp.; TRB affiliates, $51.75; non- Land Use and Transportation General Aviation Airports affiliates, $69. Subscriber categories: public NCHRP Research Report 924 ACRP Research Report 211 transportation, education and training, and This report reviews the characteristics of This report will help airport staff from gen- passenger transportation. new transportation-related technologies eral aviation airports understand the National and their applications in the transportation Environmental Policy Act, or NEPA, process. sector and explores a wide variety of po-

TR NEWS May–June 2020 › 47 › CALENDAR MEETINGS UPCOMING UPCOMING June WEBINARS DEADLINES 23–24 Aviation Group Midyear June Meetings: Business Aviation National Cooperative Highway Subcommittee, Plenary 29 A Research Roadmap for Research Program (NCHRP) FY 2021 Economic Outlook Discussion, Transportation and Public panel nominations are due Tuesday, Health Commercial Airlines June 30. Subcommittee, and Helicopters 30 Forecasting Zero Emission For more information, visit www.trb.org/ Subcommittee Vehicles Fleet Scenarios and NCHRP/NCHRPOverview.aspx. Online Emissions Implications To register, visit http://bit.ly/ TRBAVIATION2020. NCHRP Synthesis Program 20-05 July panel nominations are due Tuesday, 24–26 U.S. Coast Guard Maritime 7 Smooth Road Ahead: Applying June 30. Domain Awareness Study Pavement Condition Data for For more information, visit www.trb.org/ Washington, D.C. Airports For more information, e-mail SynthesisPrograms/SynthesesNCHRP. Michael Covington, TRB, mcoving- 8 When to Use Fully Grouted aspx. [email protected]. Piezometer Installations 9 Enhance Work Zone Safety The deadline for submitting letters July with New Technologies of interest for Airport Cooperative Research Program Synthesis topics has 27–30 Automated Vehicles Symposium 16 Seismic Design Basics been extended. The new deadline is San Diego, California 21 How Performance and Data Wednesday, July 15. Informs Transportation For more information, visit www.trb.org/ Decision Making SynthesisPrograms/ACRPSynthesisNew- *TRB is cosponsor of the meeting. Studies.aspx. 23 Looking Ahead: Strategic Issues Facing Highway Infrastructure To subscribe to the TRB For more information, contact Elaine E-Newsletter and keep up to Ferrell, TRB, at 202-334-2399 or [email protected]. date on upcoming activities, go to www.trb.org/Publications/ PubsTRBENewsletter.aspx and click on “Subscribe.”

Please contact TRB for up-to-date information on meeting cancellations or postponements. For Technical Activities meetings, please visit www.TRB.org/ calendar or e-mail [email protected]. For information on all other events or deadlines, inquire with the listed contact.

48 ‹ TR NEWS May–June 2020 INFORMATION FOR CONTRIBUTORS TO TR NEWS

TR News welcomes the submission of articles for possible publication in the categories listed below. All articles submitted are subject to review by the Editorial Board and other reviewers to determine suitability for TR News; authors will be advised of acceptance of articles with or without revision. All articles accepted for publication are subject to editing for conciseness and appropriate language and . Authors review and approve the edited version of the article before publication. All authors are asked to review our policy to prevent discrimination, harassment, and bullying behavior, available at https://www.nation alacademies.org/about/institutional-policies-and-procedures/policy-of-harrassment.

ARTICLES

FEATURES are timely articles of interest to transportation RESEARCH PAYS OFF highlights research projects, studies, professionals, including administrators, planners, researchers, demonstrations, and improved methods or processes that and practitioners in government, academia, and industry. provide innovative, cost-effective solutions to important Articles are encouraged on innovations and state-of-the-art transportation-related problems in all modes. Research Pays practices pertaining to transportation research and devel- Off articles should describe cases in which the application opment in all modes (highways and bridges, public transit, of project findings has resulted in benefits to transportation aviation, rail, marine, and others, such as pipelines, bicycles, agencies or to the public, or in which substantial benefits pedestrians, etc.) and in all subject areas (planning and are expected. Articles (approximately 750 to 1,000 words) administration, design, materials and construction, facility should delineate the problem, research, and benefits, and be maintenance, traffic control, safety, security, logistics, geolo- accompanied by the logo of the agency or organization sub- gy, law, environmental concerns, energy, technology, etc.). mitting the article, as well a one or two photos or graphics. Manuscripts should be no longer than 3,000 words. Authors Research Pays Off topics must be approved by the RPO Task also should provide tables and graphics with corresponding Force; to submit a topic for consideration, contact Stephen captions (see Submission Requirements). Prospective authors Maher at 202-334-2955 or [email protected]. are encouraged to submit a summary or outline of a pro- posed article for preliminary review. OTHER CONTENT MINIFEATURES are concise feature articles, typically 1,500 words in length. These can accompany feature articles as a TRB HIGHLIGHTS are short (500- to 750-word) articles about supporting or related topic or can address a standalone topic. TRB-specific news, initiatives, deliverables, or projects. Cooper- SIDEBARS generally are embedded in a feature or minifea- ative Research Programs project announcements and write-ups ture article, going into additional detail on a topic addressed are welcomed, as are news from other divisions of the National in the main article or highlighting important additional Academies of Sciences, Engineering, and Medicine. information related to that article. Sidebars are usually up to BOOKSHELF announces publications in the transportation 750 words in length. field. Abstracts (100 to 200 words) should include title, POINT OF VIEW is an occasional series of authored opinions author, publisher, address at which publication may be ob- on current transportation issues. Articles (1,000 to 2,000 tained, number of pages, price, Web link, and DOI or ISBN. words) may be submitted with appropriate, high-quality Publishers are invited to submit copies of new publications graphics, and are subject to review and editing. for announcement (see contact information below).

SUBMISSION REQUIREMENTS: › Articles submitted for possible publication in TR News and are welcomed for possible use as magazine cover images. A any correspondence on editorial matters should be sent detailed caption must be supplied for each graphic element. to the TR News Editor, Transportation Research Board, 500 Fifth Street, NW, Washington, DC 20001, 202-334-2986 or 202-334-2278, and [email protected] or cfranklin- Note: Authors are responsible for the authenticity of [email protected]. their articles and for obtaining written permissions from publishers or persons who own the copyright to › Submit graphic elements—photos, illustrations, tables, and any previously published or copyrighted material used figures—to complement the text. Images must be submitted in the articles as well as any copyrighted images as TIFF or JPEG files and must be at least 3 in. by 5 in. with a submitted as graphics. resolution of 300 dpi. Large photos (8 in. by 11 in. at 300 dpi) TRANSPORTATION RESEARCH BOARD PERIODICAL MAIL 500 Fifth Street, NW U.S. POSTAGE Washington, DC 20001 PAID WASHINGTON, DC PERMIT NO. 244960

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