October 2013 Using Technology to Improve Transportation: All Electronic-Tolling and Beyond Transcript

Introduction customer-facing and most customer- Underinvestment has put pressure on focused of all government services. STEVE POFTAK: Thanks to all of transportation providers to improve service. Trust in government is another aspect Fiscal pressures have limited the resources you for coming today and joining us. available to make those improvements. of transportation. And technology is a I’d also like to thank our partners who Technology off ers the opportunity to way for us to show our customers that leverage smaller investments by improving have put this together: Joseph Giglio customer services, enhancing operating we can improve their experience. from the Center for Strategic Studies effi ciencies, and increasing revenue. at the D’Amore-McKim School of I think the gold standard in our To explore the potential of new technologies to make transportation Business at Northeastern University business is giving more time back work more effi ciently, faster, and safer, the and Greg Massing at the Rappaport to people. Whether it’s standing on conference “Using Technology to Improve Transportation: All-Electronic Tolling and Center for Law and Public Service at a platform at Alewife or standing in Beyond” was held on May 7, 2013 at the Suffolk University. line at the Registry of Motor Vehicles, Suff olk University Law School. it is giving people more time back. Here in , we’ve just The Conference was co-sponsored by The Technology holds tremendous promise Rappaport Institute for Greater , The gone through another round of Center for Strategic Studies at the D’Amore- to accomplish these goals that we have legislative and executive branch McKim School of Business at Northeastern in transportation. University, and The Rappaport Center for discussions, debates, and votes Law and Public Service at Suff olk University on transportation funding; surely, The Registry of Motor Vehicles is, Law School. B this won’t be the last. Funding is after the Department of Revenue, It featured a keynote address from MassDOT a means to an end. But we’d like the Commonwealth’s second-largest Secretary Rich Davey and two panel discussions. Biographies of the presenters to pivot that conversation today to revenue generator, through registry and panelists are located at the end of the talk about technology. How do we fees and/or taxes. We serve just about transcript. defi ne customer service? How do we everybody in the Commonwealth. © 2013 by the President and Fellows of Harvard College. The contents refl ect the improve our service for people who We have been improving our online views of the authors (who are responsible use and depend on our transportation transactions over the last several years. for the facts and accuracy of the research herein) and do not represent the offi cial system? Today, we’ll about funding, The online wait time is zero minutes. views or policies of the Rappaport Institute but we’ll also talk about how we can One in three of our customers in for Greater Boston, The Center for Strategic Studies, or The Rappaport Center for Law use technology to improve customer Massachusetts who is at a branch can and Public Service. service. conduct his or her transactions online instead. Keynote Address: Technology Massachusetts will be the fi rst in the and Transforming the Customer nation to roll out a “My RMV,” like Experience Rappaport Institute for Greater Boston an Internet banking account. You will RICH DAVEY, Secretary and Chief be able to see all of your transactions 79 John F. Kennedy Street Cambridge, MA 02138 Executive Offi cer, Massachusetts DoT and how you’ve been interacting with government. The goal is to 617-495-5091 Why is technology important? First, www.hks.harvard.edu/centers/rappaport transportation is the broadest form make it easier to interact with the of government service: it is the most department. Using Technology to Improve Transportation

Technology is being deployed to improve Bridge by the end of 2013, and then rolling it services and create effi ciencies. We are very out statewide over the next couple of years. excited to be the fi rst transit agency in the In the process of this transition, labor has United States to roll out mobile ticketing, certainly been a challenge for us. We’ve been which has been introduced on our commuter working very closely with our partners in rail system. In the last four months, we’ve labor. Unfortunately in Massachusetts, the already had $5 million in sales. toll collector has been held up unfairly as a Also, we are giving people information that wasteful government position. The challenge they can use to make their commute decisions. is in actually saying, “We’re going to have We are moving to real time traffi c information a meaningful transition for our employees in the Commonwealth. For example, we use to either work in government or outside of signs to convey real time information such as government.” That would open the door to “5 miles, 6 minutes.” The applications for this rolling out a signifi cant customer improvement. information are endless. You will be able to Policymakers of the future know that electronic download an application on your iPhone to see tolling can allow for things like congestion what traffi c looks like, including the traffi c’s pricing, which seems to be a no-brainer. If we actual speed and how long it will take to go decide to toll other roads, we will be able to from point A to point B. We are also working deploy the technology very quickly and easily. with the developer community on the transit By the way, it also gives traffi c information and side to create an app that will tell you the can provide us with a wealth of other data. best route to downtown Boston, given current We are rethinking how we are going to deploy conditions. this technology across the state. Having toll We are rethinking how we are booths at interchanges is crazy: that’s where going to deploy this technology you want the least bottleneck. In Massachusetts, you will likely see a tolling scheme that tolls across the state. Having toll per mile. Vehicles will go under a gantry every booths at interchanges is crazy: 10 or 15 miles and not pay at an interchange. that’s where you want the least After Boston, our two largest cities, Springfi eld bottlenecks. and Worcester, have had economic challenges. However, if you are in Worcester and you want to stay in Worcester but you want to use the We are putting up static signs along the routes , you have to pay. The to Cape Cod. The signs give people specifi c, same is true for Springfi eld. Juxtapose that with real time information about travel times from some other cities and towns in the eastern part point A to point B. This is part of a statewide of state, where the economy is a little better project that we’re rolling on our most used and we are not charging. We are going to even arterials: the Cape, Route 6, Route 3, and the that out and make it a little fairer for commerce Massachusetts Turnpike between Exit 9 and across the state. downtown Boston. I would like to take some time to discuss safety The Fast Lane is fi nally here. The legal speed and security and the role technology can play. limit through the Fast Lane is fi fteen miles Obviously, everybody is doing cameras. But an hour: that is not fast. We are moving to there are things the MBTA is doing that I want all-electronic tolling, piloting it on the Tobin 2 Using Technology to Improve Transportation

to mention. The MBTA is considered a Tier 1 more evidence of how we are using technology target by Homeland Security. Not only have to improve the system. we been in a heightened state of vigilance, I would like to discuss a couple of we have also been a laboratory for security technological areas that, as an industry, we improvements in and around the system. We should be thinking about. The fi rst is how move 1.4 million people a day on our transit people pay for services. With due respect to system, the fi fth largest in the country. We have the Charlie Card system we have here, which some old tunnels, obviously. The Blue Line is, in its own right, fairly forward thinking: it tunnel was built in the 1920s, for example. Air is already or almost obsolete. What you see in fl ow analysis determined that it’s possible that WMATA and other transit agencies are obsolete chemical or biological weapons could be used systems. We can’t be building proprietary in a subway system, such as happened in Japan systems that our customers can’t use easily. with the sarin attack. Whether it’s near-fi eld technology, Q-codes, We’ve been working with the Department of or barcodes, we need to be thinking about how Homeland Security for the last nineteen months people are going to pay in the future and make to understand the airfl ows in our tunnels. We it easy for our customers to pay. The T spends will be better prepared to know how we can 75 cents per Charlie Card — and about $3 million a year or every other year — buying It is often said in transportation Charlie Cards. We are looking for a way to “tap that we are “information-rich, and go” with a credit card. Google wallet has but data-poor.” We need to use some interesting applications that are coming the information that we have to out in the near future. come up with actionable data, The second key technological area is how we and the information is there, use the information available to us. It is often whether it is electronic tolling, said in transportation that we are “information- looking at how people travel, rich, but data-poor.” We need to use the or simply understanding our information that we have to come up with actionable data, and the information is there, customers’ travel patterns so we whether it is electronic tolling, looking at how can resoond to our customers. people travel, or simply understanding our customers’ travel patterns so we can respond to our customers. evacuate people effi ciently, as opposed to putting people into harm’s way. This has been In the Spring, we had a public debate about a great partnership with Lincoln Labs, MIT, how we pay for transportation services in the and the Department of Homeland Security. We Commonwealth. I expect that this discussion are trying to bring more technology to bear in will help us as we roll out other technologies. terms of how we protect our people. It is a great time to be in transportation, because Another technological development supporting there is so much focus on it. We are getting safety is the “crime tip” app recently rolled back to the basics. We can’t avoid improving out by the T police. We’ve been able to solve a transportation services. We need to move. number of crimes on our system, as a result of We need to improve our economy. It is the people reporting suspicious activities. This is lifeblood of the Commonwealth and certainly 3 Using Technology to Improve Transportation

of the rest of the country. What did you learn from that project? RICH DAVEY: The Fast 14 project was our Q&A effort to change out fourteen bridge decks PARTICIPANT: What is the administration’s over I-93, the most heavily traveled section of position on usage-based, pay-as-you-drive any roadway in Massachusetts. Conventional pricing? procurement techniques and construction RICH DAVEY: In January, the administration technique would have taken us fi ve years. We proposed our Way Forward Plan, after months did it over 12 weekends in the summer of 2011. of listening to our customers across the state. We were able to do it quickly for several And one of the items that we mentioned that reasons. One was the material improvements we should think about is a VMT tax, with a and the construction improvements that have commission to oversee it and a voluntary pilot been made. Two was just how we procured program where folks could opt in. On the fl ip it. We put a lot more risk onto the contractor. But at the same time, we provided incentive We’re going to have to fi nd a payments, and we ended up paying the way to raise additional revenues contractor $5 million in incentive payments. to invest in our system, as the However, there were “sticks” in that as well. If federal government continues to the contractor didn’t open up the road by 5:00 a.m. on Monday morning for rush hour traffi c, suggest it is stepping away from we fi ned the contractor a huge amount for every its past practice of contributing to fi ve minutes they were late. transportation in the state. Rather than having the traditional design – bid – build, this one was a design – build. Third, the real time traffi c information really worked. side, there are opportunities in the pricing This has created an impetus for us to scale it of car insurance: beyond the past practice of across the state as well, to give people a choice. basing the price on the kind of vehicle you owned, your zip code, and your driving record. PARTICIPANT: Setting the gas tax to increase based on an index is a good strategy. Right We’re going to have to fi nd a way to raise now, the large, occasional increases get the additional revenues to invest in our system, as public all wound up, but regular incremental the federal government continues to suggest increases would be easier to bear. it is stepping away from its past practice of contributing to transportation in the states. RICH DAVEY: We gave a lot of thought to that. Our plan was to raise MBTA fares fi ve VMT is another equalizer in that regard. percent every two years. Why fi ve percent? On Privacy is a concern for a lot of folks. So a average, the consumer price index infl ation on pilot to introduce it and see if it works is the an annual basis is about two and a half percent. way to go. Over the next couple of years I wouldn’t be surprised if you saw it emerge And to your point, it really gives the public here. an expectation. I think the challenge with the MBTA over the last twelve years, since forward TOM FINNERAN: It seems to me, Mr. funding: the T has had all this pent up demand Secretary, that you had some impressive and the T goes for a big fare increase every success with the Fast 14 Project on Route 93. several years, like last year. 4 Using Technology to Improve Transportation

And folks — we had 6,000 people show up of 128, for example, we’re widening but that is at public hearings last year and another 6,000 only because we’ve been using the breakdown write us — tell us that they didn’t like our ideas lane for the last fi fteen years. The capacity is about cutting service or raising fares. actually not going to improve; the safety will Building that in is something that we proposed. improve. We also did it on tolling and on Registry fees With that said, the 2009 Transportation Reform as well. Our proposal was to raise tolls and Law created a public- private partnership MBTA fares by 5 percent every two years, and commission. I expect to ask them to do three Registry fees by 10 percent every fi ve years. things. One is to look at opportunities for Why those time increments? Because you go to private/public partnerships for our rest areas the Registry to get your license renewed every and our service plazas. Two is to look at South fi ve years. Station, which is ripe for a potential private/ With indexed increases, we are trying to take public partnership. The project starts with an expansion of South Station, but has the potential to utilize air rights for additional With indexed increases, we development. Finally, we’ll consider managed are trying to take some of the lanes. We have received an unsolicited proposal politics out of this. For students to add a managed lane on Route 3. That’s of politics in Massachusetts, something I’ll ask the Commission to look at. you know that transportation Thank you all very much. Congratulations on costs are always a fl ash point for the event. I look forward to hearing lots of someone running for offi ce. good ideas that my team, who are peppered throughout this room, will employ. some of the politics out of this. For students Improving the Customer Experience with of politics in Massachusetts, you know that Technology transportation costs are always a fl ash point for Moderator: David St. Amant someone running for offi ce. In the 1996 Senate Participants: David St. Amant, president race, toll booths came down. Fare increases of Econolite Group, Inc.; Kirk Steudle, were a big talking point in the governor’s race State Transportation Director for Michigan, in 2006, as were tolls in 2008. Rather than Jon Davis, CFO for the MBTA; Mary Jane actually looking at what an appropriate pricing O’Meara, associate vice president of HNTB scheme and cost modeling should be, politics Corporation.. gets in the way. DAVID ST. AMANT: I’m happy to have the MARY JANE O’MEARA: Are you looking conversation today to bring new information at managed lanes, which are quite successful in with us into Massachusetts and Boston and , California and other states around the keep the conversation going so that we can get country? a better deployment of ITS and technology on RICH DAVEY: For a lot of our roads, there is our roadways. not a lot of room to add another lane. That’s the KIRK STEUDLE: I’m going to focus real challenge in Massachusetts. The right of specifi cally on the customer experience. way is, in many ways, maxed out. In the case In Michigan, we’ve had a long history of 5 Using Technology to Improve Transportation

technology and ITS. We are the center of if Interstate I-196 is 13 miles and 14 minutes automotive research and development, with away, the driver can tell it is pretty much free a lot of research and development going into fl ow. These message boards and signs are fed connected vehicles and driverless vehicles. with 165 cameras all over the state. On Friday Driverless vehicles are the future. We are in a nights, we have travel patterns similar to those twenty-year transition phase of moving from of Cape Cod; our drivers are going north on solo driving to connected and ultimately to Interstate 75, US 127, and US 31. And on autonomous. Mass movement of people on Sundays, it’s the reverse coming back. On those surface transportation is largely going to be days, the signs become very valuable. automated. The Regional Integrated Transportation Real time travel information is a key trend. We Information System is a software program that have 110 real time travel signs scattered across helps document our historic delays. With the the state of Michigan. We looked at these system, we can see the peaks for a particular signs and said, “What does the driver need?” roadway segment. This is used for setting road This is about customer service. For example, construction projects or maintenance. Instead

6 Using Technology to Improve Transportation

of guessing by the seat of our pants that rush comes from our eighty road and weather hour starts “about 6:30,” we know it starts at information systems across the state. Michigan 6:45. We use this technology to design projects has a diverse climate because of Lake Michigan that least impact the customer and to set up and Lake Superior. Conditions can change agreements with contractors governing delays signifi cantly from one county to the next. We and penalties. There is a mobile phone version use the information to make sure that we’re of our Website that can be downloaded to a sending out the appropriate maintenance smartphone that provides access to some of response, as opposed to having all our crews this information. Commuters can take a last jump into the trucks and start spreading salt. look at rush hour traffi c before heading out We use it to make sure we are being as cost- on the roads. Information is also available for effective as possible. The information is any of the fi ve border crossings with Canada, available in the cabs of the trucks, providing providing border wait times. real time information, such as what bridges We also use a signifi cant amount of technology may be freezing and need attention. and data for maintenance. This information

7 Using Technology to Improve Transportation

We are designing an information system to JON DAVIS: Boston has the oldest subway support truck drivers; this system provides real and the fi fth-largest transit system in the time truck driver information on the heavily United States. We started service in 1897. That traveled corridor from I-94, to Interstate comes with its challenges, because how do 69, down to the Indiana border. One of the you maintain and modernize a 115-year old problems for us is truck parking. Drivers need transit system? We have several top priorities to get off the road and get their proper rest. that we focus on. Safety is the number one And it’s not just in Michigan; this is an issue priority throughout the system, and this across the country. One of the diffi cult parts for includes improving maintenance and service drivers is that they may plan to stop at the next delivery. In addition, we continually seek truck stop, but when they arrive, it’s full. This to create effi ciencies and improve customer system tells a driver: “If you plan on going to experiences. This is done in part by replacing the rest area — it’s full. But if you continue to obsolete rolling stock, modernizing an aging exit 1, there are seven spots. At exit 12, there infrastructure, and upgrading technology are more than fi fteen.” And they’ve got in- applications. cab capability of reserving a rest spot so that First, I would like to discuss our automated fare when they get there they know they have got a collection (AFC) system. The backbone of our spot. This pilot circuit is going to roll out this system is the Charlie Card, a smart card that summer and the fall. allows convenient access to bus and subway The last piece on the technology front concerns customers. Originally, we intended, in AFC communication with customers. We’re using Phase 2, to migrate it to commuter rail and the all the social media that’s available. Obviously, other modes of transportation. However, it was we have the website, with mobile access to the deemed to be too expensive — somewhere site. We use Facebook, Twitter, and YouTube. between $50 and $75 million to deploy — We actually have over 500,000 YouTube and less convenient to our customers and our views on videos that we put up that are related conductors. So, we took a different path for to safety, transportation-related projects, or commuter rail. We deployed a mobile phone new technology. Sometimes we will develop ticketing system developed by a company a video: we get a frequent question about a called Masabi (www.masabi.com), which we road project, and in response, we develop a have migrated across all our commuter rail one- or two-minute video where we might, lines. We also have a mobile application for for example, talk to two engineers about the parking. About 40 percent of our commuter project. rail parkers are currently using this mobile Our customer satisfaction rating last year was application. 73 percent. We have a major push to increase For the subway system, we have introduced a that number to 80 percent this year. Improving real time countdown service that notifi es people how we communicate to the public is a key part waiting on the platform when the next subway of that initiative. Every one of our employees car will be approaching. Our customers are is directing people, after an interaction with very pleased with that application. It cost us a resident, to say, “Here is our public survey. about $750,000 to deploy this throughout three How did we do? Were we professional and heavy subway lines. appropriate? And did you get the answer that Additionally, we have rider tools on our website was presented in a way that was respectful and that enable people to plan their trips. We have that you understood?” automated stop announcements to comply 8 Using Technology to Improve Transportation

with Americans with Disability Act (ADA) protection system within our overall system. regulations. We have computer-aided dispatch The MBTA police have an application that any and automated vehicle location. Wi-Fi is being of our customers can download called “See introduced across the entire commuter rail Something, Say Something.”™ A customer can system. Currently, it is only on a few commuter take a picture and get it to the police right away rail coaches, but we’re about to put it on all of to be investigated. our coaches. We struggled with measuring service delivery We are moving towards broader deployment from customer’s viewpoint. We are very of variable message signs. We have one up good at the more traditional type of reliability on Route 128 at our Anderson Regional measures: mean miles between failures, on- Transportation Center, a commuter rail stop. It time performance, end-to-end. We didn’t think tells commuters how many minutes until the those measures gave a good perspective of what next train. the customer experiences on the system every As it relates to operational effi ciency and day. We wanted to see a more even service system reliability, we’re looking at positive delivery during most or all periods of time. We train control and collision avoidance, which developed a report with students and faculty is mandated on commuter rail. This will cost at MIT; it looks at service from the standpoint $300-$500 million, and it is legally mandated of the customer. It talks fi rst about long waits, to have this functionality on the commuter rail passenger travel times, and passenger wait system. We are exploring implementing it on times; it’s a report that we get every day. This our heavily used Green Line subway. We don’t now provides us with empirical data that know exactly what technology we are going shows, on a daily basis, what the customer to employ, but we need some type of positive experiences on the system. In one instance, train control to ensure safety and preserve by gathering this information, we were able to capacity on this system. reduce the number of delays on the Red Line between two particular stations from 43 percent To enhance security, we have implemented to 32 percent of trips. portal protection. We’ve hardened our asset with limited access. We have a chemical We have been looking into and developing advances in maintenance for vehicles. The 9 Using Technology to Improve Transportation

main maintenance tool for our new commuter I will discuss the experience of installing rail coaches will be laptops that will enable us electronic tolls, called AVI or Automatic to do diagnostic testing to determine quickly Vehicle Identifi cation, on the Tobin Bridge. what’s wrong with respect to any type of Originally, tolls on the Tobin Bridge were maintenance concerns. collected in cash. We sold commercial books For the future, we are looking at several of script to the trucking industry, and they used improvements. Since we have real time those as vouchers. All of these things were information on our three heavy-rail lines, our costly to administer and costly to manage. customers would like to see it migrated to the Commuters could buy a discount sticker for Green Line. We also want to look at Green two dollars for two years that gave them a 30 Line boarding. How can we more quickly percent discount on the toll. Residents bought get our customers on board? Currently, we a residence sticker for two years that gave are not opening all the doors because we them a 70 percent discount. Resident discounts want to preserve revenue collection. We want are mandated by law for the cities or towns in to integrate mobile ticketing to the bus and which a bridge is constructed. The two cities subway. I think the main payment methodology covered were Chelsea on one side, and the is going to be mobile ticketing, as well as smart Charlestown community in Boston, on the credit cards. We need to make sure that we link other. When we moved to the AVI system, the We want to integrate mobile decision was made to eliminate the books of ticketing to the bus and subway. script. The issue arose of how to get the folks in I think the main payment these two communities into the system, because methodology is going to be in order to receive the discount, according mobile ticketing, as well as smart to our mandate, they had to be part of the system. They had to get a transponder; they credit cards. We need to make had to come in; they had to register. We had sure that we link all of the modes interpreters who worked on the bridge whom together, not only the transit we could bring to the city of Chelsea, where modes but also as it relates to we really needed them. People were required to highway and tolls. bring a proof of residency in the form of a tax bill or a phone bill along with their registration and licenses. But we realized quickly that when all of the modes together, not only the transit you’re dealing with an immigrant population, modes but also as it relates to highway and you have a lot of people who don’t have credit tolls. cards, who do not have checking accounts, and MARY JANE O’MEARA: I’m going to go who come with cash. At that time, $20 was in a little different direction and talk about my required to start the account. After that, people experience as director of the Tobin Bridge and would be required to go to the Fast Lane Center customer service and technology. With the and pay cash. I was talking earlier today to my changes of technology, we don’t always keep friend, Ron Rahn, with whom I worked on that the customer in mind. The majority of people project. He told me that they are still accepting will be able to use new technology, but in a a lot of cash at that center. city like Boston, like many other cities, we deal So this is something we really have to with a large immigrant population. think about, because as you know, public 10 Using Technology to Improve Transportation

transportation is for the masses. It’s not just for will say, “It’s ten minutes away. Let’s make a people from my town who love that ferryboat different decision to access some other form of and people who ride the commuter rail and transportation to get to where we’re going.” have iPhones or smartphones. We have to think KIRK STEUDLE: There is a signifi cant about another group of people who can’t get development that’s happening in downtown to work, who can’t move, who can’t get to the Detroit. There are two groups of people who hospital, who can’t get their groceries, unless are moving back into the downtown area: they have a way to do it. We have to fi gure young adults, the twenty-somethings who don’t these people in. These people are a big part of have any children in school, and retirees who our community. are buying condos in old, converted warehouses in downtown Detroit. They want the transit Q&A system. So last year, after forty years and CELIA BLUE: In Massachusetts, we have twenty-six attempts, we fi nally got a Regional an overall blueprint, a statewide plan for our Transit Authority set up, and we signed in major roadways. We are trying to come up with legislation for southeast Michigan. There had some congestion goals. How does real time been one, and it got disbanded in the 1950s traffi c information help with congestion? Do because General Motors wanted to sell buses. you have a congestion goal? JON DAVIS: We tackled the whole notion KIRK STEUDLE: When everything crashed of big data at the ITS America Leadership in 2009, our congestion was gone. When there Circle in Nashville in April. In that group, we are no trucks moving, there are no factories discussed the ability to take data and turn it into working. When there are no factories working, usable information that can inform decisions there is nobody driving to get to a factory. before people leave the house. The information Our congestion problem is in the suburbs. comes over on your smartphone or some other We’re working our way towards a congestion device, and you can look road conditions, fi nd goal, but we don’t have one yet. Frankly, out if the trains are on time, or the availability we’re looking to all of you — in big, heavily of parking. The availability of usable congested urban areas like Boston, Chicago, information provides options for the driving New York — to say how best to handle public, or for the customer, I should say. congestion and fi gure out what makes sense for JOHN COLLURA (University of us. Massachusetts/Amherst): Could you elaborate DAVID ST. AMANT: We’ve talked a lot on the view out in Michigan, within the about a technology in terms of improving transportation industry and in the government, customer effi ciencies and providing back offi ce with respect to the vehicle mile travel (VMT) effi ciencies. Could the panel talk about using fee and how in-vehicle devices may, in technology as a tool to potentially redistribute fact, make that a more reasonable fi nancing demand across both transit and roadways? alternative in the future? JON DAVIS: I think the information that’s KIRK STEUDLE: The biggest issue with provided to the customer allows them to make VMT is the privacy piece. You need to think intelligent choices. I fi nd, in my travels around about a connected vehicle or an autonomous the town, that with the mobile applications vehicle — those are two different scenarios. we offer, people are looking at them and First, there is a device that you buy, privately. It saying, “Oh, yes, the bus or the subway car is goes wherever you want it to go, and it will still three minutes away. Let’s take that.” Or they have a bunch of identifi able information that 11 Using Technology to Improve Transportation

is connected directly to you. However, if you JON DAVIS: I think it is providing them the happen to use an autonomous vehicle, a fl eet mobility options they are going to need. One car like a Zipcar, the device creates information of them is para-transit services for those people that you need to track back and determine who who are disabled. There are technologies out was renting it at the time and where it was. We there that are available to maximize the usage need to recognize that while it becomes a little of those vehicles, some of which were actually more anonymous, you can still track it. installed on our system and some that we are I think that we are going to have to struggle looking at. There defi nitely are technologies with that concept from a privacy standpoint. available to be able to effectively deploy that While we can put up lots of screens to protect type of mobility option. But I think you’re people’s personal information, I think the right. We need to be prepared for the people careful discussion revolves around police who are going to come to transit, and that agencies. When there is a crime or there is would include para-transit. I think the biggest something going on, at what point can a police challenge that we face is not fi nancing, but agency retrieve that data? Is it through a core capacity. How are we going to be able to subpoena? Is it through a court order? Those provide the service and the capacity for those are the conversations I think that we, as a people who will come to the transit system for society, must have. I think that is the big issue those mobility options? is really privacy, and whether we are willing to DAVID ST. AMANT: We know that there give that up. Technology-wise, it’s there; it will is a safety pilot going on now in the state work. of Michigan, and it’s wrapped around the Dedicated Short Range Communication The biggest challenge that we (DSRC) concept. And they’ve got thousands face is not fi nancing, but core of cars. What effect, if any will that have on capacity. How are we going to be customer service? able to provide the service and KIRK STEUDLE: That pilot is looking at the capacity for those people who the connection. It really is about providing will come to the transit system for information to the customer. This one is real those mobility options? time information that says, “You are ready to collide with somebody.” It’s less about, “It is fourteen miles and fi fteen minutes to get JOHN WALKER (Transportation for there.” It’s about the car that is coming in the America): I appreciate you talking a bit other direction that is going to run the red light about the demographic changes. You touched that’s going to T-bone you. So it really is about briefl y on the demographic bulge, which is customer information for a safety component the aging population. Here in Massachusetts, that basically is the fi rst step toward cars that it is a large concern. We did have increases in refuse to crash. fares but ridership in general stayed the same It’s a car-to-car information piece. What they with the exception of The Ride, which is our are trying to prove is, will it have a safety para-transit service. I’m curious if any of you component? Will it actually save lives and can speak to some of the technology that is reduce fatalities. I think what comes out of the available or on the horizon to address this issue study will largely shape the future of connected of the aging population. How can we meet vehicles and what NHTSA requires on all new these transportation needs in the next 20 or 30 vehicles that are produced. It is also being years? 12 Using Technology to Improve Transportation

tested in the bus fl eet and in commercial trucks, system and reduces collection costs while for the same approach. I think commercial making many more millions of dollars available trucks will be the fi rst one that adapt it. for the capital needs of the traveling public on our systems. “Perils, Pitfalls, and Payoff s from All- Hampton, NH opened its electronic tolling Electronic Tolling” system a little over two-and-a-half years ago. Panel members: George Campbell, moderator; The benefi ts are fairly obvious to the traveling Pat Jones, executive director and CEO of the public. What’s not so obvious is that our International Bridge, Tunnel and Turnpike collection costs in Hampton dropped 35 percent Association (IBTTA); Mike Heiligenstein, since we opened that facility. executive director, Central Texas Regional We collect overall in our system about $124 Mobility Authority; Butch Eley, CEO and million a year. It has cost us over $20 million to founder, Infrastructure Corporation of America collect that, so when you start having that kind GEORGE CAMPBELL: The theme of the of drop, it makes a big difference. panel is perils, pitfalls, and payoffs. But there PAT JONES: If you remember nothing is a sub-context here that came out in the last else about what I say today, I’d like you panel. Technology advances in collection allow to remember that electronic tolling has us to pursue a more robust usage fee system. revolutionized mobility in ways never imagined The system is built on a vehicle miles travel

13 Using Technology to Improve Transportation

before. As your vehicle passes under a gantry, between the Springfi eld interchange in the you pay your toll without stopping, often at south and the Dulles in the north. highway speeds, using a transponder associated There are four general-purpose lanes and two with your account. Here’s a slide of all- express lanes in each direction. The express electronic tolling outside Denver, the E-470 lanes require the use of a transponder and are Public Highway Authority. You see a gantry tolled electronically. They are dynamically with the electronics outfi tted there. This is the priced so that as the congestion increases, way tolling is meant to be. the toll goes up and we use a market-clearing Here’s a picture of Washington, DC’s function to provide mobility to everybody who Interstate-495 Capital Beltway. There is a is in the system. This is really the future of all- new, high occupancy toll or express lane electronic tolling, and it exists today. that occupies 14 miles of interstate highway The funding crisis issue tries to answer the

14 Using Technology to Improve Transportation

question of why tolling and why all-electronic Melbourne, Australia. In the US, we’ve seen toll collection. We begin with a general the migration to all-electronic tolling in Dallas, premise that the gas tax is unsustainable. We Denver, Houston, and Austin. Additionally, had two congressional commissions look at there are many examples of priced managed how we fund transportation in this country. lanes. The Capital Beltway in Washington They came to similar conclusions: We ought D.C., noted earlier, is one example of about 300 to increase the gas tax in the short term. For corridor miles in this country that are actually the long term, we are going to have to go to priced managed lanes, congestion charging, or something that’s quite a bit more robust. And express lanes. There is another 700 miles of that would be charging vehicles for system high-occupancy vehicle lanes in this country. If usage. you look at what is under development today, The American Society of Civil Engineers there are about 2,500 miles of express lanes in periodically produces a report that provides some level of development. a letter grade for the state of America’s The payoff for all-electronic tolling is a more infrastructure. They gave a grade of D+ overall sustainable source of funding. The fact that to infrastructure, D to roads, and C+ to bridges. we are transferring huge quantities of money Each year, Texas A&M publishes an urban from the general fund into the highway trust mobility report. In the most recent report, they found that in traffi c congestion, we consume, We have 5,300 miles of tolled or waste, 2.9 billion gallons of fuel every year. motor ways in 35 states and The fi nancial impact on the country is about territories. We collect about $12 $121 billion annually. Since the federal gas tax billion a year in toll revenues has not been increased since 1993, Congress has had to transfer more than $50 billion into annually. Eighty-four percent of the highway trust fund. The gas tax is not Americans feel that tolls should sustainable. We need another method to fund be considered - project by transportation. project or as a primary source of I would like to make a few points about tolling transportation revenue. So there is in the United States. We have 5,300 miles of broad support for tolling. tolled motor ways in 35 states and territories. We collect about $12 billion a year in toll revenues annually. Eighty-four percent of fund suggests that the gas tax is unsustainable. Americans feel that tolls should be considered Continuing to rely on the federal gas tax — project by project or as a primary source inhibits us from raising money in more of transportation revenue. So there is broad productive ways. Tolls provide a sustainable support for tolling. Across the country, each source of funding and a clear, direct link agency has had its own organic growth in between payment for the facility and use of electronic toll collection. Most agencies in the facility. They make congestion charging the country have 70 percent to 80 percent of possible. customers paying by electronic tolling. Finally, I want to discuss perils and pitfalls. There are many examples of all-electronic The issue of uncollected tolls is a challenge to tolling systems around the world. In Toronto, moving to all-electronic tolling. The reciprocity the 407 ETR, highway 407, opened with agreement among New Hampshire, Maine, electronic tolling, as did a new highway in and Massachusetts is an attempt to provide 15 Using Technology to Improve Transportation

for the collection of tolls from people who counties appoint my board, establishing local may be violating their respective states. governance. The governor of the state appoints Accommodating members of the customer the chairman. The statute that formed this base without bank accounts or without credit arrangement stated that no elected offi cial can cards is a challenge. Additionally, there is the serve on my board. uncertainty that may exist in the collection of I appreciate the ability to remove politics from tolls. That would be a concern for credit rating the things that we have to do, particularly as it agencies. relates to tolling. Tie that in with the regional That is a brief overview of all-electronic decision-making culture, and we have an tolling. In closing, I would like to note that immediate connection to the entities that we the Golden Gate Bridge went to all-electronic serve, particularly our metropolitan planning tolling in March, 2013. The transition to all- organization. This is critical. electronic tolling occurred without any hazard We include all forms of mobility. Our agency of incident. I believe that next spring we will can do everything from airports to trails, from see the Tobin Bridge going to all-electronic rail to transit to highways. In fact, with every tolling, as well. MIKE HEILIGENSTEIN: I’m executive We have perhaps the most director of the Central Texas Regional Mobility powerful mobility model in the Authority (RMA), which includes Austin. Austin is a dynamic, growing, prosperous area country. The revenues we generate of 1.6 million people. The RMA model has stay inside the boundaries of the only been around since 2002. We represent region. They do not have to stay two counties, a red county and a blue county. in a corridor. In fact, most will not You couldn’t have two more different counties stay in the corridor. They will stay anywhere in Texas than Williamson and Travis in the region. We are building Counties. I now live in the Republic of Austin, a system in central Texas, not a a city that is very different from most of the state. single road. We are building a system of mobility. I believe we have perhaps the most powerful mobility model in the country. The revenues we generate stay inside the boundaries of the road we build, we build a bike and pedestrian region. They do not have to stay in a corridor. facility. We have primacy and CDA authority. In fact, most will not stay in the corridor. With primacy, we have right of fi rst refusal to They will stay in the region. We are building a develop a toll facility over any other agency in system in central Texas, not a single road. We the State of Texas, including the Department of are building a system of mobility. To build a Transportation. single road and then say that all the revenue In Austin, we started with electronic and cash. has to stay there, no matter what county, would The credit agencies and the rating agencies be disingenuous, and I think, not productive for wouldn’t allow us to start up a facility that the region. did not include cash, because seven years Our fi rst facility is actually back-stopping ago they didn’t believe in all-electronic. They our second facility, which is in a different thought there would be too much leakage. We county. These two counties came together and transferred over to all-electronic; we are the agreed that this was a good model. The two fi rst to actually convert over to all-electronic. 16 Using Technology to Improve Transportation

We decided that the leakage would be worth exemptions are transit buses and registered it. People who violate the system one or two van pools. We have been discussing disabled times aren’t that important to our revenue veterans, but the concern is you can go on stream. down the line and get to a tremendous number There are issues, not so much pitfalls, to of exemptions. consider in all-electronic tolling. The fi rst In our system, 76 percent of total payments is, “Who owns the customer base?” or in are electronic. 76-80 percent is probably going our case, “Who owns the data behind the to be about the top end. On the video side, a customer base?” Our solution is to fi lter picture of your license plate is taken, and then though the department. The state transportation we bill you. 11 percent pay within 30 days; department has an electronic tag that we buy most people pay within 180 days. We don’t get into. The tag is inter-operable throughout collection from about 6-7 percent of users. the entire state of Texas. That was a huge We see some environmental benefi ts. When you consideration for us. We didn’t want to have don’t have vehicles sitting in queues waiting Houston people needing to get a different tag to get through a gantry, you are saving a lot of to go to Austin, a different tag to go to Dallas, fuel. In a study we commissioned, we found San Antonio, or Tyler. that for tolling in general travel time savings The issue of availability to all populations and were up to 75 percent. Additionally, comparing all economic populations is important. You an older road (with 16 lights) to the toll road have to have a companion program where you running parallel, fuel savings were about 26 enable a person who wants to do a cash-based percent per year using the toll road. The CO2, tag to do so. Another thing on all-electronic is: the CO, and the NOX reductions have been “Who gets exemptions?” In our case, the only signifi cant.

17 Using Technology to Improve Transportation

In addition, we have reduced capital we think that Austin will be a good market for expenditures. There is no additional real these electronic smartphone applications, which estate to be acquired, no need for multiple toll will start soon. booths, no money counting equipment. We I would be remiss not to say it’s been a diffi cult realized reduced operational costs from labor journey at times but the electronic portion to equipment, plaza, roadway width, and utility of this has made it a much better and easier costs. journey than it would have been otherwise. We The biggest thing with technology is allowing live by: seamless, reliable, safe, green. us to do is dynamic pricing. For example, BUTCH ELEY: I want to discuss the back end Minneapolis has made the decision to no of delivery model operations and maintenance. longer build traditional toll or non-toll roads. We know that every state has experienced They going to create managed express lanes. tremendous diffi culties with defi cits and budget Tolling will be set to algorithms in the back cuts over the last few years. At the same time offi ce based on the level of congestion and that we’ve been dealing with those cuts, the designed to provide a reliable, timed trip from condition of our asset all over the country point A to point B at, say, 50 or 60 miles per continues to deteriorate. We’ve got roughly hour. 40 percent of our roads in poor-to-mediocre We have a project underway now that is adding condition throughout the country. a lane to three existing non-toll lanes. We could have gone the other route and simply We’ve tried to nudge our added another lane to that corridor without agencies and our governmental tolling. However, that would draw demand entities toward more of an asset and the road would be as congested within management approach. We’re six months, if not earlier than it is now. In this trying to move away from old case, you provide an opportunity for transit to school, reactive operations and get in that lane with their express buses and get from point A to point B reliably. In the Austin maintenance and move toward a region, 94 percent of the population travels in model that considers the total life a single-occupant vehicle. We are focusing our cycle cost on the front end. planning on that customer base. If we can get public ridership to 10-15 percent, that would So, what can we do about it? The simple be amazing. But we need to focus on the 90 message that I would put forth today is to try percent who use cars to get to work. Transit to begin with the end in mind rather than just and registered van pools get in this lane at getting something moving. We spend so much no cost and we’re hoping to bleed fi ve to six energy and time on the process, planning, percent of those single-occupant vehicles. implementation, approval, design, and build We really want to get people out of single- that we don’t tend to focus on what is it going occupancy cars, and we are trying to fi gure to take to operate this facility. How do we out ways to do it. One program encourages operate that facility most effi ciently? ride sharing with smartphones. We’re going One of the things that we’ve tried is to nudge to pilot that for the FHWA, where folks can our agencies and our governmental entities get together at any time, either before or at toward more of an asset management approach. the commencement of a trip and connect with We’re trying to move away from old school, other people and ride together downtown. And reactive operations and maintenance and move 18 Using Technology to Improve Transportation

toward a model that considers the total life October, we had a horrible accident involving cycle cost on the front end. The new model a tractor trailer at a toll booth at 2:45 a.m. allows us to end up moving with an operations This was not an isolated incident. From the and maintenance approach that is more standpoint of open road tolling or all-electronic, proactive in the process. We are trying to bring there is simply no replacement from the safety technology and innovation into the thought standpoint: the lives that can be saved over process of every single asset activity and every the years by having free fl ow through those feature that we utilize. Our system in Orlando gantries as opposed to having to stop with is 100 percent covered with ITS, with cameras. tolls. From an operational standpoint, we were We utilize those cameras in operations and able to have a new booth in place and working maintenance every day. No longer do you have within 12 hours. to depend on guys out there in trucks looking at I wanted to also note innovations in contracting. what needs to be done on the roadway. We’ve There are tremendous opportunities now for got those camera eyes on the road 24/7, and contract models that improve the delivery this speeds up our reaction time to an accident processes and create greater effi ciencies. To or incident or helps us to uncover activities that illustrate: A fuel spill spread 8,000 gallons on a need to be tended to. bridge in Florida. The bridge was re-opened in Certainly, incident response is a major part of less than three weeks. Crews worked 24/7 on operations and maintenance. When you look the roadway. The performance incentives and at tolling and when you look at operations disincentives built into those contracts had an and maintenance for toll facilities, it is about impact: The bridge opened sixteen days after staying focused on the customer. If the facility the incident. goes down, that means money. So you’ve Remote monitoring is an example of innovation got to get the facility back open as soon as and technology that has enhanced our daily possible. operations and maintenance activities. A I recognize that, as it relates to open computer network, utilizing sensors, captures road tolling, there are a lot of front end data in the fi eld that, in turn, drives our work considerations like labor and politics. plan and our quality. For instance, we no longer Certainly, a major consideration is safety. Last need to send somebody out every week to look 19 Using Technology to Improve Transportation

at the generators to make sure that they were a former commissioner of transportation, with working properly. responsibility for a whole state: Public-private In closing, I would reiterate the fact that if funding partnerships can advance projects as we can create alignment through the entire much as a decade sooner, and they can save that process, from planning, design, construction, huge extra cost of capital infl ation. implementation, and on the back end, C.T. TANG: My question is to Mike. What operations and maintenance, this complete approaches does your Authority take to reduce process will make for a much smoother facility. the leakage? MIKE HEILIGENSTEIN: Primarily we’ve Q&A used the judicial system. Prior to going to court, MICHAEL PUTNIK: My question is to Pat we go through the 30/60/90-day process of Jones. Do you expect to be able to cover the trying to make sure people understand that they gap for transportation funding, $55 billion, owe a bill. If they fail to respond, eventually with tolls only, which today account for $12 they are going to go to the Justice of Peace billion? Court. During this session of legislature, we PAT JONES: Tolling is one of the tools in the have a bill going through that is going to allow toolbox; that’s the main message that I want the holding of the registration of the car. But to convey. It isn’t appropriate everywhere. frankly, right now, the judicial system has The point I’m trying to highlight is that we worked quite well. need to think about how to fund our surface CRAIG KELLY: I’m a City Councilor in transportation system because the current Cambridge. Our roads were built starting in reliance on the fuel tax is not sustainable. 1781. I was wondering what sort of retrofi tting Tolling is one of the options. you have going on in terms of systems for these MIKE HEILIGENSTEIN: Administrator older, more established, already incredibly Rogoff recently spoke at the Center for congested places. MIKE HEILIGENSTEIN: In that scenario, Tolling is one of the tools in the you can possibly do cordon pricing. However, toolbox; that’s the main message cordon pricing is sort of the third rail in a lot that I want to convey. It isn’t of areas right now, because you are pricing appropriate everywhere. everything that comes into your core city at some level. But the technology now will allow cordon pricing and give cities at least the Transportation research at the University of opportunity to consider that option. Texas. Somebody asked him a similar question GEORGE CAMPBELL: I think that part of about funding. He said, “We need everything. the answer for Cambridge is, “What’s going on I don’t think we are going to see a big increase regionally in terms of collection and facilities in gas tax. It doesn’t look like anybody’s got collection that can be shared?” Second, look the heart for that right now.” Between the at your transportation as a whole, parking tax and P3s and tolling, perhaps some of that included. And think about technology and what gap can be fi lled. Frankly, I think that it’s it can do in parking. In San Francisco, a simple going to be diffi cult. I think we are going to device on a parking meter can tell when the see continued cutbacks until new sources of vehicle leaves the meter and the meter goes revenue become available. back to zero. By deploying this technology, San GEORGE CAMPBELL: I would chime in as 20 Using Technology to Improve Transportation

Francisco increased its parking collection 40 About the Speakers percent. Rich Davey Closing Remarks Richard A. Davey was appointed as MassDOT MARIO MARSANO: This has been a very Secretary and Chief Executive Offi cer by productive conference. I would say what Governor Patrick in September 2011. Prior keeps this country strong and productive is to his current appointment, Secretary Davey its economy, and our infrastructure is the served as MBTA General Manager and underpinning of our economy. This conference MassDOT Rail & Transit Administrator, where has demonstrated that by marrying our current he was responsible for managing the MBTA infrastructure with technology, we will and overseeing the Commonwealth’s 15 continue to be able to grow and stay relevant. Regional Transit Authorities and MassDOT’s I took a trip to Chile earlier this year, and I was rail program. Prior to joining MassDOT, extremely impressed to see a blueprint that Secretary Davey served in a variety of fi fteen years ago they set out to implement and capacities, including General Manager, at to see it almost fully developed — and how far the Massachusetts Bay Commuter Railroad ahead of the curve they are from where we are. (MBCR), the company that operates and I think it was noted earlier how long it takes maintains the MBTA’s commuter rail service. to implement things in our country. A vital Kirk Steudle transportation system is the lifeblood of our economy. And I think that if we are able to get Kirk T. Steudle is Michigan’s State our offi cials on the same page, we can take our Transportation Director. He began his transportation system forward and continue to career with the Michigan Department of be the strongest country in the world. Transportation (MDOT) in 1987 as an engineer trainee. He is a registered professional engineer, It happens that Chile has an economy the size and rose through the ranks of the department to of Missouri. You look at a country that size his current position. On Jan. 1, 2011, Governor being able to implement everything in its plan, Rick Snyder appointed Kirk T. Steudle as and it leaves a little something for us to think the State Transportation Director. Steudle about. also served as State Transportation Director I want to thank Steve for the opportunity from 2006 - 2010. Steudle oversees MDOT’s to speak and for putting this conference more than three billion dollar budget and is together. Before closing, I would also like responsible for the construction, maintenance, to acknowledge Joseph Giglio. Joseph has and operation of nearly 10,000 miles of state been very provocative and forward-thinking highways and more than 4,000 state highway in the transportation sector for many years. bridges. He also oversees administration of About a year ago, New Jersey was talking a wide range of multi-modal transportation about integrating its system, and I thought, programs statewide. Steudle is the 2013 vice “You know, I think I have read this before chair of the Transportation Research Board somewhere.” I called Joseph and he said, (TRB) Executive Committee as well as the “Yeah. I wrote about that idea twenty years 2013 vice chair of the Intelligent Transportation ago.” So he is not only ahead of the curve, he Society America (ITSA). is the curve. So, Joseph, thank you very much for all your contributions. We are also very Jon Davis thankful for all of you who participated today. Jon Davis is the Deputy General Manager 21 Using Technology to Improve Transportation

and Chief Financial Offi cer for the MBTA. components. He has previously served as Serving for more than ten years, Davis directs Chair of the National Electrical Manufacturers the fi nancial management and accounting Association (NEMA), Transportation sector. functions of the Authority, manages the He has, for many years, served on the Board of operating and capital budgets, and oversees the Directors for Intelligent Transportation Society collection of all revenue. As the MBTA’s senior of America (ITSA), and has chaired its Policy fi nancial advisor, Davis provides fi nancial and Business Council. St. Amant is also the counsel to the General Manager and the Board incoming chair of ITS America. of Directors. Prior to coming to the MBTA in 1995, Jon worked in the private sector for 25 Pat Jones years at H.P. Hood, Inc. At that organization, Patrick D. Jones is executive director and he held the positions of Vice President and chief executive offi cer of the International Controller, Vice President Operations Planning, Bridge, Tunnel and Turnpike Association. With Vice President MIS and Treasurer, and headquarters in Washington, D.C., IBTTA is Corporate Controller. He received his MBA at the worldwide association for the owners and Babson College and his BS at The Defi ance operators of toll highways, bridges, and tunnels College. and the companies that provide products and services to the toll industry. Since assuming Mary Jane O’Meara this position in 2002, Jones has built IBTTA Mary Jane O’Meara is an Associate Vice into the principal advocate for toll fi nanced President at HNTB Corporation. Her more transportation and the leader in producing than 25 years of experience includes two high quality educational experiences for toll decades with the Massachusetts Port Authority industry professionals. Under his leadership (Massport), serving as operations manager and IBTTA revitalized its premier journal, Tollways then director of the Tobin Memorial Bridge. , created the IBTTA Leadership Academy, and Additionally, O’Meara has always been a introduced many new programs, including the strong advocate for professional development Transportation Finance Summit, Transportation of the industries, of which she is involved, Improvement Forum, Violation Enforcement as well as her peers and support staff. She is Summit and its fi rst workshop in South the past president of the International Bridge, America. Prior to joining IBTTA in January Tunnel and Turnpike Association and the 2002, Jones was vice president for business International Women’s Transportation Seminar. programs with the Health Insurance Association of America. David St. Amant David St. Amant is the president and chief Mike Heiligenstein operating offi cer for Econolite Group, Mike Heiligenstein is the Executive Director Incorporated, headquartered in Anaheim, of the Central Texas Regional Mobility California. Econolite Group is the umbrella Authority, an independent government agency company of Econolite Control Products, created in 2002 to design a modern, regional Incorporated and fi ve other subsidiaries serving transportation network for Central Texas. The the transportation industry. Prior to joining Mobility Authority’s current and future projects Econolite Group, St. Amant spent 14 years are key elements in a carefully planned, multi- serving in senior and executive level sales and modal transportation system designed to marketing positions at Avnet Incorporated, meet the diverse mobility needs of this fast- the world’s largest distributor of electronic growing region. Heiligenstein has been with 22 Using Technology to Improve Transportation

the Mobility Authority since its inception and strategic thinker, business and community has overseen the development the Mobility leader, he has a proven record of creating Authority’s fi rst project, the 183A toll road in billions in public-private partnerships. With an Williamson County, one of the fi rst toll roads extensive leadership background in both the in the country to convert to all-electronic private and public sectors, Campbell has been toll collection. Before taking the helm at the President of four companies, including an inter- Mobility Authority, he served the citizens of modal transportation business and a northern Williamson County and the City of Round New England commercial real estate business. Rock as County Commissioner and City His public service leadership posts include Councilman. During his 23 years of public having been Commissioner of Transportation service, he initiated and helped supervise over for two states, Maine and New Hampshire, $500 million in capital improvement projects. both which he led from signifi cant defi cits to sound fi nancial footing. He was also elected Butch Eley City Councilor and Mayor of Portland, Maine. Butch Eley is the Chief Executive Offi cer, He served as President of the Maine Municipal founder, and a member of the Board of Association and leadership of several non- Directors of the Infrastructure Corporation profi ts including having chaired the Gulf of of America. He began his career as a Maine Research Institute. congressional assistant where one of his responsibilities was working with the U.S. Mario Marsano House of Representatives Public Works and Mario Marsano is a Managing Director of Transportation Committee. He later served as Ramirez & Co. in charge of the fi rm’s Boston Chief of Staff in the Metropolitan Nashville offi ce. He is a veteran of the municipal fi nance Mayor’s Offi ce. He left the government sector business with over 33 years of experience. Prior in 1990 to start his own consulting fi rm, which to joining the fi rm, Mr. Marsano spent over 13 specialized in helping communities do business years at Raymond James & Associates, and 16 with the government. He later merged his years at Credit Suisse First Boston. During his company with The Ingram Group and became extensive investment banking career, Marsano President of the Ingram Group in 1993. In has represented many major domestic and that position, he was responsible for assisting international clients including Chubut Province clients such as Corrections Corporation of in Argentina, Public Private Partnerships in America, Leisure Management International, Chile, as well as major issuers in the United National Recovery Technology, Chase States ranging from health and education Manhattan, and Ray Belle Construction. Eley institutions to transportation enterprises and is currently the Chair of AASHTO (American state and local governments. He currently Association of State Highway Transportation serves as lecturer at the D’Amore-McKim Offi cials) Interstate Anniversary Board of School of Business, Northeastern University. Advisors. Eley earned both his Bachelors of He is on the Board of Directors of the Boston Business Administration and M.B.A. from Rugby Foundation, and Beth Israel Deaconess Belmont University’s Massey School. Hospital - Milton.

George Campbell As Senior Managing Director, George Campbell leads Lexden’s Public Private Partnership business. An accomplished 23 Using Technology to Improve Transportation

The Center for Strategic Studies The Center for Strategic Studies, housed at Northeastern University’s D’Amore-McKim School of Business, focuses on issues facing public and private sector enterprises including strategic direction, service delivery, and capital fi nancing. The Center works with organizations to identify opportunities for strategic and operational improvements and assistance with implementation. The Center prides itself on its independent, fact-based research model for restructuring organizations for growth and improved fi nancial performance.

The Rappaport Center for Law and Public Service Established with the generous support of the Phyllis and Jerome Lyle Rappaport Foundation, the Rappaport Center for Law and Public Service at Suffolk University Law School fosters innovative thinking on law and public policy and promotes emerging leaders who are deeply committed to public service and pro bono work. Serving as the home to all public service related activity at the law school, the Rappaport Center sponsors an extensive public policy programming agenda, advises students interested in public service careers, manages the law school’s Pro Bono Program, and administers the Rappaport Fellowship Program in Law and Public Policy and other fellowship programs. More information about the Center is available at http://www.rappaportcenter.org/.

The Rappaport Institute for Greater Boston ’s Rappaport Institute for Greater Boston aims to improve governance of Greater Boston by fostering better connections between scholars, policy makers, and civic leaders. The Institute was founded and funded by the Phyllis and Jerome Lyle Rappaport Foundation, which promotes emerging leaders. More information about the Institute is available at www.hks. harvard.edu/rappaport.

The organizers would like to express their thanks to Butch Eley of the Infrastructure Corporation of America and Mario Marsano of Ramirez & Company for their support.

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