King Coal Highway Model Public–Private Partnership U.S

MAY–JUNE 2014 NUMBERTR 292 NEWS King Coal Highway Model Public–Private Partnership U.S. Energy Outlook: Positive Implications for Transportation Automated Vehicle Technology: Research Areas to Follow Driverless Cars: Promises and Pitfalls Programming Funds for Research

Plus: Practical Findings from Cooperative Research Programs TRANSPORTATION RESEARCH BOARD 2014 EXECUTIVE COMMITTEE* Chair: Kirk T. Steudle, Director, Michigan Department of Transportation, Lansing Vice Chair: Daniel Sperling, Professor of Civil Engineering and Environmental Science and Policy; Director, National Academy of Sciences Institute of Transportation Studies, University of California, Davis National Academy of Engineering Executive Director: Robert E. Skinner, Jr., Transportation Research Board Institute of Medicine National Research Council Victoria A. Arroyo, Executive Director, Georgetown Climate Center, and Visiting Professor, Georgetown University Law Center, Washington, D.C. The Transportation Research Board is one Scott E. Bennett, Director, Arkansas State Highway and Transportation Department, Little Rock of six major divisions of the National Deborah H. Butler, Executive Vice President, Planning, and CIO, Norfolk Southern Corporation, Norfolk, Virginia (Past Chair, 2013) Research Council, which serves as an James M. Crites, Executive Vice President of Operations, Dallas–Fort Worth International Airport, Texas independent adviser to the federal gov- Malcolm Dougherty, Director, California Department of Transportation, Sacramento ernment and others on scientific and A. Stewart Fotheringham, Professor and Director, Centre for Geoinformatics, School of Geography and technical questions of national impor- Geosciences, University of St. Andrews, Fife, United Kingdom tance, and which is jointly administered John S. Halikowski, Director, Arizona Department of Transportation, Phoenix by the National Academy of Sciences, the Michael W. Hancock, Secretary, Kentucky Transportation Cabinet, Frankfort National Academy of Engineering, and Susan Hanson, Distinguished University Professor Emerita, School of Geography, Clark University, Worcester, Massachusetts the Institute of Medicine. The mission of Steve Heminger, Executive Director, Metropolitan Transportation Commission, Oakland, California the Transportation Research Board is to Chris T. Hendrickson, Duquesne Light Professor of Engineering, Carnegie Mellon University, Pittsburgh, provide leadership in transportation Pennsylvania innovation and progress through Jeffrey D. Holt, Managing Director, Bank of Montreal Capital Markets, and Chairman, Utah Transportation research and information exchange, con- Commission, Huntsville, Utah ducted within a setting that is objective, Gary P. LaGrange, President and CEO, Port of New Orleans, Louisiana interdisciplinary, and multimodal. The Michael P. Lewis, Director, Rhode Island Department of Transportation, Providence Board’s varied activities annually engage Joan McDonald, Commissioner, New York State Department of Transportation, Albany Abbas Mohaddes, President and CEO, Iteris, Inc., Santa Ana, California about 7,000 engineers, scientists, and Donald A. Osterberg, Senior Vice President, Safety and Security, Schneider National, Inc., Green Bay, Wisconsin other trans portation researchers and Steven W. Palmer, Vice President of Transportation, Lowe’s Companies, Inc., Mooresville, North Carolina practitioners from the public and private Sandra Rosenbloom, Professor, University of Texas, Austin (Past Chair, 2012) sectors and academia, all of whom con- Henry G. (Gerry) Schwartz, Jr., Chairman (retired), Jacobs/Sverdrup Civil, Inc., St. Louis, Missouri tribute their expertise in the public inter- Kumares C. Sinha, Olson Distinguished Professor of Civil Engineering, Purdue University, West Lafayette, est. The program is supported by state Indiana transportation departments, federal Gary C. Thomas, President and Executive Director, Dallas Area Rapid Transit, Dallas, Texas agencies including the component Paul Trombino III, Director, Iowa Department of Transportation, Ames administrations of the U.S. Department Phillip A. Washington, General Manager, Regional Transportation District, Denver, Colorado of Transportation, and other organiza- Thomas P. Bostick (Lt. General, U.S. Army), Chief of Engineers and Commanding General, U.S. Army Corps of tions and individuals interested in the Engineers, Washington, D.C. (ex officio) development of transportation. Alison Jane Conway, Assistant Professor, Department of Civil Engineering, City College of New York, New York, and Chair, TRB Young Members Council (ex officio) The National Research Council was orga- Anne S. Ferro, Administrator, Federal Motor Carrier Safety Administration, U.S. Department of Transportation nized by the National Academy of (ex officio) Sciences in 1916 to associate the broad David J. Friedman, Acting Administrator, National Highway Traffic Safety Administration, U.S. Department of Transportation (ex officio) community of science and technology John T. Gray II, Senior Vice President, Policy and Economics, Association of American Railroads, Washington, with the Academy’s purposes of fur- D.C. (ex officio) thering knowledge and advising the Michael P. Huerta, Administrator, Federal Aviation Administration, U.S. Department of Transportation federal government. Functioning in (ex officio) accordance with general policies deter- Paul N. Jaenichen, Sr., Acting Administrator, Maritime Administration, U.S. Department of Transportation mined by the Academy, the Council has (ex officio) Therese W. McMillan, Acting Administrator, Federal Transit Administration, U.S. Department of Transportation become the principal operating agency (ex officio) of both the National Academy of Michael P. Melaniphy, President and CEO, American Public Transportation Association, Washington, D.C. Sciences and the National Academy of (ex officio) Engineering in providing services to the Victor M. Mendez, Administrator, Federal Highway Administration, and Acting Deputy Secretary, U.S. government, the public, and the scien- Department of Transportation (ex officio) tific and engineering communities. Robert J. Papp (Adm., U.S. Coast Guard), Commandant, U.S. Coast Guard, U.S. Department of Homeland Security (ex officio) www.TRB.org Cynthia L. Quarterman, Administrator, Pipeline and Hazardous Materials Safety Administration, U.S. Department of Transportation (ex officio) Peter M. Rogoff, Acting Under Secretary for Policy, U.S. Department of Transportation (ex officio) Craig A. Rutland, U.S. Air Force Pavement Engineer, Air Force Civil Engineer Center, Tyndall Air Force Base, Florida (ex officio) Joseph C. Szabo, Administrator, Federal Railroad Administration, U.S. Department of Transportation (ex officio) Barry R. Wallerstein, Executive Officer, South Coast Air Quality Management District, Diamond Bar, California (ex officio) Gregory D. Winfree, Assistant Secretary for Research and Technology, Office of the Secretary, U.S. Department of Transportation (ex officio) Frederick G. (Bud) Wright, Executive Director, American Association of State Highway and Transportation Officials, Washington, D.C. (ex officio)

* Membership as of June 2014. TR NEWS NUMBER 292 MAY–JUNE 2014

3 The Rapidly Improving U.S. Energy Outlook: Positive Implications for Transportation Gary Maring and Marianne Mintz Advances in exploration and production technologies have opened up vast new reservoirs of 3 domestic oil and natural gas in the United States. The authors survey recent developments and the outlook, which they term a “win–win for U.S. transportation, economic development, energy, air quality, and climate policy.”

12 The King Coal Highway: West Virginia Department of Transportation’s First Public–Private Partnership Sabrina DeVall and Michael Pumphrey A public–private partnership between West Virginia and a coal mining company reduced project costs and time in completing construction of portions of a north–south Interstate Highway corridor traversing mountainous terrain. The authors describe the problems solved and benefits gained from what has become a model project.

19 Automated Vehicle Technology: Ten Research Areas to Follow Robert P. Denaro, Johanna Zmud, Steven Shladover, Bryant Walker Smith, 19 and Jane Lappin TRB and Stanford University cosponsored a workshop in July 2013 on the challenges and opportunities related to the increasing automation of motor vehicles and the environments in which they operate. The authors trace ten major topics with related research questions culled from the workshop’s breakout sessions.

25 POINT OF VIEW Who Is in Charge? The Promises and Pitfalls of Driverless Cars M. L. Cummings and Jason Ryan Driverless car technology promises safer and more efficient driving systems, but many questions remain, the authors note, such as the robustness of the technology and the interaction between the human driver and the technology. Proper design and extensive testing are needed, and great care should be taken in implementation. 36 31 SIGNALS A Note About Programming Research Funding Robert E. Skinner, Jr. Allocating funds to support research and innovation is a formidable task, the author notes, and suggests a four-faceted approach that may help provide a better, more understandable rationale for research investments and promote investments that will be more cost-effective in the long term. 34 Assessing Highway Research and Development Priorities Walter E. Diewald

36 NCHRP REPORT Automated Enforcement for Speeding and Red Light Running Rebecca Fiedler and Kim Eccles A recent National Cooperative Highway Research Program (NCHRP) Report examines successful automated speed and red light running enforcement initiatives and explores the factors contributing to success.

40 NEW NCHRP REPORT COVER: Completed Red Jacket section of the King Coal Highway, a Communicating the Value of Preservation: A Playbook public–private partnership project in Joe Crossett West Virginia, part of the Interstate A recent NCHRP Report developed guidance for officials at state transportation agencies to 73–Interstate 74 North–South corridor. develop and implement strategies for communicating the role and importance of maintenance (Photo: Mingo County Redevelopment and asset preservation in sustaining highway system performance. Authority) 43 NCHRP SYNTHESIS OF HIGHWAY PRACTICE TR NEWS Engineering Economic Analysis Practices for Highway Investments Michael J. Markow features articles on innovative and timely An NCHRP synthesis study affirms the benefits of engineering economic methods, research and development activities in all modes showing how select transportation agencies have applied exemplary practices in of trans portation. Brief news items of interest to the transportation community are also included, benefit–cost analyses and similar procedures to a range of applications in highway along with profiles of transportation profes - investment decision making. sionals, meeting an nouncements, summaries of new publications, and news of Transportation 47 NCHRP REPORT Re search Board activities. A Model for Identifying and Evaluating the Historic Significance TR News is produced by the of Post–World War II Housing Transportation Research Board Emily Pettis and Christina Slattery Publications Office Javy Awan, Editor and Publications Director The protection of post–World War II residences increasingly is being considered as part Lea Camarda, Associate Editor of a transportation project’s compliance with the National Historic Preservation Act. An Jennifer J. Weeks, Photo Researcher NCHRP Report offers national guidance, a national historic context, and a survey and Juanita Green, Production Manager evaluation methodology for single-family postwar residences. Michelle Wandres, Graphic Designer

TR News Editorial Board 50 NCHRP PROJECT IN PROGRESS Frederick D. Hejl, Chairman Framework for Making Safe Transportation Decisions: Charles Fay Christine L. Gerencher Seven Principles for Prioritizing Safety Edward T. Harrigan Susan B Herbel and Nicole Waldheim Christopher J. Hedges The authors present seven tested, practical principles derived from an NCHRP project in Russell W. Houston Katherine Kortum progress to help states to incorporate transportation safety considerations and Thomas R. Menzies, Jr. implement measures throughout the planning process. G.P. Jayaprakash, Research Pays Off Liaison 54 ACRP SYNTHESIS OF AIRPORT PRACTICE Transportation Research Board Robert E. Skinner, Jr., Executive Director Issues with Airport Organization and Reorganization: Russell W. Houston, Assistant Executive Finding the Perfect Organizational Structure for an Airport Director Mark R. Norman, Director, Kimberly A. Kenville and James F. Smith Technical Activities An Airport Cooperative Research Program synthesis study has assembled a flight plan to Stephen R. Godwin, Director, assist airports in changing or adapting their organizational structures to meet strategic, Studies and Special Programs operations, and business goals and to facilitate the delivery of core services. Gary J. Walker, Director, Administration and Finance Christopher W. Jenks, Director, Cooperative Research Programs ALSO IN THIS ISSUE: Ann M. Brach, Director, SHRP 2

TR News (ISSN 0738-6826) is issued bimonthly by the 59 Research Pays Off 64 TRB Highlights Transportation Research Board, National Research Preserving Georgia Pavements Cooperative Research Programs Council, 500 Fifth Street, NW, Washington, DC 20001. Internet address: www.TRB.org. with Micromilling News, 66 David M. Jared and Sheila Hines Editorial Correspondence: By mail to the Publications 67 News Briefs Office, Transportation Research Board, 500 Fifth 61 Calendar Street, NW, Washington, DC 20001, by telephone 69 Bookshelf 202-334-2972, by fax 202-334-3495, or by e-mail 62 Profiles [email protected]. Freight and aviation planner Subscriptions: North America: 1 year $60; single Theodore K. Dahlburg; asphalt issue $12. Overseas: 1 year $85; single issue $12 materials researcher and technical plus shipping. Inquiries or communications con- manager Robert Benton McGennis cerning new subscriptions, subscription problems, or single-copy sales should be addressed to the Business Office at the address below, or telephone 202-334-3216, fax 202-334-2519. Periodicals postage COMING NEXT ISSUE paid at Washington, D.C. Feature articles and sidebars in the July–August TR News assemble a comprehensive how-to on Postmaster: Send changes of address to TR News, Transportation Research Board, 500 Fifth Street, NW, performance management in transportation. Authors explore current thinking, lessons learned, Wash ington, DC 20001. tools and techniques, and issues related to performance management—what works and what does not. Features detail the experience of a CEO Notice: The opinions expressed in articles appearing in championing performance management; how in TR News are those of the authors and do not state DOTs are using performance measures in necessarily reflect the views of the Transportation Research Board. The Trans por tation Research Board long-range planning; successful efforts to and TR News do not en dorse products or manufac- communicate performance management turers. Trade and manufacturers’ names appear in an information; developing organizational support article only because they are considered essential. for performance management; underpinning Printed in the United States of America. North Carolina DOT’s website dashboard performance measurement and decision making Copyright © 2014 National Academy of Sciences. presents statistics on performance, with quality information; the interrelationship All rights reserved. For permissions, contact TRB. providing accountability at all levels and between transportation asset management and across all program areas. performance management—and more. TR NEWS 292 MAY–JUNE 2014 3 ). ). 2 Shale gas has entered the energy use, and more than one- than more and use, energy sup- gas natural U.S. of the half other and shale from comes ply (Figure sources unconventional ( 4) page 1, has has grown rapidly after a long- term effort by the the natural with gas partnership in industry, to (DOE), Energy of Department and drilling improve extraction methods in exploration. increased parallel with plummeted, have prices market, encour- have forces and market manufacturing, aged the utility, and transportation Natural sectors fuels. to switching consider than more for accounts now gas one-quarter of America’s total

PHOTO: ENVIRONMENTAL PROTECTION AGENCY VIA NATIONAL ARCHIVES New Energy Resources gas natural U.S. in surge the is dramatic more States Even United the in production gas Shale production. World oil prices quadrupled between oil prices quadrupled World 1973 and 1974, prompting gas rationing in some states. Recent technological advances have reduced U.S. dependence on foreign oil. ). Although the Although ). 1 GARY MARING AND MARIANNE MINTZ uring uring the past five the decades, U.S. transportation system to vulnerable and oil on foreign becamedependent increasingly In the past five years, however, years, five past the In Positive Implications for Transportation Transportation for Implications Positive The Rapidly Improving Improving Rapidly The Outlook Energy U.S. prices, U.S. supplies are now much now are supplies U.S. prices, events. world to vulnerable less disruptions of supply. for Two oil standards tightened and crises the alter to little did economy fuel dependence. do- declining of trend long-term the de- increasing and supply mestic a underwent imports on pendence ex- in Advances reversal. dramatic ploration reser- and new production tech- vast up opened nologies eco- not were previously that voirs produc- oil U.S. viable. nomically percent, 40 than more by grew tion and imports declined lowest to the to record cases, some lows—in ( decades in levels to oil set continues market world D ) More than

Photo above:

Argonne, Illinois. Argonne, National Laboratory, National Systems Division, Argonne Division, Systems Assessment Section, Energy Section, Assessment and Analysis Team, Systems Team, Analysis and mittee, leads the Deploy ment Deploy the leads mittee, Trans portation Energy Com - Com Energy portation Trans emeritus member of the TRB the of member emeritus for eight years. Mintz, an Mintz, years. eight for Cambridge System atics, Inc., atics, System Cambridge quently worked with worked quently Administration and subse- and Administration the Federal Highway Federal the head of the Freight Office of Office Freight the of head policy consultant, retired as retired consultant, policy Maring, a transportation a Maring, ( one-quarter of America’s gas; new technologies have energy comes from natural opened gas plays and have greatly increased supplies.

P : D : , F , F HOTO ANIEL OSTER LICKR 4 TR NEWS 292 MAY–JUNE 2014 (Source: EIA). FIGURE 3U.S.energy-related CO kilowatt-hours peryear, 1990–2040(Source: EIA). FIGURE 2Electricitygenerationshiftingtonaturalgasandrenewables, intrillion (Source: EIA). FIGURE 1U.S.naturalgasproduction, intrillioncubicfeet,1990–2040 2 emissions, inbillionmetrictons, 1990–2040 sectors and a shift away from the most carbon-inten- projections,allimprovedenergyefficiencywithin natural new with gas–fueled units could reduce generators carbon dioxide (CO power coal-fired emissions that drift across state lines. Replacing old ronmentalProtection Agency regulateto coalplant Court’s decision upholding the authority of the Envi- rently operating power plants and the U.S. Supremecur- by emissions gas greenhouse for regulations share: the Obama Administration’s plan to issue new tricity by 2040, more than double the share in 2000. tions, natural gas will generate 35 percent of all elec- recordlevels2012 in( cleanersources—primarily to natural gas—reached number of coal plant retirements and changeovers to way,underwell beprocess levels.theThat mayas ing greenhouse gas emissions to safe and acceptable thetransition carbon-freeto energy sources, reduc- electric power plants and could serve as a bridge for Compared with coal, natural gas is a cleaner fuel for Utilities Emissions tant future. becomenetexportera energyof theinnottoo dis- moving closer to energy independence but may well ously estimated. The United States, then, is not only previ- than larger much resourcesarerecoverable discovered,economicallythatconcludes now EIA models have enabled reassessments of the resources. outlook. Newly acquired data and updated computer not the only contributors to the changing U.S. energy as such areas, Venezuela volatile and Nigeria. other from and East dle bility to disruptions in the oil supply from the Mid- ( while only 16 percent originates in the Persian Gulf indicator—36percentAmerica,Northfromcomes near future. The current mix of U.S. oil imports isthe in an oilimport to needlittle havenicallyshould dian and Mexican oil reserves, North America tech- to decline. With upwardly revised estimates of Cana- andSaudi Arabia, and that imports would continue natural gas hydrocarbons in 2013, surpassing Russia would be the world’s top producer of petroleum and StatesUnitedthe that predictedyearcorrectly last emissions by an estimated 36 to 59 percent ( CO lower generationtocleanerpower andto shift the drop for any country. Figures 2 and 3 (at left) show largestthe years, 20 in levellowest their to fallen main reason that U.S. greenhouse gas emissions have 3 ). This represents a major decline in U.S. vulnera- w dvlpet ae iey o nrae this increase to likely are developments Two New exploration and production technologies are DOE’s Energy Information Administration (EIA) Shifting from coal- to gas-fired power plants is the 2 emissions, respectivelyemissions,( 4 ). According). EIAprojec-to 2 ). According to EIA Accordingto ). 5 ). 2 ) TR NEWS 292 MAY–JUNE 2014 5 Metropolitan Atlanta Authority Rapid Transit buses fuel with natural gas. ). ). 2 ). Nonetheless, methane can leak can ). methane Nonetheless, 7 The shift from coal to natural gas by utilities FIGURE 4 U.S. projected natural gas use by mode of transportation, in trillion Btu FIGURE 4 U.S. projected EIA). (left) and billion cubic feet per day (right), 2010–2040 (Source: with petroleum ( petroleum with during gas processing, in distribution, at transfer into transfer at distribution, in processing, gas during leakage the operation; vehicle during and vehicle, a have to is gas natural if minimum a to kept be must impact. positive net substantial a promises another transportation environmental ben- environmental transportation another lower promises with sources from produced is electricity If efit. greenhouse gas emissions, electric vehicles achieve greater can reductions. EIA therefore projects gas from that transportation emissions greenhouse energy consumption will decline slightly or will stable from remain 2012 2040, an despite through ( activity transportation in increase emissions could emissions 2 emissions by approximately 30 percent 30 approximately by emissions 2 ). If natural gas replaces a significant por- significant a replaces gas natural If ). 6 Engines fueled with natural gas instead of petro- of instead gas natural with fueled Engines engines gases, greenhouse in reduction net a For gas greenhouse measure to way under is Research

New Corporate Average Fuel Economy standards are standards Economy Fuel Average Corporate New fuel transportation to U.S. surface expected reduce CO and use Transportation Emissions Transportation sive fuels, U.S. energy-related CO U.S. energy-related sive fuels, meet meet the goal President’s of 17 percent below the 2005 levels by 2020 and could remain below the 2040. through levels 2005 by 2030 ( 2030 by tion of diesel fuel consumption, particularly for bus for particularly consumption, fuel diesel of tion reductions emission transportation, freight and fleets greater. even be could leum have a well-documented switching record of of reducing benefit The emissions. pollutant criteria less is fueling engine gas natural to petroleum from clear for greenhouse gas emissions, The however. principal component in natural gas, methane, is a gas. greenhouse potent emis- life-cycle total have must gas natural by fueled emis- the Measuring quo. status the than lower sions well in for sions all exploration, the involved steps them averaging production—and and development, task. small no well—is the of life the over large a from production gas natural for rates emission wells. gas onshore conventional and shale of sample emis- gas greenhouse that suggest results Preliminary may be shale gas sions from somewhat production higher than gas those wells from conventional but comparison life-cycle full a in benefit net a produce : MARTA : P HOTO 6 TR NEWS 292 MAY–JUNE 2014 freight truckfleets. in naturalgas–fueled companies areinvesting vehicle. UPSandother A UPSdriverfuelsanLNG bus wasretiredin2011. CNG fuel;thelastdiesel entire busfleettorunon LA Metroconvertedits appears poised to enter that group ( newly plentiful domestic supplies, the United States countries within abundant highest natural been gas resources.has penetration With vehicle ural-gas comply with exhaust emission standards. Becausestandards.emissionexhaust with comply ity rules and manufacturers of heavy-duty engines to port drayage trucks to help urban areas meet ducedair in qual-buses, refuse trucks, delivery vehicles, and opportunity ( ( StatesUnited the ingrowth projected2020byworldwide, including significant gas vehicles are in use ( the rest of the world, more than 15 million natural- only about 140,000 are fueled by natural gas ( roads,U.S. onvehicles million250 thanmore the naturaltransportationgasin (Figure page4,5).Of sents multiple opportunities for expanding the use domesticof inboomnaturalproduction Thegas pre- Opportunities forNaturalGas rih tuk peet h lret long-term largest the present trucks Freight 2 ). In the 1990s, natural gas was intro- 9 ), and nearly 35 million are 10 ). Historically,). nat- 11 ). 8

). In

C W : P OMMONS IKIMEDIA HOTO 300,000 pounds a day ( 80 percent and of greenhouse gases by approximatelyhas cut the release of particulates from LA Metro by Officialsestimate that the conversion to natural gas 2,200. nation—approximately the in buses CNG all new buses are fueled by natural gas. gas. In the transit market, more than one-quarter of naturalbyfueled were2013 inservice intoplaced trucks refuse all of one-half than more lead, the ment,Republic Services, otherandlarge haulers in largestnaturalWithintogas.Wastepush Manage- the made have fleets bus and industry waste The Urban Fleets and locomotives ( longer-haulforchoice trucksof fuel the prevailas vehicles to travel farther before refueling, LNG may allows and needsstorageonboardreduces density marineapplications.and higherBecauseenergyits over-the-roadotherrail, truck,intoexpansion gas vert to natural gas. low-cost fuel is encouraging additional fleets to con- growingavailabilitytheof and(LNG), gasnatural liquefied and CNG dispense to stationsaccessible publicly new building are providers fuel to others; available stations (CNG) gas natural pressed ing. Many of these fleets today are making their com-operators could use their own infrastructure for fuel- these vehicles return to a base location each day, fleet LA Metro, for example, has the largest fleet of fleetlargest the has example, for Metro, LA natural underlies events of sequence similar A State and municipal fleets are another promising 12 ). 13

: UPS : P HOTO TR NEWS 292 MAY–JUNE 2014 7 GE designed the GE designed of Evolution Series to meet the locomotives U.S. Environmental Protection Agency’s 2 locomotive Tier (EPA’s) emissions standards. Development is under way of a dual-fuel version that will meet 4 standards. Tier EPA’s ). ). 18 Companies are cautious, however, because of the of because however, cautious, are Companies test to planning are Pacific Union and BNSF Both dual-fuel two operates already National Canadian Transport and Ryder and private fleets such as UPS as such fleets private and Ryder and Transport and Proctor and Gamble have announced major purchases (17). Proctor and Gamble plans to con- the in gas natural to fleet truck its of percent 20 vert next few years. Locomotives both railroads, for option attractive an is gas Natural ben- environmental the for and savings cost the for gal- billion 4 approximately consume Railroads efits. lons of diesel fuel per year; the of prospect saving the prompted has gallon-equivalent diesel per $1.50 LNG. consider to industry railroad adding locomotives, replacing or retrofitting of costs per- training infrastructure, fueling and tenders fuel sonnel, revamping logistics, and securing Federal out- These approval. (FRA) Administration Railroad expansion route with funds for compete would lays and upgrades to accommodate the fast-growingtraffic. oil crude no but networks their on locomotives LNG dual-fuel Canada, In made. been have announcements specific Cana- the and Caterpillar with teaming is Westport high-pres- first the demonstrate to industry rail dian 2014. in locomotive gas natural direct-injection sure Edmonton between LNG tenders with locomotives addi- ordered has and Alberta in McMurray Fort and the range of that would increase tenders the tional CSX diesels. conventional of that beyond trains LNG General from two locomotives bifuel is purchasing program testing a established has and (GE) Electric on kits retrofit gas natural NextFuel GE’s evaluate to ( locomotives series Evolution the ). 15 ). ). By aggregating 14 Limited data suggest that the strategy is working, is strategy the that suggest data Limited Natural gas fuel typically costs $1.50 less per

Freight Trucks Freight gener- trucks gas–fueled natural Factory-produced trucks—from petroleum-fueled than more cost ally $5,000 more for a light-duty model to more than trac- over-the-road heavy-duty, a for more $80,000 Although tor. truck manufacturers are working to market market for natural gas. Vehicles include not only of trucks and numbers buses, but light- increasing instance, for 2012, In pickups. and vans, cars, duty car with work “to consortium a established states 22 afford- produce to States United the in manufacturers able, high-quality natural gas vehiclesonly not be available would that fleets—something for their to state but governments, to consumers in house- holds and the private sector” ( their purchasing power, the states hope to create economies of scale so vehi- gas that natural manufacturersbetween differential cost could the lower vehicles. diesel or gasoline comparable and cles agen- state several example, For remain. barriers but have consortium, the of initiator an in Colorado, in vehicles cies gas natural priced competitively purchased District Transit Regional Denver’s But year. past the buses 52 diesel to purchase decided recently (RTD) bus RTD the retrofitting of cost the because instead, ( barns project indoor to CNG would fueling accommodate the to million $28 than more added have reduce these costs, the reduce fuel com- savings alone are pelling (16). additional the therefore diesel; of gallon-equivalent vehicle costs often of can price the be in reductions recouped major without withineven years, two the vehicle. Trucking companies such as Dillon

: W : P C IKIMEDIA HOTO OMMONS 8 TR NEWS 292 MAY–JUNE 2014 gas–fueled ships. building natural Anthony Veder, whichis consumption carrierby A high-speed,low–fuel 2020. from 3.5 percent to 0.5 percent for all other areas in and ECAswithin2016 and 2015percent 0.1 in to Ships (MARPOL), International the sulfur limit will ratchetfrom downPollution of Prevention Organization’s the for Convention Maritime tional cent sulfur limit. Set under Annex VI of the Interna- in Emission Control Areas (ECAs) subject to a 1 per- ronmental benefits are important for ships operating ronmental advantages in marine applications. Envi- envi- andsignificant offerscost LNG rail,with As Ships freight rail energy ( percentof 35supply will gasnatural 2040 by that percent( 90 term,newer technologies could substitute for 80 to longer the in diesel; ofpercent 70 to 60 for LNG operation. gies such as selective catalytic reduction or dual-fuel ( haul locomotives and more for switcher locomotives of50to 70 percent from current standards for line- gen oxides, and particulate matter require reductions tives in 2015. emissionsstandardseffectinto locomo-forgothat exhaust 4 Tier tightened of impact the indicates ( metropolitanareaChicago ity Improvement Program to reduce emissions in the funded by the Congestion Mitigation and Air Qual- locomotives to CNG as part of a multiyear program 20 Initially, dual-fuel locomotives may substitute may locomotives dual-fuel Initially, The final Tier 4 standards for hydrocarbons, nitro- switcher 31 converting is Belt Harbor Indiana ). Meeting these standards will require technolo- 21 ). EIA’s). referencepredicts2014case 2 ). 19 ). The strategy also strategy The ). order, but as yet only a handful have been delivered. marinefleet. Dozens of LNG-capable vessels are on will likely take some time for major inroads into the LNG ( scrubbers to reduce emissions, or long-term contract, pliant distillate fuel with less sulfur than MDO under widely available. personnelareserviceothermechanics trainedand respondersarefamiliar potentialwith hazards; and safety standards are well developed and known; first and codes standardized;fire is Equipmentuitous. and maintaining gasoline and diesel vehicles is ubiq-fuelinginfrastructureforthe States,United the In Fueling Infrastructure owners and operators are trying three strategies: Annex VI if calling at a port within an ECA. erable cost. Every seagoing vessel must comply with diate or heavy fuel oil to marine diesel oil at consid- American waters. Most have switched from interme- affected vessels operating within European andCaribbean. North Until now, MARPOL Annex VI hasand largelySingapore, in the Mediterranean, North and European, African,much of American, andthe Japanese North coasts, the as of well as most around Hawaii Although current pricing looks favorable,LNG lookspricingcurrentAlthough To meet MARPOL limits in the long term, vessel ECAsencompass thewaters within 200miles of u u u Switching to a lower-costas alternativeasuch Switchingto Continuing to burn high-sulfur fuel but using Securing a relatively expensive Annex VI–com- 22

, PR060 , V A : P EDER NTHONY HOTO TR NEWS 292 MAY–JUNE 2014 9 Welder working on Welder construction of the Keystone TransCanada Pipeline. The southern leg of the pipeline transports more than 700,000 barrels of oil per day. U.S. DOT Secretary Anthony Foxx has Foxx Anthony Secretary DOT U.S. ). ). Other oil-related products such as 1 26 Recent Recent major rail accidents involving the ship- Six LNG import terminals have received permits received have terminals import LNG Six FRA Emergency Order 28, Establishing Additional Order FRA Emergency

frac sand—used in hydraulic fracturing for wells— for fracturing in hydraulic sand—used frac esti- an with rail, by transported increasingly are also 2012. in carloads 200,000 mated loads loads are likely to in originate 2013 (see 5, Figure page 10) ( concerns raised have Dakota North from oil of ment inten- have and transport energy of safety the about pipelines of merits relative the about debate the sified issued FRA petroleum. of transport the for rail versus increasing 2, 2013, 28 on August Order Emergency rail freight hazardous securing for requirements the movements. Requirements for Attendance and Securement of Certain for Attendance and Securement Requirements or Mainline on Mainline Track and Vehicles Trains Freight see Federal Register, or Terminal; Siding Outside of a Yard 78, No. 152, August 7, 2013. Vol. stated that additional regulatory actions to strengthen to actions regulatory additional that stated consideration. under are standards car tank rail For Export look- are companies energy U.S. many In addition, prices where Asia, and Europe to LNG export to ing are This higher. has for implications energy trans- as both and portation domestically internationally, implications. geopolitical as well 1

C C T © P ORPORATION ANADA RANS HOTO ). 23 columnist John Kemp, “The Kemp, John columnist Reuter’s ). For example, the newly completed ). ). 24 25 The lack of fueling outlets for natural gas is a bar- a is gas natural for outlets fueling of lack The to According Although pipelines transport the bulk of the The The northern leg of the Keystone Pipeline pri- rier rier for penetration into the sector. transportation advan- economic clear the of because Nevertheless, an applications, transport many in gas natural of the tage compressors, the supply to developing is industry and tanks, storage the units, liquefaction small-scale and personnel; the train to facilities; dispensing the locations fueling to CNG and LNG the distribute to provide to as well as ports, in and railways, roads, on pressure- for and drilling for engines gas natural the wells. gas and oil shale the pumping fuel market appears to be nearing a tipping point. If point. tipping a nearing be to appears market fuel the gap present between natural gas and crude oil be should it years, 3 to 2 another for remains prices enough for gas natural to a establish major beach- ( market” transport the in head U.S. U.S. Class I railroads originated 9,500 carloads of nearly to expanded had total the 2012, by oil; crude 234,000 and 400,000 carloads; car- approximately By Pipeline North America leads lines theplanned or world new of in miles pipeline41,810 with construction, 2013 January a to according gas, natural and oil for report ( boundary. international an crossing for clearances The demand for the transportation The of is demand for energy the on transportation that way under are projects pipeline Major rise. the infra- America’s North on effects dramatic have will structure for oil and liquids transport during the years. coming southern leg of the Keystone Pipeline route—also carrying begun Pipeline—has Coast Gulf the called Cush- from day per oil of barrels 700,000 than more ing, Oklahoma, to Nederland, Texas, relieving a produced domestically moving in bottleneck major refineries. Coast Gulf to Oklahoma from oil oil sand tar Canadian from crude deliver will marily fields to the Gulf Coast for before export. refining Transporting Energy Transporting Rail shipments have had the largest increase. In 2008, In By Rail increase. largest the had have shipments Rail nation’s crude, capacity is limited, and competition and is limited, capacity crude, nation’s is increasing from trucks, barges, and railroads in EIA’s to According States. United the in and Canada refineries U.S. Report, Capacity Refinery 2013 June rail, by day per barrels million 1 than more received from increase percent 57 a 2012, in barge and truck, ( 2011 This pipeline segment awaits the environmental The number of barrels of oil transported to U.S. oil refineries by rail, truck, and barge increased nearly 60 percent between 2011 and 2013.

to export up to 9.3 billion cubic feet of LNG per costs. If this occurs, the transportation costs of sup- day—Sabine Pass, Freeport, Lake Charles, and ply chains could be reduced. Cameron on the Gulf Coast; Jordan Cove in Oregon; Industries likely to be affected by natural gas sup- Kenai in Alaska; and Cove Point on Chesapeake ply and pricing include steel, chemicals, glass, plas- Bay—and more than 20 additional applications are tics, and fertilizer. For example, EIA is forecasting a pending (27). The first LNG exports are expected by growth of 3.4 percent per year from 2012 to 2025 in 2016. Only a few years ago the United States was domestic industrial shipments of bulk chemicals, building facilities for the import of LNG. compared with the 2013 projected growth of 1.9 per- U.S. permitting agencies are proceeding cau- cent per year (2). tiously, however, because of concerns that LNG exports could raise domestic natural gas prices closer Energy Outlook Implications to world levels and that gas supplies from outside the Dramatic changes in energy supply and in technol- United States could cut demand for U.S. shale gas. ogy development are leading to a more economical, EIA’s reference case forecasts modest growth in LNG cleaner, and more secure U.S. transportation system. exports starting in 2016, reaching more than 2 tril- EIA projects that by 2035 the United States will have lion cubic ft (Tcf) by 2020, and 3.5 Tcf by 2029 (2). reduced oil imports significantly and may even have FIGURE 5 Rail carloads of eliminated dependence on imports. EIA predicts crude oil, 2005–2013 For Domestic Industries continued rapid growth in natural gas production, (* = estimate based on first three quarters, Increased domestic natural gas production also has with the United States becoming a net exporter in the annualized. Source: the potential to spur domestic manufacturing— next decade (2). American Association of including reshoring, or the return of manufacturing In the short to medium term, new vehicle emis- Railroads). to the United States—by offering lower energy input sions standards, a plentiful supply of relatively cheap fuel, and growing numbers of natural gas–capable vehicles are likely to spur a significant shift to natural ~ 400,000* gas in over-the-road vehicles and in rail and marine applications. Conversion to natural gas offers economic benefits, energy security, and reductions in vehicle emissions. The increased use of natural gas for generating electricity also will reduce power 233,698 source emissions for the increasing supply of electric vehicles. Finally, the demand for transportation of energy is likely to change dramatically, with significant increases in pipeline construction and use of rail for 65,751 energy transport. The safety of petroleum transport 29,605 will become a more significant issue. Freight vehicles 6,032 4,729 5,912 9,500 10,840 TR NEWS 2014 292 MAY–JUNE will increasingly use natural gas, supported by the 10 2005 2006 2007 2008 2009 2010 2011 2012 2013* necessary fueling infrastructure and responding to TR NEWS 292 MAY–JUNE 2014 11

PHOTO: IAN FULLER, FLICKR A natural gas–powered truck in Sa Khwan, Thailand. U.S. exports of LNG to Asia and Europe are expected to begin in 2016. HHP TruckingInfo. , , November 2013. . . U.S. Environmental s. U.S. Department of Department U.S. s. , Sept. 16, 2013. 2013. 16, Sept. , , Nov. 1, 2013, www.reuters. 2013, 1, , Nov. . American Association of Rail- Association . American . . Energy Information Adminis- , Oct. 7, 2013. 7, Oct. , NGV Today NGV , Vol. 240, No. 1, January 2013. 2013. January 1, No. 240, Vol. , Reuter’s , August 2012. www.lr.org/en/_images/12- 2012. August , Railway-Technology.com Transport Topics Transport , , Oct. 28, 2013. http://hhpinsight.com/rail/2013/ , , November 2013. www.truckinginfo.com/channel/ Despite Despite $15 Million per in Year Potential Savings with Conversion. Fleet Full Energy, April 2014. Energy, http://energy.gov/fe/downloads/sum mary-lng-export-applications. com/article/2013/11/01/lng-fuel-north-america-idUSL5N0IM1GM20131101. Journal Gas & Pipeline Refinery Capacity Report www.eia. 2013. June Energy, of Department U.S. tration, gov/petroleum/refinerycapacity/. Oil Crude by Moving Rail roads, December 2013. https://www.aar.org/keyissues/ Documents/Background-Papers/Crude-oil-by-rail.pdf. Engine. Engine. com fleet-management/article/story/2013/11/top-50-green- fleets/page/1.aspx. Locomotives. Insight 10/31-locomotives-on-cng/. Guide Reference Emission Standards Protection Agency. www.epa.gov/otaq/standards/non- road/locomotives.htm. 2013. 19, at for Presented Implications LNG Natural Gas Supply. Nov. Ga., Atlanta, Expo, and Conference Vehicle 2025. to up Demand Newbuild LNG-Fuelled and Bunker Register Lloyd’s 9491_LR_bunkering_study_Final_for_web_tcm155- 243482.pdf. Dominance. Diesel’s www.railway-technology.com/news/newsge-transporta tion-csx-to-pilot-natural-gas-fuelled-locomotives. .Application Export LNG of Summary 15. Puts on Kibosh 52 CNG Buses Transit Regional Denver 24. Tubb, R. (ed.) 2013 Worldwide Construction Report. 25. 26. 27 17. 50 Green Fleets. Top D. Lockridge, HDT’s 16. Clevenger, S. Westport Mulls Future of 15-Liter LNG 18. GE Transportation and CSX to Pilot Natural Gas-Fuelled 18.Natural Pilot to CSX and Transportation GE 20. 21.Applications: Horse-Power High Off-Road E. Neandross, 22. for LNG The Outlook Deep Sea Shipping: LNG-Fuelled 23. Kemp, J. On Roads and Rails, Natural Gas Threatens 19. Piellisch, R. 31 Chicago-Area Locomotives on CNG. CNG. on 19.Locomotives Chicago-Area 31 R. Piellisch, . Pro- Updated . Energy . Argonne , August , 19, August Wall Street Jour- Street Wall , Nov. 5, 2012. 5, Nov. , GreenFleet , December 12, 2011. 12, December , Short-Term Short-Term Energy and Summer Fuels Outlook www.eia.gov/ 2013. 8, April Administration, Information forecasts/steo/. Annual Energy Outlook 2013. 201416, December Early Administration, ReleaseInformation Energy Overview www.eia.gov/forecasts/aeo/er/early_introduction.cfm. nal www.coalzoom.com/article.cfm? Retirements. Unit Power articleid=3278. Factors Emission Pollutant Air Criteria and Gas Greenhouse of the U.S. Electric Generating Units in 2010 U.S. National Department 2013. of Laboratory, Energy, http://greet.es.anl.gov/publications. http://reason.org/news/show/ Regions. in U.S. Emissions greenhouse-gas-policies-cost-transp. Natural Gas Sites Production in the United States. of ceedings of the Academy National Sciences www.pnas.org/cgi/doi/10.1073/pnas.1304880110. 2013. market-data-natural-gas-vehicles. Global Natural Gas Vehicle Sales and Refueling Infra- structure Forecast, 2013–2020. 2013/07/07/north-america-will-have-highest-growth-rate- http://ngvtoday.org/ 2020/. in-ngvs-through CNG. CNG. June 2013. www.ccjdigital.com/natural-gas-101- choosing-between-lng-and-cng/. 2013/5/16/cleaner-transportation-powered-with-natural- gas. Adoption. In summary, In the summary, positive developments in the References 1. 2. Security. 3. Energy New America’s D. Yergin, 4. Coal-Fired Recent N., and Niven, Upcoming N. Powell. 5. Cai, H., M. Wang, A. and Elgowainy, J. Han. 6. Impacts Policies of on Transportation Greenhouse Gas 7. at D., of Allen, Emissions et Methane al. Measurements Unique Win–Win to stay need operators and planners Transportation abreast of these rapidly changing developments, which will system plans affect local transportation regional at plans climate and quality, air energy, and levels. state and U.S. and North supply energy and American technological development could represent develop- a economic unique transportation, U.S. for win–win and climate policy in air the quality, ment, energy, chal- a be will needs these Meeting decades. few next lenge, but the rapidly improving U.S. energy out- task. the lighten could look changes in global supply chain patterns. Ports will be will Ports patterns. chain supply global in changes at the of forefront natural gas conversions for the marine industry both in liq- landside drayage gas vehicles of use the facilitating and encouraging in and shipping. in LNG and uefaction 8. 8. www.ngvc.org/. America. NGV 9. http://www.iangv.org/. Global. NGV 10.www.navigantresearch.com/research/ Research. Navigant 11. Navigant Market Research. Data: Natural Gas Vehicles: 12. Roberts, J. Natural Gas 101: Choosing Between LNG and LNG Between Choosing 101: 12. Gas Natural J. Roberts, 13. America’s Natural Gas Alliance. http://anga.us/blog/ 14. to Action Seat: Boost Take States NGV Into the Driver’s 12 TR NEWS 292 MAY–JUNE 2014 The King Coal Highway Morgantown. Transportation, of Department WestVirginia Researchis Engineer, Morgantown.Pumphrey Y Corporation, E R H P M Research U University P L E A Writer, H West Virginia C I M DeVallTechnical D is N A L L A V e D A N I R B A S FirstPublic–Private Partnership WestVirginia Department of Transportation’s I into two distinct sections: divided is Bluefieldand Huntingtontofrom miles approximately150 extendstrolled-accesscorridor County,extendsand approximately miles51south Wayne in Huntington of south I-64, with change multilane corridor was listed as a high priority in priorityhigh a as listed wascorridor multilane passing Carolina, through several states, South including West to Virginia. The Michigan northern North–SouthCorridor, roadwaythestretches from 74 73–Interstate Interstate the as Known olinas. portation’s (DOT’s) Division of HighwaysWestVirginia Trans-the Department(DOH)and of 1995, was tasked with constructing a portion ( u WestVirginia’s portion ofthe new, partially con- connect the Great Lakes and the coast of the Car- National Highway System corridor was needed to n 1991, the U.S. Congress determined that a that determined Congress U.S. the 1991, n TheTolsia Highway, which starts theatinter- 1 ). that have saved on costs and construction time. I-77 in Bluefield. from interchangewith the at terminus southeast a Williamsonto miles 95 approximately tinues of Williamson in Mingo County; and to a terminus at the intersection with US-119, north crashaddition,rate.In manysections US-52are of have contributed to hazardous conditions coal,transportingtrafficand trucka ofhigh levels high with lems.The geometric characteristics of US-52, along prob-sight-distancedrive have that entrances waymany and shoulders, no to narrow grades, steep lane replacement of US-52, a two-lane highway with The KCH section of the I-73–I-74 corridor is a four- Immediate Challenges u Work on the KCH employed innovative methods

The King Coal Highway (KCH), which con- which(KCH), Highway Coal King The

A R C M : P UTHORITY EDEVELOPMENT OUNTY INGO HOTO TR NEWS 292 MAY–JUNE 2014 13 ) Two ). ) and the Beech Photo, facing page: left right Creek and Left Fork of Ben Creek Connectors ( Typical conditions of the Typical US-52 roadway: a curve in a valley with a steep hillside, narrow shoulders, and a stream nearby. lanes of the King Coal Highway (KCH) are open the eastern at to traffic terminus of the Red Jacket section. Roadbed construction is visible past the intersection with the Horsepen Connector ( Difficult terrain and high Difficult excavation costs—as well as funding restrictions— made road construction a challenge. ( ). ). MCRA helped NCI ). This knowledge and knowledge This ). 3 1 MCRA had experience working with mining

companies and PMLUPs, and had achieved success achieved had and PMLUPs, and companies the from that benefited with a of projects “number Highway Development Appalachian of the creation ( US-119 along G” Corridor face mining can develop master plans that allow the allow that plans master develop can mining face postmin- various to incorporate companies mining ing land use needs into reclamation plans. These may include agricultural, residential, commercial, identi- uses and transportation highway, industrial, agency. development economic county’s the by fied interests with partner, key a MCRA made experience in that the “distribution centers, agritourism, aquacul- manufacturing” automotive and recreation, ture, that land flat usable the by possible made be would the PMLUP would create ( comply comply with the Mingo County Land Use Master Plan. : FHWA : P HOTO ). 2 During the discussions, NCI, in conjunction with conjunction in NCI, discussions, the During The initial proposal from NCI and MCRA West Virginia DOH realized that the new highway, new the that realized DOH Virginia West and the of cost high terrain excava- The rugged

Unique Partnership operator, coal local a that was complication Another Nicewonder Contracting, Inc. (NCI), was surface in an the roadway construct To in the area. mining engineers DOH Virginia West location, mining coor- to active representatives NCI with closely work to had dinate mining operations with the eventual align- KCH. the of ment the Mingo County (MCRA), suggested a unique between partnership Redevelopment Authority the mining company and DOH Virginia West that both. of favor the in work could miles 3 approximately of construction the included project use land a as postmine roadbed KCH the of sur- with counties code, state the Under (PMLUP). adjacent to streams in narrow valleys, and flooding and valleys, in narrow to streams adjacent common. is with its geometric improvements, would increase development economic enhance and safety motorist McDowell, Mingo, of counties the for opportunities of portion southeastern the in Mercer and Wyoming, the state. Like most of the state, the part southern terrain. mountainous steep, of consists tion have presented challenges in the design and construction of the KCH, and funding KCH has the posed building of cost The challenges. additional was corridor at initially estimated $1.6 billion ( Insufficient transportation funds and the inability to inability the and funds transportation Insufficient use conventional methods Virginia of West that raising tolling—meant funds—for through example, the fund to ways innovative find to have would DOH construction.

: W : P DOT V HOTO IRGINIA EST 14 TR NEWS 292 MAY–JUNE 2014

PHOTO: FHWA fill sections. test theconsolidationof equipment wasusedto Dynamic compaction alignment. along theKCH overburden material Excavation ofcoaland prxmt oiia cnor Cntutn the Constructing contour. original its to approximate site mine the restore to having time-consuming of process and expensive the eliminated roadbed and commercial site pads as a PMLUP; this ginia DOH. would convey the highway right-of-way to West Vir- roadbedKCHstructionwerethecomplete, ofNCI con- the andsurfacemining the alignment. When KCH the along fillsroadwayconstruct to used be from the area, the excess, overburden material coalcouldremovedNCI AsWestVirginia DOH.to cost KCH roadbed as part of the the construct mining would excavation, company at The no mine. surface posedhighwayconstructionthePMLUPfor the as The mining company and MCRA identified and pro- Surface MinetoRoadway Inearly 2003, NCI agreed to construct the KCH construction of the 3-mile KCH section. National Environmental Policy Act, and NCI began the under material fill of 404 disposal the Section for permit amended an NCI issued Engineers with environmental policies. The U.S. Army Corps ofpreparedinformationthe necessary compliancefor for highway construction. tests found that NCI’s methods would be acceptable WestVirginiawithspecifications.dance DOH The tions constructed by a highway contractor in accor- compaction also was conducted on highway fill sec- fills for the 3-mile section. For comparison, dynamic use dynamic compaction to test the consolidation of acceptable for highway construction. NCI agreed to normal practice of constructing valley fills would be tions. sec- fill highway for specificationsstandard DOH VirginiaWest the meet not did standards mining to construct valley fills in its mining operations. The proceed. One involved the techniques that NCI used tified some major issues to address before workthe Federalcould Highway Administration (FHWA) iden- In reviewing NCI’s proposal, West Virginia DOH and Major Issues time savings. coalcompany desirablea alternative, withcost and roadbed and grading the land as a PMLUP offered the

The basic proposal received approval, and NCI proposalreceivedapproval,andbasic The A field review was necessary to ensure that NCI’s

: FHWA : P HOTO TR NEWS 292 MAY–JUNE 2014 15

PHOTO: MINGO COUNTY REDEVELOPMENT AUTHORITY Mining company equipment transporting excavated material on the King Coal Highway roadbed during construction. Completed roadway cut and fill sections are visible in the background. ). 6 West Virginia DOH and FHWA reviewed the NCI the reviewed FHWA and DOH Virginia West In comparison, NCI developed two estimates in savings realize would also DOH Virginia West NCI evaluated the potential cost that the savings NCI West potential evaluated A partnership. the from receive would DOH Virginia comparison of the preliminary cost data with the that the approach cost data joint showed historical dollars. of millions state the save could would savings potential the that agreed and findings on tra- based to estimates According be significant. Section Jacket Red the methods, contracting ditional of the KCH would cost $339.4 million, including $290 million to complete all the design activities, utili- relocate rights-of-way, necessary the purchase place and fills, and cuts roadway the construct ties, Jacket Red mainline the for features drainage major to roads access the for as well as KCH, the of Section $49.4 additional An WV-65. and Mountain Horsepen markings, signage, paving, for included was million drainage. roadway and would that coal marketable of amount the on based be mined from the Red Jacket Section. The lower total a presented contract negotiated the of estimate pre- estimate higher the and million, $146.1 of cost esti- cost These million. $169.1 of cost total a sented mates were roughly one-half of the high and low estimates for completing the project under tradi- methods. contracting tional con- to project the of Completion time. construction meth- traditional under Section Jacket Red the struct ods would take approximately 7 years. arrangement, however, would The accelerate the P3 construction start time by 5 approximately years and year one approximately project the complete would ( sooner ). This type of partnership 4 ). Proper allocation of risk between affected par- affected between risk of allocation Proper Lack and unpredictability of funding; of unpredictability and Lack Significant differences in methods of doing The environmental processing reevaluation; processing environmental The The public interest and ensuring cost-effec- methods; construction about issues Technical Federal-aid contracting and administrative arrangements; contracting Acceptable 5 Preliminary discussions, however, revealed sev- revealed however, discussions, Preliminary The State of West Virginia similarly defines a P3 defines similarly Virginia West of State The A notable difference, however, was that NCI u u u u u u u u ties. Calculating Savings Virginia West MCRA, NCI, from As representatives DOH, and FHWA worked to resolve these issues, New Partnership The developing partnership linked West Virginia DOH to its first public–private partnership (P3). FHWA defines a P3 as pri- for “a entity contractualprivate a and agreement agency public a between vate-sector participation in the delivery of transportation projects” ( P3. final the establishing before resolve to issues eral following: the involved issues The opens new approaches to expedite and finance proj- finance and expedite to approaches new opens DOH to Virginia the West enabling effectively ects, less.” with more “do as a “consortium that includes…a governmental entity, a highway entities…to authority, or or entity any private a combination with together thereof, finance, acquire, plan, design, construct, expand, facil- transportation a control or maintain, improve, ( ity” Expanding the Project Expanding The initial concept and the work In West NCI, MCRA, late 2003, successful. thatproved followed possi- the discuss to met FHWA and DOH, Virginia based expansion, The project. the expanding of bility addi- an proposed NCI, by collected data mining on tional 11.37 miles of to the KCH, from Taylorville Sec- Jacket “Red the as Known Mountain. Horsepen tion,” the segment was to be with constructed the section. 3-mile the as methods same fund FHWA and DOH Virginia West that requested part of the construction cost. Because of previous to available was coal enough not area, the in mining com- not could NCI construction; of cost the offset PMLUP. a as strictly miles 11.37 additional the plete business, in terminologies, and in treatment by reg- by treatment in and terminologies, in business, and agencies; ulatory tiveness; considerations; 16 TR NEWS 292 MAY–JUNE 2014 background. visible inthevalley summer 2011.US-52is opened totraffic in Red Jacketsection Two lanesoftheKCH Removing Roadblocks governments, such as MCRA, tocounty instituteempowering 603, BillPMLUPs Senate to passed 2001 and encouraged investments in infrastructure safety. Legacy A for Users, Act: enacted in Equity 2005, provided Transportation funding Efficient Flexible, Accountable, Safe, the Moreover, P3. Jacket Red flexibilityinfunding, which worked infavor ofthe greater offered also 1995 of Act System Highway National The improvements. transportation for allowed the private sector to act as a funding source had 1991TransportationSurface of EfficiencyAct sage of state and federal initiatives. JacketSection through wouldP3requirea thepas- nonprofitcorporation.a ConstructingRed not the ( state”the of West Virginia, and funded from sources othertion for the thanpurposes of the economic development jointventure agreements nonprofitwitha corpora- lishedthe “opportunity toenter into contractual or model legislation authorizing P3s. procurementpublicand hadstandards. statesFew laws,employmentandrequirements, reviewlabor environmental the funds, private and public ing to forming a P3. These included restrictions on mix- MCRA,andNCIworked remove to theroadblocks would benefit all parties. West Virginia DOH,A P3FHWA, for the Red Jacket Section of the KCH therefore At the state level, the West Virginia Legislature in At the federal level, provisions of the Intermodal In West Virginia, the code pertaining to P3s estab- 5 ). The mining company,miningThe ). however, was section with US-52. inter- the to northmainline KCH the fromnector Con- Horsepentwo-lane the includes also system ing southwest of the Sharon Heights community.lorville, Theand continues 11.37 miles to the east, end- Tay- and Jacket Red of communities the between WV-65, with intersection the at begins mainline KCH TheUS-52. toparallel and of southrunning the dirt grade elevation or roadbed; ect scope includes the following: Creek Connectors, the eastern terminus project—andof thetheLeftForkBen Creek of andproject.Beech Taylorvilleconnectors—the western terminus of the pany agreed to construct two road systems: the negotiated Red Jacket Agreement, the coal com- reality.tracting,becameJacketaRedP3 the Under flexibility in funding and innovativeaffording lawsmethods state and offederal con-these on Building Negotiated Agreement structure needs and for diversifying economies. construction costs and developing flat land for infra- save money for the counties and the state by cutting u u u u According to the Red Jacket Agreement, the proj-

Road System 1 includes the KCH mainline, KCH the includes 1 System Road Excavation, crushing, sizing, and stockpiling of to up systems road two the ofConstruction Road System 2 comprises the North and South

A R C M : P UTHORITY EDEVELOPMENT OUNTY INGO HOTO TR NEWS 292 MAY–JUNE 2014 17 Commercial site pad Commercial by NCI near constructed the KCH roadbed. After the KCH roadbed construction was com- was construction roadbed KCH the After 206-foot- a place to agreed DOH Virginia West u u An independent, third-party engineering firm The roadbed for the four lanes of the KCH Red Jacket Red KCH the of lanes four the for roadbed The lanes KCH the of Two completed. been has Section Working Model Working Benefits from the KCH Benefits from Construction of the KCH with a P3 has provided cost in benefits invaluable with DOH Virginia West of the portion the state and southern time savings; exam- For benefits. economic additional received has County, Mingo of economy the dominates coal ple, benefits: direct following the gained has which plete, a flattened parcel of land—a borrow site used site borrow land—a of parcel flattened a plete, by NCI for of the the fills— construction roadway for the new was Central County Mingo designated School. High for KCH the beneath culvert Hatfield–McCoy the 10-foot-diameter long, for crossing tunnel a as use recreational of future miles 500 than more of system a pumped has Trails, and jobs 25 created has that trails vehicle A $7.7 into cooperative million the state economy. planned a Recreation Regional of part Hatfield–McCoy the with be effort will crossing tunnel the Authority, Authority the Gilbert; to mea- Matewan from safety trail 40-mile required modifications, future on take will liability. and maintenance, sures, developed baselines for the site before, during, and during, before, site the for baselines developed exca- the of accuracy the verify to construction after other verified also firm The payment. for units vation installed, of feet culvert linear including pay items, presplitting cut-slope acreage, and seeding clearing items. ancillary other and footage, The The processing and stockpiling of subgrade The construction of Road System 1; 1; System Road of construction The and 2; System Road of construction The Assisting West Virginia DOH in acquiring own- acquiring in DOH Virginia West Assisting such scope, project the within tasks for Paying Obtaining necessary environmental permits; environmental necessary Obtaining West West Virginia DOH would perform the final to DOH Nat- Alpha payment Virginia The West u u u u u u

The Red Jacket project was defined in time parame- time in defined was project Jacket Red The com- reimbursement separate three in years, 6 of ters ponents: Determining Payments 250,000 250,000 cubic yards of suitable subgrade project; material paving the on DOH Virginia West by use for material. material. paving of a the with KCHcontract andconstruction ofconventional a the through connector roads contractor. highway ural Resources (ANR), which purchased the coal func- a was 2005, in NCI of operations and reserves ership for the rights-of-way; and rights-of-way; the for ership as clearing and grubbing, seeding and mulching, installing culverts of up drainage and mitigation, excavation to and blasting, engineer- 48-inchproject cut-slopes, roadway diameter, of presplitting management. engineering project and ing, tion tion of the quantity of blasted— marketable coal previously recovered spoil—or and overburden from recovered, coal marketable of ton every For material. cost the on discount a DOH Virginia West gave ANR applied however, reduction, cost The excavation. of between quantities coal marketable recovered to only 1.5 million and 2.5 million tons. tons. million 2.5 and million 1.5

C M : P R A INGO HOTO EDEVELOPMENT OUNTY UTHORITY 18 TR NEWS 292 MAY–JUNE 2014 August 2011. High Schoolopenedin Mingo CountyCentral King CoalHighway. Ground-level viewofthe

ovninl osrcin n contracting and procedures. construction conventional achievedwithbeenhave notcould costs and time constructionreducedwith roadsthese of opening have opened to traffic (see photograph, above). The andpavedconnectorbeenroads fivehave the and

A R C M : P UTHORITY EDEVELOPMENT OUNTY INGO HOTO References enhancing economic stability. and construction cost-effective more the industry, market,the and the state, community bythe providing fasterbenefit and can P3 cuted exe- properly for A projects. infrastructure momentum financing gaining are P3s Section, Jacket 51-mile-long Coalfields Expressway. of Virginia is establishing a P3 tocountry buildby applyingportions the model: ofthe Commonwealththe coal mountainous through corridors build to ing Virginia DOH. At least one neighboringWest andstate NCI isby developed modellook- P3 Jacket Red the following KCH—are the of Section Mountain Buffalo5-mile-longthe forEnergy CONSOL with 6. 5. 4. 3. 2. 1. ipd/project_profiles/wv_kingcoal.htm. www.fhwa.dot.gov/ D.C. Washington, Administration, Highway Coal King Profiles: Project WVCODE/Code.cfm?chap=17&art=28. www.legis.state.wv.us/ Charleston. Legislature, Virginia West Virginia Code: Chapter 17—Roads and Highways D.C., 2005. Projects Public–PrivateUsingforManual PartnershipsHighway on 2009. Virginia,Richmond,Analytics, and Economics Chmura Economic Impact of I-73 on the I-73 Corridor inCharleston, West 2004. Virginia ument King Coal Highway Joint Development Project: Decision Doc- portation Institute, Huntington, West Virginia, 2012. CorridorI-73/74NHS the of Construction the in Sites Mine Reclaimed on (P3s) Public–PrivatePartnershipsof BenefitsEconomicPotential With the success of the initiatives like the Red the initiativeslike the of successthe With example, agreements—for P3 potential Other Ws Vrii Dprmn o Transportation, of Department Virginia West . . Federal Highway Administration, Washington,Administration, Highway Federal . . Nick J. RahallAppalachianJ.Nick Trans- . Fdrl Highway Federal . . West

A R C M : P UTHORITY EDEVELOPMENT OUNTY INGO HOTO TR NEWS 292 MAY–JUNE 2014 19

PHOTO: JOSEPH THORNTON, FLICKR Some automation systems may operate only in lim- in only operate may systems automation Some Levels of Automation Administration Safety Traffic Highway National The expert a and German International, SAE (NHTSA), to automation of levels multiple defined have group technologies. deployed and emerging the categorize These levels generally distinguish monitor- of—driver theamount the for—and technicalnecessity in the which ing, as well as environments the road operate. can vehicles congested in speed low at as such environments, ited auto- a fully contrast, in highways; on only or traffic from roads, all on operate may day one vehicle mated ranges Simi- driver centers. city human crowded to a roads by unmarked rural monitoring for need in the changes to, larly, response and of, monitoring active from moni- in involvement no to environment driving the identifiable no having to even response—or or toring Evolving or wheel pedals. or steering driver human challenges environ- limited in great operation the of monitored one highly from is level ultimate the to ments vehicles. automated of development the in than a dozen companies are now testing a variety of variety a testing now are companies dozen a than systems. driving automated utomated vehicles are coming. The vehicles The coming. are vehicles utomated will operate without the real-time input of a of input real-time the without operate will acceleration, steering, the into driver human

Potential Potential benefits could include increased road

Denaro is with ITS Consulting, Long Grove, Illinois. is with ITS Consulting, Long Grove, Denaro Space, Technology Transportation, Zmud is Director, Arlington, Virginia. RAND Corporation, Program, Cali- with Mobility, Manager, Shladover is Program Tech- fornia Partners for Advanced Transportation University of California, Berkeley. nology (PATH), University of South Smith is Assistant Professor, Center for Internet School of Law; Fellow, Carolina Law School; and Fellow, and Society at Stanford Lappin at Stanford. Center for Automotive Research National Transportation Volpe Manager, is Program Department of Transportation, U.S. Systems Center, Cambridge, Massachusetts. and braking, and with varying levels of driver mon- driver of levels varying with and braking, and roadway limited from ranging in conditions itoring roads. all to ultimately environments decreased safety, energy costs, increased roadway who those for mobility greater vehicles, for capacity cannot currently drive, opportunities to improve land use, and new uses of commuting time. More A

ROBERTBRYANT P. DENARO, WALKER JOHANNA SMITH, ZMUD,AND JANE STEVEN LAPPIN SHLADOVER, Ten Research Areas to Follow to Areas Research Ten Automated Vehicle Technology Vehicle Automated An automated car developed by Stanford University undergoes testing on a racetrack. Newer-model cars and Newer-model trucks already come equipped with some automated technology; fully automated vehicles may not be far behind. 20 TR NEWS 292 MAY–JUNE 2014 braking systems. Volvo’s laseremergency features incarsinclude Automated safety vehiclessymposium.org). (www.automated Francisco, California 15–17, 2014, in San Vehicles Symposium, July program of the Automated sues to be covered in the ument also previews the is- automation.org). That doc- (http://2013.vehicle portation Systems Center the Volpe National Trans- Proceedings ported in the nia. The findings were re- 2013, in Stanford, Califor- Automation, July 16–19, Workshop on Road Vehicle Research Board (TRB) from the Transportation summarizes key findings Authors’ Note: published by Synopsis of This article have enacted laws specifically to regulate automated California,ColumbiaDistrictMichigan,theofand Nevada,Florida,2013.automated vehicles”in ing released a “preliminary statement of policy concern- with engaging are governments state and Federal Testing andResearch part on increases in vehicle automation. in dependsshared-usevehiclesridesharing and of potentialdoor-to-door trips. The continued growth sit vehicles may improve customer service, including significantgainsfuelefficiency.in Automated tran- byaprofessional driver, already have demonstrated Truckplatoons,automatedconvoys ofvehicles led commercial and transit vehicles also have potential. V2V communications on all new light-duty vehicles. processconsiderto rulemaking thatcould mandate a started recently NHTSA vehicles. automated of tion, are emerging independently of the development many experts believe are essential to vehicle automa- cle-to-infrastructurecommunications,(V2I)which ultrasonic sensors. Vehicle-to-vehicle (V2V)and accelerometers,and vehi- camera systems, radar, lidar, and Positioning System (GPS) receivers, solid-state gyros of advanced, affordable sensors, including the Global attention warning systems, and adaptive headlights. dictive cruise control enabled by digital maps, driver systems,gationautomatedparkingassistance, pre- controllane-keepingand assistance, collisionmiti- tion.Somevehicles already includeadaptive cruise tionshave fueled the emergence of vehicle automa- opera- vehicle indevelopments technologicalKey Technological Developments through several activities addressing connected and driving, and other states are considering related bills. NHTSA connectivity. and automation vehicle affirmation. conditionalprohibitionoutrightto from vary tion generalopera-moredevelopment,policiesfor and theseaddresslawsofMost testing researchfor and

Automation extends beyond passenger cars— passenger beyond extends Automation These features are possible with the development R i cnrbtn t te eerh agenda research the to contributing is TRB

, F , N : P LICKR OZILLA HOTO 1 driver need to regain familiarity with the vehicle after vehicle is under automated operation? cle, and how will other drivers become aware that a will other road users need about an automated vehi- and to feel safe and comfortable? What information motion and action accommodatefortolerances to should drivers be extent allowed what Toto personalize group? automateduser a systems to or user individual the to adaptautomation Should tified? should drivers’ needs for vehicle automation be iden- safety, mobility, and sustainability. ensurenecessaryto isfactors human sideration of capabilities, limitations, and expectations. The con- Automatedvehicles must bedesigned tofit drivers’ Toyota’s automated cartechnology. The 2013ConsumerElectronics Show featured able at http://2013.vehicleautomation.org. avail- is informationadditionalsessions;breakout researchandtopicsworkshop’s questionsthefrom Followingmajor21).thepagearebox,plines (see disci- of range a researchadvancein to and needs convened from around the world to expertsidentifyacademic researchindustry,and Government, ate. vehiclesandtheenvironments whichinthey oper- motor increasingofautomation the torelated ties sored a workshop on the challenges and opportuni- try, government, and academia in Irvine, California. conductedTRBinteractive an workshopindus- for roadvehiclefutureautomation.ofthe2012, on In automated vehicles, including a series of workshops u u In 2013, TRB and Stanford University cospon-UniversityStanford and TRB 2013, In Function allocation. Function acceptance.characteristicsand Driver Human–Machine Interaction Human Factorsand How much time will a will time much How

How

, F , B D : P LICKR ERKOWITZ AVID HOTO TR NEWS 292 MAY–JUNE 2014 21

PHOTO: TOYOTA UK A driver reverse parks with the help of integrated parking assist. The interface between technology and driver is a subject of human factors research on automated vehicles. , Stanford University; Chair, TRB Emerging Tech- Emerging TRB Chair, University; Stanford , , University of California PATH Program; Chair, TRB Chair, Program; PATH California of University , , Virginia Tech Transportation Institute; Workshop Institute; Transportation Tech Virginia , , Independent Consultant; Workshop Demonstrations Workshop Consultant; Independent , Will drivers need special training or training special need drivers Will , Independent Consultant; Chair, TRB Joint Subcommittee Joint TRB Chair, Consultant; Independent , , Volpe National Transportation Systems Center; Chair, TRB Chair, Center; Systems Transportation National Volpe , Energy and Environment Licensing. nology Law Committee Law nology Coordinator Coordinator Media Social on the Challenges and Opportunities for Road Vehicle Automation Automation Vehicle Road for Opportunities and Challenges the on Intelligent Transportation Systems Committee Committee Systems Transportation Intelligent Committee Automation Vehicle–Highway u James Misener James Fitch M. Gregory Bryant Walker Smith Walker Bryant Jane Lappin Jane Steven Shladover Steven Denaro Bob Approximately 60 volunteers assisted in organizing the workshop. the organizing in assisted volunteers 60 Approximately Planning Committee for the Workshop on Planning Committee for the Workshop Automation 2013 Road Vehicle When deployed on the roads in significant numbers, significant in roads the on deployed When mode automated vehicles and are trip likely to influence vehicle flow, traffic design, vehicle operations, for locations of choices ownership, vehicle choices, patterns of and land activities, use ultimately, envi- that the and energy on impacts substantial have will required, and who required, the should administer certifica- tions? What documents should be required from safety? vehicle of claims support to developers licensing to operate automated vehicles? If so, how so, If vehicles? automated operate to licensing licens- driver into incorporated be training the could ing processes? Is a higher level of expected for performance automated driving systems than for licensing affect this would how and drivers, human tests? 4 What How can How should How What elements What of elements Do Do core requirements How will automation How How much market penetra- In In what ways can infrastruc- What forms of certification are What forms of certification What test-track and simulation trials simulation and test-track What

Testing, Certification, Certification, Testing, and Licensing Infrastructure and Infrastructure Operations Certification. Testing. Value of Value connectivity. Impacts on long-range planning. long-range on Impacts Managed Managed lanes. Accommodating mixed traffic. Infrastructure. Mapping Mapping and positioning. Traffic Traffic management. Driver and vehicle interface design. u u u u u u u u u u

in traffic is paramount. National and possibly inter- possibly and National paramount. is traffic in and certification, testing, the in consistency national for necessary be will vehicles automated of licensing thrive. to vehicles these provide a social benefit? What are the roles of com- of roles the are What benefit? social a provide connectivity? and munications nonautomated vehicles and travelers be identified in identified be travelers and vehicles nonautomated oper- and agencies regional will How traffic? mixed automated for access limited or open on decide ators vehicles? feedback feedback should drivers receive from the automation? How should driver takeover alerts be distin- alerts? collision-avoidance from guished Determining what should be done to deployed protect are the vehicles automated when safety public Automated Automated vehicles have the potential to improve and operations the transportation of efficiency the network. transportation disengaging the automated driving mode? How will How mode? driving automated the disengaging a severe failure of the automation affect a driver’s driving? actively resume to ability are needed before automated vehicles can be tested be can vehicles automated before needed are manufacturers? by or authorities by roads public on need need to be into standardized a baseline system to the impacts of automation be quantified, and how can how and quantified, be automation of impacts the long-range planning accommodate to integrate adjusted the be metrics? models How planning should vehicles? automated as such technologies disruptive tion and what levels of automation will necessitate tion and of what levels automation operations? system in changes mapping and positioning will be needed for automa- for needed be will positioning and mapping required? are standards what and tion, will How functions? automation vehicle support ture design? geometric affect automation shift shift demand across the network? What role will as traffic control devices—such signals, signs, and automation? of support in markings—play pavement

2 3 22 TR NEWS 292 MAY–JUNE 2014 efficient vehicles. may leadtolighter, more New driverlessdesigns automated technology. Lexus RX450with Google retrofitteda 5 independently of any real-time communication with willlatent andinduced demand havetravelon dis- lic transportation to personal vehicles? What effects such as driving longer distancesresponses, behavioral or other shiftingproduce time fromvehicle pub- driverthepotentiallytheand productive in-ofuse cle designs and operations? and shared on-demand mobility in services lead and to smaller, safety lighter in vehi- Could improvements fuels? and drivetrains alternative of tion erate improvements in vehicle efficiency or the adop- and negative environmental impacts? most cost-effective in reducing energy consumption environmental benefits? What interventions will be and energythe gain specificallyto vehiclesmated encourage the development and deployment of auto- costs for sensors and extend a vehicle’sa extendperceptionandsensors for costs likely in automated vehicles? How might V2X reduce may be possible, automated vehicles likely will ben- other vehicles, information systems, or infrastructure Although completely autonomous vehicles operating uncertain and require systematic investigation. the environmental footprint of these vehicles remain ronment. The net effect on energy consumption and impacts? environmental and consumption, energy tances, efit from cooperative interactions, known as V2X. u u u u V2X functions. Systemeffects. Vehicledesign. impact. Environmental and Architecture V2X Communications What V2X functions would be Couldthe reduced burden on Could the innovationstheCouldaccel-

ht oiis will policies What

, F , J S : P LICKR URVETSON TEVE HOTO 6 requirements for data quality, quantity, and latency? network? communicationsthe of deployment the to tribute serve as models? How will standards and tools con- network? What communication architectures could architecture, and who would operate the information service?of hours of concept new a introduce or time ing CVO? automated Will for higher levels necessary of automation are redefine maintenance driv- skills applications will benefit most from automation? traffic? improve a road system’s efficiency and the stability vidualofcar system and driver? How might V2X data theincreased situational awareness benefit indi-an range? How would V2X sensor range extension and form other tasks. tooning, which could enable drivers to relax and per-levels of automation. A primary area of interest regulationsis pla-and could be affected by more advanced and services. CVO is subject to specific government gent transportation systems in the transport of goods Commercial vehicle operations (CVO) apply intelli- An automatedScania truckplatoon. the way in advanced automation? trucks more suitable than combination trucks to lead optimalsequence of trucks in aplatoon? Are single u u u u u omnctos networks. Communications Architecture. Policy and human factors. case.business CVOAutomated Technology. Vehicle Operations Automated Commercial What attributes determine the determine attributes What ht s h rqie system required the is What What training and ht r the are What

What CVO What

G S : P ROUP CANIA HOTO TR NEWS 292 MAY–JUNE 2014 23 A surge in smartphone- A surge in has enabled ridesharing avenue of opened a new public transportation. Might Might infor- How might metropoli- might How If exposure shifts from indi- from shifts exposure If How safe is reasonably safe, and safe, is reasonably safe How Characteristics of Urban Transportation Sys- Transportation Urban of Characteristics Liability, Risk, Liability, and Insurance the the standard guide for evaluating alternative Role of insurance. of Role Safety risks. Safety to address safety risks. Toolkit Alternatives analyses. analyses. Alternatives u u u u will automated vehicles be held to a higher standard higher a to held be vehicles automated will legal likely the are What person? a reasonable than some poses that a vehicle designing of implications or harm- laws violating including risks, foreseeable circumstances? certain in others ing The regulation of motor vehicle transportation, the transportation, of vehicle motor The regulation and the provi- lawsuits, of automotive adjudication a that vehicle assume insurance of sion automotive that technologies addressing In driver. a human has regula- legislators, driving, in role human the change safety, promote must entities private and courts, tors, to compensation and ensure innovation, encourage act. balancing difficult injured—a are who those quences? What types of performance developed? be should measures vidual How vidual drivers to and manufacturers other change? compa- industry insurance the might how nies, risks? financial and risks safety quantify insurers will evolve? models insurance new might How mation about safety incidents from these technolo- these from incidents safety about mation gies, including near-miss crashes, data? How so can collected that aggregate insurers be for algorithms centrally designing in used be data crash might assessment? risk tan planning organization agendas and National What change? Act Admin- Policy processes Environmental Transit Federal the to made be might updates istration’s systems? tems, tems, 8 What What are the are What What are potential Do current Do concepts current What What would a standard What are the implications of implications the are What What What are the impacts of auto-

Shared Mobility Shared and Transit Performance measures. Performance Autoparking. Assisting the mobility impaired. mobility the Assisting Integrating automation and automation mobility shared Integrating Hazards framework. Hazards Automation in transit. Exclusive guideway versus open road. open versus guideway Exclusive u u u u u u u

public transit public needs transit may that automation address? and public paratransit affect How does automation biking? and walking as well as use, transit architecture, and urban development? What are the are What development? urban and architecture, mated mated parking? What problems does autoparking create? or solve constraints or opportunities related to land use plan- use land to related opportunities or constraints life, of quality the affect automation will How ning? Automation of road vehicles may create new models for models new create may vehicles road of Automation allows technology Information transportation. public dynam- dis- cars, pooled arranged community are sharing, vehicle that private pools between car and distinctions rentals, the blur tributed to begun have these ically; more and vehicles, private and transportation public blurring can be expected as fleets. automation bus increases and services taxi among of automation have unforeseen long-term conse- are the trade-offs for exclusive infrastructure com- are the for infrastructure trade-offs exclusive roadways? of use shared the with pared environment built the for automation vehicle major spatial the are What infrastructure? institutional and opportunities and challenges for mobility? automationimpaired with those assisting in into the urban fabric. urban the into near-term applications for transit, and what are the are what and transit, for applications near-term deployment? for benefits and costs hazards framework for automated transport safety like? look

7 : L : P YFT HOTO 24 TR NEWS 292 MAY–JUNE 2014 the TRBworkshop. held concurrentlywith interactive workshop California industryinan of automationforthe discusses theimplications vehicle developers A panelofautomated u u u u u u u u u u Personal Vehicle Automation Commercialization Technology Roadmap, Maturity, and Performance Traffic Control Devices Legal Accelerators and Brakes Opportunities Near-Term Connected and Automated Vehicle Deployment Regional Planning and Modeling Implications of Automated VehiclesRoadway Management and Operations with Automated Vehicles and Shared Mobility Evolutionary and Revolutionary Pathways to Automated TransitTruck Automation Opportunities Human Factors The State of the Art and Future Direction of Automated Vehicle AutomatedVehicle Symposium 2014 Breakout Sessions Breakout 9 resiliency be initiated, operated, and maintained and operated, initiated, be resiliency nationalization of insurance and tort law issues? questions?Whatarearguments againstandfor the modellawshelpclarify statutory commonandlaw infrastructure be addressed? andvehiclesinformationofsecurity the threatsto can confidently How cybersecurity? of views ent sector, private sector, and general public have differ- and recovery in a crisis, are essential. cyberresiliency,attacks,andaccessor responsethe unauthorized against protect the to taken Cybersecurity, measures automation. vehicle of efits ture, and malicious attacks can undermine the ben- Automateddigitalvehiclesinfrastruc-a dependon challenges? nectedautomated systems lead todifferent security tecturaldifferences betweenautonomouscon- and affect cybersecurity and resiliency, and do the archi- u u u u Resiliency. Riskthreatandidentification. Architecture. Making. Policy and Resiliency Cybersecurity o cn yescrt and cybersecurity can How How does system architecturesystem does How How might restatements or restatements might How

Do the publictheDo

S S P HLADOVER TEVEN OF COURTESY HOTO 10 ondary uses? sec- what for and data, the to access have should Who whom? to and have data the do valuemuch secondaryvalue,beyond moving vehicle?the How users have to the vehicle’s data? data discoverable? What legal rights will the various and who manages the data, and are the data or meta- or of disposed be they destroyed? can how and held, be automated vehicle work, how long should these data engineered to cope with inevitable failures? Can cybersecurity be ensured, or should resiliencereliability? meetingstandardsprivacyandwhile ofbe ownership, privacy, and protection. matedvehicles willraiseissuesdataaccess,of data gather data while moving. The deployment of auto- Automatedvehicles require data for movement and mental—of automated vehicles. intoall aspects—including the societal and environ- playing a key role by identifying andpopular fostering media covering research the topic almost daily.the withpublic, the ofautomation interestsmuchTRB is developmentshavebeen positive. Moreover, vehicle reason,thisNHTSA’s publicstatements aboutthese that may be realized through vehicle automation. emphasizingdramaticForareimprovementssafetythe Automobile manufacturers and government agencies Dramatic Improvements and following the symposium. and workshops are scheduled for the days preceding mated vehicle demonstrations. Specialized meetings left).Inaddition, attendees will participate inauto- sessions on key topics in automation (see sidebar at of SaninFrancisco, will feature plenary Association andbreakout the and Unmanned Vehicle TRB Systems International, July by 2014 cosponsored research area interesting and challenging. the makes concerns—this and issues disciplinary tion require the careful, rigorous studyautoma- vehicle ofin Developments explored.many being inter- still are article this in raised questions The sions. plenary,duringses-ancillaryments breakout, and caliberparticipantsof sustainedtheinand engage- The 2013 workshop was a success in the number Interdisciplinary Endeavors and h nx atmtd eils symposium, vehicles automated next The u u u Primary and secondary use. privacy.and access,Ownership, Dataneeds. Protection, andDiscovery Data Ownership,Access, Whatdata are needed to make an Do the data have Who owns Who TR NEWS 292 MAY–JUNE 2014 25 Moreover, significant Moreover, sociotechnical considera- Further complicating the Further complicating problem is that auto- Tests and Design Considerations Tests systems human the to well-known are issues These but engineering it community, is unclear whether issues these considering are designers car driverless appropri- conducting are manufacturers whether or ate human-in-the-loop show tests tests Until withpopulation. driving representativethe of members driverless issues, these for account vehicles the that use and access unrestricted for safe be not will cars roadways. U.S. on do tions to not appear be a in the concern push to util- The scale. wide a on technology this introduce itarian approach, quoted by many in the press, is that cars driverless will eventually kill people, but reduction likely the of because acceptable is this that in total deaths.approach Nonetheless,utilitarian The the proved. likelihoodyet not is of a reduction demonstrates insensitivity to a deontological perspective—that sig- a about is, uncomfortable to be to people moral many causes obligations—which nificant shift of responsibility and accountability computers. to humans from informed about the state of the system, including its including system, the of state the about informed limitations, and will capa- the little—in need too nor much too to trust—neither build appropriate automation. the of bilities encour- which to boredom, lead can systems mated has research of body significant a as unaware be distraction, may ages therefore operator The demonstrated. to confu- mode of of the state the vehicle—leading may sion—and not and quickly respond appropri- the reduce can ately in of an Over time, the automation accident. degradation of result a as skills operator and demands driving tol- emergent to respond to increased ability homeostasis—the risk to lead likely will operations. normal in risk—even of erance Automated cars will depend on a complex and changing interaction between technological systems and a human operator.

PHOTO: STEVE JURVETSON, FLICKR ith the move toward driverless cars, including automated driving assistance automated including levels appropriate the term, short the in Automation on board vehicles is inherently brit- inherently is vehicles board on Automation W tle tle and can only account for what it has been programmed to vary- consider. Communication a between a with humans and system complex technically skills management attention and driving of range ing appropriately be must driver the because difficult, is of shared authority and what the interaction should interaction the what and authority shared of be between the human driver and the automation cars driverless How robust open questions. remain may be against human system failures—including environ- sensor degraded in operating failures—and test- and research principled more unclear; is ments needed. are ing Who Is in Charge? Charge? in Is Who The Promises and Pitfalls of Driverless Cars M. L. CUMMINGS AND JASON RYAN POINT OF VIEW Cummings is Associate Mechanical Professor, Engineering, Duke Durham, University, is North Ryan Carolina. a Ph.D. Candidate in the Engineering Systems Division, Massachusetts Institute of Technology, Cambridge. 26 TR NEWS 292 MAY–JUNE 2014 follow traffic flow. stay inthelaneand steering tohelpadriver speed, brakes,and and acameratocontrol includes radarsensors support technology autonomous driving Volvo prototypeof Test equipmentfora needed; the current autonomous driving systems, driving autonomouscurrent the needed; in avoiding crashes. driver still may choose to do so and may play a role steer,the or shift, pedals, the pressureto apply to traffic situation without requiring the human driver any in driving of capable are supposedly vehicles Driverless orDriverOptional? ondarycontrolresponsibilities ( which human operators have either primary or sec- (NHTSA’s)automatedofdriving, 3in and Levels 2 Administration’s Safety Traffic Highway National ter classified as driver optional, particularly under the as a forerunner to more advanced systems. technology; this limited form of autonomy can serve nowsomeinvehicle models are early formsthis of triansare. Theactive cruise control (ACC) systems vehicles,whereothertrafficindicators,pedes- and allow the vehicle to track where it is on the road and should be going, and how to get there; the latter two cleunderstandto where theinworld,isit where it specifics of the systems vary by company. the use of laser and other range-finding systems—theigation maps, outward-facing cameras, and possibly Positioning System (GPS) information, internal nav- out human input. These technologies require Global lanes, change observetraffic signals, andavoid pedestrians, roadways, with- navigate to ability the Driverlesscartechnologies indevelopment include n h dsat uue te rvr il o be not will driver the future, distant the In Although termed driverless, the vehicles are bet- The first two of these technologies allow the vehi- 1 ). Althoughthese). actionbetween the human and the automation and are not the fault of the human alone but of the inter- responsive action.a Instancestaking ofand human develop error likesituation this a second seeing one-half between approximately of lag a riences even when paying attention perfectly, a personlag—neuromuscular as expe- known limitation human by human exacerbated error. be can this and model, internal thecar may not beable tohandle uncertainty inits the event illustrates the brittleness of automation— system( ual control on roads not previously mapped into its One occurred when the car was traveling under man-than300,000 miles,withreportedtwo crashes ( more logged have already cars Google’sdriverless Interacting Weaknesses induced crashes. this may lead to a variety of automation- anddo Failuretoneeded. human-beintervention mightwhen knowsdoing,andsystemisawareness the what of bilities and limitations of the vehicle, maintains full must ensure that the automation operator fully the understands the or capa- of design primary secondary—the authority—whether shared of tion lem: as long as a human operator has some expecta- assumecontrolprob-specifictheatpoints. is This and allow and—in some cases, expect—the driver to however,driver’stheinrequire behuman to a seat These problems are aggravated by an inherent an by aggravated are problems These 3 ).The actual causal chain is disputed, but 2

, SE-405 31 G 31 SE-405 , A P , G C V © P OTHENBURG FFAIRS UBLIC ROUP AR OLVO HOTO TR NEWS 292 MAY–JUNE 2014 27 presents IEW V OINT OF opinions of contributing of opinions authors on transportation are Readers issues. comment to encouraged in a letter to the editor on the issues and opin- presented. ions P Wreckage of Air France of Air Wreckage which crashed Flight 447, the coast off in May 2009 returned to of Brazil, is land at the Port of Recife. The pilot had become distracted and was not monitoring the aircraft while it was on a autopilot, leading to series of actions that led stalled the plane and to the crash. Without Without this input, humans seek it elsewhere, from come research and examples these Although

Attention and Distraction These issues are common to many other domains involving human engi- interaction with systems automated sys- human the to known well are and tems communities. psychology experimental and neering In allocated, general, be to the resource research limited a community is agreesattention stim- of human that level some requires brain human the that and high. performance and attention its keep to ulus leaving them susceptible to distraction by either the endogenous or from exogenous or factors. Operators may automation the from cues important miss may they or 401; Flight Eastern in environment—as France see Air the in cues but decision—as not correct have a all make of to the informationrequired engage to capacity spare their use may they or 447; in distracting activities, leading to a loss in situa- in tional awareness—as Flight Northwest 188. An also operator may enter a state of mode confusion a in is system the that believing decisions make and is. actually it than state different aviation, the role of a pilot monitoring an aircraft autopilot system is similar to that of the human driver in a driverless human–automation interaction car. has same Recentexpanded the showing tois and systems research driving automated in distraction. With the aircraft on autopilot, both pilots a both consequence of operator boredom and autopilot, resultant on aircraft the With distraction. to failed and conversation their by distracted became and the monitor its aircraft As status. they opened their laptops to obtain to information supplement frequency radio a misdialed they conversation, their air by sent message text one least at missed change, traffic control atten- inquiring about flight their a location, when and occurring was what realized result only the Luckily, time. landing the about asked dant was consequences only a severe more late landing; occurred. have could

, TV B TV , M R : P ALTCHIK OBERTO HOTO RASIL ). ). 4 Northwest Northwest Flight 188 overshot Minneapolis, Air France 447, which crashed off the coast of coast the off crashed which 447, France Air A faulty indicator light that appeared on final appeared that light indicator A faulty Although Although computing reliable accident statistics Automation has been Automation key this in acci- reducing u u u ing and made the worst of all possible decisions—he possible all of worst the which made and angle, ing climb aircraft’s the increase to attempted crash. the to contributed and stall the worsened craft on autopilot, the pilot was distracted and was was distracted the pilot on craft autopilot, a is this aircraft; the monitoring in engaged fully not When the common occurrence. stall warning acti- happen- was what of aware not was pilot the vated, ally triggering the stall warning alert. With the air- With alert. the warning stall ally triggering Lessons from Aviation Lessons from can car look to community The driverless aviation automa- of introduction the from learned lessons for tion to relieve pilot workload increasing of and—in introduction the Since theory— safety. improve systems navigation and control flight in automation jet commercial in rate accident the mid-1970s, the in operations has dropped from 4 approximately per ( 1.4 to departures million the weaknesses of each—the human’s imperfect attention and execution gener- in and ofperception in brittleness a automation’s response and the solution. a ating sustain could cars driverless if premature, be would over improvement an be would they rate, crash this teenage drivers. According to the Insurance Insti- tute for teenagers Highway are Safety, three times more likely to have a crash than drivers age 20 or older. Minnesota, by roughly an hour in the fall of 2009 as 2009 of fall the in hour an roughly by Minnesota, Brazil in 2009, involved two failures: failure of in Brazil failure the two 2009, involved failures: and a automation of failure the to displays present sen- pressure clogged A operator. the to information to as act if alti- the system autopilot the caused sor put autopilot The low. too was of airplane the tude eventu- climb, high increasingly an into aircraft the approach caused the 1972 crash of Eastern Airlines Eastern of crash 1972 the caused approach between disagreement the by Distracted 401. Flight failed crew the gauges, other and light acci- warning the disengaged been had autopilot the that notice to who pilots, the notified warning or alert No dentally. notice to failed and problem indicator the on focused that the aircraft was descending steadily into the Everglades. dent rate. Nevertheless, dent many rate. Nevertheless, accidents labeled as Administration Aviation Federal the by error human Board Safety Transportation National the and (FAA) would be These interaction. include betterhuman–automation the categorized examples: following as failures of 28 TR NEWS 292 MAY–JUNE 2014 correctly. may notfunction signal islost,thevehicle determine routes;ifa automated vehicles GPS isessentialtohelp active. when automationis distraction common attention islimitedand shown thathuman automated systemshave interaction with Studies onhuman assessment. and training formal no to little receive who tries, of ing population pilots of the United States and other coun- trained highly commercial to airliners, wellasthetogeneralas driv- applies This tion. sions when required by the automation or the situa- and always ready to intervene and make correct deci- be assumed to be always engaged, always informed, have made the situation worse. Themay operatorand cannotit provide not could operator the tance, assis- needed automation the when words, other mance by humans in emergency situationsperfor- poorer( of cost the at but benefits, yielded speeds and with greater separation between vehicles emergency situations, for example, by braking. to react to and issues critical recognize to slower tions,especially usingtocellular phones, andwere automationwas active, were more prone to distrac- automated car were less attentive to the car while the prietary, and the exact capabilities of thedevelopmentthedriverless pro- ofofisMuchcars technologies Technology Robustness ( effects itsfinaldestination is,andfrom this,thecardeter- tells the car where it is on the stored map and where vehicle’sthe in onboardcomputer.signal GPS The ing; a set of onboard cameras; GPS; and maps stored major technologies: lidar, or light detection andregardedally advanced—reliesmost therang-as fouron tionsof concern. Google’s autonomous car—gener- limitations of the technology overall or specificthe comments on notques- specificvehicle,but a about known.arepreventsnotThis definitive statements minesitsroute. Cameras andlidar help thevehicle In tests, automated systems used at lower average 5, 6 5, ). Drivers in an autonomous or highly autonomousor an inDrivers ). 5, 6

). In

C E , P SARTRE : P OMMISSION UROPEAN ROJECT HOTO of the automation is not a trivial issue. If the automa-How drivers adapt to the presence and performance Trust andSkillDegradation ( a GPS signal, has been observed by the U.S. military information, as well as jamming or forciblylocation denyingfalse provide to signal GPS a mimicking or Spoofing questionable. is GPS of security The Flaws intheSystems ( areas construction and weather inclement master bridges, or could cause other damage. offbuildings,road,intoor the off force couldcars example,hour,metropolitanforrush duringareas or group of individuals spoofing GPS signals in major significantly. will increase the likelihood of a serious or fatal humanscrash byrequiresmonitoring thattechnology a proneto distraction; any failures or degradations in driver.Previous research has shown that people are recklessanticipatingirrationalaand actions ofthe a car calmly changing lanes is entirely different from cananticipate the actions of other drivers; avoiding tions ( condi- driving nonnormal other gestures—and of tors—ataskthatrequires sophisticated recognition not currently handle construction signs, traffic direc- signs, traffic lights, and pedestrians. sense the distance to other cars or to recognize stop tounablevehicleis result, the a camera.As the of and interfering with the image detection capabilities lidar sensors, scattering or blocking the laser beams structural shielding cause a lost or degraded signal.of forms other and tunnels, buildings, tall which canyonsinunreliableurbanbein signalscan GPS onboardcomputerdecisions.themakes Moreover, an effective three-dimensional world model by whichand how often map updates are required to maintain light. Also not clear is how much advance mapping traffic the of color the or sign stop recognizea to tures. If the cameras fail, the vehicle may not be able detectto nearby vehicles, pedestrians, otherorfea- should be going. If the lidar fails, it may not be able doesnot know where itis on its route and where it the four systems fails. If the GPS or maps fail, the or car known, whether the car not will function is correctly if any one redundancy of of extent the and streetlights. and signs stop follow and find to where and are, road,thewhereon othersense vehicleswhereis it 7, 8 2 ).Precipitation, fog, and dust create problems for Google’sresearchers to yetadmithavetheythat Other research has noted that the technology can- Each of these systems is vulnerable in some way, ) and in civilian applications ( 2 ). A related question is how well the system 9 ). An individual TR NEWS 292 MAY–JUNE 2014 29 Current automated is not vehicle technology interpreting capable of and hand signals movements of traffic directors and road workers during temporary road work and other irregular conditions. traffic ). Although ). 12 A lower fatality rate is not a guarantee with for responsibility legal of chain the Furthermore, autonomous cars, particularly at NHTSA Levels 2 and 2 Levels NHTSA at human- with particularly that cars, than autonomous lower is rate fatality the if but 3, with well resonate operated not will vehicles, the killing accidentally, even of a machine, human by a public and media intense Recent public. general the autonomous protested to have example, likely for are campaigns, issues Similar robots. military weaponized is technology driver-assisted or driverless if raised be for a responsible or fatality a that serious accident attention. media intense receives clear, not is technologies driver-assistive or driverless nor is the basic form of licensure that should be a logical argument in keeping with rational decision- rational with keeping in argument uni- logical a not is approach utilitarian a such theory, making versally shared. A deontological approach could to not be take should allowed machines that assert the lives of humans under any robotics of laws three circumstances— the of one to similar is which Asimov. Isaac author by up drawn A common argument in favor of inserting driverless inserting of favor in argument common A accidents is that as possible as soon technology car According dramatically. reduced be will fatalities and million 1.2 than “more Thrun, Sebastian Google’s to We accidents. traffic road in year every lost are lives that cut to potential the has technology our believe ( half” as much as by perhaps number, Sociotechnical Considerations should should then be able automation to The learn how driving. best of to course use the the in automation oper- human the when sense to able be should also ator so or is even performing poorly, dangerously, control. take or driver the support either can it that side is of The more a end result partnership—each for and the and abilities accounting understanding other. the of limitations ). 11 ). ). notes notes that 5 BMW Technology Guide BMW Technology ). Nevertheless, studies addressing public knowl- public addressing studies Nevertheless, ). Skill degradation from overreliance on from automa- Skill overreliance degradation observed has already systems ACC into Research Providing appropriate feedback to the operator on operator the to feedback appropriate Providing 10

“the system is not intended to serve as an autopilot” an as serve to intended not is system “the tion is perceived to or tion be is not proficient, unreliable perceived despite system, the use to refuses operator the then perceived is automation When benefits. potential the heavily more rely operators however, as proficient, on the and technology fail to use their own skills. on reliance increases and skill of loss a to leads This con- mode to back leading possibly automation, the earlier. discussed as fusion, released recently FAA aviation; in a problem is tion a safety that notice recommending pilots fly more Risk autopilot. the with than mode manual in often homeostasis is another possible concern—drivers perceive the dis- automation increased to to be leads more this capable risk; and more accept to begin system. automated the on overreliance and traction Chero- Grand Jeep 2014 The concerns. these of convenience a some “is ACC that states manual owner’s kee involve- driving for active a substitute system…not ment,” and the public is not fully aware of the limitations of the tech- the of limitations the of aware fully not is public nology and has sense a of poorly-defined when to ( trust trust the and autonomy when should driving be a many of experiments, In a series operation. manual edge of the capabilities of ACC systems show that the that show systems ACC of capabilities the of edge The automation should be capable of describing its describing of capable be should automation The and performance its to limitations the who driver, drivers drivers displayed riskier behavior when given the systems, ACC of autonomy limited the use to ability sys- to off the shut automated the failure including ( suitable not were conditions when tems ing a system for appropriate trust is a challenge ( challenge a is trust appropriate for system a ing the performance of the operator and of the automa- the of and operator the of performance the design- but problems, these mitigate to crucial is tion

P DOT V : HOTO IRGINIA 30 TR NEWS 292 MAY–JUNE 2014 necessary. take controlwhen and failtoshutitoff and an automatedsystem Drivers mayoverrelyon driver training, continuing education, and licensure requirementsforset shouldlidar, and and GPS as ability and robustness of the core technologies such testing programs, as well as programs to develop test should the reli- alike organizations private-sector outside the typical tests that regulatory lie agenciesissues per-theseMoreover, issues. these addressed have designs their how describing testing, cipled tation,including extensive, independent, prin-and having the intended effect. aresolutionsthe thatconfirm to testingextensive willcome through proper design, supplemented by problems these to Solutions settings.real-life and experimentalinobserved been have andconcerns errors, skills degradation, and trust issues are major traction, mode confusion, recovery from automation driverless technology are unclear. Boredom and dis- the anddriver human interaction thebetween the tions remain. The robustness of the technology and andmore efficient driving systems, but many ques- Driverless car technology promises potentially safer Tenuous Transition which have not been addressed satisfactorily. ical ramifications but also the sociotechnical aspects, responsiblenot only for considering the technolog- technologies and the related regulatory agencies are requiredoperation.forManufacturers driverless of vehicles should remain experimental. Public- and Public-experimental. remain should vehicles representativepopulations,withthesetestinguser addressed through independent human-in-the-loop form in assessing safety. Until these issues have been

Manufacturers have not provided any documen-

, F , J S : P LICKR URVETSON TEVE HOTO 2 Thrun, S.12. What We’re Driving At. Lee, J. D.,11. and K. A. See. Trust in Technology: Designing for 10. Marks,P. GPS Jamming: A Clear and Present 9. Reality. Waterman,S.North Korean Jamming ofGPSShows Sys- 8. Franceschi-Bicchierai,L. Drone Hijacking? That’s 7. Just the Jamson, A. H., N. Merat, O. M. J. Carsten,6. and F. C. H. Lai. Vollrath, M., S. Schleicher, and C.5. Gelau. The Influence of 4. Google’s DeBolt,D.Five-CarCrash. Self-Drivingin Car 3. Urmson, C. The Self-Driving Car 2.Logs More Miles on New 1. References lash, which also could affect other robotic industries. accidentprovokecouldunanticipated back-public menting driverless technology—an ill-timed, serious taken,therefore,experimenting inimple- andwith be should care Great obstacle. surmountable but significant variation in human ability. nologies into a complex sociotechnical system with ous period of transitioning new and unproved tech- Level 4 of fully autonomous driving. This is a tenu- with these advanced technologies, enabling NHTSA’s will likely only be realized when all cars are industry.equipped Themajority ofthepromises andbenefits transportationthe of advancement the for critical related to these vehicles. In addition, public perception can become a major The development of driverless car technologies is were-driving-at.html. ber 9, 2010. http://googleblog.blogspot.com/2010/ 10/what- pp. 50–80. Appropriate Reliance. ide/articles/active_cruise_control.html. www.bmw.com/com/en/insights/technology/technology_guBMW Technology Guide: Active Cruise Control sen.html. blogs/onepercent/2012/02/gps-jamming-a-clear-and-pre- www.newscientist.com/ 2012. 22, February Scientist, korean-jamming-gps-shows-systems-weakness/?page=all. www.washingtontimes.com/news/2012/aug/23/north- Weakness. tem’s com/2012/07/drone-hijacking/. Troubles.GPS of Start 2013, pp. 116–125. portationResearch EmergingPartC: Technologies mated Vehicle Control in Varying TrafficBehavioural Conditions.Changes in Drivers Experiencing Highly-Auto- Prevention Behaviour: A Driving Simulator Study. CruiseControlAdaptiveand Cruise ControlDriving on Commercial Airlines, Seattle, Washington, 2013. WorldwideOperations, 1959–2012 StatisticalCommercialSummaryof Airplane JetAccidents: www.mv- 2011. five-car-crash. 8, August voice.com/news/2011/08/08/googles-self-driving-car-in- Voice, View Mountain miles-on.html. blog.blogspot.com/2012/08/the-self-driving-car-logs-more-Wheels. mated_Vehicles_Policy.pdf. 30, 2013. www.nhtsa.gov/staticfiles/rulemaking/pdf/cles Auto- Preliminary Statement of Policy Concerning Automated Vehi- . National Highway Traffic Safety Administration, May Google Official Blog , Vol. 43, No. 3, 2011, pp. 1134–1139. Ags 2, 2012. 23, August Times, Washington Human Factors Wired, , August 7, 2012. http://google- July 6, 2012. www.wired.2012. 6, July Google Official Blog . Aviation. Safety, Boeing , Vol. 46, No. 1, 2004, Accident Analysis & . BMW, 2013. , Vol., 30, , Octo- Trans- New TR NEWS 292 MAY–JUNE 2014 31

PHOTO: CENTER FOR TRANSPORTATION RESEARCH, UNIVERSITY OF TEXAS AT AUSTIN Conceptually, this programming problem could problem programming this Conceptually, grasp grasp the technical opportunities across the full and sciences social range of engineering, science, pursue. fruitfully might research that Scope and Complexity to spe- be must also programmed funds Available cific types of research—for example, long-term, high-risk, high-payoff research and short-term, well as research—as to develop- problem-solving ment, pilot testing, and technology transfer. more In support must funding research words, activ- other of range the to extend must and research than Research process. innovation the comprise that ities is a means to an end, and the work prac- to necessary routine into results research promising move account. into taken be must tice inno- two-dimensional a of terms in approached be vation matrix, with topic areas the as as process one innovation axis the in and stages or activities combi- a specific represent would cell Each and other. design, pavement as such area, topic a of nation incorpo- as such process, innovation the in stage a llocating funds to support research is a for- a is research support to funds llocating midable midable task for the public agencies that fund transportation research and for the Within a given topic area—for example, bridge example, area—for topic given a Within to after-the-fact performance measurement. performance after-the-fact to engineering or travel demand forecasting— task is particularly challenging when public deci- when public challenging task is particularly subject and evidence-based be to expected are sions and researchers practitioners working collabora- opportunities and needs research identify can tively priori- about judgments and can tech- consensus make standing the of mission the of part is This ties. nical committees of Research the Transportation Board (TRB). Establishing priorities across topic areas, however, is far more can claim if to and any, practitioners, complicated.researchers Few and for the delivery of transportation services. This services. transportation of delivery the for and of research, development, and technology transfer technology and development, research, of users for effects positive the maximize to activities, A Note About Programming Programming About Note A Funding Research ROBERT E. SKINNER, JR. SIGNALS legislative legislative bodies that oversee the agencies. The funds not only must be an across spread array of and the social engineering, in science, areas topic types various to assigned be must also but sciences, A is an occa- an is IGNALS S sional column featuring column sional commen- and insights transporta- from tary stimulate to leaders tion topics on discussion research, to related policy. and practice, is response Reader form the in encouraged editor. the to letters of (Photo above:) Research funding must support the innovation process— development, testing, The author is Executive Transportation Director, of the Board Research National Academies, D.C. Washington, technology transfer—as well as research activities themselves. 32 TR NEWS 292 MAY–JUNE 2014 Research, with ( Standing Committee on Officials (AASHTO) way and Transportation Association of State High- meeting of the American of research directions at a partici pates in discussion The author ( investments. mapping research programming and innovation matrixfor FIGURE 1Sample right Administration. Federal Highway and Michael Trentacoste, McDonnell, AASHTO; pher Jenks, TRB; Jim Transportation; Christo- Arizona Department of ) John Halikowski, center left to left )

making incremental improvements. cations for research and innovation that may help in incremental, to view evolutionary a gains in effectiveness. with programs, on ing ceed more intentionally and deliberatively in decid- Perhapssensiblea middle ground would betopro- and other innovation activities proceed accordingly. may be far from optimal, but the research programs programming decisions year after year. The decisionsother,the Onlegislativeagencies andbodies make the one hand, this question seems almost intractable. topic areas and stages in theacross innovation funding process? program On bodies oversight islative are currently allocated. mappingexercisea asserve examinefunds tohow may form, simplified a in and, thinkers visual to programming for method research. proposed The formulation, however, a may be helpful of part allocating of research complexity funds rationalina manner, the nottoserve as illustrate to pally princi-presented is formulationmatrix This aids. rating research results into specifications and design Topic Areas Followingare four ways tolook atfunding allo- The task remains—how should agencies and leg- Stage intheInnovationCycle answered inbe a meaningful way.should that questions raise will and research for corrections course appropriate identify help between agency plans and the research program can link the examining Nonetheless,research. agency casttheir netsbroadly enough coverto allvaluable not may researchplansstrategictalent; and ment, equip- laboratories, specialized with issue, effort” ciatedwith research is a legitimate “maintenance of the specific components of a research program. Asso-other innovation activities and can assist in selecting in a strategic plan—can point the way to research and funding. workaroundconstraintsa innovationforbe in can agencies, operating For opportunities. its exploit is one way an agency can address its challenges and plans. After all, developing and applying innovations an agency’s research program should align with theseand how the agency hopes to addressfaces agency them.an thatchallenges Logically,opportunities and identifythe expectedto be strategic canplans and about the content and funding of research activities. these exercises are seldom useful in making choices Nonetheless,goals. the withalignment in is gram agency goals purport to show that the research pro- stated broadly to researchactivitiesagency match that Exercises funding. research programming in service,” are often too imprecise to be of much help Agency goal statements, such as “improve customer plans, andneeds. 1. Alignmentwithagencygoals, that identify and promote promising research results activitiestransfertechnology research and solving problem- shorter-term, on resources scarce focus toneedsoperatingconcludeitanagencymaythat day challenges of delivering transportation services, are most appropriate. For example, facingthat activitiesresearchinnovationthe the selecting day-to- in considerationof context can be particularly helpful the areas, topic of selection the to relevant cially mentsand anagency’s goals and plans can beespe- tions with other transportation organizations. complementary research programs; and the connec- accessibleor elsewhere; presencetheabsence or of available funding; the research capabilitiespotentially in-house or available the agency; regulatory or type of organization—such as an operating, funding, offactors, such asthe scale ofthe organization; the which they are made. Context is shaped by a variety Researchinvestments alsoshould contextthefit in 2. Context. Specifically,the how—the proposed action steps Takentogether, agencygoals,statements,needs Whereas the alignment between research invest- TR NEWS 292 MAY–JUNE 2014 33

PHOTO: TRANSPORTATION TECHNOLOGY CENTER INC. Newmark Civil Engineering Lab at the University of Illinois. Considering the context of research investments can help organizations to serve the needs of their communities and customers in the long term. Innovation can be incorporated into a research agency’s strategic plan. (Above:) Transportation Inc., Center, Technology conducts research into phased-array ultrasonics—with an inspection beam that can be steered and focused without reorienting the probe—to find flaws in the railhead or web. A variety of people, groups, and organizations are organizations and groups, people, of variety A

filling the balance requirement on its own, but in the in but own, its on requirement balance the filling with aggregate other Ideally each agencies. agency fit programs into the should where its understand level, national and scheme work and broader a with other agencies at that, ensure to institutions research enter- the entire are considered, when all programs balanced. appropriately is prise 4. Stakeholder involvement and 4. Stakeholder involvement engagement. Making decisions aboutpicking than fundingmore involves allocationsinnovation and research for and activi- areas topic or appropriate the best most ties. How the decisions are pro- only not in process the made stakeholders Engaging is important. vides the input necessary for decision makers to make better but decisions also the promotes com- development the for necessary buy-in and mitment results. promising of implementation and

C W UI, W : P OMMONS IKIMEDIA ARREN HOTO Balance means that important and emerging topic emerging and important that means Balance National agencies and programs can take a be—pri- should be—and will agencies Operating Although context may be especially helpful in promising research results and to transfer the findings the transfer to and results research promising ful- for responsible is agency single No practice. into short- and longer-term approaches are being pursued, areas are being being meaningfully addressed, are that both approaches longer-term and short- develop to place in are activities appropriate that and less, agenciesprograms and complementary research and organizations should programs, their review balance. to regard with elsewhere, innovation activities and help avoid any tendency to tendency any avoid help and activities innovation Nonethe- comprehensive. inefficiently and overly be Aligning research and innovation activities with an with activities and innovation research Aligning considera- contextual with as well as and plans, agency’s research agency’s the of scope the limit will tions, 3. Balance across topic areas and topic areas 3. Balance across and technologies from other sources. sources. other from technologies and problems systemic at looking in perspective broader national Arguably, agencies. many operating across longer- to undertake positioned better are agencies term research and research with higher risks and potential rewards. At an international a can support full countries level, industrialized the wealthy, range of innovation activities however, countries, by Developing programs. transportationresearch may be better served by emphasizing other the from methods critical and technologies of assessment countries and by promoting the technologies and circum- to their appropriate most are that methods stances. With limited resources, an emphasis on impractical. be would research long-term activ- innovation and research with concerned agencies, marily National needs. specific their serve that lat- ities the have only not perspectives, broader their with positioned best are but view longer-term a for itude to identify and help fill gaps. For instance, where on innovation promoting for lie responsibility does the networks operated transportation by counties, or have little no generally which and towns, cities, National programs? innovation and research formal agencies transportation working with states could mission. their of part a as this see process, innovation the in invest to where choosing it may also be helpful in selecting topic areas for institutions research and agencies other If research. have some Con- topics covered. well covered, well an less agency’s focus are that topics to shift should activities innovation to respect with context sidering in and that topicfunding areasresearch of will allocation the help to approach promote a pragmatic cost-effectiveness. increase should turn stages in the innovation process. 34 TR NEWS 292 MAY–JUNE 2014 T eerh rgas r codntd n itrc; n how and interact; and coordinated are programs research setting of RD&T priorities; the way that the various highway various the that way the priorities; RD&T of setting at the end of March 2014, after 24 years at TRB. longtime member of the committee is the structure and funding of highway RD&T; the Research and Technology Coordinating Committee and was a eus o FW ad tes eetd y h cmite in committee the by selected others and FHWA of request and Special Programs; he served as study director for the consultation with the agency. Of particular interest to the to interest particular Of agency. the with consultation cialists. Strategic Highway Research Program and for TRB’s Studies highway users, and environmental and highway safety spe- safety highway and environmental and users, highway The author is past Senior Program Officer for the second decision process. engaged inthefunding Researchers mustbe future researchactivities. Meeting todetermine TRB 2014Annual Committee metatthe and Evaluation The SafetyData,Analysis erpltn lnig raiain (Ps, university suppliers, and (MPOs), consultants contractors, highway researchers, organizations planning metropolitan and (DOTs) transportation of departments state from cials ment ofFHWA’s RD&Tprogramsince1991. the committee has provided FHWA, a continuing, by independent Funded assess- (RTCC). Committee Coordinating nology Tech-and Research the convene to TRB, through Academies, Transportation Research Board (TRB), and asked the National State and Highway Transportation Officials (AASHTO) and the tions. recommenda-researchpriority broad-based of development program of the Federal Highway Administrationprovided (FHWA)for a continuing,and the independent assessment ofresearch, the RD&T development, and technology (RD&T) activities. The act The RTCC has addressed a variety of topics, some at the at some topics, of variety a addressed has RTCC The The RTCC membership rotates regularly and includes offi- includes and regularly rotates membership RTCC The FHWA began discussions with the American Association of ITA poie a usata ices i fnig for funding in increase substantial a provided (ISTEA) he Intermodal Surface Transportation Efficiency Act of 1991 AssessingHighway Research and Development Priorities TR News maintaining, and operating the transportation infra- constructing,responsibleforare thatpartners, tor agencies and their staffs, along with theirtheroutinely. involvedareprivate-sec- Firstbe should groups stakeholder two but process, the in stakeholders editorial board. He retired D L A W E I D . E R E T L A W Federal Highway Administration. highway research, development, and deployment efforts of the The Research and Technology Coordinating Committee reviews the ing, operating,andmaintainingthenation’s highways. build- in efficiently and effectively products research the use agencies highway that so organized is transfer technology DT ohr o nt icue h Uiest Transportation University the include note highway of funding others RD&T; programs largest the of one is program system; and other factors. publicnature ofhighway ownership; themultiple users ofthe that the highway system is built, maintained, and operated; highwaythe RD&T has many other research, stakeholdersFHWA-sponsored of users becauseand customersof principalthe way include thefollowing: for decisions about the federal highway RD&T program. context the Theseset that endeavor RD&T highway the of teristics charac- several noted has RTCC the work, its of course the In Highway RD&TCharacteristics u u

. The federal highway RD&T highway federal The many. among program One stakeholders.Many

P R : P HOTOGRAPHY ISDON HOTO and innovation process. The operating agencies—operatingTheprocess. innovation and researchthroughoutdegreesthe varying in advice applications in transportation. scientific findingsandtechnologies that mayhave important emerging and new identify tion—can transporta- of outside work who researchers— those including addition, In approaches. various ics and provide insights about the appropriateness of community. Researchers can help frame research top- and innovations for implementation to succeed. with users, and they must embrace new technologies tion services. They have the most immediate contact deliveringtransporta-day-to-daychallengesofthe structure. These stakeholders are most in tune with The second stakeholder group is the researcherthestakeholder secondisgroup The Both of these stakeholder groups should provide Although state DOTs and MPOs are MPOs DOTsandstateAlthough that is, the operating personnel within the operating tions in these four ways is not a panacea to produce agencies—must be increasingly involved as the an optimal program. Although these considerations process gets closer to short-term research, develop- may help point the way to quantitative performance ment, and technology transfer. Researchers, how- measures for research and innovation activities, they ever, may have the most to offer earlier in the process, will not readily produce such measures. What this providing advice on longer-term research and the approach will do is help provide a better, more potential adaptation of new scientific findings and understandable rationale for research investments technologies from other fields. Together, these per- and promote investments that will be more cost- spectives will help agencies at all levels shape effective in the long term. research programs that are sensitive to current problems, attentive to the long-term promise of new tech- Acknowledgment nologies, and mindful of the efforts required to The work of the TRB Research and Technology develop and implement promising research results. Coordinating Committee and its discussions have been instrumental in shaping the author’s views Understandable Rationale about research organization and priority setting (see Examining research and innovation funding alloca- sidebar, page 34).

Centers Program, the RD&T programs of the individual states, and pooled-fund research programs such as the National Cooperative Highway Research Program. Moreover, programs outside the highway field have become increasingly important to highway infrastructure. u Barriers to innovation. The structure and governance of the highway transportation system is a complex and multilay- ered, public–private activity with many barriers to innovation, including a low tolerance for risk in the public sector. Tech- nology transfer, therefore, is fundamental to the success of FHWA and state RD&T programs. u Important federal role. The federal role in highway RD&T is vital to highway innovation. Only the federal government has the resources to undertake and sustain high-risk, potentially high-payoff research and the incentives to invest in long- u TRB Special Report 261, The Federal Role in Highway term, fundamental research. FHWA also can identify and fill Research and Technology (2001), helped lead to the estab- gaps in highway research that other highway RD&T programs lishment of FHWA’s Exploratory Advanced Research Program.3 have not addressed. u Special Report 295, The Federal Investment in Highway Research, 2006–2009: Strengths and Weaknesses (2008), Advice and Guidance guided Congress in making important reforms that were The RTCC has prepared numerous letter reports to FHWA and adopted in the current surface transportation authorization, has published several book-length studies on highway RD&T Moving Ahead for Progress in the 21st Century.4 for wider audiences. Key publications have included the following: The committee continues to provide advice and guidance to FHWA as the environment for federal research changes u TRB Special Report 244, Highway Research: Current Pro- with reductions in highway programs, fewer restrictions on grams and Future Directions, (1994) documented the state of how states can use federal highway funds, and the increasing highway RD&T for the committee and formed a baseline for need for new technologies to address problems caused by the MAY–JUNE292 2014 NEWS TR later discussions.1 heavy use, congestion, and deterioration of facilities. Never- u TRB Special Report 256, Managing Technology Transfer: theless, as the committee has noted, “Every member of the A Strategy for the Federal Highway Administration (1999), RTCC views research, technology, and innovation as essential addressed the need for a systematic strategy for FHWA’s tech- for thriving in today’s world and for meeting such challenges nology transfer efforts.2 as addressing the congestion and air quality problems of our urbanized areas, using communications technologies and new 1 www.trb.org/Publications/Blurbs/153308.aspx. 2 www.trb.org/Publications/Blurbs/152249.aspx. materials to make highway transportation safer and more 3 www.trb.org/Publications/Blurbs/153339.aspx. efficient, and reexamining the role highways play in the mul- 4 www.trb.org/Publications/Blurbs/160405.aspx. timodal transportation system of the 21st century.” 35 36 TR NEWS 292 MAY–JUNE 2014 and increaseroadsafety. decrease injuriouscrashes red lightrunningcan laws againstspeeding Effective enforcementof Carolina.North Raleigh, Inc., Brustlin, Hangen, Vanasse,Principal, S E L C C Washington.is Eccles E M I K Engineer,Seattle, of City D N A Civil Associate is Fiedler R E L D E I F A C C E B E R Speeding and Red LightAutomated Running Enforcement T R O P E R for P R H C N S grams. The National Cooperative Highway Research pro-agenciesotherimprovestartowntheircanor successful, program a makes what understanding enforcementprograms provide valuable models. By safety for all users. roadway improve can and running light red and ment to reduce the prevalence of excessive speeding States and local agencies can use automated enforce- ventingthesedangerousbothof drivingbehaviors. and an estimated 118,000 were injured ( killed,werepeople714 2011, inStates Unitedthe in 2011 ( tor in almost one-third of all fatal crashes nationwide Safety Administration (NHTSA), speeding was a fac- contributors to fatal crashes: gnis ht prt scesu automated successful operate that Agencies pre- in effective be Enforcement,however,can u u a sft. oh iltos r major are violations Both safety. way tionsthat cause significant problems for high- peeding and red light running are traffic viola- In crashes that involved red light running inrunninglightinvolvedred thatcrashes In Traffic Highway National the to According 1 ). 2

S T F AAA : P AFETY RAFFIC FOR OUNDATION HOTO the United States and Canada. speed and red light running enforcement activity in automatedcomprehensiveassessmentof a formed ( successfulnot were draws lessons from the experiences of programs and describesthat also report the success; to tributing enforcement programs and explores the factors con- Light Running, 729, Report NCHRP published has (NCHRP)Program the community understand the problem and the and problem the understand community the holdersestablish communicationa strategy helpto stake- the helps This crashes.causing is speeding existslemconfirmtoand thatred light running or The first step is to determine if a traffic safety prob- Problem Identification vides a brief overview of the guidelines. interested in starting a program. The following pro- to agencies that currently have programs and tostrong legalfoundation. those guidanceThe applies both a have and resources, use adequately support, lic mentprogram that will enhance safety, garner pub- the initiation and operation of an automated enforce- The guidelines presented in NCHRP Report 729 spanGuidelines forSuccess explored inNCHRPReport729. Oregon—are amongtheenforcementtechniques Digital photoradarvans—above,inPortland, Automated Enforcement for Speeding and Red and Speeding for Enforcement Automated which examines successful automated 3 ). The researchper-projectThe ). TR NEWS 292 MAY–JUNE 2014 37 In Portland, advance warning signs of photo enforcement are posted at city limits. Informing the public is a crucial step in implementation. Creating an enforcement program within a juris- a within program enforcement an Creating of the pro- control maintain The should agency at last should which period, warning the During diction may necessitate the establishment of a new the establishment may necessitate diction the oversee to personnel of hiring the or unit traffic program the of size the on depend will This needed be program. will personnel Agency agency. lead the and to manage and oversee the program, as well as to to for respond and public informa- media requests tion. to oversight and management delegate not and gram the vendor the or Nonetheless, agency contractor. resources and expertise the of advantage take should of private company personnel. This balance will staffing. agency’s the affect Informing the Public par- key, is program the about public the Informing about ticularly the location of the camera installa- and of citations, for adjudication the process tions, program as the how as well of revenue, use the the violations on effect its of terms in evaluated be will imple- full the before period warning A crashes. and in program, enforcement automated an of mentation informa- public a with comprehensive conjunction effective. proved has campaign, tion the cameras operates the jurisdiction 30 days, least in The notices lieu and of warning sends citations. work to agency lead the allows also period warning out any glitches in the system before citations are issued. A variety of groups within an A or within of agency depart- variety groups automated the lead should agency one Although

A police officer uses a speed gun to enforce traffic A police officer Planning jurisdiction a system, a deploying or installing an Before establish to steps planning several undertake must First, automated program. enforcementthe of program.success the to The critical planningare stages a jurisdiction Next, must state. to state from varies legislation enabling obtain that entities other authorization; the and agency lead the the determine involved. be should ment of transportation can operate an automated is department police the but the program, enforcement Because agency. lead of role the for recommended this enforcement, of function a are programs camera success- proved has structure organizational logical collaborating in particularly programs, many for ful jurisdiction. the within agencies other with sev- involve many jurisdictions effort, enforcement of management and development the in agencies eral The be the should other agencies program. able to in early and concerns perspectives their contribute approach collaborative truly a ensure to process, the Agencies running. light red and speeding reducing to opera- and planning in the be involved should that department, police the include program the of of tions department the department, engineering traffic the system. court the and vehicles, motor potential solutions. Jurisdictions should rule out other contributing factors that may increase the timed such as improperly of violations, occurrence these because distance, sight limited or signals traffic may require countermeasures other than enforcement. laws in Washington, D.C. laws in Washington,

: W : P , F , V AYAN HOTO LICKR OTA 38 TR NEWS 292 MAY–JUNE 2014 recommended. feasibility analysisare engineering and to identifysitesandan cameras, aninitialscreen red lightorspeed Before theinstallationof enabling legislation, which may specify the fines and icism by the media.legislationUnlessthetheicismby specifies become a subject of contention and a target for crit- can program,thisbecausethe ofstart the at cated communi-identifiedandbeshould surplusfunds, from the automated enforcementproceeds the program,of allocation includingThe penalties. of types state’s the on depend will camera on umented not dependent on the number of citations. is vendor the to paid fee the becauseperspective, is the most acceptable arrangement from the public’s flat fee structure for the payment of vendor services favoring a single avoid vendor should or proprietary and program technology. the of control A agency stipulate should specifications The process. ding bid-competitive a throughvendors solicit should After establishing system specifications, jurisdictions Vendor Contract,Payment,andFines way safety functions. the cost of the program should be allocated to high- otherwise, any revenue remaining after payment for

Thefines forred light andspeed violations doc-

. I S T A : P NC OLUTIONS RAFFIC MERICAN HOTO approach to solving the problem speeds resolution. lem and discuss possible solutions. A collaborative works—should meet in the field to assess the prob- public and engineering, traffic enforcement, from team—including the program manager plus staffers removed from the field. A multidisciplinary review be should enforcement speed automated for unit should be taken offline immediately; a faulty mobile three years. every as such semiregularly, then and initiation program’sthe after year one conducted be should evaluation an affordable, not is evaluation annual as annually—to identify the effect on crashes. If an be monitored on a regular, longer-term basis—such others raise the problems. The program also should or media, the public, the before concerns resolve and identify help can reviews regular daily; tored moni- be should operation program’s The levels. two on conducted be should monitoring Program Program Monitoring andProblem Intervention court costs. issue and often result in a paid ticket, savingtest a citation.time Theseand meetings often can resolve the a police officer and an individual who wants to con- diction should be open to precourt meetings betweenusually has the option to contest it in court. A juris- lation, and the location of the violation. the posted speed limit, the date and time of the vio- the data bar should include the speed of the vehicle, and the location of the violation. For speed cameras, time of the image, the date and time of the violation, theredsignalatredsignal,durationthethe theof include the amount of yellow time displayed before tion. other relevant data such as the time, date, andinclude loca- should citation a images, the to addition In both.needed—front, rear,areor vehicle the of for the penalty—will determine what kind of images wellas the responsibility of the driver or the owner vehicle—asa onplateslicense the locationof The Violation DataCollectionandAdjudication flagged sites. the of feasibilityanalysisengineeringand an then screenidentifytialstatistics;tositesfromanddata ment.two-stageA process isrecommended: anini- helps identify process the most documented effective formal, locations A for analysis. deploy- neering based on a clearly identified safety areneed programsand successful an and engi- defensible most The Camera Installation When technical issues are identified, the system A violator who has received a citation in the mail should cameras light red from Information TR NEWS 292 MAY–JUNE 2014 39 Information collected by a red-light camera includes a vehicle’s license plate; time, date, and location; and the duration of yellow and red signals. For more information on For more information NCHRP Report 729, visit www.trb.org/main/blurbs/ 167757.aspx. . National Highway National . —Enabling legisla- —Enabling —Regular —Regular monitor- . Transportation Research Board of Board Research . Transportation —A —A well-run automated enforce- Strong enabling legislation enabling Strong Repeatable Monitored and evaluated the National Academies, http://www.trb.org/main/blurbs/167757.aspx. Washington, D.C., 2012. Traffic Safety Facts, 2011 Data: Speeding Data: 2011 Facts, Safety Traffic 2013. D.C., Washington, Administration, Safety Traffic www.iihs.org/iihs/topics/t/red-light-running/topicoverview. 2013. 12, September Accessed NCHRP Report 729: Automated for Enforcement Speeding and Red Light Running u u u The guidelines The in guidelines NCHRP Report 729 can help 1. Safety. Highway for 2.Institute Insurance Running. Light Red Hansen. G. and 3.Lyon, C. Persaud, B. Fiedler, R. K., Eccles, References ing should evaluate the performance and operation and performance the evaluate should ing the if determine help can Monitoring program. the of the that ensure met, being are con- program the of goals any identify and correctly, operating are systems a require would that changed have may that ditions program. the to or system a to modification tion should be tailored to the local community needs community local the to tailored be should tion should legislation The constraints. legislative to and traffic automated an operating for authority provide specify to attempting without program enforcement program. the of component every enforcement automated an start to looking agencies program or as to used improve be a only current program. should Auto- however, enforcement, mated a supplement to traditional engineering, enforcement, and con- education never countermeasures, as should a Officers measures. these for replacement locations at enforcement traditional provide to tinue enforcement. automated with equipped ment program should be repeatable at all stages, from stages, all at repeatable be should program ment program A evaluation. and selection site to initiation with well-documented, repeatablewill and processespublic the willof respect and trust the gain help encourage neighboring jurisdictions to follow the protocol. same The public must have —Properly identifying red identifying —Properly Motivated by safety by Motivated Open to the public— u u

Photo-enforced warning sign for right turns in Photo-enforced warning sign for right turns is key to Transparency Beach, Virginia. Virginia public acceptance of enforcement programs. When used appropriately, When automated enforcement used appropriately, can be a and tool red speeding to valuable prevent light running. Agencies seeking to implement an from learn should program enforcement automated a minimum, a At agencies. other of experiences the qualities: following the have should program Keys to Success knowledge, awareness, and assurance about the sys- the about assurance and awareness, to knowledge, important are accessibility and Transparency tems. the success of the program and to general public acceptance. is of crashes cause as the or speeding running light is that program A program. a establishing to critical succeed. not will safety by motivated not

: A : P S T . I HOTO RAFFIC MERICAN NC OLUTIONS 40 TR NEWS 292 MAY–JUNE 2014 tion infrastructure. of investing in transporta- makers of the importance can convince decision Successful communication resulted in road closures. Washington, D.C., A sinkhole in downtown Pennsylvania. Pittsburgh,Group,LLC, StreetConsulting High Partner,is author The T T E S S O R C E O J APlaybook of Preservation Communicating the Value T R O P E R P R H C N F portation (DOTs) and other agencies to develop and guidanceofficialsforstatedepartments at trans- of way Research Program (NCHRP) project developed effective, memorable messages. improvingand America’s infrastructure creatingby sustaining for plans advance can Communication else’ssomeonejob.communicationdismiss as not message more clearly. their delivering start must practitioners portation trans- makers, decision convince To investment. infrastructure of importance the about effectively transportationof professionalsity communicate to structure. Why?infra- Part oftransportation the the answer in may beimprovements the make inabil- to need the unconvincedaboutremain public the dollar gap in infrastructure investments. multibillion- a shows study after Moreover,study ago. decades them built who planners and neers buckling under assets—are levels of use transit unforeseen or by the engi- highway ments—whether prosperityYetlife.qualityofand systemagingele- A recently completed National Cooperative High- transportationengineershouldAan planner or frequentDespiteofficialswarnings,electedand jobs, transportation is an anchor for economic urban subways connecting workers with their romparcel trucks delivering online orders to three basic steps are presented below. municating the Value of Preservation: A Playbook. Report742,NCHRPsummarizedareingsin sustaininghighwaysystemperformance. find- The importance of maintenance and asset preservation in implement strategies for communicating the role and bling a list of audiences, discuss the interests, values, assem-maintenance.Afterpreservationand about encecharacteristics that may affect communication with a cross section of internal staff to consider audi- duct a brainstorm session about potential audiences whether budgets, priorities, or staffing. stakeholdersIf are success. proposal’snot a satisfied, to somethingimportant is will this change, able; holders according to their definition of what is valu- what do I want them to do?” value,whatwillmakemessage,themtrustmy and professionalsaudienceshould“Whatmyask:does encefor their preservation messages. Infrastructure communication effort is by getting to know the transportation audi-agencies begintoa good placeA for 1. Identifyaudiences. methods targetingaudiencesandstakeholders. preservation andcandeploymessagedelivery Transportation agenciescancraftmessagesabout Tostartedget withaudience identification, con- Audience identification seeks to satisfy key stake- Com- The TR NEWS 292 MAY–JUNE 2014 41 High Industry Legislators Supportive Construction 3 2 Staff 4 links to social 1 FIGURE 2 Sample state DOT website to support and promote offering preservation, media; blog posts by state DOT and professionals supporters of the preservation initiative; a link to related news directly to the initiative and to other preservation information from the country; around and a one-stop shop for materials to and news related allowing the effort, the state DOT to communicate with citizens and stakeholders in an inexpensive way. FIGURE 1 Audience interest–influence matrix helps focus communications on target audiences. Local Government Local Officials 1 2 Mea- Promoters Defenders Conveying Interest 4 Law Enforcement Local Chambers 3 Commuters Opposed Legislators Low Latents Apathetics

Use the system’s economic value. economic system’s the Use Use data about the system’s condition. the system’s about Use data Influence u u Low High how how the infrastructure system provides economic for important is value to increasingly communities impor- the of sense a conveying By agencies. public the infers information this elements, system of tance preservation. of importance sures of asset condition, remaining service life, and life, service remaining condition, of asset sures many other attributes of a condition system’s can cus- to relates condition the how communicate help improved has condition the how expectations, tomer at task preservation the of scale the and declined, or hand. Facts about Facts Use data about system attributes. system about data Use u When crafting a message, tap the technical exper- technical the tap message, a crafting When With the list of audience segments, map out the out map segments, audience of list the With audi- maps which matrix, interest–influence The These stakeholders already are supportive but the the size and scope of infrastructure transportation Identi- importance. and scale its of sense a give can convey can elements its or system a of age the fying to urgency of sense the and significance historical its investments. infrastructure critical protect 2. Design the messages. message into naturally leads identification Audience design. and Engineers profes- other transportation prefer- messages, to craft efforts resist often sionals ring more technical messages about should preservation have a strong must and succinct conversations. be must but foundation analytical to Effective level emotional an on audience their with resonate messages. with crammed world a in compete tise, data sets, and that analyses the transportation is that expertise of advantage take possesses; agency preser- infrastructure of arena the in established well that messages compelling and concise Create vation. and emotions that drive the support of maintenance of support the drive that emotions and seg- interrelated in group, each in preservation and ments or clusters, and all Audience together. seg- that industries officials, elected may ments include depend on reliable infrastructure, and advocacy groups. stakeholders on an interest–influence matrix one that along preservation in level interest characterizes axis and power and influence over preservation issues along the other axis. The matrix completed will provide a graphic representation of audience clusters that support, oppose, or are to indifferent of identification enable will and issues preservation latents, defenders, promoters, groups: four distinct right). 1, Figure (see apathetics and in interest of level their to according segments ence outcomes, influence to ability their and preservation audience each move to how on attention focus helps segment into the top right influence— corner of the matrix— interest–high high or medium indicating there. them keep to how and need form to and be to with informa- resources buttressed interests sufficient share they moreover, tion; for basis be the can group This coalition. a support main- for support of coalition ongoing an developing preservation. and tenance not only deliver powerful facts clearly but also appeal also but clearly facts powerful deliver only not segments audience of interests and emotions the to Figure (see channels delivery multiple in work and right). 2, 42 TR NEWS 292 MAY–JUNE 2014 Blurbs/168322.aspx. www.trb.org/Publications/ NCHRP Report742,visit For moreinformationon positive calltoaction. audiences andoffer a message toengage FIGURE 3Sample media events designed to land stories in newspapers giesrange from printed factsheets and brochures to Withregular use,direct audience contactpow- ais opendialogue sessions or invitation-only meetings. contacts range from formal speaking engagements to successful message delivery abut preservation;tocontribute and direct cost, in lowimplement, to easy tain way. inspire the audience to do something or to feel a cer- ignored and forgotten.being risk audience—or the of interest and tion aim to inspire instead. thatevokesaudience;cizesorfearsturnanoffcan and applies to them. premise and feel that the message theis directedwith agree instinctivelyto shouldthem they message; media conversations, and websites. articles, and editorial opinions press to blog entries,engagements, social speaking conversations, face beat across multiple delivery channels from face-to- constantdrum-establishespresencesound”thata heard and remembered requires building a “surroundautopilot will not gain attention. For a message to be to skyrocket, and sending preservation messages on sages Americans receive each waking hourmes- of continuesvolumeThe action. to themmotivate and message will not reach the audiencethe attactics, thedelivery rightright thetime without is, message No matter how clever and memorable a preservation channels. 3. Deliverthemessageviamultiple sages: cient to move key audience segments to action. and emotionally. Facts and logic alone are not suffi- tell a story that resonates with audiences personally to dataentirelynumbers;on buildinstead theyon rely not domessages best Theleft). 3,Figure (see ways that surprise the audience and catch attention message, rarely resonate. Present the information in and on radio, television, and cable programs. Tradi- erful delivery tool, because no filter comes between immediate. explained in depth, and feedback on effectiveness is be canmessage theaudience, the andspeaker the Observesome basic principles foreffective mes- Raw data, even translated into a simple and clear u u u u u u Traditionalmedia. contact. Direct action. to call a Offer positive. Stay Be engaging. relevant. Be Messages should draw the atten- Audiences should relate to the to relate should Audiences A negative message that criti- that messagenegative A Direct audience contacts are contacts audienceDirect Traditional media strate- Traditionalmedia The message should message The rebuild twomajorhighwaysintheRaleigharea. Secretary Tony Tata discussesFortify, aprojectto On alocaltelevisionprogram,NorthCarolinaDOT hc i aalbe nie t www.trb.org/main/ blurbs/168322.aspx. at online available is which Communicating the Value of Preservation: A Playbook catingpreservation needs,NCHRPseeReport 742, holder forum or on the agency’s website. more detailed enhance deliveries viafulla presentation stake-ata can and audiences high-interest e-mails, or on slides will resonate with high-impact, brochures. Catchy slogansor posts deliveredblog viain awords website,and invisuals combine as may or op-eds newspaper presentations as from agency appear leaders; yet may other versions sions ver- verbal graphs; and charts or video, tographs, pho- through visually delivered be may message the of versions Some settings. face-to-face in and and seen, heard, rememberedtraditionalviaInternet, the media,on messages gets that campaign and sizes. Use all or many to create a surround-sound detailed technical information. ofdisseminationsupport can and messagesrative connections.nar-conveyvisualmediacanorNew strengthen can that stakeholders their with tions moreover,conversa-two-wayintoDOTsenter can tools offer a low-cost alternative to traditional media; ter, Facebook, and other electronic tools. New media channels, including blogs, YouTube, podcasts, Twit- extensive and sophisticated portfolio of information an into websitesmodest and e-mails from decade Internet-based,definedas past theevolvedhavein media often feed traditional the new media, the such as blogs. addition, In message. a on status credible branding, and newspapers and television recognizable stations confer their Through sages. tional media remain a core delivery method for mes- u For more ideas and guidance about communi- about guidance and ideas more For shapesmany inMessagedelivery optionscome New media. New media channels, commonly

DOT C N : P AROLINA ORTH HOTO TR NEWS 292 MAY–JUNE 2014 43 The report provides brief explanations highlight- explanations brief provides report The com- other and these illustrates 44) (page 1 Table The The findings from this synthesis have demon- or not to include inflation; whether to use base-year use to whether inflation; include to not or when do between an to the dollars; or differences current-year what and rate; discount a and rate interest the by project’s reduces others contributed funding agency. highway the to cost apparent of the two analy- types between highway ing the differences by practice good of examples with along ses, feasible— be may economically A project agencies. that is, worth doing—but financially infeasible, because it cannot be paid The for. is opposite also infeasible—the true: a can be project economically economically not is dollars taxpayer of expenditure money the because feasible, financially justified—but could project the although it, for pay to found be can dollars. tax of use poor a prove to possibilities and financial of economic binations The of the two types analyses. between distinguish of analysis economic the on solely focuses synthesis investments. agency Many U.S. state departments of transportation (DOTs) Developing Proficiency transportation of departments state U.S. Many cat- certain for analyses and economic conduct pavement routinely for example, investment—for of egories in models economic applying by preservation, bridge safety for systems; management bridge avoided and costs pavement social the considering by as such improvements, projects, major for and com- collisions; large, reducing of by or lines trunk of capacity the expanding facilities. transportation urban plex eco- with conversant agencies that however, strated, nomic economic concepts and engineering of methods regularlyapplications conduct extensive more analysis. These agencies have developed a proficiency that enables of the application the integration and operations of daily into economic analyses deci- executive and managerial to results economic making. sion

PHOTO: WASHINGTON STATE DOT oes an engineering economic analysis con- analysis economic oes an engineering tribute worthwhile information about a highway investment or does it impede The results indicate a remarkably wide range wide remarkably a indicate results The 1 The The results of published the ias study, NCHRP www.trb.org/Publications/Blurbs/167096.aspx. Economic Versus Economic Versus Financial Analyses NCHRP Synthesis 424 between distinguishes economic analyses and financial analyses of can highway and dollars of an streams in involve both example, investments; For practice. in confused become whether about easily arise may questions analysis, economic of applications in highway investment decision mak- decision investment highway in applications of ing. timely timely decision making? This question essentially Coop- National for statement problem the underlies Syn- (NCHRP) Program Research Highway erative Analysis Economic Engineering 41-03, Topic thesis Investments. Highway for Practices engineer- using of benefits the affirm 424, Synthesis U.S. select how by showing methods economic ing transportation agencies have proce- similar applied and analyses exemplarybenefit–cost in practices dures. 1 D

Crews work during a weekend closure on the SR-520 bridge replacement and high- occupancy vehicle project State. in Washington agencies Transportation often analyze highway safety investments in economic terms, considering the social costs of fewer collisions. The author is principal Michael J. and owner, Teaticket, P.E., Markow, Massachusetts. MICHAEL J. MARKOW Practices for Highway Investments Highway for Practices NCHRP SYNTHESISAnalysis OF Economic HIGHWAY PRACTICEEngineering 44 TR NEWS 292 MAY–JUNE 2014 TABLE 1EconomicVersus FinancialAssessmentsofProject CandidateSolutions highway safetyplan. State DOT’s strategic priority inWashington flow. Roundaboutsarea risk andimprovetraffic State toreducecollision on SR-92inWashington A roundaboutisinstalled Economically not justified Economicallyjustified EconomicJustification listed as follows; the cases detail the practices of a practicesof thedetail cases follows; the aslisted and conception project planning to project delivery. from decisions, ment ductively to a much wider range of highway invest- engineering economic analysis successfully and pro- and other transportation organizations have applied This synthesis has shown, however, that state DOTs for application early in project planning and design. similar methods solely as tools for projectand appraisal, analysis benefit–cost regard Many synthesis. the of findingsthe to criticalwereexamples Case Case Examples Implication: inflation. candidate project, including anticipated cost in the amount and time needed to pay for the Solution is financially feasible—funding is available solution maximizes benefits to the public. justify the cost. Of the alternatives considered, the Solution is economically worth doing. The benefits FinanciallyFeasible project candidates that address other needs. Otherwise, consider redirecting the funding to viable economically, that increase benefits or reduce costs. problem to explore other solutions that are stronger Implication: if worthwhile. Funding is available to support the candidate project could be seen as a waste of taxpayer money. other, non economic considerations, the projectbenefits do not justify the cost. Unless justified by Solution is economically not worth doing. The available budget. worthwhile project can be completed with the The cases presented in NCHRP Synthesis 424 are With good management of delivery, a Consider revisiting the original need or solutions. the solution. Otherwise, move on to other needs and funding from lower-priority project candidates) to fund (including innovative funding mechanisms or redirecting viable solutions and consider other financing options priority is relatively high, develop new, economically gauge its priority in relation to other needs. If the Implication: amount and time needed. consider the solution, funding is not available in the defensible. Even with other, noneconomic reasons to Solution is neither economically nor financially need or problem should be explored. recommended. Other financially feasible solutions to the funding. The candidate project should not be solution cannot be paid for with the current design and Implication: schedule needed. project is ineligible for funding in the amount and estimated costs including inflation; or the candidate Funding is not sufficient, however, to cover the justified by its benefits to the public. Solution is economically worth doing. Its costs are FinanciallyInfeasible ton State Department of Transportation (DOT). examplecovers mobility planning theWashing-by to the Port of New York and New Jersey.U.S. Army CorpsAnother of Engineers caseof maritime shipping Jersey,supportingtheeconomica analysiswithby operated by the Port Authority of Newand ownedcrossingsYork tunnel and bridgeandInterstate New use of economic analysis. may have attained similar levels of proficiency in the survey. The list is not exhaustive; other agencies also sampling of agencies identified through a screening u Planning. Reassess the original need or problem to Although worth implementing, the

One case example applies to critical

DOT S W : P TATE ASHINGTON HOTO TR NEWS 292 MAY–JUNE 2014 45 me me me me Ti Ti

B1 B1 B1 B1 Value engineering was Value integrated into the project development and environmental study of the I-595 expansion project in Florida. k” Scenario g “No Work” Scenario Scenario Work” “No g 2 B th Assumin (a) (b) ssuming Wor“No n 1 n 1

th A t Duratio rojec P Effect of Traffic Grow Project Duration 2 Project Duration 2 Effect of Traffic Grow Index Index Index Index Considered individually, the case examples show examples case the individually, Considered Congestion Congestion gestion Congestion

project delivery; and levels of the system analyzed— system the of levels and delivery; project and program, corridor, project, or link example, for network. how engineering knowledge and the need to under- to need the and knowledge engineering how orga- be can decisions particular of impacts the stand nized within examples case the a however, practical collectively, Considered economic framework. that agencies among characteristics common reveal apply successfully engineering economic practices projects. of range a across FIGURE 1 Illustration of highway user cost savings from project acceleration: (a) project savings from FIGURE 1 Illustration of highway user cost (B1 = conventional construction; (b) accelerated construction with design–build. Decision Economics, Inc., 2006, benefit; B2 = additional benefit. Source: HDR–HLB by author.) Figure 7, p. 11, with additional annotations

K D : P ERR OUG HOTO A case exam- case A Conventional Two case exam- case Two The New York State DOT case example of example case DOT State York New The Accelerated Accelerated project delivery. Project design and development. and design Project Resource allocation following budget Programming and budgeting. and Programming u u u u In addition to the application of engineering eco- engineering of application the to addition In Economic analyses involve comparisons of alter- of comparisons involve analyses Economic forth. The case examples represent a variety of pro- of variety a represent safety; examples case The and forth. mobility, preservation, as such areas, gram plan- as such process, decision the in stages life-cycle and design, allocation, resource programming, ning, Practical Frameworks invest- to important are results economic Although the in criterion sole the not are they decisions, ment factors, other consider may Agencies decision. final quantitative and qualitative, in a comprehensive assessment of which project alternative to recom- mend. nomic methods to various decisions in highway investment, the case examples also reveal agency natives to evaluate differences in costs and benefits and in costs differences to evaluate natives jus- economically preferred—or the to identify and road to value best the delivers that tified—approach 1 Figure example, For large. at public the and users project accelerated DOT Minnesota the from (right), user road of comparison the illustrates case, delivery benefits from conventional construction (upper graphic) and from accelerated construction with bene- additional The graphic). (lower design–build fit component (B2) com- in faster the the lower from graphic users denotes road to savings additional project. the of pletion ple of pavement type selection, comparing the prac- the comparing selection, type pavement of ple this addresses DOT and Caltrans, of tices Colorado aspect of design project and supple- development, which example, case engineering a by value mented DOT. Florida and Caltrans of practices the compares and options are construction design–build consid- of project acceleration for example in case the ered DOT. Minnesota with developed delivery, approval. economics-based trade-off analysis is instructive for instructive is analysis trade-off economics-based well. as stage allocation resource the at projects ples ples illustrate methods used by Washington State DOT for mobility programming and safety programming; per- another and presents theprogramming Californiabridge to DOT approach (Caltrans) mitting, including environmental permitting considerations; and a methodological fourth development case for DOT. State an York New by economics- illustratesanalysis trade-off based the practices practices in building as analyses—such compiling or risk for accounting rate, discount a selecting so data, and alternatives, defining estimates, in uncertainty 46 TR NEWS 292 MAY–JUNE 2014 NCHRP Synthesis424. practices areexaminedin pavement typeselection Colorado DOT’s near Cortez,Colorado. Concrete workonUS-160 mance. ing realistic alternatives, and displaying results; important steps such as diagnosing a problem, defin- integral part of gauging highway system perfor- system highway gauging of part integral ect solution; and partofthecomprehensive understanding proj-ofa mation,not as an automatic decision, that becomes neering economic analysis, viewing results as infor- capabilities in their daily work; and tools and encouraging personnel to apply these also but analysis economic the only not support decisions; resultseconomicof analyses making ininvestment a situation that requires a decision; when available data and analytic methods do not fit somewhat isolated task;distinct, a not business, routine of part a are ses decision-making processes, so that economic analy- with economic methods; utive leadership; culture,with the support and participation of exec- transportation problems and addressingsolving needs: to approach and makeup agency’s the to conversant with economic methods and are integral Several characteristics differentiate agencies that are Proficient Agencies Characteristics of u u u u u u u u u u

Recognizing that economic outcomes are an areoutcomes economic thatRecognizing engi- on perspective healthy a Maintaining Providingstafftraining economicin methods availabilityinformationTheof technology to the on management upper of reliance The innovate and experiment to willingness A Creativity in developing alternative solutions; Integration of economics into the business and A level of knowledge, proficiency, and comfort The influence of organizational champions and

DOT C : P OLORADO HOTO and effective data collection and processing. ance and communication, backed by analytical tools support these objectives through clear agency guid- options,such asparticular paving materials; andto or growth in a project’s scope; to avoid biases toward “scopeavoidcreep”—uncontrolledto and changes investmentproposed the of purpose the on focus toidentify allrealistic alternatives forsolution; toa the organization. This benefit provides an incentive encouraging a better decision-making process within as accurately as possible. for all costs and all benefits as comprehensively and accounts thatdiscipline a imposesanalysis nomic competingalternatives.eco-preparation Thean of trade-offsbetweenunderstandingthe in help efits performance of the highway facility. Monetized ben- thecosts—is linked totheengineering ortechnical economic performance—the benefits compared with avoidedby road users and by the agency. Generally, costs the in or usersroad receivedbybenefits the merit of a highway investment. This value may be in obtaining an economic result that shows the value or tify the following benefits of economic analyses: erature and interviews with agency personnel, iden- The case examples, together with reviews of the lit- Value ofEconomicAnalyses interpretingthe results. The synthesis also includes and analysis; the completing outcome; the affect may that factorsnonquantitative or noneconomic other introducing decisions; for criteria neering r ameters of the analyses; setting economic and engi- nativesolutionsassessed;be toquantifying pathe - investigated;bedefiningalter- problemto or need economicanalysis: articulating the highway system portation agencies complete the steps trans-of otherengineering andDOTs state exemplary that ways InvestmentsHighwayPracticesfor sis NCHRP Synthesis 424, Completing theSteps u u Theindirect orintangible benefit comes from of consists benefit tangible or direct The Engineering Economic Analy- lessons learned from the from learned lessons ucsfl implementa- successful tion of engineering eco- engineering of tion nomic analysis within a within analysis nomic highway organization. 167096.aspx. Publications/Blurbs/ www.trb.org/ 424, visit NCHRP Synthesis information on For more describesthe , TR NEWS 292 MAY–JUNE 2014 47 PHOTO: WISCONSIN HISTORICAL SOCIETY, IMAGE ID 66696 Mead & Mead 1 A Model for Model A , a his- national presents a lack of contextual information often information contextual of lack a , , The increasing numbers of postwar properties eli- properties postwar of numbers increasing The addition In www.trb.org/Main/Blurbs/167790.aspx. Many postwar subdivisions were modest residences set back along curvilinear streets, as in this Wisconsin, neighborhood circa 1960. Westport, 1 gible gible for the National Register in the next decade and beyond present a major challenge to decision methods survey traditional use states Most makers. and to guidance Register National current identify is concern A major resources. historic evaluate and that surveying and the evaluating large number of similar resources—postwar houses—according to costs. project increase will practices long-established An effective framework is needed for determining instances. these in eligibility Register National res- postwar individual of evaluation the complicates idences and neighborhoods. Project planners and have for scant reviewers information making decisions. out- A historicconsistent contextsupporting in for aid postwar would residential development comes. Identifying and Evaluating the Historic Significance of Significance Historic the Evaluating and Identifying II Housing War Post–World and method- a context toric and survey evaluation residences. postwar single-family for ology Developing Guidance To solve this proj- a problem, funded the National(NCHRP) CooperativeProgram Research Highway ect to for guidance develop national working with 723, Report NCHRP residences. postwar Hunt, with assistance from the Louis Berger Group, Berger Louis the from assistance with Hunt, methodology. and context the tested and formulated

PHOTO: MEAD & HUNT he built environment along major transportation corridors typically includes subdi- includes typically corridors portation homes similar of neighborhoods and visions These ubiquitous resources pose a challenge for a pose challenge resources ubiquitous These evaluate the significance and integrity of these and cultural resource professionals are struggling to struggling are professionals resource cultural and consistently. and efficiently resources built built from the mid-1940s through the 1970s. Fol- homes these of numbers vast II, War World lowing short- housing significant a to response in built were II resi- War Post–World boom. age and population dential development was a national trend—large areas rural formerly and cities, smaller areas, urban development. and growth significant experienced houses the of Many planners. project transportation and old years 50 than more be will soon or now are of Register National the in listing for eligible be may Historic Places. According to seeking Section agencies Act, 106 of Preservation the Historic National the account into take must permits or dollars federal for eligible properties on project a of effects potential postwar result, a As Register. National the in listing part as considered being are increasingly residences compliance. 106 Section project’s transportation a of The postwar housing boom started shortly after World after Relevance and Concerns shortly started boom housing postwar The numbers were new homes 40 than II, and million more War vast As 1975. and 1946 between 50- constructed Register’s National the meet residences transportation postwar of of departments state guideline, age year (SHPOs), offices preservation historic state (DOTs), T

Example of a 1960s split-

Pettis is Senior Historian, Mead & Hunt, Inc., Madison, and Wisconsin, chair of the TRB Historic and Archaeological in Preservation Transportation Committee. Slattery leads the Cultural Business Unit, Resources Mead & Hunt. Historic Significance of Post–World War II Housing II War Post–World of Significance Historic EMILY PETTIS AND CHRISTINA SLATTERY A Model for Identifying and Evaluating the NCHRP REPORTEvaluating and Identifying for Model A level house in Omaha, Nebraska. 48 TR NEWS 292 MAY–JUNE 2014 new surveymethodology. documentation usingthe benefit from Detroit, Michigan,would Traditional homes in identical Minimal This collectionofnearly defining features. displays manycharacter- Milwaukee, Wisconsin, Unaltered Ranchhousein oped for a specifictransportationamay projectthatfor oped devel- be to need background,nottherefore, does general This influences. and trends housing war resource professionals with a succinct history of post- tial development. coversandnational trends thatinfluenced residen- developmentofhousing during thepostwar period resources nationwide.these of The contextdevelopment alsothe considerson influences the political standing of the social, economic, governmental,under- an and supports context historic national The National HistoricContext and the evaluation methodology. methodology,survey thecontext,historic national the efficiently: and judiciously housing postwar culturalresource professionalsevaluatingin use to transportationand for frameworkstandard a vide reportincludes three distinct The components that pro- residences. postwar single-family of gibility identifying and evaluating the National Register eli- context for postwar housing and a methodology for

hs rvds rnprain n cultural and transportation provides This The project objective was to develop a historic a develop to wasobjectiveproject The

& H & M : P UNT EAD HOTO district, instead of documenting individual resources.postwar residences as a single grouping or potential ter criteria. residencesnationwide according toNational Regis- consistent approach to identify and evaluateand streamlinedpostwar a provides that methodology vey budget. Therefore the project team developed a sur- significanta inexpenditure time,resources,of and division, this house-by-house approach could result houses. identical or similar of documentation repetitive the requires often task The prudent. or practical not was old years 50 or 40 building every of vey tional survey methodologies that require a field sur- sheer volume of these resources, applying the tradi- ing postwar single-family residences. Because of the A methodology was developed to assist with survey- Survey Methodology viding a consistent terminology for use nationwide. and NCHRP Report 723 may prove beneficial in pro- tural style guides cover the postwar period in detail, architec-Few period. postwar the during popular housingresidentialthe of definitionwide-ranging defining features of each style. Revival,includingevolution thecharacter-the and such as the Minimal Traditional, Ranch, and architecturalColonial forms and styles of the period in detail, structiontechniques.reportdescribesThe popular opment; and advances in building materials and con- and cultural trends; subdivision planning and devel- economic, social, policies; and programsernment gov- transportationtrends; as topics such address relationship to the national trends. focus on developing the local historic context and its affect postwar residences. Instead, professionals can

The approachTheconcentrationssurveys similar of For a project that may affect a large postwar sub- This illustrated discussion provides a clear and clear illustrateddiscussionprovidesa This Project historians conducted extensive research to

& H & M : P UNT EAD HOTO TR NEWS 292 MAY–JUNE 2014 49 A promotional photograph of houses included in the 1955 Parade of Homes in Madison, Wisconsin. The postwar building boom transformed the American neighborhood as well as the architectural, planning, and transportation landscape. NCHRP Report 723 is available online at www.trb.org/Main/Blurbs a /167790.aspx; to order print copy from the TRB Bookstore, go to https://www.mytrb.org/ store. A Model for Identifying and A for Model Identifying , includes the survey and evaluation Application of the recommended methodology will methodology recommended the of Application consistent, a that is project the of benefit Another 723, Report NCHRP

The historicprovide context project outline NCHRP and this methodological through developed tools transportation for guidance national first-of-its-kind projects that involve postwar residential housing. model the that ensure helps approach practical This state to useful are methodology survey and context and professionals, resource SHPOs, cultural DOTs, (FHWA). Administration Highway Federal the the and context, historic national the methodology, model context outline. The report is available for download or purchase www.trb.org/Main/Blurbs/ at from website the Board TransportationResearch 167790.aspx. Practical Approach Practical lead to more effective and Preser- efficient addressing postwar Federal practices housing during transportation FHWA in quote To development. project vation Officer MaryAnn Naber, a member of the methodology NCHRP project the panel, survey “Ultimately, use of the streamlined and context national expedite help and costs project to lower is expected fulfill- in FHWA and DOTs state assisting schedules, projects.” transportation deliver to missions their ing post- evaluating and surveying to approach credible that perception the change help can residences war understanding to important not are houses postwar will residences postwar few Although heritage. U.S. the Register, National the for eligible individually be build- residential major a introduced period postwar and planning community transformed that boom ing his- social and standards, architectural development, these of story a unique tell residences Postwar and tory. styles architectural distinctive the in both trends, technologies the to response in developed that forms II, and in War World after preferences and societal the larger subdivisions that demand. met the explosive War Post–World of Significance Historic the Evaluating II Housing

ID 4717 ID I , S H W : P MAGE OCIETY ISTORICAL ISCONSIN HOTO Application of the methodology achieves consis- achieves methodology the of Application When When the is approach grouping not applicable, popu- the on guidance specific offers report The

ble for the National Register. Register. National the for ble with case studies of postwar residences and historic and residences postwar of studies case with eligi- determined or in listed been have that districts postwar neighborhoods, subdivisions, and individual and subdivisions, neighborhoods, postwar the In addition, areas. geographic across residences pre- more become reviews 106 Section of outcomes provide can planners transportation that so dictable, The guidance timely is project delivery. illustrated war residences, for consideration of individual sig- of individual for consideration war residences, methodology The districts. historic as and nificance also includes detailed and illustrated examples of common alterations that may of integrity and residences individual and compromisedistricts the eligible. not of recommendation a in result of evaluations Register National streamlined and tent Evaluation Methodology guides the The methodology consistent evaluation post- to criteria Register National the of application Appropriate Appropriate to a neighborhood or subdivision in mass- forms, similar homes display which postwar ing, and materials, the approachproject associated reducesthe reduces surveyturn in which efforts, schedule. and costs the allows approach for a selective survey of indi- character- and integrity retain that residences vidual the within properties all Although features. defining the with most those only reviewed, are area survey doc- are Register National the in listing for potential umented. lar architectural forms and styles of the properties of postwar examples illustrated including period, cri- survey and do meet the selective not that meet teria. Project con- teamto memberscountry the tested around this areas selective several in approach firm the benefits and streamlining the appropriate consideration of intact examples of postwar residences. Example of an unaltered Minimal Traditional house Minimal Traditional Example of an unaltered in St. Louis Park, Minnesota.

P & H & M : HOTO UNT EAD 50 TR NEWS 292 MAY–JUNE 2014 planning. into transportation for integratingsafety is testingaframework audit. NCHRPProject8-76 conduct aroadsafety Maryland statepolice Maryland. Bethesda, Inc., M I E H D Systematics, Cambridge L A W E WaldheimAssociate, L is O C I N and Principal is Herbel D N A L E B R E H B N A S U S SevenPrinciples for Prioritizing Safety Transportation DecisionsFramework for S S E R G Making O R P N I T Safe C E J O R P P R H C N M process for safety integration. 2006, provided a point of departure, intodescribing Long-Range a Transportationbasic Planning Program(NCHRP) Report 546, complete.NationalCooperativeResearchHighway considerable time and effort, and the work is far traditionalfrom transportation planning process has taken the planning process. (MAP-21) of 2012, strengthened the role of safety in MovingAhead for Progress in the 21st Century the Act including legislation, subsequent and safety, politan transportation planning processes to address federal legislation has required statewide and metro- economywellover billion$1 annually. Since 1998, 1 www.trb.org/Main/Blurbs/156716.aspx. Nevertheless, the full integration of safety into the PhaseNCHRPof1Project 8-76,Institutionaliz- Thistragic loss oflife costs the American crashes every year on the U.S. road system. r ta 3,0 pol ae ild in killed are people 30,000 than ore 1 IncorporatingSafety , published in 2 NCHRP08-76_PhaseI-FR.pdf. early 2015. research,in 2 available Phase be the will resultsof the unique sharing guidebook, A environments. planning their in integration safety with forward lenges to safety integration; and how they can move chal- the process;as planning see the they in what seven states to understand how they consider safety framework. CambridgeTSP Systematics the is workingtesting with on focuses and completion near Testing,Implementation, work: is Evaluation, and (TSP) framework. (page 51) depicts the transportation safety planning into every step of the planning process.planning the of step every into incorporatingsafety forstrategies on focus a with framework a for safety produced integration, published Strategies, in 2011, and Tactics, Techniques, ing Safety in the Transportation Planning Processes: http://onlinepubs.trb.org/onlinepubs/nchrp/docs/ Phase 2, Transportation Safety Planning Frame- 2 Figure 1 Figure TR NEWS 292 MAY–JUNE 2014 51 tion planners at metropolitan planning organizations planning metropolitan at planners tion (MPOs) and state departments of transportation (DOTs) with ideas, compre- strategies, more and a techniques in for it considering or safety of addressing concept the Although manner. explicit and hensive strate- the new, not is planning safety transportation states lead and peer the by identified actions process and gies planning the throughout safety seven the incorporate to implementing to Approaches innovative. are below. presented are principles 1. Establish multidisciplinary with coordination transportation and safety stakeholders. The planning transportation process is a coopera- offi- elected agencies, engage to designed effort, tive interested and citizens, users, system operators, cials, first stakeholders the of One ments. in invest and decisions strategies, policies, about transportation therefore, plan, transportation a developing in steps some with individuals of section cross a identify to the is of knowledge policy-oriented or technical of who level experts modal and experts Safety matter. subject contribu- key make can jobs in their safety address tions to the consideration of documents. safety in planning In Phase 2, researchers tested the framework to In Phase 2, researchers The intent of the framework is to provide transporta- provide to is framework the of intent The Seven Principles Research Methodology Research To develop the TSP framework in Phase research 1, the team designed approach for identifying tactics, tools, and techniques, implementedtra- the in safety institutionalizing for an strategies and ditional transportation planning research included a process. literature practitioner review, The 45 agencies, candidate to identify surveys outreach trans- in involved agencies with interviews telephone portation safety planning, in-person interviews in three states at the of forefront safety and planning input and review a and comprehensive integration, panel. expert an by (LRTP = long-range (LRTP in the transportation planning process. FIGURE 1 Framework for integrating safety program; S/TIP = statewide and metropolitan transportation plan; TIP = transportation improvement transportation improvement program.) confirm its usefulness and validity in real-world settings. Transportation and safety planners from Louisiana, Maine, Arkansas, Nevada, Florida, Ver- and research the in participated Oregon and mont, developed action plans to framework; implementthis helped the research theteam under- TSP stand the opportunities and challenges within each within challenges and opportunities the stand planning task. 52 TR NEWS 292 MAY–JUNE 2014 planning framework. transportation safety on implementingthe participated inresearch initiatives. Oregon about workzonesafety Oregon DOTofficials A reporterspeakswith stakeholders. users, andother officials, agencies,system section ofexperts, should engageacross transportation plan safety needs.A modes havedifferent Different transportation involvement, multidisciplinary input, knowledge input, multidisciplinary involvement, publicsources: planning of combination a a throughprocess in early refined or identified be can with a structure and a focus on precise needs. nent in the plan; and the objectives provide the goalscommitmentpromi-the make formalize andgoals vision sets the The initial stage projects. for prioritizing and safety; programs the transportation safer andobjectives canleadidentifyingto andselecting Incorporatingvisionstatement,thegoals, safety in objectives. 2. Incorporatesafetyintothevision,goals,and as corridor plans. ing safety experts in discrete planning activities, suchpedestrianscommittee; andidentifying andinclud- bicycles-and- a or committee advisory technical representatives to established committees, such as a selection;projectappointingsafetyduring or plan long-rangetransportation the of update an during meet to committee safety hoc ad an creating tee; include establishing a transportation safety commit- rm P ad tt DT tf, rs dt, and data, crash staff, DOT state and MPO from

Safety goals and objectives in transportation plans this accomplish to opportunities the of Some

DOT O : P REGON HOTO

the contributing crash factors. roadways and intersections, roadway geometry, and frequency,thecrash rates, thecrash densities along issues include the total number of crashes, the crash characteristics, quentlyneeded tounderstand transportation safety road locations, community features, modes, unsafe and behaviors. Data fre- fying tem’s performance. Improving safety requires identi- consequentlyhowimprovements willalter thesys- componentsportationitsfunctionsystemand and trans- a how understanding on focuses analysis The projects. and programs, policies, objectives, and challenges, which later are used to identify goals,Datacollection analysisand informregional trends 4. Collectandanalyzecrashdata. data collection, data access, and data analysis. performance measures and to discuss available data, consistentidentify to togetherworking are MPOs sures require data; as a result, many state DOTs and seriousandinjuries. Identifying tracking andmea- rate (per 100,000 vehicle miles of travel) of fatalities and number theperformanceincludingmeasures, requiressafetyfourtrackDOTsstate to MPOs MAP-21 and agency. an by set goal numerical the is as a basis for making investment decisions. A target vision, goals, and objectives in a plan and can serve Performance measures can track progress toward the targets. measures and 3. Developsafetyperformance coordination. portation plans. Furthermore, MAP-21 requires this trans-with(SHSPs)plans strategicsafetyhighway state of objectives and goals the coordinating of state DOTs, in particular, have recognized the value and MPOs documents. planning other of reviews

A S T H N : P DMINISTRATION AFETY RAFFIC IGHWAY ATIONAL HOTO TR NEWS 292 MAY–JUNE 2014 53 Plans for specific issues, such as complete streets, transit, bicycles and pedestrians, and more, to address ways offer safety outside of strategic highway safety plans.

bilities; bilities; building a tracking tool, such as an Excel shar- process; tracking the simplify to spreadsheet, and stakehold- officials elected with ing the results ers, possibly as an annual report; and using the results of before-and-after studies or road safety audits to and selec- project inform future program tion. and 7. Include safety in planning programs documents. Many assume objec- that the policies, SHSP process will strategies, identify goals, safety transportation plan- strategic a is SHSP the but projects, and tives, ning opportunities document, Several issues. aimed safety at near-term addressingcritical, the most are available to address additional transportation safety issues outside the nonmotorized and motorized SHSPfor safety and longer-term to considerchapter safety a include to is opportunity One users. for a guide as plan transportation long-range the in of context the in safety considering in agencies local include opportunities Other projects. transportation to plans modal or stand-alone in safety considering and bicycles freight, as such issues, specific on focus corridors. and transit, streets, complete pedestrians, Next Steps safe, be will trips their expect commuters day, Every whether by truck, car, side- public transportation, makes public general the Although bicycle. or walk, To cannot. planners transportation assumption, this planners users, road all for transportation safe ensure safety with collaborate steps: seven the apply should establish objectives; and goals identify professionals; measures; performance identify available data and as safety a in factor gaps; establish setting decision monitor the priorities; safety and benefits; include activities. planning all in safety

T F AAA : P S RAFFIC FOR OUNDATION HOTO AFETY Other opportunities to approach and conduct Safety therefore should be a goal in the long-range the in goal a be should therefore Safety measures, and monitoring and evaluation responsi- evaluation and monitoring and measures, MAP-21 requires state departments of 6. Monitor and evaluate transportation safety. network, the at occur can evaluation and Monitoring goal, or corridor, project level to ensure programs and projects are on track and are to appropriately; identify implementedopportunities for course provide to and performance; improve to corrections pro- and planning the in improvements for feedback gramming process. Safety performance measures correct- and detecting for method reliable a provide to DOTs state and MPOs allowing by problems, ing monitor and evaluate the effectiveness of imple- improvements. of impacts safety the and mentation the monitor should MPOs and states minimum, a At MAP-21. by required measures performance four for plan a creating include evaluation and monitoring monitoring and evaluationperformance early in availability, the data planning understand to process, 5. Make safety a decision factor. 5. Make safety select- and evaluating for process the is in Prioritization inclusion for projects transportation individual ing and DOTs program. improvement transportation the MPOs may to use to prioritization allocate funds criteria for safety identify to or projects safety-specific transporta- all in safety of prioritization the enhance long-range the in established goals The projects. tion plan transportation serve in ranking, scoring, and by complemented projects, transportation selecting considerations. technical and objectives supporting with plan, transportation crash rates, crash as such criteria Technical com- policies. to identified be should totals crash and severity, Key effectively. projects of safety the score and early pare agencies partner with collaborating is success to projects future that ensure to process planning the in include the appropriate constructed. and safety designed elements when transportation and metropolitan planning organizations to track performance measures, including road safety data. 54 TR NEWS 292 MAY–JUNE 2014 Virginia. Floyd, Associates, Smith-Woolwine principal, is Smith Consulting. Kenville Kim of Principal and Dakota, North of University H T I M S Director, Aviation, . F S E ProgramGraduate M A J D Professorand is Kenville N A E L L I V N E K . A Y L R E B M I K foran Airport Findingthe Perfect Organizational Structure and Reorganization E C I T Issues C A R P T R O with P R I A Airport F O S I S E H T N Organization Y S P R C A Synthesis 40. presented inACRP organizational structure, contributed insightson among manywho Springs Airportwere Managers fromColorado A ACRP Synthesis 40 (ACRP) undertook a synthesis study, which released ture is warranted. plete overhaul of their original organizational struc- com- a improveefficiencies.thatfinding to are Some opportunities outsourcing identify and loads internal organizational structures their to examining rebalanceare work- airports Many collaboration. however,high-levelleadershiprequiresandsound self-sustaining. Changing an organization’s structure,airportsremainhelpedstrategieshave and models business in changes cases, some in operations; in sures. tion, changing regulatory issues, and economiccompeti- pres-increased operations, irregular included h Arot oprtv Rsac Program Research Cooperative Airport The Theseexternal pressures havetriggered changes h ps dcd, e calne have challenges new decade, past the environmental,economicandpressures. In irport managers face unprecedented political,

, Issues with Airport Organization

, F , B J : P LICKR ARNARD AKE HOTO and Reorganization 1 job defined they or how outsourced,and were functions employees which workforce, their in ees organizationalof structure, numberemploy-theof identify their type of governance structure, their type sidebar,page55).Airport executives wereasked to Three Sigma Corporation’s indicators for change the (seeonquestionnaire basedresearchersa designed focused on functions. charts organizational the of majority The logued. cata- charts; and received were organizational charts 40 approximately airport of copies tronic port managers. A quick first step was to request elec- gain the most robust and usefulto methodology mixedinformation a employed synthesisfrom The air- Study Methodology such asSaltLakeCityInternationalAirport. Case studiesincludedsmallairports,aswelllarge, goals and facilitate the delivery of core services. meetingstrategic,operations,businessinport and tive organizational structure can greatly assist an air- research findings is that a well-understood and effec- www.trb.org/Main/Blurbs/169008.aspx. After the review of the organizational charts, organizational the of review the After . 1

The guiding principle from the

A D C IRPORTS OF EPARTMENT ITY

L S , S M : P AKE ALT CHOENFELD ICHAEL HOTO TR NEWS 292 MAY–JUNE 2014 55 A K-9 officer and A K-9 officer explosive detection canine perform a search at San Diego International Airport. Like many larger airport and port authorities, the San Diego Unified Port District has its own law enforcement authority; smaller airports use contractors. a Indicators for Change for Indicators Change occurs in the strategy or strategic direction of the organiza- the of direction strategic or strategy the in occurs Change or expected current to meet needed are capabilities and skills New measure- and communicated clearly not is results for Accountability understaffed; or over- significantly are organization the of Parts and fragmented, are inconsistent, communications Organizational production and workflow changing are innovation and Technology consideration; under are decreases or increases staffing Significant problems; significant are turnover and retention Personnel and deteriorating; or stagnant is productivity Workforce deteriorating. is Morale u u u u u u u u u u www.threesigma.com/organizational_restructuring.htm. The organizational structures affected the number the affected structures organizational The a According to the Three Sigma Corporation, the following may indicate a indicate may following the Corporation, Sigma Three the to According redesign: organizational an for need tion; requirements; operational appraisals; performance biased and subjective to leading able, inefficient; processes; of full-time employees of (FTEs). employees full-time Nonhub and small struc- governance municipal have that airports hub and tures tended to firefighting, purchase certain and services such rescue as aircraft legal, accounting, This FTEs. of number the reducing enforcement, law flexibility more airports smaller allowed outsourcing organizational the budgets; and resources human in Twenty-two executives representing 36 representing airports executives Twenty-two After an of analysis the survey data, researchers

Organizational Charts orga- a employed functional all Nearly the airports by depart- separated jobs with structure, nizational ments—such as operations, finance, maintenance, administration, graphically, Represented and silos. independent development—functioning as largely exer- do and one not functions these have another generally cross airports Larger authority. of lines clear control. of spans larger cised and determined organizational effectiveness and efficiency. rate. response percent 100 survey—a the completed employ- 1,850 7 to from size in varied airports The struc- of governance type each represented and ees ture in Airport eachIntegrated of Plan National category Administration’s of the Federal Aviation Systems. interview. in-depth qualitative, a for airports five selected significant a recent to experienced had willing airports five All were and structure organizational in change share lessons learned from the change, along with in change to advice organizational initiating others Airport or airports Nashville study case five The design. and structure Metropolitan the were systems airport Air- Tennessee; Authority, Louisville Regional International Airport City Lake Salt Dakota; Kentucky; South Authority, Airport, Regional City Rapid Utah; port, Airport. Springs Colorado the and

: P : P D S HOTO IEGO AN OF ORT 56 TR NEWS 292 MAY–JUNE 2014 organizational chart. FIGURE 2Functional Department. Minneapolis Parks organizational chart: FIGURE 1Team-based Development Research & Research Equipment and fleet management Finance information technology Natural and water resource supporting organization Volunteer coordination Records management Risk management Customer service Administration physical system service delivery caring for the management Maintenance Operations Park police Forestry Production Communications and marketing Community outreach program on purchases or with human resources for the evalu- charts. organizational airports’ the in clearly represented seldom was practice business day-to-day of ment ation, hiring, or firing of employees. This universal ele- the operations department interfaces with accountingcustomer service, and human resources. Forcross example, over at certain levels of finance, administration,model,themajority organizationalof charts didnot FTEs prevailed regardless of the airport size. of number andauthority correlationbetween The have less outsourcing and a higher number of FTEs. thereforefunctionalandtoareas the of allassume and maintenance. charts were more concise and focused on operations leadership, vision, direction setting policy direction Budget development Headquarters Because most airports followed the functional the followed airports most Because Conversely,authority-ownedto tendedairports Human resources Commissioners Superintendent Board of Marketing Recreation, cultural, and educational Design and project management developing the physical system Use and event permitting Real estate management providing user activities Volunteer coordination programs and activities Youth and adult sports Recreation facilities Strategic planning Athletic facilities Recreation Planning Aquatics Accounting & Finance & assess an airport’s performance. betterunderstandingmeasurealish to andhow of could be used more widely in the industry to estab- Indicators 19A,Report ACRP metric. established an of validity the lack ment for the organization. improve- an was change the that indicating ment change;instead,qualitativereliedthey a on assess- the after or before conducted was measurement quantitativeno reportedthat oftenAirports ment. ever, or have no appropriate and accepted measure- changesdifficultthearemeasure,of someto how- driven; data be organizationwould an that in changes was assumption the first, At metrics. ment way is advisable. the successesalongsmall celebrating the and vail; organizational change takes time; patience must pre- interviews:studyimplementinginitiatingcase and objectives. An overarching theme emerged from the ture that would best serve the new strategic key business involve to employeesdeterminingin theorganizational was struc- leadership the of role mary ment from the governing entity organizational was essential; any structure.theEndorse-change—strategydrive should pri- driving in critical was plan Severalstrategicissuesemerged:visionclearand a Additional Findings 2 managersfacewhostructural changetheirin orga- airport for approaches useful yielding structure, each ofdisadvantages and advantages the reviews and sciencemanagement of years 100 past the in describes organizational structures that have evolved change, including the barriers to change. The report metrics, and other industry trends in organizational nizational design, indicators for change, assessment The synthesis summarizes current practices in orga- Organizational Structures left). below 2, (Figure level next the at connect would lines these charts, organizational functional most encompassmusttogether;workanotherone toon circles the that convey to seems chart the strong; work, or functions, but the connecting lines are less ture;thecircles represent lines ofbusiness, areas of organizationalteam-basedstruc- a depicts(left) 1 whichdifficultis represent.to Forexample, Figure boundaries, without structures and teams using fices for most organizations. Many organizations are www.trb.org/Publications/Blurbs/165238.aspx. Self-reported assessments like these, however, these, like assessments Self-reported Neither the literature nor the data address assess- The typical organizational chart no longer suf- longer noorganizational charttypical The , is a valuable, practical guidebook that guidebook practical valuable, a is , Resource Guide to Airport PerformanceAirportResource to Guide 2 TR NEWS 292 MAY–JUNE 2014 57 Human Resources VP Marketing FIGURE 4 Sample matrix organizational chart. FIGURE 3 Sample divisional organizational chart. VP Finance PR/ Legal Human Finance Resources Division Accounting/ & Finance Procurement Training/Safety Communications Administration VP Mfg President VP Design Finance Division Marketing Research & Accounting/ Product D Product Development Manufacturing Customer Service Product Product Product Product Products Director Director of Manager B Manager C Manager A Manager D 1. Review the airport’s vision, mission and busi- 1. and mission vision, airport’s the Review 2.change. to need the triggering is what Define val- 3.changed—or be to needs what Determine 4.gov- the from endorsement and support Gain the survey of airports, and the case study interviews, study case the and airports, of survey the along flight with the a design, on literature organizational developed researchers strategy, and structure, the steps are Following executives. for plan airport critical for a cohesive organizational of some change; in shown the and—as immediate not is process the airport case studies—may require up to five years. ness strategy—its strategic objectives—and deter- services. core its mine structure. current the idate proceed. to entity erning Finance Division Marketing Research & Accounting/ Product C Product Development Manufacturing Customer Service in which in , , Finance Division Marketing Research & President Accounting/ Product B Product Development Manufacturing Customer Service Finance Division Marketing Research & Accounting/ Product A Product Development Manufacturing Customer Service In summary, in the real world of airport manage- airport of world real the in summary, In The main types of organizational structures iden- structures organizational of types main The These organizational structures are detailed in The research indicates that an organization must establish a collaborative, cohesive culture cohesive collaborative, a establish and actual practice is driving much-needed change. much-needed driving is practice actual and work groups function seamlessly. function groups work tional areas to achieve organizational flexibility. The flexibility. organizational achieve to areas tional charts organizational conventional between disparity workplace. ment, a matrix-type structure is emerging (Figure 4), with departments interacting with other func- zation. Figures 2, 3, and 4 (page 56 and this page) rep- page) this and 56 (page 4 and 3, 2, Figures zation. the in found commonly charts organizational resent Drawing on findings from the organizational charts, organizational the from findings on Drawing Flight Plan for Change nizations. The informal relationships within organi- within relationships informal The nizations. organizational on change of impacts the and zations discussed. also are culture conserv- from range literature business the in tified ative, and to centralized, hierarchical free-flowing, decentralized, and collaborative; in graphic repre- lines straight and boxes structures, the of sentations yield to circles and arrows. Each structure on the spectrum, from functional to division matrix, has that and advantages air- baseddisadvantages to restructuring. when consider can managers port repre- to strive organizations As 40. Synthesis ACRP out carry to needed connections the graphically sent hier- conventional that finding are autonomy they confuse services, or core prohibit often structures archical organi- the of outside and within both teamwork and 58 TR NEWS 292 MAY–JUNE 2014 40. /Blurbs/169008.aspx. www.trb.org/Publications ACRP Synthesis40,visit For moreinformationon study inACRPSynthesis was presentedasacase Airport inSouthDakota Rapid CityRegional loop from employees. chosen metric to evaluate the change. to facilitate organizational changes. sion and vision; celebrate small successes. barriers, formal and informal, to implementation. organizationalthe andadministrative the and ies, considerations identified in the survey and case stud- employeegroups. Reviewliterature,the criticalthe developed and assignments to be divided among the be identifysuitablechangestoandmost be would the design team (for example, see Figures 1–4). organizational culture. timeframe for change, the expected outcomes, and processes, the informal organizational structure, the communicationthe about team design the on not procedures. Inform and educate key staffers who are miningdevelopingneedforthe processes new and common;wassisresourcesboth deter-inhelpcan revealedthat yearlya internal organizational analy- survey the and process, change the in effectively studiesusedindicatedemployeebethat canteams case organizationaltheinformal structure.Twoof the ofawareness expand and nizationwidebuy-in ferent levels of the organization can encourage orga- and robust experience. Involving key staff from dif- assessment;realistic,objectiveperspective; a fresh organizationala facilitatorofferor consultantmay tionsbefore and after the change. Describe the cur- sult informally with airport managers. major changes take and approximately year 3one to 5 approximately years. take Con- changes minor that indicate studies Case frame. time realistic a rentorganizational culture,facilitate to assessment after the change. For guidance in applyingguidanceairportchange.inFor theafter performance indicators, refer to ACRP Report 19A. 14. Revisit the triggeringtheapply Revisitthevariableand 14. 13. Assess the culture and establish a feedback a establish and culture the Assess 13. Continue training12. and education for staff. Develop 11. or redesign processes and procedures Implementthechange, focusing the10. mis-on structure organizational which Determine 9. Review types of organizational8. structures with .Choose a metric for the assessment of condi- 6. Develop a strategic vision for the change5. with .Assemble a 7. team for the redesign. An external Designing aNewStrategy key duringreorganizationandlargeprojects. Airport. Communicationfromairportleadershipis about majorcapitalprojectsatMiamiInternational meets withhigh-levelofficials toshareinformation Miami–Dade Aviation DirectorEmilioT. González challenges of tomorrow. known challengestoday’s and bemeet prepared will for that the unknown organizations create agers external organizational issues, can help airport practices, man- current thoughtfulinternalandanalysisatogetherof with of review focused rapid of A face change. the in proactive be can managers to the organization. places employees to and make a competencies meaningful and contributionservices core airport’s the strategytheirfororganization thatoptimally aligns airport’sorganizational chart. They need tocreate a ble. Managers cannot simply copy and apply another thriving in a rapidly changing environment. supportto airport leaders aligningin personnel and along with a flight plan for a successful and strategy, discussion synthesisaims A of the management. literature airport with real-world in experience,tices demic literature, along with current trends and prac- examinesrelevantorganizational acathe designin - changing needs of the airport industry. The synthesis improvedtoolshelptotheir organizations meetthe SynthesisACRPprovides 40 airport managers with

Great pressures call for great measures.greatAirportforpressures Great call Clearly, no “one size fits all” approach is applica-

D A D M : P , F , E J : P EPARTMENT VIATION ADE IAMI HOTO LICKR MERSON IMMY HOTO TR NEWS 292 MAY–JUNE 2014 59 The placement of PEM on top of the milled sur- milled the of top on PEM of placement The The study confirmed that the surface texture the mat surface should differ by no more than 1/16 than more no by differ should surface mat the the delineated also requirements The mm). (1.6 in. the if liability contractor’s the and criteria acceptance a target specified DOT Georgia met. not are criteria index of smoothness 825 mm/km, not to exceed a mm/km. 900 of index correction I-75 Project In 2007, the researchers investigated - the micro PEM with overlaid OGFC of a milling deteriorated appli- first of the one was this Macon; near on I-75 sur- micromilled a of top on directly PFC of cations face in the United States. Because equipment micromilling has more teeth at closer spacing than pro- micromilling equipment, milling conventional and surface finer smoother, a duces uniform, more texture, which meets Georgia DOT’s smoothness texture. surface for requirements layer underlying new a of addition the without face sig- yielded has SMA of or mixture dense-graded of nificant cost savings. The also researchers investi- quality texture surface for technologies other gated assurance. requirements established for achievable and thecost-effective with variable-depth project were Micromilling operation. ) the entrapment of water of entrapment the ) b ) the poor bonding between PFC between bonding poor the ) a he Georgia Department of Transportation (DOT) has used open-graded friction course friction open-graded used has (DOT) (OGFC) to maintain asphalt pavements on P AY S O F F The requirements addressed the variations in sur- in variations the addressed requirements The Georgia DOT’s rehabilitation practice is rehabilitation Georgia DOT’s to mill Interstate highways since the This highways 1990s. pervious Interstate sur- pavement the on placed is (PFC) course friction and drainage surface and friction tire improve to face intro- DOT Georgia 2001, In life. pavement extend to duced type a of different OGFC, known as porous Interstate most on use in now (PEM), mix European pavements. that penetrates through the PFC in cre- the through valleys that penetrates expen- is however, procedure, This milling. by ated sive; a cost-effective pavement maintenance by caused the and milling smoothness face texture equipment. For surface texture, the requirements Solution investi- to project a research initiated DOT Georgia gate micromilling for the removal of deteriorated of OGFC. A Tech- Institute team the from Georgia nology and Auburn University research. The conductedgoal was to the for validate established had DOT Georgia the that requirements stringent the surface texture and smoothness of the milled surface. and replace the PFC layer and the mixture beneath. mixture the and layer PFC the replace and ( avoid helps This ( and surfaces milled and Problem good provide PFCs that shows experience Georgia’s for 10 to performance pavement 12 When years. a under- the life, service its of end the approaches PFC stone or asphalt hot-mix dense-graded of layer lying con- good in still is generally (SMA) asphalt matrix years. more several for last could and dition Preserving Georgia Preserving with Pavements Micromilling DAVID M. JARED AND SHEILA HINES procedure was needed, particularly as resources for resources as particularly needed, was procedure diminish. maintenance and construction pavement of measurement valley and ridge the that stipulated T R E S E A R C H Jared is Jared Chief, Research and Development Branch, and Hines is State Bituminous Construction Engineer, Department of Georgia Forest Transportation, Park. 60 TR NEWS 292 MAY–JUNE 2014 micromilled surface. Variable-depth depthmicromilling. TheI-95project, however, did measurement, and used as a tool for quality acceptance and performanceness of micromilled surfaces and therefore could be measuring both the surface texture and the smooth- micromilling instead of conventional milling, ture requirements. LRP, and texture and smoothness from the software-retrofitted the I-75 project, ments with underlying layers different from those of ture and smoothness requirements with variable- with requirements smoothness and ture The I-75 project achieved Georgia DOT’s surface tex- Application the following: projectinvestigateI-95Savannahtonearused was an on inlay OGFC micromillingand the 2009, In I-95 Project quality and in the evaluation of pavement sections. suitablefor use in the acceptance of surface texture texturebeparameters.estimatesfacewouldThese could be retrofitted with software that estimates sur-smoothness—pavement of acceptancequality for road profiler (LRP)—routinely used by Georgia DOT PEM layer. The study also determined that the laser micromilling to ensure the complete removal of the texture or smoothness. requirements, without sacrificing the milled surface ensurereasonablecompliancesurfacetexture with u u u u u u The study determined the following: Variable-depthmicromilling wasnecessary to by of capable realized was software-retrofittedLRP The be can savings cost Large The stringency of the Georgia DOT surface tex- surfacemeasurementsofthe viabilityof The pave- for micromilling of applicability The load-related failures. or raveling premature of indications no are there underlyingportlandcementconcrete; nonetheless, the fromreflectivecracking shows still and enced underlyingprojectmaterials.I-75areaexperi-The load-relatedfailurestheassociatedfailureswithor pavementstructures—that is,projects that have no underlying sound have that PFCs for option tion project on I-285 in metropolitan Atlanta. able-depth micromilling subsequently was used on a and achieved the surface texture requirements. Vari- mittingvariable-depth projectmicromillingthe on per- order change a approved DOT Georgiaified. place—because a single milling depth had been spec- occurred—thin,weaklybondedlayers remained in not achieve the requirements; scabbing of the OGFC Park, GA 30297; 404-608-4700; [email protected]. Testing,and GeorgiaDOT, ForestDrive,Kennedy 15 Bituminous Construction Engineer, Office of Materials have shown goodprojects performance. both service, in years 7 to 4 After research.the expendituresfor the times 50 nearly Interstate two projects the saved on an estimated $11 micromilling million— with milling ventional ings from this preservation treatment. Replacing con- surement. atool for quality acceptance and performance mea- smoothness on micromilled surfaces and can serve as surface texture and smoothness. sacrificingmilledwithoutrequiredtexturesurface ment. overlays is an effective pavement preservation treat- article. Transportation Jayaprakash, P.developingResearcheffortsthistheirinBoard, for G. and Hanna including the following: agencies,highwayother and GeorgiaDOTbenefit researchThe producedseveral findingswouldthat Benefits 334-2956; [email protected]). Street,NW,Fifth 500 (202-Washington, 20001488, DC tact G. P. Jayaprakash, Transportation Research Board,Suggestions Keck for Research Pays Off topics are welcome. Con- u u u Micromillingpromisingais pavement preserva- For moreinformation,StateHines,ForSheilacontact E addition,In Georgiaaccruedhas sav-costDOT DITOR The LRP can measure both surface texture and the provides micromilling Variable-depth Micromilling in conjunction with thin asphalt ’ S N OTE : Appreciation is expressed to Amir CALENDAR

TRB Meetings

June 15–18 9th International Conference 25–28 4th International Symposium on Short and Medium Span on Naturalistic Driving 24–26 Innovative Technologies Bridges* Research for a Resilient Marine Calgary, Alberta, Canada Blacksburg, Virginia Transportation System: 3rd Biennial Research and 20–23 GeoHubei International 26–29 Transportation-Related Development Conference Conference* Environmental Analysis Washington, D.C. Hubei, China Summer Conference Nashville, Tennessee 29– North American Travel 20−24 Alternative Intersections and July 2 Monitoring Exposition and Interchanges Symposium September Conference (NATMEC): Salt Lake City, Utah Improving Traffic Data 15–17 Transportation and Federal Collection, Analysis, and Use 21–23 14th National Conference on Land Partnership Enhancing Chicago, Illinois Transportation Planning for Access, Mobility, Small and Medium–Sized Sustainability, and July Communities: Tools of the Connections to the American Trade Great Outdoors 7 Geosynthetics in Roadway Burlington, Vermont Washington, D.C. Design Laramie, Wyoming 23–24 Workshop on the Value of 15–18 Pavement Evaluation 2014* Transportation Infrastructure Blacksburg, Virginia 7–11 7th International Conference Washington, D.C. on Bridge Maintenance, 21–24 6th Biennial Northeast Safety, and Management* August Transportation and Wildlife Shanghai, China Conference* 3–8 Global Level Crossing Safety Burlington, Vermont 9–11 5th International Conference and Trespass Prevention on Surface Transportation Symposium* 25–27 2nd International Conference Financing: Innovation, Urbana–Champaign, Illinois on Access Management* Experimentation, and Shanghai, China Exploration 11–13 Istanbul Bridge Conference* Irvine, California Istanbul, Turkey 29– European Transport Oct. 1 Conference* 10 9th Strategic Highway 11–13 Symposium Celebrating 50 Frankfurt, Germany Research Program Safety Years of Traffic Flow Theory* Symposium Portland, Oregon October Washington, D.C. 18–22 NURail and Summerail 14–16 International Symposium on 13–16 53rd Annual Workshop on Conference* Pavement Life Cycle Transportation Law Altoona, Pennsylvania Assessment San Francisco, California Davis, California 25–27 15th Biennial Harbor Safety 15–17 Automated Vehicles Committee and Area 26–29 21st National Conference on MAY–JUNE292 2014 NEWS TR Symposium Maritime Security Committee Rural Public and Intercity Bus San Francisco, California Conference Transportation: Setting Our Philadelphia, Pennsylvania Course for the Future* Monterey, California

For additional information on TRB meetings, including calls for abstracts, meeting registration, and hotel reservations, visit www.TRB.org/ calendar, call 202-334-2934, fax 202-334-2003, or e-mail [email protected]. *TRB is cosponsor of the meeting. 61 PROFILES ......

Theodore K. Dahlburg Delaware Valley Regional Planning Commission

longtime fascination with the role of cities in trans- a transportation planner at DVRPC, the Philadelphia area’s met- portation and culture propelled Theodore K. Dahlburg ropolitan planning organization, two years later. Ainto a career in freight planning. As manager of the Early in his research career, Dahlburg documented the Office for Freight and Aviation Planning for the Delaware Val- progress of a single shipping container—carrying unroasted ley Regional Planning Commission (DVRPC), Dahlburg inte- coffee beans from Brazil to Canada—as it moved through the grates freight and aviation considerations into the commission’s Philadelphia, Pennsylvania, region via ship, truck, and train. long-term plans and programs, promotes strategies to maximize “This journey was a great eye-opener about the global economy the benefit of freight and aviation activity, and manages tech- and intermodalism,” he recalls. nical studies. Dahlburg was chosen to lead DVRPC’s new freight planning “We face critical challenges in urban freight transportation program in 1992. He worked to identify previously overlooked delivery systems and practices,” Dahlburg observes, noting that National Highway System connectors and to incorporate ports, for the first time in history, more than half of the planet’s inhab- airports, and intermodal rail terminals into planning. In 2012, itants reside in urban areas. He oversees the work of the DVRPC he expanded his focus to aviation when the freight and aviation Freight Advisory Committee, established in response to the planning units were combined. Dahlburg currently oversees the development of the Delaware Valley Freight Transportation Mapping Appli- “Freight is being balanced with other cation and Freight Data Platform—also known as PhillyFreightFinder—a web- community goals—air quality and based tool to promote awareness about complete streets, for example—and the region’s interconnected freight facilities and to provide a foundation for projects are being built that help freight performance measures. A 2010 freight move more safely and workshop on future freight flows has efficiently.” intensified efforts to coordinate long- term public- and private-sector goals. “Freight transportation and economic development are powerfully linked, and Intermodal Surface Transportation Efficiency Act of 1991 to jobs are of paramount importance to counties, cities, and munic- engage the region’s freight stakeholders. Through quarterly ipalities in the region,” Dahlburg comments. DVRPC has cata- meetings and other events, the committee has gathered repre- logued 44 major freight centers in the Delaware Valley region, an sentatives from the trucking and railroad industries, ports, important step to understanding the needs and supply chains of shippers, state departments of transportation, federal trans- local areas. Recently, he participated in City Logistics Research: portation agencies, and more. He also led a 2006 project to con- A Transatlantic Perspective, a joint TRB–European Union sym- duct a 24-hour scan of local freight operations, analyzing data posium on European and North American logistics solutions. from more than 50 transportation companies. Dahlburg is chair of the Urban Freight Transportation Com- “It’s immensely gratifying to see the tangible progress and mittee, which he joined in 2010, and a member of the Freight difference the Freight Advisory Committee makes,” Dahlburg Systems Group. He also was a member of the Intermodal Freight notes. “Local planners now have greater awareness about Transport Committee from 2001 to 2010. He served on the sec- freight operations and bottlenecks in their county or city. ond Strategic Highway Research Program’s Technical Expert Task Freight is being balanced with other community goals—air Group on Integrating Freight Considerations into Collaborative quality and complete streets, for example—and projects are Decision Making for Additions to Highway Capacity, as well as being built that help freight move more safely and efficiently.” the National Cooperative Freight Research Program Project Panel After graduating with an art history degree from West on Capacity and Level-of-Service Analysis for Trucks. Chester University in Pennsylvania, Dahlburg received a mas- “Limited funding for transportation improvements makes ter’s degree in city and regional planning at Rutgers University. research critical,” Dahlburg affirms. “Sound research also is In 1986, he joined the Delaware County Planning Department what elected officials ultimately rely on to make the wisest and in Pennsylvania, where he conducted public transportation best decisions.” He cites collaborative efforts between the Urban studies, briefed elected officials, and ranked highway projects. Freight Transportation Committee and other standing com-

TR NEWS 2014 292 MAY–JUNE Eager for the opportunity to work in planning for the nation’s mittees in developing such initiatives as Freight Day and pro- 62 sixth-largest metropolitan region, Dahlburg began working as moting the adoption of innovative practices. PROFILES ......

Robert Benton McGennis HollyFrontier Refining & Marketing, LLC

ransportation research is the common thread that ties Asphalt Institute’s headquarters in Lexington, Kentucky. together the two parts of Bob McGennis’ career: first, “It was an exciting time to be working in asphalt technol- Tdisseminating research results as a civil engineer in ogy,” McGennis comments. “The first Strategic Highway asphalt materials research, and, later, as a technical manager at Research Program (SHRP) was nearing completion and its HollyFrontier Refining & Marketing, LLC, translating research research products were ready to be implemented.” The Federal results into practice. Highway Administration (FHWA) selected the Asphalt Institute After he graduated from the University of Texas at Austin as the site of the National Asphalt Training Center (NATC), (UT Austin) with a bachelor’s degree in civil engineering, which aimed to train agency and industry personnel in the McGennis worked for the Austin District of the Texas State new Superpave® mix design system developed under SHRP, Department of Highways and Public Transportation. The prac- and McGennis directed the $1.2 million project. He guided tice of basic civil engineering—hydraulic design, geometric efforts in asphalt binder and mixture training and conducted design, and asphalt pavement design and construction—had a early implementation research for the system. profound effect on his career. In 1980, McGennis received a job “We conducted the early ruggedness experiments for the offer from Tom Kennedy, his former professor, to help investi- Superpave gyratory compactor, a laboratory device that remains at the center of the system,” McGennis recalls. “I was fortunate to lead the NATC team, an extraor- “The years of experience I dinary group of technicians and engineers.” He have gained in evaluating published many of his research results in the Transportation Research Record: Journal of the transportation research data Transportation Research Board, including “Evalua- have better equipped me to tion of Physical Properties of Fine Crumb Rubber- understand my own Modified Asphalt Binders” (1995), “Issues Pertaining to the Use of the Superpave Gyratory experimental results and Compactor” (1996), “Evaluation of Materials what they reveal.” from Northeast Texas Using Superpave Mix Design Technology” (1997), and “Comparative Analysis of Volumetric Properties for Superpave gate pavement performance problems on I-10 in southeast Gyratory Compactors” (2000). Texas. While working at UT Austin, McGennis pursued a mas- In 1998, McGennis began working in Phoenix, Arizona, for ter’s degree in civil engineering, which he completed in 1981. HollyFrontier Refining and Marketing, an independent petro- “It was only a matter of time until I was introduced to the leum refiner. As Asphalt Technical Manager, he supervises the world of TRB,” McGennis recalls. He joined the Flexible Pave- quality control testing activities of three accredited laboratories ment Construction and Rehabilitation Committee in 1984, and and develops formulations for various asphalt paving and emul- in 1989 became its chair. He served as chair of the Characteris- sion products. He also provides engineering support for man- tics of Asphalt Materials Committee from 2004 to 2008 and of ufacturing operations, technical marketing, and user agencies. the Asphalt Materials Section from 2008 to 2014. Twice he has “Participation in the transportation research community has been a member of the Design and Construction Group Execu- made me better qualified to accomplish many of the day-to-day tive Board; recently, he led the Design and Construction Group duties of my job. The years of experience I have gained in eval- subcommittee responsible for selecting the group paper awards. uating transportation research data have better equipped me to “My TRB activities have been among the most rewarding of understand my own experimental results and what they reveal,” my career. Participation in TRB has afforded me the opportu- McGennis notes, citing his experience and involvement with MAY–JUNE292 2014 NEWS TR nity to work with and learn from the most respected individu- TRB as vital in sharing effective asphalt technologies. “I have als in the pavements and materials technical community,” discovered that if you provide practicing engineers with good McGennis notes. information, they will make good decisions.” McGennis joined the Asphalt Institute in 1983 as a Texas A registered professional engineer in Texas, Arizona, and district engineer, providing engineering and educational assis- New Mexico, McGennis is a life member and past president of tance to a range of asphalt users, from government agencies to the Association of Asphalt Paving Technologists. He also is a private industries. After serving as central regional engineer and member of the FHWA Asphalt Binder Expert Task Group and directing five district engineers covering 21 states, McGennis the committee at Arizona State University that organizes the became director of Research and Engineering Services at the Arizona Pavement and Materials Conference. 63 64 TR NEWS 292 MAY–JUNE 2014 TRB Annual Meeting Exhibitors New Space, New Opportunities for of-the-art technology. better signageandstate- sessions andwillfeature adjacent totheposter Annual Meetingwillbe hall atthe2015TRB The new, largerexhibit opportunities. marketing and exhibits Meeting Annual ages Director,man- and TRB, N O Executive Assistant T S U O H is Houston TRB. . W L L TechnicalActivities, E S S U R Director,is Norman D N A N A M R O N . R K R A M TRB HIGHLIGHTS F is the third in a series of articles about the move. ter in Washington, D.C., January 11–15, 2015. This heldat the Walter E. Washington Convention Cen- nology, dees under one roof, exhibits, space, include the following: expand impressively.will hall exhibit Meeting Annual TRB the space, organizations.and longerNounderconstraints for products and services from transportation businesses unparalleled opportunity to see first-hand innovative an provideattendeeswithwill ConventionCenter the to move the theme, the with Consistent ing. nology” is the theme for the 2015 TRB Annual Meet- “CorridorsthetoFuture: Transportation andTech- Expanded RoomforExhibits Enhancementsattendeesforexhibitorsand will u u u u u Improved lighting and higher ceilings for a for ceilings higher and lighting Improved tech- state-of-the-art with facility modern A atten- allhaving energy of andvibrancy The Accommodations for display vehicles and large exhibitcontiguousmore and availableMore

venue. TRB’s 94th Annual Meeting will be will Meeting Annual 94th TRB’s new venue. a to moving be will Meeting Annual or the first time in almost 60 years,TRBalmostthe60firstintimethe or

C C W E. W : P ENTER ONVENTION ASHINGTON ALTER HOTO ble priority points. the TRB 2015 Annual Meeting will be awarded dou- venue, all companies and organizations exhibiting at panies and organizations. In recognition of the new ority points. Booth sales will open in July for all TRB com-sustaining affiliates and for exhibitors with pri- day, January 13. Sunday, January 11, and will continue through Tues- will open with a kickoff reception in the afternoon of lar“Meet the Author” poster sessions. The exhibits tion, and Marketing Opportunities.” click on “TRB Annual Meeting,” and go to “ExhibitsAnnual and Meeting, visit the TRB website at www.TRB.org, tion Simulation Systems. lor and Francis; and SINAK Corporation; Manager, Geophysical Survey Systems, Inc.; (TREDIS Software); ist, AMEC; Inc.; more open and active atmosphere, success of the Annual Meeting exhibits: the to contributed have members The exhibitors. MeetingAnnualTRB theinterestsresenting ofthe and TRB, reviewing exhibit-related policies, and rep- years, facilitating communication between exhibitorsseveralExhibitsMeetingforAnnual the onadvice ExhibitorTRBThe Advisory Councilprovided has Valued Advisers Booth sales are expected to open in June 2014 for Theexhibit hall islocated adjacent tothe popu- For more information on exhibiting at the TRB the at exhibiting on information more For u u u u u u u u u u Food and beverage options in the exhibit hall. Better,morevisibleeasiersignagenaviga-for Alex Gerodimos, President, TSS–Transporta-President,Gerodimos, Alex Julie Sikora, Journals Marketing Manager, Tay- Representative, Architectural Bauer, Larry Communications Marketing Harmon, Jami Group EDR President, Weisbrod, Glen Norman Hunt, President, CoVal Systems; Special-DevelopmentFisher,BusinessCarol Watts,JasonMarketing Manager, AgileAssets TR NEWS 292 MAY–JUNE 2014 65 A TransitScreen display A TransitScreen in for K and 15th Streets D.C., Washington, on includes information as bikeshare availability well as approaching buses and Metro trains. Charlie Williams II, Center for He added that Tran- that added He 1 PROMOTING SAFETY— discusses safety culture at the first meeting Safety, Offshore Oil and Gas Industry Safety of the Committee on Offshore The committee gathered April Culture Framing Study. 29–30 at the National Academies’ Keck Center in to identify the essential characteristics of D.C., Washington, a strong safety culture; industry barriers to achieving this culture and ways to overcome the barriers; and effective a measurement and assessment strategies. The study, Division project of TRB and the National Research Council’s of Behavioral and Social Sciences and Education, is expected to be completed in late 2015. 2 In April, TransitScreen launched SmartWalk, a dig- a SmartWalk, launched TransitScreen April, In “TransitScreen is an outgrowth of collabora- the is an outgrowth “TransitScreen http://wamu.org/news/14/04/21/taking_transit_ infor http://wamu.org/news/14/04/21/taking_transit_ http://www.fastcodesign.com/3028960/slicker-city/

sitScreen sitScreen would be useful outside Metro stations, which typically lack electronic data about nearby modes, as well as inside stations, so that travelers connections. modal their review can train a exiting ital display of real-time transit information to be probe to information transit real-time of display ital jected on sidewalks or signs about and local land- traditional information walls closing and that opening and incorporates distances, directions, marks, times. mation_off_mobile_devices_and_onto_public_displays. smartwalk-turns-any-public-surface-into-a-subway-tracker. 2 1 Sean O’Sullivan, Carma; and Rodden—provided incor- immediate the feedback as on well the as market potential proposal, and each of model business techniques. or technologies innovative of poration tive consumption economy. The world is changing,” is world The economy. consumption tive for commissioner transportation former Klein, noted Dis- of the director former and of Chicago City the in of Transportation, Department of Columbia trict a radio interview affiliate. Radio with Public National the Washington, D.C.,

S T : I CREEN RANSIT MAGE ransitScreen, a transportation software and dig- and software transportation a ransitScreen, ital sign company, received top honors in the in honors top received company, sign ital Six-Minute Pitch Transportation Start-Up

TransitScreen technology was developed through developed was technology TransitScreen four transporta- young Pitch, In the Six-Minute Council, Members Young TRB the by Sponsored

Caywood is Communications and Director Dallas–Fort Worth, cofounder of TransitScreen, Planner, Johnson is Senior Transportation Texas. Planning, Integrated Foursquare Transportation Inc., Rockville, Maryland, and served as moderator of the Six-Minute Pitch. GRAHAM CAYWOOD AND SHANA JOHNSON Challenge at the TRB 93rd Annual Meeting in Wash- in Meeting Annual 93rd TRB the at Challenge which spe- TransitScreen, D.C., ington, in January. at options cializes in real-time transportation transit all of information display displays, live a produces rideshare, bikeshare, train, location—bus, a specific carshare. and Arlington in Lab Mobility with program fellowship a development and research public a Virginia, County, focused on organization advancing the practice of management. demand transportation tion entrepreneurs propose a new transportation technology product or service—in six minutes or less—to a panel of industry on the commercial judged are Presenters investors. entrepreneurs or and product their how and proposal their of feasibility into practice research brings transportation service challenges. transportation critical meets and the competition was organized by 2013 Rod- Robert winnersand Engineers, Lakeside Paulus, Susan den, American Concrete Pavement Association. A Institute; Land Urban Klein, judges—Gabe of panel Reaps Rewards Reaps Real-Time Transit Information Information Transit Real-Time T TRB HIGHLIGHTS

IN MEMORIAM

John A. Clements United States in several international 1930–2014 transportation research organiza- John A. Clements, former commis- tions. Past president of the American sioner of the New Hampshire Association of State Highway and Department of Transportation Transportation Officials, Clements (DOT), died April 2014 in Croydon, sat on the board of directors of the New Hampshire. He was 83. America Public Works Association Clements served as DOT com- and the American Road and Trans- missioner for more than a decade portation Builders Association. In and under three governors: 1986, he received the George S. Meldrim Thomson, Jr.; Hugh Bartlett Award for his outstanding Gallen; and John Sununu. An advo- contributions to highway progress. cate for transportation research, He was a longtime member of the Clements served as chair of the TRB Road Gang in Washington, D.C. Executive Committee in 1985. He Clements was born in 1930 in also was a member of the 1981 National Research Hyannis, Massachusetts, and received a bachelor’s Council Technical Review Panel for Truck Size and degree from Yale University. He served as a U.S. Navy Weight, the committee that developed the National explosive ordnance disposal officer during the Cooperative Highway Research Program’s 1994 Korean War. He held many private-sector positions strategic plan, and many other TRB committees and throughout his career as well—president, Highway panels. Users Federation; vice president of firearms manu- Clements served as the Federal Highway Admin- facturing, Sturm, Ruger & Co. Inc.; vice president, istration’s Associate Administrator for Research and New Hampshire Ball Bearings; vice president, Par- Development and as Director General of the Pan sons Brinckerhoff; and chair, New Hampshire Busi- American Highway Institute. He also represented the ness and Industry Association.

COOPERATIVE RESEARCH PROGRAMS NEWS

Potential Strategic Plan u Assuring safe and efficient management of rail- for Cooperative Rail road capacity, particularly in the case of shared rights Research of way; The first Research Results u Facilitating and accelerating railroad project Digest of the National delivery; Cooperative Rail Research u Developing the railroad workforce; Program (NCRRP) defines a u Promoting innovation in funding and financ- potential strategic plan and ing rail projects and operations; research agenda for the pro- u Increasing the ridership on regional and com- gram if additional funding is muter passenger services; forthcoming. One of many active rail research pro- u Promoting and facilitating freight rail services grams in the country, NCRRP has focused on matters to reduce highway congestion, save energy, and of policy, economics, and institutions, and the report reduce environmental impacts; assumes that this will continue. u Developing and deploying strategies and tech- The plan and agenda presented are based on a nologies for enhancing safety; and review of recent rail research and on the results of u Developing and deploying advanced methods interviews with more than 60 railroad stakeholders and materials for railroad design, rehabilitation, and who were asked to identify key opportunities and maintenance. problems facing the industry. Areas in which research 2014; 15 pp.; TRB affiliates, $15.75; nonaffiliates, $21. TR NEWS 2014 292 MAY–JUNE is needed to produce cost-effective results include the Subscriber categories: railroads; passenger transportation. 66 following: TR NEWS 292 MAY–JUNE 2014 67 In the intervening decade, 37 bridges were The controlled field test was conducted by the observers Trained recorded the number of cars Ninety pedestrian trials involving 168 driver http://ppms.otrec.us/media/ visit report, full the For Tracking the Status of Virginia’s Tracking Inno- Historic Bridges Transportation for Center Virginia the the 2001, for In plan a produced (VCTIR) Research and vation in of bridges 54 public and treatment management on or the National listed eligible were that Virginia Register of of status Historic Places.current the For on a formal information update, collected VCTIR reha- or maintenance major including bridges, 54 the since demolition or deterioration, damage, bilitation, 2001. public to closed were three rehabilitated, or repaired by damaged was one demolished, were three access, Twelve stored. and dismantled was one and flooding, Six any changes. major had not undergone bridges Wolf Register: on the National placed were bridges Racial Bias Found in Racial Bias Behavior Driving An experiment testing drivers’ behavior towardpedestrians of different races at street crossingsdrove cars many as twice average, on that, showed past black pedestrians, who waited white pedestrians. than longer to cross 32 percent Oregon Transportation Research and Education Consortium over five down- in crosswalk days marked midblock unsignalized in fall 2013 at town an Portland. Six trained research team associates—three white males and three blackout- identical wearing and build and age in similar males, fits—each crossed the street at the crosswalk 15 times. that drove by or stopped and noted the time that place took trials All yielded. driver a before passed in mild clear, weather during off-peak hours with with involved not pedestrians If traffic. free-flowing the experiment arrived in the crosswalk, the data but not were recorded were included in the analysis. subjects showed that 52 percent of the time, the first car to approach the crosswalk stopped. The average number of cars toaver- the subjects; test the all for 1.49 was stopped pass by before one age wait until a car yielded was 8.57 seconds. But drivers 2.02 of average an pedestrians, black the for to wait average the and stopping, without by passed was 9.79 seconds. For white pedestrians, .98 cross drivers passed and by, the average wait time was 7.40 seconds. project_files/TRF_Crosswalkpaper_Final.pdf.

PHOTO: NHTSA Children Children comprise 19 percent of the total U.S. fatalities child of number the 2012, to 2003 From traf- in killed children the of one-fifth than More crashes in injured fatally children of percent Forty www-nrd.nhtsa.dot.gov/ see information, more For Children’s Traffic Safety Shows Traffic Children’s Few Improvements for accounted younger and age of years 14 Children 2012— in States United the in fatalities traffic 1,168 or 3 percent of the total nation’s 33,561 fatalities. This number a represents 3 increase percent from 2011, according to the National Highway Traffic Safety Administration (NHTSA). Traffic-related injuries of children 14 years of previous age the from and decrease younger slight a 169,000, totaled year. Center the National from data population; resident vehi- in motor that 2009 show Statistics for Health chil- for death of cause leading the were crashes cle dren age 4 and between acci- traffic in killed the children the of ages percent of Twenty 11 and 14. an with in a vehicle passengers in were 2012 dents driver. alcohol-impaired The NHTSA. to according percent, 45 by decreased largest decrease was seen in the 8- 2003. to in 14-year-old than fatalities fewer percent 53 with group, group 3-year-old to 1- the in deaths traffic Although between increased they 2003, since decreased have 2012. and 2011 fic Since who under age were 14 pedestrians. were 2003, child deaths pedestrian have by dropped 34 percent to a total of 389 in 2012. The also number of accidents tricycle and bicycle in killed children 2012. in 58 to 2003 in 130 from declined, lap belts, seat as such restraints car wearing not were 4. to 1 ages toddlers for percent 54 by and Pubs/812011.pdf. belts, belts, or child safety seats. According to NHTSA, research has old shown year 1 that child under safety infants seats reduce for percent 71 by injury fatal NEWS BRIEFS NEWS Child safety seats deaths reduce traffic by more than 70 percent for infants and by more than 50 percent for toddlers. 68 TR NEWS 292 MAY–JUNE 2014 nearly athirdof menbutlessthan15percentof womenridebuses. A busoutsideDelhi,India.Among thecity’s low-incomeemployed, femaletravelers in Vishakhapattanam. Thirteen percent of women of ligible percent among the Delhi women surveyed. 30 nearly employed, contrast, low-income men transportation—by in Delhi ride of the bus. Bicycle mode use is neg- primary their as buses use they thatreport womenunemployed percentof 8 and womenemployedpercent). Thirteenpercentof whether the women are employed (86 percent) or unemployed (87 Delhi— low-incomein womenmajorityof vast the portation for million. The Delhi surveys focused on low-income settlements. Vishakhapattanam, a southern Indian city with a population of 1.7 in andpeople,million 16.4 to India’shomeDelhi, andcapitalin Co-operation and Development. Household surveys werenational performed Transport Forum (ITF) of the Organisation for Economic trips for multiple purposes, according to data presentedcounterparts, by dependthe on lower-cost Inter- modes of travel, andmale link theirtheir than distancesshorter travel cities Indian in Women Differences inIndia Surveys DocumentGender-Based Travel INTERNATIONAL NEWS Landmark inVirginia. National Historic Humpback Bridge,a S F E I R B S W E N Walking is the main mode of transportation for 71 percenttransportationof 71 offor mode main theWalking is trans- of modeprimary the is walkingdata, the Accordingto

PHOTO: WIKIMEDIA COMMONS

A S : P LLEN HAWN HOTO Press/PDFs/2014-05-21-IRTAD.pdf. Malaysia, which reported 23.6 deaths per 100,000 people. States, Korea, United Chile, the Jamaica,included Argentina,2012 in Colombia,people Cambodia,100,000 perand 10 than more 100,000people. Thecountries that experienced traffic fatalities of Icelandreduced theirannual traffic fatalities threetofewer orper approximately 55 percent. 2012;in Japan, the share of traffic fatalities among the elderly was EuropeanpercentIRTADforexceededgroup30 age countriesin ties among road users age 65 and older. The share of deaths in this IRTADcountries also have led toan increase inthe share offatali- cases, have increased. Larger numbers of elderly road users in pedestrians,many cyclists, and among motorcyclists deaths road havehowever, plateaued 2009, Since and, ineconomies. someemerging Approximately 1.3 million traffic fatalities occur annually, nearlymostly40percent, with 45,000in fewer peryear inthe31countries. analysis concludes. International Road Traffic and Accident Database (IRTAD), an ITF percent between 2011 and 2012 in the 31 countries covered by the nerable road users, although the number of road fatalities fell Roadby 1.7 safety policies do not necessarily improve to Vulnerablethe Users protection of vul- Road SafetyImprovements DoNotExtend DiscussionPapers/DP201404.pdf. is the primary trip purpose, according to the surveys. cation trips as their primary purposes for travel; for mostportation. men, Acrosswork all income groups, women cite religious and edu- women are similar, since men more frequently use motorized trans- 71 percent of all trips 1 mile or less. ing. Trip distances for most women tend to be 3 miles or less, with thesefigures are 21and23percent, with 35percent ofmenwalk- ridethe bus and percent5 use motorized two-wheelers—for men, For moreinformation,Forwww.internationaltransportforum.org/visit In2012, Denmark, Norway, Sweden, the United Kingdom, and declinedannual2012,roaddeathshavebyBetweenand2000 For the full report, visit www.internationaltransportforum.org/jtrc/ Although men travel longer distances, travel times for men and main/online_reports/pdf/14-r9.pdf. ple of a trussed-arch covered bridge in the country. in 2012. Built in 1857, it is the only remaining exam- ington, was designated a National Historic Landmark ered pedestrian bridge over Dunlap Creek near Cov- in Page County, and Hibbs Bridge in Mountville. Runfootbridge inHighland County, Overall Bridge River CharlotteCounty,inClarktonBridge,Bridge Crab Appomattox Gap, Rocky in Bridge Creek (continued from page 67) For the full report, visit www.virginiadot.org/vtrc/report,visit full the For wooden,trussed-archHumpbackBridge,a cov- TR NEWS 292 MAY–JUNE 2014 69 BOOK SHELF Efficient planning and construction, the design, planning Efficient are volume this in presented subjects the Among Edited by Massimo Losa Massimo by Edited Examined in this volume are the implementa- nonaffiliates, $56.25; affiliates, TRB pp.; 154 2013; nonaffiliates, $48.75; affiliates, TRB pp.; 106 2013; The titles in this section are not TRB publications. TRB not are section this in titles The listed. publisher the contact order, To and maintenance of transportation facilities and infrastructure assets are explored in this volume. Paper topics include advanced and ecofriendly modelingequipment, technologies emerging tools, resources, of recycling or reuse materials, and design more. and studies, case accelerated transit operations, disruption recovery in passenger railways, automatic data for applied of subway ser- measurement management, railway and urban that factors influence vice performance, States. United the in ridership streetcar tional conference on railway engineering design and design engineering railway on conference tional optimization and encourages the use of advanced manufac- design, management, business in systems ture and of operation and railways other emerging cov- and Topics freight, systems. transit passenger, tech- computer systems, train control include ered niques and simulations, timetable planning, and more. Sustainability, and Ecoefficiency, Conservation in Transportation Infrastructure Asset Management Papagiannakis. Tom and pp.; 800 2014; Press, CRC 978-11-3800-147-3. $339; 3 Volume 2013, Transit 2352 Record Research Transportation tion costs of electric transit bus systems, where to oper- mixed-mode in priority signal bus implement ations, a transit assignment model incorporating bus dwell time, planning dial-a-ride services, gen- more. and transit, demand-responsive eral-public transportation. public category: Subscriber $75. 4 2013, Volume Transit 2353 Record Research Transportation transportation. public category: Subscriber $65. Authors present research on transit fleet resource fleet transit on research present Authors New rail hubs along a high-speed rail corridor in corridor rail high-speed a along hubs rail New This book comprises the Presented in this volume are six case studies on studies six case are in volume this Presented 2013; 170 pp.; TRB affiliates, $56.25; nonaffiliates, $56.25; affiliates, TRB pp.; 170 2013; 2013; 142 pp.; TRB affiliates, $53.25; nonaffiliates, $53.25; affiliates, TRB pp.; 142 2013; Edited by C. A. Brebbia, N. Brebbia, A. C. by Edited Edited by Geoffrey S. Geoffrey by Edited TRB PUBLICATIONS Transit 2013, Volume 2 2013, Volume Transit 2351 Record Research Transportation sat- customer disaggregate benchmarking allocation, isfaction scores of bus operators, intraurban pedestrian railrouting, optimal system dynamic access, stations, subway in facilities vertical of choice route more. and corridors, transit around business doing transportation. public category: Subscriber $75. 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The site includes the latest in search tech- Transportation Research Board the reviewed papers that have been published as part of access to the full text of approxiately 14,000 peer- The TRR Journal Online website provides electronic 2013; 126 pp.; TRB affiliates, $48.75; nonaffiliates, 2013; 104 pp.; TRB affiliates, $47.25; nonaffiliates, opti- length, cycleresearch presentonAuthors 2013; 132 pp.; TRB affiliates, $53.25; nonaffiliates, Subjectsinvestigated thisvolumein include the Adaptive signal control in Germany, a coordinated Quantificationerrorskeyof household in travel Transportation Research Record: Journal of the (continued) (TRR Journal) series oin n iha mitnne qimn are among the topics presented equipment in this volume. maintenance highway on rosion ionsabout roadway assets, andchloride deicer cor- sustainability,performanceopin-achieving public Transportation Research Record 2361 2013,VolumeMaintenance andPreservation 2 vation; bridges and other structures. preser- and maintenancecategories: Subscriber $61. bridges, Florida and other topics. on damage and hazards hurricane eling papersonbridge preservation byaction type, mod- withvolume,alongBroomfield,thisincluded in is P.John DistinguishedbyLecture Deen B. 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Subscriber categories: policy; environment; society. costs, and germane time use. transit- oriented development populations, and household low-income transportation and minority 2013; 113 pp.; TRB affiliates, $48.75; nonaffiliates, 2013;pp.;83 TRBaffiliates, $45.75; nonaffiliates, 2013;pp.;84 TRBaffiliates, $45.75; nonaffiliates, 2013;pp.;87 TRBaffiliates, $47.25; nonaffiliates, as topicssuch covervolume this in papers The 2013;133pp.; TRB affiliates, $53.25; nonaffiliates, A cross-assetresourceA allocation frameworkfor Infra- Transportation to Approach Holistic “A Addressed in this volume are parking patrol sur- TR NEWS 292 MAY–JUNE 2014 71 BOOK SHELF To order TRB titles TRB order To Bookshelf, in described online TRB the visit www. at Bookstore, or TRB.org/bookstore/, Business the contact 202-334-3213. at Office With a discussion of the perceived strengths and strengths perceived the of a discussion With prac- government state U.S. compiles volume This Presented in this volume is a procedure for ana- for is a procedure volume in this Presented $44. nonaffiliates, $33; affiliates, TRB pp.; 45 2013; $44. nonaffiliates, $33; affiliates, TRB pp.; 42 2014; $68. nonaffiliates, $51; affiliates, TRB pp.; 136 2014; com- a of results the are volume this in Examined $44. nonaffiliates, $33; affiliates, TRB pp.; 43 2013; airlines models business the addresses report This Trip Generation Rates for Transportation Impact Transportation for Rates Generation Trip Developments Infill of Analyses 758 Report NCHRP weaknesses of various management and financing of state current the explores synthesis this methods, the practice in and fleet management replacement financing methods by state departments of transportation. tices regarding highway restricted to vehicle bridges weights below legal loads, or and culverts the structures, load-posted structures—identifying the implementing and capacities, load safe evaluating restrictions. lyzing potential vehicular trip generation impacts in impacts generation trip vehicular potential lyzing locales. urbanizing and urban planning economics; highways; categories: Subscriber forecasting. and Fleet Transportation of Department State Practices Management Replacement 452 Synthesis NCHRP management; and administration categories: Subscriber highways. 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HIGHWAY CAPACITY All 4 Volumes MANUAL Now Available Choose from Two Comprehensive Formats! Online!

he fifth edition of the essential Highway Capacity 20The multivolume10 resource is available in print and online: Manual (HCM 2010) revises the 2000 edition T • The print version contains Volumes 1, 2, and 3 in a boxed and significantly enhances the way that engineers and set and includes a registration code for the online-only planners assess the traffic and environmental effects of Volume 4. highway projects by • The full online version includes all 35 chapters in Volumes • Providing an integrated, multimodal approach to the 1 through 4. analysis and evaluation of urban streets from the points of view of automobile drivers, Volume 1 presents Concepts; Volume 2, Uninterrupted Flow; transit passengers, bicyclists, and and Volume 3, Interrupted Flow. Volume 4 consists of pedestrians; supplemental chapters on methodological details and emerging issues; interpretations, clarifications, and • Addressing the application of corrections; comprehensive case studies; and a technical microsimulation analysis and the reference library. evaluation of the results; • Examining active traffic management ORDER TODAY: in relation to demand and capacity; • Print version plus online Volume 4: and http://books.trbbookstore.org/hcm10.aspx • Exploring specific tools and • Volumes 1 through 4 online: http://trb.metapress.com generalized service volume tables, to assist planners in Multiuser licenses are available for Volume 4 and for the full sizing future facilities. electronic format—contact [email protected] for details.

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