SEPTEMBER–OCTOBER 2002 NUMBER 222 TRTR NEWS NEWS
Working on the Railroad Getting Passenger Services Up to Speed Ⅲ Pioneering in the Pacific Northwest Ⅲ California’s RailRail ‘Megaproject’‘Megaproject’ Ⅲ Answering Florida’s Popular Mandate Ⅲ Connecting Tracks to Runways Ⅲ Reinventing National Passenger Rail Ⅲ Minimizing High-Speed Wear-and-Tear TRANSPORTATION RESEARCH BOARD 2002 EXECUTIVE COMMITTEE *
Chairman: E. Dean Carlson, Secretary, Kansas Department of Transportation, Topeka Vice Chairman: Genevieve Giuliano, Professor, School of Policy, Planning, and Development, University of Southern The Transportation Research Board is a division California, Los Angeles of the National Research Council,which serves Executive Director: Robert E. Skinner, Jr., Transportation Research Board the National Academy of Sciences and the National Academy of Engineering. The Board's William D. Ankner, Director, Rhode Island Department of Transportation, Providence Thomas F. Barry, Jr., Secretary of Transportation, Florida Department of Transportation, Tallahassee mission is to promote innovation and progress Michael W. Behrens, Executive Director, Texas Department of Transportation, Austin in transportation through research. In an Jack E. Buffington, Associate Director and Research Professor, Mack-Blackwell National Rural Transportation Study objective and interdisciplinary setting,the Board Center, University of Arkansas, Fayetteville facilitates the sharing of information on trans- Sarah C. Campbell, President, TransManagement, Inc., Washington, D.C. Joanne F. Casey, President, Intermodal Association of North America, Greenbelt, Maryland portation practice and policy by researchers James C. Codell III, Secretary, Kentucky Transportation Cabinet, Frankfort and practitioners;stimulates research and offers John L. Craig, Director, Nebraska Department of Roads, Lincoln research management services that promote Robert A. Frosch, Senior Research Fellow, Belfer Center for Science and International Affairs, John F. Kennedy School technical excellence;provides expert advice on of Government, Harvard University, Cambridge, Massachusetts Susan Hanson, Landry University Professor of Geography, Graduate School of Geography, Clark University, Worcester, transportation policy and programs; and dis- Massachusetts seminates research results broadly and encour- Lester A. Hoel, L.A. Lacy Distinguished Professor, Department of Civil Engineering, University of Virginia, ages their implementation. The Board’s varied Charlottesville (Past Chairman, 1986) activities annually draw on approximately 4,000 Ronald F. Kirby, Director of Transportation Planning, Metropolitan Washington Council of Governments, Washington, D.C. engineers, scientists, and other transportation H. Thomas Kornegay, Executive Director, Port of Houston Authority, Houston, Texas researchers and practitioners from the public Bradley L. Mallory, Secretary of Transportation, Pennsylvania Department of Transportation, Harrisburg and private sectors and academia, all of whom Michael D. Meyer, Professor, School of Civil and Environmental Engineering, Georgia Institute of Technology, Atlanta contribute their expertise in the public interest. Jeff P. Morales, Director of Transportation, California Department of Transportation, Sacramento David Plavin, President, Airports Council International, Washington, D.C. The program is supported by state trans- John Rebensdorf, Vice President, Network and Service Planning, Union Pacific Railroad Company, Omaha, Nebraska portation departments,federal agencies includ- Catherine L. Ross, Executive Director, Georgia Regional Transportation Agency, Atlanta ing the component administrations of the John M. Samuels, Senior Vice President, Operations Planning and Support, Norfolk Southern Corporation, Norfolk, U.S. Department of Transportation, and other Virginia (Past Chairman, 2001) Paul P. Skoutelas, CEO, Port Authority of Allegheny County, Pittsburgh, Pennsylvania organizations and individuals interested in the Michael S. Townes, Executive Director, Transportation District Commission of Hampton Roads, Hampton, Virginia development of transportation. Martin Wachs, Director, Institute of Transportation Studies, University of California, Berkeley (Past Chairman, 2000) Michael W. Wickham, Chairman and CEO, Roadway Express, Inc., Akron, Ohio The National Research Council was organized M. Gordon Wolman, Professor of Geography and Environmental Engineering, The Johns Hopkins University, Baltimore, Maryland by the National Academy of Sciences in 1916 to associate the broad community of science Mike Acott, President, National Asphalt Pavement Association, Lanham, Maryland (ex officio) and technology with the Academy’s purposes Marion C. Blakey, Administrator, Federal Aviation Administration, U.S. Department of Transportation (ex officio) Rebecca M. Brewster, President and Chief Executive Officer, American Transportation Research Institute, Atlanta, of furthering knowledge and advising the Georgia (ex officio) federal government. Functioning in accor- Joseph M. Clapp, Administrator, Federal Motor Carrier Safety Administration, U.S. Department of Transportation dance with general policies determined by the (ex officio) Academy,the Council has become the princi- Thomas H. Collins, (Adm., U.S. Coast Guard), Commandant, U.S. Coast Guard, Washington, D.C. (ex officio) Jennifer L. Dorn, Administrator, Federal Transit Administration, U.S. Department of Transportation (ex officio) pal operating agency of both the National Ellen G. Engleman, Administrator, Research and Special Programs Administration, U.S. Department of Transportation Academy of Sciences and the National Acad- (ex officio) emy of Engineering in providing services to Robert B. Flowers (Lt. Gen., U.S. Army), Chief of Engineers and Commander, U.S. Army Corps of Engineers, the government, the public, and the scientific Washington, D.C. (ex officio) Harold K. Forsen, Foreign Secretary, National Academy of Engineering, Washington, D.C. (ex officio) and engineering communities. Edward R. Hamberger, President and CEO, Association of American Railroads, Washington, D.C. (ex officio) John C. Horsley, Executive Director, American Association of State Highway and Transportation Officials, www.TRB.org Washington, D.C. (ex officio) Michael P. Jackson, Deputy Secretary, U.S. Department of Transportation (ex officio) Robert S. Kirk, Director, Office of Advanced Automotive Technologies, U.S. Department of Energy (ex officio) William W. Millar, President, American Public Transportation Association, Washington, D.C. (ex officio) (Past Chairman, 1992) Margo T. Oge, Director, Office of Transportation and Air Quality, U.S. Environmental Protection Agency, Washington, D.C. (ex officio) Mary E. Peters, Administrator, Federal Highway Administration, U.S. Department of Transportation (ex officio) Jeffrey W. Runge, Administrator, National Highway Traffic Safety Administration, U.S. Department of Transportation (ex officio) Allan Rutter, Administrator, Federal Railroad Administration, U.S. Department of Transportation (ex officio) William G. Schubert, Administrator, Maritime Administration, U.S. Department of Transportation (ex officio) Ashish K. Sen, Director, Bureau of Transportation Statistics, U.S. Department of Transportation (ex officio) Robert A. Venezia, Earth Sciences Applications Specialist, National Aeronautics and Space Administration, Washington, D.C. (ex officio)
* Membership as of September 2002 TR NEWS NUMBER 222 SEPTEMBER–OCTOBER 2002
4
Working on the Railroad: Getting Passenger Services Up to Speed
3 Introduction Answering the “All Aboard” Call: Will Passenger Rail Survive and Succeed? John C.Tone With Amtrak struggling to achieve self-sufficiency after more than 30 years of operation and federal support, U.S. passenger rail service has arrived at a critical juncture, this author observes. Yet the success and rapid progress of regional initiatives, along with 12 new strategies to connect with other modes and to share freight track, new proposals to restructure, and the application of lessons from abroad—all presented in this issue—are laying the tracks for passenger rail to survive and thrive in the United States.
4 Developing the Pacific Northwest Rail Corridor: Vision Gains Momentum Through Technology, Service, Partnerships Ronald C. Sheck Starting with a vision shared by staff of the Washington State and Oregon departments of transportation, the 466-mile Pacific Northwest Rail Corridor has developed incremen- tally through partnerships, notably with Amtrak, technological innovations such as high- speed trains; and customer-oriented services. Significant increases in ridership, a burgeoning rail transit network, connecting bus services, as well as new and rebuilt sta- tions, are part of the success story traced by a participant, who also looks at the budget challenges ahead. 16 12 Keeping California Mobile with High-Speed Rail: Megaproject Arrives at Critical Stage Albert C.Witzig Planning and environmental analysis for a 700-mile high-speed rail system linking San Francisco and Sacramento with Los Angeles and San Diego are in the final stages; but, according to this consultant, implementation will require citizens and decision makers to see California’s newest megaproject as adding valuable capacity to a multimodal transportation environment. The proposed system will free up other capacity-challenged modes for continued use, catalyzing growth and development, while preserving a Californian value—freedom of mobility. 14 High-Speed Rail Authority Readies the Plan Dan Leavitt
16 High-Speed Rail in Florida: On Track To Meet a Popular Mandate Nazih K. Haddad Charged by a Florida constitutional amendment—approved by voters in 2000—to plan a high-speed rail network linking the state’s five largest cities, with construction to start in November 2003, the Florida High-Speed Rail Authority is keeping on track through innovation, reports the staff director. Integrating the request for proposals into environ- mental impact study procedures and developing a new method to validate ridership Cover: Amtrak’s Coast Starlight estimates for investors, the Authority is proceeding toward selection of a contractor to passes Steilacoom, Washington, design, build, operate, maintain, and finance the first segment, from Tampa to Orlando. over an inlet of Puget Sound, on the 18 Maximizing the Capacity of Shared-Use Rail Corridors way to Los Angeles. (Photo by Steven J. Brown) John A. Harrison 20 Point of View TR NEWS Intercity Passenger Rail That Works: features articles on innovative and timely research You’ve Got To Have Connections! and development activities in all modes of George Haikalis transportation. Brief news items of interest to the transportation community are also included, Developing an intercity passenger rail network requires interfacing with other modes—but along with profiles of transportation profession- the task will be difficult without public investment, according to this consultant, who also als, meeting announcements, summaries of new notes the importance of intramodal connections via hubs. Metropolitan planning publications, and news of Transportation Re- organizations also will have to play a role in facilitating cooperation among freight, transit, search Board activities. and intercity rail, and in developing the strategic potential of the air–rail interface.
TR News is produced by the Transportation Research Board 22 Point of View Publications Office Improving U.S. Passenger Train Performance: Nancy A. Ackerman, Director Three Challenges and Two Questions That Must Be Resolved Javy Awan, Managing Editor Anthony Perl Kristin C. Motley, Associate Editor Juanita Green, Production Manager Decision makers must go back to the drawing board to devise a new passenger rail policy, which should harmonize with the models for other transportation modes, this TR News Editorial Board author maintains. The new policy would end Amtrak’s institutional isolation from Neil F. Hawks, Chairman federal-state fiscal partnerships, repair a flawed corporate structure that inhibits Nancy A. Ackerman competitiveness, and rebuild supporting industry, as well as define federal and state Joseph A. Breen responsibilities for passenger rail and the system’s relationships with the private sector. Walter J. Diewald Frederick D. Hejl Timothy Hess 25 Research Pays Off Stephen F. Maher Stephan A. Parker Limiting the Effects of High-Speed Dynamic Forces on A. Robert Raab Track Structure: New Method for Evaluating Equipment Allan M. Zarembski and John G. Bell Transportation Research Board Researchers have developed a method to evaluate potential damage and to avoid Robert E. Skinner, Jr., Executive Director Suzanne B. Schneider, Associate Executive dramatic increases in track damage, degradation, and maintenance expenses under high- Director speed train operations in the Northeast Corridor—but the method also can be used for Mark R. Norman, Director, evaluating other proposed high-speed rail corridors and equipment. Technical Activities Stephen R. Godwin, Director, Studies and Information Services Michael P.LaPlante, Director, ALSO IN THIS ISSUE Finance and Administration Robert J. Reilly, Director, Cooperative Research Programs 27 Special Feature Neil F. Hawks, Director, Special Programs Countering Terrorism in Transportation: TR News (ISSN 0738-6826) is issued bimonthly by National Academies Panel Examines the the Transportation Research Board, National “New Transportation Security Imperative” Research Council, 500 Fifth Street, NW,Washington, DC 20001. Internet address: www.TRB.org. Mortimer L. Downey and Thomas R.Menzies A specially appointed panel that contributed to a National Academies study assessing the role Editorial Correspondence: By mail to the Reports of science and technology in counter terrorism advocates a transportation security system and Editorial Services Office, Transportation Research with multiple layers of protection, each safeguard reinforcing the others. The panel also calls Board, 500 Fifth Street, NW, Washington, DC 20001, on the Transportation Security Administration to work collaboratively to build security into by telephone 202-334-2972, by fax 202-334-3495, or transportation operations; to conduct and marshal research and development with a systems by e-mail [email protected]. perspective; and to provide technology guidance, dissemination, and evaluation. Subscriptions: North America: 1 year $55.00; sin- gle issue $9.50. Overseas: 1 year $70.00; single issue $13.00. Inquiries or communications concerning 30 New TRB Special Report new subscriptions, subscription problems, or single- The National Highway Traffic Safety Administration’s Rating copy sales should be addressed to the Business System for Rollover Resistance: An Assessment Office at the address below, or telephone 202-334- Jill Wilson 3216, fax 202-334-2519. Second-class postage paid at Washington, DC. A TRB study, requested by the U.S. Congress, has investigated the potential role of vehicle characteristics and related consumer information in reducing the number of Postmaster: Send changes of address to TR News, rollover crashes. Among the recommendations are that the National Highway Traffic Transportation Research Board, 500 Fifth Street, Safety Administration should refine its rating system for rollover resistance, continue NW,Washington, DC 20001. dynamic testing to complement the static measures now in use, and provide consumers with more information placing rollover risk in the context of motor vehicle safety. Notice: The opinions expressed in articles appearing in TR News are those of the authors and do not nec- essarily reflect the views of the Transportation 34 Profiles 33 Calendar Research Board. The Transportation Research Board and TR News do not endorse products of manufactur- High-speed rail supporter Nazih K. Haddad and ers. Trade and manufacturers’ names appear in an arti- intermodal transportation proponent Hank E. Dittmar. 39 TRB Highlights cle only because they are considered essential to its CRP News, 39 object. 36 News Briefs Printed in the United States of America. Upgrading the national rail system, using data from Copyright © 2002 Transportation Research Board. space, reopening I-40 Bridge in record-setting time, 40 Bookshelf All rights reserved. taking certification program to Mongolia, and more. TRB Publications, 40 TR NEWS 222 SEPTEMBER–OCTOBER 2002 3 John C.John Tone . : Elaine King, to is expressed Appreciation Rail Senior Professional Associate,Senior Professional Parsons Brinckerhoff OTE N TR News S Chair,TRB Rail Passenger Systems on Intercity Committee ’ DITOR On the other coast, Nazih Haddad, of the Florida Staff Director column,Anthony of View In a Point Perl,Directorof the Aviation In addition,John reports highlights of Parsons Brinckerhoff Harrison call at a critical juncture “All aboard!” with the The articles resound E Transport Specialist,Transport TRB, this her efforts for in coordinating issue of from a 2002 TRB workshop on improving the capacity of the rail the capacity on improving a 2002 TRB workshop from and passenger trains. that servecorridors both freight Finally, in a Off” Pays “Research series,special article in the ongoing M. Allan Bell of Parsons Associates and John of ZETA-TECH Zarembski of to the technical problem solutions present Group Transportation on track structure. of high-speed dynamic forces limiting the effects passenger rail in the United States,for to passenger pointing the way survival and success. rail’s Speed Rail Authority, and the process the environmental reviews alignment. steps in selecting a preferred historic constitutional High-Speed Rail Authority,outlines Florida’s and and the subsequent legislative voters amendment endorsed by the strategic planning moving implementation actions that are forward. College,City insights York,shares of New University Institute of York to the survivalinto some of the policy issues and challenges and suc- cess of passenger rail. clear definitions of the He notes the need for of federal,state,androle of the strug- private enterprise in the future gling mode. View, of In a second Point consultant George Haikalis passenger rail in providing of intercity examines the emerging role service and interconnected with air transportation,coordinated cit- States. of the successful air–rail interfaces in the United ing many TR News has been a mode of travel in the has been a mode of travel Will Passenger Rail Survive and Succeed? Rail Survive Will Passenger
Ron Sheck of the Washington State Department of Transportation Ron Sheck of the Washington passenger rail, intercity for In one of the most ambitious programs Since the formation of Amtrak in 1971,Since the formation U.S. passenger rail service Despite this bleak picture, the around bright spots can be found
discusses the success of the Pacific Northwest Rail Corridor, also and as the Cascade Corridor,servingknown the states of Washington of British Columbia.The as the Canadian province as well Oregon new in servicepassenger equipment now ridership with has increased improvements.The and capital frequency added long-range plan,which Sheck describes, service, expanded intercity envisions as new as well rail in the Seattle and Tacoma,commuter Washington, areas. a studies for is completing engineering and environmental California 700-mile high-speed rail system connecting San Francisco, Sacra- mento, Los Angeles, and San Diego. Albert Witzig of DMJM+Harris discusses the details of this $25 billion project. He points out that pas- senger rail is an additional, meeting mobility needs valuable tool for not the answer.In are a freeways new in a state that has recognized sidebar article, Dan Leavitt, of the California High- Deputy Director focuses on some of the success stories,exploresfocuses options, restructuring rail and air services, integrating and coordinating for a vision presents and more. United States since the 1830s,and passenger rail ridership on intercity a high point in the late 1940s.reached Since then, in the the toll roads system,alongEast and the Interstate Highway of the proliferation with aviation,haveautomobiles and the expansion of commercial relegated of the U.S.passenger rail to the smallest share market. travel intercity Washington, The one exception is the Northeast between Corridor D.C., and Boston, investments capital federal Massachusetts—major of the share Amtrak’s increased passenger equipment have and new
Passenger rail Answering the“All Aboard”Call the“All Answering Introduction travel market to exceed that of air transport. market travel and Congress by the self-sufficiency demanded has struggled to achieve administrations.The successive by trials and tribulations of Amtrak are crisis that with a cash-flow final chapter and perhaps in their latest now service, shut down may bailout. a last-minute barring and states to Amtrak by cooperatively country developed in programs passenger rail services. intercity improve issue of This theme 4 TR NEWS 222 SEPTEMBER–OCTOBER 2002 Facilities. Intermodal Transfer Transportation, and Systems, CommuterRail Intercity RailPassenger TRB Committeeson He isamemberofthe Transportation, Seattle. State Departmentof Division, Washington Transportation andRail Coordinator, Public Commuter/Intercity Rail The authoris SHECK RONALD C. Technology, Service, Partnerships Vision GainsMomentumThrough Developing the ue on,nearEdmonds, Puget Sound, with locomotive atoneend Northbound Northbound n a a tteohr is and cabcarattheother, slung, articulated train set, articulated slung, bidirectional anddoesnot riding alongtheshores of acue,BC Thelow- Vancouver, B.C. Pacific Northwest ahntn enroute to Washington, have toturnaround at Answering the“All Aboard”Call Cascades terminals. Rail Corridor train T stimulated significantincreases inridership. Customer-focusedsenger service. products have recognition forinnovationsintechnologyandpas- also knownastheCascadeCorridor—hasgained Columbia. ThePacificNorthwest RailCorridor— hinterlands inOregon, Washington, andBritish itants ofmetropolitan areas, smallcities,andrural connects majorurbancentersinthetwostates.Rapid Interstate 5,theprincipalnorth-south roadway that viding analternativetotheincreasing congestionon staffers thenconvincedofficials totaketheriskofpro- of Transportation (DOT)andOregon DOT. The representatives oftheWashington StateDepartment the corridordevelopedfrom conversationsbetween The initialvisionfortheSeattle-Portland segmentof Sharing the Vision corridor connectingthe7millioninhab- bia, hasemerged asamajorpassenger Oregon, andVancouver, BritishColum- he 466-mileraillinebetweenEugene, TR NEWS 222 SEPTEMBER–OCTOBER 2002 5 1993 2002 2018 1993 2002 2018 , Angeles long-distance train. Seattle–Los Coast Starlight Travel by rail is more environment-friendly by rail is more Travel multimodal systems offer Comprehensive, an improved Regional economies benefit from A new regional transit agency in the central Puget transit agency A new regional Administration In 1992, the Federal Railroad To realize the vision, Seattle-Portland service the vision, Seattle-Portland realize To ◆ ◆ ◆ Seattle-PortlandSeattle–Vancouver, B.C.Portland-Eugene 0 1 0Seattle-PortlandSeattle–Vancouver, B.C. 2**Portland-Eugene 3 2 N/A 3:55 4 13 N/A 3:55 5 3:30 2:25 2:57 2:30 1:45 Willamette Valley to Eugene, and north from Seattle from north to Eugene, and Valley Willamette to this B.C. Adding along Puget Sound to Vancouver, introduced have international dimension, the routes additional sets, to provide train European-designed ridership. service for the growing overlay of commuter rail ser- has added an Sound area expand, the vice. As the vision and the service areas complexities of financing and implementing services increase. and programs Rail Corridor among included the Pacific Northwest for the development of high-speed rail, and five areas the designa- the Swift Rail Act of 1995 reconfirmed tion. Studies in the early 1990s examined technical, issues in the develop- economic, and environmental ment of the corridor’s rail segments: Seattle- three Partnerships and Studies Partnerships The vision also has involved developing partnerships and local communities. with Amtrak, the railroads, an expanding and strength- and Coincident interests the corridor have extended ening set of partnerships Oregon’s through Portland populous south from and Portland-Eugene. Seattle-Vancouver, Portland, The studies identified several public benefits: * Does not include the Times (hours: minutes) Travel 2 Corridor TABLE TABLE 1 Round-Trip Corridor Trains (per day)* Trains Corridor 1 Round-Trip TABLE ** One train runs to Seattle-Bellingham only but will extend to Vancouver pending capital but will extend to Vancouver only ** One train runs to Seattle-Bellingham in British Columbia. improvements than automobile travel. of mass to combine the efficiency opportunities with individual convenience. transportation infrastructure. transportation would have to reach 13 roundtrips per day by 2018 roundtrips 13 would have to reach 1), and travel time would have to be reduced (Table 2). 4 to 2.5 hours (Table from
STEVEN J. BROWN Enhance intermodal connections to other Introduce new passenger train technology, as train technology, new passenger Introduce Improve grade-crossing safety; grade-crossing Improve stations; Rehabilitate and build travel and reduce train frequencies Increase Upgrade the rail lines for greater capacity and for greater Upgrade the rail lines The transportation agencies proposed an incre- an agencies proposed The transportation ◆ ◆ ◆ ◆ ◆ ◆ mental development of major railroad assets into a of major railroad mental development with the service,high-speed rail passenger starting would invest approach The route. Seattle-Portland train service at higher frequent in capacity for more travel times. The vision was to speeds to reduce population growth in the past two decades had in the past growth population Interstate’sstrained the and had increased capacity costs, and social stress. travel time, intercity carriers and to local transit. intercity well as onboard amenities emphasizing customer amenities emphasizing well as onboard service; and times; higher speeds; W
Programs and Projects ASHINGTON The incremental approach has enhanced the assets of S the railroad infrastructure through track and signal TATE D
improvements, allowing additional capacity and OF EPARTMENT higher speeds. Between Seattle and Portland, the Burlington Northern Santa Fe (BNSF) main line is T double track. The BNSF Seattle-Vancouver route RANSPORTATION includes 30 miles of mostly double track immedi- ately north of Seattle, with the rest single track. The Union Pacific (UP) line south of Portland to Eugene also is single track. Planned track and signal improvements include crossovers and bidirectional signaling on double- track segments, additional passing sidings on single- Cascades business-class cars, with two-plus-one seating, track segments, and extension of centralized traffic more legroom, electrical connections, and drop-down control (CTC). South of Tacoma, Washington, a seat-back tables, have proved popular. freight branch line will be upgraded for commuter services to provide an intercity bypass, trimming 15 passenger equipment, the articulated train sets are minutes from the running time of Seattle-Portland able to take curves at a higher speed. The equipment passenger trains. South of Portland and north of has reduced travel time on the Seattle-Portland seg- Everett, Washington, sidings for additional passing on ment from 4 to 3.5 hours (Table 2). The Talgo trains single-track segments will increase operating effi- are marketed as the Amtrak Cascades, under an agree- ciency and reduce travel time. ment between Washington State DOT, Oregon DOT, and Amtrak and include 14 daily trains operating on Passenger Service Today different segments of the corridor (Table 3). Rail passenger service in the corridor is dominated by The Amtrak Cascades trains employ short (46-foot) short-distance intercity trains. This pattern has cars, articulated with a single axle over the car joints. evolved since 1992, when Amtrak and Washington The trains offer coach (with two-plus-two seating) State DOT put the first European-designed Talgo and business class (with two-plus-one seating). The trains into North American service between Seattle consist includes a bistro food service car, a lounge car and Portland. Before 1992 service primarily consisted with table seating, and a baggage and a train utilities of long-distance trains between Los Angeles, Port- car, with a capacity of 235 seats in coach and 44 in land, and Seattle and between Chicago, Denver, Port- business class. land, and Seattle. Only one short-distance train The trains are powered by a diesel locomotive operated in the Seattle-Portland corridor. and operate in push-pull configuration with a loco- motive at one end and a cab baggage car at the other. Gaining Speed Although capable of speeds greater than 125 mph, Two Talgo train sets leased from the Spanish manu- the trains are limited to a maximum of 79 mph in the facturer replaced a conventional Amtrak intercity train corridor until additional improvements to track and on the Seattle-Portland run and allowed restoration of signal systems are completed. passenger train service between Seattle and Vancouver in May 1995, after a 14-year hiatus. Public acceptance Offering Amenities and favorable response to the European trains led Washington State DOT and Amtrak have collaborated Amtrak and Washington State DOT to purchase four in developing high-quality service focused on fre- newer-generation Talgo train sets (two each) in 1999. quency, travel time, comfort, and safety. Amenities on A fifth set is leased from the manufacturer. the Amtrak Cascades were developed with consumer With a lower center of gravity than traditional input and include a bistro car serving regional foods and beverages from a take-out counter, with table seat- TABLE 3 Amtrak Cascades Service to Pacific Northwest Corridor Segments, 2002 ing in an adjacent lounge car. The Seattle-Vancouver Corridor Trains Each Way Distance in Miles segment offers sit-down dining service and the Seattle- Portland-Eugene menu lists sandwiches, salads, Eugene-Portland 2 124 soups, pasta bowls, breakfast pastries, and hot and Portland-Seattle 3 186 cold beverages, including local beer and wine. Seattle-Bellingham 1 98 Movies are shown on overhead televisions, which Seattle–Vancouver, B.C. 1 156 also display Global Positioning System maps of the TR NEWS 222 SEPTEMBER–OCTOBER 2002 7 Coast Empire trains from buses connect Sounder with coastal, central, bus service. In Wash- . Oregon’s state-sup- operates in a push-pull Thruway trains to Everett, north of Seattle. north trains to Everett, Thruway Sounder Coast Starlight bus network is more extensive, radi- bus network is more Empire Builder Empire Sounder trains and with the long-distance and and the shares the Pacific Central Station with Via Rail Pacific Central Station with Via the shares follows the corridor’sfollows the 30-mile Everett-Seattle Thruway The station in Bellingham opened in 1996 in a reha- The station in Bellingham opened in 1996 in Commuter rail service entered the corridor in Sep- the corridor in Commuter rail service entered An important adjunct to the corridor’sAn important rail pro- The plan is for commuter rail trains to increase fre- rail trains to increase The plan is for commuter and southern Oregon communities. and southern Oregon ington, the Amtrak-funded can use an automated ticket machine. new incorporated into a bilitated former fish cannery, that also serves center multimodal transportation inter- buses, local transit, and the Alaska city Greyhound the Amtrak Marine Highway system. In Vancouver, areas between Seattle and Vancouver with Amtrak between Seattle and Vancouver areas Cascades Starlight tember 2000, when the Central Puget Sound Regional tember 2000, when the Authority—known as Sound Transit—inau- Transit roundtrip gurated two weekday segment into Seattle. Both long-distance trains Seattle. Both segment into Superliner equipment. employ bilevel ating from Portland and Eugene to connect Amtrak Portland ating from Cascades Overlaying the System Overlaying Commuter Service of Sound the creation In 1996, when voters approved the new they also endorsed a 10-year plan for Transit, of King, authority to serve the urbanized portions express regional and Snohomish counties with Pierce, bus, light rail, and commuter rail. The “Sound Move” plan also will establish commuter rail service sharing trains from the BNSF main line with Amtrak intercity The Tacoma service extend south to Lakewood on will The Tacoma BNSF branch. what is now a freight-only Making Connections Rail Corri- The 16 stations of the Pacific Northwest of state, Amtrak, on a combination dor have relied for upgrades and improve- and local funds railroad, built ments. Local community fund-raising efforts station on a Washington, the new Olympia-Lacey, Volunteer by the local transit agency. site purchased daily and pro- open and maintain the building staff how- vide information to travelers. The volunteers, do not sell tickets—passengers with reservations ever, Cascades gram is the Amtrak Canada, Greyhound, and Pacific Coach Lines. and Canada, Greyhound, quency between Seattle and Tacoma, with route exten- route with and Tacoma, quency between Seattle sions adding mode with bilevel Bombardier commuter cars and commuter cars mode with bilevel Bombardier Division locomotives. General Motors Electro-Motive ported Builder and Portland. The northern section of the section The northern and Portland. Tacoma to Seattle. Tacoma
WASHINGTON STATE DEPARTMENT OF TRANSPORTATION WASHINGTON STATE DEPARTMENT OF TRANSPORTATION , con- Empire trains. Cascades Coast Starlight Electrical connections seat- and drop-down back tables enable to use laptop travelers computers and other while traveling devices on trains show movies and movies trains show are han- are Cascades extensively, offering incentives for offering extensively, Cascades Cascades Cascades from Chicago, which connects at both Seattle from Customs and immigra- Amtrak and the two state DOTs have marketed the Amtrak and the two state DOTs display travel information including train location and information travel display times. arrival Video monitors on tion for the international Amtrak or Far Near Traveling long-distance trains incorporate the corridor into Two other states: the journeys from train’s as well as location, arrival time travel and Seats have information. in coach electrical outlets family and business class; and business table seating train is also available. Each public tele- has onboard phones. Amtrak the first trains in the were inde- to provide Northwest access pendent wheelchair between cars. as well as pricing to meet advance ticket purchase, adver- demand. An award-winning peak and off-peak by automobile users tising campaign has targeted and lack of stress, convenience, emphasizing comfort, amenities. as well as the variety of onboard necting Los Angeles and Seattle, and the Builder Amtrak dled at Vancouver’s Pacific dled at Vancouver’s Central Station for passen- gers arriving in Canada. States gain Southbound passengers to the United in Vancouver, boarding immigration clearance before at Blaine, and the train picks up U.S. Customs officials (not a passenger stop), to complete Washington demands However, to Bellingham. inspection en route 11, 2001, after September on U.S. Customs resources to wait at caused delays as southbound trains had Blaine for inspection. W
ASHINGTON September 20, 2000, with two roundtrips every week- day. Six commuter rail stations have been built on the S TATE route, with the station at Tukwila also serving as a D
PRMN OF EPARTMENT stop for the Amtrak Cascades. In Seattle, two tracks at King Street Station have been rebuilt for Sounder service. Track improvements T RANSPORTATION between Seattle and Tacoma have focused on addi- tional crossovers, installation of bidirectional CTC, grade-crossing fixes, a limited section of third main track, and rerouting of mainline track, in preparation for construction of a new Amtrak maintenance facil- ity that also will service Sounder trains. Sound Tran- sit has purchased 58 bilevel commuter cars and 11 locomotives for the Sounder service. Extending Sounder service south of Tacoma to Lakewood involves rebuilding the BNSF freight branch that serves Ft. Lewis. Sounder’s new Tacoma Dome station—with a track configuration designed for future expansion, including intercity routes— eventually will handle 15 weekday roundtrips for Lakewood-Tacoma-Seattle and will become an Amtrak station. North of Seattle, Sound Transit is negotiating cap- ital and operating agreements with BNSF to allow six round trips for Sounder trains between Seattle and Everett. Sounder and Amtrak trains eventually will share five stations—Tacoma Dome, Tukwila, Seattle King Street, Edmonds, and Everett.
Multimodal Stations Implementation of the planned capital and operating programs of Washington State DOT–Amtrak and Sound Transit in the 82-mile shared-use corridor requires considerable coordination and cooperation, as well as multimodal facilities. Amtrak trains will begin serving a new multimodal transportation cen- ter in Everett in late 2002. Other multimodal centers with train, bus, and local transit service are being planned. Washington State DOT, Amtrak, and Sound Transit are exploring a joint-use facility at Tukwila to replace the temporary platforms erected for the Sounder start-up and now shared by Amtrak Cascades. Seattle’s King Street Station is undergoing a two- phase development to allow capacity for the planned build-out of Sounder and intercity trains. When cur- Sounder commuter trains rent Washington State DOT–Amtrak and Sound Tran- will eventually link Everett, Everett through Seattle to Tacoma. Sounder commuter sit plans reach their goals, King Street Station will Seattle, Tacoma,and trains will extend from Tacoma to Lakewood on a become the third busiest train station west of Lakewood—a total of 82 BNSF freight line. Chicago—after Los Angeles and San Jose, California. miles through three The Sounder program includes capital investments counties. for additional track, signal, grade crossing, and station Partnership Roles improvements on the 82 miles of rail line for com- The intercity rail passenger vision developed by
TR NEWS 222 SEPTEMBER–OCTOBER 2002 TR NEWS 222 SEPTEMBER–OCTOBER muter trains. Construction on the Seattle-Tacoma Oregon, Washington, and Amtrak and the com- 8 segment began in early 2000, and service debuted on muter rail vision developed by Sound Transit have TR NEWS 222 SEPTEMBER–OCTOBER 2002 9
WASHINGTON STATE DEPARTMENT OF TRANSPORTATION roundtrips aver- roundtrips trains already have trains already Sounder Cascades commuter train on Seattle-Tacoma route. train on Seattle-Tacoma commuter ridership grew from 180,000 in 1994, the 180,000 in 1994, from ridership grew Sounder Key to continued ridership growth is faster, more is faster, Key to continued ridership growth Bilevel Bilevel ships have exceeded projections, setting new records. ships have exceeded projections, Cascades and in first full year of operation, to 560,000 in 2001, mid-2002, the two weekday aged 650 riders per train. on-time performance service with a strong frequent The Amtrak record. the current achieved these goals. Also contributing to and safe trips. On- the clean, comfortable, success are and courteous quality, food and beverage board travel information, real-time movies, friendly crews, are around adequate seating, and flexibility to move for King other assets travelers have noted. Except for upgrading—the sta- in Seattle—scheduled Street tions have received good ratings from travelers. ratings from good tions have received King Street Station,King Street Seattle, for renovation will undergo facility serving as multimodal 80 or redevelopment trains,more and local buses, intercity light rail, streetcar, and monorail. rider- Thruway Sounder and Cascades Alaska Marine Highway: connecting ferry ser- Washington State Ferries: connecting ferry Washington Victoria Clipper: high-speed ferry Clipper: service Victoria Greyhound and Pacific Northwest Trailways: and Pacific Northwest Greyhound Contract bus operators: additional Local transit agencies: connecting local trans- Volunteers and advocacy groups: staffing— groups: and advocacy Volunteers Special authorities: station development— Local governments: stations, parking lots, and Local governments: stations, parking lots, and safety, train sets, maintenance, Talgo: Canadian National and Via Rail Canada: Canadian National and Via BNSF and UP: track, yards, stations, dis- BNSF and UP: track, yards, Amtrak: operation of intercity trains and sta- trains and Amtrak: operation of intercity Washington State DOT, Oregon DOT, and DOT, Oregon State DOT, Washington Key to the intercity–commuter rail visions is the rail Key to the intercity–commuter and what they may offer Potential partners ◆ ◆ ◆ ◆ ◆ ◆ ◆ ◆ ◆ ◆ ◆ ◆ ◆ ◆ Building on Success in the commuter rail programs and The intercity Rail Corridor have experienced Pacific Northwest early success. Amtrak partnership with BNSF and UP. Freight trains and Freight with BNSF and UP. partnership mix in a way beneficial to all. passenger trains must goals must be treated Public- and private-partner of any conflict over track and the resolution equally, for both sides. capacity must be “win-win”—positive include the following: been translated into well-defined goals and objec- into well-defined been translated Fulfilling and projects. detailed programs tives with goals and objectives and attaining the the visions partnerships. require vice from Bellingham to southeast Alaska ports. vice from service at Seattle and Edmonds to points in Puget Sound. bus services. B.C., and Washington Seattle to Victoria, from State’s Juan Islands. San connecting intercity bus services. connecting intercity portation, sometimes to intercity routes. sometimes to intercity portation, as at Olympia-Lacey station—and assistance in sta- as at Olympia-Lacey station—and assistance tion design. for example, the Portland Development Commission for example, the Portland Union Station. as owner and developer of Portland local safety and security. security. track, yards, and stations. track, yards, patching, track and signal maintenance, operation patching, track and signal maintenance, and security. of commuter trains, safety, tions, rolling stock, motive power, maintenance power, stock, motive tions, rolling services,facilities, support marketing, planning, and security. safety, Sound Transit: rolling stock, motive power, and stock, motive power, rolling Sound Transit: and other assets; capital and operating assistance; marketing, planning, and policy leadership. 10 TR NEWS 222 SEPTEMBER–OCTOBER 2002 Transit and BNSFfortrackimprovements. Adding trainsmustawaitagreements betweenSound day round tripsoffer onlyafixednumber of seats. growth onthe trains wassoldout. 2001, seatingonmore than200Amtrak in Seattle,Portland, andVancouver. Incalendaryear routes,city busorferry ortolocaltransit—particularly transportation connectionslike slogan is“More gridiron andlessgridlock.” baseball andSeahawksfootballgames—the and haspromoted specialtrainstoSeattleMariners chain. Cascades campaign, andhavedonecollaborativemarketingfor award-winning highwaybillboard andbus-sideposter coupons forbusinesstravelers,haveconductedan counts foradvanceticketpurchases andbistro-car have helped.ThestatesandAmtrakoffered dis- the Seattle-Tacoma segment ofthecorridorisbud- $885 million. the 2002budgetraisedcapital investmentto Sounder investment—nearly $1.5billion—directly orindirectly ger trains.Approximately 75percent ofthetotal aswellintercityrail andcommuterservices passen- year, $1.9billioninvestmentpackagetobenefitfreight assistance ofthefreight railroads, haveproduced a20- Washington, British Columbia,andAmtrak,withthe Transit, BNSF, andUP. PlanningstudiesbyOregon and ment byWashington andOregon, Amtrak,Sound Corridor represents asubstantialfinancialcommit- inthePacificNorthwestPassenger railservice Rail Price Tags Paying theBill improvements totaling$669million.By 2001the enhanced corridorcapacity. to reopen theStampedePassroute, whichhas munities. TheBNSFexpenditures include$200million $11 millionfrom UP, and$3millionfrom localcom- million from federalsources, $225millionfrom BNSF, from Oregon DOT, $113millionfrom Amtrak,$43 $175 millionfrom Washington StateDOT, $27million Corridor hastotaled$597million,whichincludes intercity passengerrailforthePacific Northwest Rail acquisition, andstationupgrades. ridor infrastructure improvements, trainsets,land will support intercity includingcor- passengerservice, Limited capacity, however, hasstymiedridership Another plusformanyistheaccessibilityof Innovative marketingandadvertising strategies Work underwaybythecommuterrailagency on The originalSoundMoveplan authorized capital Through 2001 thecapitalinvestmentbenefiting Sounder budget hadincreased to$766million, and with theVictoria Clipperandasupermarket Sounder has relied onsimilarmediastrategies commuter train.Thetwoweek- Thruway or otherinter- Cascades current levelofAmtrak levels. Bothstateshaveretained fundstooperatethe transportation investmentsatthestateandregional Washington hasproduced budgetshortfalls affecting goes before statevotersin November(Referendum 51). 2002–2003, plus$31millioninarevenue packagethat $15 millionstategeneralfundappropriation for remaining $46millionshortfall willbemadeupfrom a no longeravailablefrom Washington StateDOT. The budget toreplace aportion ofthe$106million thatwas Council backfilled$60millionoftheTacoma-Seattle source oftransitandrailfunding. eliminating themotorvehicleexcisetax,amajor ever, in1999Washington voterspassedInitiative695, Transit for commuterandintercity How- railservice. for theTacoma-Everett segmentdevelopedwithSound 1990s toprovide $106millioninpartnership funding State Transportation Commissionagreed inthemid- Corridor intercity andcommuterrail.TheWashington optimism forinvestmentsinPacificNorthwest Rail A fewrecent developmentshavedampenedfinancial Budget Crunches for Tacoma-Lakewood, $94million. facilities, andstationworkwillcost$132million get needs.Improvements forEverett-Seattle track, cations atcommuterrailstationshaveboostedthebud- communities forparkingstructures andotherspecifi- mental mitigationandmeetingthedemandsoflocal and facilitiesworkincreased costsforenviron- However, initialunderestimates ofthecostsfortrack geted at$512millionfortrack,signals,andstations. as stationupgradesandexpansions. will includelocalcommuterrail capitalneeds,aswell Puget Soundcountiesinspring 2003andprobably ing packagewillappearontheballotofthree central over a10-yearperiod.Aregional transportation fund- includes about$140millioninrailcorridorcapital a newtransportation packagein November that levels thanbefore. Washington Statevoterswillchoose fund high-speedrailprograms andAmtrakathigher Legislation introduced before theU.S.Congress would available funds. scaled backwithamore than60percent reduction in Seattle forintercity Amtrakand construction ofamajornewmaintenancefacilityin sis hasreduced itscapitalprogram significantly. The financialcri- did notreceive anynewcapital.Amtrak’s Amtrak Persisting Priorities trains haveexperienced successintermsofakey mea- The generaleconomicdownturninOregon and After Initiative695,thePugetSoundRegional The long-termoutlooknonethelessisfavorable. Cascades intercity and Cascades Sounder corridor services, but corridor services, Sounder trains hasbeen commuter TR NEWS 222 SEPTEMBER–OCTOBER 2002 11
SOUND TRANSIT Cen- Revised Environ- Central Puget Sound Central Puget Sound Washington State Depart- Washington Options for Passenger Rail in Washington State Department Washington Amtrak Cascades Plan for Washington Washington State Department of State Department Washington Commuter Rail Services www.amtrakcascades.com/ www.soundtransit.org/ www.wsdot.wa.gov/rail/ www.odot.state.or.us/rail/ of Transportation, September 1998. of Transportation, A Planning Report. the Pacific Northwest Rail Corridor: Oregon of Transportation, State Department Washington British Columbia Ministry of Transportation, Department of Employment and Investment, 1995. Associates, Inc. State: 1998–2018 Update. 2000. April of Transportation, Intercity Passenger Rail Plan for Washington State: Passenger Rail Plan for Washington Intercity 1998–2018. December 1998. Transportation, Rail Plan for Passenger mental Overview for the Intercity State: 1998–2018. Washington December 1998. ment of Transportation, 1996. Authority, tral Puget Sound Regional Transit January 2001. Authority, Regional Transit January 2002. Authority, Regional Transit Sounder State Rail Programs Washington Programs State Rail Oregon Websites Corridor Services Amtrak Pacific Northwest Morrison Knudsen Corporation. HDR Engineering, Inc., and Triangle Group, The Resource and HDR Engineering, Inc. Group The Resource The Resource Group and HDR Engineering, Inc., Group The Resource System Plan. Regional Transit Sound Move: The Ten-Year 2001 Adopted Budget. Sound Transit 2002 Adopted Budget. Sound Transit Cascades Washington State Department Washington Economic Analysis for the Intercity Rail Program for Rail Program Economic Analysis for the Intercity Track capacity improvements in British capacity improvements Track Track improvements between Portland and Portland between improvements Track Coordination and implementation of Wash- Coordination Redevelopment of King Street Station in Seat- Station Redevelopment of King Street Track improvements to allow additional trains improvements Track Completion of the planned build-out of the New train sets for intercity Amtrak New train sets for intercity Group. Group. State: 1998–2020. Washington ◆ ◆ ◆ ◆ ◆ ◆ ◆ Resources Berk and Associates, HDR Engineering, Inc., and the Resource sure of customer satisfaction, ridership growth. Con- ridership growth. of customer satisfaction, sure in a significant difference tinued growth—making fur- travel options for the Pacific Northwest—requires ther expansion of train service. The list of priorities to Rail Corridor rail pro- advance these Pacific Northwest grams would include the following: Renovated station for commuter service commuter station for Renovated in Auburn, Washington, includes parking garage and commercial level. on the ground development access to station to parking garage to provide be added A pedestrian bridge will on opposite side of tracks. platforms Columbia to allow up to four daily trains in both between Seattle and Vancouver. directions Eugene; and ington State DOT and Sound Transit capital invest- capital ington State DOT and Sound Transit ment in the Everett-Seattle-Tacoma-Lakewood segment of the corridor; tle as a multimodal transportation center; tle as a multimodal transportation at higher speeds between Seattle and Portland; Amtrak maintenance facility in Seattle; service; HSR can be a viable addition to a multimodal transportation environment. The chronic transpor- tation challenges that have emerged as California copes with population and economic growth are a long-range trend. The HSR system should not be con- sidered a completely new mode but an increment to Answering the“All Aboard”Call the intermodal transportation system. But a comprehensive buy-in from voters and pub- lic leaders requires an understanding of the HSR sys- Keeping California tem in terms of its unique technical characteristics, not in terms of local highways or the intrastate air sys- tem. An understanding of what HSR can and cannot Mobile with accomplish by itself—and how HSR can be integrated into the state’s transportation supply—will be invalu- High-Speed Rail able. A viable HSR system must fit into—and not interfere with—the current system. Megaproject Arrives at Critical Stage Lessons from Abroad Discussions that compare foreign and U.S. HSR poli- ALBERT C. WITZIG cies often fail to note that the radically new trains and tracks that captured the public imagination in s California moves ahead with the plan- Europe and Japan were incremental responses to The author is Associate ning and environmental analysis for a travel demands that could not be accommodated Vice President in the 700-mile high-speed rail (HSR) system any other way. As Anthony Perl notes in New Depar- Planning and to connect the San Francisco Bay Area tures,1 the high-profile HSR successes—the Japanese Environmental Group of Aand Sacramento with the Los Angeles Basin and San Shinkansen, the French Train a` Grande Vitesse DMJM+Harris, Long Diego, a recurrent doubt arises. Is the system too (TGV), and the German InterCity Express (ICE)— Beach, California, and new for North America or too radical a departure all started as responses to capacity constraints. has worked on commuter from the traditional bimodal solutions of highways The Shinkansen, the earliest of the three, initiated rail projects in the Los and airports? In addition, public discussion of the 250-km/h (150-mph) service between Tokyo and Angeles, California, HSR system may be misled by traditional thinking Osaka in the mid-1960s. The new standard-gauge line area, on federal maglev about investments in an intercity transportation sys- replaced earlier narrow-gauge service, which was development in Florida, tem dominated by highways and air traffic. slower and offered less capacity, both in the number and on high-speed rail in Earlier HSR projects along corridors in Texas, of trains and in the numbers of seats per train. The ser- California. He is a mem- Florida, and other North American regions have vice already is near its scheduling capacity, and a mag- ber of the TRB foundered on what is perceived as the foreignness netic levitation system is being tested on a new Committee on Intercity of the solution, as well as on an often checkered his- alignment in the Yamanashi segment, which will allow Rail Passenger Systems. tory of complicated planning, financing. and insti- speeds of up to 500 km/h (300 mph). Developing an tutional arrangements. Nevertheless, the public is entirely new alignment for the maglev follows a strat- intrigued by the promise of faster travel times and egy successfully employed in France in the 1980s. more attractive travel conditions. In Florida, voters The crowded Paris-Lyons line of the French once again have directed the state to move forward National Railways would have required an expen- with HSR. Many other states and regions are look- sive upgrade of intercity express, local, and subur- ing anew at their rail corridors. ban lines to increase capacity. The alternative was California has arrived at the most advanced stage to build a new express-only alignment to relieve of HSR system planning. After several years of congestion and to separate capacity for high-speed detailed planning and conceptual engineering, the and conventional rail. California High-Speed Rail Authority, in cooperation Following a different route between the cities, the with the Federal Railroad Administration, is intro- new line was built to a higher standard for gradients ducing HSR to the public and to decision makers (see and curves, to accommodate the TGV speeds of 300 sidebar, page 14). The Authority is preparing an envi- km/h (186 mph). The TGV service literally took off, ronmental impact analysis that (a) compares high- opening a network of fast-track routes reaching Tours, speed trains against the no-build and another 1 Perl, A. New Departures: Rethinking Rail Passenger Policy TR NEWS 222 SEPTEMBER–OCTOBER 2002 TR NEWS 222 SEPTEMBER–OCTOBER multimodal alternative and (b) defines the preferred in the Twenty-First Century. University Press of Kentucky, 12 alignment and station locations. Lexington, 2002. (See Bookshelf section, page 40.) TR NEWS 222 SEPTEMBER–OCTOBER 2002 13 ). T-5000 bottom a Grande Vitesse a Grande ). top Train ` Train Shinkansen ). center train set will serve expanding of high-speed rail network the throughout routes country( axles throughout Powered InterCity Express Germany’s train sets master grades of Cologne-Rhein-Main new opened in 2002 route ( France’s trip on express-only makes line,Paris-Lyons reducing times congestion and travel passengers ( for Japan’s
RAFAL TOMASIK The freeway and university systems depended on The freeway outside the “thinking required The megaprojects Megaproject Parallels Megaproject system The $25 billion cost estimate puts the HSR mega- of other Califronia range into the rarefied system, of the past 50 years—the freeway projects portation system. However, evaluating the HSR However, system. portation than the traditional tech- more option requires analysis. niques of transportation a master plan that could be implemented incremen- or campus by campus. The water by route route tally, a similarity— share and the HSR proposal project although both can be implemented in sections, the operation the comprehensive full impact stems from of the interlocking elements, so that the system effects of the whole exceed the sum of the parts. impos- were box,” because empirical measurements data on local impacts could sible beforehand—only officials and be assembled and evaluated. Voters by could consult only their vision, tempered therefore experience. The HSR system faces the same spectrum opinions and solid concerns. of strong the state university system, and the water project. or has constructed physical Each megaproject that has changed the institutional infrastructure lives of all Californians. The TGV largely has replaced air travel for the has replaced The TGV largely an HSR system will not in California, Similarly, California HSR would not be a radical In this way, within service incrementally HSR can provide The German ICE has taken the most incremental ICE has taken the The German Reunification has added pressure to reconnect the to reconnect pressure Reunification has added The common note in each of these examples is that The common note in each of these examples Instead, the new not abandoned. the old lines were up the old a new servicelines performed and freed lines for continued use. now fea- airport trip—the Lyons 500-km Paris-Lyons is that however, corollary, a TGV station. The tures the also have reassigned and regulation market forces can aircraft air fleet either to longer routes—which serve to destinations not on the TGV efficiently—or line. freeway wipe out or diminish airline or long-distance Califor- and Southern demand between the Bay Area of demand nia but instead will take up increments that the constrained intrastate air and highway sys- tems could not serve. An HSR system in California of the European would be an intermodal expression and Japanese rail system experience—a new align- to con- infrastructure ment that allows the current tinue useful service. to the trans- but a functional increment departure options and capacity of the intermodal sys- portation the bottlenecks that tem. HSR would help to resolve the inability to plague the bimodal system—namely, and the inability to build new or expand airports at relief HSR trains would provide wider freeways. the double the speed of automobiles and half roughly up the highway and air speed of airplanes, freeing at peak effectiveness. modes to perform the speed and capacity continuum of the trans- Integrating Modes approach to upgrades. Since Germany’s to upgrades. approach major cities chosen pri- decentralized, HSR segments were are bottlenecks, not to systemwide marily to relieve first travel times for a few city pairs. The improve and Hannover, Würzburg New Line, between Marseilles, and London, including partial high-speed partial and London, including Marseilles, service destinations. off-line to other East and Berlin to the former western regions with East and Berlin to the former western regions New Line, upgraded, faster alignments. But another and which opened in August between Cologne supplying a strategy, follows the French Frankfurt, the over- with fast service to relieve route new short the Rhine. rail corridors along crowded replaced small branches that formed a north–south small branches that replaced The second New to Munich. Hamburg from route and Mannheim, Stuttgart Line, constructed between to connect the geography difficult circumvented and its active airport. Southwest to Frankfurt 14 TR NEWS 222 SEPTEMBER–OCTOBER 2002 a memberofthe TRB CommitteeonIntercityRailPassenger Systems. and Sacramento, California High-SpeedRail Authority, The authorisDeputyDirector, Theobjective istoenhancethemobilityof cisco–Los Angelestripin2.5hours. Trains capable ofspeedsexceeding200mphwould completetheSanFran- SanDiego. County,and the InlandEmpire (theregion eastofLosAngeles),Orange LosAngeles, theCentralValley, theSanFranciscoBay Area, Sacramento, serve and engineeringwork for theproject. planning, Authority contractswithprivatefirmstoperform theenvironmental, the Withanine-memberpolicyboard andasmallcore staff, politan areas. California’s andoperatingahigh-speedtrainsystemserving majormetro- ing, construct- High-Speed RailAuthorityisresponsibleThe California for planning, For more information,visit theAuthority’sFor more website,www.cahighspeedrail.ca.gov/. information,visit a phasedimplementationprogram. andenablingthedevelopment ofrights-of-way, allowing of thepreservation tem, thepreferred alignmentandstationlocationsfor thesys- in June 2003,describing investigation. andtypesofhigh-speedtrainsfor further stationlocations, ments, well asascreening process toreduce thenumberroutes ofalign- andstations,as Authority andFRAhave completedascopingprocess toevaluate optionsfor The (FRA) filingthefederally required Environmental ImpactStatement(EIS). withtheFederal Railroad Administration Environmental (EIR), ImpactReport takingtheleadonstate processes for the700-milehigh-speedtrainsystem, The benefitsofthesystemare expectedtooutweigh thecosts. Californians toandfrom themajorpopulationcentersthrough 2020andbeyond. High-Speed RailAuthorityReadiesthePlan The Authorityhasproposed constructionofahigh-speedtrainsystemto The publicisproviding inputthroughout theenvironmental review process. The Authorityisscheduledtorelease adraftprogram-level EIR-EISdocument The Authorityhasinitiatedthestateandfederal environmental review parking andrental concessions forasignificant and-ride atthedestination.Airport authoritiesrely on facilities. Acarrental then provides areverse park- tern istousecarsaccessairports aspark-and-ride nector ofregional highwaynetworks.The travelpat- date oftheautomobile. attractions—this hasbeenthealmostexclusiveman- means accesstohomes,workplaces,shopping,and icon offreedom mobility inCalifornia.Everyday tion ofGovernmentspointsoutthatmobilityisthe they movearound? Where will thesepeopleliveandwork,howwill The projection isfor60millionpeopleby2040. people androughly another10millionautomobiles. increase of more than30percent—another 11million population ofapproximately 45millionby2020,an The CaliforniaDepartment ofFinanceprojects astate Strategies for Mobility DAN LEAVITT For intercity trips,theairplanehasbecomeacon- Mark PisanooftheSouthernCaliforniaAssocia- production costs. trucks also can be found on the state’s maintrunk trucks alsocanbefoundonthestate’s portion ofrevenue. Aparalleltraffic flowofcarsand lapsed, aspricingwasdecoupledfrom theservice’s nications capacity—long-distancetollcharges col- to thosecausedbythehugeincrease intelecommu- HSR systemmaybringaboutradicalchangessimilar the state,butalsotoandfrom thesmallerregions. The amongthemajormetropolitanquent service areas of vehicle movementsatbothends. for drivingisoffset bytheconvenienceofsingle- routes (I-5,US101,SR99)—theextratimerequired north–south freeway connections. vice withinthestateand,atsametime,on can relieve someofthepressure onshort-haul airser- for capacityandfrequency inintercity travel.HSR resolving onepart ofthemobilitydilemma:need capacity whileprotecting resources andqualityoflife. cities andsuburbanizedregions, large andsmall; ronmentally sustainablemobilitybetweenmajor laudable butnotfullyfocusedgoalsforHSR: be abletodo?Already underconsiderationare four stages. Whatshouldthesystemdoandwhatmayit The discussionaboutHSRinCaliforniaisitsearly Defining Goals review of downtowneconomicdevelopment andfor tion sitesmustbeaddressed. Theoccasioncallsfora The qualityofdevelopmentaround thechosensta- of theTehachapi Range. with theLosAngelesBasin,overcoming theobstacle in accessibilityistheconnection oftheCentralValley dozen trainsdaily. Thebiggest potentialforchanges south. Thesmallerstationswouldreceive atleasta trains tolinktheseinlandcentersthenorth andthe seats adayineachdirection. flights provided anaverageoflessthanafewhundred than hourlywithBakersfield.Atthemaximum, Visalia tohourlylinkswithFresno andalittlemore a totaloflessthan100seatsdayforModestoand cisco InternationalAirports rangedfrom flightswith the CentralValley from LosAngeles andSanFran- Even before to theSeptember11attacks,airservice Inland Links ◆ ◆ ◆ ◆ HSR willprovide more attractiveandmore fre- The HSRsystemshouldconcentrateatfirston But accessisonlyoneissuefor the CentralValley. The HSRoperatingplanwouldrundozensof Maintain andexpandtransportation system Provide safe,comfortable, reliable, andenvi- Revitalize centralcities; Relieve crowded highwaysandairports; reformulating the general planning assumptions of cities on the HSR line. Some in the Central Valley perceive HSR as a threat to agricultural lands. Carefully locating the HSR right- of-way should minimize the impacts on agricultural operations and land.
Locating Stations The HSR system is not a freeway, despite sharing some physical characteristics. The chief similarity is the isolation from other traffic through grade separations and separate rights-of-way. HSR, however, is nar- rower than a freeway—generally only two tracks wide—and requires less land. HSR grades are less steep than highway design standards, so that ramp- ing up or down requires a longer distance. Through- out California, highways more often pass over or under railroads. A major difference is that stations—the equivalent of interchanges—cannot be located at any point on the line. Stations catalyze growth and development along a rail line. Location and function within the railroad’s operating plan strongly influence a station’s impact. HSR stations may function more like airports than like traditional Amtrak or commuter rail stations, especially as the HSR system begins to “code share” or coordinate with the air travel system at hubs like San Francisco. This will require baggage handling, long-term parking, and car rentals, in addition to the other economic activities that stations foster. Station location therefore will be critical in the development of the surrounding areas. Most challenging will be the integration of HSR stations and their functions into the city centers of the San Francisco Bay Area and Southern California. The A draft program-level most effective solutions—like the plans for Los Ange- fruition—for example, revising general plans, ana- Environmental Impact les Union Station and the newly upgraded Diridon lyzing intermodal feeder services, locating park-and- Report–Environmental Impact Statement will Station in San Jose—will highlight transit connec- ride operations, as well as fine-tuning economic describe the preferred tions, as well as parking. development programs. alignment and station In discussions about the number of stations in the The no-build alternative is a call to continue the locations for the proposed system, high-speed operations advocates will argue bimodal transportation system with its inherent 700-mile high-speed rail for fewer stations, but local advocates will call for tradeoffs. Because a systematic program of major air- system connecting northern and southern more. The operators have a point—too many stops port capacity expansions is impossible, breakdowns California. will undermine the travel times that make the system and slowdowns of air services, especially on the viable. A necessary and sensible compromise would be shorter intrastate routes, will increase and remain the TR NEWS 222 SEPTEMBER–OCTOBER 2002 “skip stop” operations, tailoring service to demand, norm. Similarly, because significant expansion of with ongoing adjustments. highway capacity is not an option, breakdowns and slowdowns of traffic movements will increase and Keeping Proactive remain the norm. Discussions of the plan should sift competing claims, The HSR proposal offers Californians an opportu- identify what is relevant, and keep the focus on what nity to make positive and proactive decisions, instead an HSR system can do in and of itself and on what of passively reacting by fixing the latest trouble spots. solutions it can offer to the state’s transportation The HSR proposal presents the state with an oppor- problems. Many institutions and processes must tunity to add valuable and necessary transportation work cooperatively to bring the HSR system to system capacity. 15 Governor, and the cabinet to develop a high-speed ground transportation system
…consisting of a monorail, fixed guideway, or magnetic levitation system, capable of speeds in excess of 120 miles per hour,…[using] innova- Answering the“All Aboard”Call tive, efficient, and effective technologies consist- ing of dedicated rails or guideways separated from motor vehicular traffic that will link the five largest urban areas of the state…and provide for High-Speed Rail access to existing air and ground transportation facilities and services. The legislature, the cabinet, in Florida and the governor are…directed to proceed with the development of such a system by the state and/or by a private entity…, including the acqui- On Track To Meet a Popular Mandate sition of right-of-way, the financing of design and construction…, and the operation of the sys- NAZIH K. HADDAD tem,…with construction to begin on or before November 1, 2003.1
lanning for high-speed intercity passenger Rail Authority Funding and Findings The author is Staff rail service in Florida began more than In response, the Florida Legislature enacted the Director, Florida High- 25 years ago and gained a boost in 1982, Florida High-Speed Rail Authority Act, creating a Speed Rail Authority, when Governor Bob Graham created the 10-member High-Speed Rail Authority to plan, Tallahassee, and Vice PFlorida High-Speed Rail Committee. The commit- administer, and manage the operation of a system. Chair of the TRB tee recommended public–private partnerships to The act required the development and operation of the Committee on Intercity implement high-speed rail in the state. first segment of the system between St. Petersburg, Rail Passenger Systems. Following up in 1984 and again in 1991, the Tampa, and Orlando, with future service to Miami. Florida Legislature passed bills to solicit proposals In 2001, the Florida Legislature appropriated to design, build, and operate high-speed rail. Both $4.5 million for the Authority and in 2002 passed times, private-sector consortia responded. In 1997, bills expanding the Authority’s powers and provid- the Florida Department of Transportation awarded ing an additional $4.5 million in state funds. The a franchise to the Florida Overland Express Cor- Authority also has received $3 million in federal poration to design, build, operate, and maintain a funds and expects up to $6 million from the U.S. high-speed rail system linking Miami, Orlando, and Congress this year. Tampa. Although the franchise terminated in early The Authority’s first charge was to prepare a 1999 because of a lack of state and federal capital report to the Legislature, submitted in January funding, the state’s need for high-speed rail became 2002. Key findings included the following: more pressing and more evident. ◆ High-speed rail must be evaluated in the con- Constitutional Amendment text of a statewide system. (The vision for the sys- Florida has the fourth largest state population and tem is shown in the maps on page 17.) attracts more tourists than any other state. The ◆ High-speed rail can be implemented with pri- large, continually growing resident and tourist pop- vate funding for operations and maintenance and ulations have increased intercity travel—for exam- with a mix of private and public funding to build ple, the Miami-Orlando-Tampa corridor is expected the infrastructure. to log more than 100 million intercity trips per year ◆ Federal funding is essential. or 300,000 trips per day by 2010. ◆ The economic benefits of high-speed rail With the inevitable congestion on the state’s would exceed the costs of implementation. highways and a lack of air space to accommodate ◆ Technology should be selected through a increases in short-distance flights between Florida competitive process. cities, the development of a new mode of intercity ◆ Flexible procurement is advisable—for exam- travel such as high-speed rail has gained the sup- ple, a design, build, operate, maintain, and finance
TR NEWS 222 SEPTEMBER–OCTOBER 2002 TR NEWS 222 SEPTEMBER–OCTOBER port of state residents. On November 7, 2000, vot- arrangement. 16 ers approved a new amendment to the Florida Constitution, directing the state legislature, the 1 Florida Constitution, Article X, Section 19. TR NEWS 222 SEPTEMBER–OCTOBER 2002 17 on EIS Evaluation criteria. Station concepts, Development programs, Financial information, Marketing plan, Operating criteria, and While preparing the draft RFP, the Authority the draft RFP, While preparing ◆ ◆ ◆ ◆ ◆ ◆ October 2002February 2003 RFP issued 2003July due Proposals September 2003 2003November selected Vendor February 2004 Final EIS Public hearing on the draft EIS of Decision Record Federal RFP Scope in April 2002. Pro- Development of the RFP started posals must include the engineering and environ- In for the EIS. mental documentation required addition, the Authority is working on will seek comments from private-sector vendors will seek comments from in the project. interested Ridership Studies Authority the to the Legislature, In the 2002 Report for the first sys- ridership forecasts issued preliminary The usual procedure has been to complete the The usual procedure valu- to the RFP also will provide The responses Procurement and Environmental Processes and Environmental Procurement and envi- engineering The Authority is preparing to Tampa studies for the first phase from ronmental Environmental Orlando, for the federally required meet the construction Impact Statement (EIS). To working with the Federal date, the Authority, start Administration, has developed an inno- Railroad vative approach. The Authority EIS and then begin procurement. instead will keep on schedule by integrating the (RFP) into for proposal to the request responses the EIS as alternative plans. able insights into the technical evaluation of alter- natives. In addition, the early incorporation of the Authority to make will enable the RFP responses for state and to the Legislature recommendations and federal funding. Key dates for the procurement EIS schedules are Implementation Plan Florida Since its first meeting in July 2001, the in High-Speed Rail Authority has made progress for the mandatory planning the system, preparing 2003. Many of construction in November start either under way or about to critical activities are begin. FIGURE 1 Statewide system envisioned by Florida by High-Speed Rail Authority. system envisioned FIGURE 1 Statewide 18 TR NEWS 222 SEPTEMBER–OCTOBER 2002 eemn aaiy and how dothey interact?’ determine capacity, corridor planning?”and “What are theelementsthat railroad capacity andhow doesitfitintopassengerrail discussed suchquestionsas 80 participants “What is More than of railroad capacity andcorridor planning. addressed thecomplexissue D.C., ing inWashington, freight railtraffic. become thecentralissueinplanningfor passengerand adequate capacity indensely traveled railcorridors has toprovide policymakers.How operators,planners,and performance isamajorconcernfor railroad owners, road linestohandlemore trainswithoutlossofon-time thecapacity ofrail- and freight trainssharingtrackage, andwithmore commuter andintercity passenger vice, ited passengerservice. trains are mostly privately owned freight lineswithlim- density railcorridors thatmixpassengerandfreight Otherhigh- andfreight trains. commuter rail, trains, Amtraklong-distance AcelaRegionaltrains, mph, setts—carries Amtrak Massachu- toBoston, D.C., ridor from Washington, route intheUnitedStates—Amtrak’s Cor- Northeast trackage ofthemostdensely traveled railpassenger mates duringvendorworkshops.Initialresults of panel thatwillexaminethepreparation oftheesti- mates, withhelpfrom anindependentpeerreview tion andreconciliation oftheindependentesti- pare independentestimatesofridership. mittee andhasretained twoconsultingfirmstopre- Authority hasestablishedaridershipsteeringcom- RFP. To prepare investment-qualityestimates,the mates are neededtosatisfytherequirements ofthe sufficient fortheworktodate,more detailedesti- year, dependingonthetechnologyandroute selected. expected torangefrom 2.6millionto3.6per tem segments.Ridershipfrom Tampa toOrlandois ie—aiswt h i ftafc thenumber times—varies withthemixof traffic; accommodated reliably withacceptabletransit Practical capacity—the number oftrainsthatcanbe Practical Capacity I HARRISON JOHN A. Maximizing theCapacity ofShared-Use RailCorridors n ofgrto ftetak;thetypesofsignals, and configuration ofthetracks; dominantly operateinshared-use railcorridors.The ntercity passengertrainsintheUnitedStatespre- A TRB workshop at the January 2002 AnnualA TRBworkshop Meet- attheJanuary With demandincreasing for more andfasterrailser- A steeringcommitteewilloverseetheprepara- Although theplanning-levelestimateshavebeen Acela Express trains atupto150 sional staffers tothesessionandissoliciting tem designers,financialexperts, andkeyCongres- 2002. TheAuthorityhasinvitedrailoperators,sys- ducting astrategicplanningsessioninSeptember additional resources willbenecessary. high-speed railnetwork.Asthemissionexpands, negotiations, construction,andoperationofthe sion willevolvetoincludeprocurement, contract planning. Inthenextfewyears,however, themis- activitiesso farhavefocusedon The Authority’s Strategic PlanningSession respondents inNovember2002. the ridershipestimateswillbeavailabletoRFP reaction times—andthenumber oftracksandthe humanfactorssuchas systems,and train length,signal headways—affected by trainperformance, times,train safe brakingdistancesand trainlengths, braking rates, investments.necessary and operatorstoplanfor growth anddetermine railroad owners, planners, can helptransportation andquantifyingfactorsthatlimitcapacity egorizing, cat- identifying, Nevertheless, own inherent capacity. railcorridorEvery therefore isuniqueandhasits and locationsofsidingsormultiple-track segments. andthenumbers maintenance requirements; tions; trackcondi- andcommunications systems; controls, ihlvl—tews,unacceptabledelays occur. high levels—otherwise, Overtakes are feasible only iftrafficisnotat capacity. passing sidingstosingle-track linescanconsume thegreater thedelays—the number of more trains, lower thepractical throughput. the types andintrainperformance inmixed traffic, rail lineapproaches capacity. thehigherpracticalthroughput asa mixed traffic, emerge from railroad operatingexperience: Several generalobservations spacing ofcrossovers. reliability. anddecreases increases triptime, the average speed, trainsdecreases the probability ofothermeets.Adding meets hasacompoundingeffect asdelays increase ◆ ◆ ◆ ◆ To planforfuture growth, theAuthorityiscon- Line capacity isafunctionoftrainacceleration and Maneuvers for trainsovertaking trainsonthe the On single-tracklineswithpassingsidings, thegreater thevariationintrain Conversely, The more uniform the performance oftrainsin TR NEWS 222 SEPTEMBER–OCTOBER 2002 19 Andrew Galloway,Andrew Amtrak, at to panel a remark addresses Capacity on Railroad Workshop Planning at TRB's and Corridor Meeting. 2002 Annual www.floridahighspeedrail.org/ Increasing speed in sidings,Increasing siding-to- reducing Accommodating passenger train operations Commuter operations raise special challenges. operations Commuter If or expanding passenger operations When adding To meet the construction start date, the Authority date, the start the construction meet To ◆ ◆ Freight Railroad Corridors: Railroad Freight Consider- Safety Operations and ations. DOT/FRA/ORD-95/05, and Devel- Office of Research opment, Administration, Railroad Federal U.S. Department of Transportation, Dec. 1994. a single track is 8 to 12 trains per day in each direc- a single track is 8 to 12 trains per day tion.be unoccupied but must appear may Track trains. approaching for reserved The author is Vice President, Quade Brinckerhoff The author is Parsons & Douglas, Inc. Reference 1. Ullman, K. B., and A. J. Bing. in High-Speed Passenger Trains Website Authority Florida High-Speed Rail siding spacing and time, sys- train control improving tems, track double track can increase and adding capacity. of increasing another way Electrification is capacity, been after all other means have but usually employed. occupancy when the main track has substantial freight service tracks or industrial sidings off the requires mainline, yards. at entrances to freight especially planned,not properly train schedules can preclude com- operations.other passenger or freight Two-way not practical on single is generally operation muter track, unless double-track sections or passing sidings placed to handle meets.Even strategically are so,trains in the nonpriority, or off-peak, will generally direction a longer schedule to or require experience delays in the peak direction. on-time train performance allow lines,on freight the plant is to provide the objective to maintain reliable and the train control capability operations.passenger and freight Computer simula- and planning. analysis tions can assist in capacity ronmental studies and has begun a procurement studies and has ronmental build, operate, a contractor to design, to select process of the system. finance the first phase maintain, and and of the procurement is pioneering the integration Another impact study processes. the environmental of investment-quality innovation is the preparation two peer-reviewed, reconciling ridership estimates by of ridership. Continued inno- independent estimates vation will be necessary works to as the Authority Florida’smeet the mandate from citizens. ). 1 Depending on the plant,the of practical capacity Capacity alters with the mix of traffic.Generally,Capacity Freight customers,Freight passengers, like service have Centralized traffic control or real-time Centralized traffic control The Authority has conducted preliminary plan- preliminary The Authority has conducted Scheduling generally accommodates intercity pas- intercity accommodates Scheduling generally and Monte Carlo simula- stringline analysis Train train planning and traffic inte- for The requirements ◆ ◆ ◆ ◆ Planning and Integration As noted in the workshop, the most eco- perhaps speeds is at differing mixing trains nomical system for train control,which the main sys- incremental overlays tem with an alternate signal system. cab sig- Onboard passenger trains a higher higher-speed naling gives braking that safe and ensures profile speed allowable maintained ( distances are Continuing Innovation Continuing traffic that highway and air Florida voters, recognizing an approved to increase, congestion will continue Constitution, mandating amendment to the Florida construction in November that high-speed rail begin High- formed the Florida 2003. The state Legislature the mandate. to address Speed Rail Authority to the Florida Legisla- reported ning studies and has rail could be commercially that high-speed ture The substantial economic benefits. feasible, producing envi- with engineering and Authority has proceeded comments from parties interested in partnering interested parties from comments rail service. to establish high-speed with the state the greater the speed differential of the trains, speed differential the the greater the required. the capacity greater demands. need to operate within trains may Freight scheduled hours. during peak commuter “windows” communications-based train control can improve communications-based train control and reliability. throughput senger and commuter trains first,senger and commuter incorporating meet locations and stops and for detailed plans for times. to according added are trains Then freight type—intermodal, manifest, bulk commodity, to schedule priorities.local—and according or Some meet contractual arrival trains must intermodal freight penalties. times or incur costly meets and over- for delays average tions can project takes.These the necessity and also can reveal analyses to accommodate improvements extent of capacity traffic. mixed and future current route-specific,gration are generaliza- but the following tions can be made,as summary noted in the workshop moderator Paul Reistrup of CSX Corporation: by 20 TR NEWS 222 SEPTEMBER–OCTOBER 2002 Rail PassengerSystems. Committee onIntercity member oftheTRB York, NewYork, anda Urban Mobility, New Institute onRational The authorisPresident, Intercity Passenger Rail That Works VIEW POINT OF I picked upmuchofwhattheair travel markethaslost. trains atnearcapacity. Intercity busesalsohavenot travel—Amtrak already wasoperatinglong-distance absorbed onlyasmallportion oftheshiftfrom air declines inairtravel. hension aboutflying—haveproduced dramatic measures atairports—along withagrowing appre- 2001. Thetimeandcostrequired fornewsecurity increased sincetheterrorist attacks ofSeptember11, Public support forasurface alternativetoairtravelhas Targeting theService service, andthen appropriateservice, theresources. calculate theamountofmoneyneededtoprovide the isinthepublicinterest,wide passengerrailservice year, Congress mustdeterminewhatkindofnation- to attractawiderangeofpassengers.Inthecoming as forcapitalinvestment,tokeepfares affordable and vice willrequire public fundsforoperationsaswell of eventuallyavoidingoperatingsubsidies. a policyofcapitalinvestmentinAmtrakthehope For thepast30years,however, Congress haspursued tems wouldnotachievetheintendedpublicbenefits. that withoutoperatingsubsidies,theseurbanrailsys- capital investment.However, itsoonbecameclear aportion ofthe ing surpluseswouldunderwrite BayArea RapidTransitcisco’s assumedthatoperat- such astheWashington, D.C.,Metro andSanFran- subsidies forurbanrail.Planspioneeringsystems debate intheearly1960sovercapitalandoperating other modeswillbedifficult. allowed inintercity passengerrail,interfacing with ment ineachmode.Yet untilpublicinvestmentis benefit ofcooperativeplanningforfederalinvest- tury, Congress hasrecognized thesubstantialpublic with theTransportation EquityActforthe21stCen- Surface Transportation Efficiency Actandcontinuing with othermodes.BeginningtheIntermodal You’ve Got To Have Connections! GEORGE HAIKALIS Although supporting dataare sparseorunavail- Intercity however, passengerrailservice, has Successful, nationwideintercity passengerrailser- The current debateabout Amtrakrecalls the the needforintercity railtointerface creatively bers oftheU.S.Congress shouldkeepinmind extent ofintercity mem- passengerrailservice, n resuming thedebateaboutshapeand through-routes multipletravelmarkets. serving Buffalo-Detroit, andDetroit-Chicago canformlong New York. Chains ofcity-pairslikeNewYork–Buffalo, such astheBoston–Washington, through D.C.,service tive—that is,forconnectingspokesthathaveaffinities, many citypairswithconnectingtrains. hub serving high-speed railefforts havefocusedonaChicago 1 San Francisco–LosAngelesline.IntheMidwest, routes wouldattractmore passengersthanasingle studies haveindicatedthatmultipleconnecting city travelisdiffuse. InCalifornia,high-speedrail had activeairconnections. States hasfocusedonlinkingcitypairsthatalready planning forhigh-speedintercity railintheUnited a successfulintercity railnetwork.Muchoftheearly Intramodal connectionsare animportant attributeof Intramodal Connections heavily congestedSanFranciscoBayArea. Sacramento–Oakland–San Joserouteits across the Corridor program, whichaveragesonly42mphon Capitol demonstrated bythesuccessofCalifornia’s comfort, andreliability shouldbeemphasized, as than matchingairtraveltimes.Frequency, price, travel timesforautomobilesmaybemore important requires anotherapproach. Competingwiththe appeals totravelerswhoprefer nottotravelbyair averages 70mph. ity—the Boston–Washington, D.C., only afewmilesoftheroute cansustainthatveloc- fied equipmentcapableoftravelingat150mph,but Corridor high-speedrailimprovement project speci- Council, Washington, D.C.,1991. Intercity PassengerTransport rail wastitled firststudyofintercity have focusedonspeed.TRB’s air fortripsofupto1,000miles. intercity travelerspreferred travelbycarto the AmericanTravel hadindicatedthatmore Survey travelers forlongtrips.Butevenbefore September11, able, theautomobileappearstobechoiceofmany Special Report233:InPursuitofSpeed: NewOptionsfor Using hubsforthrough-routing isevenmore effec- Recent studieshaveshown,however, thatinter- Designing anintercity passengerrailsystemthat Until recently, improvements tointercity railtravel In PursuitofSpeed. . TRB,NationalResearch 1 Amtrak’s Northeast Amtrak’s Acela Express TR NEWS 222 SEPTEMBER–OCTOBER 2002 21 continued on page 24 Resolving these conflicts will be a challenge for Resolving these conflicts will be a challenge funded Administration has The Federal Railroad The recent extension of the interterminal mono- extension of the interterminal The recent on view of the restrictions For example, a narrow MPOs. Although commuter rail and intercity rail can MPOs. Although commuter rail and intercity facilities, planning for joint the same tracks and share federal leadership also Greater use must begin early. in met- will be needed to make full use of rail assets areas. ropolitan of freight the efficiency planning studies to improve the cost and to reduce areas in metropolitan railroads Federal agen- of eliminating highway grade crossings. use of rail lines for shared examining the cies also are can rail, if safeguards urban rail transit and intercity be established. freight railroads, urban transit, and intercity rail. urban transit, and intercity railroads, freight rail at Newark International Airport in New Jersey to rail at Newark International Airport a new commuter rail and Amtrak station on the Corridor Line has demonstrated the utility Northeast planned, links are rail. More of links to intercity although complex issues remain. Air–Rail Interface critical now with the A longstanding issue, more is the air–rail security, emphasis on airport increased Many U.S. cities—like Atlanta, Georgia; interface. Oregon—have Chicago, Illinois; and Portland, extended their urban rail transit systems to their exceptions, a few noteworthy With major airports. serve these links do not effectively intercity however, rail corridors. Passengers at Sacramento Depot Station in California alight Capitol Corridor train— Corridor alight Capitol California Passengers at Sacramento Depot Station in which has attracted ridership with frequency, price, comfort, instead of and reliability high speeds. Because many urban areas are fully developed, the are Because many urban areas In addition, many of these stations are near the these stations are In addition, many of of the United States, the interface In other parts demol- Major American rail stations have been of rail stations as historic A new appreciation The challenge is to achieve reliable intercity ser- intercity is to achieve reliable The challenge facilitating cooperation. only corridors available for new urban transit sys- rail- rights-of-way owned by freight tems often are New commuter rail or light rail services have roads. up on some of these lines. A comprehensive started must consider the conflicting needs of approach coordinate and allocate federal transportation funds and allocate federal transportation coordinate in role play an important urban areas—can in large Reviving intercity passenger rail service requires Reviving intercity with other transit modes. Local interfaces improved transit agencies must be willing to cooperate with planning organi- rail planners. Metropolitan intercity zations (MPOs)—the governmental entities that Planning Intercity Rail Planning Intercity Multimodal Interfaces demonstrates the utility of Corridor The Northeast rail and between intercity well-located interfaces major Amtrak station on the other modes. Each corridor is served of other modes. The by a variety but the availability of automobile is ubiquitous, bus, and commuter rail, light rail, local subway, rail. of intercity the reach bus extends intercity so that many destinations are central business districts, pro- are within walking distance. Some stations also common in Europe. viding bicycle storage, a feature is less well rail and other modes between intercity systems in developed. The expansion of urban rail by expan- the past 30 years was not accompanied Amtrak provides rail. As a result, sion of intercity U.S. cities. minimal service to many large railroads to other uses. Freight ished or converted but have abandoned the operation of well-located, rail lines in many lightly used, passenger-only Remote Amtrak stations, sometimes urban areas. have not been inte- serving only one train daily, local bus grated into new rail transit systems, and service to these stations is limited. has led many communities to and cultural treasures funds for preservation seek federal transportation sta- cases, the restored In many and restoration. tions also have served as transfer hubs for intercity plan to buses and local transit. A comprehensive smaller towns, bus service from expand intercity to these stations depends on and rural areas resorts, rail. plans for intercity vice on routes hosted by freight railroads. This will railroads. by freight hosted vice on routes carriers. with privately owned partnerships require 22 TR NEWS 222 SEPTEMBER–OCTOBER 2002 Public Transit. Internal Structure of Paradigms forthe Project PanelonNew Systems andoftheTCRP Intercity RailPassenger TRB Committeeon He isamemberofthe Twenty-First Century Passenger Policyinthe Rethinking Rail of of NewYork, andauthor College, CityUniversity Aviation Institute,York The authorisDirector, New Departures: mrvn ..Passenger Train PerformanceImproving U.S. VIEW POINT OF . A ers focusedon moving freight. Whenit was estab- the Northeast Corridorare privatelyownedbycarri- tracks andrights-of-wayforpassenger trainsoutside developing thepotentialforpassenger railisthatthe opment oftheirmodes. Transit Administration playinadvancingthedevel- Federal Aviation Administration,andtheFederal roles thattheFederalHighwayAdministration, financing passengerrailsystems,compared withthe (FRA) playsonlyamodestrole inplanningand Nonetheless, theFederalRailroad Administration with fewernegativeimpactsontheenvironment. time onwaystomovepeoplefaster, cheaper, and planners, engineers,researchers, andothersworkfull plan andfinanceinfrastructure. political benefitswithouttheprograms establishedto systems couldnotdeliversubstantialeconomicand infrastructure. Highways,airports, andurban transit gird therest ofthe U.S.passengertransportation nerships offederalandstategovernmentsthatunder- Amtrak isinstitutionallyisolatedfrom thefiscalpart- Institutional Isolation to thefuture ofpassengerrail: of otherpassengermodes. technical innovationsthathaveenabledthesuccess to makethekindofanalytical,organizational, and research. Policychangeswillstimulatepassengerrail complement toanycommercial andtechnical isanessential ing andfundingpassengerrailservice the politicalimpasseblockinginnovationinorganiz- approaches tomovingpeoplebyrail. go inseveraldirections butwouldenablenew passenger railpolicy. Thislong-overdue effort could must gobacktothedrawingboard todesignanew Three Challengesand Two Questions That MustBeResolved ANTHONY PERL .Atrophy ofthesupporting industry. 3. Flawedcorporatestructure, and 2. Institutionalisolation, 1. One reason thatAmtrakmustfendforitselfin Through the federalaidprograms forthesemodes, New publicpolicymustaddress three challenges Policy research thatrevisits andseeks toovercome mtrak can—andshould—enhanceits travel needs,however, decisionmakers long-term successinmeetingintercity passenger trainperformance. To achieve talizing passengertrainservice. before progress canbemadeinrestructuring andrevi- way istherefore a crucial policyproblem toresolve investment inmainlyprivatelyownedrailrights-of- Amtrak asacharitycase.Findingwayforpublic ment much of America’s transportation policyregard ment muchofAmerica’s the statesalmostnocredit forsupporting rail. formulas forfederaltransportation allocationsallow that isisolatedfrom othertransportation modes,the But becauseAmtrakisfundedthrough legislation ning andfinancingtoexpandintercity passengerrail. also are restricted. Some stateshaveworkedonplan- train development,andoptionsforstategovernments ernment haslittleopportunity toadvancepassenger partners interested inmakingmoney. had littletooffer therailroad shareholders orother and thefreight railroads wasneverrealized. Amtrak potential foranewrelationship betweengovernment public–private partnership—were sown,butthe operations. burdenservice ofmaintainingunprofitable passenger which participated togainrelease from thepublic ture betweenthegovernmentandrailroads, lished in1970,Amtrakwasstructured asajointven- The second policy challenge is Amtrak’s organiza- The secondpolicychallengeisAmtrak’s Flawed CorporateStructure “land cruises.”Thestructure alsoprevents manage- could developnewtravelmarketniches,suchas compete withairlinesandbuscompaniesorthat focus onthecommercially thatcould viable services structure doesnotallowaneffective ment. Amtrak’s difficult todoadecentjobofpassengerrailmanage- tionally flawedcorporatestructure, whichmakesit ent businesstechniques todifferent typesofservice. ger railoperationsneedflexibility inapplyingdiffer- and othercarriersthatmaylaunch intercity passen- underthesamemanagerialumbrella.services Amtrak States isexpectedtoprovide marketandnonmarket lar tothoseappliedpublictransit. subsidy andjustifiedbypublicinterest criteriasimi- operations thatare preserved through government ment from addressing theinherently unprofitable The seedsofaninnovativejointventure—a Many ofthestateandlocalofficials whoimple- Except forsupporting Amtrak,thefederalgov- No othertransportation carrierintheUnited TR NEWS 222 SEPTEMBER–OCTOBER 2002 23 Twilight —running Amtrak’s Shoreliner Rocky Neck, through Connecticut, in the Northeast Corridor— is an example of an effective, modern, and successful U.S. passenger train. policies can Revised this build on and spread kind of success. The principles that guide industry success in Two key questions must be answered: Two The options for organizing and delivering more The options for organizing 1. for primary should the responsibility Where 2. should business—or the pri- relationship What transportation and other sectors depend on coherent transportation answers to these political and economic questions. The United States has lacked this kind of coherence than 30 years. in passenger rail operations for more vate sector—have with the government in delivering passenger rail services? federal and state governments, as well as between federal and state governments, as well neglected. were government and private industry, inno- Making these connections is essential if policy to enable successful passenger rail. vations are passenger rail policy be located within the American political system? The United States is structured as a political The United States is structured take levels of government federation. Different Defining Government Roles Defining Government the success that modern trains supported by effective the success that modern trains supported policy could bring to the United States. trains must connect into the passenger effective the rush to framework of American governance. In to attack or defend Amtrak—and subsequently create between relationships its performance—fundamental deploying modern trains. This modernization—mod- to and Japanese efforts with European est compared only a fraction of a “new model railroad”—is create has pro- Acela Express The Northeast Corridor’sThe Northeast Developers also need clear direction from govern- from also need clear direction Developers bus with the management of air or Compared for innovation small incentives Amtrak receives Know-how still may thrive at the overlap of freight Toward a Coherent Policy a Coherent Toward are passenger rail obstacles to renewing These three not insurmountable. Significant dividends would focused battles over quitting the narrowly arise from Amtrak’s innovative policy creating fate and instead to spur a rail renaissance. Industrial Atrophy chal- most daunting policy and perhaps The third lenge is that America’s passenger trains have been ment about services that are justified in the public justified servicesment about that are or indirect eligible for direct and therefore interest extend challenges But organizational subsidies. between market- beyond clarifying distinctions focused and social services. Amtrak automobile industry, carriers or even of the faces watched and regularly management is closely 1997 For example, from criticism for losing money. “devil’ssupported to 2002, a publicly advocate,” Council, evaluated Amtrak’sthe Amtrak Reform self-sufficiency. for achieving commercial prospects more passenger train operations becomes Improving is intense and risky when political oversight difficult and contentious. that The organization penalties for failure. but large delivers passenger rail service should be insulated over the principles and the the political debates from its transforma- options for funding and regulating carrier any publicly supported tion. Nevertheless, for the fed- and accountable must be fully responsible eral and state funds it receives. vided a glimpse of what can be possible when and devoted to upgrading infrastructure are resources industrial orphans since the 1970s. The network of industrial orphans since the 1970s. The passenger technical skills and design capacities in American railroads— that once supported railroading locomotive builders, rolling for example, through makers, and communi- signal stock manufacturers, of The spread cations suppliers—has dwindled away. design, development, and and automotive aerospace highlights the America North manufacturing across passenger trains. of the industry supporting atrophy with passenger rail engineering and design but would to launch and sustain the passenger not be sufficient in other nations. that has occurred rail renaissance and development through for research Public support with industry must be partnerships FRA or through scaled up to advance the industrial development nec- essary for passenger rail renewal. 24 TR NEWS 222 SEPTEMBER–OCTOBER 2002 continued from page21 That Works Passenger Rail Intercity industries. of support rail willrequire arevival renaissance inpassenger A for freight use. touches onlocomotive putfinishing Ontario, Motors plantinLondon, Workers atGeneral Planning forthe air–railinterface requires resources, expansion requirements, needstobedeveloped. as thepotentialforintercity railtoreduce airport considers accessandenvironmental issues,aswell in airport development, acomprehensive planthat metropolitan area. With aircraft noiseamajor issue relative utilityofcompetingairports a thatserve transportation officials. Airport accesscanaffect the address such issues,workingwithstateandfederal is nowaccessibleviaanairport shuttlebus. Washington InternationalAirport trainstation,which air–rail interface bothatNewarkand attheBaltimore- haslimitedtheutilityof commuter railservices growth. Furthermore, thefrequency andpricing of community thathaslaggedbehindthestateinincome curtails thepotentialforeconomicdevelopmentina Newark Airport trainstationtoairport travelers.This federal airport fundinghaslimitedtheuseofnew policy frameworkapart from another’s. ernment others.Thesecharges oftensetonemode’s vices, stateshandlesomeactivitiesandthefederalgov- regulations, andintheprovision oftransportation ser- the enforcement ofbusiness,environmental, andsafety preferred outcomes. take theleadinarticulating goalsandacceptableor jurisdictional bounds,onelevelofgovernmentwill implement, andfinanceapolicyorprogram cross jurisdictions. Butwhenactivitiestoformulate, envisioned fornationalandsubnationalgovernment compartments thatconstitutionalarchitects once based onaconstitutionaldivisionofpowers. ments exercise jurisdictionoverpolicyresponsibilities state, andsometimesalsolocalregional govern- responsibility foractingonbehalfofcitizens.National, An MPOoragroup ofadjoiningMPOscan In thefinancingoftransportation infrastructure, in In practice,fewpolicyproblems fallintothe more likelytosucceed. launching anynewpolicywillmakethe ernment roles inintercity transportation before require stateleadership.Explicitlydefininggov- federal governmentleadershipandthosethatmay passenger railpolicyoptionsthatwouldinvolve involvement—publicly ownedAmtrakoperates in contrast,reverses theroles ofpublicandprivate company, oratruckingfirm.Railpassengerpolicy, owner ofamotorvehicle,for-profit airline,abus vide themobility—forexample,anindividual America presume that aprivateoperatorwillpro- organization, financing,andaccountability. other sphere makesadifference inexpectationsabout private orpublic,yetidentificationwithonethe sector. Today feweconomicactivitiesare exclusively ried outprimarilyintheprivatesectororpublic tive publicpolicyiswhethertheactivitywillbecar- The economicchoicethatiskeytodevelopingeffec- Public andPrivateInvolvement intercity passenger railnetwork. better indevelopingthepotential ofanationwide tinue toremain unrealized. TheUnitedStatescan do Administration, thebenefitsof intercity railwillcon- tives. Without leadershipfrom Congress orfrom the coordinated effort toimprove surface transitalterna- September 11,thegeneralpublicwouldwelcomea approach tofederalfundingforintercity rail. and airport developmentdependsonalong-term statewide plansforpublicsurface transportation passenger railsystems.Advancingmetropolitan and when Congress decidesonthefundingofintercity These intermodalplanningissuescanberesolved Moving Forward Nationwide through cooperation. but eachtransportation agencyhasmuchtogain the prospects forpassengerrailinAmerica. in providing wouldstrengthen passengerrailservices ways thatgovernmentandbusinessshouldinterrelate national andstategovernmentsshouldplayofthe or otherrailcarriersdelivermore effective services. status asaquasi-publicenterprisewillhelpAmtrak with themodelsforothermodes.Movingbeyond consider harmonizingthepassengertrainmodel many trainsonprivatelyownedinfrastructure. Similar distinctionsshouldbemadebetween Most intercity transportation policiesinNorth With theairtravelcrisisafter attacksof Clear answerstothequestionsofwhatroles Rail passengerpolicyoptions,therefore, should TR NEWS 222 SEPTEMBER–OCTOBER 2002 25 2 P and 1 P continued on page 26 impact forces could be as could impact forces 1 P impact forces could be as high could impact forces 2 P forces are lower-amplitude, longer-dura- lower-amplitude, are forces 2 ORCES ON P forces are high-amplitude, short-duration are forces 1 P F Developing the methodology required calibrating Developing the methodology required Other impact load limits, such as those established An analytical–empirical approach was developed An analytical–empirical approach The tion (lower-frequency) loads that contribute primar- tion (lower-frequency) which is the ily to the degradation of track geometry, As expense on the corridor. maintenance largest 1, the shown in Figure high as 3.5 times the static load imposed by the wheel on the rail, and the as 2.5 the static load. using actual relationships impact force the theoretical in Amtrak operations wheel–load impact data from the calibrated equa- From Corridor. the Northeast generated by Amtrak tions, the dynamic impact forces locomotives—specifically the AEM7 and F40—were track. crosstie determined for wood and concrete a baseline for comparison with provided These forces by other equipment. generated the forces tie cracking in in earlier studies for limiting concrete track loading associated with the 125-mph operations track loading associated with the 125-mph the and the levels that would be applied by operating of equipment at 150 mph. new generation proposed a means for assessing the would provide The approach the expected level of track damage and for modifying designs to minimize or eliminate the proposed loading. in dynamic wheel–rail increase of operat- and implemented, considering the effects and ing speed, unsprung mass, and track condition, wheel–rail dynamic forces focusing on the vertical generated by high-speed operations. The impact forces (as illustrated in Figure 1) are relevant are 1) (as illustrated in Figure impact forces to track deterioration. (high-frequency) dynamic impact forces that usually impact forces dynamic (high-frequency) These the track structure. attenuated rapidly by are ties— contribute to the cracking of concrete forces and early experienced by Amtrak in the late 1970s 1980s. The FFECTS OF YNAMIC E D Solution vendor con- While three worked on alterna- sortia tive high-speed train set designs, Amtrak commis- sioned the development and implementation of a method to evaluate the potential for track damage associated with the older equipment and the new high-speed equipment. The objective was to quan- tify the levels of dynamic TRUCTURE S PEED ith the introduction of new-genera- ith the introduction tion high-speed trains on the North- Amtrak faced the east Corridor, sets that train challenge of procuring -S IGH RACK PAYS OFF PAYS IMITING THE Researchers have developed a method to evaluate potential damage and to avoid dramatic increases in dramatic increases avoid potential damage and to to evaluate a method developed have Researchers track damage, degradation, in the Northeast and maintenance expenses Corridor. The method can be equipment. and high-speed rail corridors proposed other used to evaluate W applied to the track. A method for evaluating the potential damage associated with the new high-speed equipment was not available and had to be developed. Problem of high-speed potential effect the Engineers recognized a specific operations on track degradation and faced Despite challenge in designing the new equipment. 125 mph to speed from in operating the increase to avoid 150 mph, the new equipment would have wheel–rail forces the dynamic vertical increasing L H T Equipment for Evaluating New Method ALLAN M. JOHN G. ZAREMBSKI AND BELL would minimize the increase in track degradation and would minimize the increase As vehicle operating maintenance expenditures. wheel–rail impact forces the dynamic speeds increase, on the track structure increase. High-speed passenger increase. on the track structure wheel–rail significantly greater operations can produce in turn can accel- These intense forces dynamic forces. requir- erate track degradation and component failure, track maintenance and increasing ing frequent maintenance costs. train sets Acela RESEARCH are designed to minimize designed are of heightened the effects at wheel–rail forces speeds of traveling 150 mph. Amtrak’s Zarembski is President, Zarembski Associates, ZETA-TECH Inc. Bell is Technical Director—Vehicles, Parsons Transportation and formerly Group, High- Director, Program Sets, Speed Train Amtrak. Research Pays Off continued from page 25 4.0
3.5 2 P / 1
P 3.0 TRB’s 2.5 2.0 Transportation 1.5 1.0 Dynamic Increment Dynamic Increment Research Record .5
0 Series 0246810121416 Time (milliseconds) FIGURE 1 Dynamic forces on track. Available on CD-ROM the Northeast Corridor, were used to assess the sever- ity of the forces. The dynamic impact forces generated by nine different high-speed train set configurations Expand your library with the annual CD-ROM of the What a proposed by the three vehicle consortia were then cal- Transportation Research Record: Journal of the resource! culated and compared with the baseline force levels Transportation Research Board.Each year’s disk and specific impact load limits. encompasses all volumes published in print by the Transportation Research Board and contains more than Benefits 650 technical papers covering research,practice,and Analysis of the results showed that four of the nine policy in all modes and subject areas of transportation.All originally proposed train set configurations required papers have been rigorously peer reviewed and refereed some degree of speed reduction to ensure that no tie and are proven resources for transportation professionals. cracking damage would occur. The other five config-
urations generated P1 and P2 force levels within an The 2000 and 2001 Transportation Research Record CD- What a acceptable range. Using these results and the method ROMs are priced at $800 each,but now the previous value! for calculating the P1 and P2 forces, Amtrak developed Record CD-ROMs containing the 1996–1999 papers are a “go or no-go” criterion for evaluating proposed high- being offered at reduced prices*: speed train sets and identifying train set configurations that would not accelerate the rate of change to the 1999 series CD-ROM $400 1997 series CD-ROM $200 track structure on the Northeast Corridor. 1998 series CD-ROM $300 1996 series CD-ROM $100 Although developed to evaluate equipment pro- posed for operation in the Northeast Corridor, the Each CD-ROM is fully searchable and lists papers by method also can be used to evaluate other proposed subject category,volume,and author,allowing quick and high-speed corridors and equipment to avoid dra- easy identification of the material you need.The papers matic increases in track damage, degradation, and are displayed in their final,published format as PDF files, maintenance expenses. which can be enlarged for viewing on screen and can generate clear printed paper copies.In addition,each CD For more information contact Allan M. Zarembski, contains a 5-year index of TRB publications,including ZETA-TECH Associates, Inc., 900 Kings Highway North, Cooperative Research Programs and Strategic Highway Cherry Hill, New Jersey 08034 (telephone 856-779- Research Program titles. 7795, e-mail [email protected]). To order Record CD-ROMs or other TRB publications—or Order EDITOR’S NOTE: Appreciation is expressed to Amir for information about subscriptions or about affiliation today! Hanna, Transportation Research Board, for his efforts with TRB—go online to TRB.org.,or contact the TRB in developing this article. Business Office,National Research Council,500 Fifth Street, NW,Washington,DC 20001 (telephone 202-334-3213; fax Suggestions for “Research Pays Off” topics are wel- 202-334-2519; e-mail [email protected]). come. Contact G. P. Jayaprakash, Transportation Research Board, 500 Fifth Street, NW, Washington, *TRB Affiliates and library subscribers are eligible for substantial discounts. DC 20001 (telephone 202-334-2952, e-mail TR NEWS 222 SEPTEMBER–OCTOBER 2002 TR NEWS 222 SEPTEMBER–OCTOBER [email protected]). 26 TR NEWS 222 SEPTEMBER–OCTOBER 2002 27
ALSTEC LTD. , is available at The tailored approach to security failed tragically approach The tailored Yet the airlines and federal government had other Yet The full report of the National Academies Committee, The full report Making the Nation Safer: The Role of Science and in Countering Terrorism Technology and contains the www.nap.edu/catalog/10415.html as of the Panel on Transportation recommendations Chapter 8. 1 Security measures should be integrated into regular Security measures services. example, For that also security screening airline passengers and luggage loss offers reduces airlines a double benefit. scope of the transportation enterprise precludes the enterprise precludes scope of the transportation tailoring of defenses to every potential vulnerability. con- on September 11. The suicide hijackers were metal detectors and scanners with airport fronted handguns. By defeating these designed to intercept secu- the entire systems, the hijackers circumvented else stood in the way. rity regime—nothing security systems that could have foiled the hijackings. system passenger prescreening A computer-assisted (CAPPS) enables airlines to single out the checked for luggage of some travelers for intensive screening to the 1988 Pan Am explosives. Deployed in response suitcase bombing over Scotland and the 1996 TWA TRB Spe- 1 . rom jet airliners to mass transit buses and jet rom vehicles and facili- rail terminals, transport for terrorism. all-too-familiar targets ties are cannot accept recur- the United States Yet Successful transportation counterterrorism, how- counterterrorism, Successful transportation Instead, the new strategy should rely on a layered Instead, the new strategy should rely security strate- Developing better transportation Countering Terrorism Terrorism Countering in Transportation the Examines Panel Academies National Security Imperative” Transportation “New L.MORTIMER R. AND THOMAS DOWNEY MENZIES Layered Security Layered sector must be kept open and The transportation accessible. Restrictions on openness and accessibility the national throughout can send costly ripple effects Nonetheless, the sheer scale and economy and society. rence as inevitable. Terrorist attacks on the trans- inevitable. Terrorist as rence and can be derailed. can be deterred system portation The traditional, blanket a new strategy. requires ever, every possible opening of trying to protect approach on Sep- is expensive—and was ineffective for terrorists guns, tember 11, 2001. Perimeter defenses of “guards, and Preparation: Protection, cial Report 270: Deterrence, Security Imperative The New Transportation Countering Terrorism Terrorism Countering in Transportation SPECIAL FEATURE and gates” will not work in the vast and open and gates” will not work in the vast sector. transportation protec- deterrence, that combines security approach emphasis should be on The tion, and preparation. systems by building security into transportation and then understanding how these systems work using this understanding to mesh security features with system operations and objectives. federal Trans- gies is a job for the newly created Security Administration (TSA), working portation with public and private owners, operators, and users for recommendations Following are of transportation. developed by the Panel on how TSA should proceed, of the National Academies Committee Transportation for Countering Terrorism on Science and Technology (see box on page 29) and published in July as F Mortimer L. Downey, of Deputy U.S. Secretary 1993 from Transportation to 2001, is principal consultant with PBConsult. the Panel on He chaired the of Transportation National Academies Committee on Science and for Countering Technology Thomas R. Terrorism. Menzies, Senior Program in the National Officer Council’s Research Research Transportation was study director Board, for the panel. 28 TR NEWS 222 SEPTEMBER–OCTOBER 2002 Order Form inthisissue). TRB (seePublications Imperative Transportation Security TheNew Preparation: and Protection, Deterrence, 270: Special Report is available from may fadeovertime. thelayersofprotectionposefully placed.Otherwise, and protection are part ofadeliberatestrategy, pur- is important, however, isthattheselayersofdeterrence and passengershavedetectedsuspiciousactivity. What marshal willbeaboard. Moreover, vigilantflightcrews at acheckpointwilluncovertheirplotorifanair ists mustwonderwhetheramore thorough inspection tery aretery helpingtosecure airtransportation—terror- are crucial. means ofdeployingresources tocreate uncertainty and ispoorlysuitedtoblanketprotections, creative rorists. Becausethetransportation sectorissolarge inhibit,aswellcatch,would-beter- mystery”—that “curtains of lance cancreate layersofuncertainty—or random screening, clandestinepolicing,andsurveil- important, forinstance,toknowhowtacticssuch as designing effective andefficient securitysystems.Itis ter defense. plicated thanfindingwaystobreach asingle-perime- and calculatingtheoddsofsuccessisfarmore com- Finding waystobreach a multilayered securitysystem have deterred theterrorists from targeting airlines. September 11hijackers.Thecombinationalsomay increased thechancesofdetectingandintercepting the strate dual-useopportunities. U.S. mailininvestigatingtheanthrax mailingsdemon- forensic usesmadeoftrackingcodes imprinted on aircraft justafter theSeptember11attacksand airtraffic controllers in grounding Administration’s system goals.Boththerole playedbyFederalAviation and tomakethemmeshwith othertransportation systems usedtooperateandmanagetransportation remain dynamicandrelevant isto buildthemintothe Perhaps the bestwaytoensure thatsecuritysystems Integrated Systems Today more interleavedlayersandcurtains ofmys- Understanding whatdetersterrorists iscrucialfor explosion off LongIsland,NewYork, CAPPS selects travelerswithcertain markersinthe reservation records—such asaone-wayjourney or paymentbycash—forcloserscrutinyoflug- gage. Yet thesesametravelers,deemedriskyby the CAPPSalgorithms,were notscreened any more carefully atpassengercheckpointsand gate check-ins. the riskmarkers,buttheydidnotchecklug- gage. CAPPSwasdeployedtofindbombs hidden insuitcases,nottoprevent hijack- ings—CAPPS isaspecificcountermeasure designed foraspecificvulnerability. these twosecuritymeasures wouldhave The September11hijackershadsomeof It ispossiblethataback-uplayeringof same principleapplies—securitymustbebuiltin. “You cannotinspectqualityintoaproduct.” The the U.S.manufacturingsectorrepeat themantra, shippers intrackingshipments.Qualityexperts in drugs andothercontraband,assistcarriers of cargo, prevent the useofcontainersformoving system forshippingalsomayhelpreduce theftorloss maintained andimproved. Forexample,asecurity vide collateralbenefits,themore likelytheyare tobe rity willwantassurance thattheyare not assuming vacy, andcivilliberties. lenges butalsoraisingconcerns aboutlegality, pri- personal data,presenting notonlytechnicalchal- may require theuseofbiometriccards andaccessto CAPPS initiativeforprescreening airlinepassengers instance, amore comprehensive andintegrated tion issues,from theeconomictosocietal.For concepts, TSAcanbecomesensitivetoimplementa- operators, anduserstoexplore alternativesecurity portation operations. eration essentialforbuildingsecurityintotrans- system-level concepts.TSAcanorchestrate thecoop- hinder thecooperativedevisinganddeployingof secure. Decentralization anddispersion,however, the systemsthatwillmaketransportation more Many public,private,andforeign entitiesmustfield collaboration. securitysystemsthrough transportation TSA shouldtaketheleadindesigning the parties thatcanmakethesystemswork. comprehensive security systemsandtobringtogether spective andmarshaltheexpertise neededtobuild modes, TSAisinagoodpositiontoprovide theper- entity responsible forsecurityinallthetransportation be largely strategic,nothands-on.Astheonlynational the responsibility isshared toanevengreater extent. In thelandandmaritimemodesoftransportation, ments atthestateandlocallevelsinternationally. responsibility withairports, airlines,andgovern- role insecuringairtransportation, itshares this transportation andabroad. systemsinthiscountry vate-sector owners,operators,overseers,andusersof will require collaborationamongthepublic-andpri- characteristics ofthesystemsforeachmode.Italso It willrequire anunderstandingoftheoperations and tems intoalltransportation modeswillnotbeeasy. Building layered andwell-integratedsecuritysys- TSA’s StrategicRole The more thatsecuritymeasures promise topro- Industry participantsIndustry inalinkedsystemof secu- Working withtransportation systemowners, In mostcases,therefore, TSA’s securityrole must Although thefederalgovernmentplaysalarge TR NEWS 222 SEPTEMBER–OCTOBER 2002 29 Issues in , Missouri Department of Transportation , Institute Research Southwest , PBConsult, Panel Chair , Administration (retired) Aviation Federal , of Los Angeles Port , University Northwestern , Passenger Corp. National Railroad , Summer 2002. , and Association of State American Highway , United Airlines (retired) , University George Mason , Washington Metropolitan Area Transit Authority , Transit Area Metropolitan Washington , Airports Authority Washington Metropolitan , Services ICF Consulting , U.S. Coast Guard s, RAND Corporation , ATA Foundation , ATA Transportation Officials (retired) Transportation A broader-based understanding of terrorist threats understanding of terrorist A broader-based National Academies Committee on Science and on Academies Committee National Terrorism: Countering for Technology on Transportation Panel Mortimer L. Downey H. Norman Abramson Lisa M. Bendixen J.Anthony Broderick Noel K. Cunningham J.John Fearnsides Stephen E. Flynn B.Francis Francois Ernest R. Frazier, Sr. Robert E. Gallamore Henry L. Hungerbeeler Brian M. Jenkin Daniel Murray Edmond L. Soliday A.WhiteRichard James A.Wilding that involve transportation and of how to respond to and of how to respond that involve transportation is needed. A national entity outside the threats settings with a sole mission normal organizational probable threats, and assess terrorist to explore help meet this and consequences could responses, a window into critical need. This entity could offer to help keep the mind and methods of the terrorist, being exploited systems from U.S. transportation again so tragically. A longer version of this article can be found in Science and Technology Unconventional Thinking Unconventional able to are September 11 demonstrated that terrorists systems and assets in transportation appropriate conceive, that can be overlooked in to ways difficult security. transportation to ensure day-to-day efforts at the mode- regulated systems are Transportation use them specific level, and the entities that own and of specific provision for the efficient organized are seeking to exploit are however, services. Terrorists, and may view individual transportation new threats and services not in self-con- assets, infrastructure, tained and functionally oriented ways, but as com- ponents and tools of other systems, as they used jet airliners as weapons last fall. Much effort can be expended on developing tech- can be expended on developing Much effort TSA must have its own research capacity and the TSA must have its own research nologies not suited to transportation settings or nologies not suited to transportation systems. TSA security incompatible with overarching developers on guidance to commercial should offer technological capabilities. TSA also appropriate owners and system transportation should provide operators with advice on technologies and processes, to col- on dual-use benefits, and on opportunities and technology developers. laborate with researchers TSA should provide technology guidance, TSA should provide dissemination, and evaluation. in devel- interested The public and private sectors are oping and employing technologies for transportation trying to develop For example, many are security. of chemicals and sensors to detect the presence explosives. But how can sensors detect chemicals in setting with myriad back- a busy transportation a useful level of sensi- materials, providing ground tivity and an acceptable rate of false alarms? TSA should conduct and marshal research and and marshal research TSA should conduct in supportdevelopment (R&D) systems of analysis. in a systems context will reveal Thinking of security for One critical area and technology needs. research behavior and performance. is human research will be nec- and knowledge Human factors expertise systems that as a security essary crafting layered for caught and risk of getting whole raise the perceived to recog- maximize the ability of security personnel behavior. nize unusual and suspicious activity and for designing is essential Human factors expertise security devices, facilities, and and reliable efficient that complement the skills of operators procedures and security personnel. inside and outside the ability to tap expertise a In viewing R&D from community. transportation invest- systems perspective, TSA can determine where benefits and can encourage ments may yield large and technol- investments. Much necessary research and ogy development must take place in universities sponsors from institutions and with support research the National Insti- of Defense, such as the Department tutes of Health, and the National Science Foundation. transpor- By making the needs and parameters of TSA can widely known, tation security systems more and technologies that are identify and shape research and relevant. promising greater risk of liability or exposure of proprietary liability or exposure risk of greater fails. Some of these if the security system information constrain or pre- issues may legal and institutional early, be appreciated but must clude implementation invested. are resources before 30 TR NEWS 222 SEPTEMBER–OCTOBER 2002 in thisissue). Publications Order Form is available from TRB(see AnAssessment Resistance: Rating Systemfor Rollover Safety Administration’s National Highway Traffic The 265: Special Report JILL WILSON An Assessment Rollover Resistance Administration’s RatingSystemfor The NationalHighway Traffic Safety SPECIALREPORT NEW TRB characteristics andrelated consumerinformationin charged withinvestigatingthepotentialrole ofvehicle appointed attherequest oftheU.S.Congress, was cle RolloverRatingSystem(see boxonpage32), occupants. of rollover andtoprovide additional protection of structures, particularly inruralareas; and seat beltuse; 1 10,000 poundsgross weight. therefore wouldlikely result from ber andseverityofinjuriesassociatedwithrollover Reductions inthenumberofdeathsandnum- and road conditions,timeofday),andthevehicle. Passenger carsandmultipurposepassenger vehiclesunder ◆ ◆ ◆ The TRBCommitteefortheStudyofaMotorVehi- M 10,000 deathsand27,000seriousinjurieseach year intheUnitedStates.Rolloversoccurfewer than 1in10tow-awaycrashesinvolvinglight vehicles Vehicle modificationstoreduce thelikelihood Design improvements inroadsides androadside Changes indriverbehavior—notablyincreased light-vehicle occupantfatalities. high insingle-vehiclerollovers. Ofthe8,345 people killedinsingle-vehiclerollovers in 1999, 80percent were notusingaseatbelt, driver, thedrivingenvironment (e.g.,weather and 64percent were ejectedfrom thevehicle. involve three maininteractingfactors:the The risk of death or injury isparticularlyThe riskofdeathorinjury All automobilecrashesare complexbut 1 but accountforalmostone-third of (SUVs) result inapproximately trucks, andsport utilityvehicles passenger cars,vans,pickup otor vehiclerollovers involving ment ing vehicleslesssusceptibletorollover. encourage manufacturers toinvestigatewaysofmak- to ( oping consumerinformationonmotorvehiclerollover way Traffic SafetyAdministration (NHTSA)fordevel- findings andrecommendations totheNationalHigh- tion’s RatingSystemforRolloverResistance:AnAssess- 265: TheNationalHighwayTraffic SafetyAdministra- reducing thenumberofrollover crashes. lic,” andtocompare the SSFwith“rollover metrics that presents practical,usefulinformation tothepub- whether SSFisa“scientifically validmeasurement determined from crashdata. the probability ofrollover inasingle-vehiclecrash, as is basedonastatisticalcorrelation betweenSSFand static stabilityfactor(SSF)—thetrackwidth vehicle’s likelihood ofacrashorthetypeseverityinjuries. rollover inasingle-vehiclecrashbutdonotpredict the gram—provide anestimateoftheprobability of incorporated intoNHTSA’s NewCarAssessmentPro- passenger carsreceived four orfivestars.Theratings— model SUVsreceived two-orthree-star ratings;most tance torollover, withonestarthelowest.Most2001- vehicles. Afive-starratingindicatesthehighestresis- inform consumersabouttherollover resistance oflight NHTSA hasdevelopedafive-starratingsystemto Star Ratings irregularity. NHTSA’s rollover resistance ratingsystem mechanical obstaclesuchasacurborothersurface vehicles, suchaspassengercars,aftercontactwitha as SUVs,are more likelytoroll overthanlower, wider single-vehicle crashes,taller, narrower vehicles,such analysesof220,000 ure 1).According totheagency’s divided bytwicethecenter-of-gravity height(seeFig- The study committee’s charge wastoinvestigate The studycommittee’s NHTSA’s rollover resistance ratingdependsona a released inApril2002,presents thecommittee’s , ) assistthepublicinchoosingsafercarsand( Special Report b ) TR NEWS 222 SEPTEMBER–OCTOBER 2002 31 1.60 1.55 1.50 1.45 Upper 95% confidence limit Predicted Lower 95% confidence limit SSF range: passenger cars SSF range: SUVs SSF range: passenger vans SSF range: pickup trucks 1.40 Center of gravity height, H 1.35 1.30 1.25 Static Stability Factor (SSF) 1.20 1.15 Track width,Track T 1.10 = 206,822). n 1.05 1.00 0.95
0.50 0.45 0.40 0.35 0.30 0.25 0.20 0.15 0.10 0.05 0.00 Analysis of crash data reveals that, for higher- Analysis of crash data reveals an average NHTSA derived its star ratings from Rollover Probability per Single-Vehicle Crash Single-Vehicle per Probability Rollover FIGURE 2 Estimated probablility of rollover and 95 percent confidence intervals and 95 percent of rollover FIGURE 2 Estimated probablility six estimation of a logit model using the data from based on maximum-likelihood states combined ( FIGURE 1 Important static stability dimensions for factor (SSF = T/2H). risk scenarios, SSF correlates significantly with sin- risk scenarios, SSF correlates although driver behavior and gle-vehicle rollovers, also contribute. For these the driving environment data and the in crash scenarios, the statistical trends consistent in are underlying physics of rollover the likeli- in SSF reduces showing that an increase hood of rollover. curve, calculated using an expo- propensity rollover analysis of nential statistical model and regression six states. The five rat- single-vehicle crash data from the obtained by partitioning ing categories were in a single- rollover of curve based on the probability vehicle crash. SSF therefore cannot yield an understanding of a SSF therefore and the Because of the diversity of dynamic tests The committee determined that SSF—which rollover crash from initiation to final outcome— crash from rollover to understand how the dynamic testing is required dri- the handling characteristics of a vehicle affect In ver’s in an emergency. ability to maintain control dynamic testing may discriminate among particular, likelihood vehicles with similar SSF but a different situations that result of encountering out-of-control in rollover. the need to test near the limits of vehicle performance, tests dynamic rollover development of one or more evaluation. A complex choices and extensive requires should make it possi- suitable dynamic test protocol driver or vehicle systems susceptible ble to segregate robust. more those that are from to loss of control relates easily measured vehicle parameters to the level vehicle parameters easily measured relates to roll- of sustained lateral acceleration that leads propensity over—is an indicator of vehicle rollover The con- static measures. to other and is preferable the reason is that SSF does not address cern, however, sideways or whether a vehicle sliding a vehicle starts if equipped with control under would have remained system. a stability control Crash Data Analysis The crash data files NHTSA used to develop the rating system include informa- resistance rollover conditions. tion on driver characteristics and road scenar- crash This allows the definition of different For risks of rollover. ios associated with different example, scenarios involving drivers under age 25 or drivers who have been drinking alcohol carry a rel- as do scenarios involv- atively high risk of rollover, A ing inclement weather or curves in the road. critical question is the extent to which a vehicle’s SSF drivers for different the risk of rollover value affects and driving environments. Vehicle Dynamics Vehicle has been investigated using both sta- rollover Vehicle in Static testing, performed tic and dynamic testing. parameters involves measuring vehicle the laboratory, the data vehicles and then correlating or testing entire Dynamic testing is performed propensity. with rollover helpful in understanding the on a test track and is is expensive and requires but rollover events preceding for the test drivers. Moreover, safety precautions to achieve. may be difficult repeatability based on dynamic driving conditions that may induce driving conditions based on dynamic The commit- Law 106–346). events” (Public rollover tee undertook investigations in three subject areas: in three investigations tee undertook and consumer crash data analysis, vehicle dynamics, information. 32 TR NEWS 222 SEPTEMBER–OCTOBER 2002 ibryM Thompson Kimberly M. Eugene Savin N. DanielMetz L. Holloway David C. KarlHedrick J. ai .Harkey David L. Green Paul A. NAE John Garrick, B. Ferguson Susan A. Ann Bostrom Bernard James E. Bauer Karin M. David N.Wormley Rating System Committee for theStudyofaMotor Vehicle Rollover Massachusetts etr Chapel Hill Center, Arbor GeorgiaInstituteofTechnology, Atlanta , nvriyo ihgnTasotto eerhIsiue Ann University ofMichiganTransportation Research Institute, , ezEgneigadRcn,Capin Illinois Champaign, MetzEngineeringandRacing, , University ofCalifornia atBerkeley , iws eerhIsiue assCt,Missouri KansasCity, Midwest Research Institute, , , University of North CarolinaHighway University ofNorth Safety Research , nvriyo oa Iowa City University ofIowa, , oaSaeUiest,Ames Iowa StateUniversity, , nvriyo ayad CollegePark University ofMaryland, , h enyvnaSaeUiest,Chair ThePennsylvania StateUniversity, , nuac nttt o iha aey rigo,Virginia Arlington, Highway InsuranceInstitutefor Safety, , needn oslat auaBah California LagunaBeach, IndependentConsultant, , to aconsumer. rating systemtherefore isnotashelpfulitcouldbe and rollover propensity butthesamestarrating.The As aresult, twoSUVsmayhavedifferences inSSF ing awidevariationinSSFwithinratingcategory. values, therollover isrelatively curve steep,produc- mation from theavailablecrashdata.AtlowerSSF five discrete levelsalsodoesnotconveythefullinfor- Figure 2).Approximating therollover with curve than theexponentialmodelusedbyNHTSA(see logit statisticalmodel,whichismore appropriate rately withavailablecrashdataandsoftware usinga between rollover riskandSSFcanbeestimatedaccu- purchase decisions. rating systeminmakingvehicle safetyjudgmentsor empirical studiestoevaluatehow consumersusethe were limitedinscope,anditdidnot undertake particular, NHTSA relied onfocusgroup studiesthat and meetingconsumersafetyinformation needs.In process and recommended practicesforidentifying developing therollover ratingsystem. the committeefocusedonprocess usedin “practical,usefulinformationtothepublic,” for are notavailable.Therefore inassessingtheratings ever, empiricaldataonconsumeruseoftheratings on NHTSA’s websitehasattractedinterest. How- User statisticsindicatethattherollover information Consumer Information avr colo ulcHat,Boston, Health, SchoolofPublic Harvard , The committeefoundthattherelationship The committeenotedagapbetweenNHTSA’s cle safety. placing rollover riskinthecontext ofmotorvehi- other thanstars;and than thecurrent five-starratingsystem; of therelationship betweenrollover riskandSSF and SSF; for analyzingtherelationship betweenrollover risk crash-avoidance metrics. important informationonvehicle complementary ever, datafrom dynamictestingcouldprovide correlated withtheoutcomeofactualcrashes.How- tics related torollover propensity andisstrongly findings: The committeedevelopedtwosummary Response toCongress study director forthisproject. of StudiesandInformationServices, andservedas Jill Wilson isSeniorProgram Officer, TRBDivision revising theconsumer information, NHTSAshould information tothepubliconSSFandrollover. In investigate alternativeoptionsforcommunicating from staticmeasures suchasSSF. dynamic testresults to complement theinformation sumer informationonrollover, incorporating In thelongerterm,agencyshouldrevise con- assess transientvehiclebehaviorleadingtorollover. research todeveloponeormore dynamicteststo ommended thatNHTSAvigorously pursuethis ver testsforrollover resistance. Thecommitteerec- Act, NHTSAisinvestigatingseveraldrivingmaneu- Enhancement, Accountability, andDocumentation In accordance withtheTransportation Recall Future Approach and evaluatingthestarratingsystem. by theavailablecrashdata;and egories inconveyingvehicledifferences indicated produce theaveragerollover curve; lic becauseof are likelytobeoflimitedpracticalusethepub- ◆ ◆ ◆ ◆ .NHTSA’s starratingsforrollover resistance 2. SSFcaptures important vehiclecharacteris- 1. Thelimitedprocedures usedin developing – The inadequacyofthefivediscrete ratingcat- – Shortcomings inthemethodologyusedto – The committeealsorecommended thatNHTSA Provide consumerswithmore information Continue toinvestigatepresentation metrics Consider ahigher-resolution representation Use alogitstatisticalmodelasstarting point CALENDAR
TRB Meetings
2002 2003 11 Data Analysis Working Group October January Forum on Pavement Performance Data Analysis 27–30 3rd National Transportation 12–16 TRB 82nd Annual Meeting Guimarael, Portugal Finance Conference Washington, D.C. A. Robert Raab Chicago, Illinois Mark Norman Claire Felbinger 15–18 10th AASHTO/TRB Maintenance Management Conference* 27–30 11th International High-Occupancy March Duluth, Minnesota Vehicle Conference 17–19 National Asphalt Pavement Frank Lisle Seattle, Washington Conference: Superpave 2003* Richard Cunard Nashville, Tennessee 20–23 42nd Annual Workshop on Transportation Law 27–30 15th National Conference on Rural Frederick Hejl New Orleans, Louisiana Public and Intercity Bus James McDaniel Transportation April 23–26 Highway Capacity and Quality of Huron, Ohio 6–10 9th Application of Transportation Service Committee Midyear Peter Shaw Planning Methods Conference Meeting and Conference Baton Rouge, Louisiana Buckhead, Georgia November Kimberly Fisher Richard Cunard 7–10 5th Rail Passenger Caucus 28–30 9th International Bridge 27–30 2nd Urban Street Symposium (by invitation) Management Conference Anaheim, California Montreal, Canada Orlando, Florida Richard Cunard Peter Shaw Frank Lisle 11–15 Remote Sensing and Spatial September Information Technologies for May Transportation Conference* 18–21 Statewide Transportation Planning 8–10 International Conference on (during Pecora/Land Satellite Conference Pavement Performance, Data Information in the Next Decade) Florida Keys, Florida Analysis, and Design Applications* Denver, Colorado Kimberly Fisher Columbus, Ohio Thomas Palmerlee G. P. Jayaprakash, Stephen Maher, Frederick Hejl 17–20 First International Conference on June Scour of Foundations* 22–25 8th International Conference on November College Station, Texas Low-Volume Roads G. P. Jayaprakash Reno, Nevada 16–18 9th National Light Rail Transit 18–19 Global Forum on the Maritime G. P. Jayaprakash Conference* Transportation of Energy* Portland, Oregon Houston, Texas July Peter Shaw Joedy Cambridge Joint Summer Meeting of the 20–21 Drowsy Driving Summit Planning, Economics, Finance, (by invitation) Freight, and Management Washington, D.C. Committees Richard Pain Portland, Oregon Kimberly Fisher December 28th Annual Summer Ports, Waterways, Freight, and 3–7 ARTBA 2nd International TR NEWS 222 SEPTEMBER–OCTOBER 2002 Conference on Work Zone Safety* International Trade Conference Orlando, Florida Portland, Oregon Frank Lisle Joedy Cambridge
Additional information on TRB conferences and workshops, including calls for abstracts, registration and hotel information, lists of cosponsors, and links to conference websites, is available online (www.TRB.org/trb/calendar). Registration and hotel information usually is available 2 to 3 months in advance. For information, contact the individual listed at 202-334-2934, fax 202-334-2003, or e-mail [email protected]/.
*TRB is cosponsor of the meeting. 33 PROFILES ......
Nazih K. Haddad Florida High-Speed Rail Authority
esearch has shown that we need to focus on Florida East Coast Railway, local communities, and Florida achieving balanced transportation systems DOT—for implementation of an $84 million project to bring and include modes of travel that work Amtrak’s intercity passenger rail service to Florida’s east coast together to provide an efficient intermodal communities. “Rtransportation network,” says Nazih K. Haddad, Staff Director Haddad was involved in the development of the magnetic of the Florida High-Speed Rail Authority. As a proponent of levitation technology projects Maglev 2000 in Titusville and intermodal travel, Haddad has worked in various capacities on American Maglev Technology in Edgewater. He was project every high-speed rail and maglev study, plan, and proposal director for the Florida Magnetic Levitation Demonstration undertaken in Florida since 1988. Project to link the Orlando Airport with International Drive Haddad currently manages all executive functions and and Disneyland using the German Transrapid maglev tech- major activities for Florida’s High-Speed Rail Authority, nology; the project was terminated in 1992 when technology including the environmental and engineering assessments providers and the project’s private sponsors were unable to necessary to satisfy the federal environmental process, as well reach agreement. as the market and ridership studies. He also manages the In the early 1990s, Haddad was project manager for several high-speed rail studies, including Florida DOT’s High-Speed Rail Ridership Study and corridor studies and for the Coast- “Research has shown that we need to focus on to-Coast Rail Feasibility Study—com- pleted on time and $200,000 under achieving balanced transportation systems and budget. Applying experience working with the investment banking commu- include modes of travel that work together to nity, bond-rating agencies, and Florida’s provide an efficient intermodal transportation Division of Bond Finance to study finan- cial aspects of the Florida High-Speed network.” Rail Project, Haddad collaborated with Florida DOT to develop innovative financing mechanisms for major transportation infrastructure projects. development of the request for proposals for a design, build, The work led to Congressional enactment of the Transportation operate, maintain, and finance contract for implementation of Infrastructure Finance and Innovation Act. the first segment of the high-speed rail system between Haddad has participated in several TRB activities on rail Orlando and Tampa. transportation for many years: he has been a member of the “The need for implementation of high-speed rail systems in Committee on Intercity Rail since 1992 and currently serves as Florida has been well established,” asserts Haddad. “Statistics Vice Chair. He was a member of the committees on Guided provide a clear picture of the tremendous increase in intercity Intercity Passenger Transportation, Safety Research Related to travel demand, coupled with a limited increase in the supply High-Speed Rail and Maglev Passenger Systems, Review of the of intercity transportation facilities around the state.” Federal Railroad Administration Research and Development Haddad has played an instrumental liaison role with the Program, and an Assessment of Federal High-Speed Ground Florida legislature, the governor’s office, and Florida’s con- Transportation Research and Development—which issued sev- gressional delegation. The Florida legislature recently approved eral reports to Congress on the status and adequacy of pro- findings concluding that implementation of high-speed rail grams administered by the Federal Railroad Administration. service in the state would result in significant transportation, In his other professional affiliations, Haddad served as an economic, social, and environmental benefits, and that public associate member of the High-Speed Ground Transportation use of high-speed rail systems should be encouraged. Rail Association and a past chairman of American Society of Over the course of his career, Haddad has been a leader of Civil Engineers' High-Speed Ground Transportation Committee. many successful projects for Florida’s High-Speed Rail Author- Licensed by the Florida Board of Professional Engineers, ity, Department of Transportation (DOT), and High-Speed Rail Haddad received a bachelor’s degree in civil engineering from Transportation Commission. Between 1999 and 2001, he was the University of Florida and a master’s degree in business
TR NEWS 222 SEPTEMBER–OCTOBER 2002 TR NEWS 222 SEPTEMBER–OCTOBER responsible for establishing a partnership—among Amtrak, administration from Florida State University. 34 PROFILES ......
Hank E. Dittmar Great American Station Foundation
ank E. Dittmar, President and Chief Executive From 1993 to 1998, Dittmar was executive director of the Officer of the Great American Station Founda- Surface Transportation Policy Project, a national coalition for tion, headquartered in Las Vegas, New Mexico, transportation reform. He served as the manager of legislation fosters community economic development by and finance at the San Francisco Bay Area Metropolitan Hrevitalizing rail stations and by promoting transit-oriented Transportation Commission, as director of the Santa Monica development (TOD). (California) Airport, and as a senior analyst for the Santa “Our organization is conducting case-study research into Monica bus lines. successful TOD and investigating TOD’s financial perfor- Active with the Transportation Research Board (TRB), mance, traffic and parking generation, and place-making Dittmar has served on a variety of committees and project attributes,” he reports. “We are developing a TOD taxonomy panels, including the Transit Cooperative Research Program that correlates land use densities, transit service levels, and project panels on transit policy research, on the role of tran- urban design characteristics with different scales in the evolv- sit in creating livable metropolitan communities, and on com- ing metropolitan structure.” bating global warming through sustainable surface For more than 20 years, Dittmar has been instrumental in transportation policy. He also has participated on the Research developing and advocating regional and national policies on and Technology Coordinating Committee (Highways) and on the committees for a study for a future strategic highway research pro- “Transportation is a means, not an end in gram and for the evaluation of the con- itself, and it is important for research gestion mitigation and air quality improvement program. institutions to hear a variety of voices about “Participation in TRB study com- mittees has been both a particularly the ultimate goals of transportation in terms challenging endeavor and a rewarding of the economy, the individual, the one for me,” he reflects. “The process of using research and evidence to bring environment, public health, and social equity.” people of diverse backgrounds and opinions towards consensus is fascinat- ing and worthwhile.” transportation and the environment, metropolitan sprawl, Dittmar adds, “Transportation is a means, not an end in transit- and pedestrian-oriented development, and commu- itself, and it is important for research institutions to hear a nity revitalization. During the Clinton Administration, he variety of voices about the ultimate goals of transportation in was appointed to the White House Advisory Committee on terms of the economy, the individual, the environment, pub- Transportation and Greenhouse Gas Emissions and chaired lic health, and social equity.” the Metropolitan Working Group of the President’s Council Dittmar’s professional work has been recognized with on Sustainable Development. Currently Dittmar is cochair of awards from diverse organizations, including the National the Center for Neighborhood Technology and a board mem- Trust for Historic Preservation, the American Society for Pub- ber of the Congress for the New Urbanism and the Surface lic Administration, the Women’s Transportation Seminar, and Transportation Policy Project. the Aircrafts Owners and Pilots Association. “I look forward to the next few years in transportation He is a member of the editorial boards of the Journal of
research,” he notes. “I think we are seeing a change in the Transportation and Statistics and the Journal of the American TR NEWS 222 SEPTEMBER–OCTOBER 2002 demands that elected officials and the general public are going Planning Association, and he has authored several recent arti- to place on transportation officials—no longer are we going to cles, including “ISTEA and the New Era in Transportation operate in modal silos, and no longer will we be able to argue that Policy,”“Sprawl, the Automobile and Affording the American if we had more money for infrastructure and research the prob- Dream,” and “Will September Eleventh Bring Us Together or lems will go away.” Push Us Apart? The War on Terror and Metropolitan Struc- He points to specific challenges and a role for research: “Our ture.” He has also contributed to The New Transit Town (forth- problems with congestion, air quality, and public health are prov- coming, 2003). ing intractable, and the public will demand better performance Dittmar holds a master’s degree in community and regional and more integration. It will be up to the research community to planning from the University of Texas, Austin, and a bachelor’s develop the performance measures to set us on that track.” degree from Northwestern University. 35 NEWS BRIEFS P OSITIVE NCRST-H comprises researchers at the University S
YSTEMS of New Mexico’s Earth Data Analysis Center, the Uni- versity of Utah’s Center for Natural Technological Hazards and DIGIT Lab, GW’s Space Policy Institute and Department of Geography, and Oak Ridge National Laboratory’s Center for Transportation Analysis. The U.S. DOT’s Research and Special Pro- grams Administration provides substantial funding. For a copy of the report, contact Ryan Carter (tele- phone 202-994-7292) or go to the website, www. gwu.edu/~spi/.
Report Pulls for Passenger Rail The National Association of Railroad Passengers (NARP) has issued a report, “Modern Passenger Trains: A National Necessity—Analysis and Recom- mendations,” recommending a new approach to upgrading and expanding the nation’s “largely neglected” rail system to “21st century standards” to Images taken from space provide “a real travel choice for Americans.” Key rec- allow analysts to identify Data from Space May Bolster ommendations include potential security Transportation Security vulnerabilities. Data from space-based observation systems can assist ◆ Creating a “long-range vision for an expanded in protecting the nation’s transportation infrastruc- intercity rail network that connects all regions and ture from terrorist attacks, according to a report, metropolitan areas of the country and serves all “Remote Sensing for Transportation Security,” released important transportation routes,” with funding in August by the Space Policy Institute at the Elliott partly through a rail trust fund. School of International Affairs, George Washington ◆ Giving Amtrak an emergency grant to ensure University (GW). maintenance of all current routes and services and “Identifying and reducing vulnerabilities through “repair and return to service [of] all passenger rolling the use of remote sensing technologies would help stock now idled.” security professionals protect our vast transportation ◆ Transferring ownership—but not control—of system,” said Ray Williamson, Research Professor at Amtrak infrastructure to the U.S. Department of the Space Policy Institute. “Our recommendations to Transportation (DOT), which would be “responsible the U.S. DOT call for establishing interoperability stan- for funding the maintenance and development of dards for remote sensing transportation information, these assets as publicly owned facilities to support” which will then be utilized by security officials at the all forms of rail service. federal, state, and local levels.” ◆ Mandating that “Amtrak’s Board of Directors The report is the product of a workshop convened be appointed to represent all regions” and include at GW by the National Consortium for Safety, Hazards, “elected officials, business leaders, and consumers.” and Disaster Assessment for Transportation Lifelines Improving and expanding all types of intercity (NCRST-H) to assist transportation officials in meet- passenger rail services. ing the threat of terrorist activities. At the workshop, ◆ Focusing debate “on strategies that will allow experts in transportation, remote sensing, and other rail to realize its full potential in serving public needs, geospatial technologies explored issues related to the not on ones that seek only to reduce further—or protection of critical transportation infrastructure and eliminate entirely—federal support of intercity rail identified potential applications for the technology. service.” Follow-up workshops will focus on specific elements of the nation’s transportation infrastructure. According to NARP’s report, “Even though public Remote sensing includes three applications: use of Amtrak’s existing trains is high, lack of adequate from space, allowing analysts to examine changes capital funding over the three decades of Amtrak’s in surface features; from aircraft, showing areas in existence has greatly limited its ability to satisfy the
TR NEWS 222 SEPTEMBER–OCTOBER 2002 TR NEWS 222 SEPTEMBER–OCTOBER detail; and from the ground, offering detailed “real- nation’s growing demand for transportation….” 36 time” observation. For more information, visit www.narpail.org/. NEWS BRIEFS
Bridge Rebuilt in Record Time Innovative contracting measures and construction techniques, as well as successful coordination among Oklahoma DOT, U.S. DOT, and private-sector con- tractors has reopened the I-40 Bridge in eastern Okla- homa in record-setting time—65 days instead of the usual 6 months. The bridge, which crosses the Arkansas River near Webbers Falls, Oklahoma, was struck on May 26 by a barge that had veered several hundred feet from the river’s navigational channel, collapsing 4 bridge spans and killing 14 people. Oklahoma DOT asked contractors to submit A+B bids. Contractors bid on (A) the work and (B) how soon they believe they can complete the work. Incen- tive–disincentive provisions in the hourly contract also expedited construction. A technology that uses computer chips to measure the temperature and strength of the concrete kept engineers informed of any irregularities that occurred during construction. Other innovations included pre- Construction on I-40 Bridge in Webbers Falls, Oklahoma, was expedited using new technologies and innovative contracting measures. cast concrete and heat-straightening to repair damaged steel girders. The repair process applied a limited amount of heat in specific patterns to the deformed the ability to make immediate repairs to our road and regions of damaged steel in repeated heating and cool- bridge system that minimize economic impacts and ing cycles, gradually straightening the material. provide needed mobility and safety to motorists.” said “The success of the innovative approaches sends an Mary Peters, head of the Federal Highway Adminis- important signal to all Americans that our nation has tration (FHWA).
INTERNATIONAL NEWS
Institute Makes Inroads in Mongolia The American Concrete Institute (ACI) has exported its certification program to Mongolia, where eight students have passed certification tests for ACI Concrete Field Testing Technician–Grade I. ACI con- ducted two certification sessions in the past year, one in the capital city of Ulaanbaatar and the second in Darkhan. ACI Examiner M. R. Hansen, a professor at the South Dakota School of Mines and Technology, spearheaded the certification sessions through a university exchange program. Since his curriculum incor- porates ACI Concrete Field Testing Technician–Grade I certification, Hansen approached ACI to arrange for delivery of exam materials to Mongolia. The language barrier was the biggest hurdle. “The Mongolian stu- dents could read and write well in English, but they had difficulty speaking the language,” Hansen says. “I spent quite a bit of time M. R. Hansen (center) prepares to demonstrate the unit-weight test to explaining the technical terminology.” a group of Mongolian students. Hansen sees the ACI certification as an important step in improving the quality of concrete in Mongolia. “Mongolia is about Mongolian chapter of ACI and conducted the First Annual Mongo- 50 years behind the United States in terms of construction meth- lian Concrete Conference. Hansen plans to return in June 2003 to ods and technology,” he explains. “Virtually no construction stan- administer additional certification exams, with the recently certified dards are in place now.” students handling the preliminary instruction. During a yearlong stay in Mongolia, Hansen and Southern Illinois For more information, contact John Nehasil (telephone 248-848- University–Edwardsville Engineering Professor Luke Snell formed a 3788 or e-mail [email protected]) or visit www.concrete.org/. 38 TR NEWS 222 SEPTEMBER–OCTOBER 2002 ESBRIEFS NEWS tions, strengthened advocacyandoutreach programs topromote andregulatoryindustry responsiveness tosafetyrecommenda- NTSB, sheimproved the accidentreporting process, increased tigations, includingthecrashofAmericanAirlinesFlight587.At largest airtraffic controland foroperatingtheworld’s system. istration and( oroperating admin- docket number, identificationnumber, ceedings by regulatory andpubliccommentselectronically accessibletothepublic. ments, adjudicationdocu- whichmakes rulemakings, the docket managementsystem, registered users eachtimeagovernment documentispostedontheInternetin initiativeto sendsane-mail alert U.S.DOT activities.The regulatory low U.S.DOT A new isnow electronic available notificationservice for peoplewhowanttofol- PEOPLE INTRANSPORTATION Blakey movesfrom NTSB,where shemanagedaccidentinves- To visithttp://dms.dot.gov/. register orfor more information, Users canregister toreceive notificationsof( ainC Blakey C. Marion b pin hthv eea,tia,orsmallbusinessimpact. tribal, ) optionsthathave afederal, You’ve DOT GotMail—From U.S. ing the safety of the nation’s airways ing thesafetyofnation’s responsible forregulating andadvanc- September 13,2002.Shewillbe (FAA)tion’s 15thAdministratoron in astheFederalAviation Administra- Administration (NHTSA),wassworn of theNationalHighwayTraffic Safety Board (NTSB)andpastAdministrator the NationalTransportation Safety Marion C.Blakey, formerChairmanof Nation’s Airways New Administratorfor “America’s Surface Transportation“America’s Programs: Meet- September 2003.AU.S.DOTinformationalbrochure, (TEA-21), whichtookeffect inJune1998,expires in be submittedinwriting. of comments,ideas,andanalyses.Commentsalsocan grams. AnInternet-basedsiteisopenforsubmission surface transportation pro- thorization ofthenation’s U.S. DOTprepares aproposal toCongress onreau- has invitedindividualsandgroups toparticipate asthe U.S. Secretary ofTransportation NormanY. Mineta Surface Transportation Programs Public CommentSoughtonFuture on theU.S.DOTwebsite. requesting commentsonreauthorization are posted grams. Thebrochure andthe participate inshapingthesurface transportation pro- and informationonhowindividualsgroups can accomplishments, core principles forreauthorization, ing theNewChallenges,”includesalistofTEA-21 The Transportation EquityActforthe21stCentury a ) specificrulemakingsorpro- Federal Register of theTransportation Research ExecutiveCommittee. Board’s East Affairs. Advanced InternationalStudies,forgraduateworkinMiddle of Virginia andattendedJohnsHopkinsUniversity, Schoolof tional studiesfrom Washington Mary CollegeoftheUniversity ing ontransportation issuesandtraffic safety. ciates, aWashington, D.C.,publicaffairs consultingfirmfocus- previous Presidential appointments. Humanities, andtheWhiteHouse.Blakeyalsohasreceived four Department ofEducation,theNationalEndowmentfor after holdingkeypositionsattheDepartment ofCommerce, the resource toenhanceaviationsafetyandaccidentinvestigations. opment oftheNTSBAcademyasanationalandinternational safer travelinallmodesoftransportation, andfurthered devel- As FAA Administrator, Blakeybecomesanexofficio member degree withhonorsininterna- Blakey received abachelor’s From 1993to2001,shewastheprincipalofBlakey&Asso- From asNHTSAAdministrator, 1992to1993,Blakeyserved notice Seventh Street, SW, Washington, DC20590. Room PL-401,DocketNumberOST-2002-12170, 400 send writtencommentstoDocketClerk,U.S.DOT, (click onSurface Transportation Reauthorization); eventually chaired theRailwaySystemSection. member ofseveralTRBtechnicalcommitteesand related standingcommitteesin1976.Way asa served firstrailroad- One outcomewasthecreation ofTRB’s state ofrailroad research, andassessedresearch needs. lems confronting therailroad industry, reviewed the Federal Railroad Administration. Railroad Research Study, fundedbyAARandthe AAR liaisonmembertotheTRBCommitteefor as his involvementinTRB1975,whenheserved utive Committeeforalmostsevenyears,Way began died inJune.Anexofficio memberoftheTRBExec- Test attheAssociationofAmericanRailroads (AAR), George Way, formerVice President forResearch and 1930–2002 George H.Way, Jr., IN MEMORIAM engineering department. and OhioRailroad andinthePennsylvania Railroad worked intheresearch department oftheChesapeake Technology Center, Inc.Before joining AAR,Way gram, leadingtothecreation oftheTransportation ment headWilliam J.Harris,Jr., toexpandthe pro- and Test Department, workingcloselywithdepart- To submitcommentsonline,visitwww.dot.gov/ He spent nearly two decades in AAR’s Research He spentnearlytwodecadesinAAR’s The studycommitteeanalyzedissuesandprob- TR NEWS 222 SEPTEMBER–OCTOBER 2002 39 Although based on limited analysis, recent research has docu- research Although based on limited analysis, recent Pavement Performance the Long-Term The data available from a Michigan State University of East Lansing has been awarded For further information contact Amir N. Hanna, TRB (telephone Washington State University at Pullman has been awarded a at Pullman has been awarded State University Washington Hanna, TRB (telephone For further information contact Amir N. How Do Design and Construction Features Do Design How Influence Pavements? level, climatic conditions, and For specific site conditions—traffic of flexible and rigid and performance subgrade type—the response layer thickness and mate- pavements depend not only on pavement but also on other design and construction features, rial properties, base, and shoulders. including type and details of subdrainage, (measured on pavement response of these features mented the effects by type and (measured by deflection and strain) and performance is needed to research Further or smoothness). extent of distress on pavement of these features enhance understanding of the effects and establish their importance, determine their relative response, of performance. levels contributions to achieving different studies, including instrumented Specific Pavement Studies’ test sec- informa- expected to provide are Carolina, tions in Ohio and North analysis. rigorous tion needed for a more 20-50(10/16), $299,301, 24-month contract [NCHRP Project of design effects FY 2002] to determine (1) the pavement response and construction for specific site conditions and (2) the contribu- levels different to achieving tions of design and construction features will be limited to new (nonrehabili- The research of performance. pre- tated) flexible and rigid pavements; the findings will provide between pavement response liminary information on the relationship for features guidance for identifying appropriate and performance, data for improving pavement types, and recommendations different collection activities. 202-334-1892, e-mail [email protected]). Cooperative Research Programs News Programs Research Cooperative Aggregate Improve To Methods Test Specifications fine aggregates and angularity of coarse and shape, texture, The particle and unbound and hydraulic cement concrete used in hot-mix asphalt on pavement system have significant effects base and subbase layers vary widely with the type and source These properties performance. specifica- aggregate techniques. Current and processing of aggregates these properties, of the measurement address tions do not directly the test results. and use of interpretation causing inconsistent 4-30, FY 2002) to contract (NCHRP Project $499,987, 24-month use in central and field laboratories— identify or develop—for and angularity texture, suitable test methods for measuring shape, asphalt and hydraulic used in hot-mix characteristics of aggregates base and subbase layers of highway and unbound cement concrete highway agency personnel pavements. These test methods will help used in highway pavements. for aggregates specifications improve 202-334-1892, e-mail [email protected]). service to National Adolf D. May, Jr. Adolf D. May, Michael D. Meyer Joseph A. Mickes Millar W. William Carl L. Monismith Muri Wayne R. Paul Harold Alan E. Pisarski H. Richardson Herbert Carlton C. Robinson John M. Samuels Shackelford Wayne M. Spreitzer William Kathleen E. Stein Leslie Sterman Joseph M. Sussman Michael S. Townes van Loben Sels James W. Wachs Martin C. Michael Walton David N. Wormley pro bono pro HIGHLIGHTS
Electronic links to websites and TRB’sElectronic active elec- To view past newsletters and to subscribe, visit TRB’s To TRB staff scour the Internet for federal, state, uni- TRB staff Individuals recognized have served with distinction on Individuals recognized in the recognized veterans were The following TRB tronic publication policy mean that readers have access publication policy mean that readers tronic to many new TRB publications days—and sometimes just hours—after their release. Join the more than 4,000 transportation professionals than 4,000 transportation Join the more TRB’s receive who regularly research new transportation infor- Each week, subscribers get short, e-newsletter. mative, and timely updates on the TRB news and pub- lications. TRB’s New Transportation Research Transportation New TRB’s E-Newsletter website at www.TRB.org or contact Russell Houston, website at www.TRB.org (e-mail rhouston@ Board Research Transportation nas.edu). versity, and international transportation research news to research and international transportation versity, and useful the most relevant bring e-newsletter readers information. TRB H. Norman Abramson Lillian C. Borrone Dwight M. Bower L. G. (Gary) Byrd Canby Anne P. E. Dean Carlson Ray Chamberlain Joseph M. Clapp John A. Clements D. Dahms Lawrence Thomas B. Deen Charles E. Dougan Fisher John W. David J. Forkenbrock Francis B. Francois Louis J. Gambaccini John Gray J. Harris, Jr. William Lester A. Hoel Lowell B. Jackson Thomas D. Larson committees of the National Academies. Membership in the committees of the National and new designations will be made Associates is for life, This year’s National Associates will be announced annually. in December. Associates: 2001 class of National Research Council and Institute of Medicine programs. programs. Council and Institute of Medicine Research 2002 Associates To Be Announced by Be Announced To 2002 Associates Academies National pro- National Academies Associates of the The National to the contributions extraordinary gram recognizes through National Academies 40 TR NEWS 222 SEPTEMBER–OCTOBER 2002 SHELF BOOK modeling; andpedestriansbicycles. freight transport modeling;logisticsandsupplychain transport design,andoperations; planning,service mental impactanalysisfortransport systems;public ment, route control, andcongestionpricing;environ- demand modeling,includingdynamictraffic assign- tems; analyticaltechniquesforroad safety;travel agement, andtraffic control; intelligenttransport sys- research. Topics includetraffic flowtheory, traffic man- international stateoftheart intraffic andtransport University ofSouthAustraliainJuly2002presents the This formalproceedings ofasymposiumheldatthe $217, hardcover; ISBN:0-08-043926-8;730pp. Pergamon. M.A.P. Taylor, ed.Kidlington,Oxford: 2002; Symposium onTransportation andTraffic Theory Proceedings ofthe15thInternational Century: Transportation andTraffic inthe21st Theory rail passengerservices. scenarios forpolicyinnovationsthatcouldimprove national orstatelevel.Theauthorsuggestsseveral lead andwhetherefforts willbepursuedatthe whether publicorprivateorganizations willtakethe intheUnitedStatesandCanada: senger service key choicesthatmustbemadeaboutthefuture ofpas- rail intheUnitedStates,authorhighlightstwo rail inNorth America. and describestheobstaclestorenewing passenger North Americaninstitutionalandpoliticalcontext implications oftheforeign experienceswithinthe term financialstability. Theauthorconsidersthe long- future, alongwithsolutionsfortherailcarrier’s ground forthecontinuingdebateoverAmtrak’s thisbookprovidesspeed railservice, usefulback- and shortcomings ofEuropean andJapanesehigh- Examining howpolicymakersshapedthesuccess 2211-2; 334pp. ton, Kentucky:2002;$29.95,hardcover; ISBN0-8131- Anthony Perl.TheUniversityPress ofKentucky. Lexing- in theTwenty-First Century RethinkingRailPassengerPolicy New Departures: tact thepublisherlisted. publications. Forordering information, con- The bookslistedinthiscolumnare notTRB After reviewing severalfalsestarts onhigh-speed $36. Subscriber categories:bridges,otherstructures, galloping are examined. fying structures andsignconfigurationssusceptible to galloping effects, tightening anchorbolts,andidenti- able-message signsandmethods formitigating tions foranchorrods. Theloadsresulting from vari- of thestructures andontherecommended specifica- the design,installation,inspection,andmaintenance visions inAASHTO’s Design examplesshowapplicationofthefatiguepro- NCHRP Report469 Signal, Sign,andLightSupports Fatigue-Resistant DesignofCantilevered Subscriber category: planningandadministration(IA). 2002; 84pp.;TRBaffiliates, $12.75;nonaffiliates, $17. applicable tostripseals. sented. Manyoftherecommended guidelinesare guidelines; andananchoragedesignexampleare pre- specifications; materials,fabrication,andconstruction tance ofthesystems.Recommendedperformance test and testequipmentfortheprequalification andaccep- for modularbridgejointsystemsand( Traffic Signals tural SupportsforHighwaySigns,Luminaries,and develop ( Details are presented ontheresearch methodsusedto NCHRP Report467 Joint Systems TestingPerformance forModularBridge (VIII); marinetransportation(IX). public transit(VI);rail(VII);freight transportation (IC); highwayandfacilitydesign(IIA);aviation(V); (IA); energy andenvironment (IB);transportationlaw $17. Subscribercategories:planningandadministration offers newtrainingmaterials. case studiesforretrospectives onindirect effects, and improved toolsforpractitioners,analyzeshistorical Transportation Projects ance forEstimatingtheIndirect Effects ofProposed the research publishedas transportation projects. Acontinuationandupdateof defining andanalyzingtheindirect effects ofproposed provide guidanceandaframeworkforpractitioners tion (availableonlineas The deskreference anditscompanionslidepresenta- NCHRP Report466 of Proposed Transportation Projects Desk Reference forEstimatingtheIndirect Effects TRB Publications 2002; 268pp.;TRBaffiliates, $27;nonaffiliates, 2002; 99pp.;TRBaffiliates, $12.75,nonaffiliates, a ) recommended performance requirements (2001) . Standard SpecificationsforStruc- The Report offers guidanceon , thisReport alsopresents NCHRP Web Document43 NCHRP Report403:Guid- b ) testmethods ) TR NEWS 222 SEPTEMBER–OCTOBER 2002 41 TCRP ) con- (updated in 2000; CRP-CD-17 —a multimedia CD- (updated in 1992) and (updated in CRP-CD-16 2002; 81 pp. + CD-ROM; TRB affiliates, $12.75; non- 2002; 81 pp. + CD-ROM; TRB affiliates, $15.75; nonaffiliates, 2002; 146 pp.; TRB affiliates, 2002; 57 pp. + CD-ROM; TRB affiliates, $21; non- $21; TRB affiliates, 2002; 57 pp. + CD-ROM; Transportation Systems Transportation Response to Transportation Document 12: Traveler Web Handbook System Changes, Interim constitute a references three available online). These sys- on urban transportation multifaceted resource A CD-ROM ( tem characteristics. affiliates, $17. Subscriber category: public transit (VI). $17. Subscriber category: affiliates, in the Workforce Managing Transit’s New Millennium TCRP Report 77 needs and the prospects industry workforce Transit The Report explored. for the coming decades are guidelines for employers assessing work- provides best practices for recruiting needs; describes force employees; and identifies ways to and retaining between manage- enhance or establish partnerships ment and labor for attracting, training, and main- taining a qualified workforce. public transit (VI). $21. Subscriber category: and Integrating Collecting, Processing, GPS Data into GIS NCHRP Synthesis 301 The integration of Global Positioning System (GPS) a geographic information sys- data with data from departments transportation tem (GIS) can provide with a planning organizations and metropolitan tools. set of planning and programming powerful ROM presentation on the case studies and on cur- on the ROM presentation for public transit—is services that PHVs provide rent included. tains supporting materials and is included with the materials and is included tains supporting Report. categories: planning and $28. Subscriber affiliates, transit (VI). administration (IA); public Industry Vehicle The Role of the Private-for-Hire in Public Transit TCRP Report 75 transit services categorizes the public This Report I vehicles (PHVs). Part by private-for-hire provided of a national survey of PHVs, documents results diversifi- toward which indicate a continuing trend on inde- cation of operators and a heavy reliance II summarizes eight pendent contractor drivers. Part funding, U.S. case studies and draws conclusions on and other roles, public-private selection processes, characteristics. ) estimating Characteris- a ) determining the b Characteristics of Urban —is a companion to two 2002; 48 pp.; TRB affiliates, $11.25; nonaffiliates, 2002; 48 pp.; TRB affiliates, 2002; 95 pp.; TRB affiliates, $12.75; nonaffiliates, 2002; 95 pp.; TRB affiliates, 2002; 117 pp.; TRB affiliates, $15.75; nonaffiliates, 2002; 117 pp.; TRB affiliates, Recommended Practice for Evaluation of Metal- Recommended Practice for Evaluation of Applications Systems in Geotechnical Tensioned NCHRP Report 477 for ( evaluates procedures This Report $15. Subscriber category: maintenance (IIIC). $15. Subscriber category: A Procedure for Assessing and Planning Nighttime A Procedure Highway Construction and Maintenance NCHRP Report 475 for highway is presented A decision-making process work agencies evaluating night work and alternative quan- a comprehensive, provides times. The Report plan titative basis for selecting the most cost-effective maintain- for ensuring the safety of public workers, impact, and minimizing community ing capacity, completing the work on schedule. $17. Subscriber category: safety and human perfor- safety $17. Subscriber category: mance (IVB). Evaluation of Roadside Features to Accommodate to Features Evaluation of Roadside Drive and 4-Wheel Minivans, Pickup Trucks, Vans, Vehicles NCHRP Report 471 a study of light- findings from relays The Report and the light-truck market. truck characteristics and crash-test crash-data, Computer-simulation, of widely used performance studies examined the when impacted by vehicles highway safety features features in the light-truck subclasses and found the satisfactory for most impacts. and hydraulics and hydrology (IIC); materials and con- (IIC); materials and hydrology and hydraulics struction (IIIB). the design life of metal-tensioned systems in new geotechnical installations and ( Demand tics of Urban Travel Characteristics of Urban Travel Demand Characteristics of Urban Travel TCRP Report 73 the updates Report—which This comprehensive 1978 and 1988 editions of U.S. DOT’s $21. Subscriber categories: soils, geology, and founda- $21. Subscriber categories: soils, geology, tions (IIIA); materials and construction (IIIB). condition and remaining service life of systems condition and remaining for recommendations in place. Included are already predic- nondestructive testing and an appropriate tion model to assess the condition and remaining service life of metal-tensioned systems. other volumes: U.S. DOT’s 42 TR NEWS 222 SEPTEMBER–OCTOBER 2002 TRB Publications Subscriber category: publictransit(VI). tion, andwireless capabilities—are discussed. tions—including tripplanning, real-time informa- Costs, promotion, accessibility, andnewdirec- site content,design,marketing, andadministration. opment andsynthesizescurrent practices forweb- experiences oftransitagencieswithwebsitedevel- munications programs. Thisreport documentsthe studies—extending transitmarketingandcom- postings, procurement information, andplanning aswellemployment and specialservices, tion onfares, scheduling,routes, disruptions, service portation agencyhasawebsitetoprovide informa- largeAlmost every andmidsizepublictrans- TCRP Synthesis43 UseofTransitEffective Websites foundations (IIIA). hydraulics, andhydrology (IIC);soils,geology, and and theenvironment (I);bridges,otherstructures, $17. Subscribercategories:planning,administration, and thecostsofmitigation. igation isevaluatedtodeterminesuccessorfailure, monitoring andhowsitesare monitored; howmit- used fordeterminingtheneedmitigationand ects andthemethodsofassessment;procedures the typesofecologicalimpactsfrom highwayproj- and riparianhabitats.Issuessummarizedinclude ecological mitigationmeasures foraquatic,wetland, practices oftransportation agenciesimplementing concerns. ThisSynthesisdocumentsthecurrent research, innovation,andadaptationtoregional impacts onnaturalhabitatshaveimproved through as part ofhighwayprojects. Efforts tomitigate ing, andmonitoringecologicalmitigationactivities been responsible foridentifying,designing,fund- Since theearly1970s,transportation agencieshave NCHRP Synthesis302 Mitigation ofEcologicalImpacts control (IVA). tion (IA);highwayoperations,capacity, andtraffic $15. Subscribercategories:planningandadministra- ciated withGPS–GISintegration. maps andreduce theseverityofproblems asso- step methodthatcanhelpimprove thequalityof GPS andGISdataintegrationidentifiesasix- thesis focusesonthemajorissuesassociatedwith However, theprocess isnotproblem-free. ThisSyn- 2002; 79pp.;TRBaffiliates, $12;nonaffiliates, $16. 2002; 100pp.;TRBaffiliates, $12.75;nonaffiliates, $11.25;nonaffiliates, 2002; 65pp.;TRBaffiliates, mental andeconomic effects ofe-commerce, Results are reported forresearch intotheenviron- Transportation Research Record1763 Issues Multimodal andMarineFreight Transportation $29. Subscribercategory: public transit(VI). ing anautomatedpeoplemoverinIndonesia—are parking practices,andseveralcasestudies—includ- issues forpresignals, railstationgovernanceand ban electricrailways,current applicationsand sit. Pedestrianwarningandcontrol devices,interur- Papers present anarrayofresearch onpublictran- Transportation Research Record1762 Service Ferry Center Circulation Systems,LightRail,and Transit Rail,CommuterMajor Activity (IIIB). $48. Subscribercategory: materialsandconstruction tion testing. issues; andstatisticallybasedmethodsforverifica- density measuringsystem;nighttimeconstruction behindvibration-based,onboardtheory asphalt Road project. Othertopics discussedincludethe Superpave implementation,andtheParis–Lexington Washington StateDepartment ofTransportation’s Superpave®specification, highlighted: NewJersey’s struction management.Specificcasestudiesare quality assurance,bridgesandstructures, andcon- in fourtopicareas: pavements, managementof This Record addresses materialsandconstruction Transportation Research Record1761 2001 Construction $15. Subscribercategory: publictransit(VI). taining onboard electronic equipment. implementing, operating,and,inparticular, main- on theseniormanagersresponsible forprocuring, electronic systemsandequipment.Thereport focuses ing employeesforadvancedonboard electricaland cedures andresources usedbytransitagenciesintrain- passengers usebuses.ThisSynthesisdocumentspro- ing thewaytransitagenciesoperatebusesandhow New applicationsofautomotiveelectronics are chang- TCRP Synthesis44 Training forOn-Board BusElectronics examined. 2001; 56pp.;TRBaffiliates, $21.75; nonaffiliates, 2001; 158pp.;TRBaffiliates, $36;nonaffiliates, 2002; 63pp.;TRBaffiliates, $11.25;nonaffiliates, TR NEWS 222 SEPTEMBER–OCTOBER 2002 43 2001; 172 pp.; TRB affiliates, $37.50; nonaffili- affiliates, 2001; 172 pp.; TRB $54; nonaffiliates, 2001; 267 pp.; TRB affiliates, $36; nonaffiliates, 2001; 151 pp.; TRB affiliates, $49.50; nonaffili- 2001; 242 pp.; TRB affiliates, ates, $50. Subscriber category: materials and con- category: ates, $50. Subscriber struction (IIIB). Data and Information Technology Transportation Record 1768 Research Transportation on topics including presented are results Research to number of rail conversion of weight of freight planning data, cars, transferability of transportation traffic temporal and spatial variations of real-time and the use of the Global Posi- data in urban areas, and school bus routing tioning System to improve flow data- scheduling. Case studies examine freight characteristics in bases in South Africa and traffic the Arab Gulf region. and administra- planning $72. Subscriber category: tion (IA). Pavement Management, Monitoring, and Accelerated Testing Record 1769 Research Transportation analysis to pavement performance relate Topics deterioration methods, develop- with probabilistic strategy for min- maintenance ment of a preventive pavement damage, data imizing roughness-related smart- collection and management of instrumented flexible pavement sections, and fatigue per- road formance of piezoelectric weigh-in-motion sensors. pavement design, manage- $48. Subscriber category: (IIB). ment, and performance Design of Structures 2001 Record 1770 Research Transportation and findings on issues, procedures, Examined are debris flow simulation escape adits for tunnel safety, dynamic loading of culverts, for highway cross and bridge type selec- bridges, public participation structures of concrete and strengthening tion, repair posttensioning application of corrective through and memory with shape alloys, and more. forces bridges, other struc- ates, $66. Subscriber category: (IIC). and hydraulics and hydrology tures, asphalt millings and cement-emulsion mix, hydraulic and cement-emulsion asphalt millings conductivity of laboratory-compacted asphalt mix- under asphalt concrete for constitutive relations tures, on hot-mix gradation effects high rates of loading, and more. asphalt performance, 2001; 66 pp.; TRB affiliates, $23.25; nonaffiliates, 2001; 66 pp.; TRB affiliates, 2001; 42 pp.; TRB affiliates, $18.75; nonaffiliates, 2001; 42 pp.; TRB affiliates, 2001; 259 pp.; TRB affiliates, $54; nonaffiliates, 2001; 259 pp.; TRB affiliates, 2001; 144 pp.; TRB affiliates, $31.50; nonaffili- affiliates, 2001; 144 pp.; TRB Asphalt Mixtures 2001 Asphalt Mixtures Record 1767 Research Transportation characteristics of cold-pressed addresses This Record $31. Subscriber category: materials and construction $31. Subscriber category: (IIIB). Asphalt Binders 2001 Record 1766 Research Transportation techniques Papers focusing on asphalt binders review in asphalt binder rheological for determining errors asphalt stiffness between Superpave data, correlations and in-service low-tempera- pavement performance, binder specification development, and a sample ture tension testing. for direct preparation $25. Subscriber category: highway operations, capac- $25. Subscriber category: (IVA). control and traffic ity, High-Occupancy Vehicle Systems and Demand High-Occupancy Vehicle Management 2001 Record 1765 Research Transportation commuting, a modeling A debate on proximate a method for assessing to parking policy, response per- high-occupancy toll-lane usage and network of Washing- formance, and an estimation of effects ton State’s volumes on traffic program trip-reduction $72. Subscriber category: pavement design, manage- pavement $72. Subscriber category: ment, and performance. Assessing and Evaluating Pavements Assessing and Evaluating Record 1764 Research Transportation of mea- This volume contains papers on the effects rutting, on near-surface contact stresses tire sured seasonal temperature rut-depth measurements, envi- on flexible pavements, and a virtual effects data management sys- for a transportation ronment basic analysis measurement are tem. Also addressed Japan and advantages and limits of dif- data from pro- signal-processing profile roughness road ferent applied in Europe. cedures regional intermodal freight transport flows and pro- transport freight intermodal regional planning models, a risk assessment jections, freight of selected hazardous for national transportation considerations for the materials, and security tracking and tracing system. real-time ParcelCall transportation categories: freight ates, $42. Subscriber (IX). 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