TR NEWS

NUMBER 242 JANUARY–FEBRUARY 2006

3 New York City’s Subway Century: Rail Transit’s Role in Growth and Development 3 Thomas R. Jablonski October 2004 marked the centennial of New York City’s first subway line. This account of the first 100 years shows how the subway enabled the city’s development and sustained its economic growth by improving the quality of life for a range of citizens, by spurring commercial development and the creation of the skyscraper skyline, and by increasing real estate values and broadening the city’s tax base. 8 The Renaissance Man of New York’s Subways: William Barclay Parsons, Transportation Engineer Extraordinaire Tom Malcolm Best known for his work designing the New York City subway system more than 100 years ago, William Barclay Parsons also was a renowned military engineer, a prolific author, a respected community leader, and a consultant for transportation systems around the world. He modeled his belief that the complexity of designing and building 16 modern infrastructure demanded engineers who were managers as well as technicians. 14 POINT OF VIEW Developing Around Transit: Challenges for Cities and Suburbs Robert T. Dunphy Much of the interest in new transit investments is occurring in places where transit is a novelty, yet many established transit markets are struggling to maintain services. Reinforcing a strong market with consistent public policies can produce successful transit districts, this author maintains. The project must be attuned to the real estate development market, and developers must appreciate the special opportunities of transit. 16 Laboratories for Addressing Critical Issues: State Departments of Transportation Test Out Solutions— Reports from the Transportation Research Board’s 28 2005 Field Visit Program State departments of transportation and other transportation organizations are actively addressing the challenges identified in TRB’s latest edition of Critical Issues in Transportation. The 2005 field visits by senior program officers in TRB’s Technical Activities Division yielded many examples of how transportation organizations representing a variety of disciplines and modes are testing out solutions. Institutional Issues, 17 Data and Information Technologies, 19 Aviation, 20 Freight Systems, 21 Highways, 22 Marine and Intermodal, 25 Rail, 26 Public Transportation, 26

COVER: Marking the 100th anniversary of the New York City subway system, October 27, 2004 (in center window, left to right:) New York Lt. Governor The latest edition of Critical Issues in Transportation, assembled by Mary Donohue, Metropolitan Transit TRB’s Executive Committee, is included in this magazine as a special Authority Chairman Peter S. Kalikow, and Mayor Michael Bloomberg ride pull-out insert between pages 20 and 21. an antique subway car through the restored City Hall station, the original system’s first stop. (Photo by Mike Segar, Reuters) TR NEWS features articles on innovative and timely 28 SIGNALS research and development activities in all The Dramatic Failure of U.S. Traffic Safety Policy: modes of transportation. Brief news items of interest to the transportation community are Engineering Is Important, Public Policy Is Crucial also included, along with profiles of transpor- Leonard Evans tation professionals, meeting announcements, Until the mid-1960s, the United States was the world leader in traffic safety, but by summaries of new publications, and news of 2002, the nation’s ranking had dropped from 1st to 16th place in terms of deaths Transportation Research Board activities. per registered vehicle. If the focus of U.S. traffic safety policy would shift from vehicle factors to such road-user behaviors as speeding, alcohol consumption, TR News is produced by the traffic law violation, and belt wearing, the number of fatalities could be reduced by Transportation Research Board half, this researcher and safety expert argues. Publications Office Javy Awan, Editor and Publications Director Patricia Spellman and Erika Hunter Lloyd, Assistant Editors ALSO IN THIS ISSUE: Jennifer J. Weeks and Jennifer Correro, Photo Researchers Juanita Green, Production Manager 32 Research Pays Off Michelle Wandres, Graphic Designer Bikeways to Prosperity: Assessing the Economic Impact of Bicycle Facilities TR News Editorial Board Neil F. Hawks, Chairman Judson J. Lawrie, Thomas P. Norman, Mary Meletiou, and Sarah W. O’Brien Walter J. Diewald Frederick D. Hejl 34 Profiles Timothy Hess Mark R. Norman Transportation attorney Michael E. Tardif and transportation policy Stephan A. Parker adviser John Mason Barbara L. Post A. Robert Raab 36 TRB Highlights Transportation Research Board Robert E. Skinner, Jr., Executive Director 38 Bookshelf Suzanne B. Schneider, Associate Executive Director Mark R. Norman, Director, 40 Calendar Technical Activities Stephen R. Godwin, Director, Studies and Information Services COMING NEXT ISSUE Anthony N. Mavrogiannis, Director, Administration and Finance Robert J. Reilly, Director, How can researchers find the fast lanes on the transportation information super- Cooperative Research Programs highway? Articles in the March–April TR News offer practical pointers and new Neil F. Hawks, Director, Special Programs directions. Photographic highlights and summary reports from TRB’s 85th Annual TR News (ISSN 0738-6826) is issued bimonthly by the Meeting round out the issue. Transportation Research Board, National Research

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Notice: The opinions expressed in articles appearing U.S. Secretary of Transportation Norman Mineta cuts the ribbon to inaugurate the national in TR News are those of the authors and do not necessarily reflect the views of the Transportation celebration of the 50th anniversary of the Interstate Highway System, January 23, at the Research Board. The Transportation Research Board American Association of State Highway and Transportation Officials (AASHTO) exhibit at and TR News do not endorse products of manufac- the TRB 85th Annual Meeting. Participants include (front row, left to right:) William W. turers. Trade and manufacturers’ names appear in an Millar, American Public Transportation Association; Gary Ridley, Oklahoma Department of article only because they are considered essential to Transportation (DOT); Gloria Jean Jeff, Michigan DOT; Robert E. Skinner, Jr., TRB; Secretary its object. Mineta; John C. Horsley, AASHTO; and T. Peter Ruane, American Road and Transportation Printed in the United States of America. Builders Association. Copyright © 2006 Transportation Research Board. All rights reserved. TR NEWS 242 JANUARY–FEBRUARY 2006 3 Establishing itself as the nation’s leading financial Forging a Vision City’s rapid transformation into the leading New York of the United metropolis States was linked inextricably infrastructure in the transportation to improvements An urban arch- a challenging geography. that overcame capitalized in the early 19th century ipelago, New York on an unusually good system of rivers and bays to grow in southern Man- a settlement of 60,000 clustered from city of almost 3.5 million by hattan to a booming port 1900, when it was second in the world only to London. center and a magnet for business and employment, paradox. The most con- faced a troubling New York gested and populous city was attracting ever-increas- at the same time, the ing numbers of immigrants. Yet the city’swaterways that had spurred initial success had become the most serious impediment to sustained THOMAS R. JABLONSKI he subway has shaped New York City. he subway has shaped New York than any other public works pro- More the subway has gram or municipal project, shaped the city’s development and sus- The innovative, early 20th century transit system tained its global competitiveness over the past 100 years. The subway’s impact on the city’s profound in the outer and development—particularly growth that of the city’sboroughs—surpasses other widely such as the Brook- projects, acclaimed infrastructure Moses’ highway network. lyn Bridge and Robert well—astill serves metropolis the 21st century trib- ute to visionary planning and advanced engineering design. The October 2004 centennial of New York’s an occasion to look back at first subway line provides how dramatically the city was transformed in the years built. that the subways were T

) Subway Rail Transit’s Development and Role in Growth

SUBWAY CENTURY

NEW YORK CITY’S

P , R , S M OOBY HOTO EUTERS EGAR IKE Photo above: The author is Deputy Chief Planner, Department of Capital Management, Program City Transit. New York ( train prepares to leave Square 42nd Street Times station, October 27, 2004—the 100th anniversary of the opening. system’s 4 TR NEWS 242 JANUARY–FEBRUARY 2006 1901. train breaksdown,circa Sixth Avenue elevated 1899. Lower EastSide,circa Bowery, inManhattan’s pedestrians onthe Traffic, transit,and to transitoperationsalsofacilitatedthesechanges. The openingoftheBrooklyn andWilliamsburg Bridges conventional notionsofcommutingdistanceandtime. trolley cars,andelevatedsteamtrains—begantochange transit modes—includinghorsecars,cableelectric rapid transitemerged inthe19thcentury. Manyofthese could livewithinapracticalcommutetojobs. growth byseverely limitingtheareas where people

But nochangewouldbeasradicalandquickthat theboomingpopulation,earlyformsof serve To

B P RINCKERHOFF ARSONS subway in such areas as Harlem, Hell’s Kitchen,the subway insuchareas asHarlem,Hell’s old 19thcenturyelevatedsteamrailwaysandthefirst the highestpopulationdensityinworld. thread-and-needle tradesandlightindustrieshad Side, waswithinwalkingdistanceofthe Lower East crowded tenementdistricts.Thelargest, Manhattan’s ulation wasconcentratedinolder, severely over- Between 1900and1910,mostofNewYork pop- City’s Development Catalyst forResidential city’s taxbase. city’s by increasing real estatevaluesandbroadening the ment andthecreation oftheskyscraperskyline,and a rangeofcitizens,byspurringcommercial develop- and developmentbyimproving thequalityoflifefor far greater extentthancouldhavebeenimagined. development. TheplanbenefitedNewYork Citytoa modern cityplanningefforts torationalizeurban asaninstrumentof wide subwaynetworktoserve ers promoted constructionofamore extensivecity- to itsdownfallwithoutmanagedgrowth. Theselead- continued economicsuccessandprosperity couldlead populationcongestion. coverage torelieve thecity’s the dayitopenedandwastoolimitedingeographical first subway, however, wasseverely overcrowded from subway system,whichbeganoperatingin1904.The introduced bytheunderground, electricallypowered

Other tenementdistrictshadbeenbuiltalongthe The subwayinfluencedNewYork growth City’s Visionary municipalleaderssawthatNewYork’s

B P RINCKERHOFF ARSONS TR NEWS 242 JANUARY–FEBRUARY 2006 5

PRINCETON UNIVERSITY LIBRARY 1925 transit information poster published by the Interborough Rapid placed Company, Transit the 1904 opening of New first subway in its York’s proper historical context. FIGURE 1 Population follows transportation: the opening of new subway lines relieved overcrowding by shifting population density and growth to the outer boroughs. The IRT and BMT lines reached into undeveloped and BMT lines reached The IRT of century problems the early 20th By reducing

Building a Vertical City Building a Vertical 19th cen- Four technological innovations of the late architec- tury enabled the skyscraper—the “ultimate York’s of capitalism” and the symbol of New ture dominate Manhattan’sfinancial preeminence—to sky- the passenger elevator; metal-skele- line. These were load-bearing ton construction, which replaced and later with structural masonry walls with cast iron steel; electric power and light; and rapid transit. areas; the IND reinforced many lines already in service. many lines already the IND reinforced areas; of the city’sBy 1940, nearly 90 percent population of subway or 7.5 million lived within one-half mile of a an elevated rapid transit line. the qual- population congestion, the subway improved enduring legacy. ity of life for New Yorkers—an C Y N MTA T ORK EW RANSIT ITY The tenements lacked natural light and fresh air natural light and fresh The tenements lacked Manhattan’s population density in 1910 average to the population congestion from The threats for amount of land was opened a greater As a result, The expanded subway’s fare, low-cost five-cent Most of the city’s 1910 from net population growth flow, and the cramped apartments did not have hot apartments and the cramped flow, Contagious dis- bathrooms. running water or private criminal activities proliferated. eases and a variety of despite the availability of This bleak situation persisted land in other or underdeveloped vast expanses of open York. New of Greater parts with compared (RPA), acre per was 189 residents and Queens (21 RPA), Bronx the (45 RPA), Brooklyn sections composed These less crowded (5 RPA). land area New York’s of Greater nearly three-quarters population, of its but housed less than 20 percent to and because the daily commuting time and cost Manhattan’sfrom not employment districts were practical. of New the massive expansion wider society spurred subway system between 1913 and 1940. During York’s of subway this era, the city built 180 route-miles tunnel lines—including 12 bridge and subaqeous the river barriers overcoming crossings—effectively Brooklyn, to integrate Manhattan geographically with Queens, and the Bronx. city’sdevelopment than at any other time in the his- and Developers followed the new subway lines tory. low-density extensions to construct decent, affordable, families. housing for middle-class and working-class The bucolic, rural landscape of the city’s outlying areas of tree-shaded by long rows was quickly replaced single- houses, private with a mix of apartment streets spaces. and two-family homes, and open recreational I, War devalued by significant inflation during World person in of even the poorest was within the reach This was the primary catalyst for the devel- the city. in the neighborhoods opment of new residential allowing dispersal of the city’souter boroughs, grow- ing population. within the new transit-oriented to 1940 occurred developments, as the population density outside of with the construction of new Manhattan increased 1). The city’ssubway lines (Figure population rose steadily until about 1930, when the Interborough Transit and Brooklyn-Manhattan (IRT) Rapid Transit completed. Growth largely (BMT) subway lines were continued at a slower rate until 1940, as the Indepen- built. dent (IND) subway lines were South Bronx, and Brooklyn’s Williamsburg and Bush- and Brooklyn’sSouth Bronx, Williamsburg many from New immigrants, wick neighborhoods. into to crowd continued eastern Europe, southern and buildings in of low-quality tenement a limited supply these districts. 6 TR NEWS 242 JANUARY–FEBRUARY 2006 development. and industrial residential, commercial, spurring intense landscape ofQueens, changed therural in 1917,completely shown atRawsonStreet Queens Boulevard, Flushing Linealong The extensionofthe cialty shopssoon followed.Thesubsequentconstruc- Station, andotherdepartment storesRailroad andspe- from theplannedconstruction of thePennsylvania Sixth AvenueSquare,Street oneblock and toHerald Store relocated Department from 14th 1902, Macy’s retail districtbeganbefore thefirstsubwayopened.In ionable 19thcenturyresidential area intoaleading growth anddevelopment. congestion wouldhavestuntedNewYork’s economic tion ofemployment.Without thisaccessibility, traffic subway stationentranceswere neareveryconcentra- meet thedemandforoffice spaceinprimelocations. hattan, more andtalleroffice buildingswere builtto struction ofadditionalsubwaylinesinLowerMan- elevatedcablerailway.Brooklyn Bridge’s With thecon- ing theManhattanelevatedsteamrailwaysand byearlierformsofrapidtransit,includ- district, served largesthattan alreadyoffice building wastheworld’s to labor, influencingcontinuedgrowth. way provided Manhattan-basedbusinesseswithaccess to commutejobsinManhattan;moreover, thesub- affordability enabledhundreds ofthousandspeople capacity,business districts—thesubway’s speed,and central daytime workerpopulationsinManhattan’s The subwaymadepossibleanextraordinary densityof York’s developmentintoavertical cityofskyscrapers. geographically, thesubwayalsoplayedarole inNew

Midtown Manhattan’s transformationfrom afash- Midtown Manhattan’s With thecompletionofIRT andBMTlines, When thesubwayopenedin1904,LowerMan- residential areasPivotal inspreading outthecity’s

T C Y N MTA RANSIT ITY ORK EW opment, inturn,madetheneedforsubwaysacute. scrapers andtheaters.Thistypedensityofdevel- “crossroads oftheworld.” tainment districtandbecameknownasthe premier hotel,theater,oped intothecity’s andenter- at thenexusofseveralsubwaylines,quicklydevel- structed closetoMidtownsubwaylines.TimesSquare, State Buildings,were con- Chrysler andEmpire the 55millioninLowerManhattan. lion square feetofoffice spaceinMidtownsurpassed second centralbusinessdistrict.By1935,the60mil- opment, theMidtownarea evolvedintoManhattan’s trict remained thefocusofnewoffice buildingdevel- development. nal, addedimpetustothenorthward movementof struction andimprovement ofGrandCentralTermi- tion oftheIRT andBMTlines,togetherwiththerecon- enced a160percent increase inlandvalues during parts ofthecitytodevelopment. NewYork experi- provided theaccessibilitynecessaryforopening upall but remained stableinLowerManhattan. business district,landvaluesincreased inMidtown sequently, asmore subwayswere builtthrough each olderbuildings.Con- expense ofLowerManhattan’s New Midtownoffice developmentsfilledupatthe it outpacedLowerManhattaninsizeandimportance. subways after1913acceleratedMidtowngrowth, until effect onlandvaluesinManhattan.Thebuildingof sites adjacenttothenewsubwaystations. increasing thelandvaluesofcommercial development sustain profitability. Thisnecessitatedmore subways, office buildingdevelopmentsgrew denserandtallerto way linewasseventimesthatoflandfarther away. Queens, andtheBronx withinone-halfmileofasub- lines. By1935,theaveragevalueoflandinBrooklyn, population followedtheconstructionofnewsubway ously undevelopedareas oftheouterboroughs, asthe public policysupport. market demandfornewdevelopment,andproactive tator, alongwithastrong regional economy, the bility thatthesubwaysprovided wasaprimaryfacili- for—and valueof—thelandincreased. Theaccessi- centralbusinessdistricts,thedemand Manhattan’s within areasonable andinexpensivecommuteto farmland areas ofBrooklyn, Queens,andtheBronx As thesubwaysbrought thepreviously woodedand Broadening theTax Base The subwaysbrought hugecrowds tothesky- signature art decoskyscrapers,the Manhattan’s Throughout the1920s,althoughfinancialdis- The constructionoftheIRT andBMTsubwaylines constructionhadaredistributive The subway’s In Manhattan,aslandbecamemore expensive,new The greatest riseinvaluesoccurred intheprevi- TR NEWS 242 JANUARY–FEBRUARY 2006 7 The subways encouraged The subways dense Manhattan’s growth. The commercial skyscrapers iconic city’s would have been impractical without the speed, and capacity, of subway affordability service for Manhattan’s of hundreds of thousands workers. Munici- New York University New York Simon and Schuster, New York, Simon and Schuster, Princeton Architectural Press,Princeton Architectural New 1935. Land Values in New York in Relation to Tran- in New York Land Values Columbia University Studies in History, Eco- Columbia University Studies in History, Population Growth of New York City by Districts, of New York Population Growth Consolidated Edison Company of New York, 722 Miles: The Building of the Subways and How Tunneling to the Future: The Story of the Great Sub- of the Great The Story to the Future: Tunneling Form Follows Finance: Skyscrapers and Skylines in In the 21st century, the subway remains crucial to the subway remains In the 21st century, way Expansion That Saved New York. way Expansion That Saved New York. 2001. Press, 1910–1948. December 1948. sit Facilities. University Press, No. 333. Columbia nomics and Public Law, 1930. New York, and Chicago. New York 1995. York, They Transformed New York. New York. They Transformed 1993. Lines in the City of New York, Along Rapid Transit pal Engineers Journal, Resources Derrick, Peter. Hood, Clifton. Edwin H. Spengler, Carol. Willis, Plant, Irving M. Law, Edward M. Real Estate Values and Population Growth M. Real Estate Values Edward Law, the city in keeping and attracting business, holding the city in keeping and attracting business, tax base. the jobs, and strengthening and creating is levels of capital investment Continuing the current for 2005 in the capital program critically important and to 2009 and beyond, to maintain progress into a subway system momentum to bring the entire safe, reliable, helping to ensure state of good repair, will make service. and efficient The capital program strategic investments in new subway infrastructure of the congestion and to open up new areas to relieve city for development—as was done 100 years ago. At the beginning of the 1980s, New Yorkers expe- At the beginning of the 1980s, New Yorkers Coming Full Circle completed in When the subway system was largely 1940, the city’s a maturation had reached growth 2.9 million point, with a population of 7.5 million and today’s from 8.1 mil- workers—not much different subway and 3.6 million workers. The lion residents lifeline, sustaining its eco- continues to be New York’s it is the subway, Without nomic and physical vitality. a great would have remained unlikely that New York the world’s leading city in finance, commerce, city, for much of the past century. and culture subway when rienced life without a safe and reliable the system nearly collapsed after many years of Authority (MTA) Transit neglect. The Metropolitan then embarked on one of the biggest public works in American history—a series of cap- efforts rebuilding than $40 billion in current more worth ital programs the infrastructure. and reinvigorate dollars—to restore began in 1982, and after nearly a quar- The programs ter of a century of continuous investment, the results The dra- apparent. are capital programs of the MTA pas- subway system has regained matically improved numbers, making it a primary factor sengers in record City’s resurgence. in New York the 25-year span from 1905 to 1929. The increased 1905 to 1929. The the 25-year span from financed many other munici- tax revenues estate real the con- including improvements, pal infrastructure the 1930s. struction of the IND subway lines during 8 TR NEWS 242 JANUARY–FEBRUARY 2006 Parsons Brinckerhoff Photographs courtesyof Meeting, January 2005. TRB 84thAnnual Brinckerhoff, atthe CEO ofParsons former President and by JamesL.Lammie, based onapresentation York. Thisarticle is Brinckerhoff, New department ofParsons communications in thecorporate The authorisaneditor and visitNewYork. cient transportation tothosewholivein,work The systemParsonsdesignedprovides fastandeffi- pating thefuture growth andneedsofNewYork City. system—was acknowledgedasvisionaryinantici- ing, third-rail electricpower, andafour-track express including hisdecisionstousecut-and-covertunnel- that openedonOctober27,1904. William Barclay Parsons,whodesignedthesystem THE Cut-and-cover construction ofthesubwayearned thename“Parsons’s ditch.” TOM MALCOLM William Barclay Parsons,Transportation EngineerExtraordinaire MAN R W One hundred yearslater, design— Parsons’s ENAISSANCE invoked more oftenthanthatof October 2004,nonamewas centennial ofitssubwaysystemin hen NewYork Citycelebratedthe partnership withhisyoungerbrother, HarrydeBerke- Streetbusiness at22WilliaminLowerManhattan, following year, heestablishedaconsultingengineering first ofmanypublications. Railroad andpublishedtwotechnicalmanuals,the graduated in1882.HethenwenttoworkfortheErie record forthehighestgrade pointaveragewhenhe School ofMines,settingthe enrolled intheColumbia After earningadegree from ColumbiaCollege,he He received mostofhisearlyeducationinEurope. family thattraceditshistorytotheRevolutionaryWar. Parsons wasborninNewYork in1859toaprominent Solid Foundations Subways of NewYork’s Parsons marriedAnnaDeWitt Reedin1884.The ley Parsons, a mechanical engineer. The brothers col- laborated on railroads, bridges, water supply systems, and hydroelectric plants. The firm continues today as Parsons Brinckerhoff, with headquarters in New York City and 9,000 employees in 150 offices worldwide.

Subway Dreams Plans for subterranean mass transit in New York City date to the mid-19th century. In 1870, inventor Alfred Ely Beach built a block-long pneumatic tube subway, powered by a large fan, underneath Broadway. Although the scheme elicited amazement, it was not a practical, large-scale solution to the city’s need for mass transit. New York continued to rely on a network of elevated railroads, streetcars, and horse-drawn car- riages. Meanwhile, London opened the world’s first subway in 1863. Parsons initially allied with the Arcade Railway group, which offered a plan first proposed in 1866 to create an underground street below Broadway with a Parsons swings the pickax to start construction on the subway at Bleecker and four-track rail flanked by sidewalks and stores. Parsons Greene Streets. eventually broke away from the Arcade Railway and in 1885 joined the rival New York District Railway. friends spoke pityingly of my wasting my time on The District Railway proposed a shallow excava- what they considered a dream.” tion with an improved ventilation system designed by In 1898, before he began work in earnest on the Parsons. In 1887, New York Mayor Abram S. Hewitt New York City subway, Parsons traveled to China to publicly identified Parsons as the leading expert on chart the course of a railroad from Hankow (Wu-Han) subways, and when the city formed a Rapid Transit to Canton (Guangzhou) through Hunan Province. Commission in 1891, Parsons was named deputy For a stretch of 500 miles, Parsons was “the first for- chief engineer. eigner ever seen,” according to his memoir, An Amer- The commission sought bids for its plan but ican Engineer in China. received none. In 1894, the commission reorganized Parsons also took time to study firsthand the great and chose the 35-year-old Parsons as chief engineer— underground transit systems in operation or planned an appointment that met open skepticism from some. in Europe. He traveled to London, Paris, and cities in “When I look back now I am glad I was not older,” several other countries. This survey convinced him Parsons later remarked. “I doubt if I could now under- that electric power would be superior to coal-fired take or would undertake such a work under similar steam, and that a system of shallow tunnels built by conditions….If I had fully realized what was ahead of cut-and-cover construction would be preferable to the me, I do not think I would have attempted the work. deep tunnels of the London Underground. The com- As it was I was treated as a visionary. Some of my mission adopted his report as the guiding document for the New York subway.

Parsons’s Design TR NEWS 242 JANUARY–FEBRUARY 2006 Parsons’s plan called for a rapid transit system beginning at City Hall in downtown Manhattan and extending northward through Harlem to Washing- ton Heights and the Bronx. From City Hall, the line proceeded north on the east side to what is now Grand Central Terminal on 42nd Street, then turned west to Times Square and north toward Harlem along the west side. Below 96th Street, the system employed a four- Charles T. Harvey, who designed and promoted the West Side and Yonkers Patent Railway, runs a test on track system—two tracks for local service and two Greenwich Street, 1867. The system experienced tracks for express. At 96th Street, one leg continued frequent breakdowns and closed in 1870. north to Washington Heights and the Riverdale sec- 9 used anearlyversionoftheimmersedtubemethod. Construction ofthetunnelunderHarlemRivertoconnectManhattanandBronx 10 TR NEWS 242 JANUARY–FEBRUARY 2006 Workers at149th Street andCourtlandtAvenue intheBronx,September1902. crossed atrussedarchbridge,stillstandingtoday. At Broadwayand125thStreet,thefirstsubwayline lated thesubway. Althoughtheairquality wasdocu- eventualpartner,sons’s Brinckerhoff). Henry veyed tothetrainsviaathird rail(co-inventedbyPar- westside—andcon- huge powerhouse onthecity’s was suppliedfrom aremote generatingstation—a ings andgratesprovided naturallight.Electricpower possible withelevatorsorescalators.Glass-blockceil- accommodated larger crowds thanwouldhavebeen Street. bridge stillstandingtodayat125th Valley viaductincludedarenowned trussedarch sion oftheimmersedtubemethod.TheManhattan nel undertheHarlemRiverwasbuiltwithanearlyver- Street toFort George in Washington Heights.Thetun- the northwest cornerofCentralPark;andfrom 157th Park AvenueStreet; under Street to42nd from 34th way forthesubway. cubic yards ofearth androck were excavatedtomake ditch.”More than3million derided as“Parsons’s commerce. Duringconstruction,thesubwaywas method, cut-and-coverdisruptednormallifeand rectangular boxforthesubwayunderneath. rerouted theutilities,covered thetrench, andbuilta struction—workers dugashallowtrench, removed or Most ofthelinewasbuiltwithcut-and-covercon- 5 milesofviaductand3deep-bore tunnel. nated neartheBronx Zoo. tion oftheBronx; anotherlegveered eastandtermi- The stairways and“blowholes”intheroofThe stairways venti- Most stationswere accessiblebystairs,which Three sectionsrequired deeptunneling—along Although itwasthepreferred construction The initialsystemtraversed20.5miles,including TR NEWS 242 JANUARY–FEBRUARY 2006 11 The however, reported however, declared, “This is the finest, handsomest, declared, New York Daily Tribune, New York . The The public and the press greeted the new subway greeted The public and the press The Sun An estimated 150,000 New Yorkers rode the sub- rode An estimated 150,000 New Yorkers was lots of noise of the hilarious, buoyant “There most complete and best equipped underground rail- most complete and best equipped underground way in the world.” with almost universal acclaim. “The subway is a with almost universal acclaim. “The subway than any said Mayor McClellan. “It is greater beauty,” dream.” of us dared “indescribable scenes of crowding and confusion, “indescribable scenes of crowding paralleled in this city.” never before City Hall Station was the starting point for the initial leg of the subway system. an estimated 25 miles per hour, took about 26 min- an estimated 25 miles per hour, 96th utes, reaching traditional boundary Street—the the or less justifying of Harlem—in 17 minutes, more City Hall to Harlem in 15 minutes.” slogan, “From varied. Newspaper reports way on opening day. kind, deal of celebrating of the inoffensive a great sort, to no end of joking and holiday spirit,” according World The Rapid Transit Construction Company, con- Company, Construction The Rapid Transit Com- As chief engineer of the city’s Rapid Transit Opening Day City Hall to 145th The initial leg of the system, from a distance of 9.1 miles, opened to the public just Street, years after construction began in 1900. four-and-a-half October 27, 1904, was a lav- The opening ceremony, took McClellan ish public spectacle. Mayor George of the first train to leave City Hall and the controls to according piloted it—somewhat haphazardly, accounts—to 103rd motorman then an official Street; the train to 145th drove ride, at The inaugural Street. mented as satisfactory, excessive heat and insufficient mented as satisfactory, used six complaints—Parsons had ventilation were In inflow. water to control layers of waterproofing chambers, 1905, work began on adding ventilation louvers, sidewalk gratings, mechanical fans, automatic Brooklyn and an experimental cooling plant at the ventilation. Bridge station to improve the subway by financier August Belmont, built trolled John B. under a concession granted by the city. and 10,000 to 12,000 McDonald was the contractor, system at employed to build the 20.5-mile men were at $50 mil- a cost estimated by newspapers of the day lion to $65 million, including equipment. mission, Parsons had “sweeping powers of supervi- to an account sion” during the construction, according by Belmont’sproduced Transit Rapid Interborough subway line was an early The IRT Company. (IRT) and outstanding example of a public–private partner- a through public infrastructure ship for producing design–build–operate–maintain arrangement. The powerhouse for the subway system was located on Manhattan’s west side. located on Manhattan’s The powerhouse for the subway system was 12 TR NEWS 242 JANUARY–FEBRUARY 2006 Queens bysubway. Digging outtheSteinwayTunnel belowtheEastRiver, toconnectManhattanand Street, 1904. Subway carsat125th lied reputation andcleanhands.” lic worksmaybecarriedtocompletionwithanunsul- and notedthatParsons“had[proved] thatgreat pub- est achievementofthetimeinmunicipalengineering” [Parsons’s] genius.” [Parsons’s] on therecords asanenduringmonumentto The NewYork Times The Globe wrote thatthesubway“willstand called thesubway“thegreat- adviser to San Francisco,Toronto,adviser to andDetroit. asatransportationBoston andPhiladelphia,served sit Commission,contributeddesignsforsubwaysin the LondonTube in1908.Hechaired theChicagoTran- sion onLondonTraffic andwasappointeda director of world. HewasadvisoryengineertotheRoyalCommis- brought thesubwaytoQueensunderEastRiver. (Queensboro) Tunnel. Thetunnelopenedin1907and Steinway rated againwithAugustBelmontonthe sion shortly aftertheopening,althoughhecollabo- transports 7.7millionpassengerseachweekday. lines and468stationsinfourboroughs, andwhich which includes722milesofrapidtransit,with26 tation Authority, nowownsandoperatesthesystem, City Transit, anagencyoftheMetropolitan Transpor- BMT, andIND—andconsolidatedthem.NewYork York City tookcontrol ofthethree lines—theIRT, built linesthatcompetedforpassengers.In1940,New System (IND), Subway the city-ownedIndependent Brooklyn–Manhattan Transit Corporation(BMT)and the early20thcenturyasrivalconcerns,including inevitable growth ofthecitywillrequire.” as future generationsofNewYorkers andthe to bebutabeginningofcomprehensive systemsuch be allthatNewYork Cityshouldhave,but…ishoped the opening,hesaid,“Therailroad isnotexpectedto from downtowntotheouterboroughs. Thedayafter expanding populationandthemovementofpeople rapidly would grow tomeetthedemandsofcity’s Parsons foresaw thatthesubwaysystemhedesigned The SubwayAfterParsons mated thedifficulty ofconstructingthecanal. When as hewasaboutthem,andsoam I.” William Barclay Parsons,isjustassanguineabout this same [thing]for20yearsor more. Ourengineer, subways: “ThesubwaysinNew York wentthrough the attempts tobuildacanalthe experiencewiththe 1907 groundbreaking, Belmontlikenedprevious ect heundertook inpartnership withBelmont.Atthe Cape CodCanalinMassachusetts,aformidableproj- instead foracanalwithlocks. recommendation forasea-levelcanalandopted President Theodore Rooseveltoverruledtheboard’s develop recommendations forthePanamaCanal. Commission andtheBoard ofConsultingEngineersto sion, ParsonswasappointedtotheIsthmianCanal After hisresignation from theRapidTransit Commis- Canals andOtherProjects As Parsonspredicted, thesubwayexpandedduring Nonetheless, BelmontandParsons underesti- Parsons wentontodesignasea-levelroute forthe Parsons alsoconsultedontransitsystemsaround the Parsons resigned from theRapidTransit Commis- TR NEWS 242 JANUARY–FEBRUARY 2006 13 Parsons commanded the “fighting engineers” of the Eleventh Engineers First Army’s I. War Regiment in World . Van Robert Engineers and an exhaustive Arno Press, New York, 1904. New York, Arno Press, The American Engineers in The American Parsons Brinckerhoff: The First 100 Years Parsons Brinckerhoff: Labyrinths of Iron: A History of the World’s Sub- of the World’s A History Labyrinths of Iron: Profoundly moved by the devastation of the moved by Profoundly . Quill William Morrow, New York, 1981. New York, Morrow, . Quill William Parsons recounted the experience of the Eleventh the experience Parsons recounted citizen of early 20th century New A prominent Parsons’s led to the dis- in Mayan culture interest of his life to Parsons devoted the latter part out- Parsons died in 1932 at the age of 73, with Parsons had explained his own accomplishments “I have failed utterly to discover any substitute for ways Nostrand Reinhold Company, New York, 1985. New York, Nostrand Reinhold Company, Construction and Equipment. Resources Bobrick, Benson. Bobrick, Benson. General, although he preferred the title of Colonel, he preferred General, although which is carved on his gravestone. in his book, Engineers of served Parsons as a member of the board York, to 1911 Public Library from trustees of the New York Columbia of his alma mater, 1932 and as a trustee years, including terms as chairman for 35 University, the administrative also chaired 1917 to 1932. He from Medical Center; he body of Columbia–Presbyterian in the structure’sdrove final rivet on May 24, 1926. He Trinity of New York’s was a vestryman and warden and a fel- a trustee of the Carnegie Institution, Church, and low of the National Academy of Arts Sciences. in the artifacts covery of significant archeological the engineer and Peninsula. He admired Yucatan the book, Fulton and authored inventor Robert and writing the 651-page researching France. to “the memory of all the he dedicated the book war, who fell in France...as a small American engineers and respect.” tribute of admiration Fulton and the Submarine. Interborough Rapid Transit Company, the New York Subway: Its the New York Company, Rapid Transit Interborough account of the major figures and their accomplish- account of the major figures he library, at the Vatican ments. After doing research by a cataloging system that was approved proposed from Pope Pius XI and implemented with assistance the Carnegie Institution. Engineering in the Renaissance, letters, standing accomplishments in engineering, His friend, military service, and philanthropy. of Columbia Uni- president Nicholas Murray Butler, of said that Parsons was “a true representative versity, and his of old New York, and refinement the culture and in philanthropy, in education, in religion, interest public serviceas did the all came as naturally to him incidents of life.” ordinary pointing only to perse- with characteristic modesty, work. verance and hard “I have found nothing to take work,” he wrote. hard the place of midnight oil. I am at a loss to know how to succeed except by plugging.” When the United States entered World War I in War When the United World States entered For his service to the Allied cause, Parsons He said that an engineer must have two abilities: com- in noting that the Parsons was also prescient Renaissance Man City sub- Best known for his work on the New York a military engineer, Parsons also was a renowned way, community leader in and a respected author, prolific City. New York 1917, Parsons was 58 years old, but he left his engi- neering practice to command the legendary Eleventh Engineers Regiment—the “fighting engineers”—of The Eleventh Engineers built roads, the First Army. bridges, and docks and also engaged in com- railroads, bat. In Cambrai, France, in 1917, some fought with their weapons dur- retrieving picks and shovels before ing a German attack. many honors, including the Distinguished received of the Legion of of Britain, the Office Service Order of of the Crown Honor of France, and the Order to Brigadier Belgium. In 1919 he was promoted “First, the technical skill; and second, the mind and “First, the technical skill; and second, the useful and the knowledge to conceive that which is in the long will be for the convenience of mankind [a project] run….It is not the design that governs and social but its adaptability to the economics that engineers must needs of the time.” He argued and “have the imagination to conceive all solutions the courage to innovate.” infrastruc- plexity of designing and building modern would demand that engineers be well-rounded ture engineer of managers in addition to technicians. “The will...be con- especially of the future, and more today, will have cerned not only with his calculations but also industrial to study men and their needs, questions of to leg- demand, the law of finance, and much in regard design, to islation. His it will be to conceive, to plan, to execute, and then to manage.” On Engineering On Engineering opinions on the role offered In his writings, Parsons He of the engineer in society. and the obligations technical narrow are the view that engineers rejected that engineers and engineering specialists, and argued economic development: “Of can influence social and is the one that enters all human activities, engineering of living, most into our lives, that gives us our means and permeates every fiber of the social fabric.” it opened in 1914, the canal proved difficult to navi- difficult 1914, the canal proved it opened in goals. In 1928, not fulfill the intended gate and did of assumed control Corps of Engineers the U.S. Army by successful, and made it commercially the canal and lengthening it, making it deepening, widening, waterway in the world. then the widest artificial 14 TR NEWS 242 JANUARY–FEBRUARY 2006 Use Committee. Transportation andLand member oftheTRB Washington, D.C.,anda Land Institute, Infrastructure, Urban Transportation and Resident Fellow, The authorisSenior Challenges for Cities Suburbs and Developing Around Transit VIEW POINT OF C ment, whichis perceived asmore ofa West Coast, believe thattheyhaveanytransit-oriented develop- transit citiessuchasBostonand Clevelanddonot around transit.Ironically, residents insometraditional necessary inestablishedmarkets thathavegrown up ridership necessarytosupport thenewproject. development around transitwillworktogeneratethe challenge ismakingthecasethatcompact,urban accustomed todriving.Thesecondandmore difficult middle-classpeoplewhoarework—that itwillserve to convincethelarger communitythattransitwill a twofoldchallenge.Thefirstchallengeisforadvocates South, Midwest,andWest,markets inthe transitfaces York,San Franciscotonontraditional Chicago,and only 3to5percent ofcommutersin2000. Minnesota—regions inwhichtransithadcaptured Houston, Texas; LasVegas, Nevada;andMinneapolis, of lightrailcities,whichinrecent yearshaveadded and Charlotte,North Carolina. Thetwojointheranks approved fundingforprojects inPhoenix,Arizona, housing. TheDenverLightRailstationisattherearincenter. The EnglewoodCityCenterproject,outsideDenver, Colorado,includescityhall,offices, retailshops,and ROBERT T. DUNPHY This kindofsmart growth linked totransitisalso In spreading from traditionalmarketssuchasNew The FederalTransit Administrationrecently will maketheinvestmentswork. create thesupporting developmentthat ments isenormous.Thechallengeto urrent interest inpublictransitinvest- urban planneddevelopments. growth andwalkablecommunitiesthatare large sub- new urbanistphenomenon—thatis,alliedwithsmart not thedevelopersorcities acknowledge it( highlights examplesthatmeet the goals,whetheror avoids thetermtransit-oriented developmentbut ing Around Transit: StrategiesandSolutionsThatWork, the planningandtransitliterature. devoted tothetopicoftransit-orienteddevelopmentin vey results, consideringthevastamountofattention of thismarketisseverely underrepresented inthesur- gests eitherthatnotmuchisoccurringorthesize 1 States. the United approximately 100transit-orienteddevelopmentsin Transit CooperativeResearch Program, identified ducted undertheTransportation Research Board’s Anationalsurvey,struggling tomaintainservices. con- sit isanovelty, yetmanyestablishedtransitmarketsare transit investmentsisoccurringinplaceswhere tran- The conundrumisthatmuchoftheinterest innew Aspects ofaConundrum Future Benefits. Transit-OrientedState ofthePracticeand Development: Transit CooperativeResearch Program Project H-27, Another aspectoftheconundrum isthatfrom a A newbookbytheUrbanLandInstitute, 1 This isapaltrynumber, whichsug- Develop- 1 ). TR NEWS 242 JANUARY–FEBRUARY 2006 15 presents IEW . Readers are V OINT OF opinions of contributing authors on transporta- tion issues. The views not neces- are expressed sarily those of TRB or TR News encouraged to comment in a letter to the editor on the issues and opinions presented. P The Mockingbird Station The Mockingbird development residential to Dallas stands adjacent Transit’s Area Rapid Mockingbird Lane Station. Urban Land Institute, Washington, D.C., 2005. Urban Land Institute, Washington, Successful development around transit is a chal- Successful development around Developing Around Transit: Strategies and Solutions That Transit: Developing Around Work. The first mixed-use transit project in Texas, Mock- in Texas, The first mixed-use transit project lenge for cities and suburbs. The transit project must lenge for cities and suburbs. The transit project estate development be attuned to the needs of the real the market, and developers in turn must appreciate of transit. special opportunities Reference and D. Porter. 1. Dock, M. McAvey, F. R., R. Cervero, Dunphy, Markets and Policies public poli- market with consistent a strong Reinforcing into successful transit cies can turn individual projects districts. One of the best examples in the United States is the Rosslyn–Ballston corridor in Arlington, Virginia. decades ago with the The vision that developed three and civic leaders has turned of public officials support high- a once-declining strip into a vibrant mix of office, dining, and entertainment. retail, density residential, The development is a massive fiscal success, giving Arlington County the region’s lowest tax rate. versa. When the city relaxed the requirement for sin- the requirement versa. When the city relaxed a retail gle-phase development, a new developer with The new momentum. orientation gave the project develop- experience demonstrates that in urban infill soft mar- location cannot make up for ment, a strong expectations. ket conditions or unrealistic ingbird Station is located adjacent to a Dallas Area station. The developer under- light rail Rapid Transit transit, stood the appeal of in-town living near pedestrian although the city would not assist with standards parking and would not relax improvements suburbs because of the light rail. In contrast, Dallas more and Plano have created such as Richardson their transit stations. urban development around , the Urban Land The market opportunities for urban infill develop- The market opportunities does not occur just Development, however, Block 37 in downtown Chicago was hard to develop despite the ready benefits of transit access in the Loop. Reshaping Development is friendly to tran- urban areas Building in established take development. Projects sit, but unfriendly to to build. The market is expensive more longer and are are high, and profits risks are often unproven—the conventional suburban projects In contrast, uncertain. Most but transit-unfriendly. development-friendly, are the chal- is expected in the suburbs; therefore growth to cre- conventional development lenge is to reshape transit choices. ate the kind of vibrant places that offer young with excellent in many older areas, ment are urban and empty nesters seeking a more professionals lifestyle, and with employers seeking neighborhoods employee amenities. In the report, more that offer in Real Estate: 2005 Trends Emerging for because of transit. Block 37 in downtown Chicago, the city example, has been vacant since 1990, when The loca- the land for mixed-use development. cleared tion is excellent, but the vagaries of the marketplace have foiled the city’s a mixed-use devel- plans to create market lacked suffi- opment in one phase—the office and vice business was strong, cient depth when retail Institute and PricewaterhouseCoopers ranked the Institute and PricewaterhouseCoopers and invest- near transit highest for development areas as the appeal of infill development, ment, reflecting well as the public’s congestion. frustration with traffic transit perspective, urban projects yield the greatest urban projects transit perspective, and support- expanding transit ridership leverage in in services.ing transit and offices New housing addi- service with good transit create neighborhoods often without the need for tional transit riders, accessible to adding transit service. Neighborhoods who would to new residents transit also give options like to avoid driving. 16 TR NEWS 242 JANUARY–FEBRUARY 2006 2005 FIELDVISITPROGRAM Reports fromtheTransportation ResearchBoard’s activities overthepastyear. the TRBstaff learnedfromthesevisitsand industry. transit andothermodal agencies, and also withrepresentativesof universities, state’s departmentoftransportationand meet on-sitewithrepresentativesofeach TRB annualfieldvisitprogram.staff of transportation. the publicandprivatesectorsonallmodes provide TRBstaff withinformation from thousands oforganizationsandindividuals nications, publications,andcontactwith standing committeemeetingsandcommu- sponsored conferencesandworkshops, community. TheTRBAnnualMeeting,TRB- information throughoutthetransportation mation ontheissues,anddisseminate current issues,collectandgenerateinfor- Board’s Technical ActivitiesDivisionidentify Specialists intheTransportation Research This reportpresentsasummary ofwhat A majorsourceofthisinformationisthe CRITICAL ISSUES ADDRESSING LABORATORIES Test OutSolutions State DepartmentsofTransportation FOR S critical issuesinclude issue of sions; and address theseissues. its foundthatstateDOTs andotherorganizations alreadyareatworkto including perspectivesfrom a varietyofdisciplinesandmodes.Thefieldvis- examples ofhowtransportation organizationsviewthesecriticalissues, 1 R’ recentlyreleasededitionof TRB’s www.TRB.org/publications/general/CriticalIssues06.pdf More detailsonthesecriticalissuesareavailableinthespecial insertinthis          organizations aredealingdirectlywiththechallengesidentifiedin tate departmentsoftransportation(DOTs) andothertransportation Safety: lostleadershipinroadsafety. Institutions: 20thcenturyinstitutionsmismatchedto21st centurymis- Infrastructure: enormous,agingcapitalstocktomaintain; Human andintellectualcapital:inadequateinvestment in innovation; Finance: inadequaterevenues; Equity: burdensonthedisadvantaged; Energy andenvironment:extraordinarychallenges; Emergencies: vulnerabilitytoterroriststrikesandnaturaldisasters; Congestion: increasinglycongestedfacilitiesacrossallmodes; TR News and ontheTRBwebsite. Critical IssuesinTransportation 1 The 2005fieldvisitsyieldedmany . These TR NEWS 242 JANUARY–FEBRUARY 2006 17   In Florida, 18 percent of 18 percent In Florida, the population is 65 2020, 25 By and older. the popu- of percent lation will be 65 or these, and of older, be almost one-half will than More 75 or older. of trips 80 percent and made by those 65 made in cars. older are State law mandates that the Idaho Trans- portation Department of maintain a staff retire, 1,833. As staffers the department must have suitable replace- ments available. In 2005, Missouri DOT started MoDOT Tracker, a comprehensive management perfor- mance measurement (www.modot. program gov/about/general_ “to info/Tracker.htm) assess how well we deliver services and to our products customers.” Did You Know? Did You

IOWA STATE UNIVERSITY Western State Paving, Western Design–build legislation is in effect or is pending in Design–build legislation is in effect issue is contracting with disad- Another pressing , the United of Appeals for the Ninth States Court Inc. v. Washington State Department of Transportation et State Department of Transportation Washington Inc. v. al. upheld the constitutionality of the disadvan- Circuit Equity of the Transportation taged business provisions Act for the 21st Century (TEA-21). The prevailing is that Con- policy in several federal judicial circuits must make a finding of discrimination to support gress as a the need for a disadvantaged business program or a state or program, component of the Congressional local government must collect data and make its own finding of need. The disadvantaged business program to the need of the jurisdiction in must be tailored which it is established. of as a builder of the transportation system. In addi- of as a builder of the transportation the con- tion, the transformation takes into account of full-time number tinually shrinking workforce—the in the 13,000 to 9,000 from employees has dropped past 10 years. Legal Issues about lawyers have ongoing concerns Transportation of projects. for the design and construction agreements on increasingly relying agencies are Transportation design–build and on public–private development or to quickly strategies, whether to complete projects feasible. gain the funding to make a project diverse, and many questions are 28 states. The laws are by many issues to be addressed creating unanswered, mechanism for contract disputes. the resolution vantaged business enterprises. In Civil engineering students gain first-hand instruction Civil engineering students gain first-hand at a highway reconstruction site in Iowa. ), a human right ), a management left ). center In addition to educating and training staff for suc- In addition to educating and training staff State DOT is completely reorganizing New York By 2020, 25 percent of all Americans will be age 65 By 2020, 25 percent an estimated 1,400 Pennsyl- years, In the past three has for senior staff suitable replacements Training cession to senior-level management, DOTs are seeking are management, DOTs cession to senior-level memory and knowl- the institutional ways to capture to the next edge of veteran employees to pass along a forum generation of leaders. In 2006, TRB is planning issues. this and other for state DOT CEOs to address called “the transformation.” The under a process emphasis is on the DOT’s as an operator instead role begun. Pennsylvania DOT’s for exam- Lead Program, for opportunities trains, and provides ple, recruits, professionals. is female transportation Carolina South to offer developing a Resident Engineering Academy intelligent training modules in seven subject areas: systems; construction management; transportation hydrology materials; administration; environment; offered management. Also and draining; and project online training tools for maintenance workers. are Pennsylvania DOT’s Lead Program has had success in Pennsylvania DOT’s creating a leadership path for women on staff. Participation in the program facilitated the promotions of Jill Reeder ( Policy and Organization Policy and the transportation has affected The graying of America of grappling with the problem are State DOTs sector. succession. workforce services transportation for those Providing or older. advance to drive will require no longer able who are the wave funding. Moreover, planning and significant the need boomers has created by baby of retirements qualified trans- and retain educate, train, to recruit, as successors. professionals portation of the percent vania DOT employees have retired—10 department’s agencies Other state transportation staff. with large the nation face similar challenges, across in the next 10 years. expected to retire numbers of staff Institutional Issues Institutional analyst supervisor, and Erin Sodan ( analyst supervisor, resource analyst in labor relations, shown with the Elizabeth project manager, mentoring program’s Threnhauser ( 2005 FIELDVISITPROGRAM Reports fromtheTransportation ResearchBoard’s 18 TR NEWS 242 JANUARY–FEBRUARY 2006

JAMIE L. FOX, JACOBS CIVIL, INC. Narrows Bridge. on thenewTacoma Enterprise Programwork and Women's Business Disadvantaged Minority Washington StateDOT's Contracting teamwith states. proposals aroundthe diverse legislative Florida, aresubjectsof Peace RiverBridgein produce projectslikethe arrangements, which Design-build and othertransportation professionals rely onthese face-to-face meetings,andprintedreports. Planners span avarietyofmediaandincludewebsitepostings, in communicatingwithstakeholders.Techniques Transportation plannersare becomingmore creative Planning to protect theinformation. Many believethatthelegalprocesses are notsufficient cations forpublicworksandtransportation projects. confidentiality ofsecurity-sensitiveplansandspecifi- systems. Agenciesare concernedaboutpreserving the structing, maintaining,andoperatingtransportation officials mustconducttheroutine businessofcon- legal issues.Despiteheightenedsecuritymeasures, transportation systemalsoraises establish theirown. dence ofdiscriminationormust can rely onCongressional evi- circuit courts onwhetherstates the differences betweenfederal problem. Thedecisionhighlights tailored aprogram toremedy the tion andtherefore couldnothave of minoritieswithinitsjurisdic- extent ofdiscriminatorytreatment collected datatodeterminethe finding; however, thestatehadnot in relying ontheCongressional State ofWashington wasjustified case, thecourt ruledthatthe

The securityofournation’s In theWesternState Paving

, WSDOT , E Z STRUS OE department’s projects andprograms.department’s board” provides agraphicperformance report onthe status reports toinformthepublic.Virginia’s “Dash- DOT havedevelopedpopularwebpagesandperiodic bicycle safety. Virginia DOTandWashingtonState briefings onspecifictransportation issues,suchas explanations ofhowtaxdollarsare beingspentto and decisionmakers. public, staff withintheagencyandatotheragencies, ferent anddiverseaudiences,includingthegeneral techniques topresent technicalinformationtodif- lic, includingcongestionandconstructionschedules. progressdepartment’s onissuesofinterest tothepub- Accountabilitywebpagedetailsthe State DOT’s for example,withregular lunchmeetings. signed memorandumofunderstanding, orinformal— ships. Thecommunicationcan beformal,aswitha communication iscriticalinforging strong partner- are criticaltoachievingthestateDOTmission,and partners inproviding transportation. Thepartnerships and transitproviders—and localagencieshavebecome such asmetropolitan planningorganizations (MPOs) with contractors. communication amongDOTstaff inalloffices and stormwater managementrequirements necessitate context-sensitive designprograms andthenew for communicationwithinagencies.Forexample, tools. Newgoalsandprocedures increase theneed and consultantsare otherimportant communication meet theofficials whokeepthecityoperating. opportunity tolearnhowthecityisgovernedand heads leadtheseminar, whichgivesresidents an six-week seminarforcityresidents. Citydepartment 3 2 Dougherty ( gather forareceptionwithMayorJenniferP. Residents whocompletedtheFrederick101course www.wsdot.wa.gov/accountability/default.htm. http://dashboard.virginiadot.org/default.aspx Communication withthepublicrangesfrom Resource agencies,othertransportation agencies— Brown baglunchesandtrainingcoursesforstaff Frederick City, Maryland, offers “Frederick 101,”a center ). 2 Washington 3 TR NEWS 242 JANUARY–FEBRUARY 2006 19  ) Stormwater Left: ) Pioneer road With fire dangers from dangers With fire brush overgrown dry, California along roads, DOT (Caltrans) is a getting its goats. In Caltrans pilot program, of 600 sent a herd the goats to munch on dry brush along Interstate 880 and Highway 238 in San The goats Leandro. to manage able were terrain the rocky without generating the noise and fumes of mowers and weed trimmers. When Arizona DOT in the roads improved Organ Pipe Cactus National Monument, the construction plan salvaging and required storing the top 6 to 8 inches of excavated soil during construction. The soil and seed collected in the park used to revege- were tate disturbed areas. Far left: management treatments installed before roadway construction. ( built within the footprint of the new US-60 near Phoenix, Arizona, to provide access to geotechnical and archaeological sites and testing. ( Did You Know? Did You

KIM FISHER 4 Installing cool or vegetated green roofs; Installing cool or vegetated green and vegetation; and Planting trees Switching to cool paving materials. “Heat islands”—urban air and surface tempera- surface air and “Heat islands”—urban illness rates of heat-related Cities experience higher Communities can take several steps to decrease The Trans- Safe, Accountable, Flexible, Efficient The U.S. Environmental Protection Agency’s Protection The U.S. Environmental Heat    www.epa.gov/heatisland/index.html. tures that are higher than surrounding rural areas— higher than surrounding that are tures and vegetation are on urban residents and their effects Heat islands form issue. environmental an emerging land cover with pavement, natural when cities replace the temperatures infrastructure; buildings, and other (5.6°C) warmer than the sur- up to 10°F can reach natural land cover. rounding do. The heat island effect areas and death than rural to temperatures summertime can contribute to raising to public health. Under certain levels that pose a threat the rate of heat also can increase conditions, excessive is, smog—pre- ozone formation—that ground-level to health and ecosystems senting an additional threat within and downwind of cities. reduction the impacts of heat islands. Heat island strategies include portation Equity Act: A Legacy for Users (SAFETEA- portation 4 Data and Information Technologies reflect to realigning are Statewide data programs priorities and to demonstrate the value of department Initiatives such as data for the delivery of programs. and measurement system performance transportation asset management accentuate the need for data shar- ing and integration. Island Reduction Initiative (HIRI) supports research Island Reduction Initiative (HIRI) supports strategies to develop heat island reduction programs aims to research for U.S. cities. HIRI-supported island understanding of the impacts that heat improve air strategies have on urban meteorology, reduction demand, and human health. energy quality,

LOUIS A. BARKER KIM FISHER ) land use plan- b ) mitigation at the receiving c ) control of the source, ( of the source, ) control a Quiet pavements—asphalt rubberized with recy- Quiet pavements—asphalt rubberized with the In addition to the benefits of noise reduction, Noise is one of the most pervasive environmental cled tires—are among the promising techniques for techniques among the promising cled tires—are being and are highway noise at the source controlling for example, Arizona DOT, the country. tested across way in under has a Quiet Pavement Pilot Program 115 miles of free- Maricopa County for resurfacing in noise levels of Early tests show a reduction way. about 4 decibels or more. for every lane-mile 1,500 tires will recycle program will examine the on the project constructed. Research the mainte- effectiveness, long-term noise reduction and the durability of the rubber- nance requirements, ized pavement. point—or path control. ning and control, and ( ning and control, Energy and Environment better striving to become agencies are Transportation air qual- to Approaches of the environment. stewards and other stormwater control, wildlife crossings, ity, research changing with new issues are environmental and practical experience. noise, the profes- transportation control impacts. To that approach” sion has embraced a “three-pronged involves ( New Hampshire DOT promoted bicycling and bicycle New Hampshire DOT promoted bicycling and safety in conjunction with the state fair. 2005 FIELDVISITPROGRAM Reports fromtheTransportation ResearchBoard’s 20 TR NEWS 242 JANUARY–FEBRUARY 2006 University. Materials, ArizonaState Excellence onSMART National Centerof under testingatthe cool pavementdesigns infrared thermographyof ( pavement-generated heat. pavement noise,aswell reduces levelsoftire– asphalt rubber, which Arizona, ispavedwith Interstate 17inPhoenix, blend. ( portland cementconcrete placed intoaconventional left: temperatures. ( surface andambient for thermalreadingsof Top left: ) Thermalsensors Right: ) Specialvehicle ) Handheld Bottom modity Flow Survey (CFS),andthedecennialcensus. Survey modity Flow National HouseholdTravel (NHTS),theCom- Survey continuation ofkeynationaldatasources—the impactandplanningtheresponse. a disaster’s geographic informationsystems(GIS)forevaluating of physicalassetsandforstrong analysistoolslike disasters haveconfirmedtheneedforgoodinventories of traffic flowsandtomakeextrapolations.Recent transportation systemsdatatoimprove understanding to thecapture, archiving, andanalysisofintelligent evant data. of traffic dataprograms toensure theavailabilityofrel- Officials (AASHTO)alsoisprompting thereevaluation State HighwayandTransportationican Associationof data. Therevised pavementdesignguideoftheAmer- analysis; thishasheightenedinterest inintegrating eral programs andorganizations, especiallyforsafety LU) includesrequirements forrelating datafrom sev-

The statedatacommunityisconcernedaboutthe Many DOTs are takingamore systematicapproach

SMART M SMART E C N K K G J ATERIALS ON XCELLENCE OF ENTER ATIONAL ALOUSH AMIL AND OLDEN AY to mappingare evolvingtoprovide technicalsupport. organizational structure, andstaffs formerlyoriented cations. MoststateDOTs are movingtoanenterprise agencywide unitsthatmanagedepartmentwide appli- portation, are leastavailable. trucking, whichisthelargest modeoffreight trans- quate detailforintermodalplanning,butdata maritime andrailroad freight data—provide ade- Some mode-specificdatasources—such as models. cient forready applicationtotraffic andplanning although thegeographicdetailoftenisnotsuffi- chase private-sectorfreight datafrom companies, Some agencieswillpur- patterns everyfiveyears. and theVehicleSurvey. InventoryandUse (CFS) Survey the pastyear—theCommodityFlow complex. Two nationaldatasetsbecameavailablein ropolitan areas. Usesoffreight dataare variedand substantial challengesforstateDOTs, MPOs,andmet- their modelsandsupporting dataprograms. alternatives are leadingmanyagenciestoreexamine forecasting, newrequests fordatatoevaluatepolicy data collectionisorientedtotraditionaltraveldemand funding fortheACSisalsoaconcern.Althoughmuch and forimprovements inthetrackingoftrends. potential forannualpopulationupdateslarge areas (ACS) forjourney-to-workdata.TheACSoffers the Survey nial censustotheAmericanCommunity tiously optimisticaboutthetransitionfrom thedecen- SAFETEA-LU. Funding fortheNHTSandCFSisuncertain under is asubjectofdebate. needs, andtheirequitabilityfor usersofthesystem now inplaceare notsufficient tocoverfuture tion system.Fueltaxes,userfees, andothercharges fund theinfrastructure needsof thenationalavia- is primedformajorchanges. enter themarketin2006,thissegmentofindustry levels oftraffic. Asthenew“verylightjets”beginto general aviationcommunitiesalsoare reaching record fic thatare reaching historichighs.Thebusinessand system infrastructure isstrainingunderlevelsoftraf- requirements increasing incomplexity. state andfederalbudgetsshrinkingregulatory lenges offundingthenationalaviationsystem,with the airlineindustryanditsfuture, aswellthechal- State aviationofficials are concernedaboutthestateof Aviation State DOTs are increasing theuseofGIS,oftenwith The CFSprovides multimodalfreight activity Obtaining andusingfreight transportation dataare But thefederalcommitmenttoadequateannual The transportation planningcommunityiscau- The federalgovernmentisreviewing waysto Airlines are facingfinancialcrises,andtheaviation TR NEWS 242 JANUARY–FEBRUARY 2006 21 Marine terminals in Los Angeles and Long Beach Marine terminals in Los Angeles and Long Concerned that fuel taxes will not raise adequate stake- of study surveyed various groups A Georgia mutual These issues also illustrate the need for Freight volumes—and bottlenecks—are increasing nationwide. freight corridors. corridors. freight did reauthorization SAFETEA-LU for a corridor the expected support not provide flows. In general, freight improving to approach from particularly improvements, freight funding for remains and private sources, a combination of public and domestic freight a major concern as international volumes increase. Trucking transporta- vital links in the freight provide Trucks the critical “last mile” in many tion system, including are in truck traffic Increases deliveries and pickups. domestic and international in of growth the result flows translate into con- freight International freight. access— port gestion on the highways that provide of Los for example, the highways that serve the ports Angeles and Long Beach. program, have collaborated to launch the PierPass has which imposes a peak-hours fee. The program truck traffic of port-related shifted almost one-third hours. to off-peak capac- and expanding highway funds for rebuilding or congestion considering tolls many states are ity, The impacts of the use of capacity. pricing to improve indus- tolling and congestion pricing on the trucking and studies. subjects of debates try are truck- holders to determine the value point at which that The study concluded ers would use a toll road. percent up to 20 truck-only lanes could produce or high- than would high-occupancy toll relief more occupancy vehicle lanes. industry education and dialogue between the trucking and public agencies. Planning activities in many states mea- have focused on identifying major truck routes, flows. The truck and forecasting suring truck traffic, need for truck flow data at the state and local levels modeling tools is critical. and for appropriate

ECLIPSE AVIATION) As highway infrastructure providers, states must providers, As highway infrastructure in official AASHTO is identifying a key freight major intermodal, rail, The flows among ports, Many airports are under financial strain trying to are Many airports General Freight Issues General Freight headlines system capacity issues have made Freight is more years, so that the general public in recent and volumes, freight of the impacts of growing aware to play a pressured public agencies at all levels are bottlenecks. Much of the freight in relieving role international trade, particularly stems from growth Coast ports on West China, which puts pressure from and then on the highway and rail system connections the country. as the goods flow across with private-sector carriers and shippers to partner needs at Critical adequate system capacity. provide capa- the state level include management and staff issues; institutional capa- bilities to deal with freight bilities to deal with the private sector and with other public agencies; and funding for improve- flow. ments in freight job each state DOT who understands what the freight it. The that perform is and who knows the parties is provid- Federal Highway Administration (FHWA) AASHTO and training for state DOT staff, ing freight education at the executive level. is focusing on freight define and trucking hubs, and major market areas Freight Systems Freight New very light jets, entering the market in 2006, New very light jets, entering changes in business and will introduce major general aviation. accommodate fluctuating levels and types of oper- accommodate fluctuating levels and types Envi- controls. regulatory ations under increasing challenges to airports present regulations ronmental Protec- the Environmental and users, particularly tion Agency’s Coun- and Control, Spill Prevention, on and the guidelines requirements termeasure limits. effluent con- Some state aviation agencies Compatibility Land Use Airport tinue to support already on urban encroachment to reduce programs systems. constrained airport Did YouKnow? 2005 FIELDVISITPROGRAM Reports fromtheTransportation ResearchBoard’s 22 TR NEWS 242 JANUARY–FEBRUARY 2006 Maryland. and year inVirginia new carssoldeach total weightofallthe steel, more thanthe million poundsof use more than140 Washington, D.C.,will tipof southernmost Maryland atthe and between Virginia Potomac River Bridge, spanningthe new Woodrow Wilson Construction ofthe the surface. avoid snowstickingto installed atanangleto signs. Thesignsare the viabilityoftilted conducted research on Nevada DOThas format forarchiving. an electronic graphic and convertingthemto mylar designdrawings Works isscanningold Department ofPublic Massachusetts pounds ofsteel. Washington, D.C., featureeightopeningleavescomposedofmorethan14million The drawspans,orbascules,of the newWoodrow WilsonBridge,near   Highways activities intravellanes. reduce workzoneconstruction andmaintenance more efficiently andmore durably. Thegoalisto pavement andbridgememberstobuildstructures design andconstructiontechniquessuchasprecast reinforced plastics andare relying oninnovative high-performance concrete andstructuralfiber- Many statesare workingonsubstructure calibrations. of adoptionamongthestatesvariesfrom fulltonone. 2007 implementationdeadlineapproaches. Thelevel for bridgesandotherstructures hasincreased asthe Research Program (NCHRP)toassistintraining. mation from theNationalCooperativeHighway efforts. Manystatesare lookingforadditionalinfor- guide are conductingrelated calibrationandtraining for therecently pilotedAASHTOpavementdesign inspection workforce. and reports tocompensateforareduced in-house are researching automatedinspection,datacollection, Several states providers.ance byinspectionservice often mustperform qualitycontrol, withqualityassur- and inspectionofinfrastructure projects. Contractors and techniquestogetthejobdonemore efficiently. and bridges,areliance oninnovativematerials redesign ofroadways, therehabilitation ofpavements transportation systemare creating ademandforthe awareness oftheimportance ofareliable andsafe An aginginfrastructure andaheightenedpublic Design States are usinginnovativematerialssuchas Use oftheloadandresistance factordesignmethod States thatare developingimplementationplans States are dependingoncontractorsforthedesign pavement atlower mixtemperatures, reducing technology offers theadvantage oflayingasphalt warm-mix asphaltdemonstration projects. The as specificationsare metandcosts are competitive. byproducts are acceptableforusein moststatesaslong structural members.Recycledand wastematerialsand states are investigatingself-consolidatingconcrete for considerations are thewatchwords formaterials.Most Improved performance, durability, andenvironmental Highway Materials years ofconstructiontime. may besavingstateDOTs millionsofdollarsandmany Accelerating InnovationintheHighwayIndustry— that ACTT—conceivedbytheTRBTask Force on conducted byFHWA andAASHTO.FHWA estimates Construction Technology Transfer (ACTT)workshop project developmentprocedures from theAccelerated construction divisions. others haveaddedenvironmental positionsintheir mented anenvironmental managementsystem,and ship inconstruction.Atleastonestatehasimple- work force. tion qualitybecauseofadiminishedanduntrained projects. Manystatesare concernedaboutconstruc- personnel. Utilityworkisthemajorsource ofdelayon ning forthesafetyofmotoristsandproject erty owners. tion tomotoristsandthedisruptionsadjacentprop- minimize theinconveniencesofroadway construc- information campaignsare amongthestrategiesto struction projects. Contractingoptionsandpublic improvements are thegoalsformoststateDOTcon- Infrastructure renewal, congestionrelief, andsafety Highway Construction construction strategy. ACTT Workshop teamdevelopsacost-efficient Several stateshaveworkedwith industryon More thanone-halfofthestateshaveapplied States are improving theirenvironmental steward- Construction inthemidstoftraffic requires plan- TR NEWS 242 JANUARY–FEBRUARY 2006 23

ROB THOMPSON, SOUTH CAROLINA DOT DAKTRONICS VANGUARD Timely, informative Timely, signage systems contribute to highway safety. South Carolina DOT maintenance employees attend a classroom training exercise to improve skills; some online. training is offered Integrating these management systems requires Integrating these management systems and Safety for the traveling public, contractors, management and environmental stewardship. The stewardship. management and environmental maintenance management new performance-based resource planning, budgeting, and systems retain fea- management functions but have added roadway assessment, customer inventory and condition ture statistical input, workload planning and forecasting, conditions using maintenance sampling of roadway benchmarking, quality assurance, customer-driven measures. and performance of location common data definitions, several types upper systems, and commitments from reference in decreases the costs. With management to support entering into public–private employees, agencies are under a variety of procurement partnerships contracts for labor, short-duration from approaches, lump-sum equipment, and materials to longer-term, stated contracts for a corridor or a network, with outcome measures. are Many DOTs a priority. remains agency workforces infor- real-time deploying new technologies to provide Many DOTs are developing and implementing are Many DOTs The pooled fund study will develop frameworks, State DOT experience with the use of geophysics some geotechnical outsourcing Many states are the vibrations on aquatic life from The effects Construction and materials issues throughout the throughout and materials issues Construction integrated management systems, employing advanced technologies to develop infrastructure element conditions, inventories, monitor roadway workloads within the context of asset and forecast Highway Maintenance In line with asset management, a preservation the level of is being developed to improve approach service and to extend the service life of transportation infrastructure. a reactionary Successful transition from depends on the commit- approach to a preservation of the agency’sment and support top management mea- and of the political oversight body; a repeatable system that can appraise conditions and surement achievable goals; flexibility in toward monitor progress to actions appropriate the selection of the preservation conditions; and champions working the project on track. the agency to keep the programs throughout standards, and protocols to accelerate development of to accelerate development and protocols standards, sharing the GMS. Collaboration and information is scheduled The project should minimize redundancy. for completion in mid-2007. is varied, but general inter- projects for transportation on the An NCHRP synthesis report est has increased. assemble topic—slated for publication this year—will useful information for practitioners on geophysical and limitations. methods, applicability, that is out- of the work exploration. The percentage state to state. varies from sourced as an environmen- pile driving has emerged to related are Oregon and California, Washington, tal problem. minimize conducting a study of ways to eliminate or the adverse effects. Geotechnical Engineering the lead in developing a geo- Ohio DOT has taken system (GMS) in a pooled fund technical management several U.S. federal state DOTs, study with 10 other Kingdom Highway Agency. agencies, and the United of geo- vast amounts archived Every state DOT has information and gathers and technical engineering the which makes each year, adds new information essential. development of data management systems of the database, the sys- without standardization Yet tems may become unwieldy. states include quiet pavements, moisture sensitivity moisture quiet pavements, states include and the con- of asphalt pavements, and segregation mixes. of concrete structability and durability odors and emissions. odors and Did YouKnow? 2005 FIELDVISITPROGRAM Reports fromtheTransportation ResearchBoard’s 24 TR NEWS 242 JANUARY–FEBRUARY 2006 programs. develop safety analyzes thedatato to crashdata,and crash trends, hasaccess examines highway Each program community programs. Ohio has37safe connector. the formerI-10inner shows thedemolitionof operation strategy. Photo management and is partofTexas DOT’s middle ofKatyFreeway lane tollroadinthe Construction ofafour- management program, theCoordinated Highway capacity by10to20percent. improving M&Ocanincrease regional systemwide other causes(5percent). FHWA estimatesthat weather events(15percent); andspecialeventsor work zones(10percent); incidents(25percent); for examplethrough poorsignaltiming(5percent); ity (40percent); ineffective managementofcapacity, FHWA, thesecausesincludeinsufficient road capac- addressing thecausesofcongestion.According to system toimprove thereliability oftraveltimesby the managementandoperation(M&O)ofroad Traffic operationsprofessionals are concentratingon Highway Operations to manmadeornaturaldisasters. affect thescopeofworkandabilitytorespond rity.Security requirements are evolvingbutcan guage, andgenerations;anemphasisonsecu- characteristics, suchasnationality, heritage,lan- ations equipment;thechangingmixofcultural technological complexityofmaintenanceandoper- contracting, outsourcing, andprivatization;the training ofemployeesisaffected bytheincreases in employees isacriticalneed.Therecruitment and struction andmaintenanceworkareas safer. sive drivingcontinuetocounterefforts tomakecon- Speeding andaggres- via theInternetfortripplanning. work zonesandtothegeneralpublicinrest areas and mation todriversapproaching andmovingthrough  Recent M&Ostrategiesincludethefollowing: Succession planningforskilledmaintenance Maryland DOThasdevelopedanincident traffic informationtomotorists. ations toolthatcollects,processes, andbroadcasts beaches, CHART hasevolvedintoastatewideoper- to improve traveltimestoandfrom thestate’s Action ResponseTeam (CHART). Initiallyastrategy tions orcorridors. timing tovehicledemandatindividualintersec- traffic signalsystemthatdynamicallyadjusts trols). Thekeycomponentisanadvancedadaptive Travel through Traffic RoutingandAdvancedCon- tion, knownasFAST-TRACSafer (forFasterand has implementedadvancedtraffic signalcoordina- ways thatare more efficiently managedandsafer. travelers withmore reliable traveltimesonfree- allocation ofresources, theDOTs are providing bining innovativetechnology, policies,and vice patrols, andcentralcomputersystems.Bycom- dynamic messagesigns,rampmeters,freeway ser- management centers,vehicledetectionequipment, agement systems.Thesystemsincludefreeway mented freeway managementandincidentman- Washington, Texas, andotherDOTs haveimple- organizations thataddress the issues. state andforcoordinating thevarious agenciesand approach foridentifyingsafety problems withina grated SafetyManagementProcess plement theguidebooks,NCHRP Report 501, Developedtocom- series willbecompletein2006. have beenpublishedasNCHRPReport 500,andthe Safety Plancontinues;16ofthe23guidebooks way again: 2,788,000compared with2,884,000in2003. 4,749 to4,641.Injuriesfrom traffic crashesdeclined 629 to725,andpedestrianfatalitiesdeclinedfrom to 4,008.Pedicycle-related fatalitiesincreased from from 1.48in2003. was 1.46perhundred millionvehiclemiles,down an increase invehiclemilestraveled,thefatalityrate slightly, from 42,884in2003to42,6362004.With positive andnegativenews.Traffic deathsdecreased Traffic safetystatisticshaveyieldedacombinationof Highway Safety and tollsforothervehicles. occupancy vehicleswiththree ormore passengers rate valuepricing,withtravellanesforhigh- tion project in6years.Thetollroad willincorpo- complete whatwasoriginallya12-yearconstruc- vative constructionandfinancingtechniqueswill the middleofKatyFreeway inHouston.Inno- 5 www.TRB.org/publications/nchrp/nchrp_rpt_501.pdf    Implementation of the AASHTO Strategic High- Implementation oftheAASHTO Motorcycle fatalitiesrose againin2004,from 3,661 The RoadCommissionofOaklandCounty Wisconsin, Illinois,Michigan, Minnesota, Texas DOTisaddingafour-lane tollroad in 5 , presents an Inte- TR NEWS 242 JANUARY–FEBRUARY 2006 25   North Carolina DOT North Carolina operates a owns and shipyard. A recent study reported A recent that Georgia’s deepwater ports and inland barge terminals than support more 275,000 jobs and contribute nearly $11 billion in income, $35 billion in revenue, and $1.4 billion in state and local taxes to the economy. state’s The Port of Portland, has a research Oregon, branch to support air, rail, and maritime activities. Did You Know? Did You

JUDITH ADAMS, ALABAMA STATE PORT AUTHORITY New port terminal development is under way at New port chal- are Landside congestion and infrastructure as a solu- sea shipping has been promoted Short and The inland waterways sector awaits approval The ferry sector is devoting considerable attention Site for the construction of Choctaw Point Terminal, Site for the construction of Choctaw Point Mobile, Alabama. several locations. The Alabama Authority State Port on plans to build a container ter- is moving forward the con- minal at Choctaw Point, which would boost of Mobile 14-fold; tainer capacity at the Port invest- state funds and private financing comes from is seeking state Authority Port ments. The Virginia at funding to build a new container terminal Portsmouth’s Craney Island. In lenges for many ports. a pub- Southern California, will be needed to finance a lic–private partnership $20-billion rail-and-highway access infrastructure complex. for the Los Angeles–Long Beach port tion to landside congestion in the United States, and now successfully under way or some operations are in development along the East and Gulf Coasts. are sea Challenges to the wide use or availability of short conditions of the Jones include shipping, however, financing, and the Act, U.S. manning requirements, harbor maintenance tax. with improvements, funding for major infrastructure and debate continuing over commodity forecasts market demand. The 2005 hurricanes also affected were inland waterway operations, as many barges Lakes, environmental lost or damaged. On the Great preventing a primary concern, particularly issues are of nonindigenous invasive species. the introduction safety, services, and to security, to new and proposed Liquefied natural gas terminals and the environment.

DAVID L. RYAN, REUTERS Just before the hurricane disaster, Louisiana had the hurricane disaster, Just before SAFETEA-LU legislation has mandated that each legislation has mandated SAFETEA-LU (SCP), a requirement Safety-conscious planning of The interaction and coordination SCP and the Fishing boats are pressed along a pier in Port Arthur, in the aftermath of Hurricane Rita, September Texas, 24, 2005. launched an aggressive approach to the growth and to the growth approach launched an aggressive the creating by development of maritime commerce and the Force Governor’s Maritime Advisory Task and Development Infrastructure Louisiana Waterways Fund. The goal was to expand trade by financing and development projects. waterside infrastructure Marine and Intermodal the devas- from reeling are ports In the Gulf region, in tation caused by the 2005 hurricanes, especially rebuilding Mississippi and Louisiana. Recovery and extensive efforts. require at many of the ports state develop a strategic highway safety plan (SHSP). a strategic highway state develop than one year more the process started Many states states met in a peer 48 from 2005, staff ago. In fall bar- and on ways to overcome exchange on successes riers. committed to coor- were Successful programs the agencies and across dination within and in highway safety; were roles that have organizations consideration to engineering, giving comprehensive, medical ser- and emergency education, enforcement, and goal-directed. data-driven vices; and were to develop. By the end of under TEA-21, continues and conducted organized 2005, 25 states had SCP of high- forums, which bring together representatives planning to learn about way safety and transportation each other’s activities, to discuss data and resources, in the an action plan that includes safety and to create planning process. long-range transportation For exam- SHSP has been beneficial in several states. of the ple, as part Ohio SHSP process, State DOT and the Governor’s for Highway Representative working to conduct Safety are SCP forums with each of the MPOs within the state. 2005 FIELDVISITPROGRAM Reports fromtheTransportation ResearchBoard’s 26 TR NEWS 242 JANUARY–FEBRUARY 2006 rail terminal. heavily usedNewHaven modernization ofthe expansion and continues toinvestin Connecticut DOT freight railroads to share facilitieswithpassengerser- rail capacitynationwideandhas limitedtheabilityof to accommodatethecommuter railservices. tion ofright-of-wayfrom theUnion PacificRailroad tax funds,theUtahTransit Authorityisbuyingapor- area. With acombinationoffederalandlocalsales Salt LakeCity improvements intherapidlygrowing gestion relief solutionthatincludeshighway western cornerofthestate. initiative toprevent roadway congestioninthesouth- new rail-maintenancefacilities,aspart ofamajor cars fortheNewHavenlineand$300million more than$600milliononnewself-propelled rail Forexample,Connecticutplanstospend services. plementing federalfundstoimprove railpassenger is perennial. ThedebateoverfederalfundingforAmtrak services. states provide financialsupport forAmtrakpassenger congested modes.Approximately one-quarter ofthe portation network,relieving demandonthemore asimportantsenger services elementsofthetrans- Many statesregard intercity andcommuterrailpas- Rail impact ofoffshore terminalsonfishpopulations. the country. IntheGulfregion, amajorfocusisthe and transport haveraisedconcernsinmostareas of The demandforrailfreight is straining services Commuter railiscomingtoUtahaspart ofacon- Many statesare investingtheirownfundsorsup- must buildupagaintomeetgrowing demand. supplies, andworkforce—as wellasoperations— shrinking, therailsysteminfrastructure, equipment improvements. Aftermore thantwodecadesof remain problematic despite manyoperational cargo—for example,atWest Coastports. where freight railroads receive large volumesof vices inmanyareas. Chokepointshavedeveloped Mesa, andGlendale, Arizona. Valley MetrolightrailwilllinkPhoenix,Tempe, years financiallyintermsoffederalinvestments. For publictransportation, 2005wasthebestof Public Transportation

System velocity, capacity, reliability andservice

DOT C , M R ONNECTICUT OORE OBERT TR NEWS 242 JANUARY–FEBRUARY 2006 27

DAVID J. PHILLIP, REUTERS Buses line up outside the Buses line up center near convention New Orleans, Louisiana, to evacuate people by Hurricane affected Katrina, September 3, 2005. The vulnerability of transit to terrorist attacks of transit to terrorist The vulnerability  was exposed again on July 7. In London, England, again on July 7. was exposed trains and one ripped the bomb blasts targeted three bus, killing 56 and injuring a double-decker top off attack was attempted on than 700. A second more July 21. most of the 1,000 buses, emergency crews, and crews, 1,000 buses, emergency most of the out of state. came from equipment

DENIZ DURMUS, LOS ANGELES COUNTY MTA Hurricanes Katrina, Rita, and Wilma hit the hit Hurricanes Katrina, Rita, and Wilma Light rail construction started in Phoenix, Light rail construction started December 1 marked the 50th anniversary of  Tempe, and Mesa, Arizona. The Denver, Santa Clara and Mesa, Arizona. The Denver, Tempe, and In St. Louis systems added new lines. Valley, Orange Los Angeles, a bus rapid transit line—the and the Line—opened in the San Fernando Valley, began heavy rail service Urbano in San Juan, Tren Rico. Puerto which opened Rosa Parks’s bravery, act of personal equal bus servicethe news to all users. But not all was good: SAFETEA-LU reauthorization guaranteed $52.6 bil- guaranteed SAFETEA-LU reauthorization which FY 2009, lion in funding for transit through design and included 31 full-funding grants, 38 final engi- 264 preliminary and construction projects, elec- In addition, in the November neering projects. and Texas, Washington, tions, voters in New York, more totaling ballot measures Colorado approved projects. than $8.5 billion for public transportation for public transportation In all, 22 of 27 measures the coun- throughout investment gained approval try during 2005. Interior of an Orange Line bus rapid transit vehicle, Interior of an Orange Line bus rapid transit serving Los Angeles and San Fernando Valley. Gulf Coast. Even with advance weather information unable to or and hurricane warnings, many were helped with the chose not to evacuate. Transit efforts, evacuations and with the recovery prestorm destroyed although most vehicles and facilities were many acts of per- or damaged. Of special note were New sonal valor and altruism. Using air mattresses, helped to evacuate 150 people Orleans transit staff Emergency than 1 mile of floodwater. more across convoys of buses evacuated citizens stranded at the New Orleans and Convention Center; Superdome 28 TR NEWS 242 JANUARY–FEBRUARY 2006 preventing crashes. a crashtest—insteadof shown heredeployingin mandating airbags, crashes—for example,by factors andonsurviving focused onvehicle the authornotes,has U.S. traffic safetypolicy, Academy ofEngineering. member oftheNational Michigan. Heisa Bloomfield Hills, Serving Society, and president ofScience lecturer ontraffic safety researcher, writer, and 1967 to2000,isa General Motorsfrom research scientistat The author, whowasa LEONARD EVANS Engineering IsImportant,PublicPolicyCrucial of U.S.Traffic SafetyPolicy The DramaticFailure SIGNALS T our ownprogress withthatofothercountries. gainarealistic view,To however, weneedtocompare announcing thatimpressive progress isbeingmade. institutions responsible forthepolicyfailure are rarely makethenews.Whentheydo,usually deaths perregistered vehicleorbydeathsforthe safest traffic intheworld,whethermeasured by ’el ( O’Neill comments inarecent the documentation.Thematerialinbookledto calculations, thedatasources, thereferences, and findings. Thebookpresents indetailthenumerical ings ofthatcomparisonandmyinterpretation ofthe parison ( My 2004book, Until the mid-1960s, the United States hadthe Until themid-1960s,United 1 2 ). Thisarticle summarizesthemainfind- ). Iamresponding tothosecomments. of 42,000Americanskilledeachyear secrets. Policiesaimedatreducing thetoll policy isoneofourbest-keptnational he dramaticfailure ofU.S.traffic safety Traffic Safety, TR News presents suchacom- editorial byBrian lower rates. Zealand, Norway,Switzerland posted Sweden, and Iceland, Japan,Luxembourg, theNetherlands,New Canada, Denmark,Finland,Germany, Great Britain, dropped from 1stto16thplace.Australia,Austria, States had per registered vehicle,theUnited same distanceoftravel.By2002,intermsdeaths travel—the distancerate. vehicle rate;and ined: other countries.Three traffic fatalityratesare exam- fatality rateswiththechangesinsame can beexplored bycomparingchangesinspecific The declineinU.S.safetyrelative toothercountries Comparing Fatalities,1979–2002

.Fatalitiesper100millionvehicle-milesof 3. Fatalitiesper1,000registered vehicles—the 2. Fatalitiesperyear—therawfatalityrate; 1.

/CORBIS W D OODS AVID TR NEWS 242 JANUARY–FEBRUARY 2006 29 n es i i t i n the . es i n ted i i n i i c c fatal . i cles ta 384) i i . i son i a i , p n three i 1 382) . n the Un i ted States son countr i i es ( , p es per 1,000 i i 1 t ve to the number i i stered veh Great Br Un Canada Austral ted States and i i Un three compar countr reg fatal FIGURE 2 Traff 1979 ( compar relat States and per year FIGURE 1 Traff Value for 1979 = 100 for Value n i ta i a i ted States i Canada Austral Un Great Br 1980 1985 1990 1995 2000 1 1950 1960 1970 1980 1990 2000 2 9 8 7 6 5 4 3 1 90 80 70 60 50 ...... 0 0 0 0 0 0 0 0 0 100 The estimates cited are for the number of Americans The estimates cited are if traffic who would not have been killed in 2002 fatality rates in the United States had declined by the countries. as in the comparison same percentages for each of differences Calculating the corresponding the intervening years and adding them up produces Additional Americans Killed, 1979–2002 decline, 15,670 fewer Americans would have been decline, 15,670 fewer Americans would killed in 2002. The U.S. rate shows no drop in response to the in response The U.S. rate shows no drop but The U.S. vehicle rate declined by 46.2 percent, Great Britain, Canada, and Australia are selected are Canada, and Australia Britain, Great Fatalities by Same Travel Distance Fatalities by Same Travel The best estimates for distance of vehicle travel are observationssites by at 50 Britain, from for Great Reliable estimates for a of Transport. the Department not available for most countries; long period are the travel distance comparison is limited to therefore Britain. FigureGreat shows that the distance rate 3 out higher than the rate in the in Britain started United was lower. States, but in 2002 the British rate If the United rate of States had matched the British Fatalities per Vehicle vehicles Rates such as fatalities per 1,000 registered as shown in year, can be plotted without a reference coun- 2. Until the late 1970s, the comparison Figure than tries—like all other countries—had rates higher those in the United States. that all 1968 and later models satisfy Fed- requirement Safety eral Motor Vehicle The only notable Standards. to vehicles—it spike, in 1974, is unrelated downward oil behavior changes stimulated by the 1973 reflects in travel speed because of notably reductions embargo, changes in speed limits. in Britain, Canada, and Australia the rates declined If the U.S. rate had by 67.1, 63.5, and 71.9 percent. fatalities in 2002 declined by these same percentages, would have been lower by 16,605, 13,718, or 20,429. Fatalities per Year Figure simplest measure 1 shows the change in the the total number of traffic of safety performance, in the 23-year period Fatalities deaths per year. declined in the United but States by 16.2 percent, in occurred declines of 46.0, 49.9, and 51.1 percent had Britain, Canada, and Australia. If U.S. fatalities Britain, the as in declined by the same percentage of the total would have been 27,598 fatalities instead If the United 42,815 reported. matched States had Americans the British rate of decline, 15,217 fewer the Cana- would have been killed in 2002. Matching would have dian and the Australian performance fatalities by 17,229 and 17,837. reduced for comparison because they have much in common because they have for comparison with the United of language, beliefs, States in terms for the 23- compared is Performance and traditions. to 2002. In the late 1970s and 1979 year period from policies of the United early 1980s, the safety States other coun- those of the three from began to diverge if the begin- much different not are tries. The results a few years earlier or period are ning and end of the chosen for comparison. or if other countries are later, 30 TR NEWS 242 JANUARY–FEBRUARY 2006 Great Britain( the UnitedStatesandin miles ofvehicletravelin fatalities per100million FIGURE 3Traffic 20 10 9013 9015 9017 9019 2000 1990 1980 1970 1960 1950 1940 1930 1920 2 3 7 5 1 1 , p.386). roads inthe23-yearperiod. 200,000 fewerAmericanswouldhavediedonour progress inthecomparisoncountries,approximately Therefore, ifU.S.safetyprogress hadkeptpacewith rates ofthethree comparisoncountriesis214,286. not havebeenlost.Theaverageofthetotalsfor a cumulativeestimateofAmericanlivesthatwould fatalities wouldbesimilar. Forexample,Britainis time, becausetheinfluenceson1979and2002 countries shouldnotmuchaffect percent changesin changes. Large, fairlystabledifferences betweenthe States. traveled inBritaincompared withthatintheUnited rate reflects aslightlylarger increase intotaldistance at thestart. Thedifference computedatthedistance Britain, whichhadlowerlevelsofvehicleownership higher percent ofvehicleownershipgrowth in difference computedforthevehicleratereflects a year period,theestimateswouldbeidentical.The travel were identicalinbothcountriesforthe23- and atthedistancerate,15,670. in rawfatalitiesis15,217;atthevehiclerate,16,605; States hadmatchedtheBritishrateofdecline United can livesthatwouldhavebeensavedin2002ifthe the ratechosen.Forexample,numberofAmeri- comparison countriesisrelatively independentof vented ifU.S.performance hadmatchedthatofthe The estimateoffatalitiesthatwouldhavebeenpre- Different Rates,SamePicture The crucialpointisthattheseare percent If thepercent growth invehiclesandgrowth in Great Britain United States and 2002. not differentially changeallthatmuchbetween1979 percent ofpedestrianfatalities—butthesefactorsdo States andhasagreater more urbanthantheUnited states are duein part todiffering policies onspeed, because thedistrictisurban. cent, althoughthevehiclerate islowforallyears The DistrictofColumbiahadan increase of6.0per- Southern states, fatalitiesincreased. lowest—in 14 largestSouth the percent declines,andthoseinthe than anyofthecomparisoncountries. All otherstatesexperiencedsmallerpercent declines highest declineisMassachusetts,with49.9percent. achieved inAustralia.Thestatewiththesecond bers, thedeclineislessthan51.1percent may beastatisticaloutlierbecauseofthesmallnum- 78 in2002—a50.9percent drop. Althoughthisstate In Vermont, fatalitiesdeclinedfrom 159in1979to one stateenjoyedadeclineofmore than50percent. states andtheDistrictofColumbiashowsthatonly distances. of-state vehiclesorofunreliable estimatesoftravel approach avoidstheuncertainties ofcrashesbyout- which contributestoincreased fatalities;butthe South, thaninothers, some regions, suchasthe A drawbackisthatpopulationgrowth washigherin record ofrawfatalitiesistheeasiestapproach.state’s rate, comparingthechangesinanindividualU.S. for rawfatalities,thevehiclerate,anddistance three othercountries. cent changessince1979withthein by thevaluesin2002butacomparisonofper- than thenationalaverage.Progress isindicatednot comparison countriesalsohaveratesthatare lower ilarly, regions, provinces, orstateswithinthe Sim- gate nationalratesofthecomparisoncountries. rates were lower. in thecomparisoncountries,yetformerlyU.S. and 3,theU.S.ratesare higherin2002thantherates less thaninothercountries.InallcasesFigures 2 States, however,the ratesinUnited are much those inthecomparisoncountries.Thereductions in thatsomestateshadlowerratesthan and observes U.S. ratesappearimpressive. are removed from Figures 1,2,and3,thedeclinesin U.S. safety. Ifthedatapointsforothercountries In hisarticle, O’Neillcorrectly indicatesprogress in Defining Progress As O’Neill observes, thevariations amongthe As O’Neillobserves, States intheEastandMidwesttendedtohave Comparing 2002and1979fatalitiesforall50 Because thepercent changesare similarovertime Some U.S.stateshavelowerratesthantheaggre- O’Neill identifiesgreat variationamongU.S.states ALAN SCHEIN PHOTOGRAPHY/CORBIS

TR NEWS 242 JANUARY–FEBRUARY 2006 31 ” , p. 412). . 1 , No. 239, July–August 2005, pp. . Science Serving Society, Bloomfield . Science Serving Society, TR News Traffic Safety Traffic is a guest editorial column, published on In another transportation mode, however, U.S. mode, however, In another transportation the The one cause for optimism is that whenever IGNALS Hills, Mich., 2004. Additional information at www.science- servingsociety.com. the Right Road? 24–27. S an occasional basis, that offers thought-provoking an occasional basis, that offers leaders, to stimu- by organizational commentary to transportation late discussion on topics related is Reader response practice, and policy. research, encouraged in the form of letters to the editor. 2. Taken U.S. Highway O’Neill B. Improving Safety: Have We 1. Evans, L. References safety performance is outstanding. In 2002 nobody safety performance This success aviation. was killed in U.S. commercial surviving because the focus was not on occurred our focus them. As long as crashes, but on preventing safety is on squeezing an transportation in ground of survivability elusive additional minor increment crashes, we can never make acceptable from of vehicle lack of importance The relative progress. the United factors is clear in comparing Canada and yet States—both nations have similar vehicles, deaths by half. Canada has cut the number of traffic United it moves it has a problem, States recognizes unequalled in other coun- with a speed and energy tries. By adopting new thinking, the United States can cut the number of fatalities in half with policies that the public would welcome ( Government Responsibility for traffic. responsibilities Governments have major have not been held Governments traditionally 1,000 people yet when for the weather, responsible was Katrina, responsibility killed by Hurricane were levels of government. The attributed to various Americans, and the daily annual deaths of 42,000 manmade sys- in an entirely deaths of 16 teenagers, tem under government supervision do not generate Protect- attributions of responsibility. corresponding ing public health is a major government responsibil- traffic of ground in the area and U.S. performance ity, of other with that safety has been abysmal compared countries. the top national safety goal in the 1970s. The com- safety goal in the top national was used to oppose the airbag mandate mitment to is that the irony laws. An additional belt-wearing the disaster described of to the architects media refer advocates as “safety in this article 1 Traffic explains Traffic Safety Traffic This has occurred because lawyers who lack This has occurred of the uniquely This leadership is the result U.S. safety policy priorities have been ordered are available at www.scienceservingsociety.com/ are Such large and robust effects likely reflect funda- likely reflect effects and robust Such large For example, evidence showed that airbags could In brief, the explanation draws on three interre- In brief, the explanation draws on three    As a supplement to this article, pages 389–411 of As a supplement to this article, 1 Although straightforward analyses of publicly avail- Although straightforward 200,000 additional U.S. fatalities able data show some identifying what measures over a 23-year period, is difficult. difference would have made the Safety belt account for a substantial portion use, for example, can United If the of the difference. introduced States had on the belt-wearing laws and achieved wearing rates same schedule as Canada, 95,000 fewer Americans Why then would have died between 1979 and 2002. did the United effective States not adopt this proven, what accounts for the intervention earlier? Moreover, other 100,000-plus additional deaths? to in philosophy and approaches mental differences on vehicle fac- U.S. policy has focused safety. traffic of shown are has tors—even on factors that research such Public policies addressing minor importance. law behaviors as speeding, alcohol, traffic road-user violation, and belt wearing have been demonstrated amounts but have not casualties by large to reduce attention. appropriate received Search for an Explanation Search alcohol, and occupant protection devices. This sup- occupant protection alcohol, and policy aimed at driv- thesis that public core my ports in The vehicles makes a difference. really er behavior stan- to identical safety subject are all states, however, over time for the states Comparing changes dards. of U.S. safety policy applied shows that the failure even if not uniformly. the nation, throughout how the United States embarked on this course, to of many in the deaths which it still clings, resulting docu- Americans. The explanation involves analysis, cannot and photographs that mentation, references, be contained within the format of this article. kill children and had low effectiveness; nonetheless, and had low effectiveness; kill children a mandate to equip all vehicles with airbags became knowledge or interest in technical matters have knowledge or interest defined and guided U.S. policy. influence of law on all aspects of U.S. soci- powerful ety—an influence that is without parallel in any other country. almost perfectly opposite to where technical knowl- technical opposite to where almost perfectly greatest. edge shows benefits are lated observations: Safety TR.pdf, until July 2006. 32 TR NEWS 242 JANUARY–FEBRUARY 2006 bicycle facility. shoulder sectionofa along awidepaved Survey stationsetup Transportation, Raleigh. Carolina Departmentof Transportation, North and Pedestrian the DivisionofBicycle Norman isDirector of University, Raleigh. Carolina State and Education,North Transportation Research Group, Institutefor Public Transportation a Research Associate, Manager, andO’Brienis Pedestrian Program Meletiou isBicycleand Research Associate, Lawrie isSenior RESEARCH S tional facilitiesthroughout thestate. bicycle facilitieswouldjustifyinvestmentinaddi- versity todetermineifthebenefitsgainedfrom the State Uni- and Education(ITRE)atNorth Carolina missioned theInstituteforTransportation Research northern OuterBanks.North Carolina DOTcom- paved shouldersandmultiusepathwaysonthe bicycle facilitiesthatconsistsof55mileswide costs and the benefits into dollar amounts. Some bene- costs andthebenefitsintodollaramounts. cost oftheinvestmentandrequires converting boththe nomic impactanalysis(EIA). benefits—a benefit-costanalysis(BCA)andaneco- Two methodswere considered forunderstandingthe Solution a majorpart oftheattraction. tal part ofavacationfrom thoseforwhombicyclingis to distinguishthetouristswhobicycleasaninciden- for avarietyofreasons. Researchers neededamethod lenge, becausetouristsvisitthenorthern OuterBanks area. Measuringthebenefitsofthistourismwasachal- ITRE conductedacasestudyofbicycletourisminthe Problem AND SARAHW. O’BRIEN JUDSON J.LAWRIE, THOMASP. NORMAN,MARY MELETIOU, of BicycleFacilities Assessing theEconomicImpact Bikeways toProsperity PAYS OFF A BCAcompares thevalueofbenefitswith funds toconstructanextensivenetworkof ments haveinvested$6.7millioninpublic of Transportation (DOT)andlocalgovern- ince 1987,theNorth Carolina Department through andthrough surveys bicycletraffic counts: EIA approach. ier toquantify. Theresearchers therefore chosethe on food,lodging,andentertainment—which are eas- event. Thebenefitslargely result from touristspending tourists whovisitforaspecifictouristattractionor improved airquality—are noteasilyquantified. fic congestion,increased safety, healthyactivity, and fits ofbicyclefacilities,however—suchasreduced traf- imately 680,000 annualvisitorswhobicycle. some bicyclingontheirtrip.This translatestoapprox- showedthat17percentter surveys ofthesetouristsdo tourists visitthestudyarea annually. Thevisitorcen- merce ledresearchers toestimatethat4million Information from theOuterBanks ChamberofCom- Economic ImpactAnalysis ety ofbicyclefacilitiesduringaone-weekperiod. bicycle detectiontalliedusersat11locationsonavari- demographics. Pneumatictubecounterscalibratedfor and thefacilities,investmentpriorities,general information, attitudesandperceptions aboutbicycling engaged inbicyclingonvacation. to determinethepercentage ofrespondents who itor centersoverthree months,starting inJuly2003, completed self-administered atthree surveys area vis- visitors and30residents. Inaddition,392tourists 173whoweresurveying ridingonthefacilities—143 researchers developedaprofile ofarea bicyclistsby During athree-day periodstarting July30,2003, Bicycle UseandCharacteristics was animportant reason forthevisit. spend duringavisittothenorthern OuterBanks,    Three keypiecesofinformationwere gathered An EIAexaminestheeconomicbenefitsfrom Survey responsesSurvey revealed spendingpatterns,trip The proportion oftouristsforwhombicycling The totalannualnumberoftourists,and The averageamountofmoneythattourists TR NEWS 242 JANUARY–FEBRUARY 2006 33 Bicycle facilities of the northern Outer Banks. Wide Paved Wide Shoulders Paved Wide Shoulder with Side Path Adjacent to Road Side Path Adjacent to Road Multi-use Path Incidental Improvements : Appreciation is expressed to Peter is expressed : Appreciation OTE N S ’ The annual eco- in a The study suggests that public investment DITOR Suggestions for “Research Pays Off” topics are wel- topics are Pays Off” Suggestions for “Research Jayaprakash, Transportation come. Contact G. P. Keck 488, 500 Fifth Board, NW, Street, Research DC 20001 (telephone 202-334-2952, Washington, e-mail [email protected]). Shaw and Joseph Morris, Transportation Research Shaw and Joseph Morris, Transportation in developing this article. for their efforts Board, nomic impact of $60 million and 1,407 jobs is a reason- supported able but conservative estimate of the benefits. The estimate compares favorably with the $6.7 million in public funds invested in the con- struction of the bicycle facilities. That invest- ment annually yields an the initial nine times approximately economic return expenditure. and network of bicycle facilities in other coastal similar benefits, whether could return areas resort or for attracts tourists primarily for bicycling the area the EIA Because of the usefulness of other reasons. DOT plans to study more Carolina findings, North economic bicycle and pedestrian facilities for the public impact on local economies to allocate direct funding most effectively. information, contact Judson J. Lawrie, North For more Institute for Transportation State University, Carolina and Education, Centennial Campus Box 8601, Research Raleigh, NC 27695-8601; telephone 919-513-3482; fax ncsu.edu. 919-515-8898; e-mail jjlawrie@unity. E The ITRE study found The ITRE who bicycle that visitors Outer in the northern Banks have a significant economic impact on the the Moreover, area. evidence study provides of that the expenditure public funds on bicycle with facilities in an area of a substantial amount tourism can be a worth- while investment. Benefits “How would you rate the overall quality of “How would you rate the quality of bicycling be will “How important “How important was the activity of bicycling in was “How important The study shows that continued investment in According to the survey, 9 out of 10 respondents to the survey, According The answers to these questions yielded a conserv-The answers to these Three survey questions addressed the degree to the degree survey questions addressed Three    Application way to demonstrates a straightforward This research gauge the economic benefits of bicycle facilities. Sim- to determine is needed in other regions ilar research from the change in economic impact that may result or a types of tourist attractions, geography, different network of bicycle facilities. the bicycle facilities could be expected to increase additional favorable economic impact—therefore Lessons learned from investment is recommended. under consideration in other localities are this research the state. throughout Other Survey Findings stay- reported 12 percent Of the survey respondents, in the area. to four days to bicycle ing an extra three in the region high quality of bicycling The perceived vacation experi- on respondents’ had a positive effect that the indicated ence and planning—55 percent riding, bicycle facilities helped them feel safer while that bicycling influenced their reported and 53 percent in the future. decision to return that state and federal tax dollars agreed strongly should be used to build bicycle facilities. Nearly two- indicated that additional bicycle of respondents thirds facilities should be built. ative estimate that approximately 40,800 tourists each ative estimate that approximately of the 4 million total visitors 1 percent year—roughly to the Outer Banks to a sig- attracted annually—were Estimated by the bicycling activities. nificant degree pat- the spending from projected annual expenditures, surveys,terns and trip duration data collected in the model. then evaluated using an economic impact were Banks area, Accounting for data specific to the Outer and eco- federal and state taxes and contributions, the model estimated an nomic multiplier effects, and 1,407 annual economic impact of $60 million the 40,800 visitors for whom from jobs supported for choosing to reason bicycling was an important vacation in the area. bicycle facilities in the area?” bicycle facilities in the to return?” in a decision for you your decision to come to this area?” your decision to come which these bicycling tourists were drawn to the area bicycling tourists were which these and the bicycle facilities: by bicycling PROFILES ......

Michael E. Tardif Washington State Attorney General’s Office

s senior attorney in the Torts Division of the Wash- good briefing on the law, but a straightforward and concise pre- ington State Attorney General’s Office, Michael E. sentation on the historical and technical context of the trans- Tardif’s responsibilities include handling major tort portation issue at hand.” appeals and advising staff attorneys on major tort For example, the 2003 case Pierce County v. Guillen involved Acases. He works on tort cases involving the regulatory activi- a federal statute prohibiting state and federal courts from allow- ties of state government, such as securities regulation and ing use of certain federally required safety data in personal injury industrial safety, and serves as legal adviser to the state Depart- litigation against state and local transportation agencies. A state ment of Transportation and other agencies on matters related supreme court had declared the federal statute unconstitutional. to tort liability. Tardif wrote a multistate amicus brief, asking the U.S. Supreme Tardif became involved in TRB in 1984 and joined the Task Court to reverse the state court’s decision. Force on Torts in 1987. He has served on several National Coop- In developing the presentation to the U. S. Supreme Court, erative Highway Research Program project panels—currently for Tardif and his team decided not to emphasize principles of con- Best Methods and Practices of Data Integration for Transportation stitutional law but to trace the history of the federal highway Departments and for Legal Problems Arising out of Highway safety statutes. The court unanimously reversed the state opinion Programs—and is an active member of the Tort Liability and and upheld the constitutionality of the federal law. “The U.S. Supreme Court opinion was 16 pages long, but the facts, history, con- “It is important for decision makers to text, and interpretation of the federal receive not only a good briefing on statute took up 15 pages,” Tardif notes. “Only one page dealt with the legal issue the law, but a straightforward and under the commerce clause of the U.S. Constitution.” concise presentation on the historical Tardif is a member of the Washington and technical context of the State Trial Lawyers Association, the Wash- ington Defense Trial Lawyers Association, transportation issue at hand.” and the Government Lawyers Associa- tion. He has written legal education mate- rials for these organizations and for state Risk Management Committee and the Context-Sensitive Design and local bar associations. With Washington State Attorney Gen- and Solutions Task Force. eral Rob McKenna, he coauthored “Washington State’s 45-Year “Involvement in TRB has proved valuable in two respects,” Experiment in Governmental Liability,” the lead article in a 2005 Tardif observes. “First, TRB’s initiatives for research on trans- volume of the Seattle University Law Review. portation legal issues and the work of the committees in the legal Tardif graduated from Seattle University and earned his law resources group have provided a lot of legal research that I have degree at the University of Washington and an MBA at the Uni- used in my cases. Second, TRB is a source of objective, high-qual- versity of Puget Sound. By then he had joined the state’s Office of ity research on transportation engineering issues and of access to the Attorney General, holding a succession of assignments culmi- legitimate transportation experts—invaluable in representing nating in service as chief of the torts division of 50-plus attorneys transportation agencies in litigation.” from 1987 to 2001, when he took his current senior attorney post. For lawyers planning a career in transportation law, Tardif rec- During his career, Tardif has represented government agencies ommends joining TRB committees and attending annual meet- involved in a spectrum of activities including law enforcement, ing and other conference sessions, such as the Annual Workshop social welfare, corrections, and regulation. He has served on the on Transportation Law. state Risk Management Advisory Committee and the Manage- “Participating actively in committees and sessions by making ment Service Advisory Committee. Although much of his tort presentations, serving on panels, and performing research work has been related to transportation, he also defends cases enhance professional skills and contribute to the advancement of involving liability for civil rights, employment, regulatory, law transportation law,” he points out. enforcement, and social welfare issues. “My particular advice for transportation lawyers handling lit- “Liability and damage theories from these other areas of tort igation is to make clear and complete presentations to courts of law have increasingly become evident in cases involving trans-

TR NEWS 242 JANUARY–FEBRUARY 2006 TR NEWS 242 JANUARY–FEBRUARY the factual and technical transportation issues involved,” says portation,” Tardif reports. “This variety of experience has been 34 Tardif. “It is important for decision makers to receive not only a helpful in defending transportation claims.” PROFILES ......

John Mason Science Applications International Corporation

ohn Mason has distinguished himself in three careers: the first jurisdiction in Virginia to install cameras at intersec- first as a U.S. Army officer, retiring as a colonel; then as tions that had patterns of red-light running.” Despite favorable a division and operations manager, vice president, and results, he reports, the cameras were removed in 2005 after the J now consultant at Science Applications International state’s General Assembly decided not to renew the legislation. Corporation (SAIC); and as an elected council member and six- Mason’s involvement in regional transportation issues was term mayor of the City of Fairfax, Virginia. inevitable. As a member of the National Capital Region Transpor- In the Army, he served two tours in Vietnam, first as an adviser tation Planning Board, he chaired its Vision Steering Committee, to a Vietnamese railway security battalion and then as command- which drafted the goals, objectives, and strategies for long-range er of a U.S. Army armored cavalry squadron of 1,200 soldiers. At transportation planning for metropolitan Washington, D.C. Mason SAIC, he has been a leader in the development of the company’s also served as vice-chair of the Transportation Coordinating Coun- transportation consulting business. As mayor, he has partici- cil of Northern Virginia, chaired the I-66 Major Investment Study pated in several transportation policy initiatives for the national Policy Advisory Committee, and was a member of the Northern capital region and Virginia. Virginia Transportation Commission. Mason concluded his Army career at the Pentagon as Assis- He served as vice-chair for transportation on the Regional tant Director, Operations and Readiness Directorate, and joined Emergency Response Task Force convened by the Metropolitan Washington Council of Govern- ments after the September 11, “I would urge that newcomers in the civic 2001, terrorist attacks. He led the arena or in a transportation consulting role design of an innovative informa- tion-sharing approach for the do the homework to understand not only the many transportation agencies and jurisdictions in the region. He is a technical aspects of the transportation issues, past chair of the board of direc- but also the decision-making process and tors of the Association of Metro- politan Planning Organizations. what motivates leaders to get things done.” In 2004, Mason was appointed to the Governor’s Commission on Rail Enhancement in Virginia for SAIC, an employee-owned research and engineering firm. He the 21st Century, which drafted future rail policy for the state. He was the first director of the company’s Transportation and Policy has authored an array of transportation-related papers and arti- Analysis Center, managing SAIC’s operations, research, and cles, including reports on operations planning, intelligent trans- analysis support for the Volpe National Transportation Systems portation systems, national transportation strategic planning, Center. He also was the program manager for SAIC’s support to and “How to Communicate with Elected Officials,” which the Federal Highway Administration (FHWA) Office of Opera- appeared in the February 2004 ITE Journal. tions and continues to assist FHWA on regional transportation “I would urge that newcomers in the civic arena or in a trans- policy and decision-making issues. portation consulting role do the homework to understand not Volunteer community service led to Mason’s election to the only the technical aspects of the transportation issues, but also

Fairfax city council in 1986, followed by six successive terms as the decision-making process and what motivates leaders to get TR NEWS 242 JANUARY–FEBRUARY 2006 mayor from 1990 to 2002. things done,” he advises. “It’s been fortunate that my civic life as mayor and my pro- Involved in many community cultural activities, Mason is fessional life as transportation consultant have been comple- president of the board of directors for the Fairfax Symphony mentary,” Mason comments. “The key to being effective in a Orchestra. He graduated from the University of Massachusetts civic role and successful in the consulting arena is building teams with a degree in history and earned a master’s degree in political of good people.” science from New York University. Located “at the crossroads of Northern Virginia,” with “some Mason has served TRB as a member of the National Cooper- 350,000 vehicle-trips per day,” Fairfax owns and operates its ative Highway Research Program Oversight Panel for a Future highway and street system, as well as its own bus system. Strategic Highway Research Program and of the Regional Trans- “In the mid-1990s, the City of Fairfax was among the leaders portation Systems Management and Operations Committee. He in Northern Virginia with technology initiatives such as traffic chaired the TRB Committee on Developing a Regional Concept light synchronization and coordination,” Mason notes. “We were for Managing Surface Transportation Operations. 35 36 TR NEWS 242 JANUARY–FEBRUARY 2006 TRB McBee StrategicConsulting. America, Inc.;andGinaMarieLindsey, McGraw, AirTransport Associationof grams DirectorRobertReilly;Paul America; TRBCooperativeResearchPro- Airports CouncilInternational–North Robert E.Skinner, Jr.; RichardMarchi, Administration; TRBExecutiveDirector Catherine Lang,FederalAviation Amir N.Hanna,NCHRP; panelchairJamesF. Byrnes,Jr., ParsonsBrinck- way andTransportation Officials (AASHTO);William P. Carr, DistrictDOT; ginia DOT(retired);KenKobetsky, AmericanAssociationofStateHigh- Goode, NorthCarolinaDOT(retired); C.FranklinGee,Vir- Michael Walton, UniversityofTexas–Austin; Larry R. Maier, FederalHighwayAdministration(FHWA); C. The sessionincluded( project alsoassistsintheimplementationofscanfindings. cal committeesofPIARC,theWorld RoadAssociation.The in internationalhighwaytechnologyscansandontechni- state departmentoftransportation(DOT)professionals get. Since1993,theprojecthassupportedparticipationby Washington, D.C.,toreviewprojectactivitiesandthebud- national InformationSharing,metinNovember2005 Project 20-36,HighwayResearchandTechnology: Inter- INTERNATIONAL EXCHANGE D.C. Participantsincluded( Academies KeckCenter, Washington, meeting, January30–31,attheNational Research Programconducteditsfirst tee forTRB’s newAirportCooperative STARTING UP— etn aur nWsigo,DC Participantsincluded meeting January6inWashington, D.C. ical andbiologicaldecontaminationsystemforsubwaystations,ata Analysis (IDEA)programpanelreviewedaprojecttodevelopchem- TRANSIT IDEAS— HIGHLIGHTS The oversightcommit- The Transit InnovationsDeservingExploratory clockwise, fromforeground left toright: —Panel membersforNCHRP ) ) Hana (clock- Florida DOT. AASHTO andOregonDOT; Terry Halkyard,FHWA; andRichardC.Long, erhoff QuadeandDouglas;FrancisB.Francois,Consultant; BobBryant, mation, seetheIDEAwebsiteatwww.TRB.org/idea. sit CooperativeResearchProgramsponsoredbyFTA. Formoreinfor- and ridershipoftransitsystems.TheprogramisfundedbytheTran- development toimprovetheefficiency, safety, security, maintenance, advance transitpractice.Theprogramfundsappliedresearchand several proposalsforprojectcontracts. ington MetropolitanAreaTransit Authority. Thepanelalsoselected Authority ofRiverCity(Kentucky);andJoanLeLacheirtheWash- chair; TRBSeniorProgramOfficer HarveyBerlin;BarryBarker, Transit Gilliam, CapitalMetropolitanTransit Authority(Austin,Texas), panel Angeles County;TRBSeniorProgramOfficer StephanParker;Fred (FTA); FrankLonyai,MetropolitanTransportation AuthorityofLos New York CityTransit; LewisClopton,FederalTransit Administration tute; JoeHenebury, U.S.DepartmentofTransportation; PaulMessina, wise, fromforeground) The Transit IDEAProgramsupportsinnovativeapproaches to Katherine Turnbull, Texas Transportation Insti- TR NEWS 242 JANUARY–FEBRUARY 2006 37 His awards and honors include the first Harland and honors His awards II. He War was a veteran of World Voorhees in civil engineering at completed a degree Voorhees In addition to his service on TRB’s Com- Executive Before coming to TRB, Witheford was technical coming to TRB, Witheford Before was the author of many technical pub- Witheford received a received Silver and a Bronze Star for his service in the 11, an elite Pacific with Underwater Demolition Team to the Navy unit that was a precursor Seals. planning Rensselaer Polytechnic Institute and in city He at the Massachusetts Institute of Technology. of University Bureau the Yale from earned a certificate Highway Traffic. Activities Council the Technical mittee, he chaired TRB 1971 to 1972 and was a member of several from Com- the Project standing committees. He chaired mittee on Highway Capacity Subcommittee on Defi- on Committee nitions (1960–1968) and the Project Origin and Destination (1965–1970). subsidiary of Delta Air Lines. He collaborated in subsidiary of Delta Inc., a mapping and recon- expanding Autometric, founded naissance firm, and Summit Enterprises, a estate holding company. real of the American of Civil Society Award Bartholomew to urban planning; Engineers, for his contributions the National Academy of Engi- and election in 2000 to and application of quan- neering, for his development between urban land uses and titative relationships the Alan M. flows. Rutgers University created traffic Center in his honor in 1998. Transportation Voorhees of Certified He was a Fellow of the American Institute Planners. senior program officer and engineer of traffic and oper- and engineer of traffic officer senior program in January 1989 but continued to ations. He retired topics for work as a consultant on highway-related the next 10 years. Foundation. He for the Eno Transportation director of Highway Traf- Bureau also had worked for the Yale and Study, Transportation Area fic, for the Pittsburgh for the Delaware During State Highway Department. served he in the U.S. Army in Japan War, the Korean with the Japan Construction as engineering officer Agency. on committees of the Amer- lications. He participated ican of Society of Civil Engineers and the Institute Engineers. Transportation . 1928–2005 Alan M. Voorhees, NAE, Alan M. Voorhees, internationally renowned pioneer in urban trans- an planning and portation influential writer on plan- and meth- ning standards ods, died in Richmond, 18. on December Virginia, Active in TRB, he served as chairman of the Execu- tive Committee in 1973. 1922–2005 In 1961, he founded the transportation consulting In 1961, he founded the transportation Witheford served on 50 TRB committees, mostly as Witheford Voorhees developed a mathematical model to fore- Voorhees In the late 1970s, Voorhees was appointed dean of In the late 1970s, Voorhees firm of Alan M. Voorhees & Associates, which planned firm of Alan M. Voorhees built in the transit systems many of the metropolitan to world in the 1960s and 1970s. He contributed free the guide several textbooks and manuals, including City for Your Better Transportation cast traffic patterns; the model was used in the design cast traffic and construction of the Interstate Highway System and office the world to plan highways, and around He began shopping complexes, and subway systems. engi- in 1949 as city planning career his professional neer for the City of Colorado Springs. He joined the of the Automobile staff in Wash- Safety Foundation ington, D.C., in 1952 as a planning engineer. TRB staff or liaison representative, and chaired the and chaired or liaison representative, TRB staff Subcommittee on Criteria for the Design and Appli- as cation of No Passing Zones. He joined the TRB staff engineer with the National Cooperative a projects in 1973; two years later, Program Highway Research In 1979 director. he was appointed assistant program Activities Division as to the Technical he transferred David K. Witheford, a civil engineer and retired TRB a civil engineer and retired David K. Witheford, died November 18 in Arling- officer, senior program A native of he came England, Sheffield, ton, Virginia. to the United from States in 1941. He graduated from a certificate College and received Swarthmore His of Highway Traffic. University Bureau the Yale urban transportation were of special interest areas and highway engineering. planning and traffic David K. Witheford David K. Witheford Alan M. Voorhees Alan M. Voorhees IN MEMORIAM the College of Architecture, Art, and Urban Art, Sciences at the College of Architecture, 1980 he the University of Illinois at Chicago. In founded Atlantic Southeast Airlines, which became a 38 TR NEWS 242 JANUARY–FEBRUARY 2006 SHELF BOOK transport sectorhaveledtoincreases inproductivity, France, 2005;164pp.;$63;92-821-2345-6. for EconomicCo-OperationandDevelopment,Paris, pean Conference ofMinistersTransport. Organisation Dominique Bouf,JulienLeveque,andMarco Ponti.Euro- Günter Knieps,AntonioEstache,Tomas Serebrisky, The Limitsof(De)regulation Round Table 129:Transport Services: challenges—on thevalueoffreight transport time. logistics perspective—thestateoftheart andresearch tional trade,timeandpassengertransport, andthe tance ofthecostandtimetransport forinterna- time infreight transport. Reports address theimpor- discussed theunderresearched topicofthevalue sive literature onthevaluationofpassengertimeand 2330-8. Development, Paris,France,2005;130pp.;$50;92-821- port. Organisation forEconomicCo-Operationand Bruzelius. European Conference ofMinistersTrans- Alan Deardorff, Yves Crozet, LoriTavasszy, andNils Round Table 127:Time andTransport involved indevelopingthesystems. ligent vehicletechnologyamongaudiencesnotdirectly Committee, Bishopintendstoraiseawareness ofintel- member oftheTRBVehicle–Highway Automation industry strategiesandoffers aviewofthefuture. A user acceptance.Theauthordiscussesgovernmentand practical considerationssuchasmarketaspectsand vehicles. Real-worldproducts are examined,alongwith issues involvedinintroducing thesystemsintoroad the workingsofintelligentvehiclesystemsand 2005; 366pp.;$89;1-58053-911-4. Richard Bishop.ArtechHouse,Norwood, Massachusetts, Intelligent Vehicle Technology andTrends demonstrated positive relationships withHMA per- (HMA). Thegoalwastoidentify criteriawith method ontheperformance ofhot-mixasphalt Superpave® mixdesign criteria specifiedbythe technical literature ontheimpact oftheaggregate This report offers acritical review ofthepost-1993 NCHRP Report539 Superpave-Designed Hot-MixAsphalt of andthePerformance Aggregate Properties TRB PUBLICATIONS Although deregulation andprivatizationinthe Participants inthisroundtable revisited theexten- This bookpresents acomprehensive of overview The booksinthissectionarenotTRBpublications.To order, contactthepublisherlisted. knowledge andfuture needs. presented are detailedsummariesofstate-of-the-art brane fuelcells,anddirect methanolfuelcells.Also uses ofsolidoxidefuelcells,proton exchangemem- cles. Thisbookexaminesthepotentialtransportation the nextgenerationofenergy systemsandroad vehi- 1-85312-840-6. Kingdom; Billerica,Massachusetts,2005;432pp.;$195; Transfer Series,Vol. 19.WITPress, Southampton,United B. SundénandM.Faghri,eds.DevelopmentsinHeat Transport PhenomenainFuelCells in eachcasestudy. The effect oftraffic onairqualityisaprominent topic Singapore; andThessaloniki,Greece. Paulo, Brazil; São Santiago, Chile; Spain; theNetherlands; Bilbao, and solutions:Adelaide,Australia;Bangalore, India; eral transportation systems,alongwiththeirplans ity oftheenvironment. introduces Anoverview sev- dailylivesandthequal- decisions thataffect people’s world totheengineersandplannerswhomustmake chusetts, 2005;208pp.;$120;1-85312-799-X. Press, Southampton,UnitedKingdom;Billerica,Massa- S. Basbas,ed.AdvancesinTransport Series,Vol. 17.WIT Advances inCityTransport: CaseStudies affiliate ofTRB. and infrastructure. Rapporteur Pontiisanindividual issues surrounding theregulation oftransport services structure aswellthetheoretical services, andpolicy vate partnerships, andcompetingfortransport infra- deregulating transport infrastructure andpublic–pri- and theresults from delimitingregulatory needs, envisioned. Reports address current issuesinreform concession relations havebeenlesssuccessfulthan not ledtothemobilizationofprivateresources, and reforms intheprovision ofinfrastructure have services tion (IIIB). ates: $23.Subscribercategory: materialsandconstruc- and HMA. sonnel responsible fortheproduction ofaggregates to materialssupplierandpaving contractorper- rials engineersinstatehighway agencies,aswell relationships. Thereport willbeof interest tomate- formance andtoestimatethesignificanceof Fuel cellsare expectedtoplayasignificantrole in City transport systemsare achallengearound the 2005; 90pp.;TRBaffiliates: $17.25;TRBnonaffili- TR NEWS 242 JANUARY–FEBRUARY 2006 39 BOOK SHELF To order the TRB titles described in Bookshelf, visit the TRB online Book- www.TRB.org/ store, or bookstore/, contact the Business Office at 202-334-3213. 2005; 66 pp.; TRB affiliates: $12.75; TRB nonaffili- 2005; 66 pp.; TRB affiliates: $16.50; TRB nonaffiliates: 2005; 72 pp.; TRB affiliates: $18.75; TRB nonaffiliates: 2005; 140 pp.; TRB affiliates: $12; TRB nonaffiliates: 2005; 49 pp.; TRB affiliates: ates: $17. Subscriber category: maintenance (IIIC). ates: $17. Subscriber category: Friction Control Research: Track-Related Industry Transit Methods Used by the 4 TCRP Report 71, Volume appli- wayside friction control and A variety of onboard appro- described, including cations for transit rail are given are priate uses and operational issues. Guidelines technolo- for selecting various types of friction control to and assistance gies. The material should be of interest mainte- engineers involved in the design, construction, nance, and operation of rail transit systems. rail (VII). $22. Subscriber categories: public transit (VI); Flange Climb Research: Track-Related Derailment Criteria and Wheel–Rail Profile for Management and Maintenance Guidelines Operations Transit 5 TCRP Report 71, Volume vehicles, Flange climb derailment criteria for transit ratio limits and a corre- including lateral-to-vertical presented. sponding flange-climb distance limit, are on wheel and rail maintenance Guidance is offered practices for transit agencies. rail (VII). $25. Subscriber categories: public transit (VI); Practices in No-Show and Late Cancellation Policies for ADA Paratransit TCRP Synthesis 60 and innovative This synthesis documents current practices of U.S. transit agencies in developing and implementing passenger no-show and late cancella- operated under tion policies for paratransit programs of the Americans with Disabilities the requirements Act of 1990 (ADA). The administration, community described for of policies are and effectiveness response, The report transit agencies. small, medium, and large system pro- examines how the policies can improve as well as service for and capacity, efficiency, ductivity, riders with disabilities, who may experience difficul- of many procedures ties with the advance reservation ADA complementary paratransit operations. public transit (VI). $16. Subscriber category: Winter Highway Operations Winter 344 NCHRP Synthesis 1994 and 2004 in between occurred Changes that the impacts of win- strategies to control practices and movement of traf- and efficient ter weather on the safe to an information is directed examined. The fic are and midlevel supervisory winter audience of frontline makers and planners. maintenance decision (continued) 2005; 97 pp.; TRB affiliates: $13.50; TRB nonaffili- 2005; 97 pp.; TRB affiliates: 2005; 111 pp.; TRB affiliates: $13.50; TRB nonaffili- 2005; 111 pp.; TRB affiliates: 2005; 80 pp.; TRB affiliates: $12.75; TRB nonaffili- 2005; 80 pp.; TRB affiliates: 2005; 28 pp.; TRB affiliates: $15; TRB nonaffiliates: 2005; 28 pp.; TRB affiliates: ates: $18. Subscriber categories: planning and adminis- tration (IA); materials and construction (IIIB). Management of Disadvantaged Business Enterprise Issues in Construction Contracting NCHRP Synthesis 343 agencies have taken different State transportation in the Disadvantaged to the requirements approaches in Feb- revised Business Enterprise (DBE) regulations the approaches, ruary 1999. This synthesis presents but with specific generally covering all DBE programs, sector. focus on the highway transportation ates: $18. Subscriber categories: materials and construc- tion (IIIB); maintenance (IIIC). Chip Seal Best Practices NCHRP Synthesis 342 an overview of successful chip This synthesis presents seal practices in the United States, Canada, and over- a goal of assisting in the development and seas. With programs, implementation of pavement preservation seal as part the volume describes the benefits of chip Approximately maintenance program. of a preventive 40 best practices in chip seal design methods, contract administration, equipment use, construction, and per- identified. are formance measures ates: $17. Subscriber categories: energy and environment ates: $17. Subscriber categories: energy (IB); highway and facility design (IIA). Integrated Roadside Vegetation Management Integrated Roadside Vegetation NCHRP Synthesis 341 roadside practices in integrated and current Research this syn- documented in vegetation management are on the incorporation of the thesis, along with reports plan- into highway project decision-making processes A surveyning, design, construction, and maintenance. of the litera- agencies and a review of 26 transportation prac- have yielded a compendium of successful ture state DOTs. tices for potential implementation by other $20. Subscriber categories: pavement design, management, $20. Subscriber categories: materials and construction (IIIB). (IIB); and performance Guidelines for Early-Opening-to-Traffic Portland for Early-Opening-to-Traffic Guidelines Pavement Rehabilitation for Cement Concrete 540 NCHRP Report the use of early- to facilitate presented are Guidelines for pavement rehabil- concrete (EOT) opening-to-traffic pavement closures reducing itation by highway agencies, benefits. The and environmental and accruing economic testing, construction, proportioning, guidelines address to achieve long-term concrete and other aspects of EOT and cost-effectiveness. durability, performance, TRB PUBLICATIONS TRB PUBLICATIONS 40 TR NEWS 242 JANUARY–FEBRUARY 2006 – EnvironmentalGeospatial 3–4 May 8thAnnualNationalHarbor 26–28 10thNationalLightRail 9–11 ResearchtoEnhance Rail 5–6 April Transportation andEconomic 28–30 AASHTOSymposiumon 27–29 SafetyDataAnalysisTools 27–28 March 2006 TRB Meetings CALENDAR *TRB iscosponsorofthemeeting. listed withoutaTRBstaff contacthavedirect linksfrom theTRBcalendar webpage. www.TRB.org/calendar. To reach theTRBstaff contacts,telephone202-334-2934,fax202-334-2003,ore-mail [email protected] Additional informationonTRBmeetings, includingcallsforabstracts,meetingregistration, and hotel reservations, isavailab Thomas Palmerlee ( of NoteworthyPractices Multidisciplinary Examination Transportation: A Information for Joedy Cambridge Washington, D.C. Conference* Safety Committee Peter Shaw St. Louis,Missouri and Opportunities* Rail—A World ofApplications Transit Conference:Light Elaine King Washington, D.C. Workshop ( Network Performance:A Little Rock,Arkansas Development 2006* Thomas Palmerlee Columbus, Ohio Systems forTransportation * Geographic Information Richard Pain Washington, D.C. Workshop ( by invitation by invitation by invitation ) ) ) 62 11thAASHTO–TRB 16–20 3rdInternational Conference 16–19 31stAnnualSummerPorts, 9–11 TRB2006Summer 9–11 – 1stInternationalSymposium 4–7 NorthAmericanTravel 4–7 June 6thNationalAviation System 17–19 ChallengesofDatafor 8 July Charleston, South Carolina Conference* Maintenance Management Porto, Portugal Safety, andManagement* on BridgeMaintenance, La Jolla,California Conference International Trade Waterways, Freight,and Mark Norman La Jolla,California Conference Thomas Palmerlee La Jolla,California ( on FreewayOperations* Thomas Palmerlee Minneapolis, Minnesota Conference Monitoring Expositionand Daytona Beach,Florida Planning Symposium ( Performance Measures Richard Cunard Athens, Greece by invitation by invitation ) ) 32 7thInternational Conference 23–26 1stInternationalConference 6–9 3rdBusRapidTransit 2–4 7thNationalAccess TBD August 2ndInternationalSymposium onTransportation Technology Aug. 3 30– 5thInternationalSymposium 25–29 45thAnnualWorkshop on 23–26 Stephen Maher Montreal, Quebec,Canada Bridges* on ShortandMediumSpan Stephen Maher Philadelphia, Pennsylvania of the21stCentury* Bridges andStructures in theInfrastructure: on FatigueandFracture Peter Shaw Toronto, Ontario,Canada Conference Kimberly Fisher Park City, Utah Management Conference Kimberly Fisher St. Petersburg, Florida Transfer* Richard Cunard Yokohama, Japan on HighwayCapacity* James McDaniel Chicago, Illinois Transportation Law le at tings INFORMATION FOR CONTRIBUTORS TO TR NEWS

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Critical Issues in Transportation Integrating Sustainability into the Strategies to Increase Coordination of TRB Miscellaneous Publication, Transportation Planning Process Transportation Services for the 16 pages, 8.5 x 11, free (2006) TRB Conference Proceedings 37, Transportation Disadvantaged (Included in this magazine; to order ISBN 0-309-09418-6, 59 pages, Transit Cooperative Research Program additional copies, contact Russell 8.5 x 11, paperback, $33.00 (2005) Report 105, ISBN 0-309-08813-5, Houston at [email protected].) 77 pages, 8.5 x 11, paperback, Guide for Emergency Transportation $31.00 (2004) The Fuel Tax and Alternatives for Operations Transportation Funding National Cooperative Highway The Marine Transportation System and TRB Special Report 285, 6 x 9, Research Program (NCHRP) Report 525, the Federal Role: Measuring paperback, on press—forthcoming Vol. 6, ISBN 0-309-08829-1, 56 pages, Performance, Targeting Improvement April 2006 8.5 x 11, paperback, $21.00 (2005) TRB Special Report 279, ISBN 0-309- 09452-6, 180 pages, 6 x 9, paperback, Future Truck and Bus Safety Research State Construction Quality Assurance $24.00 (2003) Opportunities Programs TRB Conference Proceedings 38, NCHRP Synthesis 346, ISBN 0-309- The Workforce Challenge: Recruiting, 8.5 x 11, paperback, on press— 09749-5, 75 pages, 8.5 x 11, paperback, Training, and Retaining Qualified forthcoming April 2006 $17.00 (2005) Workers for Transportation and Transit Agencies TRB Special Report 275, ISBN 0-309- 08563-2, 186 pages, 6 x 9, paperback, $23.00 (2003)

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