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TR NEWSMay–June 2019 NUMBER 321

PLUS Stretch Limousine Regulatory Reform One Committee’s Strategic Plan Pilot Asphalt Overlay Project TRANSPORTATION RESEARCH BOARD 2019 EXECUTIVE COMMITTEE*

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Melinda McGrath, Executive Director, Mississippi Department of Transportation, Jackson Patrick K. McKenna, Director, Missouri Department of Transportation, Jefferson City The three Academies work together as the Brian Ness, Director, Idaho Transportation Department, Boise National Academies of Sciences, Engineer- Susan A. Shaheen, Adjunct Professor, Civil and Environmental Engineering; Co-Director, Transportation ing, and Medicine to provide independent, Sustainability Research Center; Director, Innovative Mobility Research, University of California, Berkeley James M. Tien, Distinguished Professor and Dean Emeritus, College of Engineering, University of Miami, objective analysis and advice to the nation Coral Gables, Florida and conduct other activities to solve complex Shawn Wilson, Secretary, Louisiana Department of Transportation, Baton Rouge problems and inform public policy decisions. The National Academies also encourage Ronald Batory, Administrator, Federal Railroad Administration, U.S. Department of Transportation, Santa Fe, education and research, recognize outstand- New Mexico (ex officio) ing contributions to knowledge, and increase Michael R. Berube, Acting Assistant Secretary for Sustainable Transportation, U.S. Department of Energy, public understanding in matters of science, Washington, D.C. (ex officio) Mark H. Buzby (Rear Admiral, U.S. Navy), Administrator, Maritime Administration, U.S. Department of engineering, and medicine. Transportation (ex officio) Learn more about the National Academies Steven Cliff, Deputy Executive Officer, California Air Resources Board, Sacramento (ex officio) Edward N. Comstock, Independent Naval Architect, Davidson, North Carolina (ex officio) of Sciences, Engineering, and Medicine at Howard R. 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(ex officio) by providing leadership in transportation Nikola Ivanov, Director of Operations, Center for Advanced Transportation Technology Laboratory, innovation and progress through research University of Maryland, College Park, and Chair, TRB Young Members Council (ex officio) and information exchange, conducted within Heidi King, Deputy Administrator and Acting Administrator, National Highway Traffic Safety Administration, a setting that is objective, interdisciplinary, U.S. Department of Transportation (ex officio) and multimodal. The Board’s varied activities Raymond Martinez, Administrator, Federal Motor Carrier Safety Administration, Washington, D.C. (ex officio) annually engage about 7,000 engineers, sci- Nicole Nason, Administrator, Federal Highway Administration, Washington, D.C. entists, and other transportation researchers Craig A. 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Research Board at www.TRB.org. * Membership as of May 2019. NEWS 3 6 TR Number 321 / May–June 2019

TR 12 30 44 3 Women and Gender in Transportation: Better Transportation for Women Benefits All Dawn Hood and Tara Goddard The majority of the articles in the May–June issue of TR News highlight women and gender in transportation. Focusing on 18 POINT OF VIEW and improving transportation for women not only advances the interests of women but also leads to better health, safety, Technology for All: How Equity, and economic outcomes for all travelers and their communities. Access, and Affordability Must 5 Women’s Issues in Transportation Conference Feature in Next-Generation Therese W. McMillan and Asha Weinstein Agrawal Vehicle Policy Monica G. Tibbits-Nutt 6 Women’s Constrained Travel The author traces the history of modern American Behavior: Austrian Case Study transportation and its role in racial, gender, and economic Juliane Stark and Michael Meschik inequality. It is tempting to imagine that the technological transformations brought forth by machine learning will When someone feels unsafe, it can affect their travel correct these structural imbalances, but bias often is built in intentions, behavior, and patterns. This constrained travel to seemingly neutral systems. How can automated vehicles behavior—which manifests variously as avoiding certain be deployed to build a more connected society and right modes, changing routes, and employing self-defense these wrongs, and how can transportation policy support measures—is still a fairly unexplored topic. The authors these efforts? present the methodology and findings of their study, based in Austria, of the ways in which harassment, assaults, and other frightening situations have affected women’s travel behavior. 24 Mainstreaming Gender 9 Street and Transit Harassment Data Collection Winnie Okello Sheila Mitra-Sarkar and Floridea Di Ciommo The need for gender-sensitive transportation data collection 12 Challenges of Bicycling and is outlined in this article. Transportation policies that affect both men and women require multiple data collection Walking Faced by Minority Women methods to ensure appropriate statistical analysis; however, in Low-Income Communities research shows that sociodemographics are not sufficiently Wesley Blount, Jr. studied. Collecting more comprehensive and useful data on women’s travel patterns and caregiving trip activities can As a fast-growing segment of the cycling population, lead to more effective and inclusive policy. bicyclists of color are becoming an increasingly powerful and visible constituency. This article examines initiatives 27 Current Women Leaders in Transportation and campaigns to strengthen bike cultures for low-income Katherine Kortum and minority populations, as well as the challenges, both practical and structural, along the way. 28 Women Transportation Pioneers Winnie Okello 15 Transformational Technologies’ Impact on Women Maria Cristina Marolda In this article, the author explores the gender-related implications of the artificial intelligence applications, or transformational technologies, that already are changing society and travel. As connected and automated mobility becomes a reality, it is important to ensure that women— COVER Addressing the needs who already experience disadvantages in transportation of women and gender in access and equity and in the male-dominated transportation transportation leads to a more industry—are not left behind. efficient and equitable system for all travelers. (Photo: Pixabay) 30 Tragedy in Schoharie, New York, and Stretch Limousine Regulatory Coming Next Issue Reform Matthew W. Daus A 2018 limousine crash in Schoharie, New York, killed 20 The July–August 2019 issue of TR News focuses on people in one of the deadliest transportation disasters in types of trespassing in passenger and freight rail: nearly 10 years. The author examines the implications of the the importance of the issue, crash, legislative and policy responses, and possible next possible strategies to prevent steps to increase limousine safety, as well as stretch limo trespassing, and effects on industry trends and safety protocols and regulations. the rail transportation system. Articles will present an overview 36 Response to a Rapidly Transforming of the prevalence of trespassing deaths and will address a variety Field: The Transportation and Air of preventive strategies and Quality Committee’s Strategic Plan technologies as well as related research. Christopher Porter, Douglas Eisinger, Shams Tanvir, and Photo courtesy Asim Zaman David Kall A school bus crosses a railroad intersection as the gates are closing. The July– As new technologies like cloud computing and vehicle August 2019 issue of TR News examines many aspects of railroad trespassing, electrification transform transportation air quality research, such as the use of artificial intelligence–aided detection data to study the TRB Standing Committee on Transportation and Air trespassing incidents. Quality used the changes to reexamine the information needs of planning agencies and other stakeholders and to recalibrate its activities. This article shares the committee’s recent efforts and planned future work. Also in This Issue: 41 High-Performance Thin Asphalt 47 News Briefs Overlay Rises to Challenge: Pilot Project in Manhattan 48 Profiles Frank Fee Patricia S. Hu, Bureau of Transportation Statistics, and Åsa Vagland, Ministry of Infrastructure, Sweden Planners in New York City faced a challenge along First Avenue, one of the city’s major thoroughfares, which was 50 TRB Highlights in poor condition from years of utility projects and repairs. An upgrade project to add a bus lane and separated bike Using Existing Airport Management Systems to Manage Climate lanes would require the costly rehabilitation of 53 city blocks Risk: ACRP Research Report 188, by Amanda Vargo et al., page 50 in an already-congested, busy area. The author outlines Engaging Engineering Societies in Undergraduate Engineering the progress and success of a pilot project to use high- Education, by Kenan Jarboe, page 51 performance thin overlay material to rehabilitate First Avenue in less time and for much less money. 52 Bookshelf 44 RESEARCH PAYS OFF 55 Calendar DamageWise Program Implementation Pays Off for Indiana Daniel L. Brassard, Deborah Horton, and Darcy M. Bullock

Transportation Research Board telephone 202-334-3216, fax 202-334-2519. TR NEWS Neil J. Pedersen, Executive Director Periodicals postage paid at Washington, D.C. features articles on innovative and timely research Russell W. Houston, Associate Executive Director and development activities in all modes of Ann M. Brach, Director, Technical Activities Postmaster: Send changes of address to TR News, transportation. Brief news items of interest to the Thomas R. Menzies, Jr., Director, Consensus and Transportation Research Board, 500 Fifth Street, transportation community are also included, along Advisory Studies NW, Washington, DC 20001. with profiles of transportation professionals, meeting Gary J. Walker, Director, Administration and Finance Notice: The opinions expressed in articles announcements, summaries of new publications, and Christopher J. Hedges, Director, Cooperative appearing in TR News are those of the authors news of Transportation Research Board activities. Research Programs and do not necessarily reflect the views of TR News is produced by TR News (ISSN 0738-6826) is issued bimonthly by the Transportation Research Board. The Transportation Research Board the Transportation Research Board, 500 Fifth Street, Transportation Research Board and TR News do Publications Staff NW, Washington, DC 20001. Internet address: not endorse products or manufacturers. Trade and Eileen P. Delaney, Director of Publications www.TRB.org. manufacturers’ names appear in an article only Lea Camarda, Editor because they are considered essential. Editorial Correspondence: By mail to the Heidi Willis, Associate Editor Printed in the United States of America. Jennifer G. Correro, Assistant Editor Publications Office, Transportation Research Board, 500 Fifth Street, NW, Washington, DC 20001, by Copyright © 2019 National Academy of Sciences. TR News Editorial Board telephone 202-334-2986, by fax 202-334-3495, or All rights reserved. For permissions, contact TRB. Christine L. Gerencher, Chair by e-mail [email protected]. Camille Crichton-Sumners Waseem Dekelbab Subscriptions: North America: 1 year $75; single Karen S. Febey issue $19. Overseas: 1 year $100; single issue Nelson H. Gibson $19 plus shipping. Inquiries or communications Edward T. Harrigan concerning new subscriptions, subscription Micah Himmel problems, or single-copy sales should be addressed Katherine Kortum to the Business Office at the address below,TR or Women and Gender in Transportation Better Transportation for Women Benefits All

elcome to the TR News • Twelve percent of women in special issue on women metropolitan areas and more and gender in transpor- than 17% of women in rural tation. Although this areas have a disability; this issue focuses on women’s represents a significant Wperspectives, the articles merit your atten- intersection of travel issues tion. Addressing transportation issues that related to women and to specifically affect women benefits every- people with disabilities.1 one, regardless of gender. Focusing on • U.S. women comprise 47% and improving transportation for women of workers, are the primary is the right thing to do—and often results or sole earners in 40% of in significant positive health, safety, and households with children, economic outcomes. and own nearly 10 million Why should you pay attention to trans- businesses, accounting portation issues faced by women? Photo: VDOT, Al Covey for $1.4 billion in annual 2 Tackling equity in transportation includes examining • In most societies—even the ones revenues. access disparity, including global policies, legal approaches, in which women participate in the These examples of how and practical applications. workforce at near-equal rates to gender is relevant to a wide men—women tend to be responsible variety of transportation fields explain safety and data committee, the group’s for household- and child-related both the origin and the mission of the work has expanded beyond gender differ- travel. TRB Standing Committee on Women’s ences in crash risks, rates, and outcomes • W omen most often act as caretakers Issues in Transportation. Born out of a to address the major and enduring differ- of aging family members—a ences between women and men in travel demographic on the rise. 1 Based on American Community Survey 5-year data. behavior, preferences, and attitudes; 2 Based on U.S. Department of Labor data. crash risks and outcomes; responses to TR TR NEWS May–June 2019 › 3 bicyclists. Cristina Marolda considers how transformational technologies affect women in several major transportation fields. Stated equity goals at every level of government mean that emergent technologies must also include a consideration of gender, observes Monica Tibbits-Nutt. Similarly, data collection historically has neglected women, note Sheila Mitra-Sarkar and Floridea Di Ciommo in their article on mainstreaming gender data collection. Therese McMillan and Asha Agrawal share information about the upcoming 2019 Women’s Issues in Transportation Conference—a chance to learn more about all these topics and to network with professionals from all over the world. For more than four decades, the Wom- Photo: Tom Page, Flickr en’s Issues in Transportation Committee Passengers wait in a Vienna, Austria, Metro station. has illuminated the importance of gender differences in all aspects of transportation—but our work is not done. We need your involvement to continue making the construction and operation of various progress, because a focus on women’s transportation and freight vehicles; con- For more than four transportation relies on allies in all facets cerns about safety (crashes and falls) and decades, the of the profession, regardless of gender or personal security (crime and harassment) specific field. in all transportation modes; responses to Women’s Issues We hope that you enjoy this special transportation and related public policies, issue of TR News and come away with a incentives, and sanctions; and participa- in Transportation deeper understanding of the many ways tion and experiences in various sectors of we can all care about transportation issues the transportation labor force. Committee has that affect women. The variety of article topics in this issue —Dawn Hood and Tara Goddard reflect the goals and objectives of the illuminated the Chair and Member, TRB Standing Women’s Issues in Transportation Commit- Committee on Women’s Issues in tee. Juliane Stark and Michael Meschik pres- importance of gender Transportation ent an international perspective, examining a case study from Austria on women’s travel differences in all constraints. Winnie Okello shines a light on issues of harassment on the street and aspects of on transit. Demonstrating that women’s transportation—but its NOTE: The TR News Editorial Board identities are intersectional, Wesley Blount thanks Katherine Kortum for her work illuminates the challenges that minority, work is not done. assembling and developing this issue. low-income women face as pedestrians and

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McMillan is Executive Director, Metropolitan Transportation Commission, San Francisco, California, and Agrawal is Education Director, Mineta Transportation Institute, San Jose State University, California.

n September 2019, TRB will host the should TRB’s conferences and limited attention is paid to understand- I 6th International Conference on Wom- committees retain their emphases on ing the major obstacles and constraints en’s Issues in Transportation (WIiT). how transportation impacts women or encountered by women travelers and Building on the themes explored in the should future research and practice women who work in transportation indus- first conference in 1978 and subse- shift to a broader focus on gender, tries. WIiT will spotlight and explore in quent meetings, the 2019 WIiT will bring one that explicitly incorporates the depth the needs and opportunities to use scholars and practitioners together at the challenges faced by LGBTQ and other research to improve policies, actions, and Beckman Center in Irvine, California, to communities? outcomes for women and others facing examine all aspects of women’s experienc- gender-based disparity in transportation. • Influence es in travel and transportation. The 2019 WIiT will include many If there appears to be an unac- Picking up themes of previous WIiTs— activities to connect students and ceptable rate of change based on especially the fourth conference, held in emerging professionals with more sea- gender, why is that? For example, Irvine in 2009—the 2019 conference is soned practitioners and scholars, for in what aspects of transportation organized around an evaluative framework the mutual learning of all. One innovative has progress occurred on matters of three lenses: insights, inclusion, and experience planned is a marquis dinner, of concern to women? What might influence. cohosted with the Women’s Transporta- be new areas of research—or ways tion Seminar, that will bring academics, • Insights of presenting research findings—that practitioners, and students from the What have we learned in the 10 can move the needle to exact more high school to doctoral levels together in years since the 2009 WIiT in Irvine dramatic change? conversation. and how do those insights guide us The most recent WIiT was held in For more information about the to the next key areas for research 2014 in Paris, France, and called for conference, please visit www.cvent.com/ and action? For example, what issues bridging the gap between men and events/6th-international-conference- remain relevant today and what issues women, between rich and poor coun- on-women-s-issues-in-transportation/ require a different approach? How tries, and between knowledge and policy. event-summary-c01736980c964d- do new developments, particularly in Media trends in recent years have placed 8093c8e32fc031e3b2.aspx. technology, affect women’s travel and attention on these differences, particularly participation in the transportation those between women and men, as seen workforce? through hundreds of women’s marches, • Inclusion studies in workforce disadvantages, and Has the push to advance the needs the #MeToo movement. of women opened up a wider lens Despite so much public interest and to gender equality? For example, attention to gender equality, however,

TR NEWS May–June 2019 › 5 Women’s Constrained Travel Behavior Austrian Case Study

Photo: PxHere

ear about personal safety on differ- and to increase perceived safety, women JULIANE STARK AND ent modes of transportation—and sometimes employ a strategy of “arming MICHAEL MESCHIK traveling to and from these differ- measures,” which includes carrying items ent modes—is a significant issue for for self-defense, such as pepper spray, The authors are Senior children, the elderly, persons with pocket alarms, or knives; holding or using Fdisabilities, ethnic and racial minorities, a mobile phone while walking alone; or Scientists, University of Natural and women. This article focuses on safety attending a self-defense course. Resources and Life Sciences, issues specific to women. Department of Landscape, Safety-related risk perception Spatial, and Infrastructure can impede travel patterns as Sciences, Institute for Transport well as the intention to travel in- dependently. Constrained travel Studies, Vienna, Austria. behavior can be expressed in a e o m n variety of ways; for example, w a n women may avoid certain n d

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r they often are based on lighting conditions, not Photo: Tom Page, Flickr Above: The Vienna U-Bahn station in Austria. only daylight but also A new study examines the situations women artificial light in build- Women often avoid travel modes in which lighting may not encounter in traveling and how behavior is be adequate, both outside at night and inside building and modified in response. ings. To cope with fear transit stations.

6 ‹ TR NEWS May–June 2019 Methodology The constrained travel behavior of women still is an underresearched topic. Few studies have quantified the impacts of fear and personal safety on different modes of transportation. An Austrian study investigated how the situations that women had faced in their everyday mobility, such as harassment and assaults, had affected their travel behavior (2; see box below). To investigate how women’s mobility is affected, researchers used the term “frightening situations” to describe the experiences that caused women to alter their travel behavior. It must be stated that objectively similar situations can, of Photo: Yuan, Flickr course, cause different impacts; therefore An Austrian survey on mobility behavior examined how many women had experienced the objective seriousness of an incident frightening situations on transit. was not really relevant for this study. In 2012 and 2013, 402 interviews were The second part included questions tion and 21% had experienced between conducted via two telephone surveys to about the situations, including the envi- two and five situations. These results may investigate the degree of constraint in the ronment, the travel modes used, and the not be generalizable, however. A much travel behavior of women in Austria. time of day. The final part of the question- older study in the United Kingdom re- The researchers’ main objective was naire was directed only at women who vealed that 31% of respondents had been to assess how many women experienced had experienced a frightening situation harassed and that about one-quarter had frightening situations while traveling; the and included questions on changes in been harassed more than once (3). locations and circumstances of those situa- their travel habits based on the frightening In further analysis, 171 frightening situ- tions; and, if applicable, women’s respons- situations they had experienced. ations were broken up into 230 subactions es. The first survey was an exploratory that then took place; for example, if a wom- study to identify what kind of situations Results an experienced both a verbal harassment took place and where. The second survey The results showed that, overall, one-third and an attempted assault (Figure 1, below). mainly addressed the proportion of wom- of women had experienced frightening Most of those incidents included verbal en who experienced frightening situations. situations while traveling. Among these (42%) and nonverbal (20%) harassment; The questionnaires consisted of three women, 13% had experienced one situa- followed by attempted assaults (16%); parts. The first part included general questions like sociodemographic characteristics, the respondent’s self-reported general communicativeness and anxiety 10% levels, and screening questions to identify if women were affected. Whether or not they had experienced frightening situa- 13% Verbal Harassment tions in their everyday mobility, respon- Nonverbal Harassment dents reported individual safety precau- 42% tions they have taken, such as avoiding (Attempted) Assaults certain walking routes, and whether they Stalking Incidents changed their travel modes based on the 16% Fear of Intimidating Persons time of day.

NOTE: This article presents an excerpt of 19% study results. It is based on the authors’ 2018 paper, “Women’s everyday mobility: Frightening situations and their impacts on travel behaviour” (2). FIGURE 1 Frightening situations experienced by women. (N = 230 subactions of 171 incidents.)

TR NEWS May–June 2019 › 7 stalking (12%); or the fear of intimidating one (78%), and this share varied depend- persons, that is, fights at public transport ing on the time of the day. stops, groups of intoxicated persons in the In total, 75% of all women who had metro, or men approaching on a deserted been affected by frightening situations street (10%). avoided certain routes or destinations, such Some of the reported situations as spaces with dim lighting and under- occurred inside vehicles (27% of all ground car parks and railway stations. The situations), but the majority (73%) oc- avoidance of specific travel modes is not as curred outside vehicles; 36% of situations widespread, but 39% of affected women occurred within the urban area. In most and 16% of nonaffected women try to Photo: FaceMePLS, Flickr cases, women were walking at the time of avoid specific modes of transportation— According to the Austrian study, fewer the incident; the next most common thing mainly public transit, specifically subways, negative experiences occur on modes with less women were doing at the time of the in- railways, trams, and buses. The results exposure to potential offenders, such as riding cident was riding on public transit. Other suggest that the percentage of women a bicycle or driving a car. persons were present in half of the cases; who avoid specific travel modes, always or a high proportion of incidents happened at least partly dependent on the time of inside crowded vehicles. day, doubled among women who had had Conclusion The Austrian case study confirms that The results showed that most respon- negative experiences while traveling. women in general have constrained travel dents regularly take precautions when Other modes, such as bicycles, taxis, behavior because of fear for their personal traveling, avoiding routes, stations and and cars received fewer mentions; travel- safety. When it is not possible to change destinations, and travel modes, to try and ing inside a vehicle or on a bicycle creates the travel route or the travel time, or prevent frightening situations. The share less exposure to potential offenders (2). when no other transport mode is avail- of women taking at least one arming This also is supported by the finding that able, women feel that they must use less measure was significantly higher if the women feel less vulnerable riding a bicycle desirable transportation options—even if respondent had already experienced a than walking in darkness, presumably be- it means they may encounter frightening frightening situation (96%) compared cause of the higher velocity and because situations. with women who had not experienced they can keep away from sidewalks. Women’s sense of personal security plays an important role in their travel behavior. The share of women affected by frightening situations while traveling trans- lates to unequal mobility opportunities that can result in social exclusion. Because, as suggested in Armitage and Gamman (4), personal safety and fear of crime is one of the main components for sustainability frameworks, safe environments in which all people can move about freely and without fear are essential.

REFERENCES 1. Loukaitou-Sideris, A. What Is Blocking Her Path? Women, Mobility, and Security. Present- ed at 4th International Conference on Women’s Issues in Transportation, Irvine, California, 2010. 2. Stark, J., and M. Meschik. Women’s everyday mobility: Frightening situations and their impacts on travel behaviour. Transportation Research Part F: Traffic Psychology and Behaviour, Vol. 54, 2018, pp. 311–323, 2018. https://doi. org/10.1016/j.trf.2018.02.017. 3. Lynch, G., and S. Atkins. The influence of personal security fears on women’s travel patterns. Transportation, Vol. 15, No. 3, 1988, pp. 257–277. https://doi.org/10.1007/BF00837584. Photo: Alper Cugun, Flickr 4. Armitage, R., and L. Gamman. Sustainability via Surveys showed that a high portion of frightening situations occurred inside security: A new look. Built Environment, Vol. 35, crowded transit vehicles. No. 3, 2009, pp. 297–301.

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iscussions of transportation safety security issues that constrain women’s Studies have shown that women expe- D topics typically include the follow- mobility” (1). These security issues limit rience more street harassment than ing issues: mechanical features, sight where and how far women can travel, men (2–3). Typical street harassment distance, roadside hazard minimiza- the times of day women can safely use includes, but is not limited to, leering, tion, planning tools, and even inclement transit systems, and women’s access honking, whistling, sexist comments, vul- weather considerations. The topic of to financial stability and independence. gar gestures, sexually explicit comments, personal security and safety, however, A lack of personal security, either real kissing noises, unwelcomed following, typically focuses on terror prevention or or perceived, or the inability to use blocking of pathways, and even assault. national security threats; gender rarely is transportation without the fear of being Street and transit harassment include a consideration. Only recently has some victimized—whether riding public trans- unwanted and annoying actions of one attention to gender concerns begun to portation, walking to or from a facility or party or group to another, threats, and circulate in the design process: where stop, or waiting for transit—can sub- demands, whether systematic or contin- should transportation safety begin—when stantially decrease the attractiveness ued or both. a person is walking to the public transit and use of public transit (1). or when they are waiting at the designat- ed station? What efforts can be made to ensure a greater sense of safety to users Typical street harassment includes, but is not as they navigate various public spaces? limited to, leering, honking, whistling, sexist According to the World Bank 2017 Global Mobility Report, “women’s mobility comments, vulgar gestures, sexually explicit is of concern in rural and urban areas,” especially in those with limited access comments, kissing noises, unwelcomed following, to public transportation, and “although no database on public transit-related blocking of pathways, and even assault. crimes is available, evidence points to

TR NEWS May–June 2019 › 9 Photo: KeioLine, Wikimedia Single-sex train carriages in Japan were instituted to reduce incidents of harassment.

Fear of crime and violence has been to travel in the regular cabins should systems, and security features such as documented consistently as more expect some harassment. recording devices can make transit sys- pronounced among women than men. tems users feel safer and more secure. Women tend to consciously monitor the In 2000, nearly 70% of women in Tokyo public spaces they navigate for environ- backed the women-only cabins that Ridesharing mental cues of danger and to change were introduced to reduce incidents of Infrastructure alone cannot solve the their behavior in response to feelings harassment and increase safety and issue at hand. Rideshare services such of unsafety, such as avoiding particular comfort for female passengers (5). as Uber, Lyft, Moovel, ARRO, and Bolt, areas, traveling with company, keeping But as Telegraph writer Claire Cohen as well as traditional taxis, also may help a friend updated on one’s whereabouts, argues, single-gender arrangements tackle harassment and safety con- and carrying pepper spray or other per- may normalize sexual assault; rather cerns. Rideshare services can provide sonal safety devices (3–4). than remove women from the equation, an increased sense of safety, allowing the answer is to tackle the problem of passengers access to vehicle and driver Victims may not report incidences of sex offenders (3). information before pick-up as well as harassment out of fear, shame, or guilt. shareable trip status updates once the Although issues of street and transit Society often has placed the onus of ha- ride begins. Although most harassment harassment seem to have more to do rassment prevention on the victim rather in general goes unreported, data collect- with human behavior, addressing them than on the abuser; for instance, victims ed from transit-related reported inci- demands equal participation by the tech- often are told that their attire and public dents do influence company culture and nical community. Engineers, architects, interactions with strangers could invite policies and aid in implementing proac- planners, and policy makers must collab- harassment. In an effort to reduce public tive solutions to minimize and eliminate orate to create implementable practical transit harassment and invasion of wom- future occurrences (6). en’s personal spaces, some countries solutions. It is imperative to understand such as Mexico, India, Japan, and Brazil the human element of engineering, and Following a recent media spotlight on have implemented women-only cabins (3). design accordingly to best suit the end harassment and assault cases related Such arrangements seem like a viable, users. Safety features such as well-lit to the use of rideshare apps, Uber has pragmatic solution, but they may send walking paths and transit waiting areas made strides toward greater trans- the message that women who do not protected from the elements, spacious parency by partnering with the Nation- want to be harassed should separate travel cabins, stricter background al Sexual Violence Resource Center themselves and that women who choose checks, easier-to-use incident reporting (NSVRC) and the Urban Institute to

10 ‹ TR NEWS May–June 2019 create a new taxonomy to categorize Major competitors such as Uber and Lyft The positions expressed in this article reported incidents of sexual miscon- also have taken measures to bridge the are those of the author and do not duct and sexual assault (7). The listed gender-related safety gap by implement- necessarily reflect the official policy or categories include, but are not limited ing stricter screening technology and positions of the Pennsylvania Department to: staring or leering, comments or policies; working with law enforcement of Transportation. gestures, attempted touching or kiss- and transportation leaders to minimize ing, nonconsensual touching or kissing, future incidents; implementing a dedicat- —Winnie Okello, Senior Civil Engineer, and soliciting sexual acts. Mainstream ed critical response line for emergency Transportation, Pennsylvania Department of media outlets have brought these con- assistance; eliminating forced arbitration Transportation, Harrisburg versations on rider safety and aware- for individual claims of sexual assault REFERENCES ness to the forefront as well as the and harassment; committing to release 1. S ustainable Mobility for All. Glob- emergency features currently available transparency reports; and creating a al Mobility Report 2017: Tracking in these apps as more victims share taxonomy to better classify sexual as- Sector Performance. 2017. http:// unwelcomed experiences. sault and misconduct claims. documents.worldbank.org/curated/ en/920101508269072500/pdf/1 20500-REPL-PUBLIC-GM-Report-2017-On- Some rideshare apps such as Safr, Transportation-related and street ha- line-04-06-18.pdf. DriveHER, and Ride Austin operate rassment is a significant issue, especially 2. Stop Street Harassment. Statistics: The with the premise of providing increased for the many women who require public Prevalence of Street Harassment. www. safety features especially for female transit to navigate their daily commutes stopstreetharassment.org/resources/ passengers: stricter vetting procedures, to and from work, home, doctors’ ap- statistics/statistics- academic-studies. bystander awareness training, and pointments, and more. It is imperative 3. Cohen, C. Women-only train carriages: around-the-clock, real-time monitoring. that all involved in the policy, planning, Keeping women ‘safe’ by separating them According to one study, “when it comes design, and implementation process to from men is Handmaid’s Tale territory. to the person behind the wheel, women consider gender-related safety concerns Telegraph. Aug. 23, 2017. www.telegraph. co.uk/women/life/women-only- riders want women drivers. Nearly 45 more seriously to facilitate a safer train-carriages-keeping-women-safe- percent prefer female drivers. Only nine transit experience for all commuters— separating-men. percent want male drivers and 46 per- especially women and other vulnerable 4. Paddison, L. Women around the world are cent have no preference” (8). demographics. harassed and abused on public transportation. HuffPost. Oct. 19, 2017. www.huffpost.com/entry/women-public-transportation-harassment_n_59e88cfee4b0d0e4 fe6d8202. 5. Reid, M., and B. L. Yi. 70% of women in Tokyo back single-sex transport amid safety concerns. World Economic Fo- rum. Nov. 21, 2018. www.weforum.org/ agenda/2018/11/women-in-tokyo-strongly-back-single-sex-transportation-amid-security-fears. 6. Castillo, M. Ride share apps don’t publicly disclose cases of sexual assault. That’s a big problem. The Lily. May 1, 2018. www. thelily.com/ride-share-apps-dont-publicly- disclose-cases-of-sexual-assault-thats-a- big-problem. 7. National Council for Home Safety and Security. Nearly a quarter of women have turned in Uber drivers for uncomfortable behavior. 2018. www.alarms.org/uber-lyft-womens-safety-report. 8. Sniffen, C., J. Durnan, and J. Zweig. Helping industries to classify reports of sexual harassment, sexual misconduct, and sexual assault. National Sexual Violence Resource Center, Harrisburg, Pennsylvania, 2018. www.nsvrc.org/sites/ default/files/publications/2018-11/ NSVRC_HelpingIndustries.pdf.

Photo: Dakota Grizzle, Pexels In ridesharing, women generally prefer women drivers.

TR NEWS May–June 2019 › 11 Challenges of Bicycling and Walking Faced by Minority Women in Low-Income Communities

Photo: Black Girls Do Bike

ommunities of color are embrac- safe space for women to ride together, WESLEY BLOUNT, JR. ing cycling, and as a fast-growing regardless of skill, speed, or riding style. segment of the cycling popula- The author is Program Manager, tion, they are making themselves Challenges Many efforts have been made to involve Federal Highway Administration, far more visible (1)—especially Cminorities in low-income communities.1 minority women in transportation to better Washington, D.C. Groups that previously were underrepre- reflect their needs, such as a focus on envi- sented in cycling are forming an increas- ronmental justice and resources offered by e o m n ingly powerful and growing constituency, the American Association of State Highway w a n cultivating new campaigns and bike and Transportation Officials. In response, n d cultures that address their needs and that bicycle advocacy organizations, such as o i the Washington Area Bicyclist Association, g improve the health and safety of all resi-

e dents who ride or want to ride. are working to change the perception of

a n

t One group, Black Women Bike: DC, biking in their communities and to encour- d

r comprises 800 women—a true cycling age people to hop on a bike and have fun,

p movement. Like Black Women Bike, other build life skills, and develop relationships

n groups such as We Bike NYC provide a with friends and the community.

a t

r One example is the Girls Bike Club, created by a group of female high school 1 The Federal Highway Administration’s definition students in Chicago participating in a of minority is as follows: “Belonging to a racial or summer apprenticeship. Now a part of ethnic group including black, Hispanic or Latino, Asian-American, American Indian and Alaskan Native, West Town Bikes Club, Girls Bike Club Above: Members of Black Girls Do Bike and Native Hawaiian or other Pacific Islander.” created a welcoming space for young (BGDB), an organization supporting and (2) Note that some people and organizations women of color to plan rides together, encouraging women and girls of color in believe that the term “minority” is inappropriate cycling. Initiatives across the country involve and prefer terms such as “communities of color” make jewelry from bike parts, and set time minority women in bicycling. or “people of diverse backgrounds.” aside for homework help (3).

12 ‹ TR NEWS May–June 2019 Photo: Dakota Grizzle, Pexels For some women, “helmet hair” and other practical concerns can create barriers to wearing helmets and ultimately to cycling.

Issues that may arise in low-income areas range from significant barriers, like poor infrastructure, to personal issues, like how to prevent helmet hair. Other issues include a lack of bike shops and places Photo: Black Girls Do Bike to park bicycles (1). Poor design and lack BGDB participated in the Tour de Cure to fight diabetes. Bicycling not only decreases of infrastructure are key issues deterring the risk of health concerns, it also helps build communities and social connections. people from cycling; if more people feel a sense of safety and enjoyment, cycling will increase as a viable mode of transpor- major health concerns, including strokes, encourage innovation. The agency offers a tation. The perceived safety of a route can type 2 diabetes, and some forms of cancer variety of resources and technical assistance impact a pedestrian’s or bicyclist’s comfort (6). Practicing a healthy lifestyle also can throughout the United States to help pro- level and can heavily influence whether reduce stress and depression. mote walking and biking among minorities they will choose to travel in a certain To promote mobility and a healthy and in low-income communities. location (4). lifestyle, the city of Philadelphia implement- To understand some of the specific Arriving at work safely and looking ed the CONNECT Transportation Business issues around safety and accessibility, presentable for the workday is paramount— Plan three years ago to establish a presence FHWA led assessments to raise the profile good changing and showering facilities in in lower-income neighborhoods as part of bike and pedestrian issues and to identify or near workplaces is therefore a key con- of a larger strategy “to tackle the city’s sideration for commuters. Bike theft also transportation issues including bike is a common and expensive problem; safe lanes, traffic congestion, public transit, and convenient storage at common biking and more” (7). Through CONNECT, destinations can strongly affect the total Philadelphia established the safety- number of cyclists, including women (5). and equity-focused Indego bike- share program. Indego has built Benefits of Bicycling nearly one-third of its 100 stations and Walking in low-income and underserved Walking and bicycling can lead to a neighborhoods of the city, making healthy lifestyle, social connections access to bikesharing possible for among active transportation groups, more people (7). and lower healthcare costs—outcomes that are promoted by the Federal High- FHWA’s Role way Administration (FHWA), the Centers FHWA conducts research and for Disease Control and Prevention, the provides technical assistance Photo: Indego American Public Health Association, and to state and local agencies to improve safety, mobility, Philadelphia’s Indego bike share reaches 20 low-income other health organizations. Studies show neighborhoods and accepts credit cards, phone app that physical activity reduces the risk of livability, and equity, and to payments, and cash.

TR NEWS May–June 2019 › 13 FHWA is committed to supporting minority women’s groups in the following ways: • Sharing effective practices and providing guidance on how present and future federal transportation funding can support safe walking and bicycling in low-income communities; • Providing technical assistance to states through FHWA division offices; and • Supporting transportation conferences, such as the National Bike Summit, the Photo: Sean Hayford O’Leary Safe Routes to School Conference, and Sidewalks that end abruptly can be significant barriers for vulnerable users. Walk/Bike/Places, at which minority woman cyclists can network. improvement opportunities. Common REFERENCES issues noted during the assessments Minority women’s 1. Ober, L. How a Minority Biking Group Raises included: the Profile of Cycling. National Public Radio, July voices are needed to 1, 2013. • Inadequate sidewalk width, 2. Department of Transportation Updated Environmental Justice Order 5610.2(a). Federal • Lack of sidewalks and bike facilities, plan and prioritize Register, Vol. 77, No. 91, May 10, 2012, pp. 27534–27537. • Inconsistent surface condition, safe and comfortable 3. The New Majority: Pedaling Towards Equity. League of American Bicyclists, Washington, • Inadequate markings, and walking and biking D.C., 2013, p. 9. • Inappropriate crossings at midblock 4. Case Studies in Delivering Safe, Comfortable, and Connected Pedestrian and Bicycle Networks. Fed- across multiple traffic lanes. networks that reflect eral Highway Administration, U.S. Department of Transportation, 2015. Unsafe locations—for example, neigh- 5. What Will it Take to Close the Gender Gap in borhoods with unpaved sidewalks, paths their commuter and Urban Cycling? WeLoveCycling, April 25, 2018. without adequate lighting, and dirt roads 6. Gezon, L. L., E. McKendry-Smith, and A. K. comfort needs. Hunter. The Health Benefits of a Bicycle–Pedestrian with no sidewalks or crosswalks—serve as Trail. Parks & Recreation, Dec. 1, 2016. barriers for all, including vulnerable popu- 7. Sasko, C. 5 Takeaways from Philly’s New lations. Safety plays an important role in a communities. Discontinuous sidewalks, like Anti-Congestion, Pro-Transit Plan. Philadelphia Magazine, Oct. 10, 2018. transportation network, and countermea- the one shown above, are inconvenient sures to improve pedestrian and bicycle and create a connectivity gap. Travel time RESOURCES safety are outlined in resources like the and distance may increase as travelers Black Women Bike: DC. http://blackwomenbikedc. FHWA’s Pedestrian and Bicycle Safety Guide seek a more acceptable route. Minority tumblr.com. and Countermeasure Selection Systems.4 women’s voices are needed to plan and FHWA. Bicycle and Pedestrian Program. www. Many tools also can help address person- prioritize safe and comfortable walking fhwa.dot.gov/environment/bicycle_pedestrian/ resources. al security and devices to detect traffic and biking networks that reflect their com- FHWA. Pedestrian Safety Guide and Countermeasure violations, from improved lighting along a muter and comfort needs, and transpor- Selection System. www.pedbikesafe.org/ corridor to red-light-running cameras. tation decision makers need to continue PEDSAFE. Sandt, L., T. Combs, and J. Cohn. Pursuing Equity Unpaved routes pose accessibility efforts to understand the challenges faced in Pedestrian and Bicycle Planning. FHWA, U.S. challenges for some women in low-income by minority women. Department of Transportation, 2016, pp. 3, 11.

14 ‹ TR NEWS May–June 2019 Transformational Technologies’ Impact on Women

Photo: Geralt, Pixabay

he rise of artificial neural comput- further disadvantages in transportation MARIA CRISTINA MAROLDA ing about a decade ago has led to access and equity, as transportation still is an era of very fast technological a male-dominated consumer and employ- The author is Board Member, development, with neural net- ment industry. Association for European works able to mimic the human Tbrain and enable a variety of artificial Educational and Transport, Brussels, Belgium. intelligence applications—a type of trans- Employment Needs formational technology—that can change More women entrepreneurs should be business, communication, interactions involved in the development of innovative e o m n with colleagues, shopping, transportation, w a services, ensuring a focus on providing n and socializing. n equally beneficial services for everyone. d It is extremely important to ensure that o Although more women are studying i g the technology-induced transformations

t engineering, transportation planning, e

a contribute to a more equal and just soci- and computer science, once they obtain n

t ety. A steered rollout of digital applications

d a degree they often face a male-dominat-

e could avoid the unexpected exclusion of

o ed work market in which female needs

some societal groups, particularly elderly and values are not fully considered. Thus,

a t people, single mothers, and those without r women often find transportation a less- access to modern technologies. attractive field of employment. Transformational technologies will Focused policy initiatives and action enable a connected and automated plans at every level of workplace responsi- transportation network. As connected and bility, enabling organizationwide cultural automated mobility becomes tangible, it is change, could open technical and man- crucial to ensure that every part of society agement opportunities for women and will benefit from the potential offered by enhance an agency’s image. Corporate these new services. Women are at risk of

TR NEWS May–June 2019 › 15 Photo: Ted Eytan, Flickr Photo: Ted Photo: WOCinTechChat Left: Although more and more women study engineering, transportation, and computer science, they still face a male-dominated workforce. Right: TransitScreen in Union Station, Washington, D.C. Real-time information displays can reduce wait time and increase perceived safety of transit. and government information campaigns transportation services may offer addition- line of sustainability—environment, eco- promoting women in the workplace or al safety and security enhancements. nomics, and society—could achieve great- communities advancing transportation To optimize the positive impacts of er mobility for all, including women of in interesting ways may incentivize even present and future applications of inno- all ages and abilities, whether in urban or more women to earn degrees and certifi- vative technologies, however, gendered rural areas. Greater mobility can be green cates in science, technology, engineering, analysis is recommended to assess whether mobility, too. According to the change and mathematics programs and to enter specific gender needs are met properly management firm McKinsey & Company, the transportation workforce. and what the impact of these technologies technology advancements for integrat- on mobility behaviors would be. ed and greener mobility could produce Women-Focused Services For example, new shared mobility ser- benefits in urban areas, such as improved and Safe Access vices are being implemented in more and safety, greater access to high-quality jobs, Women could benefit from the various more cities. These services services provided by information and pose questions about the communication technologies and other personal safety of female innovations to adapt mobility options passengers, faced with to their needs, but funding is inefficient unregistered drivers (as for the study and development of the with Uber and similar gender safety and economic relevance of services) or unknown fel- the human–machine interface. Intelligent low passengers (as with transportation systems (ITS) can offer an unmanned vehicle). more inclusive mobility options for all These new concerns travelers, with women benefiting from ITS are being studied, by adapting multiple mobility options to also under a gender their needs. Mobility-as-a-service can facil- perspective, to con- itate daily multimodal journeys via more tribute to dedicated efficient routes and timing. regulations that Other technologies, such as real-time would not limit the information displays, mobile phones, and potential benefits of the services. computer applications, are effective in re- Photo: Aron Urb/EU2017EE, Flickr ducing wait times in unsafe environments, Developing An automated shuttle in Estonia. Female passenger safety in increasing the level of perceived safety and equity measures for emerging transportation modes—for example, riding with strangers security for female passengers. Automated the triple bottom in unmanned vehicles—is an issue that requires consideration.

16 ‹ TR NEWS May–June 2019 and reduced pollution (1). Research has Economic Opportunity For greater access to shown that employment is closely related Transformational technologies can intro- to access to safe and affordable mobility duce new and different job fields for wom- mobility options other options, although access to these options en in which men do not dominate. Raising varies between men and women. As a awareness of these emerging new markets than personal-use cars, consequence, there are gender inequalities of innovative and technical services jobs in access to transportation and multimodal may attract women to these opportunities a public-awareness trips; thus, women have limited health and if they include other incentives, such as employment opportunities. safe and ergonomic office environments. campaign needs to An awareness campaign could include Planning and Design more information about services for pro- reach all societal levels Women employed in transportation fields moting customer-friendly intermodal mo- like planning and design present oppor- bility, innovations in mobility technologies, and groups to share tunities for dialogue around the issues training, and education services. A new information on all women experience in transportation, service market could offer opportunities facilitating the development and adoption for women with more equity. Digitaliza- transportation options. of solutions. A typical example is the use of tion of the transportation sector also leads male-body crash test dummies for all vehicle to the rise of new working patterns with safety standards. In 2012, Anna Carlsson, less income security that do not fall under a researcher at Chalmers University of the traditional schemes of social protec- to integrate information about access to Technology in Sweden, created the first tions. These traditional systems will need transportation services and personal needs female-body crash test dummy, known as to adapt to the new forms of work. for mobility, thus increasing the ability to EvaRID. Carlsson found that women drivers To bridge the digital gender divide, the be mobile. are three times more likely than men to connected woman traveler has a role to Accessibility to and affordability of suffer from whiplash. Women move dif- play through public investment in a capital these new forms of communication and ferently in impact situations, since car seat infrastructure proposal process to ensure information currently are the privilege backs do not yield as much for women as equal access and connectivity. Access to of employed, technologically savvy, and they do for men. The use of a female-body new forms of mobility, such as rideshare young people. For greater access to mobil- crash test dummy is therefore critical in the services, requires increased competence. ity options other than personal-use cars, a development of new safety systems. The connected traveler has the option public-awareness campaign needs to reach all societal levels and groups to share information on all transportation options. Although many of the issues in gender mobility and travel patterns have been researched and studied, and it is recommended that new challenges stemming from technological development include gender assessment, the development of gender-specific policies and programs have received limited attention. Studies are needed to explore ways to translate the findings of gender research into policy. In this respect, gender impact assessments of transportation policies need to be insti- tutionalized and carried out regularly to monitor their contribution to a gender- neutral transportation system.

REFERENCE 1. Hannon, E., C. McKerracher, I. Orlandi, and S. Ramkumar. An integrated perspective on the future of mobility. Bloomberg New Energy Photo: NHTSA Finance and McKinsey & Company, 2016. Male and female crash test dummies are used at a National Highway Traffic Safety Administration crash test facility. Historically, crash test dummies have been modeled after male bodies.

TR NEWS May–June 2019 › 17 POINT OF VIEW Technology forAll How Equity, Access, and Affordability Must Feature in Next-Generation Vehicle Policy

he development of advanced Although each of these principles is MONICA G. TIBBITS-NUTT automated vehicle safety perfectly reasonable in itself, the list as a technologies, including fully whole has a problematic absence: nowhere self-driving cars, may prove is access, affordability, or equity mentioned. The author is a transportation to be the greatest personal With all the excitement generated by the planner and is Executive Director, Ttransportation revolution since the prospect of automated vehicles saving 128 Business Council, and Vice popularization of the personal auto- transportation networks, very little thought mobile nearly a century ago. (1) has been given to the material and societal Chair, Fiscal and Management costs of that shift. How do we come to Control Board, Massachusetts Bay In 2017, a bipartisan group of U.S. terms with current inequities and potentially Transportation Authority, Boston. senators conducted a hearing titled “Pav- use automated vehicles to build a more ing the Way for Self-Driving Vehicles.” The connected society in a way that rights those

e themes of the hearing reflect the focus of wrongs, rather than compounding them? o m n w a many current discussions surrounding this Machines themselves may not inherent- n

n d new group of technologies, and thus it is ly possess the same biases and blind spots

o as reasonable a place as any from which as human beings, but the designers, pro- i

t to begin our discussion. The principles in grammers, and industry executives steering e

n question are specifically itemized in the machine algorithms and implementation t

d hearing press release: certainly do. The effects of automated ve- r

o hicles on the future cost of driving cannot r

s Prioritize safety. ... Promote innova- be known, and what conjectures have been i

t r tion and reduce regulatory road- made are not necessarily reliable. As Todd blocks. ... Remain tech-neutral to Litman has pointed out: avoid favoring one business model over another. ... Reinforce the sepa- Most optimistic predictions are made rate regulatory roles of federal and by people with financial interests in state governments. ... Strengthen cy- the industry, based on experience bersecurity. ... Educate the public as with other disruptive technologies to the differences between conven- such as personal computers, digital tional and autonomous vehicles. (2) cameras, and smart phones. Vehicles

18 ‹ TR NEWS May–June 2019 Photo: Digital Archaeology

typically last an order of magnitude Urban planners must consider longer, cost two orders of magnitude the effects of connection and automation on low-income more, impose greater external costs, communities. and rely more on public infrastructure than other technologies. (3) technologies have, at the lo- Thanks to all of the factors that Litman cal, state, and national levels, identifies, innovations in transportation consistently neglected to take time to play out and are affected consider the uneven effects more by local, state, and federal reg- of these new technologies on ulations than are many other types of many underserved and un- technology. In the near future, automated derrepresented populations. vehicles certainly will be more costly than Although the negative im- traditional cars because of the current high pacts of the advent of the automobile on For more than half a century our costs of necessary onboard GPS; central vulnerable populations in the United States transportation system has largely computers; lidar systems; and ultrasonic, are not a frequent topic in transportation focused on moving cars, in part to odometry, and radar sensors (4). industry publications, they have been support increasingly sprawling land Given the edifice of regulations that studied by anthropologists. For example, uses. Over-reliance on vehicles has must be constructed and the likely financial in her paper “The U.S. Car Colossus and come at a high expense to personal barriers to access, urban planners must now the Production of Inequality,” Catherine budgets, public health, and the en- begin the work to consider the potential Lutz cites many ethnographic studies of vironment. Very low-income families effects of automated, connected, and the ways in which, for the nation’s poor, spend, on average, over 30% of next-generation vehicles on those who do “the fundamental right to mobility” has their income on transportation. For not have the financial resources to partici- been repeatedly compromised (5). those without a private vehicle, lim- pate in the first wave of implementation— Transportation planners tend to view a ited access to jobs, education, health and to plan for the biases and blind spots lack of access to mobility options, espe- care, and other opportunities is a of the public servants and private business- cially personal vehicles, as a marker of the barrier to self-sufficiency. (6) people who will steer that implementation. plight of the underserved and underrepresented—but Lutz’s article points to the Poorer households spend a higher Echoes of History ways in which the advent of the automo- percentage of their income on transpor- TRANSPORTATION POLICY AND bile actually helped to create much of the tation not simply because their income STRUCTURAL INEQUALITY inequity in this country. U.S. cities and is lower, but because their transportation Going all the way back to the advent of rural areas alike were built assuming car costs often are actually higher. They often the horseless carriage, policy discussions ownership as a default status for American have to travel further from their homes for around the management strategies for and adults. This creates fundamental barriers work and school, which is exacerbated by potential benefits of new transportation to employment and educational access for the fact that “about 70% of regional jobs, those without the means to own a personal vehicle.1 As Stuart Cohen 1 Not to mention medical access, access to healthy observes: and fresh foods, and more.

For the purposes of this article, underrepresented people include women; poor communities; mobility- challenged people, including people with disabilities, seniors, and youth; and other historically disadvantaged communities, including people of color, immigrant communities (including those with language barriers), and rural communities. None of these identities occur in isolation. Many overlap, and this intersectionality must

Photo: Jaguar Mena, Flickr be kept in mind when discussing policies that affect underrepresented groups. The development of automated technology offers new opportunities for industries and communities—but access, affordability, and equity must be addressed.

TR NEWS May–June 2019 › 19 Photo: PxHere Photo: Jasperdo, Flickr Left: From the earliest days of modern highways—and even before—policy conversations about transportation technologies have neglected vulnerable populations and, often, have caused or exacerbated inequitable outcomes. Right: U.S. rural areas—as well as many cities—were planned and constructed under the assumption of car ownership, creating opportunity barriers to those unable to own a car.

retail, and other opportunities are now TNCs. It has been difficult, therefore, to makers explore the possibility of using outside of downtown centers” (7). Public ensure that they are providing a genuine TNCs to replace the connections tradition- transportation networks traditionally have benefit to all communities. ally made by public transit, underserved been built to carry riders from the suburbs According to the Atlantic article “Uber and underrepresented communities may to the downtown core, so those who live and Lyft Are Failing Black Riders,” the feel disproportionate effects.3 in one suburban area often cannot rely on same biases and bigotry that plagued the Underrepresented people thus far have public transportation to reach a job oppor- for-hire vehicle industry for decades have faced similar barriers to using shared modes tunity in another suburban area—even if it spilled over into the next generation of like carpooling and ridesharing. Although is nearby.2 transportation options (8–9). Even more tech-driven carpooling and ridesharing can On top of this, poorer households troubling is widespread decisions by potentially supplement or enhance public often have access to fewer functional transit agencies, private companies, and alternatives to traditional public transpor- real-estate developers to use Uber, Lyft, tation, and their transportation costs could and similar options to address first- and 3 The transportation industry is just beginning to continue to rise as new technologies re- last-mile service gaps, rather than invest- collect data on this topic. My own organization, 128 Business Council, began collecting data place traditional publicly funded, publicly ing in or advocating for better transit. As this past year on TNC usage patterns of the available transportation options. more public- and private-sector decision populations we serve.

EQUITY EFFECTS OF INNOVATION The foundational decisions that created the above situation were made as the United States was developing its modern highway system. The equity-related effects of more recent innovations also can be considered—for example, the effects of the rise of private transportation network companies (TNCs) such as Uber and Lyft. From the local to the national level, the rise of these services has not been accompanied by a fast response from officials to create policies regulating the operation of

2 This scenario is particularly relevant since, according to a recent Pew report, “about half of the U.S. poor population (49%) lives in suburban and small metro counties, while 34% live in cities and 17% in rural areas.” See Parker, K., J. Menasce Horowitz, A. Brown, R. Fry, D. Cohn, and R. Photo: Jim Pickerell, U.S. National Archives and Records Igielnik. What Unites and Divides Urban, Suburban Residents of Atlanta, Georgia, wait for a bus. In 1974, MARTA reduced and Rural Communities. Pew Research Center, fares, increased routes, and added nightly service and parking in underserved Washington, D.C., May 2018. communities—and ridership drastically increased.

20 ‹ TR NEWS May–June 2019 transit options for some communities, gate minority groups is considered, the “disadvantaged communities face barriers history of road construction begins to to using shared mobility including financial, look like a history of those with means to technological, and language and cultural live in the “right” communities becoming barriers. ... Since many new technologies increasingly connected to the “right” jobs rely on scaling up the number of users in and schools—to the exclusion of other a given area, this may mean services, such communities (see box, below). One study as carpooling and car-sharing, are simply by the Brookings Institution concluded unavailable” (10).4–5 that, although post–Civil Rights Era mea- In many communities, transportation sures slowed and in some cases began to options beyond a privately owned vehicle reverse the process of racial segregation, are already scarce; when the focus is on progress toward structural equality across the replacement of already-limited public communities (or toward the economic transit options, this contributes to further integration of those communities) in segmentation of an already-segmented the current millennium has been under- population. Private industry has no sys- whelming.6 If current transportation in- tematic incentive to do the right thing. frastructure inequities are not addressed, Their focus usually is the bottom line; how can the same segregative mistakes therefore, it is the role of policy makers to be avoided in the implementation of new consider access, affordability, and equity. technologies? If these histories and the present Photo: Stephen Yeargin, Flickr reality are taken seriously, it brings up the WHAT MACHINES MISS A 2019 Music City Riders United protest in following questions: what will happen Decision-making power—and even Nashville, Tennessee, drew attention to the when society embraces the new frontier decision-making consideration—also is need to expand bus service to historically of automated vehicles? Will it learn from unevenly distributed across communities. black communities. these histories—or repeat them? As a result, even seemingly value-neutral differences in how transportation infra- Not a Neutral structure has been constructed, operated, Much of how people interact with Streetscape and used take on major equity-related each other in the streets is determined by Much of the nation’s transportation infra- implications. Ostensibly minor questions a “complex and culturally guided series of structure lags behind current technological can be loaded: for example, how should interactions, including facial expressions standards across modes—to say nothing an automated vehicle understand a pedes- (e.g., smiles, raised eyebrows, etc.), and of being prepared for new technological trian detected waving at an intersection? gestures (e.g., a horizontal wave meaning advancements—and this deficit especially ‘go ahead’ or a vertical wave meaning isolates underserved and underrepresent- ‘thanks’)” (11). These expressions and ges- ed people. Communities are not demo- tures vary not only from region to region 6 See Frey, W. White neighborhoods get modestly but even from neighborhood to neighbor- graphically integrated, and the usability more diverse, new census data show. The Avenue, and connectivity of existing roadways— Brookings Institution, Dec. 13, 2016. This hood. Variations in right-of-way practices the ones onto which automated vehicles article focuses on neighborhood demographics, from community to community present a not transportation issues, but the point is that similar set of challenges when it comes to would be introduced—are, on the whole, transportation policy decisions that led to worse in those communities belonging to neighborhood segregation in the past have not determining which communities’ practices underrepresented groups. been overcome in the present. are taken as standard. When the shameful history of redlining and other barriers erected to segre-

As defined by the Federal Reserve’s Consumer Compliance Handbook, 4 Physical barriers, which fall outside the scope of redlining is “the practice of denying a creditworthy applicant a loan White’s discussion, also should be mentioned here. for housing in a certain neighborhood even though the applicant may Shared mobility options generally are unavailable otherwise be eligible for the loan. The term refers to the presumed to those who rely on wheelchairs—or, for that practice of mortgage lenders of drawing red lines around portions of matter, strollers—and pose a special challenge to a map to indicate areas or neighborhoods in which they do not want potential users with certain disabilities (8). to make loans.” For more, see www.federalreserve.gov/boarddocs/ 5 “Scaling up the number of users in a given area” means that shared mobility providers are hesitant supmanual/cch/fair_lend_fhact.pdf. to enter areas in which there is not an established market for their services.

TR NEWS May–June 2019 › 21 unnecessary will erase entire employment New policies for automated, connect- sectors (12). What new jobs will be avail- ed, and next-generation vehicles cannot able to these employees?7 merely address these new technologies An objection might here be raised in isolation but also must address the that the Federal Transit Administration shortcomings of the current transportation does require any new transportation infrastructure and the planning that has project receiving federal funds to con- created it. The advent of the automobile, duct an equity analysis to determine any the construction of the U.S. highway negative impact “related to race, color, system and of legacy transit systems, and or national origin” on communities (13). the process of segregation have combined These analyses do not take into account to limit transportation access for underrep-

Photo: Adrian Cabrero the institutional and historical policies resented populations. Because this defines that created inequity, however, nor do the status quo, without intentional action they require any consideration of the the advent of automated vehicles will only ECONOMIC DISRUPTION intersectionality of identities. How can extend this inequity into the future. New transportation technologies threaten policy makers build better projects for to fundamentally disrupt the preexisting the communities they are meant to serve economic networks that use the current Better This Time when even the policies meant to protect Urban planners and policy makers alike streetscape—especially for those who the communities do not engage the level have incredibly high hopes for the possi- make their living operating the vehicles of complexity required to avoid marginal- bilities presented by automated vehicles that transport goods and people. In the izing those groups further? (AVs). Brian Jencek and Jerome Unterreiner past, driving a truck or operating a train express some of these possibilities: was a dependable career open to those without advanced education. Today, these 7 There actually is a severe labor shortage in the The arrival of self-driving cars brings employees already are struggling to afford trucking industry already, in part because people opportunities to do much more to live in the urban centers where they know that automation is on the horizon. A full discussion of labor implications, and the partially than simply compress the size of primarily work. The prospect of automat- voluntary shift that may already be under way, is streets, tweak curb heights, and ed technology rendering these positions outside the scope of this article. regain a few feet of sidewalk space on each side. The 4.12 million miles (6.63 million km) of roadways in the United States, some of which pass through the country’s highest-value urban real estate, serve as an unpa- ralleled land bank. As AVs leverage the ‘internet of things’ to connect with the surrounding infrastructure, municipalities will be able to create truly universal streets. (14)

As an urban planner, I welcome the opportunity to rethink how public spaces are used, but many questions remain: where will we start? Will we look at downtown corridors, new development, or redevelopments? Where will our underserved and underrepresented neighborhoods fall in this list? What will happen to these neighborhoods as the prices of homes and land increase? And, ultimately, how will we respond to all of these questions better than we have done in the past? Photo: manolofranco, Pixabay Meeting this challenge must begin In many cities, drivers of freight, public transit, or ride-hailing services and taxis cannot afford to live where they work. with engagement. Underserved and

22 ‹ TR NEWS May–June 2019 REFERENCES . 1 National Highway Traffic Safety Administration, U.S. Department of Transportation. Federal Au- tomated Vehicles Policy: Accelerating the Next Revolution in Roadway Safety. Sept. 2016, p. 5. www.transportation.gov/AV/federal-automated- vehicles-policy-september-2016. 2. U.S. Senate Committee on Commerce, Sci- ence, and Transportation. “Senators Release Bipartisan Principles for Self-Driving Vehicles Legislation.” Jun. 13, 2017. https://www. commerce.senate.gov/public/index.cfm/ 2017/6/enators-release-bipartisan-principles- for-self-driving-vehicles-legislation. 3. Litman, T. Autonomous Vehicle Implementation Predictions: Implications for Transport Planning. Victoria Transport Policy Institute, British Columbia, Canada, Nov. 26, 2018, p. 3. 4. Crute, J., W. Riggs, T. Chapin, and L. Stevens. PAS Report 592: Planning for Autonomous Mo- bility. American Planning Association, Chicago, Ill., Sep. 2018, pp. 15, 37. 5. Lutz., C. The U.S. Car Colossus and the Photo: Cade Martin, Centers for Disease Control and Prevention Production of Inequality. American Ethnologist, To help ensure equity in transportation policy, transportation leaders and policy Vol. 41, No. 2, 2014, p. 232. makers must increase community engagement. 6. Cohen, S., and S. Shirazi. Can We Advance Social Equity with Shared, Autonomous and Electric Vehicles? Presented at Three Revolutions: Sharing, Electrification, Automation, Davis, underrepresented communities histori- Community engagement is where we Calif., Feb. 2017, p. 1. www.transformca.org/ cally have not had a strong voice in the must begin, not where we end. sites/default/files/3R.Equity.Indesign.Final_.pdf. planning process. The reasons for this I like the idea of automated, connect- 7. Cohen and Shirazi, p. 3. 8. White, G. Uber and Lyft Are Failing Black Rid- often are incredibly simple: those most in ed, and next-generation vehicles, but I ers. Atlantic, Oct. 31, 2016. www.theatlantic. need of more transportation options often would like them a lot more if I knew that com/business/archive/2016/10/uber-lyft-and- have the least opportunity to respond to all of us—not just those with means—will the-false-promise-of-fair-rides/506000. 9. Ge, Y., C. Knittel, D. MacKenzie, and S. invitations for engagement. have access to the technology. I would Zoepf. Racial and Gender Discrimination in For example, most public meetings are like to know that we have a plan in place Transportation Network Companies. Working held in the evening, which makes atten- for addressing current transportation Paper 22776. National Bureau of Economic Research, Oct. 2016. dance difficult for those without traditional infrastructure failings. And I have to know 10. Cohen and Shirazi, p. 4. 9-to-5 jobs, as well as those without easy that we are not going to continue to 11. Sandt, L., and J. Owens. Discussion Guide for evening availability, like single parents. make the same mistakes that have led to Automated and Connected Vehicles, Pedes- trians, and Bicyclists. Pedestrian and Bicycle The locations of these meetings also may the transportation access inequity from Information Center, Chapel Hill, N.C., Aug. be hard to reach. It is vital, therefore, for which communities already suffer. If we 2017, p. 9. policy makers of all stripes to meet the do not address these fundamental issues, 12. Taming the Autonomous Vehicle: A Primer for Cities. Bloomberg Philanthropies and the communities we serve within those com- the technology might not fail—but our Aspen Institute Center for Urban Innovation, munities themselves, rather than expect- communities absolutely will. New York, March 2017, pp. 68–69. ing the public to come to us—and to put The views and opinions expressed in 13. Title VI Requirements and Guidelines for Federal Transit Administration Recipients. Title VI Cir- in the time to actually build a history of this article are those of the author and do cular 4702.1B. Federal Transit Administration, collaborative, two-way communication. not necessarily reflect the official policy or Oct. 1, 2012. The conversation must begin before draw- positions of the Massachusetts Department 14. Jencek, B., and J. Unterreiner. People-Driven Design: Planning for the Urban Future of ing up plans and should not be merely of Transportation of the Massachusetts Bay Autonomous Vehicles. Urban Land Magazine, the final stage in that plan’s confirmation. Transportation Authority. May 24, 2018.

TR NEWS May–June 2019 › 23 MAINSTREAMING GENDER DATA COLLECTION

Photo: UN Women, Flickr

here is a growing awareness that the other hand, are more likely to carry SHEILA MITRA-SARKAR AND gender-sensitive transportation out a chain of activities after work (3). FLORIDEA DI CIOMMO data collection, although chal- This study would have been even more lenging, cannot be ignored by informative to policy if gender differences Mitra-Sarkar is Principal, Future urban mobility policy makers and in travel behavior and trip patterns had Tplanners. A review of the literature con- been examined. The literature review does Trans, Encinitas, California, and firms that sociodemographics—a critical confirm, however, that the socioeconomic Di Ciommo is Lead Researcher determinant of travel behavior on Travel Behavior, CambiaMO/ by gender—have been studied Changing Mobility, Madrid, Spain. inadequately (1–2). For example, a study in m e Amman, Jordan, investigated o n w a n travel-related decisions made n d by private car, bus, and taxi

o i commuters. The results indi- g

e cate that morning departure

t time decisions are influenced d

r by the presence of young

r children only for com-

n muters who use private n

a t

r cars. After work, bus and taxi commuters pursue Above: In Jordan, a study shows that children household maintenance Photo: Travel and Snap, Flickr are a major influence on morning commute activities and do not times for travelers with private cars. Many In studies from 1988 and 2016, data show that women seek socioeconomic factors affect women’s pursue a chain of activities; jobs closer to home because of family responsibilities and mobility patterns across the globe. private car commuters, on that they often choose cheaper transportation methods.

24 ‹ TR NEWS May–June 2019 Photo: Gaurav Ganguly Women avoid using a bus shelter in Cairo, Egypt.

gap between men and women—leading statistical analysis. Faulty methodology in to low employment rates, part-time jobs, data collection (e.g., incorrect sample size, and low wages—still is significant and sampling methods based on sociodemo- affects women’s mobility patterns (4–5). graphic characteristics, bias in questions In 1988, Wachs indicated that women about travel patterns, or inadequate effort are involved in complex activities because to supplement quantitative data with they retain their family obligations as qualitative data) can lead to inadequate in- nurturers, shoppers, and homemakers, ferences about travel patterns and needs. and most often seek jobs closer to home A 2004 study using 2001 U.S. (6). Ng and Acker’s 2018 study in eight National Household Travel Survey (NHTS) cities—Auckland, New Zealand; Dublin, data compared the travel patterns of Photo: Mohammed Danish Hussain Ireland; Hanoi, Vietnam; Helsinki, Finland; foreign-born adult women living in the This photo, taken in Jaipur, India, shows Jakarta, Indonesia; Kuala Lumpur, United States with those of native-born women traveling in auto rickshaws, or modified scooters that generally carry Malaysia; Lisbon, Portugal; and Manila, women. The study showed that for- two passengers in the rear seat. More Philippines—also indicated that women eign-born women are less likely to drive passengers can be squeezed in to cut costs, still travel differently than men, using and more likely to use public transporta- however; in this case, a female passenger has been accommodated in the front in a cheaper transportation alternatives and tion than native-born women. The authors manner that is culturally inappropriate. traveling shorter distances (2). of the study admitted that the survey data were not enough to indicate why these Research Gaps differences exist, however (10). physical and practical considerations re- A review of the current literature further The complexity of women’s travel activ- lating to the structural design of bus stops shows 1) a scarcity of gender mobility data ities make gender a key sociodemographic (see photo at top of page). Also, vehicle and statistics, 2) the need both to broaden determinant of daily mobility, but most design may not address women’s prefer- the understanding that gender-friendly transportation policies assume that women ences or safety needs (see photo above). mobility services are beneficial and to and men keep the same travel patterns and develop flexible transportation alternatives, have equal access to different transporta- Better Awareness for and 3) inadequate resources to study gen- tion modes (2). Also, these policies overlook Better Data der mobility and accessibility disparities the socioeconomic differences in travel At the 2019 TRB Annual Meeting, the around the world (7–9). behavior by gender, thereby inadequately Standing Committee on Women’s Issues in Transportation policies that affect both serving women’s travel needs. Transportation hosted a workshop, Bridge men and women require multiple data For example, women’s use of public the Gap: Eliminating Gender Bias in Trans- collection methods to ensure appropriate transportation can be affected by the portation Research. Cosponsored with

TR NEWS May–June 2019 › 25 several other standing committees, the workshop examined the data and present- ers concurred that transportation needs for non-work-related trips are undereval- uated in conventional assessments that focus on work commutes (11). Speakers and attendees suggested that gender bias occurs because researchers’ stereotypes and prejudices about gender—for example, that women are caregivers rather than commuters—become implicit in the data collection methods. For example, the photo at right depicts a woman traveling with a child strapped to her back. If researchers do not capture her traveling while caregiving, this type of mobility data would never get collected. One possible reason why these data are not captured is that fewer women are involved in transportation decision-making, planning, and operations (5, 12). TRB standing committees and subcommittees plan to broaden and mobilize awareness to collect more comprehensive and useful data on women’s travel patterns and caregiving trip activities. Through these collaborative efforts, gender data ideally will become richer and more useful, reflecting the multiple mobility roles as- sumed by women so that future transportation infrastructure and policies can be responsive to their needs.

REFERENCES . 1 Maffii, S., .P Malgieri, and C. Di Bartolo. Smart Photo: Rohit Anand Choices for Cities: Gender Equality and Mobility— An example of caring mobility from the Gold Coast in Elmina, Ghana. Few data are Mind the Gap! CIVITAS, Brussels, Belgium, available on the number of women traveling with children strapped to their bodies. 2014. 2. Ng, W., and A. Acker. Understanding Urban Travel Behaviour by Gender for Efficient and Equitable Transport Policies. Discussion Paper and the City: The Automobile, The Built Environ- Transportation Research Board of the National No. 2018-01. International Transport Forum, ment, and Daily Urban Life (M. Wachs and M. Academies, Washington, D.C., 2006. Paris, France, 2018. Crawford, eds.), University of Michigan Press, 10. Bose, J., and J. T. Jones. Travel Characteristics 3. Hamed, M. M., and H. H. Olaywah. Travel- Ann Arbor, 1992, pp. 86–100. of Native- and Foreign-Born Women in the related decisions by bus, servis taxi, and 7. Kunieda, M., and A. Gautier. Gender and United States. In Conference Proceedings 35: private car commuters in the city of Amman, Urban Transport: Smart and Affordable— Research on Women’s Issues in Transportation— Jordan. Cities, Vol. 17, No. 1, 2000, pp. 63–71. Module 7a. In Sustainable Transport: A Source- Volume 2, Technical Papers. Transportation 4. Women’s Median Earnings as a Percent of Men’s book for Policy-Makers in Developing Countries. Research Board of the National Academies, Median Earnings, 1960–2017 (Full-Time, Year- Deutsche Gesellschaft fuer Technische Zusam- Washington, D.C., 2005. Round Workers) with Projection for Pay Equity menarbeit, Eschborn, Germany; Bundesmin- 11. Di Ciommo, F. Rethinking the Link Between in 2059. Report Q073. Institute for Women’s isterium fuer wirtschaftliche Zusammenarbeit Travel Behavior and Transport Planning Policy Research, Washington, D.C., 2018. und Entwicklung, Bonn, Germany, 2007. Through the Lens of Caring Mobility. Presented 5. Viswanathan, K., R. Straub Anderson, and C. 8. Fernando, P., and G. Porter (eds.). Balancing at 98th Annual Meeting of the Transportation Pronello. Value of Travel Survey Data with the Load: Women, Gender, and Transport. Zed Research Board, Washington D.C., 2019. Respect to Gendered Differences in Travel. Books, London, 2002. 12. Minster, C., J. Armoogum, and S. Bricka. Presented at 98th Annual Meeting of the 9. Rosenbloom, S. Understanding Women’s and Travel Behavior of Men and Women in France, Transportation Research Board, Washington Men’s Travel Patterns: The Research Chal- Germany, and the United States: An Interna- D.C., 2019. lenge. In Conference Proceedings 35: Research tional Comparison. Presented at 98th Annual 6. Wachs, M. Men, Women, and Urban Travel: on Women’s Issues in Transportation—Volume Meeting of the Transportation Research Board, The Persistence of Separate Spheres. In Car 1, Conference Overview and Plenary Papers. Washington D.C., 2019.

26 ‹ TR NEWS May–June 2019 e o m n w a n

n d

o i

Current Women t e

Leaders in p

a t Transportation r

Photos: Risdon Photography U.S. Transportation Secretary Elaine L. Chao.

n 2019, women fill an unprecedented • Melinda McGrath became Executive I number of leadership roles throughout Director of Mississippi DOT in 2012, the transportation industry. U.S. Trans- and has served a long tenure, portation Secretary Elaine L. Chao may regardless of gender, by state DOT TRB Executive Committee leadership: (left to be the highest-profile of these, but other right) 2019 vice chair Leslie Richards, 2019 chair standards. She had previously served women also are at the helm of transpor- Vicki Arroyo, and 2018 chair Katie Turnbull. as the agency’s chief engineer. tation and engineering organizations. • Victoria Sheehan was sworn in as For the first time in history, the TRB • Laurie Berman led California DOT, or New Hampshire DOT Commissioner Executive Committee chair and vice Caltrans, from 2018 to 2019. She in 2015, coming to the role from the chair—as well as the immediate past rose up through the organization after Massachusetts DOT. chair—are all women. Katie Turnbull, starting there in 1983. Executive Associate Director of the • Diane Gutierrez-Scaccetti became Texas A&M Transportation Institute, • Shoshana Lew became Executive New Jersey DOT Commissioner in chaired the group in 2018; this Director of Colorado DOT in early 2018, having most recently served as year’s chair is Vicki Arroyo, Executive 2019, after a career that included U.S. Executive Director and CEO of Florida’s Director of the Georgetown Climate DOT and Rhode Island DOT. Turnpike Enterprise. Center; and the current vice chair— • A ppointed Delaware Transportation • Christy Hall was appointed South and 2020 chair—is Leslie Richards, Secretary in 2015 from the Delaware Carolina Transportation Secretary in Secretary, Pennsylvania Department of Division of Motor Vehicles, Jennifer 2015; she previously was the agency’s Transportation (DOT). Cohan is one of the longer-serving Deputy Secretary for Engineering. female DOT leaders. Although the American Society of Civil • After a career in politics, Shannon Engineers (ASCE) encompasses other • In early 2019, Julie Lorenz was Valentine became Virginia branches of engineering along with appointed Kansas Transportation Transportation Secretary in 2018. transportation, its current leadership Secretary; before that she was a also is female. The 2018 ASCE president Certainly, these are not the only women senior consultant at the firm Burns & was transportation engineer Kristina in leadership roles throughout the McDonnell. Swallow; she since has been appointed transportation industry, and the gender Director of Nevada DOT. Robin Kemper, • S tephanie Pollack has served as the imbalance has improved significantly over a senior risk engineering consultant with Secretary of Transportation and CEO of recent decades. Although gender parity a background in structural engineering, Massachusetts DOT since 2015. She is still a ways off, it is worth highlighting is the 2019 ASCE president. came to the role from an academic these and other women who are bringing position at Northeastern University. the industry into the future. Along with Richards and Swallow, in 2019 a record-setting total of 13 women led or • M argaret Anderson Kelliher was —Katherine Kortum, Senior Program lead state DOTs. Many of these women named Minnesota DOT Commissioner Officer, Consensus and Advisory Studies, are newly appointed, chosen by the at the end of 2018; she had served as Transportation Research Board, governors elected in November 2018: a politician in the Minnesota House of Washington, D.C. Representatives.

TR NEWS May–June 2019 › 27 e o m n w a n

n d Did You Know?

o i

t e

o Women Transportation

a t r Pioneers

1903

1888 1914

1888: Bertha Benz 1903: Mary Anderson Lawrence earned enough money to be The first person to drive an automobile Mary Anderson patented the first one of the first people to buy her own long-distance, generating significant windshield-wiper system in 1903. The car. She soon started coming up with publicity and marketing for the Benz device consisted of a rubber blade, held ideas to improve it. motorcar, Bertha Benz took her two by an arm and a spring and operated sons on a 66-mi journey from Mannheim manually via crank from the inside of the 1920s: Dorothée Pullinger to visit her mother in Pforzheim, vehicle cabin. Anderson’s patent expired One of the first female car designers, Germany. Her experience led to after 17 years, without having earned Dorothée Pullinger also was one of the significant revisions to the Benz patent. her a living. The windshield wiper became first to put an emphasis on women’s The wife of Karl, Benz was essential to standard in the auto industry only after needs. She applied to join the Institution the successful launch of the Benz Motor her patent expired. of Automobile Engineers but was declined Company. on the grounds that “the word person 1914: Florence Lawrence means a man and not a woman.” Pullinger 1900: Anne Rainsford French Florence Lawrence is credited with oversaw more than 7,000 female The first American woman to receive an inventing the first auto-signaling arm, munitions workers at the Barrow-in- official driver’s license, Anne Rainsford a predecessor to the modern-day Furness plant in Cumbria during World French was issued a Washington, D.C., turn signal. She devised a mechanism War I. As manager of Galloway Motors, license on March 22, 1900. that raised and lowered a flag on the she introduced the Galloway 10/20, rear bumper of the car at the push a lighter and more compact car than of a button. Lawrence also developed others available at the time—and instantly a “Full Stop” sign that rose when the appealing to women. driver pressed the foot brake—the predecessor to brake lights. An actor who appeared in more than 300 movies,

28 ‹ TR NEWS May–June 2019 1921: Bessie Coleman 1983: Elizabeth H. Dole 2015: Kate McCue The first woman of both African- Elizabeth Dole was the first female U.S. Kate McCue was the first American American and Native American descent Transportation Secretary. Her priority woman to act as commanding officer to hold an aviation pilot’s license, Bessie was increased safety. She promoted of a mega–cruise ship. Today, women Coleman received her license in France such measures as a third rear brake represent only 2% of the world’s 1.2 after U.S. authorities refused to issue light and airbags in all vehicles and million seafarers; 94% of female her one because of her gender, ethnicity, helped raise the drinking age to seafarers work in the cruise industry. and race. 21 years.

1921 1983

1955 2015

1943: Helene Rother 1977: Janet Guthrie WEB RESOURCES A German-born World War II refugee Janet Guthrie qualified for and competed www.history.com/topics/black-history/under- who previously had designed jewelry and in the Indianapolis 500 in May 1977. ground-railroad hat pins for high-class Parisian society, Before becoming a race car driver, https://autowise.com/10-historical-auto- industry-females/ Helene Rother quickly became Detroit’s she worked as a pilot, flight instructor, www.pbs.org/wgbh/aia/part4/4p2944.html first female interior car designer. She aerospace engineer, technical editor, www.historicvehicle.org/florence- worked on General Motors’ interior and public representative for major lawrence-automotive-inventor-worlds- styling staff. corporations. first-movie-star/ www.historicvehicle.org/godmother- 1955: Rosa Parks 1983: Carmen E. Turner automotive-design-helene-rother/ As Rosa Parks commuted home from Carmen E. Turner served as https://timeline.com/bessie-coleman-first- her job as a seamstress in Montgomery, general manager of the Washington black-female-pilot-4eb9102e202c Alabama, she refused to give up her seat Metropolitan Area Transit Authority from https://blog.ggbailey.com/6-women-inventors- to white passengers as requested by the 1983 to 1990. She was the first African- pioneers-of-the-automotive-industry bus driver. This sparked the Montgomery American woman to lead a major transit https://history.house.gov/People/detail/ 12577 County Bus Boycott, led by Dr. Martin agency. During her tenure, Metrorail www.forbes.com/sites/break-the-future/ expanded 40% and annual ridership hit Luther King; Parks became an icon of 2016/12/27/advice-from-the-first-woman- resistance and an important symbol of 70 million passengers. mega-cruise-ship-captain-surround- the modern Civil Rights Movement. yourself-with-diversity/#44c15d5521bb www.imo.org/en/OurWork/Technical —Winnie Okello, Senior Civil Engineer, Cooperation/Pages/WomenInMaritime.aspx Transportation, Pennsylvania Department https://on-trac.co.uk/the-history-of-women- of Transportation, Harrisburg in-rail/ www.transportation.gov/womenandgirls/ timeline/accessible

TR NEWS May–June 2019 › 29 TRAGEDY IN SCHOHARIE, NEW YORK, and Stretch Limousine Regulatory Reform

Photo: Adam Moss, Wikimedia

tragic limousine crash took the the death of 17 passengers, the driver, and MATTHEW W. DAUS lives of 20 people in Schoharie, two pedestrians? New York, in 2018. As the small In the early afternoon of October 6, The author, a town mourns the loss of life 2018, a 2001 Ford Excursion that had been transportation lawyer, is from one of the deadliest trans- stretched to seat 18 people crashed at the Aportation disasters in almost a decade, junction of SR-30 and SR-30a in upstate Transportation Technology policy makers across the United States New York. The intersection—situated at Chair and Distinguished may be reexamining the regulations the bottom of a hill on a long and winding Lecturer at the City surrounding stretch limousines to ensure two-lane rural road—was notoriously University of New York’s more uniform and heightened safety laws dangerous. For reasons that are not yet and protocols are in place. This article will known, the vehicle blew through the transportation research explore the implications of this high-profile intersection without stopping and into a center, City College of crash; the response of legislators, investi- parking lot, where it struck a parked vehi- New York, and former gators, and policy makers; and what may cle and two pedestrians before careening Commissioner and Chair, happen next. Also explored are past and into a gully. Autopsy results confirmed that present stretch limo industry trends and all 20 victims died from the impact of the New York City Taxi and safety protocols, as well as the federal, accident, with “multiple severe traumatic Limousine Commission. state, and local regulatory framework. blunt force injuries” (1). The 17 passengers—including four What Is Known sisters, two brothers, and their friends— It is not yet known what caused or con- were celebrating a birthday, taking a mid- tributed to the Schoharie crash, though day wine and beer tasting excursion. The Above: The intersection in Schoharie, New the circumstances surrounding the limousine had been the second choice York, where a limousine crashed, killing 20. The incident has renewed the need to incident are highly unusual. How does a for the group; the bus they intended to revisit safety requirements for stretch limos, limousine crash, in a quiet part of town— reserve broke down on the day of the especially those modified after assembly. leaving no skid marks on the road—lead to celebration. On the surface, the details of

30 ‹ TR NEWS May–June 2019 the limousine crash show that there were many factors for alarm: the driver did not hold the required commercial driver’s license to operate the vehicle; the limousine itself had failed its vehicle inspection and was tagged with a collection of violations that deemed it unsafe to drive; and the inspection report of September 28, 2018, states that the brakes were out of service. Two days before the crash, the owner of the limousine tried to sell the vehicle for $9,000 in an ad posted on Craigslist. Contradicting the inspection report, the ad states that the vehicle had accrued 180,000 miles, could carry 18 passengers, and was “DOT Ready” and “full[y] serviced” (2).

Response of Regulators The National Transportation Safety Board Photo: Ken Ford, Flickr (NTSB) is investigating the crash, and federal and state legislators and govern- An 18-passenger stretch Ford Excursion, similar to the one that crashed in Schoharie. ment transportation officials already have proposed legislation and have called for it “unserviceable” (4). In April 2019, it was or 1.78% (6). Limousine crashes accounted investigations and regulatory changes to reported that the driver had a “significant” for only one out of 34,439 police-reported improve the safety of stretch limousines. amount of marijuana in his system at the fatal crashes in 2016, the most recent year Local prosecutors have granted federal time of the accident (5). for which National Highway Traffic Safety safety investigators only limited access to Administration (NHTSA) data are available. the vehicle involved in the crash because What Limo Crash NHTSA data also show only 12 crashes of the ongoing criminal investigation Statistics Show involving large limos from 2012 to 2016, against the limo company’s operator, Although the magnitude of the Schoharie with a total of 12 fatalities (7). Nauman Hussain (3). The vehicle has been limousine crash caused intense media Based on New York City data tracked in the possession of the New York State attention, available statistics reveal that by the city’s Taxi and Limousine Commis- Police since Hussain was charged with the number of motor vehicle fatalities sion (NYC TLC), limousine crashes de- criminally negligent homicide, and it is declined slightly from 2016 to 2017 clined between July 2014 and September not known when NTSB will be allowed to (Figure 1, below)—from 37,806 to 37,133, 2018 (Figure 2, above). None of these examine the limo fully. On February 11, 2019, without having had any access to the vehicle, NTSB issued a preliminary report of its investigation, which presented no new information beyond what had already been reported. According to the preliminary report, all aspects of the crash remain under investigation “as the NTSB focuses on determining the probable cause, with the intent of issuing safety recommendations to prevent similar crashes.” It has been widely reported that the vehicle should not have been on the road after it failed inspection and that state in- spectors had placed a sticker on the vehi- FIGURE 1 Fatalities and fatality rate per 100 million vehicle miles traveled (VMT) by year, cle the month before the crash, declaring 1975–2017. (Source: Federal Highway Administration.)

TR NEWS May–June 2019 › 31 April 2019 as part of the state budget

120 process—including the ban on U-turns, tougher inspection laws, increased fines, reclassifying certain offenses as felonies, 100 and higher insurance rates for higher- seating-capacity limousines. Following the passage of those laws, the New York 80 State Senate Committee on Transportation held a hearing on limo and bus safety, at

60 which the family members of many limo crash victims testified about the need to adopt additional legislation, such as Limousines 40 requiring seat belts in limos and that limo drivers have a CDL license. In another crash, which took place 20 in Cranbury, New Jersey, in June 2014, a semi truck driver collided with a 2012

0 Mercedes-Benz Sprinter limo van, killing 7 7 5 5 8 8 6 4 17 17 15 15 18 18 16 16 14 one passenger, severely injuring four v- y- v- y- y- v- y- v- Jul -1 Jul -1 Jul -1 Jul-16 Jul -1 Jan-17 Jan-15 Jan-18 Jun-17 Jan-16 Jun-15 Jun-18 Oct-17 Jun-16 Mar -1 Apr-17 Mar -1 Apr-15 Oct-16 Oct-16 Mar -1 Apr-18 Sep-17 Feb-17 Oct-14 Mar -1 Apr-16 Sep-15 Feb-15 Sep-18 Feb-18 Dec-17 Sep-16 Feb-16 Dec-15 Sep-14 No No Dec-16 Ma Ma Dec-14 No Ma No Ma Aug-17 Aug-15 Aug- Aug-16 Aug-14 passengers, and leaving five passengers with minor injuries. According to an NTSB report, no passengers in the limo van had FIGURE 2 Luxury limousines involved in a crash, 2014–2018. (Source: NYC TLC.) been wearing their seatbelts when the crash occurred, even though limo van occupants are required by New Jersey and cases involved critical injuries or fatalities. passengers wear seat belts; classifying Delaware law to wear seatbelts (9). The Because of the large size of limousines, stretch limousines that seat nine or more report also found that the limo van oper- however, when high-impact crashes do passengers under the definition of “bus”; ator, Atlantic Transportation Services, did occur—even if crashes themselves are not requiring that limo drivers have a commer- not inform the passengers that they were frequent—the risk of serious bodily injury or cial driver’s license (CDL), which would required to wear seatbelts, nor were there death is elevated, as with buses and trains. include drug testing; and increasing the any placards in the vehicle prompting penalties for professional drivers who passengers to wear seatbelts (9). Not the First Tragic cause fatalities while Limo Crash driving for hire. The The birthday celebration-turned-tragedy in report also recom- October 2018 featured many of the issues mended creating a in the stretch limousine industry that have task force with lim- not been addressed since previous crashes. ousine industry offi- On July 18, 2015, 3 years before the Scho- cials to “study the harie crash, a similar incident near Long safety of stretch Island, New York, prompted the Suffolk limousines.” County Supreme Court Special Grand Jury Most of the to investigate the facts and circumstances recommenda- of the crash, in which the front of a pick- tions were not up truck drove into the side of a limousine. implemented From this investigation, the grand jury is- at the time; sued a 159-page report that provided a list however, New of legislative, executive, and administrative York State recommendations intended to prevent lawmakers similar crashes in the future (8). passed many The report recommended legislative of the rec- Photo: Larry Lamsa, Flickr changes, including prohibiting limousines ommended Many limousine deaths occur because passengers do not wear seatbelts, from making U-turns; requiring that limo measures in despite laws requiring their use.

32 ‹ TR NEWS May–June 2019 In San Mateo, California, a limousine caught fire on May 4, 2013, killing five of the vehicle’s nine passengers. The converted 1999 Lincoln Town Car limousine had been carrying two people in excess of its seven-passenger capacity (10). The rear doors of the vehicle were compromised in the fire, making the only available exit from the vehicle the small pass-through partition into the driver’s compartment. This limousine crash prompted California to amend a section of its motor vehicle code to require modified limousines to be equipped with at least two rear side doors and one or two rear windows that may be used by rear-seat passengers or all passengers for immediate exit in case of a fire or other emergency (11). Among other things, the amendment requires owners or operators of a limousine to inform all passengers of safety features at the beginning of any Photo: PxHere California now requires limousines to have rear side doors and windows for trip, as well as to disclose to the contract- emergency exits. ing party and passengers whether the limousine meets safety requirements (11). One of the key safety As a result, Ford formed a vehicle certi- Evolution of the fication program called Quality Vehicle Regulatory Landscape issues involved in Modifier (QVM) in 1990, and GM created In the 1980s and 1990s, unregulated its own Fleet Cadillac Master Coachbuild- coachbuilders modified vehicles aftermarket stretch limousines is ers (CMC) program in 1992. Through to create stretch limousines that included these programs, Ford and GM distributed hot tubs, beds, or private rooms—even an the structural integrity information explaining how to convert articulated limo that bent when turning of the vehicle when certain vehicles into limousines that met corners. Bigger was better in the eyes of federal motor vehicle safety standards. The passengers and limo companies alike. coachbuilders cut the manufacturers also certified coachbuild- One of the key safety issues involved ers to perform aftermarket modifications in stretch limousines is the structural chassis and extend the on certain vehicles in accordance with integrity of the vehicle when, after the automotive engineering standards. QVM vehicle is manufactured, coachbuilders cut car’s length. and CMC coachbuilders are required to the chassis and extend the car’s length. adhere to specific engineering and quali- In April 1987 in Long Island, New York, ty-control guidelines, which are designed a groom and best man were killed when CERTIFICATION PROGRAMS with the vehicle’s capabilities in mind. An the limousine they were taking from the Unlike in most areas of the country, any- attempt by a specialty limousine builder in wedding to the reception was hit crossing one who wants to operate a stretch lim- Missouri to challenge the QVM and CMC an intersection and split in half. ousine in New Jersey and New York City programs as anticompetitive ultimately Although the trend of creating su- must prove that the vehicle was modified was unsuccessful. per-stretch limousines may be fading, many by a manufacturer-certified stretch limou- The QVM and CMC programs limit older vehicles remain on the road. Also, sine builder. After national media coverage conversions to specific vehicles that are a new trend of excess has emerged with of fatal limo crashes, limousine fires, and specifically engineered, designed, and aftermarket modifications to party buses— tire blowouts in the late 1980s, NHT- built for heavy-duty application and dance floors and poles, stairs to access the SA pushed Ford, General Motors (GM), coachbuilder conversion; for example, roof, and other modifications—that may and the limousine industry to develop a current QVM rules state that only the not involve the structural integrity of the testing and certification program to ensure Lincoln MKT Town Car model is approved vehicle but that raise other safety concerns. compliance with federal safety standards. for conversion into a stretch limousine,

TR NEWS May–June 2019 › 33 and that these vehicles may be stretched What Happens Next? a maximum of 120 inches. The CMC In the aftermath of the Schoharie crash, program is limited to modifications of the Governance is legislators and government transporta- Cadillac XTS Professional Vehicle chassis. tion officials may closely examine their These programs provide manufacturer disjointed and regulation own laws and transportation policies reg- approval, oversight, an extended limited ulating the stretch limousine and party warranty on major components, and— inconsistent among bus industries. There are many directions most importantly—safety. They are not, new regulations could take. For instance, however, mandatory for licensing outside states and localities legislators could pass a mandatory vehicle of New York City. with differing standards, retirement age for stretch limousines that are not part of a manufacturer’s program. DIFFERING JURISDICTIONS especially regarding NYC TLC is the only agency in the United Commercial vehicles that are used to States that has implemented regulations transport passengers could come within stretched vehicles. for taxicabs to be retired and replaced by the jurisdiction of federal, state, or local new vehicles 7 years after a vehicle has regulators, depending on vehicle size, been placed into service, ensuring that seating capacity, and whether passengers stretch limousine is to be treated as a the cabs meet the latest NHTSA stan- are being transported across state lines. bus or a for-hire vehicle. In New York, dards (12). Governance is disjointed and regulation in- the grey areas and loopholes in state law Another direction regulators could consistent among states and localities with make it possible to evade New York City’s take is to subject older stretch limousines differing standards, especially regarding jurisdiction by designing the vehicles to and vehicles with higher mileage to more stretched vehicles. carry 10 or more people, including the frequent, rigorous safety inspections. Any Since the plethora of government driver, and registering the vehicles as bus- stretch limousine that was not modified by agencies base their differing definitions es with the New York State Department a manufacturer-certified stretch limousine and jurisdiction on seating capacity, one of Transportation (DOT), which inspects builder could be subjected to heightened of the threshold questions is whether a these vehicles. inspections and required to be equipped

Photo: PxHere New York City mandates drug testing, probationary licensing, defensive driving courses, and ease of driver removal for traffic violations for limousine companies.

34 ‹ TR NEWS May–June 2019 with crash-avoidance technology, telemat- high-profile crashes and takes a fresh look ics devices that record driver behavior, and at issues and laws. In memory of the victims vehicle diagnostics. Regulatory reform of the Schoharie crash, manufacturers and In terms of limousine vetting, New regulators should do everything they can to York City implemented reforms for all could be a call to action prevent future tragedies, and identify short- TLC-licensed drivers in 1998, requiring comings or gaps as a result of the attention mandatory drug testing, probationary to immediately identify this crash has received. licensing, mandatory defensive driving courses, and lowest-point thresholds for and implement uniform REFERENCES removing drivers from the road for traffic 1. Cause of Death Released for 20 Victims in NY convictions (12). State and local regulators best safety practices Limo Crash. Associated Press. Oct. 19, 2018. 2. Hughes, S. Prestige Limo tried to sell vehicle may explore adoption of similar standards for limousine vehicles days before fatal crash. Albany Times Union. for drivers in their jurisdictions (13). Oct. 10, 2018. On the federal level, the Federal Motor 3. Report: NTSB Not Yet Allowed to Inspect Limo and drivers. in Deadly Upstate Crash. CBS Local New York. Carrier Safety Administration (FMCSA), Oct. 18, 2018. which regulates interstate buses and 4. Hill, M., and J. Paltz. Operator of Limo Com- trucks, also regulates limousines with a pany in Deadly Crash Charged by New York State Police. Time Magazine. Oct. 10, 2018. seating capacity of more than 11 passen- requirements, and driver hours of ser- 5. Lyons, B. Driver in limousine crash had marijua- gers. FMCSA has rigorous rules to ensure vice. Under FMCSRs, every CMV must be na in system. Albany Times Union. Apr. 3, 2019. that drivers receive medical certifications 6. 2017 Fatal Motor Vehicle Crashes: Overview. inspected every 12 months by a qualified Report DOT-HS-812-603. National Highway and now uses technology to ensure that inspector who has training or certification Traffic Safety Administration, U.S. Department drivers cannot work longer than a certain to examine and maintain CMVs—which of Transportation, 2017. number of consecutive hours.1 7. Intersection where limo crash killed 20 is a could be the motor carriers themselves menace, says store manager. Associated Press. Federal Motor Carrier Safety Regula- (14). Motor carriers are banned from using Oct. 8., 2018. tions (FMCSRs) require companies that op- a CMV unless each component identified 8. 10F New York Supreme Court Suffolk County erate commercial motor vehicles (CMVs) Special Grand Jury, Grand Jury Report § CPL in an appendix to FMCSA regulations has 190.85 (1)(C), 2016. and vehicles for hire with a designed seat- passed an inspection at least once during 9. Multivehicle Work Zone Crash on Interstate 95, ing capacity of more than eight, including the preceding 12 months (15). Cranbury, New Jersey, June 7, 2014. Accident the driver, to register with the FMCSA and Report NTSB/HAR-15/02, PB2015-105186. Regulatory reform could be a call to ac- National Transportation Safety Board, 2015. undergo a safety inspection if operated tion for legislators, transportation officials, 10. Gray, M. Fatal bachelorette limo fire over San interstate. Many states, including New and vehicle manufacturers everywhere Francisco Bay ruled an accident. CNN. Aug. York, New Jersey, and Connecticut, require 19, 2013. to immediately identify and implement 11. Calif. Assembly Bill No. 863, Chapter 480, § all CMV carriers to register with FMCSA uniform best safety practices for limousine 27375, 2015. and obtain a U.S. DOT number, even if the vehicles and drivers. Any such regulation 12. Scheduled Vehicle Retirement, Title 35 Rules carrier does not cross state lines.2 of the City of New York (RCNY) § 67-18, should be reasonable and effective, lever- 2018. FMCSA, part of U.S. DOT, tracks aging technology and providing for safety 13. Drivers of Taxicabs, For-Hire Vehicles and and regularly audits CMV operations to and accountability at every level. Even if Street Hail Liveries, 35 RCNY § 80, 2016. ensure they comply with FMCSRs. These 14. Periodic Inspection. 49 C.F.R. § 396.17, 2018. the cause of the crash may not result from 15. Minimum Periodic Inspection Standards. 49 regulations include driver qualification, faults or shortcomings in government C.F.R. § III-B Appendix G, 2016. vehicle inspection and maintenance regulation, government typically reacts to

1 The FMCSA Electronic Logging Device (ELD) 2 The ELD rule has four key components: 1) Rule, which went into effect in December 2017, mandating that commercial drivers who are requires motor carriers to install and use ELDs for required to prepare hours of service and RODS more accurate hours of service recording. The must use an ELD, unless they are exempt; 2) devices, which range from $200 to $800 each, setting ELD performance and data standards and replace paper logs and make it easier to track, requiring FMCSA self-certification of all ELDs; 3) manage, and share records of duty status (RODs) identifying categories of supporting documents data. Connected to the vehicle’s engine, the ELD that drivers and carriers are required to keep; and records all activities when the vehicle is in use—not 4) prohibiting harassing drivers based on ELD data just drive time—and allows drivers to manually log and providing recourse for drivers who believe they when they are off duty or in the sleeper berth. have been harassed.

TR NEWS May–June 2019 › 35 Response to a Rapidly Transforming Field The Transportation and Air Quality Committee’s Strategic Plan

Photo: V.T. Polywoda Anyang, Flickr

he field of transportation air qual- Meanwhile, disruptive mobility tech- CHRISTOPHER PORTER, ity is undergoing rapid transfor- nologies, including electrification, sharing, DOUGLAS EISINGER, SHAMS mation: from a vehicle perspec- and automated vehicles, are changing TANVIR, AND DAVID KALL tive, electrification, sharing, and travel. Lower-cost monitoring technologies automated vehicles promise swift and improved computational methods Porter is Principal, Cambridge Tchange in mobility; from an air quality such as network and cloud-based comput- perspective, new, low-cost technologies ing now allow fine-resolution linked travel, Systematics, Inc., Medford, revolutionize public access of real-time emissions, and dispersion modeling with Massachusetts; Eisinger is Vice and localized air quality conditions. At reasonable run times. President and Chief Scientist, the same time, fleet turnover continually The TRB Standing Committee on Transportation Policy and reduces per-vehicle emissions and many Transportation and Air Quality spent large metropolitan areas have experi- much of 2018 considering these trans- Planning, Sonoma Technology, enced substantially improved air quality, formations and weighing their effect on Inc., Petaluma, California; particularly in the United States and other the information needs of transportation Tanvir is Postdoctoral Scholar, Western countries. and air quality planning agencies, as well University of California, Riverside; Greenhouse gas emissions remain as those of other stakeholders interested well above the levels required to meet in reducing transportation-related air and Kall is Air Quality Specialist, the international goals for limiting global pollution.1 This article offers a look at the Federal Highway Administration, warming outlined in the Paris Climate committee’s recent efforts and its work Washington, D.C. Agreement of 2016, however. Rapid planned for the next 3 to 5 years. motorization has led to severe air quality problems in developing countries like Above: Rapid motorization has created India and China, and recognition is grow- severe air quality issues in countries 1 For more information on the Standing like China. TRB’s Transportation and Air ing of the health risks of certain pollut- Committee on Transportation and Air Quality Quality Committee is responding to these ants like ultrafine particles. (ADC20) and its work, visit www.trbairquality.org. transformations.

36 ‹ TR NEWS May–June 2019 Standing Committee In 2018, the Transportation and Evaluation Air Quality Committee conducted a comprehensive self-assessment TRB hosts more than 200 standing in preparation for its 2019 TSP committees. These volunteer committees update. The committee identi- allow for transportation professionals and fies, stimulates, and disseminates students to network with others in the important research related to field and stay current on emerging issues, transportation and air quality, with contributing to the continuing evolution a scope that covers the full range of transportation research and practice. of relationships between transpor- Some of the most important activities of tation and air quality: regulatory TRB committees include: and policy considerations, model- • Reviewing papers submitted for ing practices, health effects, new presentation at the TRB Annual technologies, and transportation Meeting or publication in the management strategies. Transportation Research Record: Journal The Transportation and Air SWOT analysis breakout group of nongovernmental organizations at the TRB Annual Meeting in January of the Transportation Research Board; Quality Committee’s latest strategic 2018. • Organizing technical workshops and planning work responds to the rap- sessions at the Annual Meeting and at id transformations taking place in midyear committee meetings; and transportation air quality. This article is or- analysis at its regularly scheduled meeting ganized into three sections: 1) a discussion in January 2018, which took place at the • Developing and prioritizing research of the strategic planning process; 2) find- TRB 97th Annual Meeting in Washington, needs statements and submitting them ings from the process, including an action D.C. The purpose of the SWOT analysis for funding from TRB Cooperative plan for committee activities and priorities; was to better understand what committee Research Programs and other sources. and 3) thoughts on the applicability of the members, friends, and other attendees Every 3 years, each standing com- process to other TRB committees. thought about best committee practices mittee conducts a critical reevaluation and areas in which meaningful changes of itself, documenting the results in a Strategic Planning could be found. triennial strategic plan (TSP). The plans’ Process The meeting divided into three break- content and process for developing them out groups; each group represented a vary by committee, committee members, JANUARY 2018 different constituency within the trans- and even update cycle. Some updates are The Transportation and Air Quality portation air quality community. Partici- routine; others involve a comprehensive Committee began the strategic planning pants in one group were predominantly look at a committee’s mission, member- process by conducting a strengths, weak- from environmental agencies; a second ship, and activities. nesses, opportunities, and threats (SWOT) group was composed of representatives largely from transportation agencies; the final group included representatives from nongovernmental organizations. Each group was assigned a leader, a note taker, and a flip chart, and was asked to think about the Transportation and Air Quality Committee through a SWOT lens: • Strengths. What does the Transportation and Air Quality Committee do really well? • Weaknesses. In what ways can the committee improve? • Opportunities. In what areas should the committee lead on topics, partnerships, and more? • Threats. What can reduce the

A breakout group representing environmental agencies conducts a SWOT analysis at the committee’s effectiveness, and what January meeting. should the response be?

TR NEWS May–June 2019 › 37 TABLE 1 Top Issues in SWOT Analysis Results • Breakout sessions to develop an action plan and measures of success for the STRENGTHS WEAKNESSES OPPORTUNITIES THREATS committee. Active, diverse Interaction with Collaboration with Relevancy because of changes in AQ membership other committees other committees and AQ and technology; overlapping coverage of Before the meeting, representatives community some topics by other committees of key research partners in the air quality field were asked to prepare statements Paper review Communication Communications and Low paper quality, weak diversity, lack of social media academic rigor on the top research priorities of their own organizations. These partners included the Research ideas Applicability of re- Link research to practi- Overemphasis on emissions modeling to and funding search to practice tioner’s needs the exclusion of other important topics Federal Highway Administration (FHWA); the U.S. Department of Energy; the U.S. NOTE: SWOT = strength–weakness–opportunity–threat; AQ = air quality Environmental Protection Agency; Oak Ridge National Laboratory; the California Air Resources Board; the Health Effects In total, approximately 100 meeting Washington, D.C., to complete the strate- Institute; and the Coordinating Research participants helped the Transportation gic planning process. The agenda included: Council, a group focused on coordina- and Air Quality Committee complete tion of air quality research between the • Presentations on key issues, trends, and its SWOT exercise. The top three issues automotive and fuels industries. Represen- hot topics in air quality by some of the in each category are shown in Table 1 tatives of related TRB committees, includ- field’s leading researchers; (above). For example, although the coming the Transportation Energy Committee mittee has an active and diverse member- • A review of the January 2018 SWOT and Alternative Transportation Fuels and ship with robust processes for identifying analysis findings; Technologies Committee, also prepared research needs and reviewing papers, its statements of priorities. During the meet- • Perspectives and priorities on research research focus could be broadened and ing, approximately 50 transportation air needs from industry, government, and directed more strongly toward the needs quality experts convened to hear recent research institution partners; of practitioners. insights and contribute to the Transporta- • Breakout sessions to discuss research tion and Air Quality Committee’s strategic SUMMER 2018 priorities, the role of the Transportation planning efforts. With the SWOT analysis as groundwork, and Air Quality Committee in pursuing After the summer 2018 meeting, com- committee members organized a two-day these, and paths for new partnerships; mittee volunteers developed a summary summer meeting at the Keck Center in and documenting the findings of the gathering

Left: The transportation agencies breakout group at the January meeting considers committee priorities. Right: A breakout group discusses key issues and research needs at the summer meeting.

38 ‹ TR NEWS May–June 2019 Understudied Transportation Air Quality Issues

› Health effects and regulatory responses of ultrafine particles; › Air quality modeling chain: uncertainties, impacts on decision making, model simplification; › Nonexhaust emissions: brake and tire wear; › Why ozone levels have plateaued in some areas even as emissions are decreasing; › Multipollutant hotspot analysis and spatial variability; › The value of transportation air quality conformity practices; and

› Health effects: communication of risks and Photo: Gillian Thomas, Flickr comparison with other risk factors and spatial and United Kingdom’s Fawley Power Station shut down in 2013 because of the financial temporal variations. and environmental cost of the oil-powered operation. Although some air quality issues have been addressed, new issues are emerging that need further research.

and included the SWOT analysis as an Another theme was the importance of appendix.2 conducting research focused on the needs Practitioners would of practitioners. Although basic research Findings often is important and necessary, applied The changing landscape of transportation benefit from simplified problems cannot be overlooked. For ex- air quality research needs was a major ample, modeling the air quality impacts of theme of both the SWOT analysis and the approaches that still transportation investments and strategies summer 2018 meeting. Participants noted can be a complex process, involving a chain that, although some air quality issues have provide insights into key of models that starts with transportation been addressed effectively, others are activity models and continue with emissions emerging as important areas of further uncertainties affecting air models and air pollutant dispersion models that estimate pollutant concentrations. But quality outcomes. agency resources are finite, and sometimes 2 See “The TRB Air Quality Committee (ADC20) great effort can be expended modeling very 2018 Summer Meeting Summary,” available at www.trbairquality.org/the-trb-air-quality- small impacts. Practitioners would benefit committee-adc20-2018-summer-meeting- from simplified approaches that still provide summary. study. Participants also recognized that the insights into key uncertainties affecting air air quality issues of today and tomorrow are quality outcomes, with a focus on the infor- strongly intertwined with other transpor- mation needed for decision-making. Com- tation issues and that traditional sources of mittees such as the Transportation and Air research funding for the committee, such Quality Committee provide an important as the National Cooperative Highway Re- forum for coordination between researchers The ADC20 search Program, are inadequate to address and practitioners. Summer Meeting all current challenges. The action plan that Final Summary, including SWOT emerged from the summer meeting placed Action Items analysis findings, a strong emphasis on partnerships with The summer 2018 meeting summary iden- is available at other committees, as well as coordination tified several specific action items for the the committee website at www. of priorities and activities among a diverse Transportation and Air Quality Committee, trbairquality.org. set of research partners. including the following:

TR NEWS May–June 2019 › 39 • Circulating a call for papers in 2019 based on high-priority issues identified at the meeting; TSPs provide • Expanding liaison and collaboration a platform in which with other related committees and reviewing their relevant research needs TRB committees can statements to look for overlap and collaboration opportunities; regularly reassess • Increasing the committee’s off-road their activities and and nonhighway emissions analysis capabilities through membership, priorities. workshops, and focused research needs identification; • Forming a working group to consider key issues and research needs, the role of in more depth what the committee can the committee in meeting those needs, do on international issues; and and future directions and action items. • Creating a working group or The process resulted in recommendations subcommittee to compile, prioritize, related to membership considerations; and advance the list of research needs partnerships with other TRB committees from the summer 2018 meeting and air quality research institutions; and Committee chair Douglas Eisinger leads by identifying and writing needed steps to encourage research on priority a planning discussion during the 2018 new research needs statements and topics through calls for papers, workshop summer meeting. matching these with potential funding sessions, and research needs statements. sources. This strategic review process can and lead SWOT analysis author Victoria serve as a model for other TRB commit- Martinez, FHWA. Other volunteers include Conclusion tees that wish to conduct comprehensive Richard Baldauf, U.S. Environmental Pro- TSPs provide a platform in which TRB assessments of their own activities as they tection Agency; Alex Bigazzi, University committees can regularly reassess their prepare to update their TSPs. of British Columbia; Georges Bou-Saab, activities and priorities. In preparation for Iowa State University; Robert Chamberlin, its 2019 plan update, Transportation and Acknowledgments RSG; Michael Claggett, FHWA; Marianne Air Quality Committee members felt it The TRB Air Quality Committee benefited Hatzopoulou, University of Toronto; was time to take a comprehensive look at from the support of many volunteers who Douglas Ito, California Air Resources the committee’s activities and priorities contributed to these strategic planning Board; Razieh Nadafianshahamabadi, and ensure they were responsive to the efforts: committee chair Douglas Eisinger, University of New Mexico; Jenny Narvaez, changing needs of both researchers and Sonoma Technology; summer meeting North Central Texas Council of Govern- practitioners. A SWOT analysis at the TRB coordinator David Kall, FHWA; lead sum- ments; Scott Peterson, Boston Region Annual Meeting in January was followed mer meeting summary author Chris- Metropolitan Planning Organization; by summer meeting sessions to identify topher Porter, Cambridge Systematics; Gregory Rowangould, University of New Mexico; Shams Tanvir, University of Cali- fornia, Riverside; and Mohammad Tayarani, University of New Mexico. Committee Mission Special appreciation is expressed to Christy Gerencher and Brie Schwartz, The mission of the Standing Committee on Transportation and Air Quality TRB, for their assistance throughout the is to provide leadership in research initiatives and knowledge sharing in the planning process. area of transportation related air quality issues. The committee does this by ensuring that up-to-date research needs are maintained, cross-cutting emerging issues are identified, critical issues are addressed in sessions and events, excellence in research is rewarded, and that the committee remains relevant and vibrant.

40 ‹ TR NEWS May–June 2019 High-Performance Thin Asphalt Overlay Rises to Challenge Pilot Project in Manhattan

Photo: John Weiss, Flickr

avements in large cities are diffi- and sewer piping, as well as electric and FRANK FEE cult to build and maintain. This is communication lines. The surface con- particularly true in New York City. dition of this pavement was very poor, The author is a consultant in In 2012, city planners wanted to as seen in Figure 1 (below). Nearly every Media, Pennsylvania. upgrade First Avenue in Manhat- block had utility-cut patches and repairs Ptan by adding a dedicated bus lane and of broken slabs. Patch material comprised separated bike lanes. The final project more than half the surface on most of the would require the rehabilitation of 53 city blocks. Conventional pavement design blocks—and 11,000 tons of asphalt mix. practice for this distressed pavement struc- The existing roadway was 18 inches ture might entail rubbilization, in which of jointed concrete over variable bases, specialized equipment is used to break under which lay conduit for water, steam, and fracture the concrete pavement into

FIGURE 1 Typical condition on First Avenue (a) before repairs and (b) before overlay.

Above: A 2012 plan to upgrade First Avenue in Manhattan required a new approach to (a) (b) rehabilitating the 53 city blocks.

TR NEWS May–June 2019 › 41 change characteristics depending on how deep they are taken from a particular quarry, not to mention differences among different quarry sites. The chemical na- ture of the petroleum used in binders also can change distinctly from well to well. Therefore, the natural variability in mixtures requires that tests on new mixture designs be conducted for each project and that recipes cannot be reused. Performance-Related Asphalt Materials Specifications Many nationwide efforts are in progress to develop the needed performance-based or performance-related asphalt materi- FIGURE 2 First Avenue milled, sealed, patched, and ready for overlay. als specifications. National Cooperative Highway Research Program Project 9-57, Experimental Design for Field Validation of smaller pieces but is then left in place to placed over the patches and slabs that Laboratory Tests to Assess Cracking Resis- provide a more uniform, baselike founda- can concentrate stresses in the overlay. tance of Asphalt Mixtures, is one example tion before a new surface layer is added. Subsequently, it was suggested to install (see sidebar, page 43). Another conventional approach would some trial sections to see how this material The New Jersey DOT’s prototype HPTO be complete removal of the concrete and would perform. specification is another example. If a can- replacement with a newly reconstructed Public agencies and the industries they didate mixture satisfies the extraordinary pavement section. work with continually improve materials performance requirements, then it may be Both of these approaches, howev- specifications for better pavement dura- placed in special pavement applications er, would impose several unacceptable bility and longevity. The vast majority of such as First Avenue. parameters for New York City pavement asphalt mixes are approved by meeting managers. The methods would require the a specific volume of stone aggregate, air Project on First complete closure of blocks of First Avenue, voids, and asphalt binder; particular shape Two exploratory HPTO sections were and the disruption for the inhabitants of and size characteristics of the stone aggre- placed on two blocks of First Avenue in the Manhattan would be intolerable for citi- gate; and other requirements. fall of 2012. These sections were in very zens and for city leaders. Additionally, any Strides have been made by imple- good condition 1 year later. With the high- substantial removal of surface materials menting specifications that approve the way department under pressure to get this could possibly damage the underlying util- type of asphalt binder ities. Curb and utility cover requirements that goes into the mixture prohibit the use of a thick asphalt overlay. based on engineering The cost of these rehabilitation options requirements and perfor- also were well out of the city’s budget. mance tests conducted on the binder; however, Promising Applications the combined mixture Recent work by the New Jersey Depart- that gets placed on the ment of Transportation (DOT) on the roadway is not judged development of high-performance thin routinely for engineer- overlay (HPTO) material showed prom- ing performance. Unlike ise for a new type of application. NuStar metals that are made in Asphalt had been working with advanced a factory, asphalt pave- polymer-modified binders that showed ment materials have fewer promise in laboratory and limited field degrees of separation studies. Such HPTO applications offer between the product and higher performance than what ordinary the natural raw materi- paving materials can provide. They are als. Stone and sand can FIGURE 3 Night paving of First Avenue.

42 ‹ TR NEWS May–June 2019 Experimental Design for Field Validation of Laboratory Tests to Assess Cracking Resistance of Asphalt Mixtures

NCHRP Project 09-57

In 2014, researchers from the Texas A&M Transportation Institute received a $250,000 contract from the National Cooperative Highway Research Program (NCHRP) to 1) select candidate laboratory tests for load- and environment-associated cracking applicable for routine use and 2) develop an experimental design for a series of coordinated field experiments to establish, verify, and validate laboratory-to-field relationships for the candidate tests and criteria for assessing the cracking potential of asphalt mixtures. The project was completed in 2016 and resulted in the following products: › NCHRP Research Results Digest 399: Field Validation of Laboratory Tests to Assess Cracking Resistance of Asphalt Mixtures: An Experimental Design › A workshop, held in February 2015 in Irvine, California, to select test methods for fatigue, reflective, and low-temperature cracking. An informative booklet describing the workshop candidate test methods is available at http://onlinepubs.trb.org/onlinepubs/nchrp/docs/ NCHRP09-57_TestBooklet.pdf

FIGURE 4 Completed First Avenue project. project completed, they made the decision The development of advanced modified to move forward with the HPTO approach. asphalt binders incorporated into new types The construction included micromilling of asphalt mixtures foretells the improved the existing surface, joint sealing and approaches to pavement rehabilitation approach: the HPTO technique is less than patching with a hot applied polymer design on the horizon. Older pavement 20% of the cost to remove and replace the material, and applying a pavement fabric. structures can potentially be left in place, old pavement, as well as the cost savings of This would be followed with a 1.5-in. with only an appropriate, new surface reduced user delays from night paving. application of special HPTO mix. Specifi- replenishment. The savings in time, energy, The First Avenue project, even with the cations were developed for materials and materials, and cost is dramatic compared inevitable utility cuts, is still in very good pavement preparation and placement of with the traditional total rehabilitation condition and will be 6 years old this fall. the mix for this project. Figure 2 (page 42) shows the surface after micromilling, joint sealing, and patching, but before placement of the fabric or HPTO overlay. In fall 2013, the First Avenue project was completed. It was accomplished at night with minimal disruption of traffic (Figure 3, page 42). The asphalt mix also included a warm-mix technology (WMT), which allowed the placement temperature to be lower than normal. This meant that there were no visible emissions at the paving site and the pavement in-place density was very good. Figure 4 (top right) shows the project (a) (b) soon after completion, and Figure 5 visually FIGURE 5 Comparison of First Avenue (a) before overlay and (b) after a few years compares First Avenue before any repairs of service, June 2017. and after a few years of service (below).

TR NEWS May–June 2019 › 43 RESEARCH PAYS OFF

DamageWise Program Implementation Pays Off for Indiana

oadway infrastructure elements, be identified, if invoices do not reflect the DANIEL L. BRASSARD, such as guardrails, signs, and fully loaded cost of the repair, or if collec- DEBORAH HORTON, AND bridges, routinely sustain dam- tion processes are not timely and efficient. DARCY M. BULLOCK age from motor vehicle crashes. Recovering the costs of repairing Solution Brassard is CFO and Deputy Rdamage to state property from the parties In 2009, Indiana DOT initiated a research responsible requires efficient business project through Purdue University to Commissioner of Finance, processes and public agency collaboration. examine business processes related to Indiana Department of Indiana Department of Transportation’s the repair of state property damaged by Transportation, Indianapolis; (DOT’s) implementation of the Damage- motor vehicle crashes. The research was Horton is Managing Director, Wise program increased collections for conducted between October 1, 2009, and repairs to damaged state property from July 31, 2011, and cost $120,000. A re- Joint Transportation Research $1.6 million in Fiscal Year (FY) 2010 to view of the business processes of relevant Program (JTRC), Purdue $7.3 million in FY 2018. The amount parties—including law enforcement agen- University, West Lafayette, invoiced in FY 2018 was $9.0 million—an cies, district maintenance departments, Indiana; and Bullock is Lyles 81% collection rate. and collection departments—found several manual processes and often ambiguous Family Professor of Civil Problem linkages between crash reports, work or- Engineering and JTRC Director, Indiana DOT maintains approximately ders, and damage invoices. Also conduct- Purdue University, West 11,000 miles of state roads. About 60,000 ed was a survey of other states to identify Lafayette. motor vehicle crashes per year occur on performance metrics and best practices. state-maintained roads; in approximately The Purdue–Indiana DOT research team 4,000 instances, these crashes cause dam- recommendations focused on improving age to state property. Indiana DOT incurs the efficiency and collaboration between significant financial losses to repair the public safety agencies and Indiana DOT Above: Fort Wayne, Indiana. damage if the responsible parties cannot when vehicle crashes damage state

44 ‹ TR NEWS May–June 2019 property and are summarized in the final technical report (1).

Concurrent Research Photo courtesy Indiana DOT Implementation Based on early research recommendations from the research team, in FY 2011 Indiana DOT initiated a statewide system called DamageWise. Deployment and implementation of DamageWise required cross-cutting Law enforcement official applying damage tag to infrastructure damaged by motor vehicle team participation from district mainte- crash. nance crews and supervisors, central office finance personnel, and information tech- FINANCIAL CLAIM TRACKING cost, reduce the time it takes to produce nology departments, as well as interagency The study also recommended that the dam- invoices, and improve the documentation partnerships with public safety and law age collection process be more timely and sent to responsible parties. enforcement colleagues. The DamageWise include the fully loaded cost of the repairs. The DamageWise team coordinated team was led by the DOT’s deputy commis- As a result, Indiana DOT implemented busi- with Indiana DOT information technol- sioner of finance and included district traffic ness processes that track damaged assets ogy staff, Indiana State Police (ISP), and engineers, district maintenance service di- from field investigation through collection vendors to ensure that the ISP State Crash rectors, central office accounting staff, and of repair costs from responsible parties. Report System interfaced with Damage- unit foremen. A summary of the implemen- Wise. Indiana DOT Traffic Management tation activities is listed below. Application Center personnel coordinated with ISP and The DamageWise team integrated cost local law enforcement agencies to conduct LAW ENFORCEMENT recovery activities into field employees’ training and to solicit participation in the PARTNERSHIP regular duties through a software program overall program. Indiana DOT district em- The research team recommended that that is convenient, intuitive, and available ployees were assigned to oversee program Indiana DOT implement a damage-tagging for field use on portable wireless devices. activities, including identification, assess- procedure that documents the investigat- DamageWise includes a range of policy ment, and submission of repair estimates ing law enforcement agency, the crash date and procedure changes designed to more to the accounting department. and time, and the crash report identification effectively associate vehicle crash reports A statewide DamageWise program number. A highly visible, weather-resistant with crash-damaged infrastructure, ensure coordinator assists with coordination, tag is attached to the damaged infrastruc- that invoices reflect the fully loaded repair training, identification, and management ture at the time of the crash by the investigating officer and provides documentation to match the responsible party with the damage (see photo above). Cold Weather A training and outreach program was Wire Ties developed to introduce this process to Indiana’s law enforcement agencies. The Zip ties for attaching Roadway Damage Tag kits provided to in warmer weather law enforcement agencies include all the materials needed to tag damaged property efficiently at the time of the crash (see Roadway Tag Bag photo at right). Damage Tags

DISTRICT MAINTENANCE ACTIVITIES When maintenance crews identify damaged infrastructure and initiate a work order to repair damage, the identifying information from the damage tag is included, allowing the repair cost to be matched efficiently with the responsible Photo courtesy Indiana DOT party identified in the crash report. Public safety tagging package, which costs $10.31 per bag.

TR NEWS May–June 2019 › 45 of the process across the inter- and laboration with law enforcement agencies Office to ensure that those invoices are col- intra-agency partnerships that are critical to tag damage when it occurs is critical lected. The amount invoiced in FY 2018 was to the success of DamageWise. In recogni- to linking the damage to the responsible $9.0 million—an 81% collection rate. tion of the collaborative effort required by parties. Indiana DOT district personnel For more information, contact Daniel L. DamageWise, in 2015 the program began are essential partners in identifying the Brassard, Indiana Department of Transportation, distributing 75% of its roadway asset damage and initiating work orders for the 100 N. Senate Avenue, Indianapolis, IN 46204, collections for claims less than $50,000 repairs. Central processes to link the crash at 317-232-1472 and [email protected]. and 100% of collections for damage to reports to the work orders, submit invoic- mobile assets (e.g., trucks and attenuators) es, and follow up on the claims process EDITOR’S NOTE: Appreciation is expressed to to the respective Indiana DOT districts involve coordinated efforts of Indiana DOT Claire Randall, Transportation Research Board, who completed the repairs to the dam- information technology and accounting for her efforts in developing this article. aged property. This return rate was later personnel, as well as collaboration with increased; in 2018, 90% of the collections Indiana’s Attorney General Office. REFERENCES were distributed back out to the districts. Annual summaries of key performance 1. Farnsworth, G. D., T. M. Brennan, and D. M. Bullock. Recovering Full Repair Costs of Indiana Additional information about deployment indicators document the successful de- DOT Infrastructure Damaged by Motor Vehicle and performance metrics of the Damage- ployment and implementation of Dam- Crashes. Publication FHWA/IN/JTRP-2011/11. Wise program can be found in a 2017 TRB ageWise throughout Indiana DOT. One Joint Transportation Research Program, Indiana Department of Transportation and Purdue Uni- paper by the authors of this article (2). measure is the number of days from the versity, West Lafayette, Indiana, 2011. https:// crash incident until an invoice is submitted doi.org/10.5703/1288284314624. IMPLEMENTATION COSTS to the responsible party. In 2010, the av- 2. Brassard, D. L., D. K. Horton, and D. M. Bullock. Applying Lean-Engineering Principles The implementation costs of Damage- erage crash-to-billing time was 227 days, to Agency Business Processes to Improve Wise totaled $826,000 over the first 3 which often led to challenges from the re- Collections Associated with Infrastructure years. This included the following: the sponsible parties and resulted in disputed Damaged by Motor Vehicle Crashes. Transpor- tation Research Record: Journal of Transportation implementation of software in 2011 claims. Following the implementation of Research Board, No. 2670, Transportation ($140,000), a software enhancement in DamageWise, the average crash-to-billing Research Board, Washington, D.C., 2017, pp 2013 ($211,000), iPads ($42,000), and time dropped by 83% in FY 2015 to 38 42–49. https://doi.org/10.3141%2F2670-06. training and testing costs from FY 2011 days. In FY 2018, the elapsed time from crash to billing was less than one month. through FY 2013 ($433,000). Suggestions for Research Pays Off topics Indiana DOT collected $1.6 million to are welcome. Contact Stephen Maher, ONGOING COSTS AND cover repair costs in FY 2010 and collections Transportation Research Board, Keck 486, BENEFIT–COST RATIO have steadily increased to $7.3 million in FY 500 Fifth Street NW, Washington, D.C., The ongoing costs for the DamageWise 2018 (Figure 3). Indiana DOT has worked 20001; 202-334-2955; [email protected]. program are estimated to be $889,300 closely with the Indiana Attorney General in FY 2018. These costs include approximately $858,300 in salaries for the central office and district personnel who adminis- 8.0 ter the program and maintain the systems. $7.3 Equipment replacement costs are estimat- 7.0 $6.6 $6.5 ed at $21,800 per year. Additional annual $6.0 expenses include $5,100 for procurement 6.0 costs and $4,100 for DamageWise kits. Ad- $5.0 5.0 justing the FY 2018 collections by the FY 2010 pre-DamageWise collections ($7.3 4.0 $3.8 $3.5 million versus $1.6 million) and applying $3.3 $ Million the overhead costs ($889,300) resulted in 3.0 a benefit–cost ratio of 6.4 for the Damage- Wise program in FY 2018. 2.0 $1.6 Agency Benefits 1.0 Continuing success is documented by key 0 performance measures and is dependent FY10 FY11 FY12 FY13 FY14 FY15 FY16 FY17 FY18 on partnerships that were established during the development and implementa- FIGURE 3 Annual collections before DamageWise (FY 10) and after DamageWise was fully tion of the DamageWise program. The col- implemented (FY 11–FY 18). (FY = Fiscal Year.)

46 ‹ TR NEWS May–June 2019 › NEWS BRIEFS DOTs Engage with Social Media Transit Use Reduces Obesity Rates

More and more, state departments of transportation A new study by researchers from the University of Illinois at Urbana– (DOTs) rely on online social tools to pass on information Champaign and Georgia Tech outlines the health benefits of transit use. and to engage the public. The American Association of Unlike driving a car, taking transit often involves walking, from home to bus State Highway and Transportation Officials (AASHTO) stops and from bus stops to destinations. “Opting for mass transit over driv- has issued its latest annual report on the subject, finding ing creates opportunities for exercise that that social media now plays a critical, foundational role in may not otherwise exist,” commented state DOT communications. study coauthor Sheldon H. Jacobson. AASHTO sent a survey to all 50 state DOTs, asking The study, published in Transporta- about the adoption of social media tools, the impact of tion Research Part A: Policy and Practice, social media use on the state agencies, and the influence of analyzes census data across 227 counties social media use on the relationship between the DOT and from 45 states between 2001 and 2009. its customers. Forty-four DOTs responded. Included in the data were household Nearly half of the responding DOTs employ at least one income, healthcare coverage, exercise, staff member whose job is dedicated to social media—ap- and public transit funding. The analysis proximately twice as many DOTs as 6 years ago. Staff focus showed a correlation between increased on content creation. Although fewer than 20% of DOTs transit ridership and lower obesity formally monitor their social media sites, 70% will engage rates—a single percentage-point increase in ridership decreased obesity with individuals if asked a direct question. The survey looks rates by nearly half a percentage point. at what media sites DOTs use most, which are best for Researchers note that the analysis is at the county level—that is, as pushing content and which are best for engaging, and how more people ride transit, the overall obesity rate drops, not necessarily social media is influencing communication strategies. that transit use reduces obesity on an individual level. To read the report, visit https://communications. For more information, visit www.metro-magazine.com/bus/news/732854/ transportation.org/wp-content/uploads/sites/2/2018/ lower-obesity-rates-linked-with-public-transportation-use-study-shows. 10/2018-Social-Media-Survey_web.pdf.

Lack of Infrastructure Investment Clear Safety INTERNATIONAL Hampers Bridge Repair Increases for Children

Every day, 178 million vehicles cross over structurally de- In 2010, more than 17,000 children under the age of 13 were involved in ficient bridges in the United States, including New York’s traffic accidents in Korea—760 of those in school zones. When statistics Brooklyn Bridge; the Memorial Bridge in Washington, showed that the risk of accidents increased significantly when it was raining, D.C.; and San Francisco’s San Mateo–Hayward Bridge. auto-parts maker Hyundai Mobis The American Road and Transportation Builders Associ- began a traffic safety campaign to ation’s (ARTBA’s) 2019 Bridge Report identifies bridges in increase child pedestrian safety by need of repair, examines the economics associated with distributing clear umbrellas. infrastructure needs, and presents trends in funding and Since 2011, Hyundai Mobis bridge classifications. has distributed 900,000 clear According to the U.S. DOT guidelines, a bridge is clas- umbrellas and provided safety sified as “structurally deficient” if any of the components— education to children across deck, superstructure, substructure, or culvert—are rated Korea. Children are less attentive in poor or worse condition. Using data from the National than adults and are not able to Bridge Inventory database, ARTBA analyzed the pace of make quick judgments, leaving infrastructure improvement, estimating the cost to repair them more vulnerable to traffic deficient bridges as $171 billion—nearly a third of which accidents—especially when umbrellas obstruct their view. The clear umbrel- would be needed for bridge replacement. las, which include reflective material to make them more visible to drivers, Although the percentage of structurally deficient allow children to be more aware of their surroundings. bridges has declined by nearly one percent over the past A study of the program, recently published by Korea’s traffic authority, 5 years, the rate of bridge improvements has slowed. showed a sharp decline (27%) in injuries and deaths among children partic- ARBTA estimates that current necessary repairs would ipating in the transparent umbrella program—four times more than the na- take 80 years at the current level of investment. tional average. The company is bringing the program to U.S. schools this year. For a full ranking of structurally deficient bridges by For more information, visit www.koreatimes.co.kr/www/tech/2019/01/ state and to read the full economic reports, visit https:// 419_262938.html. artbabridgereport.org/. TR NEWS May–June 2019 › 47 Patricia S. Hu Bureau of Transportation Statistics PROFILES

Patricia (Pat) S. Hu trained as a bio- “My extensive and long-term involvement statistician, receiving a bachelor’s degree in statistics from Chengchi University in with the transportation research community Taiwan and a master’s degree in statistics from the University of Guelph in Canada. has provided me with an everlasting learning More than 35 years ago, her career focus shifted to transportation. Over the course environment in which to constantly hone of a transportation career that led from the Center for Transportation Analysis at my research ability.” Oak Ridge National Laboratory (ORNL) in Tennessee to the U.S. Department of Transportation’s Bureau of Transportation issues. These efforts included research that a member of the Standing Committee on Statistics (BTS), Hu has led many applied informs and shapes national clean energy Performance Management and the Task research projects, published extensively, policy, system development that prioritizes Force on Data for Decisions and Perfor- and received the TRB Pyke Johnson Award inland waterway infrastructure invest- mance Measures. in 1984. ments, and evaluation of the potential Hu also has served the research com- Since her appointment in 2011 as impact of policies and technologies on munity widely at the international level, Director of BTS, Hu has directed the elderly driver safety. from the editorial advisory boards of the federal statistical agency to enhance the “Rewardingly, ORNL allowed me the international journals Accident Analysis & relevance, quality, timeliness, coverage, opportunity to leverage and collaborate Prevention and the Journal of Transportation accessibility, and availability of transpor- with outside-the-box technologies and and Statistics to the Organisation for Eco- tation statistics to inform transportation expertise to develop innovative, holistic nomic Co-operation and Development’s decisions. “The 1991 Intermodal Surface solutions,” Hu notes, citing the example of International Transport Forum (ITF) in Par- Transportation Efficiency Act established nanomarkers and geofencing techniques is, France. Since becoming involved with BTS as one of 14 federal statistical agen- that were combined to track fuel flow to ITF in 2012, Hu has led many research cies whose mission was to be a policy-neu- minimize fuel loss and fuel tax evasion. initiatives, including a task force that de- tral, objective information broker,” Hu “The success of this research was reflected veloped the report Understanding the Value comments. “In recent years, BTS has been in demands to use this solution from the of Transport Infrastructure, the Working recognized as a leader in freight statistics, private sector and the military transporta- Group on Big Data and Open Data, and transportation economics, and airline tion command.” the Working Group on Transportation Sat- information.” Hu has been engaged with TRB for ellite Accounts. She also has chaired ITF’s With recent advances in data analytics many years, first joining the Transportation International Transport Statistics Annual and an explosion of available data from Data and Information Systems Committee Meeting since 2013. the Internet of Things—for example, data in 1992. She has served on the Nation- “My extensive and long-term involve- from the real-time traffic app Waze and al Research Council Committee for the ment with the transportation research automatic vessel tracking data—Hu has National Tire Efficiency Study and on the communities such as TRB and ITF has directed BTS’s focus toward exploring Committee on Planning for Catastrophe: provided me with an everlasting learning alternative data sources and innovative A Blueprint for Improving Geospatial Data, environment in which to constantly hone collection techniques to fill long-term data Tools, and Infrastructure and on the Long- my research ability,” Hu observes. “These gaps and developing visual analytics to Term Pavement Performance Program communities have also presented me the distill insights from massive amounts of Committee. She also served on the Tech- unique opportunity to appreciate the im- data now available. nical Coordinating Committee for Reli- portance of diversity—from different dis- Between 1982 and 2011 Hu’s re- ability Research with the second Strategic ciplines, different perspectives, and even search at ORNL, a U.S. Department of Highway Research Program, overseeing different countries—to the development Energy multidisciplinary research labora- the completion of two reliability projects. of meaningful, useful, implementable and tory, mainly investigated personal travel Hu has been a member of more than holistic solutions.” Because of these expe- behavior, traffic reliability, and safety and 30 TRB standing committees and National riences, Hu believes that a successful ap- security. For almost 10 of those years, Cooperative Highway Research Program plied researcher is one who keeps abreast she served as director of the Center for project panels. She currently serves as of frontier knowledge; learns from failures; Transportation Analysis, developing policy cochair of the Review Advisory Board of remains open-minded to the thinking of studies and scalable system solutions to the Transportation Research Record: Journal future generations; and expands one’s tool address a wide range of transportation of the Transportation Research Board and as box through collaborative innovation.

48 ‹ TR NEWS May–June 2019 Åsa Vagland Ministry of Infrastructure, Sweden PROFILES

As senior adviser and deputy director at tion, then called the Ministry of Enterprise, and Multifaceted Data Collection on Gen- the Swedish Ministry of Infrastructure in Energy and Communications. der Issues in Transportation. She helped Stockholm, Åsa Vagland is responsible Vagland notes that the Swedish to plan the 5th International Conference for such emerging technologies as con- Parliament has set the ambitious goal of on Women’s Issues in Transportation nected, cooperative, shared, and automat- reducing greenhouse gas emissions from (WIiT) in 2014 and is preparing for the ed mobility, as well as mobility as a service. domestic transportation by 70% by 2030 6th WIiT this year. “Research and innova- She also manages the Swedish Prime Min- and that Sweden should be the first fossil tion results need to be spread and shared ister’s Innovation Partnership Programme fuel–free welfare nation. “In order to throughout the world—and TRB is doing in next-generation travel and transporta- achieve this, Sweden—and the rest of the a great job with this,” Vagland observes. tion and develops policy and strategies for “The European Framework Programme transport and mobility as well as gender for Research and Innovation has an objectives and gender mainstreaming in important role to finance and to convene the transportation sector. Vagland also European researchers doing research in serves as the Swedish representative to teams and sharing their different experi- the European Union Platform for Change: ences,” she adds. Women in Transport. In 2002, together with a couple other “Research and innovation are crucial for women in transport policy in Sweden, the development of the transport sector— Vagland founded the Network for Women especially in tackling climate change and in Transport Policy, now called Network achieving the Paris Climate Agreement of Jämställdhet i transportsektorn (Gender 2016,” Vagland affirms. Equality in the Transport Sector). She Vagland earned a degree in social served as the network’s president from science from Farsta Gymnasium, an upper 2003 to 2006 and still sits on the elec- secondary school outside Stockholm. She tion board. “We have a responsibility to lived in Kansas as a high school exchange engage more women in the transport student, and received her university sector, as researchers, workers, deci- degree in regional, transportation, and sion makers, and politicians, and in all societal planning from the University of “Research can provide different roles and positions,” Vagland Stockholm. comments. “We need the perspectives Vagland began her career as a traffic the rigor required to from the whole population to create a planner for the County of Stockholm. build a solid foundation transport system that is not only sustain- She joined a consulting firm in 1993 as able but also suitable and accessible for a project manager, guiding city, region- of knowledge on which all. We need to analyze the consequences al, and national transportation planning of decisions taken within the transport and analysis projects. She developed the to formulate the next sector on the needs and values of women transportation section of the comprehen- and men.” She adds that to be able to sive plan for Kimberley, South Africa, and hypothesis and test it.” do that, all statistics and data collections other projects in Latvia and Lithuania. In should be separated by gender. 2001, Vagland became expert adviser at Among Vagland’s research papers are the Swedish Institute for Transport and world—needs to find new solutions for “Gender Equality as a Subsidiary Objec- Communications Analysis, where she was the whole transport and mobility sys- tive of Swedish Transport Policy: What responsible for developing Swedish trans- tem,” Vagland comments. “New emerg- Has Happened Since 2004?,” presented port policy objectives, managing the an- ing technologies for connected, cooper- at the 4th WIiT in 2009; “The Develop- nual report on these objectives, and many ative, automated, and electric vehicles ment of Public Attitudes Towards the other policy development assignments. and systems are crucial—but so are new Stockholm Congestion Trial,” published In 2004, Vagland joined the Swedish solutions for sharing and new business in Transportation Research Part A in 2009; National Road and Transport Institute as models.” and “Gender Equality as a Subsidiary expert adviser, and in 2007, the agency In 2010, Vagland joined the Women’s Objective of Swedish Transport Policy,” VINNOVA as manager of the research and Issues in Transportation Committee at presented at the Transport Research innovation program Future Public Trans- TRB. A longtime member of that commit- Arena in 2006. port. In 2012, she became special adviser tee, she currently cochairs the Subcom- at the Ministry of Enterprise and Innova- mittee on Mainstreaming Global Research

TR NEWS May–June 2019 › 49 › TRB HIGHLIGHTS agement. Additional processes like asset of the full range of climate risk factors COOPERATIVE management, capital planning, and others that should be included in their multihaz- RESEARCH PROGRAMS also manage risk by allocating resources and ard risk management processes. designing and maintaining assets to reduce To help overcome this barrier, the an airport’s vulnerability to certain stressors. Airport Cooperative Research Program Using Existing Assumptions about climate and weath- (ACRP) has released ACRP Research Report Airport Management er are built into most airport management 188: Using Existing systems. Budget planning, for example, Airport Management Systems to Manage involves assumptions about how much Systems to Manage Climate Risk infrastructure maintenance or replacement Climate Risk. This report is needed to counteract effects of climate includes a handbook ACRP Research Report 188 and weather. Emergency management that helps airports and irregular operations planning involves understand the need to CASSANDRA BHAT, TOMMY assumptions about events that might address climate change HENDRICKSON, BETH RODEHORST, disrupt operations. and demonstrates how AMANDA VARGO, AND LAUREN Expectations for future climate and climate change can SEYDEWITZ weather conditions usually are based on be factored into their Bhat is Climate Adaptation and historical records; however, climate change decision-making processes. The handbook Resilience Manager, ICF, Miami, means that past events are not indicative of includes a self-assessment tool for deter- Florida; Hendrickson is Climate future events. If climate change is not ac- mining applicable management systems Change and Sustainability Specialist, counted for, expensive airport infrastructure for climate-related decision-making within ICF, San Francisco, California; would be inadequately designed for future the airport, a detailed guide for integrating Rodehorst is Climate Resilience needs and the airport could be underpre- climate risks into seven key management Director, ICF, Portland, Oregon; Vargo pared for extreme weather events and systems, and strategies for building sup- is Climate Resilience Specialist, ICF, associated service disruptions. In addition, port across the airport. The seven manage- Washington, D.C.; and Seydewitz is other financial and operational planning ment systems include the following: strate- Environmental Scientist, Gresham efforts might be impaired. gic planning, master planning, enterprise Smith, Providence, Rhode Island. risk management, safety management, A DIFFERENT APPROACH capital planning, asset management, and irports manage risk—includ- Rather than considering climate change emergency management. ing risks related to climate and as a new and separate risk to address, air- The report was developed under ACRP weather—using such programs ports can integrate climate change consid- Project 02-74, with research conducted and decision-making processes erations into their existing decision-making by ICF, led by principal investigator Beth as enterprise risk management, processes to ensure that climate risks are Rodehorst; Gresham Smith & Partners; Asafety management, and emergency man- adequately managed. Approaching cli- and Faith Group, LLC. Initial insights into mate change in this way the state of practice and key management allows airports to make systems for climate risk management were more informed deci- obtained through a literature review and sions about appropriate webinars with airport stakeholders. Based investments to mitigate on this initial research, ACRP Research risks over time. Report 188 was tested and vetted through No universal best several airport focus groups and site visits. practices or guidelines An accompanying quick-start guide covers on managing climate the most critical portions of the handbook; risk are available to airports may choose to use the quick-start airports, however. guide as a starting point and then refer to Without an integrative the handbook for more detailed informa- resource for airports, tion as needed. climate risks can be viewed as abstract and unquantifiable— resulting in missed opportunities. Airports Quick-start guide for strategic planning with climate entry points and also may not be aware integration actions.

50 ‹ TR NEWS May–June 2019 › • Held in January 2017, the first biggest challenges facing humanity. NATIONAL ACADEMIES workshop, Engineering Societies The competition was discussed as a INITIATIVES and Undergraduate Education, was way to engage, recruit, retain, and based on a literature review, analy- prepare undergraduates for engineer- sis of engineering society websites, ing careers, and engage professional Engaging Engineering survey of engineering societies, and societies with undergraduates. For Societies in follow-up interviews about what the more information, see www.nap.edu/ Undergraduate societies are doing in undergraduate catalog/25018. engineering education. This workshop • The workshop Engineering Societies Engineering Education convened more than 80 academics and Facilitating Measures of Faculty and engineering society officials who Impact in February 2018 explored discussed issues and shared ideas on ver the past 2 years, the Na- the role of engineering societies in collaboration among their societ- tional Academy of Engineering enhancing understanding of faculty ies and undergraduate engineering (NAE), with support from the impact on the engineering profession education. The resulting conference National Science Founda- as part of the reappointment, pro- proceedings can be found at www. tion, took an in-depth look at motion, and tenure process. https:// nap.edu/catalog/24878. Oengineering societies’ role and contri- www.nap.edu/download/25181. For butions to improving the effectiveness • The second workshop, held in Sep- more information, visit www.nap.edu/ and quality of undergraduate education. tember 2017 and called An Under- download/25181. This initiative offered an opportunity for graduate Competition Based on the • The workshop Engineering Societies’ the societies to convene with universities Grand Challenges for Engineering, Activities in Promoting Diversity and and industry to share insights, learn what explored the possibility of an under- Inclusion in June 2018 explored how others are doing, and explore possible graduate student competition based engineering societies can promote collaborations. To date, there have been on the NAE Grand Challenges for diversity and inclusion in engineering, five workshops and publications that Engineering, a cross-disciplinary initia- provide an opportunity for societies have resulted from these efforts. These tive to use engineering to address the to share promising practices, and have included the following: investigate possible collaborative actions. The report can be downloaded at www.nap.edu/download/25323. —Kenan Jarboe Senior Program Officer, National Academy of Engineering

TR NEWS May–June 2019 › 51 › BOOKSHELF

AASHTO Load and Resistance Guidelines for the Use of Factor Design Bridge Design Reclaimed Asphalt Shingles in Guide Specifications for GFRP- Asphalt Pavements, 2nd Edition Reinforced Concrete, 2nd Edition National Asphalt Pavement American Association of State Highway Association, 2019; 38 pp. Free and Transportation Officials (AASHTO), downloadable PDF at http:// 2018; 121 pp. Free downloadable PDF store.asphaltpavement.org/index. at https://store.transportation.org/ php?productID=766. Item/PublicationDetail?ID=4148. Asphalt roof shingles often end These guide specifications offer a up in landfills—but they can be re- description of the unique material claimed for use in new roads, park- properties of glass fiber-reinforced polymer (GFRP) composite ing lots, and other asphalt pavements. These guidelines cover materials, as well as provisions for the design and construction sourcing shingles, inspection for contaminants, processing, of concrete bridge decks and traffic railings reinforced with and binder adjustments, as well as examining the economic GFRP reinforcing bars. This revised edition includes information benefits of using reclaimed shingles. This edition includes beyond bridge decks and railings and considers advancements new research and best practices. in material specifications.

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

TRB PUBLICATIONS

Highway 2018; 121 pp. For more information, visit 2018; 139 pp. For more information, visit Capacity and http://journals.sagepub.com/home/trr. http://journals.sagepub.com/home/trr. Quality of Service 2018 Operational Effects of Geometric and Traffic Signal Systems 2018 Transportation Access Management 2018 Transportation Research Record 2672, Research Record Transportation Research Record 2672, Issue 18 2672, Issue 15 Issue 17 Traffic signal systems, such as the Authors pres- Papers in this issue include such topics arterial-based transit signal priority control ent research on as crash rates in interchanges, the safe- system, the peer-to-peer priority signal the capacity of ty of signalized intersections, the effect control in connected vehicles, real-time roundabouts, sat- of expressway curve radius on drivers’ detector-free adaptive signal control, and uration flow models for signalized intersec- speeds, and the Texas U-turn at diamond signal priority request delay for emergency tions, traffic operation on rural highways, interchanges. vehicles, are explored in this issue. use of probe vehicle data to assess highway 2018; 178 pp. For more information, visit travel time, among other topics. Articles for Issues 1–3 of TRR http://journals.sagepub.com/home/trr. 2018; 154 pp. For more information, visit Volume 2673 (2019) are now http://journals.sagepub.com/home/trr. online. Beginning this year, TRR Intelligent Transportation Systems will publish one interdisciplinary 2018 Visibility and Work Zone Traffic issue monthly. Individual articles Transportation Research Record 2672, Control 2018 Issue 19 will be released as available Transportation Research Record 2672, The use of various types of intelligent and compiled into the issue at Issue 16 transportation systems, such as those used the end of the month. Readers Traffic flow modeling of diverse work in connected vehicles and at signalized in- zones, use of variable speed limits in con- will be able to choose to access tersections, as well as the impacts of those struction zones, work zone intrusion alarm either the complete issue or systems, issues with cybersecurity, plan- systems, and the impacts of sun glare and individual articles. For more in- ning strategies, and safety are examined in fog are a few of the topics examined in formation, visit http://journals. this issue. this issue. sagepub.com/home/trr. 2018; 156 pp. For more information, visit http://journals.sagepub.com/home/trr.

52 ‹ TR NEWS May–June 2019 BOOKSHELF ›

Traffic Flow Theory and Aviation durability of portland cement concrete are Characteristics 2018 Transportation Research Record 2672, among the topics explored in this issue. Transportation Research Record 2672, Issue 23 2018; 108 pp. For more information, visit Issue 20 This issue explores aviation-related http://journals.sagepub.com/home/trr. This issue presents research on the sizing research, including the impact of air- of curbside parking lanes, lane change line mergers and consolidations; pricing Asphalt Mixtures and Materials risks, perimeter control as an alternative impacts; traffic organization methods; Transportation Research Record 2672, to dedicated bus lanes, merging pedestri- emission reduction potential; and the Issue 28 an crowds, and driver merging behavior, world’s first full-scale electrically conduc- Forty-seven articles presenting research among many others. tive, concrete heated pavement system. on asphalt mixtures and materials are in- 2018; 276 pp. For more information, visit 2018; 157 pp. For more information, visit cluded in this issue, presenting research on http://journals.sagepub.com/home/trr. http://journals.sagepub.com/home/trr. the impact of reclaimed asphalt shingles on field performance, the performance of Traffic Control Devices 2018 Environment and Energy plant-produced high-reclaimed asphalt, Transportation Research Record 2672, Transportation Research Record 2672, and a comparison of field performance Issue 21 Issue 24 among various warm-mix asphalt pave- The six papers in this issue explore traffic Bridges as habitats for bats, cold-in-place ments, and more. control devices and their safety effects and recycling, pathways toward zero-carbon 2018; 513 pp. For more information, visit impacts. campus commuting, and noise barriers are http://journals.sagepub.com/home/trr. 2018; 61 pp. For more information, visit among the topics examined in this issue. http://journals.sagepub.com/home/trr. 2018; 153 pp. For more information, visit Highway Safety Performance and http://journals.sagepub.com/home/trr. Statistical Methods Connected and Automated Transportation Research Record 2672, Vehicles Air Quality Issue 30 Transportation Research Record 2672, Transportation Research Record 2672, Evaluations for SafetyEdge treatments Issue 22 Issue 25 for pavement drop-offs, the safety effects Topics related to connected and auto- The 16 papers presented in this issue of span wire to mast arm signal conver- mated vehicles, including the necessity include research on the impact of idle sion, and the realignment of horizontal for control customization; lessons learned reduction technologies on driver exposure curves on rural two-lane roads are among from real-world deployment; adaptive to emissions, the potential of metering the 14 topics explored in this issue. cruise control operations; safety in stop roundabouts, and the effect of light-duty 2018; 152 pp. For more information, visit assist systems; and automated vehicle, vehicle performance on a driving style http://journals.sagepub.com/home/trr. bicycle, and pedestrian communication metric. are examined in this issue. 2018; 186 pp. For more information, visit Guide for the 2018; 77 pp. For more information, visit http://journals.sagepub.com/home/trr. Analysis of http://journals.sagepub.com/home/trr. Multimodal Construction Corridor Transportation Research Record 2672, Access SAGE is now the publisher of the Issue 26 Management Transportation Research Record: Construction financing, communi- NCHRP cations, design development, and new Research Journal of the Transportation technologies and materials are examined Report 900 Research Board (TRR) series. in the papers presented in this issue. The opera- To search for TRR articles, 2018; 164 pp. For more information, visit tional and safety visit http://journals.sagepub. http://journals.sagepub.com/home/trr. relationship between access management com/home/trr. To subscribe techniques and the automobile, pedes- to the TRR, visit https:// Concrete Materials trian, bicycle, public transit, and truck modes are explored in this report. us.sagepub.com/en-us/nam/ Transportation Research Record 2672, Issue 27 2018; 126 pp.; TRB affiliates, $58.50; transportation-research-record/ The uses of fiber-reinforced concrete, the nonaffiliates, $78. Subscriber categories: journal203503#subscribe. repair of cast-in-place concrete, the sus- pedestrians and bicyclists, operations and tainability of concrete aggregate, and the traffic.

TR NEWS May–June 2019 › 53 › BOOKSHELF

Benchmarking and Comparative Guidebook for Developing a standards, and data-collection methods at Measurement for Effective Comprehensive Renewable Resources North American transit agencies. It covers Performance Management by Strategy agencies of different sizes, geographic Transportation Agencies ACRP Research Report 197 locations, and modes. NCHRP Research Report 902 Renewable energy sources are highlight- 2019; 140 pp.; TRB affiliates, $60; non- This report presents practical guidance ed in this report. Also included are steps for affiliates, $80. Subscriber categories: public on how transportation agencies can un- developing a renewable energy strategy, transportation, administration and manage- dertake benchmarking to improve system metrics for measuring success, and success- ment, passenger transportation. performance management practices for ful real-world examples of airport projects. active (e.g., nonmotorized) transportation 2019; 152 pp.; TRB affiliates, $63.75; Microtransit or General Public and environmental impacts. nonaffiliates, $85. Subscriber categories: Demand–Response Transit Services: 2019; 160 pp.; TRB affiliates, $63.75; aviation, environment, energy. State of the Practice nonaffiliates, $85. Subscriber categories: TCRP Synthesis 141 administration and management, planning Public Transit Presented in this synthesis is a literature and forecasting. Rider Origin– review and results from a survey of 22 Destination transit agencies with microtransit services Using Survey using their own vehicles and personnel Disaggregated Methods and or using contractors. Case examples are Socioeconomic Technologies provided, with in-depth analysis and keys Data in Air TCRP Synthesis to success. Passenger 138 2019; 222 pp.; TRB affiliates, $71.25; Demand This synthesis nonaffiliates, $95. Subscriber categories: Studies presents the real- public transportation, administration and ACRP Research ity and complex- management, passenger transportation. Report 194 ity of conducting This report origin–destination surveys and will allow Implementing the U.S. DOT explores the agencies to compare their methods with Reasonable Modification Rule potential benefits those of other agencies, get ideas about TCRP Synthesis 142 of using disaggregated socioeconomic possible strategies, and make better survey This synthesis offers an overview of the data, such as regional household income decisions in the future. Five case examples state of practice regarding implementation distributions and air passenger and travel are included. of the U.S. Department of Transportation’s survey data, and summarizes long-term 2019; 170 pp.; TRB affiliates, $63.75; (DOT’s) Americans with Disabilities Act of socioeconomic trends, attempts to under- nonaffiliates, $85. Subscriber categories: 1990 Regulation 49 C.F.R. Part 37. Includ- stand the potential impact of these trends, public transportation, administration and ed are letters of complaint and discussions and offers guidance for incorporating management, planning and forecasting. on responses, as well as six case examples disaggregated socioeconomic data into air of transit agencies who routinely modify as passenger demand studies. Transit Service Evaluation Standards a matter of practice. 2019; 134 pp.; TRB affiliates, $60; TCRP Synthesis 139 2019; 158 pp.; TRB affiliates, $63.75; nonaffiliates, $80. Subscriber categories: This synthesis provides an overview nonaffiliates, $85. Subscriber categories: aviation, economics. of the purpose, use, and application of public transportation, administration and performance measures, service evaluation management, passenger transportation.

To order the TRB titles described in Bookshelf, visit the TRB online bookstore, www.TRB.org/bookstore, or contact the Business Office at 202-334-3213.

54 ‹ TR NEWS May–June 2019 › CALENDAR TRB STANDING August COMMITTEES 4–7 9th International Conference on UPCOMING Structural Health Monitoring of WEBINARS Intelligent Infrastructure* June St. Louis, Missouri June 25–27 17th Biennial National Harbor Safety Committee Conference September 10 Simple Highway Capacity Houston, Texas Manual Analysis Tools for 10–13 6th International Conference Planning Applications on Women’s Issues in July Transportation 11 Communications Strategies 8–11 Southern African Transportation Irvine, California for Talking Tolls and Public– Conference (SATC)* Private Partnerships 12–18 12th International Conference Pretoria, South Africa on Low-Volume Roads 13 Limitations of Drug Fatality 9–12 17th Biennial Conference on Kalispell, Montana Data Transportation Energy and 15–19 Conference on Performance and Policy* For more information, contact Elaine Data in Transportation Decision Pacific Grove, California Ferrell, TRB, at 202-334-2399 or Making [email protected]. 14–18 2019 AASHTO Highway Atlanta, Georgia Maintenance Conference* 29– 3rd International Conference on Grand Rapids, Michigan Oct. 2 Information Technology in Geo- 14–16 Resource Conservation and Engineering* CONSENSUS and Recovery Committee Workshop Guimaraes, Portugal ADVISORY STUDIES Washington, D.C. October 15–18 Automated Vehicles Symposium July 2019: Advanced Registration 6–10 PIARC 26th World Road 14–15 Forum on Preparing for Ends June 10, 2019* Congress Automated Vehicles and Orlando, Florida Abu Dhabi, United Arab Emirates Shared Mobility Orlando, Florida 21–24 58th Annual Workshop on 21 TRB Workshop at the 69th Transportation Law Highway Geology Cleveland, Ohio Symposium* August Portland, Oregon 4 Federal Highway 21–24 American Society of Civil Administration Emerging 23–24 Air & Waste Management Engineers (ASCE) 2019 Airfield Trends Symposium Association Conference on and Highway Pavements Washington, D.C. Conference* Freight and Environment: 14–15 Mobility Management Chicago, Illinois Ports of Entry* Study Committee Meeting Newark, New Jersey 21–24 Geospatial Data Acquisition Dallas, Texas Technologies in Design and Construction Midyear Meeting November Daytona, Florida Additional information on TRB 6–7 Marine Board Fall 2019 21–26 Joint Meeting of the meetings, including calls for Meeting AASHTO Committee on abstracts, meeting registration, Woods Hole, Massachusetts Design and Council on and hotel reservations, is available For more information on these events, Active Transportation and at www.TRB.org/calendar, or by TRB Roadside Safety Design e-mail Michael Covington, TRB, at e-mail at [email protected]. Committee* [email protected]. Reno, Nevada 22–24 Bridge Engineering Institute Conference 2019* To subscribe to the TRB E-Newsletter and keep up to date on upcoming activities, Honolulu, Hawaii go to www.trb.org/Publications/PubsTRBENewsletter.aspx and click on “Subscribe.”

*TRB is cosponsor of the meeting. TR NEWS May–June 2019 › 55 CALENDAR

NASEM EVENTS COOPERATIVE RESEARCH PROGRAMS June 6–7 Challenges and New National Cooperative Highway Research Approaches for Protecting Program (NCHRP) FY 2020 panel nomi- Privacy in Federal Statistical nations are due Thursday, June 20. Programs: A Workshop For more information, visit www.trb.org/ National Academy of Sciences NCHRP/NCHRPOverview.aspx. Building, 2101 Constitution Ave. NW, Washington, D.C. For more information, contact Jillian Kaufman at [email protected] or NCHRP Synthesis Program panel nom- 202-334-3465. inations and letters of interest are due 11–12 Government–University– Wednesday, July 31. Industry Research Roundtable For more information, visit www.trb.org/ Meeting: Transformational SynthesisPrograms/SynthesesNCHRP.aspx. Impact of 5G Keck Center, 500 5th St. NW, Washington, D.C. For more information, contact Me- gan Nicholson at [email protected]. The Transit Cooperative Research Pro- 13–14 Health-Focused Public–Private gram (TCRP) issued a call for problem Partnerships in the Urban statements in January 2019. Problem Context statements are due Friday, June 14. National Academy of Sciences For more information, visit www.trb.org/ Building, 2101 Constitution Ave. TCRP/TCRPGettingInvolved.aspx. NW, Washington, D.C. For more information, contact Claire Moerder at [email protected] or 202-334-3264.

TCRP Synthesis Program panel nomi- 26 Hydrogen Fueling Infrastructure nations and letters of interest are due Webinar Friday, June 28. For more information, contact For more information, visit www.trb.org/ Elizabeth Zeitler at [email protected] SynthesisPrograms/ProjectonSynthesisofIn- or 202-334-1926. formationRelatedtoTransitPro.aspx.

The Behavioral Traffic Safety Cooperative Research Program panel nominations and letters of interest are due Monday, July 22. For more information, visit www.trb.org/ BTSCRP/BTSCRP.aspx.

56 ‹ TR NEWS May–June 2019 INFORM ATION F O R CONT RIBUTO RS TO TR NEWS

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