TR NEWS NUMBER 273 MARCH–APRIL 2011

3 The Young Impaired Driver Problem: Prospects for a Safer Future Kathryn Stewart 3 In a recent symposium, experts from around the world examined the nature of the impaired driving problem among young drivers, as well as a range of strategies to address the problem and improve traffic safety. An organizer of the conference summarizes and updates the research presented.

9 Realigning the I-40 Crosstown Expressway in Oklahoma City: Coordinating and Collaborating on a Megaproject John R. Bowman The Oklahoma Department of Transportation (DOT) is realigning an urban Interstate facility that passes through the center of Oklahoma City. For this megaproject, the agency has established cooperative agreements with many partners, moving forward expeditiously and realizing savings and benefits. The project development engineer traces the history, challenges, innovations, and progress. 16

16 Reconstructing an Aged Expressway in the Heart of St Louis: Missouri’s Measured, Model Approach Linda Wilson The New I-64 Project in metropolitan St. Louis involved the reconstruction of 10 miles of highway, including 13 interchanges and 8 major overpasses. With limited funds, limited space, and the need to limit the construction impacts, Missouri DOT implemented a flexible procurement process, community partnerships, concerted public communications, and other innovations to complete the project ahead of schedule, with high ratings of customer satisfaction.

23 Innovative Financing for Rural Transportation: 29 The Texas Experience with Pass-Through Tolling Agreements Khali R. Persad, Patricia Franco Lawhorn, and C. Michael Walton Under shadow tolling, the private sector finances the construction and maintenance of a facility and is repaid by the government according to the volume of traffic. Texas has led the way in the United States with its own version, pass-through tolling agreements. The authors review the leading-edge experience and identify improvements in project selection, risk sharing, cost–benefit analysis, and negotiation approaches.

29 TRB ANNUAL MEETING HIGHLIGHTS Transportation, Livability, and Economic Development in a Changing World A photo essay documents sessions, workshops, special events, poster presentations, awards, exhibits, committee meetings, and opportunities for networking at TRB’s 90th Annual Meeting in Washington, D.C., January 23–27, including sessions and panel discussions with U.S. DOT leaders.

41 NEW TRB SPECIAL REPORT COVER: Workers tie reinforcing Federal Funding of Transportation Improvements in BRAC Cases steel for the Shields Avenue Edward Weiner and Stephen R. Godwin bridge over the new I-40 alignment in Oklahoma City. The U.S. Department of Defense should accept more financial responsibility for resolving (Photo courtesy of Oklahoma transportation problems related to growth on military bases in metropolitan areas, DOT) according to a new study published by the Transportation Research Board. Similarly, communities that benefit economically from the presence of military bases should pay their share of the needed transportation improvements. 45 NEW TRB PUBLICATION TR NEWS Highway Capacity Manual 2010 Paul Ryus, Mark Vandehey, Lily Elefteriadou, Richard G. Dowling, features articles on innovative and timely research and development activities in all modes and Barbara K. Ostrom of trans portation. Brief news items of interest to TRB has released the fifth edition of the Highway Capacity Manual, long the transportation community are also included, established as an essential reference and handbook, incorporating results from along with profiles of transportation profes- sionals, meeting an nouncements, summaries of research completed since 2000. The new, expanded, multivolume edition new publications, and news of Trans portation significantly updates the methodologies that engineers and planners use to Re search Board activities. assess the traffic and environmental effects of highway projects. Members of the authoring team review highlights, changes, and innovations. TR News is produced by the Transportation Research Board Publications Office Javy Awan, Editor and Publications Director Lea Mae Rice, Assistant Editor ALSO IN THIS ISSUE: Jennifer J. Weeks, Photo Researcher Juanita Green, Production Manager Michelle Wandres, Graphic Designer 49 Research Pays Off 54 News Briefs Wyoming Rural Roads Safety TR News Editorial Board Program: Focusing Locally on 55 TRB Highlights Frederick D. Hejl, Chairman High-Risk Segments Jerry A. DiMaggio Cooperative Research Programs Charles Fay Khaled Ksaibati, Matt Carlson, and News, 56 Christine L. Gerencher Don Beard Edward T. Harrigan Christopher J. Hedges 57 Calendar Russell W. Houston 52 Profiles Thomas R. Menzies, Jr. G.P. Jayaprakash, Research Pays Off Liaison Consultant, teacher, author, and 58 Bookshelf expert in transit-oriented Transportation Research Board development Robert T. Dunphy; Robert E. Skinner, Jr., Executive Director Suzanne B. Schneider, Associate Executive and Professor Joseph L. Schofer, Director research leader in infrastructure Mark R. Norman, Director, technology and in information to Technical Activities support decision making Stephen R. Godwin, Director, Studies and Special Programs Michael P. LaPlante, Director, Administration and Finance Christopher W. Jenks, Director, COMING NEXT ISSUE Cooperative Research Programs Neil F. Hawks, Director, SHRP 2 As traditional sources of transportation funding falter, public–private partnerships are TR News (ISSN 0738-6826) is issued bimonthly by the gaining attention as possible solutions. Feature articles slated for the May–June 2011 Transportation Research Board, National Research Council, 500 Fifth Street, NW, Washington, DC 20001. issue of TR News examine whether the model can meet the challenges; the selection Internet address: www.TRB.org. of arrangements for projects; how to ensure value from the arrangements; ways to protect the public interest in long-term concessions; the appropriateness to U.S. Editorial Correspondence: By mail to the Publications Office, Transportation Research Board, 500 Fifth contexts; how the model has worked in Europe; and more.

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Notice: The opinions expressed in articles appearing in TR News are those of the authors and do not necessarily reflect the views of the Transportation Research Board. The Trans por tation Research Board and TR News do not en dorse products or manufac- turers. Trade and manufacturers’ names appear in an article only because they are considered essential. Printed in the United States of America. Copyright © 2011 National Academy of Sciences. The Pocahontas Parkway, which links Chesterfield and Henrico counties in Virginia, crosses All rights reserved. For permissions, contact TRB. over I-95 and the James River. The state leased the road to a private entity, Transurban, in 2006. TR NEWS 273 MARCH–APRIL 2011 3

PHOTO: NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION

PHOTO: AAAFTS from around the world to world the around from discuss issues related to alcohol and drug impairment drug and alcohol among young drivers, among 16 young drivers, to 24 years old. The workshop examined workshop The old. years the nature of the impaired driving prob- driving impaired the of nature the lem among young drivers, as well as lem drivers, young among a of range The U.S. Problem with Compared older drink drivers, teenagers and drinking, after drive they when but often, less drive involvement of risk greater considerably at are they among in a crashes play also role in Drugs a crash. drivers. young strategies to reduce the problem. Following is a sum- a is Following problem. the reduce to strategies mary and update of the research presented at the workshop. oung oung drivers pose pose particular risks and prob- safety. traffic in lems Research has Research more provided about information the the nature of the young driving problem impaired In safety. traffic improve can that strategies the and Transporta- the 2008, June in symposium two-day a tion Research Board’s Alcohol, Other experts Drugs, together and brought Committee Transportation Until they reach their mid- to late to mid- their reach they Until 20s, drivers have a higher crash risk, especially when crashes drugs are and adjusted for alcohol the by Impairment driving. of amount experience, driving of Lack risks. these exacerbates coupled with immature judgment, makes impair- dangerous. particularly drugs and alcohol by ment Y

Drivers under age 21 with blood-alcohol The author is Founding Safety and Partner, Policy Analysis International, Lafayette, California, and Consultant, Research Prevention Pacific Institute Center, and for Research Evaluation, Berkeley, California. a Safer Future Safer a KATHRYN STEWART Prospects for for Prospects The Young Impaired Driver Problem Driver Impaired Young The content (BAC) of .07 are more than five times more likely to crash than drivers over 21 with the same BAC. 4 TR NEWS 273 MARCH–APRIL 2011 on crashrisk. more likelyforteens. approximately ninetimes passengers are involving alcoholand nighttime crashes are middle-agedadults; other passengersthan alcohol, speeding,and crashes thatfeature involved invehicle more likelytobe Teenagers are20times has farlessofaneffect presence ofpassengers passenger; foradults,the increases witheachteen teen driver’s crashrisk passengers inthecar. A for example,theeffect of of adultsinmanyways; drivers differ fromthose The crashrisksofteen adjusted for exposure ( have a higher crash risk, especially when crashes are get older. throughallages but become lessmarked driversas female young differentialspersistdrivers.sexesThe thebetween than risk greater dramatically at followed by drivers 21 to 29. Young male drivers are traveled,vehiclemilescrashingper of highestrisk adjusted for exposure, drivers ages 16 to 20 have the 21 ( more likely to be involved in a crash than those over limit is .08—those under 21 are more than five times alcoholconcentration (BAC).07—theof U.S.legal thanolderfordrivers. Amongdriversblood witha higher much iscrashing of risk the drink,drivers risk for drinking driver fatalities ( highestat areStatesUnited year-oldthe driversin drivers under 21. alcohol-related1980s, the in crashesStates declinedUnited the dramaticallyin 21 among to changed Until they reach their mid- to late 20s, drivers 20s, late to mid- theirreach they Until When the risk associated with impaired driving is Currently, when adjusted for exposure, 21- to 29- 3 ). 1 ). After the drinking age was 2

). When younger

C W : P OMMONS IKIMEDIA HOTO less family connectedness; and as aggression,wellschool,pooreras gradesinand more hostility, more risk-taking, more pressure, peer susceptibilityto moreparents, to orientation less parental with nurturing along during adolescence; driving, drink of risk perceived monitoring,more parental permissiveness, and less parental less driving, drink and drinking for port comes. out- driving risky predicted also factors sonality and marijuana use, and more use of other drugs. driving ( young adults can predict impaired driving and risky adolescentssocialfactorsamongPersonalandand Predictors ofImpaired Driving likely to have a higher BAC than adults. ( hol in a single sitting compared with older drinkers underage example, drinkerstypically consume larger For amountsalco- of ways. important some young involving driversinvolvingdifferthosefromdriversolderin crashes of characteristics The Characteristics ofCrashes driversthese safer. make to ways into insights yield involved drivers and the crashes in which they are likely to be 5 ).Therefore, when they drink and drive, they are u u u The perceivedThe environment factorsper-theand Other variables related to driving, alcohol use, or Research on the characteristics of risky young risky of characteristics the on Research Personality: The perceived environment: Behavior: 4 ); these can be categorized as follows: early and heavier drinking, cigarette more tolerance of deviance,less toleranceofmore

more social sup-

(AAAFTS) S T F AAA : P AFETY RAFFIC FOR OUNDATION HOTO the characteristics of crashes combine to have a AVY An exhibit is set up to greater effect on teenage drink drivers than on adult discourage drink drink drivers. For example, adult drivers experience , U.S. N driving at the U.S. ILLER Naval Base in Guam;

either no change in risk or a small safety benefit from M T. adjusted for exposure, having passengers; teenage drivers, however, have a 21- to 29-year-olds greatly increased crash risk with teenage passengers, ATHANAEL have the highest risk : N and the risk increases significantly with each addi- for drinking driver HOTO tional passenger. As a result, crashes that involve P fatalities. alcohol, speeding, and passengers are about 20 times more likely for teenagers than for middle-aged adults. Crashes at night that involve alcohol and pas- sengers are approximately nine times more likely (3).

The Problem in Europe ness of graduated licensing: minimum holding peri- A more global perspective on the young driver prob- ods at each phase of licensure, nighttime restrictions lem offers additional insights. In Europe, the drink- on driving, and restrictions on carrying passengers. ing age is lower than in the United States—18 in Also key are zero-tolerance laws prohibiting any use most countries, or even younger for some beverages of alcohol during the learning and probationary and in some circumstances. In addition, enforcement phases of licensing (9). Graduated licensing and of the drinking age traditionally has received little zero-tolerance laws are highly effective in reducing emphasis. The legal age of driver licensure, typically crashes among young drivers—studies consistently 18, tends to be higher than in the United States (6). show a 12 to 40 percent reduction in crashes among The belief that introducing drinking at an earlier affected drivers (10). age reduces heavy and harmful drinking is erro- A recent study indicates that the risk of alcohol- neous. The percentage of 15- to 16-year-olds who impaired crashes is reduced significantly by specific report drinking in the past 30 days is greater in nearly state laws, including prohibition of possession of all European countries than in the United States. In alcohol by those under 21, prohibition of underage addition, intoxication rates are higher among young purchase of alcohol, use-and-lose laws that impose people in most European countries than among driver’s license penalties on youth convicted of alco- youth in the United States. In a majority of European hol purchase or possession violations, and zero-tol- countries, a greater percentage of young people erance laws (11). reports having been intoxicated before the age of 13 Australia’s well-structured graduated licensing (7). If and how these drinking patterns change when system sets a minimum age of 17 for licensing young European young people begin to drive is not known, drivers and imposes several specific restrictions not but European statistics show an overrepresentation common in other countries. These provisions of young drivers in crashes (8). include a relatively long maximum tenure for learner According to some reports, binge drinking is ris- ing across Europe. In France, health authorities 16-20 21-24 report that from 2004 to 2007 the number of young 70 ≥ 25 people ages 15 to 24 who were hospitalized in an ine- briated condition rose by 50 percent. France has 60 introduced a bill to raise the drinking age for beer 50 and wine from 16 to 18 (8).

40 2011 MARCH–APRIL 273 NEWS TR

Legal Strategies 30 A variety of laws have aimed to improve safety among young drivers. In many countries, graduated 20 licensing has become the dominant strategy. The 10 laws establish a staged licensing system restricting young and novice drivers as to how, when, and under 1983 1985 1987 1989 1991 1993 1995 1997 1999 2001 2003 2005 2007 what circumstances they may drive; as they gain more experience, the young drivers are allowed to FIGURE 1 Percent of U.S. fatally injured passenger vehicle drivers with positive increase their independence and flexibility. BAC by age, 1982–2007. [Sources: Fatality Analysis Reporting System (FARS), Three elements contribute most to the effective- 1982–2007; Insurance Institute for Highway Safety, 2008.] 5 6 TR NEWS 273 MARCH–APRIL 2011 FARS, 2006data.) ages 16–24. alcohol amongdrivers, presence orabsenceof time ofday, andby unbuckled fatalities,by NumberofU.S. FIGURE 2 Number of Deaths A underthe age of 21; and purchase of alcohol by persons tionsof the possession and purchase laws; and viola-driver’s penalties for license mn yug rvr resulted from drivers young among crashes in decreases Significant fatal crashes among young drivers (11). drinking-and-driving on had have driving and alcohol to age21 to drive with any alcohol in their system. 100 150 200 250

noon 50 0 u u u as gis te possession the against Laws Zero-tolerance laws that make it illegal for drivers under Use-and-lose laws that impose fet ta 1 lw related laws 10 that effects eet td eautd the evaluated study recent

(Source: 2 — UnbuckledwithZero BAC — UnbuckledwithPositiveBAC

4

6 Alcohol-RelatedFatal Crashes ofYoung Drivers purchase age for alcohol in Australia is 18 ( gory; and a zero alcohol requirement. The minimum police;speedrestrictions accordinglicense cate-to licensecateotherdrivers,statusto road users, and to display an identifying plate on the vehicle to indi- before the current license stage expires; requirementssurefor novice drivers toprogress tothe next stage pres- any reduces which licenses,provisional and alcohol-related crashes for 21- to 24-year olds are olds24-year to 21- alcohol-relatedfor crashes until 21 does not cause a rebound effect—patterns of Moreover,20.to ages16 delayingdrinking the age drivers for dramatically most declined have rates declined in all age groups in the past 25 years,(page 5), U.S.but rates of alcohol-relatedthe fatalities have alcohol-relatedotherFigure1 inshown harms.As on anddriving drinkingandrepeatedlystrated on effects of the higher drinking age have been demon- Dramatic drivers. young among driving impaired of21 has been a primary legal strategy for reducing 8 TheImpact ofUnderage Drinking Laws on Inthe United States, the minimum drinking age

10

midnight against impaired driving. effective deterrents determine BAC—are involve breath tests to checkpoints—which often publicized sobriety Research shows that well-

2

4

6

: NHTSA : P

HOTO 8 an additional 165 lives could be saved annually. Ifall states adopted use-and-lose laws, the authors conclude, zero-tolerance law are saving an estimated 732 livesthe perandpossession year.and purchase addressinglaws drinking hascommitted another citable traffic infraction; and secondarylaws,beltseatwhichallowticketingdriver the if toticket a driver solely for not wearing a seat belt, as well as illegalper se; including decreasealcohol-related fatalcrashesamongyoungdrivers, 12 The researchers estimated that the two core underage core two the that estimated researchers The u u u te lw ta am t l dies lo ee on to found were also drivers all at aim that laws Other 10 ). Administrativelicense revocation laws. Primary seat belt laws, which allow enforcement officers 0.08 concentration alcohol of blood declaring a Laws ingcrashes. Theprimary effects ofenforcement are points have been effective in reducing impaired driv- publicizedrandom breath tests and sobriety check- driving among all populations. For example, highly Enforcementreducingroleinkey impaired playsa Role ofEnforcement transit. driving andcantrackacellphone’s movementin application TextArrest preventsphoneusewhile driving bycontrollingbehaviors;themobile Technology canhelpreduceimpairedordistracted have trickled down to 15- to 17-year-olds ( problemsassociatedandincreased.Drinking have alcohol-relatedinjuries and problems among youth other andcrashestraffic that found 1999 in 18 to loweringthedrinking ageNewinZealand from 20 similar to those for 24- to 35-year olds ( A studyA oftheconsequences ofthelegal change 13 ). 14

).

A T : I RREST EXT MAGE TR NEWS 273 MARCH–APRIL 2011 7

Traffic law enforcement Traffic campaigns such as speed limit enforcement also have had success in reducing impaired driving. U.S. Secretary Transportation Ray LaHood hosted the Distracted Driving Summit in September 2010 to focus on a major prevention initiative of his administration. Research shows that the first 1,000 miles of driving tend to be the most dangerous; for young drivers this can be compounded by distractions such as peers, cell phone conversations, and use of electronic devices.

T D U.S. : P RANSPORTATION OF EPARTMENT HOTO

PHOTO: AAAFTS ); others are in development. The in development. are others ); —alerting parents or other authori- other or parents —alerting —alerting —alerting the driver to dangerous 18 Feedback Reporting Systems are Systems now that available some include of Some systems include a data base with Global u u Continuing the Progress from traffic in danger particular a pose drivers This Young judgment. mature of lack and inexperience their alcohol with impairment by exacerbated is risk high are characteristics predictable Some drugs. other or associated with young driver wear- not crashes, and passengers, includingcarrying speed, excessive belts. seat ing governors on the cars of young drivers or preventing or drivers young of cars the on governors fastened; is belt seat the unless driving behavior; for example, following too closely; and closely; too following example, for behavior; occurred. has driving dangerous when ties ( features these driving is who recognize systems sophisticated most the car—the teenager or a set parent—and appro- inter- alcohol An driver. teenage the for limits priate lock may be included to drinking. prevent driving after Positioning System technology that indicates the current driving context—for example, the current speed limit. When the the young report can driver system the violates parents, by the set parameters dangerous behavior toexceeds driver young the if example, theFor authority. parents or driver the If anothersounds. warning a limit, speed local the does not slow down after the second warning, the parent is notified via phones text cell of message use the or prevents telephone. feature valuable One is driver young the while systems entertainment or driving (18). ). ). ). ). 16 ). ). ). In addition, teenage drivers 17 —designing systems that do not permit not do that systems —designing Forcing The The first 1,000 miles of driving tend to be the Recent enforcement campaigns to reduce The enforcement of seat belt laws has similar u Potential of Technology change to education and enforcement to addition In have design road and design vehicle behavior, driver contributed greatly to further enable may progress technologies in developed Recently traffic safety. Some to are who relevant progress. novice drivers, lack may who drivers, young to and skills, lack may judgment. most dangerous ( tend to speed more and to use seat belts less than driving older drivers—behaviors that improve could can be controlled Technology technology. through channels: main three through performance to to deter and illegal behavior—apprehending pun- (15 effects secondary are violators ishing dangerous dangerous behavior; for example, installing speed impaired driving deaths have extended beyond the beyond have extended deaths driving impaired enforcement of impaired driving laws per se. For example, vigorous enforcement of speed limits in both among crashes reduced have to appears France (14 drivers sober and impaired potential potential to reduce impaired driving and alcohol- related deaths and injuries. As shown in Figure 2 (page 6), most deaths involving unbelted vehicle mid- between occur States United the in occupants night and 3 a.m.—also a rates. use prime time belt for seat impaired lower have drivers Young driving. of Nighttime enforcement seatbelt laws, therefore, well as use, belt seat encouraging in effective be can ( driving impaired deterring in as 8 TR NEWS 273 MARCH–APRIL 2011 licensing systems. laws, andgraduated to 21,zero-tolerance raising thedrinkingage legal measuressuchas has beenreducedby of drinkdrivingcrashes Historically, thenumber http://onlinepubs. trb.org/onlinepubs/circulars/ec132.pdf. tralia. spectiveson the issues from the United States, Canada, Europe, and Aus- workshop, as well as summaries of discussions. The pagedocumentworkshop includes technical offered background papersper-prepared the for on Ipie Drivers Impaired Young and how these risks might be addressed. The 254-addressed.Thebe mightrisks these how and youngexploredimpairedrisksposedbythedrivers workshop2008,3–4,thatJune apresented tionat sibleSolutions Impaired Drivers: The Nature of the Problem and TRB’sPos- ofYoung Impaired Drivers Addressingthe Problem Transportation Research Circular E-C132: Young young persons. by drivingimpaired and riskyreducefurther may technologiesdevelopedeffective,newlybeen have enforcement and structures legal Although laws. have proved effective. tolerance laws andZero- graduated licensingproblems. systems also alcohol-related other as well as to 21 dramatically reduced impaired driving crashes, role—intheUnited States, raising thedrinking age important an played have structures Legal lation. mentand crashes among this segment of the popu- impair-reducingprogressinenabled has problem 3. Bingham, C., J. Shope, J. Parow, and T. Raghunathan. T.Parow, and J. Shope, J. C., Bingham, 3. Young by Involvement Shults. A. R. W.,and R. Elder, 2. Gonzales, M. M., L. M. Dickinson, C. DiGuiseppi, and S. 1. References Enforcement ensures the effectiveness of these of effectiveness the ensuresEnforcement the of nature the about knowledge Increased Research Circular E-C132: Young Impaired Drivers: The Drivers: Impaired Young E-C132: Circular Research Alcohol- Involved of Crashes Among Risk Teen Drivers. Increased In of Markers Types: Crash Report United States, 1982–2001. DriversinFatal Alcohol-Related Motor Vehicle Crashes: Emergency Medicine, Vehicle Crashes Involving 16-Year-Old Drivers. Lowenstein.R. FatalMotorStudentStudyofDrivers: A providesanoverview ofthe informa- Vol. 51, No. 48, pp. 1089–91 (2002). s vial o te R website, TRB the on available is o.45, No. 2,Vol. pp. 140–146 (2005). Morbidity and Mortality Weekly Transportation

Annals of

: AAAFTS : P HOTO 12. Faulks, I. J., and J. D. Irwin. A Review of the Young the of Review A Irwin. D. J. and J., I. Faulks, 12. Fell,J., D.Fisher, R.Voas, K.Blackman, and S.Tippetts. 11. 8 Brovold, S., N. Ward, M. 18. Donath, S. Simon, C. Shankwitz, Kypri,Voas,B.R.K., Langley,D.J. Stephenson,R.C. S. 14. Voas,Romano,Fell,E.T.R.,andJ. Kelley-Baker. Young 13. .Nickel, W. The Nature of the Young8. Impaired Driver Prob- Friese,B., and J. Grube. Youth Drinking Rates and Prob- 7. Stewart, K., and B. Sweedler, The Young Impaired Driver 6. Health.and Use Drug on National Survey 5. Shope, J., R. Bingham, and J. Zakrajsek Psychosocial and 4. 0 Shope, J. Graduated Driver Licensing: Review of Evalua- 10. HistoryEffectsandGraduated of Licensing Sweedler,B. 9. 7 McCartt,T.,A. V. Shabanova,I. W.and Leaf.DrivingA. 17. Nichols, J., N. Chaudhary, and J. 16. Tison. The Potential for in Trends Worldwide Sweedler. B. and K., Stewart, 15. Circular E-C132 In Wales. South New on Focus ParticularAustralia,aImpaired ProblemwithDriverin ical and Experimental Research, Related Alcohol- Fatal Crashes on of Young Laws Drivers.Drinking Underage of Impact The No. 2, pp. 165–175 (2007). o.38, pp. 413–422Vol. (2007). of Risk Among Teenage Drivers. and J. Creaser. The Use of Technology to Address Patterns 35, pp. 311–320 (2003). Public Health, 15- to 19-Year-Olds in New Zealand. chasing Age for Alcohol and Traffic Crash Injuries AmongD. J. Begg, A. S. Tippets, and G. S. Davie. Minimum Pur- Circularportation Research E-C132 ImpairedDriver Involvement inFatal Crashes. In lem in Europe. In tion, 2010. the UnitedStates.Pacific Institute Researchfor and Evalua- and Countries European of Comparison A lems: many, 2009. KirschbaumVerlag, Bonn,hard,Ger-Born,I.eds.), and Expert Congress,Traffic Tallinn,International 4th the Estoniaof Proceedings 2009Drive: to Fit Problem:RecentDevelopmentsFuture Progress.and In AlcQF/AlcQF.htm. tion, Washington, D.C., 2003. www.oas.samhsa.gov/2k3/ Substance Abuse and Use Mental Health Alcohol Services Administra- of Frequency Transportation ResearchIn Study. Circular Longitudinal E-C132 a from Findings Driving: Risk Behavioral Factors That Predict Impaired and Other High- onlinepubs.trb.org/onlinepubs/circulars/ec132.pdf. National http:// 73–84. the pp. Academies,Washington,2009,D.C., of Board Research Transportation ed.), ProblemPossibleNaturetheSolutionsand of tion Results Since 2002. E-C132 Tolerance.Zero andIn pp. 24–31. BeginningDrivers. Teenage of Citations Traffic and Crashes, Experience, 187–203. In pants. Impact Alcohol-Related Deaths Among High-Risk Occu- to UpgradesLaw Belt SeatEnforcementNighttime and Kirschbaum Verlag, Bonn, Germany, 2008. Congress Expert TrafficInternational 3rd the of Proceedings Drive: to Fit Impaired Driving: Past Experience and Future Progress. In , pp. 95–102. , pp. E-C132 , CircularTransportationResearch Vol. 96, No. 1, pp. 126–131 (2006) , pp. 32–44. Transportation Research Circular E-C132 W Nce ad . orn eds.), Koˇrán, M. and Nickel (W. AccidentAnalysis andPrevention, Journal of Safety Research, rnprainRsac CircularTransportation Research Ofc o Apid Studies, Applied of Office . Vol. 33, No. 7, July 2009. Journal of Safety Research, TransportationResearch , pp. 9–17. (W. Nickel, G. Mein- American Journal of , pp. 59–72. Alcoholism: Clin- Quantityand (K. Stewart,(K. Vol. 38, . Trans- Vol. , PHOTO: OKLAHOMA DOT

TR NEWS 273 MARCH–APRIL 2011 9

PHOTO: OKLAHOMA DOT Workers tie reinforcing steel for the Workers bridge over the new Shields Avenue downtown I-40 alignment, with Oklahoma City in the background. The I-40 Crosstown Expressway before the start-up; the 50-year-old realignment project’s volume of more than facility carries a daily traffic 119,000 vehicles but was designed for 76,000. When the new facility opens in 2012, the old alignment will become a city street, providing the primary access into the downtown. he Oklahoma Department of Transporta- of Department Oklahoma he tion (DOT) is realigning an urban Inter- an urban is realigning (DOT) tion state facility that passes throughcenter the of Oklahoma City. For this The original Interstate 40 in Oklahoma City was City Oklahoma in 40 Interstate original The Oklahoma DOT is maintaining traffic on the facil- the on traffic maintaining is DOT Oklahoma megaproject, Oklahoma DOT has established coop- established has DOT Oklahoma megaproject, erative with agreements many partners within the rela- working closer developed has and community Through industry. transportation the with tionships has the agency and relationships, agreements these with the realignment expeditiously forward moved benefits. and savings realized has and the as Known 1960s. early the in built and designed the of state was segment the Expressway, Crosstown art in design and function. Nearly 50 years later, the however, elevated Interstate facility no longer can meet traffic demands. demands. traffic meet can coop- the required has This corridor. transportation companies, railroad City, Oklahoma of efforts erative onto is routed traffic When public. general the and the new facility in 2012, the old alignment will City. Oklahoma downtown into ity ity while an constructing offset alignment along a become a city the providing street, primary access T

The author is Assistant Planning and Research Division Engineer and I-40 Project Crosstown Development Engineer, Planning and Research Division, Oklahoma Department of Transportation, Oklahoma City. Coordinating and Collaborating on a Megaproject a on Collaborating and Coordinating JOHN R. BOWMAN Expressway in Oklahoma City Oklahoma in Expressway Realigning the I-40 Crosstown I-40 the Realigning 10 TR NEWS 273 MARCH–APRIL 2011 times ayear. closures anaverageof17 bridge decksrequirelane Repairs totheCrosstown the state. county bridgesthroughout be usedtorehabilitate beams fromthebridgeswill shoulders. Undamagedsteel state—showing thelimited bridges—the longestinthe Aerial viewoftheI-40twin

PHOTO: OKLAHOMA DOT closes lanes on the bridges 17 times a year to repair DOTOklahomaaverage,Onbridges. the of decks An inspection regime was instituted and is ongoing. 289 other fracture-critical beams in the two bridges. an emergency contract but raised concern about the of the south structure. The beam was repaired under covered in a fracture-critical beam near the west end tions. that replaced the pin-and-strap hangers at two loca- deviceretrofitexpansion a installedprojectrepair beams met significantly deeper beams. 33-inch-deepAnpier,the wherethe emergency at occur to ment ment at the expansion joints. This forced the move- providesufficientmove- to failed had bridges, the hangers,whichservedexpansionthe as devices on concrete pier cap, shifted the bearings, and settled. depth, the span had pulled the anchor bolts from thein inchesapproximatelybeams 33small of sisting are the longest in the state. bridges. bridges twin the Expressway feet, 8,880 than moreExtending Crosstown I-40 the with 1989,Oklahoma DOT recognized significant issues experiencingstatebeenhave problems.early as As Bridge elements in the elevated portion of the Inter- Bridge Problems

Frequent punch-through failures occur on the on occur failurespunch-through Frequent At approximately the same time, a crack was dis- pin-and-strap the that revealed Investigation In 1989, a span of one bridge settled slightly. Con-

DOT O : P KLAHOMA HOTO the city’s plan into the Crosstown project. The mea- Oklahoma DOT incorporated certain measures process,fromeducation and outreach public extensive representativeswithcommunitythrough thean of to blend the new facility into Oklahoma City. ument detailed measures to mitigate the impact and igation Plan the city. impactstheofpreferred alternative theonfabric of determineplanningtothestudyconduct a to City 1998. The department invited partners in Oklahoma December D—in Alternate alternative—knownas sevenpotentialoflocallyalignments preferreda to used a two-tier evaluation system to narrow the field solutions to the facility’s problems. Oklahoma DOT through the environmental clearances. department The selected Crosstown. a staffer the to shepherd for the (EIS) project Statement Impact EnvironmentalInvestmentMajorand(MIS)Study a with complete to Consultants Associated contracted MacArthur DOT Oklahoma 1995, in Late Investigating Solutions to expedite construction of the new facility. facility designed to carry 76,000, led Oklahoma a DOTvehicles119,000on thanmore of trafficvolume high for crashes. These problems, along with a daily six of seven segments of the facility are ratedrespectively. critically Ramp spacing is inadequate.deceleration, Moreover, or acceleration for length sufficient stranded to refuge provide motorists.provideEntrancenotrampsexitdo and to narrow too are longer meet design criteria. Shoulders on the bridges and open to traffic. imatelymillion$1 year keeptoathe structure safe scheduled maintenance on the bridges cost approx- routine the and repairsemergency The holes. the Working with Oklahoma City staff, as well as well as staff, City Oklahoma with Working The study, potential investigated efforts EIS and MIS The eea ohr etrs n h I4 fclt no facility I-40 the on features other Several , was completed in early 2000. The doc- The I-40 Relocation Land Use and Mit- TR NEWS 273 MARCH–APRIL 2011 11 Aerial view of Union Pacific Railroad’s shoofly tracks. In addition, the proximity of the corridor to the of corridor the proximity the In addition, The department identified four distinct geo-

Phased Approach phas- for a challenge presented alignment new The com- rail Three construction. the sequencing and ing panies operated on alignments—that four distinct shoofly lines railroad within the requiring corridor, is, temporary tracking to bypass the work area— through-movements. and customers, rail to access Oklahoma River and north limitedfor public the traveling the to number available of streets surface number the affecting area, the through More- access south time. one any at closures street of duration and con- for available not were resources financial over, corridor. the of segments vast structing Design Teams sev- with contract to plan a devised DOT Oklahoma eral design engineering firms (DEFs) for the new This decision reduced Crosstown Expressway. the develop firm a single having with associated delays design. entire the graphic segments with unique design characteristics design unique with segments graphic to teams design four selected and corridor the within and Poe concurrently: design alignment the develop Com- Engineering Cobb Carter-Burgess, Associates, the mid-2003, In Companies. Benham the and pany, Consul- Associated MacArthur selected department (PMC). consultant management project the as tants ness properties that had included billboards found it found billboards included had that properties ness complicating corridor, the within relocate to difficult negotiations. the

DOT O : P KLAHOMA HOTO The right-of-way acquisition for the corridor An An urban Interstate project of this magnitude, With the success of process, the environmental Each Each property allowed acquisition time for the The condemnation rate for commercial and Acquiring Rights-of-Way Oklahomacon- a DOThad proceeded department withThe the acquisitions. design and right-of-way Asso- MacArthur with studies engineering for tract ciated Consultants to refine the studies selected for alignment the and to right-of- and produce plans configurations, for lane the grades, alignment, limits. way Division Right-of-Way The 2002. July in commenced residential all of acquisition the prioritizing by began properties, then turned to and commercial indus- trial and properties, finished with on negotiations of the of the Because demographics rail properties. area, all of the right-of-way documents were pro- Community Input of the in portions blending efforts The cooperative mea- mitigation as project the into input community divi- paid great the and public, in sures, informing dends. During the public comment period 64 on only the of total a received DOT Oklahoma EIS, draft comments, although com- 64 the of half the than More days. 90 comment for extended period was strategy. realignment the opposed ments would however, have been expected to generate a depart- The opposition. significant of volume larger efforts to ment’s inform the public and build con- effect. positive a had community the within sensus and EIS final the produced quickly DOT Oklahoma received the Record of Decision from the Federal 2002. May in (FHWA) Administration Highway sures included the creation of a neighborhood park, neighborhood a of creation the included sures the over bridge pedestrian dedicated a of installation reflecting treatments aesthetic of inclusion Interstate, church, of details a neighborhood the architectural Inter- old the on boulevard a of construction the and alignment. state vided in English and Spanish, and the negotiations and Spanish, in English vided service the and DOT Oklahoma bilingual. were also provider maintained an office within the corridor acquisitions. the during negotiations to develop and afforded flexibility in department The vacating. for dates the establishing only one owner properties; 54 acquired residential domain. eminent to subject was for than higher somewhat was properties industrial Oklahoma because part in properties, residential the along billboards new on moratorium a imposed City Many of the busi- the Expressway. I-40 Crosstown 12 TR NEWS 273 MARCH–APRIL 2011

PHOTO: OKLAHOMA DOT Railroad. Union Pacific Avenue overthe for Pennsylvania Phased construction phases. well-orchestrated well-planned and has proceededin September 2009— shown in project—here Expressway The I-40Crosstown eto cnand niiul osrcin work construction individual contained section 1 to 4, to indicate its priority for construction. Each tions. Each DEF area was designated with a number, elementssomewithoverlapping adjacent intosec- tractwasthesitemultipleof construction projects, 25 projects but ultimately settled at 23. homa City. The number expanded to a maximum of construct the boulevard access to into necessary downtownthose including Okla-corridor, the within packages, work or contracts, construction tinct dis- identified18Oklahomaplanned DOTforand contracts, concurrent other from geographically approach to constructing the corridor. segmented a developedtherefore DOT Oklahoma contractors. between interactions time-dependent risked creating site-access conflicts for contractors or with multiple construction contracts. This approach

Each geographical area for an engineeringcon- an geographicalfor Eacharea separatedcontractorbe wouldToa ensurethat approachphased a departmentondecided The

DOT O : P KLAHOMA HOTO the field. in engineers resident three of efforts the facilitate to coordinator contract construction a appointed Oklahoma DOT modified the recommendation and dent engineer to oversee the construction contracts. efforts commenced. adjustmentsconditionsto before significant design designandgradeinformation withfor DOT homa tion of geotechnical testing. This step provided Okla- and a significant, but undefined, amount of time. The recommendations saved more than $10 million ommendations,manywhichofwere implemented. egories. The intensive workshop produced 127 rec- develop recommendations in eight main skill-set cat- projectdissectOklahomathetoandCityvenedin quickly and efficiently as possible. completingprojectastheoftheme the withgoals, 22establishedTransferworkshopWorkshop. The TechnologyConstructionAccelerated Expressway Crosstown I-40 the conducted FHWA, with tion projects,definingtheOklahoma DOT, conjunc- in and teamproject the selecting after 2004, May In Defining Goals transferred to its new alignment. tion of the project could be constructed until UPRR proximity of the rail line to the new line, only a por- PacificUnionRailroadthe the (UPRR). Becauseof approach for constructing Pennsylvania Avenue over number. sequence a received also which of each packages, Another recommendation was for a single resi- single a for was recommendation Another Onerecommendation forwastheearlycomple- Approximately 75 national and local experts con- h poorp a lf sos h phased the shows left at photograph The TR NEWS 273 MARCH–APRIL 2011 13

PHOTO: OKLAHOMA DOT Grading and structure work on central portion of the corridor. As the PMC, MacArthur Associated Consultants Associated MacArthur PMC, the As In addition, the master schedule allowed the sce- what-if run to possible it made also tool The Additional coordination with the city assisted developed and maintained the an submitted Each contractor schedule. gramwide, master, DOT or Oklahoma to CPM pro- updated its of file electronic mas- a into inserted then were files The month. every bound- project crossed that Activities ter schedule. were projects adjacent on effect an had that or aries interrup- without construction assure to monitored tions. to adjust conflicts, potential to identify department spe- define to and packages, work of components the cific milestone activities within those projects to eliminate or minimize conflicts. With the master schedule, the department could anticipate letting dates and dates could for submittal specify project development. in plans of for narios the lettings work package sequencing under already contracts construction to respect with on construction shows above photograph The way. portion center the within structures and grading the the complete to projects 23 the of one project, the of realignment. Partnering with the City Oklahoma assisted also CPM the from Information The City. master schedule allowed for accu- the depart- relatively with City Oklahoma provide to ment closures. road about information consistent and rate Oklahoma City then informed the durations. the and public closures road about anticipated city of number the minimize to phasing project with rail- the of Because time. same the at closures street num- limited a only River, Oklahoma the and roads businesses ber of and streets crosses the of coordination corridor; residents, city, the with closures street important. was therefore Design then began in earnest in each of the sec- of the in each in earnest began then Design a that indicated however, calculations, Drainage In addition, the elevation placed the subgrade Oklahoma DOT began coordinating the con- gle program—or programs compatible gle with compatible programs it; program—or the department therefore applied this with FHWA, the In work. consultation sequencing program for Finding, Interest Public a produced DOT Oklahoma in must the that corridor all contractors specifying program. the use Employing con- Employing multiple and on contractors a task, single align- complex a is years of period a for ment flicts and claims would be likely without careful Oklahoma Oklahoma DOT surveyed local and national con- crit- common most the determine to firms struction the in programs scheduling (CPM) method sin- a path ical used majority a that found survey The industry. Coordinating Construction Coordinating planning of the phasing and sequencing. sequencing. and phasing the of planning Design Solutions Design designs, initial the beginning were DEFs four the As the at in a DOT looking Oklahoma assisting with tasked was each corridor, the for study 75 engineering value approximately bulk—or the up made that elements The costs. construction the anticipated percent—of potential with recommendations 17 produced study savings of approximately $26 million; the recom- implementation for appropriate deemed mendations million. $14 approximately of savings a projected of was The the portion to tions. center corridor be resting semidepressed, 8 approximately to 10 feet on the impact the to minimize grade natural below city and streets crossing on areas. the surrounding increase to decided consultants and DOT Oklahoma to alignment the of section this for cut of depth the This grade. natural the below feet 18 approximately cross- for embankments the of most eliminate would streets. ing a 100- with coupled if event, rainfall local 100-year year flood on the Oklahoma River, would cause storm water to pond on the indicated of shoulder the Inter- also investigations geotechnical Early state. that a lens of clay located just material, below the not would pavement, new the of elevation subgrade roadway. the with well interact elevation. groundwater future projected the to close recently the after rising was area this in Groundwater completed impoundments of the Oklahoma River department The City. Oklahoma downtown through and Interstate the of grades the reevaluated therefore decided to return to approximately the elevation process. clearance environmental the in anticipated struction contracts while the consultant engineer- alignment. new the of design the on started firms ing P HOTO : O KLAHOMA DOT

Aerial view of Utilities Relocation DOT made a commitment to construct retaining Pennsylvania Several city utilities—water lines, sanitary sewer walls with an architectural similarity to Little Flower Avenue, which has lines, and storm sewer lines—required adjustment Church in the center of the project. been closed to because of the realignment project. Oklahoma DOT Built in the 1920s, Little Flower Church is a land- traffic since advises local agencies to complete the necessary util- mark of the Riverside neighborhood. Oklahoma City November 2007. ity relocations before advertising a project for let- and a group led by Oklahoma City Beautiful origi- ting. Because of the depth of the utilities, the number nally suggested aesthetic treatments evocative of the of conflicts, and the goal of minimizing the impacts church—they sought a strong statement, but with a on the traveling public, however, the department clean, simple, and classic design. and the city agreed to include the relocation of util- A committee of representatives from Oklahoma ities in the construction contracts. DOT, Oklahoma City, Oklahoma City Beautiful, and The PMC developed a corridorwide utility relo- community groups worked for several years to cation master plan to continue services during the develop aesthetic guidelines for the DEFs in the cor- phased construction. Oklahoma DOT instructed the ridor designs. Additional input suggested that an art DEFs to work directly with city staff in designing the deco style would satisfy the requirements. The final utilities. Plans were developed to city standards and treatment plan for the central portion of the align- then incorporated into the construction plans for ment can be seen in the rendering on page 15. the work package. The department did not close streets during the early utility relocations, adding SkyDance Bridge flexibility in the letting schedule by avoiding delays The rendering includes a depiction of SkyDance before construction. Bridge. One of the mitigation measures adopted by Oklahoma DOT’s utility relocation master plan Oklahoma DOT was a pedestrian bridge, to be built assisted with a host of other utilities within the over the new I-40 alignment. The department had 5-mile-long corridor. Fiberoptic companies typically planned a landscaped pedestrian bridge similar in place lines within railroad rights-of-way, taking size and design to the other bridges within the cor- advantage of the stability and control of the corri- ridor. Oklahoma City, however, envisioned a more dors. Oklahoma DOT and the PMC worked with the iconic structure—with the redevelopment of the fiberoptic companies to formulate and implement entire downtown area, the city sought a more strik- relocation plans that allowed for continuous opera- ing, symbolic feature. tion, redundancy, and minimal impact on the con- Through a design competition, Oklahoma City struction schedule. chose the SkyDance Bridge, which represents the flight of the scissortail flycatcher, the state bird. Aesthetic Treatments Although the city wanted to pursue the construction The corridorwide plan benefitted the aesthetic treat- of the bridge as its own project, the interfaces with ments, which afford the traveling public a pleasant the Interstate were significant. The city, Oklahoma

TR NEWS 273 MARCH–APRIL 2011 and attractive approach to Oklahoma City. During DOT, and their consultants therefore worked 14 the environmental clearance process, Oklahoma together to plan installation without adverse effects on the construction of the Interstate and railroad Architectural details from DOT facilities. Measures included coordinated plan Little Flower Church, a landmark of Oklahoma reviews and information sharing. KLAHOMA O City’s Riverside Collaborative Solutions neighborhood, yielded

OURTESY OF art deco models for the C Oklahoma DOT and Oklahoma City coordinated I-40 treatments, adapted HOTO efforts on several other concurrent projects. The city P by the four design teams. started on the redevelopment of the state fairgrounds as the I-40 project was preparing to begin. One of the fairgrounds projects was expected to produce a large volume of excavation material; a project in the nearby I-40 work package required the use of borrow material. Oklahoma City, Oklahoma DOT, and bilitating county bridges. The condition of Okla- FHWA reached an agreement to use the city excava- homa county bridges has long been a serious prob- tion material on the alignment, reducing haul costs lem, and the arrangement will benefit users of the and providing the department with borrow mater- county road networks. ial—hard to find in the metropolitan area. Oklahoma DOT obtained 300,000 cubic yards of Benefiting Generations material from another Oklahoma City project Major transportation infrastructure projects offer sig- approximately 2 miles from the I-40 realignment. nificant opportunities for all involved parties to reach Again this saved the city the cost of disposal and the new and unique solutions to longstanding problems. department the cost of contractor-obtained borrow Working closely with the community during the material. The collaborative relationship that has environmental process affected and guided the loca- developed between Oklahoma DOT and Oklahoma tion, look, and feel of the new alignment for the I-40 City has benefitted the taxpayers of Oklahoma. Crosstown Expressway. Cooperation and coordina- One of the main tasks of the I-40 Crosstown tion with railroad companies opened the new align- Expressway project is the removal of the 8,880-foot ment. bridge structures. The removal will generate approx- Oklahoma City and Oklahoma DOT saved time imately 1,700 steel beams with a usable length of 50 and money through the planned use of materials on Rendering of the feet. The beams, mostly 33-inches and 36-inches nearby projects, and the counties of Oklahoma will aesthetic deep, will not be of use to Oklahoma DOT. improve the county bridge system as construction of treatments for I-40, Working with the Association of County Com- the newest realigned metropolitan Interstate moves with a view of the missioners of Oklahoma, however, Oklahoma DOT forward. The results of these efforts will benefit gen- SkyDance will make the undamaged beams available for reha- erations to come. pedestrian bridge. DOT KLAHOMA : O HOTO P RECONSTRUCTING AN AGED EXPRESSWAY IN THE HEART DOT

OF ST. LOUIS ISSOURI : M HOTO Missouri’s Measured, Model Approach P The construction schedule of the New I-64 project LINDA WILSON involved complete closures of all lanes in both directions of the west portion and then the east.

nterstate 64–U.S. Route 40 is the oldest high- the removal and replacement of the mainline pave- The author is way in St. Louis, Missouri, dating back to the ment between Spoede Road in St. Louis County and Community Relations 1930s. Originally designed for cars traveling at Kingshighway Boulevard in the City of St. Louis. Manager, Missouri 30 mph, the Interstate resembled a parkway as With an original budget of $535 million, the New Department of Iit meandered east and west through the heart of St. I-64 Project was the largest construction contract Transportation, St. Louis Louis. By 2000, more than 150,000 vehicles traveled awarded by Missouri DOT and its first design–build Office, Chesterfield. on the highway daily at speeds in excess of 60 mph. project. Groundbreaking took place in March 2007. By then, the highway and its 30 bridges had dete- The first phase of the project included the construc- riorated and had become outdated—replacement tion of new direct-connect ramps from I-64 to I-170. was necessary to improve safety and capacity and to Reconstruction also began on several interchanges meet Interstate standards. Limited funds, limited and overpasses. space, and the need to complete the project quickly In January 2008, the second phase began with to limit the impacts of the construction complicated the closing of the western 5 miles of the project cor- the Missouri Department of Transportation’s (DOT) ridor, diverting all traffic to other roadways. During Built in the 1930s, the planning for rebuilding the highway. 2008, all lanes of the old highway were torn up and parkway-like U.S. Route crushed, and new concrete pavement was installed. 40, now I-64, was Scope and Resources Despite record-setting spring and summer rains, the designed for cars The New I-64 Project involved the complete recon- western 5 miles reopened to traffic two weeks ahead traveling at slower speeds than today; struction of approximately 10 miles of I-64 in the St. of schedule, on December 14, 2008. Work began (below:) the McKnight Louis metropolitan area. This included 13 inter- immediately on the eastern 5 miles of the project. overpass in the early changes—one a freeway-to-freeway connection with Again the highway was closed to traffic, and the com- 1940s. I-170; eight major overpasses or other bridges; and plete reconstruction began. P

HOTO The eastern half also finished early, reopening to

: M : traffic on December 7, 2009, three weeks ahead of ISSOURI schedule, and $11 million under budget. The final

DOT tasks on the punch list were completed in July 2010.

Design–Build Procurement A New Model The New I-64 was Missouri DOT’s first design–build project and largest highway reconstruction project.

TR NEWS 273 MARCH–APRIL 2011 Because early estimates indicated that the project 16 cost would exceed the available funds, Missouri DOT TR NEWS 273 MARCH–APRIL 2011 17

PHOTO: MISSOURI DOT Pavement from the old highway was torn up and crushed during the New I-64 project, recycled, and used in the new highway. Missouri DOT broke ground on the New I-64 project in March 2007. largest The department’s construction project— and its first design–build endeavor—had a budget of $535 million. The first year included closing some of the cross- the of some closing included year first The

proactive plan for handling traffic and made a com- made and traffic handling for plan proactive the that reflected a to mitment assemble workforce community. Schedule Under the flexible scope Missouri approach, DOT schedule. own its develop to contractor the allowed The agency provided two parameters: the project 2010, 1, October than later no completed miles be to had 10 entire the close not could contractor the and construction. of years 4 entire the for highway the of of date completion a targeted Constructors Gateway July 31, 2010, into exceeding Missouri divided DOT’s original was schedule The months. three by goal 2010. to 2007 of years four the over phases four street bridges, with some off-peak closures at the - Kings and I-64 the and interchange I-64 and I-170 the for called year second The interchange. highway directions, both in lanes all I-64, of closure complete from I-270 to I-170. In the the com- third year, other 5 were Kingshighway to I-170 from I-64 of off- miles minor only year, final the 2010, In closed. pletely peak closures were planned for any clean up and items. punch-list

DOT M : P ISSOURI HOTO The team’s approach to con- 1 The proposal from Gateway Constructors max- from The proposal The normal approach by DOTs for Missouri DOT made its selection of sources several together pulled DOT Missouri Almost 10 miles would be rebuilt, including 13 10 Almost including miles would be rebuilt, Gateway Constructors was a joint venture of Granite Gateway Constructors was a joint venture 1 Creativity and Flexibility Creativity dur- traffic handle to how stipulate ordinarily States said only DOT Missouri I-64, With miles construction. 10 ing entire the close not could contractor the that for the duration of the construction project. The agency directed the us “Tell contractors, how you will construct the project and how you propos- will final The keep region.” the around moving traffic als, submitted in most October the 2006, revealed how getting the into translate would process flexible funds. available the with project the for imized the creativity and flexibility that Missouri implemented a flexible innovations creative for allow procurement to process bidding. contractor in design–build contracts involves a fixed and on based scope, set standards, state For price. the on hinges competition the I-64, Missouri DOT provided the com- peting teams with a fixed-cost, flexible scope process. The competing approved teams federally which identify could use. would they standards state reached contractor the well how on based goals The project. the for goals six department’s the build- budget, on and time on completion included a with of improvements amount ing the maximum commu- and traffic handling years, 50 of life service nicating with the public to minimize the impacts, design–build. for model new a creating and funding 2006, for In the emerged. project andteams issued Two a 2005. Request in for Qualifications have “We asking, by began Proposal for Request the $420 million to pay for design and construction. that?” with build you can much How struction included complete closures of 5 miles of proposal The years. two for time a at Interstate the Construction, Inc.; Fred Weber, Inc.; and Millstone- Weber, Construction, Inc.; Fred Inc., with Parsons as lead designer. Bangert, DOT sought for developing a project that would offered all of offered the in improvements Missouri DOT’s original scope minus one-half mile at each end of deliver the most quality improvements to I-64 as quickly as possible and with the least cumulative impact on traffic. the project. the project. interchanges and eight other major overpasses. bridges The and proposal set forth an aggressive, 18 TR NEWS 273 MARCH–APRIL 2011 module. “Question oftheWeek” ask questionsusinga Missouri DOTstaff and could communicatewith and more.Customers maps, drawings,flyers, project updates,photos, traffic information, to-date constructionand I-64 projectfeaturedup- A webpagefortheNew construction information to the traveling public. providingThestandardsfor newCommunications, set earn the incentives. to weeksthree than more by goalsecond the and 2009. Gateway exceeded the first goal by two weeks31,December by traffic to I-64 of miles 5 eastern ond $2 million was available for the reopening of the miles of I-64 to traffic5 by western December the 31, 2008.reopening A for sec- million $2 of award an incentivewasfirstschedulecommitments. The key exceedingthe incentivefor providean to tors tion of the highway. the concrete batch plant, focused on the closed sec- construction.The work, including dirt moving and a minimum the disruptions on local streets from the safer for the public and for the workers, and kept to with the public about the project’stheaboutpublic the with progress, main- communicating for responsible was Gateway all. mation flowed through a seamless process involving agency,contractor,the consultingandfirms, infor- sive communications and community outreach. projectthe officedeveloptoimplement and exten- team of five public relations professionals worked in Gateway Constructors with its subconsultant Vector Missouri DOT with its subconsultant HNTB and by project’sinformationbyTheefforts,shared public One Team, OneVoice Public InformationandOutreach

MissouriworkedGatewayDOTwithConstruc- This approach was simpler to communicate, was lhuh h ta mmes ersne the represented members team the Although

DOT M : P ISSOURI HOTO ond busiest chat room, after the one for sports. dinated.discussionsThe werenewspaper’sthe sec- the first nonstaff chat room the newspaper had coor- tions managers cohosted a weekly chat, “I-64 Live,” GatewayConstructors’andDOT souri publicrela- Post-Dispatch the of website the on room chat weekly website, answered promptly, and followed up. the viae-mailsreceived projectthousandsteamof year.ofThe timethe dependingmonth, onper its events. The website received 40,000 to 100,000 vis- project-relatedaboutthoughtsor anditemsplans, travel routes, alternative about public the survey button topics. to reflect the project’s progress and the changing flyers,hot- and other information were updated regularlydrawings, maps,project, the of Photosmilestone. weree-mailed weekly or at the approach of a major that updatesproject for up sign traffic. couldCustomers affecting changes schedule and activities construction on information accurate and timely posted www.thenewi64.org, website, project The Digital andSocialMedia approximately reaching 30,000 customers. 2009, and 2007 between groups other hall meetings, schools, chambers of commerce, and andcorporations, neighborhood associations, town speechestomajor employers, business associations 300 than moredelivered Informationteam Public in January 2008 and December 2008. The New I-64 2008todiscuss the highway closures, which began ning of 2007 before the start of construction. 2005. General public meetings were held designat andenvironmental the begin-phase, between 2000 and continuedthroughoutthe and 1999 in placetook projectand its progress. The earliest public hearings borhoodand business group meetings to discuss the The New I-64 team participated in hundredsPublic MeetingsandSpeeches of neigh- muters and shoppers. vate schools, regional attractions, and everyday com- employers, mom-and-pop operations, public and pri- taland emergency access—for large businesses and concerns about regional mobility—including hospi- the project’s vision. The communications addressed responsiblecommunicatingfor picture bigtheand were HNTB and DOT Missourichanges. the with tion, as well as supplying information about coping taining daily updates on traffic issues and construc- On average, the team answered 25 to 50 questions a TeamhostedRelations Community I-64 The A “Question of the Week” module was created to Additionalmeetingsand2007latewereinheld . Beginning in November 2007, Mis- 2007, November in Beginning . St. Louis St. TR NEWS 273 MARCH–APRIL 2011 19

PHOTO: MISSOURI DOT The controversial nature of the I-64 closures guaranteed media attention. At left, a collection of local headlines before the January 2008 closure; at right, a collection of headlines after the closure. For the first two weeks of each of the two major two the of each of weeks two first the For exten- conferences news the covered media The

Then-Missouri DOT Director Pete Rahn answers questions at one of the daily press conferences in the first two weeks of highway closures. Before each section of I-64 was shut down, Missouri DOT operated a round-the-clock Incident Command Center and established daily communication with the public and the media. closures, Missouri DOT implemented a 24 hours per hours 24 a implemented DOT Missouri closures, Center. Command a days Incident seven week day, daily held partners transportation its and agency The news conferences to share information from each on focused rush The the period. news conferences most recent rush hour might want motorists to to consider their improve and alternatives suggested the also sessions The changes times. travel that car- transit, public as such closure, the with cope to flextime. and pooling, the used Motorists responded. public the and sively, and information traffic for resources recommended flexible offered Businesses routes. alternative found or deliv- location and employees to their schedules customers. their for options ery

DOT M : P ISSOURI HOTO Because the project was controversial, the St. Taking Taking advantage of the emergence of social Measuring Results Before the closure of I-64 in January 2008, “Traf- and localNow!” “Apocalypse screamed, headlines fic Nightmare!” Some publications named the Media Relations and constant a of part major a were relations Media plan. Public informa- communications transparent tion managers from Missouri DOT and Gateway some- and weekly media the engaged Constructors daily. times All one. day from interested were media news Louis St. of media radio and print, major television, the of the Louis 17, covered November 2006, to meeting Constructors. Gateway select in in the one of hour every afternoon until Wednesday edition the print Monday The construction. of end paper published excerpts of the answers, questionsmaking highlights and of the conversations suc- its of Because subscribers. print all to available room chat the DOT, Missouri and paper the for cess as project I-64 the of completion after continued Louis has St. DOT, Missouri by hosted Crew,” Road “The fields session weekly The County. Louis St. and City, issues road about week each questions 50 than more general. in audi- diverse more a reach to potential the and media in page Facebook a started team I-64 New the ence, aware- project build team the helped page The 2008. to web- the New I-64 as visitors as well ness, drive to YouTube and Flickr used also DOT Missouri site. this Through project. the of photos and videos post to able was team the tools, of outreach multiplicity audiences. more reach upcoming event “Carmageddon.” “Carmageddon.” event upcoming 20 TR NEWS 273 MARCH–APRIL 2011 about roadclosures. signs postedinformation changeable message the project,and countdown totheendof A boardkepta remained open. This gave Missouri DOT time to pre- cation efforts worked. Show,”“Preparationand No- communi-Off.”PaysThe a Nightmare Traffic “Region’s read, closure that they were well informed about the closure. respondentsindicatedpercentof 90mailings, and surveys of motorists and stakeholders via the website ongoingclosure.percentbeforetheInthanlonger 25 than more no werecommutes impact,greatest constant.someIntheof areas thatexperienced the fine-tuned the trouble spots, and travel times stayed arterialskey signaltimingon the tochangesmade Volumes closure. the increasedalternativetheon roads,incremental but before had it than better the region’s traffic continued to flow—in some areas pare the region’sparethe traffictheroadpatternsystemfor I-64 construction, of year first the 2007, During Preparing theRegion’s Roads Regional Traffic Flow on the alternative routes. Engineers examined all the completeother projects already under construction changes during the project. The agency was able to preparingalternativeits routesextratraffic.thefor on workedCounty Louis St. 2007, Inroutes. tive majorparallel arterials thatwouldalterna-serveas Interstates. Signals were upgraded on allparallel majorof two thethe I-44,state’s and I-70 directionon I-64 closed. of sectionfirst thebefore work the finish to push projectsLouiscorewithinSt.areabegana theand engineers worked as a team to coordinate signal sys- DOT,Missouricounty,time,first city theand For

The headlines immediately after the January 2 January the after immediatelyheadlines The DespiteI-64,completemilestheofclosure 5 of Missouri DOT striped an additional lane in each

DOT M : P ISSOURI HOTO would be able to handle the problems. Louis St. situation, the improve to do could they onewould feel the impact, but if all looked at what this-together mentality. The message was that every- shuttles to encourage carpooling. firsttime anddeveloped satellitea parking lotwith Some of the private schools created carpools for the the alternative routes to keep school traffic moving. schools to discuss the plan for the construction and schooldistricts, schoolcompanies,bus privateand developed a team approach to finding solutions. corewithemergencying audiences, MissouriDOT to form alliances. By listening to concerns and work- presidentshospitals10the ofdiscuss to issues and project director also began meeting regularly with the ing St. Louis County and the city. firefighters,and emergency medical services—serv- of meetings with the emergency responders—police, the facilities? In 2006, Missouri DOT began a series fires reach quickly or transport responders patients needing urgent care emergency to would How hospitals.10indirectlyaffected ordirectly project ing through the middle of St. Louis, the 10-mile I-64 users of the road system. staff engaged in a broad outreach to all of the major cerns across a spectrum of audiences. Missouri DOT generatedcon-years two Interstate for anClosing Developing RegionalPartnerships needs. response, freeing up personneltraffic for for resourcesotheremergency of communityof use the in tion reduction a $4,980,468; $1,034,000 in annual of congestion costs; and a reduc- benefit social secondarycrashes peryear, withpotential a annual reduction183abenefit-to-cost of1; to 8.3 ratioof evaluationdetermined thatthe program achieved a ber 2007 and closed down in December 2009. A final I-64 Traffic Response Team began service in Novem- statearterialscountyandthe adjacent I-64.Theto tobuy the trucks and tostaff teama topatrol all of arterial street could have a major impact on traffic. an oncrash a ortire flat a bycaused blockedlane trafficmaximumclosure,I-64ofduringflowthe a 1992.Because all streets had tobeable tocarry the Interstate MotoristDOT’s AssistMissouri program,duplicate to in wanted operation county sinceThe team. responsemotorist streetarterial an develop tems and prepare for the closure. Missouri DOT worked to develop a we-are-all-in- majorthe of visitedallalso staffMissouri DOT I-64 the and engineer district DOT’s Missouri Emergency response was a primary concern. Pass- St.Louis County contracted with Missouri DOT Missouri DOT partnered with St. Louis County to TR NEWS 273 MARCH–APRIL 2011 21 Traffic engineers from St. Traffic St. Louis Louis County, Gateway City, Constructors, and Missouri DOT formed a team to monitor routes and make improvements to problematic traffic areas. Problems were identified, evaluated, and solved— and evaluated, identified, were Problems the with satisfaction expressed residents Louis St. The project caused few changes in how people

Travel times were monitored and compared with pre- with compared and monitored were times Travel of goal benchmark the with and times travel closure 25 than to less times in travel increase any holding percent. Results region’s The 2008. 2, January on closed 64 Interstate than better areas some flow—in to continued traffic before the closure. Incremental changes in signal trou- the fine-tune to served arterials key on timing spots. ble the used Motorists notice. first of hours within often team the by developed resources information traffic to find the routes. alternative recommended Busi- employees their to schedules flexible offered nesses customers. their for options delivery or location and free- that showed tests and studies, mobility Surveys, those to similar were region the in times travel way recorded the previous year, a confirmation of the success. team’s Project. I-64 New the during handled was traffic way reopened, highway the after survey mailed final a In 90.4 percent of respondents agreed that the work zone signs com- the of placed majority A throughout accurate. and the understandable project were the within well flowed traffic that responded munity work zones: 77.4 percent were the satisfied, and of 76.7 rest the around move could they that reported closure. the during well area Louis St. how asked opening the after survey The commuted. was project the after took area the in trips most long completed compared with the times before con- that showed 58.2 The per- began. results struction as improvement—defined significant a noticed cent

: M : P DOT ISSOURI HOTO Computer sensors were installed to collect data, collect to installed were sensors Computer public the on called media the through Messages In addition to concerns about safety in the work the in safety about concerns to addition In The team used the travel times for each rush hour rush each for times travel the used team The to evaluate how the system was handling the change the handling was system the how evaluate to in traffic. discussed At and twice hour daily briefings, rush team each members from results the shared possible adjustments formonth. a the twice next.to After reduced the were first briefings the month, Closure Command Center Closure planned a as closure I-64 the treated DOT Missouri incident and followed the National Incident Man- agement System protocol. The New its I-64 and DOT Closure Missouri that ensured Team Command partners were knowledgeable about the system, condition transportation region’s the of operations and and communi- actively managing travel reliability, success to the The conditions public. team’s cating 50 than more no times travel by measured be would conditions. preclosure in than longer percent travel the verify to routes the along drove teams and times. A team of traffic engineers and from County, Louis MissouriSt. Constructors, Gateway DOT, and traveling for a system developed City Louis St. monitoring the major routes, discovering bottle- necks, and making Debriefing and improvements. imple- be to solutions developed sessions brainstorm period. rush next the before mented the and observations, the on based changes make to affected, most areas the of some In responded. public commuting times were no more than 25 percent Maintaining Traffic Traffic Maintaining The early 2007 meetings with emergency respon- ders and traffic engineers developed into a twice- of about meeting the monthly traffic, maintenance hosted by the at contractor the office. project The meetings reviewed the upcoming schedule, traf- the to how and handle closure, of each details the fic. averaged Attendance 30, including representa- tives from the hospitals, the police, andto the closest the of municipalities six the departments fire high- County Louis St. and City Louis St. the project; depart- works public city the and departments; way ment. adjustments timing signal discussed group the zone, on the alternative large—from routes or and small worked closure, to every develop for routes detour a ramp or an overpass to a major interchange or segment. Interstate longer than before the closure. Travel times on times the Travel the closure. than before longer Interstates and arterial roadways were predictable under In normal conditions. a survey of motorists and stakeholders, 90 percent responded that they closure. the about informed well were 22 TR NEWS 273 MARCH–APRIL 2011 New I-64Project. and after(right),the interchange before(left), The I-64–I-170 100% Heartland MarketResearch,2010.) Project, 2008–2010. FIGURE 1Customersatisfactionwithtraffic managementduringtheNewI-64 60% 70% 80% 90% 2008 2008 (Source: TheNewI-64EconomicandRegionalMobilityStudy, their work for the St. Louis region. The project team received reminders almost daily of the benefits of benefits the of daily almost reminders received team’s actions werethe benefitingthat thesure regionmake as to a whole.criticisms the the used but agency positive, not was feedback the of Some community.the from feedback extensive received DOT Missouri Project, I-64 New the Throughout Feedback from Stakeholders ments duringtheconstructionandafterward. tracked the project’s progress and charted team improve- Tracker.The I-64 the called document a in sures for assessing the results, which mea- were reported performance determined expectations The team’s. the as well as expectations, community’s the around built results tangible 13 of list a oped the characteristics of a successful project and devel- Teamexamined Leadership I-64 the 2007, late In Tracking Success percent did not notice a significant change. more than 5 minutes faster—in travel time, and 38.1 2009 2009 Missouri DOT and the rest of the project team project the of rest the and DOT Missouri 2010 2010 Ⅲ Ⅲ Ⅲ zones within work Traffic flow during closure around St.Louis movement Ease of work zonesigns understandable Accurate & tance andtheshorter commutingtime. Many had recommended, expressing thanks for the assis- communities. and motorists e-mailed after trying a route that the neighborhoods team on impact minimal the and project the of completion high-quality and quick the noting residents, area from letters and e-mails commendatory received DOT’s handling of the New I-64 Project. project with lane closures (95.1 percent). completeeightinsteadyearstakingtotosixof the the closure (76.7 percent); and work zone signs (90.4 percent); zones (77.4 percent); options (90.3 percent); (97.6 percent); percent); dents were satisfied with all of the public information and outreach. return rate of 15 percent, yielded a positive resultswith survey, for 2010 February The improvement. showed results year’s Each west. and east the to dozentwocodeszipalongprojectthe areas inand than moretargeted residentsinsurvey The page). this(Figurewhole1, a projectasthe of reachand out- information the of opinion public measured 2010 and2009, February2008, in mailed Surveys Satisfying theCommunity u u u u u u u In sum, residents were satisfied with Missouri with satisfied were residents sum, In Theresults revealed that the majority of respon-

h srtg o coig -4 o to years two for I-64 closing of strategy The The mobility around the St. Louis area during the of accuracy and understandability The Thetraffic flow within the construction work travel alternative of communication The information I-64 New the of timeliness The (97.7 informed kept were they well How

DOT M : P ISSOURI HOTOS TR NEWS 273 MARCH–APRIL 2011 23

PHOTO: TEXAS TRANSPORTATION INSTITUTE The private sector usually requires guarantees or guarantees requires usually sector private The ment of Transportation (DOT) mechanisms. financing has innovative other and encouragedtolling Monitoring highway traffic at a Texas DOT center; at at a Texas Monitoring highway traffic the current rate of population growth in Texas, capacity demand for road use may far outstrip road to grow by in the next 25 years; capacity is projected percent. 6 percent, but road use by more than 200 requires Innovations in Financing generally financing transportation Innovative par- private-sector with partnerships, local and state ticipation where possible. legislation Recent Texas permits new kinds of for arrangements partnering local new These facilities. transportation developing dis- transportation include entities special-purpose rev- raise and borrow can that corporations and tricts enues, and (RMAs), Regional Mobility Authorities trans- and operate to by construct counties created RMAs tolls. can enter including projects, portation entities. private with agreements into risk-sharing agreements—or both—in partnering with the public sector to provide transportation infrastructure. A range of options is available for in transporta- investment of private support public ). 2 ). In ). 3 ). 1 ). With transportation funding methods funding transportation ). With ransportation funding in Texas is not keeping pace with a growing demand for demand growing a with pace keeping vehi- and taxes fuel Motor infrastructure. rev- generate which fees, registration cle 4 ). But with adjustments for construction infla- construction for adjustments with But ). 1 According to U.S. Census figures, Texas is one of one is Texas figures, Census U.S. to According Table 1 (page 24) shows roadway miles in Texas in miles roadway shows 24) (page 1 Table According to the report of the Texas 2030 Com- 2030 Texas the of report the to According State Highway Fund revenues and expenditures Fund revenues State Highway KHALI ANDR. PERSAD,C. MICHAEL PATRICIA WALTON FRANCO LAWHORN, tion, the current expenditure equates to less than 1.5 than less to equates expenditure current spend- the tion, Transportation dollars. 1993 in VMT per Texas. cents in needs behind falling been has therefore, ing, years, 25 past the During states. fastest-growing the by and 57 increased percent, population the state’s capacity road percent—yet 95 by increased use road estimate Demographers percent. 8 only by grown has by that in grow the next 25 will will the years, state population use road percent, 64 another by increase additional capacity—without road and percent, 214 ( percent 6 approximately by grow funding—will as as of 2008 by and classification owner- functional rural are ship, miles divided into road urban and rural, Texas in of millions of percent 70 Almost VMT. ( VMT of percent 26 approximately carry and 2007, agriculture and oil and gas production—pri- agriculture 2007, marily approximately rural activities—contributed approximately of product state gross the to percent 8 ( trillion $1.2 year per billion $14 about spend must Texas mittee, through 2030 to meet mobility and maintenance $6 billion around spends currently the state needs; per year ( falling further behind demand, the Depart- Texas Innovative Financing Innovative Transportation Rural for with Experience Texas The Agreements Tolling Pass-Through enue, have been static in Texas since vehicle miles 1993,(VMT) traveled roads have on Texas yet percent. 40 than more by risen per cents 2 approximately from risen have VMT per VMT in 1993 to 3 approximately cents (Figure 1, page the 24)—mostly result of bonds issued since ( 2002 T The authors with are the at University of Texas Austin: Persad is Research Center for Engineer, tion Research; ta Transpor Lawhorn is in the master’s program, degree Community and Regional Planning, School of and Architecture; a C. Michael Walton, member and past Chair of the TRB Executive Committee, is Ernest H. Centennial Cockrell Chair in Engineering. 24 TR NEWS 273 MARCH–APRIL 2011 TABLE 1MilesofRoadwayinTexas byOwnershipandVMT, 2008(3) traveled (VMT),1993–2007. FIGURE 1Texas StateHighwayFund:revenues andexpenditures pervehiclemiles Classification Functional Rurallocal Rural:minor collectors Rural:major collectors Rural:minor arterials Rural:other principal arterials RuralInterstate Urbanlocal Urbancollectors Urban:minor arterials Urban:other principal arterials Urban:other freeways UrbanInterstate Cents per VMT 0.5 1.0 1.5 2.0 2.5 3.0 3.5

1993 0

1995 ra oas1,4 26066,948 12,670 13,648 Urbantotals ua oas6,1 3,6 12,781 132,960 66,419 Ruraltotals

oas8,6 4,3 79,729 145,630 80,067 Totals 1997 sourcesaresummarized Tablein (page226). bursements, sale of assets, leases, fees, taxes,or loans. and Sourcestolls. of funds to repay debt includement, reim-and debt, such as that incurred through bonds sourcesinclude grants, which donotrequire repay- repayment—a positive cash flow—from flow. cash Up-front negative financing financing—a up-front thetools indicates theimportance distinguishingof are available; Texas has applied 17 ( tolling, called pass-through tolling in Texas. subordinated loans, revenue guarantees, and shadow theprivate sector’s ability to raise financing: grants, government’swithexposurethe balancing in well Figure 2 on page 25 ( attractdepictedfinancing,inabilitytoas andsure tion infrastructure, with varying degrees of risk expo- The varieties of up-front funding and repayment alternativeMore45than project-financing tools

1999 3614,532 1,309 13,611 33,095 9,932 7,474 2,058 2,338 4,137 1,435 1,176 Texas 341446,644 1,474 4334 O onisMncplJrsitosFdrlMls(millions) Miles Federal Jurisdictions Municipal Counties DOT 4 2,6 12,519 127,062 249 53,735 10,269 228

2001 5 ) . Four options appear to work 2003 Expend perVMT Revenue perVMT 7 5,031 1,512 772 134

53 21

4––– –––– ––––

6 2005 ). An analysis of 175 23 26 64 2007 1 Any Other 138 107 145 lic to the private sector” ( such an alienation of revenue streams from the pub- as andtaxation, to akin powers monopolies,with “government-licensed as however, arrangements, innovation.and expertsSomecriticizedhave these ects would facilitate greater private-sector efficiency years, in line with typical debt financing. executed in 1997. The payment period was set at 30 cations are in Britain, where the first agreement was in public infrastructure. The most well-known appli- the 1970s and 1980s to stimulate private investment per VMT or a maximum monthly payment. traffic scenarios, this may cap out at a minimum rate droppingratethewithtraffic as increases; high-in toll rate per VMT or a minimum monthly payment, low-trafficscenarios, theformula mayallowhigha For users. the of behalf on tolls the paysernment to a formula based on the amount of traffic. The gov- repaid in installments by the government accordingis and facility a of maintenance and construction With shadow tolling, the private sector finances the Shadow Tolling 1 1, www.utexas.edu/research/ctr/pdf_reports/0_6034_1.pdf. the available up-front financing. estimatingthefeasible repayment options tomatch and identifying requires combination a Choosing mechanism. financing project potential a defines sources of categories two the from combination tolling is that a facility is built up front, and the costs 13 17 Details are available in Texas DOT Research Report 0-6034- 1– 7 2 0 5 –– –– The British government maintained that the proj- WorldThe championedBank shadowtolling in The government’sThe primarybenefitfromshadow 3 1,9 32,484 212,998 831 0 140,532 700 3 0,0 122,666 306,402 831 718,365 34,557 47 84 34490,182 93,404 – ,9 20,166 5,796 – 12,469 29,901 – 1,589 – 7 10,008 64,232 ) ,7 16,603 7,478 ,5 15,397 2,058 39,492 1,176 8,142 oa VMT Total . 192 365 429 118 1 2 – TR NEWS 273 MARCH–APRIL 2011 25 High • Equity guarantee • Debt guarantee User-paid tolls are one of tolls are User-paid can the ways agencies construction repay road ) the Park debt; (left: Street toll plaza on Texas 183A. In shadow or Toll by pass-through tolling, contrast, the government of repays the investment a private contractor in of installments on behalf road users. FIGURE 2 Risk sharing and ability to raise financing under various public–private partnership arrangements (5). • Exchange rate guarantee [sic] • Grant • Shadow tolls ). 9 • Subordinated loan Government financial exposure the cost of the project the of cost the • Minimum traffic or revenue guarantee According to Texas DOT, “in DOT, to Texas According . ) • Revenue enhancements 10 • Concession extension if it if Low High (11) The Texas The Mobility Texas Fund (TMF) supports the Impact on ability to raise financing rather rather than a assessing toll on directly users,” and and number the on based payments periodic “makes ( facility” the using vehicles of types Proposition state 2002, In payments. PTA DOT Texas billion $3 issue to authority the DOT Texas gave 14 by backed debt with TMF, rev- the establish to by bonds of as well as pledge, obligation general state’s the fees. and fines traffic from enue Criteria Project A highway project is eligible for PTA funding in Texas a pass-through financing agreement, the developer agreement, financing a pass-through operate and/or maintain construct, finance, to agrees DOT Texas system.” highway state on the a project developer the “reimburses Pass-Through Tolling in Texas Tolling Pass-Through With the slogan, “Open for Business,” DOT Texas to has add partnerships encouraged to capacity its ( system roadway With With experience, changes have been . ) 8 Requiring a Requiring for life 10-year expectancy road- Making deductions when a facility is not avail- not is facility a when deductions Making Offering incentives for safety improvements Awarding performance bonuses to bonuses the opera- performance Awarding Capping the total payout, to avoid the percep- the avoid to payout, total the Capping With the success of shadow tolling in Britain, other Britain, in tolling shadow of success the With u u u u u If the developer is a public entity, the expected ben- expected the entity, public a is developer the If at has Britain least completed eight toll shadow )—for example, example, )—for 9

financing, and Texas has led the way with its own ver- own its with way the led has Texas and financing, (PTAs). agreements tolling pass-through called sion, is in substandard condition at that time, charges may charges time, that at condition substandard in is operator. the on levied be Por- and Spain, Finland, as countries—such European tugal—have adopted it. The United States only able to users or when use is restricted; is use when or users to able of the economic cost forand avoided; each personal injury are stretched over many years. A drawback is that the that is drawback A years. many over stretched are pub- The cost. actual the exceed may payments total to have may but sooner facility the from benefits lic fees. or taxes additional pay future for revenue and development economic ben- is efit expected the private, is developer developer the If The projects. investment. on return profitable a is projected, efit than less be may traffic the that risk a takes service debt of short fall reimbursements the that so finances. on drain a becomes project the and projects ( made to the original shadow tolling arrangement ( recently has applied a similar type of transportation type a similar applied has recently ways handed back to the government—if the facility the government—if the to back handed ways that could reduce accident rates—such as 25 percent 25 as rates—such accident reduce could that tor, based on user feedback; user on based tor, tion of excessive private profits at taxpayer expense; taxpayer at profits private excessive of tion

: K : P T C , T M R A IRK HOTO EXAS ENTRAL UCK OBILITY EGIONAL UTHORITY 26 TR NEWS 273 MARCH–APRIL 2011 TABLE 2Up-Front Financing andRepaymentSources Financing Sources Financing State Infrastructure Bank TIFIA Loans Section 129 Loans Loans Private Activity Bonds Local Bonds State Bonds Bonds Debt Local contributions State grants Federal grants Grants Line of credit Loan guarantee Secured (direct) loan Limited obligation bonds General obligation bonds Grant anticipation bonds Texas Mobility Fund Tax credit bonds Tax-exempt bonds Transportation development credits Tapered matching on federal grants contributions Mix of public and private Local government general funds developers, or businesses Private funds from landowners, Texas toll equity Program Intelligent Transportation Systems Rural Safety Innovation Program Community development block grants portation facilities. and system; Program; In addition, the proposing entity must have expe- u u u u u u Is compatible with current and planned trans- Shows potential benefits to regional air quality; Offerscongestionhighwaystaterelief thefor partIs Texasof DOT’s Unified Transportation Demonstrates support from the local public; Promises financial benefits to the state; Repayment Sources Repayment Sales and Leases Reimbursements Tolls Sales Taxes Property Taxes Taxes Fees and Fines PHOTO: WIKIMEDIA COMMONS Pass-through (shadow) tolls Congestion pricing VMT or mileage tolling Freight tolling transportation alternatives Cordon tolling: requires viable public Corridor tolling Vehicle-related sales taxes Dedicated sales tax Tax increment financing Special tax districts Miscellaneous traffic fines Road fees Vehicle ownership fees Transportation fees Transportation utility fee Utility installation fee Property development fees Traffic impact fee from developers Leases and concessions Sale of assets 2010. started in Highway 99 Texas State segment of Tolling on a ing resumed. backed by state general revenue, and the PTA fund- bonds in billion $2 anotherissue toauthority the Legislation enacted in July 2009 granted Texas DOT funding,additionaland PTAs wereplaced hold.on $1.32 billion. approximatelyestimatedatcommitments aretotal facility,traffic,theresulting the and payoutperiod, ( 2007 DOT commitments in PTAs approved as of October other partners. the by providedfinancingup-front the ofpercent the agency’s payments; PTAminimum the PTA to commitment addition is in more thanfinancing up-front 90 in participates DOT Texas cases, most tially,Inyears.lateramountsin lower followedby highest traffic scenarios result in higher payouts ini- thatare stretched outoverlonger a period, andthe years. The lowest traffic scenarios result in payments Montgomery County. Houston– in as cents, 7 receiving projects urban cents, near San Antonio, to 14 cents, near Austin;cents perand VMT; semiurban 15 projectsreceiving projects receivingarea rural fromwith agreements, 10 maximum monthlypayment. TheVMTratevaries and amongthe minimum a established have all rate per VMT, regardless of the amount of traffic, but Texas DOT districtsandlocalgovernments. from agencies 23 with in- discussions and depth interviews, questionnaire, a by mented supple- PTAs, 13 the for documents agreement The data used here derive from the application and oper. Of the 13 projects, 4 failed to reach a contract. 10 different counties, two cities, and a private devel- with partnershipPTAs in 13 negotiation, rized for Between projects. PTA August 2005 and October 2007, Texas for DOT autho- Commission DOT many counties and cities have petitioned the Texas PTAs have been a popular financing tool in Texas— PTA Projects gain PTA funding. to projectsof variety a allowed has criteria the of support can be demonstrated. The qualitative naturepublic if andTransportation ProgramUnified the ment zone. transportationareinvest- jurisdictionasits within area geographic a designate may it entity, public ificationsto complete the work. If the proposer is a rience in developing highway projects and the qual- In October 2007, the PTA program exhausted its Texas estimated the shows 27, page 3, Figure 20 to 10 from varies payments of period The AllofthePTAs9 that were executed usefixeda Basically, a project can qualify for a PTA if it is in 6 ). Depending on the opening date of each of dateopening the onDepending ).

TR NEWS 273 MARCH–APRIL 2011 27

2028 2026

2024 2022

Lowest Payments Scenario Lowest Payments Scenario Highest Payments

2020

2018 2016

. Good relationships

. Addressing . environ- Addressing

2014 a in involved parties All

2012

2010 2008

0

1. Explain the process. process. the Explain 1. 2. Develop relationships 3. Clarify the . details After potential partners 4. 4. Set realistic schedules 80 60 40 20

140 120 100 Millions FIGURE 3 Texas DOT annual commitment amounts for pass-through toll DOT annual commitment amounts for pass-through FIGURE 3 Texas of execution completion date 3 years from (6), assuming a project agreements agreement. funding the construction of facilities; as a result, staff result, a as facilities; of construction the funding never dealt with project As financing. enter DOTs training. appropriate need staff financing, debt into contributed DOT Texas example, for cases, some In manage- construction and design, planning, project the In costs. counting without ment other services another which for project any fast-tracked staff cases, financing. offered party Lessons Learned In addition to these findings, thegen- in interviewspartnerships about fre- points six raised quently particular: in PTAs and eral and commerce, of chambers government, local with funding leveraging for important are leaders political and for gaining public any support—or mitigating opposition. partnership need partnership to the understand transportation project development process and timelines. Some for professionals, example, may nontransportation expect that construction will start as soon as the available. is funding mental requirements can be time-consuming. enter possible. as discussions, soon as the clarified be detailsto need of arrangements the partnering DOT could reim- Texas For under PTAs, example, by front up paid amount the than more no for burse interest. for reimburse not could but party another ): 6 A cost–benefit analysis of PTAs should take into take should PTAs of analysis A cost–benefit The Texas reimbursement rate per VMT appears VMT per rate reimbursement Texas The Criteria such as congestion relief and air quality air and relief as congestion such Criteria Negotiating agreements. Cost–benefit analysis. Risk sharing. Project selection. Project 4. on guidance receive should staff district DOT Texas Tradi- agreements. financing innovative negotiating tionally, DOTs have accumulated revenue before performed; neither project proved toll-feasible. toll-feasible. proved project neither performed; are not contributed to transportation. transportation. to contributed not are account the revenue streams from the No project. formal cost–benefit analysis, however, a qualitative for wasexcept PTAs, the of any for per- formed In to benefit the local economy. confirming review were estimates feasibility toll preliminary cases, two 3. When public funds are involved, the benefits for each party should be properly estimated, and the 2. should be to tailored the reimbursements cir- PTA the to proportion in shared risk the with cumstances, that guaranteed PTAs the of Most benefits. expected they money the of most recover would investors the spend; in some cases, they also received the local revenue that was generated. Under this risk-free quickly funding the for demand PTA arrangement, practice British In contrast, availability. reduce outstripped to safeguards many with sharing, risk requires among competition including exposure, government payout. total the on cap a and investors per cents 15 receiving areas rural with inconsistent, 7 with to areas. 10 for urban cents VMT compared 2 than less of revenue a generate Texas in taxes Gas cents per paying VMT; 7 to 15 cents per VMT for exorbitant. is therefore building road Findings Four issues significant have arisen with the Texas ( program PTA 1. The DOT Texas criteria for projects selecting PTA reflect not do criteria The rigorous. more be should Europe—for in tolling shadow from learned lessons example, that the technical characteristics key. of are risks the the and potential, revenue its project, to decision The quantified. be should improvements of objectives the to relate should financing PTA use the project. PTAs should be local directed primarily to benefit—with statewide mobility—a improving goal. secondary a development economic costs and future revenues shared accordingly. Texas accordingly. shared revenues future and costs of as its part development economic DOT includes taxes local and taxes sales from revenues yet mission, 28 TR NEWS 273 MARCH–APRIL 2011 with privateentities. enter intoagreements project; Texas RMAscan Authority’s (RMA)first Regional Mobility the CentralTexas road openedin2007as Texas. Thetoll-financed in WilliamsonCounty, toll roadatBrushyCreek An overpassonthe183A in the United States and with innovativewithfinancingandUnitedStates the in Texas has gained leading-edge experience with PTAs Improving thePractice financial plan. theproject’sflexibilityforincall scope anddesign any conflicts, and focus on action items. ings, the parties can discuss the project status,partners aboutcriticalupdates. resolveWith regular meet- clearlydefined,beincluding communication all to responsibilitiesof each entity in a partnership must other district projects. of demands competing the or process permitting projectsbuilt sooner, the parties cannot neglect the gettingfinancingdebtisbenefitof key Although a necessary for an equitable contract. benefits, and an explicit estimate of these benefits is Eachparty toan agreement expects togain specific benefits.economicsharing estimating or for place opmentasprojecta goal, noformal procedure isin tools. Although Texas DOT includes economic duresdevel- for selecting partnership projects and financingectrisks. Texas DOTneedsstrengthen to itsproce- agreements. sharing,cost–benefitrisknegotiatinganalysis, and improvementsareas:ableprojectfourselection, in study of 13 PTA agreements in Texas revealed desir- in Texas differs somewhat from European models. A allythe same as shadow tolling, but the application arrangements for rural projects. PTAs are conceptu- 6. Be flexibleBe 6. The communicate. and leader a Designate 5. Partnerships require the equitable sharing of proj- . The possibilitytheThechangesin of . References 10. Government and Business EnterprisesBusinessDivision. Governmentand 10. 11. Haynes,L.,and N. Roden. Commercializing theManage- 9. 8. Shoal,J., A. Stafford, and P. Stapleton. Highway Robbery? 7. Persad, K., C. M. Walton,6. and P. Franco. 5. Walton, C. M., D. Marcus, K.4. Allen, R. Bonilla, Jr., D. Cruc- 3. Division.EnterprisesBusiness and Government 2. Texasof OfficeComptroller. State 1. Projects AcceleratingTransportationto Guide ABusiness: for Open way Projects Application Guidelines for Pass-Through Financing of High- dom. ment and Maintenance of Trunk Roads in the United King- ways.gov.uk/roads/3008.aspx. Transport,www.high-Kingdom.forDepartmentUnited About DBFOs: The First DBFO Contracts pp. 257–274 (2006). Operation (DFBO) in UK Roads. AFinancial Analysis of the Design, Build, Financing, and utexas.edu/research/ctr/pdf_reports/0_6034_P1.pdf. www. 2008. August Austin, Research, Transportation ects SemiurbanTransportationPartnershipsandRural for Proj- tr_docs/117.pdf. www.worldbank.org/transport/roads/1996.D.C.,ington, RMC Discussion Paper Series 117, The World Bank, Wash-Fishbein, G., and S. Babbar. Needs Report Nober, and G. Tomas. cher, E. Emmett, T. Johnson, C. Looney, D. McLane, Jr., R. www.fhwa.dot.gov/policy/ohpi/hss/hsspubs.cfm. tration, U.S. Department of Transportation, October 2009. TransportationStatistics 2008 ment of Transportation, 2006. 2007–2011 for Plan Strategic Plan: a Has ernment . Texas. ResearchDOT Product 0-6034-P1 Transportation . Texas Department of Transportation, 2006. . www.window.state.tx.us/. . Texas Department of Transportation, 2008. . Texas Department of Transportation, 2009. , Vol. 26, pp.31–54 (1999). 2030 Committee Texas Transportation Private Financing of Toll Roads . Federal.Highway Adminis- Transport Reviews Window on State Gov-StateWindow on . Highways Agency, Financing Tools and . TexasDepart- . . Centerfor , Vol. 26, TxDOT: TxDOT

.

A M R T C , T K : P UTHORITY OBILITY EGIONAL EXAS ENTRAL UCK IRK HOTO TR NEWS 273 MARCH–APRIL 2011 29 2 3 1 Details and highlights appear and highlights Details delivered delivered the 2011 Deb- Thomas Lecture. B. Distinguished Deen the of Chair Hersman, P. A. orah National Transportation Safety Board, was the featured speaker at the Chairman’spre- award major Luncheon,included which sentations. pages. following the on ANNUAL MEETING HIGHLIGHTS he Transportation Research Board’s 90th Annual Meeting, Annual 90th Board’s This year’s meeting had no- Longtime railway industry in a Changing World Changing a in January 23–27, 2011, at- in Wash- record a attracted D.C., ington, trans- 11,000 nearly of tendance portation professionals, schol- ars, and policy makers from the United States and abroad. More workshops and sessions 85 than explored the theme of “Trans- portation, Livability, and Eco- Chang- a in Development nomic ing World”; more workshops 650 than and 4,000 presentations and sessions—along with com- mittee meetings, special events, presentations—gave awards and attendees network opportunitiesand to share research findings. to table success attracting and en- couraging students and young professionals. After a Welcome new- Meeting Annual for Session young 600 approximately comers, on serve to volunteered attendees in- significant committees—a TRB crease crease from the previous program the year. of posters and Slides of compendium a presentations, made available through a new approximately 2,200 technical than more of videos and papers, 40 high-profile sessions were TRB Annual Meetingfeature. Online leader James W. McClellan Group of Consulting Woodside the T 2011 Transportation, Livability, Livability, Transportation, ) and ) and Economic Development Development Economic and right ) and ) ), Southeast ), ) converse with converse ) left center ). International ). The 2011 Annual 2011 The Peng Liao ( Liao Peng At the Chairman’s the At Annual Meeting Annual Cable by photographs Photography Risdon 3 2 1 center lower right lower attendees brought research brought attendees more from perspectives the to countries 70 than meeting. for record a set Meeting 11,000 attendance—nearly in converged participants to D.C., Washington, part take to and network 650 approximately in workshops. and sessions University, China, study the study China, University, program Meeting Annual Wuhan Zhu, Shunying with Technology of University ( Jun Chen ( Chen Jun TransTech Academy TransTech Cardozo from students in School High Senior many For D.C. Washington, assisted has TRB years, provides which TransTech, career and education next the to experience - trans of generation researchers. portation featured meeting The new to outreach expanded professionals. young and

Luncheon, 2010 Executive 2010 Luncheon, Michael Chair Committee ( Morris Scott A. Beverly member ( TRB 30 TR NEWS 273 MARCH–APRIL 2011 INTERSECTIONS in the Exhibit Hall. Program (SHRP 2) display Strategic Highway Research explore the Second Delcan Corporation, ( International Corporation Science Applications organizations. than 150 businesses and browse displays from more participants were able to committees. of TRB’s standing organization and activities Council oversees the outside committee events. receptions, and TRB and university and corporate informal gatherings, Annual Meeting included opportunities at the the meeting. also presented papers at rider research. Haselbach presentation on transit after Brakewood’s Institute of Technology, Brakewood, Massachusetts with daughter Candace University ( Washington State in transportation. focusing on human factors special series of workshops safety culture, part of a understanding industry workshop on prepare to speak at a Aviation Administration, Tony Fazio, Federal Safety Board ( National Transportation TRB committees. under to become active in attendees age 35 and provides an opportunity for Session. The session Attendees Welcome the New and Young Transportation (DOT), at U.S. Department of with Meredith Howell, Consulting ( TRB left 7 6 5 4 3 2 1 ), and Gary Millsaps, April Armstrong, At the Exhibit Hall, The Technical Activities Networking Liv Haselbach, Christopher Hart, Lori Diggins, LDA left left left ), poses ), confers ), and 2011 ANNUAL MEETING HIGHLIGHTS MEETING ANNUAL 3 1 6 5 Edward Kussy, Nossaman LLP. Ontario Ministry of Transpor tation; Penn State; Thomas Kazmier owski, Knipling, consultant; Peter Swan, Mandle, LeighFisher, Inc.; Ronald right:) Beckett Group; Mark Norman, TRB; Jeannie Beckett, Texas Transportation Institute (TTI); Authority; Chair Katherine Turnbull, ern Pennsylvania Transportation ration; Steven Silkunas, Southeast- right:) Activities Council, front row, left to 5 (TRB’s 2011–2012 Technical Mark Kross, consultant; Peter Johanna Zmud, RAND Corpo- (back row, left to 7 4 2 TR NEWS 273 MARCH–APRIL 2011 31 ), left ) Krista ) left to right to left ), shares his paper on paper his shares ), Panelists for Ecology of Ecology for Panelists Trevor Hanson, Univer- Hanson, Trevor Ruth Steiner, University Steiner, Ruth Derek Toups, Kimley- Toups, Derek David Congdon, Old Congdon, David key the on session a At Atlanta, Georgia, Atlanta, Nikiforos Stamatiadis, Nikiforos Lucille Marvin, U.S. Marvin, Lucille 5 6 7 8 9 1 2 3 4 right SPOTLIGHT SPOTLIGHT SESSIONS Scale: Road Ecology Road Scale: Practice and Research ( included sity of New Brunswick New of sity ( in seniors of behavior travel Brunswick, New rural Canada. of Florida, poses a question a poses Florida, of on session a at panelists to for Systems Transportation Communities. Livable Horn and Associates, Inc., Associates, and Horn on perspectives shares for technologies evolving lanes. managed Dominion Freight Line ( Line Freight Dominion urbanism, of elements University Marshall, Wesley pre- Denver, Colorado, of spatial the on research sents miles vehicle of distribution street on based traveled characteristics. network Mayor Kasim Reed discusses Reed Kasim Mayor the with experience city’s his Investments Transportation Economic Generating 2009. of Act Recovery emis- and energy examines different of impacts sion a at configurations vehicle workshop. trucking green University of Kentucky, of University Rein- on dialogue a leads Manage- Project venting Integrate to Practices ment Solutions. Context-Sensitive DOT, explores Economic explores DOT, to Strategies Development Mode Rail Freight Increase Share. Sherwood, National Park National Sherwood, Achterman, Gail Service; Jacob- Sandra DOT; Oregon of Department U.S. son, Thomas and Agriculture; Ohio. Westerville, Linkous, 9 5 7 3 4

2

ANNUAL MEETING HIGHLIGHTS 8

1 2011 6 TRB 32 TR NEWS 273 MARCH–APRIL 2011 WORKSHOPS SESSIONS AND countries. measures in different approaches, and counter- safety problems, research workshop comparing traffic issue in a Human Factors safety as a public health vention, speaks on traffic for Disease Control and Pre- state DOTs. value research projects from poster session for high- Mixture Segregation at a Procedures for Identifying Ground-Penetrating Radar Infrared Photography and explains Development of Donkor, Fehr & Peers. Roadway Traffic to Kwasi opments on Surrounding- Cumulative Impact of Devel- describes her research on the Fellows for 2010–11, of four TRB Minority Student Morgan State University, one increasing ridesharing. leads a workshop on sity of California, Berkeley, The Case of IntelliDrive. gies for Emission Reduction: Traffic Signal Control Strate- Berkeley, offers insights on University of California, cheon. at the Human Factors lun- an astronaut in his address draws on his experience as Space Administration, National Aeronautics and management. tive on active traffic addresses the state perspec- Minnesota DOT ( physical systems. and implementing cyber- research on characterizing University presented her Laura Poff of Vanderbilt Transportation Fellowship, Dwight D. Eisenhower TRB 4 3 2 1 8 7 6 5 Anita Narh-Dometey of Ann Dellinger, Centers Tom Scullion, TTI, Susan Shaheen, Univer- Alexander Skabardonis, Stephen K. Robinson, Kenneth Buckeye, A recipient of the right 2011 ), ANNUAL MEETING HIGHLIGHTS MEETING ANNUAL 1 3 6

8

Partnerships.

Public–Private

for Long-Term

Considerations

Management

explores Risk

Consulting,

Kerness

9 Eric Kerness, 4 7 5 2

9 TRB2011 ANNUAL MEETING HIGHLIGHTS

SESSIONS AND WORKSHOPS (continued)

1 Genda Chen, Missouri University of Science and Technology, guides discussion on Lessons Learned from the 2010 Chile Earthquake. 2 Kathy Ruffalo, Ruffalo & Associates, examines the History and Future of the Highway Trust Fund. 1 2 3 3 Anand Puppala, University of Texas at Arlington, participates in a Dialogue with Leaders in Design and Construction of Transportation Facilities. 4 Along with a panel of experts from Canada, Belgium, the Netherlands, and the United States, Takayuki Oba of Japan’s Ministry of Land, Infrastructure, and Transport (right), explores International Bilateral and 4 5 Multilateral Intelligent Transportation System Research Activities. 5 Therese McMillan, Federal Transit Administration (FTA), presides over Strategies for Achieving a State of Good Repair. 6 Njoroge Wainaina, North Carolina DOT, introduces a speaker at a session on transportation design and construction. 7 Alan Blatt, CUBRC, Inc., 6 7 8 9 shares experiences Implementing the SHRP 2 Naturalistic Driving Study. 10 Panelists for Current 8 Sulapha Freight Research and Peethamparan, Clarkson Implications for Freight University, moderates a 2011 MARCH–APRIL 273 NEWS TR Data included left( to session on Behavior of right) moderator Scott Cementitiously Stabilized Drumm, Port of Portland; Soils. Garreth Rempel, University of Manitoba, Canada; 9 Torkel Bjørnskau, Donald Ludlow, Cam- Institute of Transport bridge Systematics, Inc.; Economics, Norway, David Plazak, TRB; Alison presents research on bicycle Conway, City College of risk in Norway and Europe. New York; and Johanna Zmud, RAND Corporation. 10 33 34 TR NEWS 273 MARCH–APRIL 2011 messages to the community. technical transportation creative methods to convey sented awards for fresh and and Jane Q. Public pre- cating Concepts with John Competition on Communi- the issue. to news paper coverage of Iowa State University, points Road Safety, Keith Knapp, ways for LIFE. research presented on High- Mendez, FHWA, listen to Brinckerhoff; and Victor University of Florida; Roger Kenneth G. Courage, F. Thomas Creasey, Entran; University of Florida; William M. Sampson, ( tion Builders Association can Road and Transporta- administrators. with fellow U.S. DOT deputy participates in dialogue Administration (FMCSA), eral Motor Carrier Safety portation. Future Directions in Trans- and progress at a session on shares his agency’s priorities Maritime Administration, rization. face transportation autho- consider the future of sur- tion; and Peter Rogoff, FTA, Traffic Safety Administra- land, National Highway tration ( Federal Railroad Adminis- istrators Joseph Szabo, U.S. DOT leadership, admin- (continued) WORKSHOPS SESSIONS AND Lily Elefteriadou, University Dowling & Associates, Inc.; Richard G. Dowling, tute of New York University; P. Roess, Polytechnic Insti- recently published Bonneson, TTI, present the of Florida; and James A, Capacity Manual 2010 TRB left 7 6 5 4 3 2 1 ); Hal Kassoff, Parsons Panelists ( The Fourth Annual At a session on Rural T. Peter Ruane, Ameri- William Bronrott, Fed- Orlando Gotay, U.S. At a discussion with left ), David Strick- left to right Highway 2011 . ) ANNUAL MEETING HIGHLIGHTS MEETING ANNUAL 3 5 7 ning initiatives. guide the direction of future plan- public outreach campaign to help “Invent the Future,” a multimedia tion Committee. CMAP’s entry was Public Involvement in Transporta- sons Brinckerhoff and Chair of the (CMAP); and Jennifer Weeks, Par- Metropolitan Agency for Planning dall Blankenhorn, Chicago nications competition winner Ran- Environment Group ( and Chair of the TRB Planning and 6 1 ( Above ) Katherine Turnbull, TTI left ); commu- 6 4 2 TR NEWS 273 MARCH–APRIL 2011 35 ), ), left ), presents ), left left Patricia Hu, then with then Hu, Patricia W. C. Felice, Conrad Kathryn Chair Gakenheimer, Ralph reviews Tarko Andrew Watson IBM Shen, Wei Lane, Stephen D. Anita Vandervalk- Anita 8 4 5 6 7 1 2 3 presents a certificate of certificate a presents Nancy to appreciation University, Purdue Whiting, the of chair outgoing Aggregates Mineral Committee. information on traffic on information the to management Transportation Statewide Information and Data Committee. Systems National Ridge Oak a at speaks Laboratory, and students for program transportation new the by hosted professionals and Theory Flow Traffic Committee. Characteristics Bureau Director, now is Hu Statistics. Transportation of meeting a leads LLC, Felice, the for Modeling the of and Construction, Design, of Management Committee. Geosystems the guides Zimmerman Asset Transportation Committee Management meeting its through agenda. of Institute Massachusetts the chairs Technology, the in Transportation Countries Developing Committee. and activities current directions future explores Measures Surrogate the of - Sub Data Crash for committee. ( Center Research presentation a delivers - Transpor Regional the to Manage- Systems tation Operations and ment Committee. for Center Virginia Innovation Transportation ( Research and Ostrander, Cambridge Ostrander, ( Systematics COMMITTEE MEETINGS 9 5 7 2 4 1 ), receives ),

Rita B. Rita left 9 commendation D. Stuart from Texas Anderson, University, A&M of years her for of chair as service Manage- the Quality of ment Com- Assurance mittee. Leahy, Asphalt Leahy, Associ- Pavement Califor- of ation ( nia ANNUAL MEETING HIGHLIGHTS 8

6 3 2011 TRB 36 TR NEWS 273 MARCH–APRIL 2011 AWARDS AND PAPER DEEN LECTURE ( Council of Governments Morris, North Central Texas Committee Chair Michael R. guished Lecture. Thomas B. Deen Distin- Group, delivers the 2011 Woodside Consulting ( Research Associates, Inc. zopoulou, McGill University. to, and Marianne Hat- Miller, University of Toron- Jiang Hao ( and organization were outstanding paper in policy Award winners for Energy. Slezak, U.S. Department of present was coauthor Lee National Laboratory. Not car Franzese of Oak Ridge mut Knee ( Pyke Johnson Award to Hel- ing Papers. of the Awards for Outstand- Center, introduces winners Johns, Volpe Transportation Council Chair Robert C. Lectureship plaque. lan ( Deen ( utive Director Thomas B. Natural Lawyer for his work as editor of the John C. Vance Award HDR Engineering, received Mickle Award. recipients of the D. Grant and Education, were Transportation Research University Institute for North Carolina State and Bastian Schroeder, and construction. outstanding paper in design K. B. Woods Award for Research Lab, received the Hammons, U.S. Air Force TRB left left 8 7 6 5 4 3 2 1 ), and former TRB Exec- ), and Michael center 2010 Executive James W. McClellan, Athar Saeed, Applied The Charley V. Wootan Johns ( Technical Activities Richard Christopher, Nagui Rouphail ( right ) with the Deen center left left ) present McClel- ) and Eric ) presents the . ) and Os- left 2011 The ) ANNUAL MEETING HIGHLIGHTS MEETING ANNUAL 1 9 6 tion by young researchers. outstanding paper in avia- won the Burggraf Award for University of South Florida Nagesh Nayak of the Leeds. Stephane Hess, University of RAND Europe ( presented to James Fox, by authors under age 35 was in planning and environment Award for outstanding paper 10 9 Yu Zhang ( The Fred Burggraf 4 left left ), and ) and 7 2 10 8 5 3 TR NEWS 273 MARCH–APRIL 2011 37 ) presents ) ) right right TRB Executive TRB - Congress U.S. Former Executive 2011 Vest, Charles In her address, her In Executive 2010 6 3 4 5 1 2 National Transportation National Chairman Board Safety Hersman P. A. Deborah of importance the stressed and safety in investment accessible accurate, of recounted She records. lessons cross-modal high-profile in learned 2007 the as such events in collapse bridge I-35W 2009 the Minnesota; Metro D.C., Washington, pipe 2010 the and crash; Bruno, San in explosion California. Skinner, E. Robert Director Frank the presents Jr., Lifetime for Medal Turner in Achievement Jane to Transportation North Meridiam Garvey, America. Oberstar L. James man received (D-Minnesota) Bartlett S. George the outstanding for Award highway to contributions progress. Neil Chair Committee ( Pedersen Michael Chair Committee ( Morris R. W. Roy congratulates A. winner Award Crum emeritus Turner, Keith School Colorado professor, Mines. of National President, Engineering, of Academy introductory delivers Chairman’s the at remarks Luncheon. the W. N. Carey, Jr., Carey, N. W. the Service Distinguished DOT Kansas to Award former and Secretary Committee Executive Miller. L. Debra Chair CHAIRMAN’S AND LUNCHEON AWARDS 6 3 ), and ), Russell and ), cochairs of the of cochairs ), left right Rail Transit Infrastruc- Transit Rail , , Characteristics Characteristics of Asphalt ), Oregon State University. State Oregon ), 5 2 center William H. Moorhead H. William Reynaldo Roque, u u ture Committee; and Committee; ture Paving Paving Mixtures to Meet Structural Requirements Committee. Hunter-Zaworski ( Hunter-Zaworski sent an Emeritus Membership certificate to Katharine certificate Membership an sent Emeritus Lalita Sen, Texas Southern University ( University Southern Texas Sen, Lalita Thatcher, TranSystems Corporation ( Corporation TranSystems Thatcher, Accessible Transportation and Mobility Committee, pre- Committee, Mobility and Transportation Accessible

ANNUAL MEETING HIGHLIGHTS Accessible

Construction of Accessible Trans- Accessible 4 , , Transportation Economics Transportation 1 , , , Aviation System Planning , Aviation , , Rural and Public Intercity 2011 Transportation Planning Appli- Planning Transportation Committees Salute Long-Term Leaders Long-Term Salute Committees Transportation Asset Management Asset Transportation , , General Issues in Asphalt Technol- Asphalt in Issues General

Christopher G. B. Mitchell B. G. Christopher Douglas B. Lee, Jr. Lee, B. Douglas McNeil Sue Ramankutty Kannankutty, Linda Linda K. Howard Katharine M. , Hunter-Zaworski Jerry M. Faris, Faris, M. Jerry Fee, Frank Jon Jon E. Burkhardt

u u u u u u u u u n recognition of their important long-term contribu- long-term important their of recognition n

tions and outstanding service on technical activities technical on service outstanding and tions TRB Committee; Committee;

committees, 11 individuals were awarded emeritus awarded were 11 individuals committees, are membership at committees the their and 2011 honorees Annual Meeting. The I portation and Mobility Committee; Mobility and portation Committee; cations Committee; cations Committee; ogy Committee; Mobility and Transportation Committee; Structures and Bridges Bus Transportation Committee; Transportation Bus 38 TR NEWS 273 MARCH–APRIL 2011 TRB 2011 N New Leaders Step Up to Executive Committee the I-95 Corridor Coalition, a group of transporta- groupof a Coalition, Corridor I-95 the of Board Executive the chairs Pedersen Officials, Transportation and Highway State of Association American the with active Also Committee. ning TransportationPlan- Multimodal Statewide the of committees and panels, and is an emeritus member TRB many on served has Council, Activities nical Research. From 2005 to 2008, he chaired the Tech- Capacity for Committee Coordinating Technical Program Research Highway Strategic second the vice record of more than 30 years. He currently leads Chief Engineer for Planning and Engineering at SHA. liminary Engineering and Deputy Administrator and ersen was Director of the Office of Planning and Pre- Capital Beltway. Before serving as Administrator,linksI-270withI-95norththe of Ped- which Maryland, in Connector as the recently opened Intercounty politanWashington, D.C.,wellas Woodrow Wilson Bridge in metro- the overseenprojectsas hassuch Administrator;he SHA Maryland Chair. versity of Arizona, is the 2011 Vice Rosen- bloom, Professor of Sandra Planning, Uni- Governments. of Council Texas Central North Morris, Director of R. Transportation, Michael succeeds He mittee. ChairoftheTRB Executive Com- Administration (SHA), is the 2011 Pedersen, a Massachusetts native, has a TRB ser- became Pedersen 2003, In tor, Maryland State Highway i J Pdre, Administra- Pedersen, J. eil ANNUAL MEETING HIGHLIGHTS MEETING ANNUAL atthe Chairman’s Luncheon. gavelto2011 Chair Neil J.Pedersen MichaelR.Morris ( 2010Executive Committee Chair right Clark, UCLA; and Susan Martinovich, Nevada DOT. Butler, Norfolk Southern Corporation; William A. V. pointed to the Executive Committee are Deborah H. versity; and Thomas K. Sorel, Minnesota DOT. Reap- Conservation Fund; Kumares C. Sinha, Purdue Uni- Selzer,The TransportationA.Lawrence of (DOT); Cabinet; Michael P. Lewis, Rhode Island Department port; Michael W. Hancock, Kentucky Transportation James M. Crites, Dallas–Fort Worth International Air- Los Angeles (UCLA). in political science from the University of California, a master’s degree in public administration and Accessibleto a Transportation Ph.D. Research. Shereceived the Roger Tate Award for Outstanding Contributions and community development; in 1999, she received Wormley(1997). (1991);E.Dean Carlson (2002); and David N. MichaelWalton, University ofTexas atAustin CentralTexas Council ofGovernments (2010); C. Richardson,TTI (1988); Michael R.Morris, North Pedersen,Maryland SHA (2011); Herbert H. Technology(1994); ( JosephM.Sussman, Massachusetts Institute of (2008);Martin Wachs, RAND Corporation (2000); RobertE.Skinner, Jr.; Debra Miller, Kansas DOT DirectorThomas B.Deen; Executive Director ofSouthern California (2003); former Executive Association(1992); Genevieve Giuliano, University WilliamMillar, American Public Transportation rate90years ofTRB: ( ExecutiveCommittee chairs gather tocommemo- CELEBRATINGTRB’S 90TH— ) passes) the Newly appointed to the Executive Committee are societal trends in transportation in trends societal on and planning transportation writtenbloomhasextensively on TRB’s Roy W. Crum Award. Rosen- tees and was the 2004 recipient of active participant in TRB commit- an is She Studies. Development Regional and Land for Institute P.Roy Drachmanthe ofDirector as years 13 thanmore for served sity of Arizona, Tucson, where she been on the faculty of the Univer- highway innovation. promoting work his for Award Bartlett S. George the received he 2006, In provinces. two Canadian and Columbia, of District the states, 16 from agencies tion backrow, left toright: Since 1990, Rosenbloom has Rosenbloom 1990, Since Frontrow, left toright: Currentand past ) Neil) J. ) TR NEWS 273 MARCH–APRIL 2011 39 2010 Executive Executive Director Neil Pedersen, 2010 Sandra Rosenbloom, Kumares Sinha, Paula Hammond, Eugene A. Conti, Jr., Gray, John T. Susan Martinovich, James Crites, Deborah Butler, Peter Appel, Beverly Scott, Daniel Sperling, 5 6 7 8 9 1 2 3 4 13 14 10 11 12 Committee Chair Committee Michael R. Morris guides committee members of through a discussion TRB business. Jr., Robert E. Skinner, reviews current TRB initiatives and programs. offers Chair, Vice insights. Also participating in Executive Committee deliberations were University of Arizona, Chair; 2011 Vice Purdue University; State DOT; Washington North Carolina DOT; Association of American Railroads (right), and Marc Carrel, South Coast Air Quality Management District; Nevada DOT; Dallas–Fort Worth International Airport (right), and Douglas Con-way Inc.; Stotlar, Norfolk Southern; Research and Innovative Technology Administration; Metropolitan Area Authority; Rapid Transit and University of California, Davis. EXECUTIVE COMMITTEE 7 3 14 10 6 13 2

9

5 12 ANNUAL MEETING HIGHLIGHTS

1

8 2011 4 11 TRB 40 TR NEWS 273 MARCH–APRIL 2011 national freight policy. issues to be addressed in a industry and examines trends in the bulk freight Moffatt & Nichol, outlines freight policy. their effect on a national freight industry trends and perspective on high-cost Technology, presents a Georgia Institute of freight policy discussion. issues during the national strategies and institutional questions about funding California, answers University of Southern Committee policy session. movement at the Executive priorities related to goods Inc., examines corridor-level Cambridge Systematics, and Transportation Association; American Public ett Group; chair Jeannie Beckett, Beck- Advisors; DOT; Transportation Officials; State Highway and American Association of in the conversation were tion research. Participating and trends in transporta- ports on endeavors, issues, tive Committee shared re- Members of the TRB Execu- (continued) COMMITTEE EXECUTIVE 12 11 10 TRB 9 8 7 6 5 4 3 2 1 Walter Kemmsies, Chelsea (Chip) White, Genevieve Giuliano, Lance Grenzeback, Vincent Valdes, FTA. Jeffrey Paniati, FHWA; Arthur Guzzetti, TRB Marine Group David Seltzer, Mercator Anne Ferro, FMCSA; Kirk Steudle, Michigan John Horsley, 2011 ANNUAL MEETING HIGHLIGHTS MEETING ANNUAL 5 1 12 9 Conferencein2009. TransportationPolicy GoodeNational Center’sDavid R. reportfrom the Miller Committeeona theExecutive HoganLovells, brief andJeffrey Shane, GeraldBaliles ( VirginiaGovernor Affairsand former MillerCenter ofPublic UniversityofVirginia’s 13 Directorofthe left 2 6 ) 10 3 7 13 11 8 4 TR NEWS 273 MARCH–APRIL 2011 41

PHOTO: ANTHONY SANCHELLI, U.S. AIR FORCE The committee recommends that just as just that private recommends The committee In limited circumstances, the criteria of the developers must pay impact fees for improvements fees pay impact must developers Defense of Department U.S. the sites, their access to (DoD) should accept more financial responsibility for resolving Sim- transportation areas. problemsmetropolitan in relatedbases military to on growth from that communities benefit economically ilarly, share their pay should bases military of presence the improvements. transportation needed the of Issue BRAC 2005 concentrates tensadditional of personnel thousands at of several metropolitan areas with bases, transportation infrastruc- some in ture that is already congested. The law stipulates by completed be must realignments BRAC the that September 15, 2011; because personnel will arrive as soon as the changes will be rapid. bases are readied, community Defense Access Roads (DAR) program and apply, DoD for funding improvements. provides roadway and state considers DoD however, part, most the For Federal Funding of Transportation he Defense Base Closure and Realign- ment Commission (BRAC) is designed to provide an apolitical process for the timely closure and realignment of mili- According According to the findings of a study published tary installations in the Unitedbut bases, closed primarily States.law the under decisions Previous BRAC 2005 has increased the number of on-base personnel, military families, and defense-related contractors at or near 18 military bases, several in problems. with traffic areas major metropolitan Spe- as (TRB) Board Research Transportation the by cial Report 302, Improvements in BRAC Cases, the time period for fully implementing the BRAC decisions—by Sep- addi- significant avoid to short too 2011—is tember and personnel military for congestion traffic tional other commuters during peak travel periods. 2010 amendment Congressional to the Fiscal Year A the and study, the requested appropriations defense National Council Research of the National Acade- aus- the under committee study the appointed mies pices of TRB (see box, page 44). T

The Defense Base Closure

Weiner, a transportation Weiner, consultant in Silver Spring, Maryland, served as staff to the committee Godwin is for this study. Studies TRB Director, and Special Programs. in BRAC Cases BRAC in EDWARD WEINER AND STEPHEN R. GODWIN NEW TRBImprovements SPECIALTransportation of Funding REPORTFederal and Realignment Commission (BRAC) increased the number of military personnel, families, and contractors on 18 bases; many are returning from overseas assignments. In metropolitan areas, the impacts on transportation systems may be severe, and sources of funding for expansion and upgrades are yet to be identified. 42 TR NEWS 273 MARCH–APRIL 2011 BRAC consolidations. traffic outlookunderthe lead toaproblematic lack oftransitoptions Overcrowded roadsanda Washington, D.C.,area. metropolitan interchange inthe south ofabusyhighway Fort Belvoirislocated base realignmentplan. Fort Belvoirunderthe scheduled toarriveat civilian personnel 20,000 militaryand capacity forthenearly under waytoadd Virginia, havebeen southern FairfaxCounty, Improvements toroadsin off-base transportation facilities. The only DoD pro- tion—is 9 years at best, and usually construc- 15 to 20 years. through processes environmental and ing highway and transit projects—from the planning funds. ity enhancements; and projects for available federal and state aid for capac- in state and regional transportation plans; ronmental impact of projects and for including them limited options for expansion; facilities,usedparticularlyurbanized areaswithin cope with the following challenges: must jurisdictions local and state cases, BRAC In Challenges the increases addressing in traffic for attributable responsible to military expansion. authorities local DoDhas alimited view of its responsibilities for Moreover, the normal length of time for develop- u u u u

The general shortage of available state and local The intense competition among state and local envi- theevaluating forprocess lengthy The heavily on growth traffic of pace rapid The

DOT V : P IRGINIA HOTO severely affected by BRAC 2005. near-termcommunitiesimprovementsmostthe in for pay to fundsstimulusreallocation of a or tion ried out by metropolitan planning organizations; and ongoing urban transportation planning process car- ning for infrastructure projects, working though the plan- and coordination,communication, improve the military should pay their share; bases in metropolitan areas; doubles; expansioninsteadprovidingof trafficfundsonlyif base by affected areas metropolitan in approach ity for the traffic problems that it causes; travel demand in congested metropolitan areas. some serve tonecessary often expansionistransit facilities. Finally, DAR is limited on-base to for roadcommanders projects,base of yet priorities higher the funds also which budget, construction itary addition, off-base projects compete for poorly in the unrealistic mil-congested metropolitan is transportation however, networks. policy,In this gestion; decisionsincreasecon- DoD if facilities,evention transporta-off-baseresponsiblefor areauthorities that facilities already are congested. area metropolitan for impossible areas. criteria,including the doubling of built-up traffic—which is in expansion Eligibilityfortheprogram determinedis severalby base for equate structureoffthe base—the DARprogram—is inad- gram that can assist in funding transportation infra- Recommendations solidations, other sources of military growth at the to address funding the problems. in gaps the and networks, portation trans- civil on impact projected the cumstances, cir- diversetheir for cases the selectedcommittee surroundingsignificantlythecommunities. in The actionsareaffecting willoraffect traffic congestion whichforBRAC2005decisions othermilitaryand committeebasesThesixdevelopedstudies ofcase Case Studies next few years include the following: specificproblems caused by BRAC 2005 during the The committee’s recommendations to ameliorate the Otherwise, under DoD policy, local and state and local policy, DoD under Otherwise, The case studies made clear that the BRAC con- u u u u u u Congress should consider a special appropria- The military and affected communities should Communitiesbenefiteconomicallythat from for neededservicestransit fund should DoD The DAR program should adopt an impact fee DoD should accept more financial responsibil- TR NEWS 273 MARCH–APRIL 2011 43 , is available is , Special Report 302, Report Special Trans- of Funding Federal Improvements portation Cases BRAC in Bookstore TRB the from www.trb.org/Finance/ at to Public/Bookstore.aspx; go online, book the view http://onlinepubs.trb. to org/onlinepubs/sr/sr302. pdf. Interstate 5, serving Joint Base Lewis–McChord in State, is at Washington capacity and often experiences traffic problems, but the estimated $1 billion needed for expansion is not available. At Fort Meade, significant numbers of office Planners have identified road to improvements Demand management measures are already in

approximately equidistant between Baltimore, Mary- Baltimore, between equidistant approximately mili- 40,000 than More D.C. Washington, and land, contractors private and employees civilian and tary annu- billion $4 contributes which site, the at work economy. Maryland the to ally good workers are being moved comparatively from locations near offers the which region, the of center transit service, to more remote locations with less major- The service. transit used rarely and roads extensive clogging cars, private on rely will workers of ity traffic. commuter under strained already but some of these remain alleviate these problems, mostly unfunded. Planners also project aggressive are these programs—although management demand important to the management strategy, congestion the goals are difficult to achieve because of Fort location. Meade’s Joint Base Lewis–McChord Joint Base (JBLM) Lewis–McChord is located near South Puget Sound supports a in population of Washingtonmore than 130,000 State on and base and in neighboring communities, including military personnel, serving network highway The families,employees. contract and civilian and and oper- the base depends heavily on Interstate 5 corridor base the in I-5 Expanding capacity. at ates would cost an estimated $1 billion, but funding is not available. JBLM—carpooling, at workforce civilian the for use for example, is common—but these measures are oper- an on soldiers the for practical be to likely less ating base of such size and complexity. JBLM

: W : P DOT S ASHINGTON HOTO TATE Also unfunded is an enhancement to the nearby the to enhancement an is unfunded Also According to the report, the consequences for the for consequences the report, the to According According to the case study, many thousands of thousands many to the study, case According Although the committee cannot predict the con- the predict cannot committee the Although Fort Meade Fort Meade is located in Anne Arundel County, with additional turn-lane capacity is unfunded. unfunded. is capacity turn-lane additional with Metrorail station that would deflect thousands of serv- artery major a crossing from users transit new delays. additional causing and NNMC and NIH ing unlikely are shifts mode for plans ambitious Overly intended. as well as work to could could be severe. Increasing the throughput of the out is lanes adding by NNMC serving arteries major of of the because question cost and environmental intersections critical all improving even but impact, saturated roads serving NNMC and other commuters other and NNMC serving roads saturated National Naval Medical Center The National Naval Medical Center (NNMC) in Bethesda, Maryland, is located in a densely popu- County. of Montgomery area unincorporated lated, The center houses approximately 70,000 workers during the includingday, 18,000 at the adjacent (NIH). Health of Institutes National FortBelvoir non- three includes that base single a is Belvoir Fort contiguous geographic areas in Northern Virginia. Already the single than workers more largest house will Belvoir Fort County, employer in Fairfax consolidations. BRAC the after Pentagon the military region, and the civilian of employees center are the being near moved areas employment from and highway net- served transit by well-developed competi- which in locations remote more to works, achieve; to impossible virtually is service transit tive single-occupant in travel employees most moreover, Belvoir Fort the serving facilities Transportation cars. area already are overloaded and are experiencing congestion. severe bases, and personnel returning from two wars are causing few severe next the in transportationareas many in out play will problems. problems These years. sequences, congestion could be severe sufficiently communities surrounding and military the affect to negatively by preventing personnel from reaching contrast, In times. commute acceptable within work jurisdictions smaller in that implied study case one with land available, transportation improvement on the and individuals are less plans controversial, to together worked have sides and civilian military problems. capacity address and anticipate 44 TR NEWS 273 MARCH–APRIL 2011 portation solutions. implement trans- have workedtogetherto community, andstate 2006. Thebase, soldiers peryearsince has added2,000to3,000 Fort Bliss,Texas, which construction in2008at tours newbarracksunder Robert M.Gates(center) U.S. SecretaryofDefense Randall Yim, George E. Schoener, Kevin Neels, Fred Meurer, Ashby Johnson, Max I. Inman, James R. Gosnell, Thomas B. Deen, Thera Black, Joseph M. Sussman CommitteeforStudy a onFederal Funding of Realignmentand Closure (BRAC) Cases TransportationImprovements inBase Thurston Regional Planning Council, Olympia, Washington Brattle Group, Washington, D.C. Independent Consultant, Scottsville, Virginia City of Monterey, California Mercator Advisors, Fairfax, Virginia Houston–Galveston Area Council, Houston, Texas Transportation Consultant, Stevensville, Maryland West Coast Corridor Coalition, Los Angeles, California , Massachusetts Institute of Technology, I-95 Corridor Coalition, Celebration, Florida military’s mission, because additional beennothassecured.off-base Thiscouldharmfulbe the to housing highway is improved, and funding for improvementsthedevelopmenteconomicuntilimpede will This servicelevelsdecline acceptablebelow an standard. law, however, limits development whenwill increaseinfrastructure itsimportance. Thestate’s concurrency tourist economy. an east–west U.S. route that is important to the area’s Okaloosa County, SR-85, and may disrupt travel on in road statenorth–south only the congest cantly signifi- will expansion base The workers. civilian approximately 16,500 military personnel and 4,500 County, Florida, Okaloosa is in the largestlocated (AFB), AFB Base in Forcethe world, Air Eglin with Eglin AirForce Base and thelossoflanecapacity. com- operations, pounding delays and safety problems stop-and-go with backups in increases ing experienc- is which I-5, on totally almost depends Thebase is vital to the region, and the expansion Chair in personnel at military bases. in personnelat military help avoid future problems caused by rapid growth improve to base–community communication and planning recommendations will committee’s the of Adoption required. be will authorities civilian and commanders base between communication better and funding, priorities, area DoD metropolitan realigned greater but eased, be can delays modated in a few months or a few years. Over time, accom- be cannot bases serving routes congested additional travel demand caused by BRAC 2005 on The expensive. and complex is problems gestion con- transportation area metropolitan Resolving Communication andPlanning able for capacity expansion. committed to support the project, and landare is avail- state and community be a when can accommodated growth base how shows case The 2011. the newsoldiersanddependentsarrivein2012. mental reviews, and begin construction before all of found a way to fund the project, complete environ- the in community and state process,the 2005 and BRAC early identified was expansion base port significant new segment of highway needed to sup- A examined. cases other the to counterexample a provides Bliss Fort Paso, El around and in needed and 2,000 private contractors. workers, civilian 3,000 dependents, 29,000 diers, roughlyof19,000totalsol-2009 a for2006,since The base has added 2,000 to 3,000 soldiers annually growing U.S. Army installation in the United States. FortBliss innortheast ElPaso, Texas, isthe fastest- Bliss Fort sion cannot be approved until SR-85 is expanded. and new business development to support base expan-

Completionprojecttheexpectedwinterofis in are improvements transportation Although

D D , C C : P EFENSE OF EPARTMENT ULLEN HERIE HOTO TR NEWS 273 MARCH–APRIL 2011 45

PHOTO: MINNESOTA DOT 1 . . Although 1 chapter has chapter Q previously a single a previously and the length and term the length -controlled (TWSC) intersections, (TWSC) -controlled 1 1 d STOP -controlled (AWSC) intersections, and intersections, (AWSC) -controlled interchange ramp terminals interchange STOP The The Unsignalized intersections, intersections, Unsignalized u u For titles of the NCHRP projects cited in this article, see this article, cited in For titles of the NCHRP projects the sidebar on page 48. 1 Among the new features of HCM 2010 is updated zones material on the impact of weather and work on freeway capacity. equivalent to the HCM 2000 method for the idealized the for method 2000 HCM the to accom- can equivalent and flexible more is method IQA the case, arrivals coordinated as such cases, nonideal modate saturation differing with periods green multiple and protected-plus-per- with occur can which rates, lane flow left-turn for procedure check A turns. left mitted added. been has also overflow all-way all-way which developed a comprehensive database of U.S. database a comprehensive developed which method- new established and operations roundabout The performance. roundabout evaluating for ologies round- for table (LOS) level-of-service a adds chapter abouts. the operation of an actuated controller. A new incre- new A controller. actuated an of operation the calculates method (IQA) accumulation queue mental the term delay chapter, now are described in three chapters, cover- chapters, three in described are now chapter, ing two-way roundabouts. The TWSC method in the HCM 2010 HCM the in method TWSC The roundabouts. and streets, six-lane along intersections analyze can queue-estimation a includes now method AWSC the The material is procedure. roundabout completely Cooperative National of work the on based updated, 3-65, Project (NCHRP) Program Research Highway

PHOTO: NEW JERSEY TURNPIKE AUTHORITY to the to to assist application of procedure models procedure Highway Capacity Highway and the evaluation of those of evaluation the and active traffic management traffic active (HCM 2010), recently released by released recently 2010), (HCM he fifth edition he of fifth edition the Manual (TRB), Board Research Transportation the incorporates results from more than $5 signalized intersections intersections signalized integrated multimodal approach The The Guidance on the proper of presentation The Generalized service volume tables An u u u u u HCM 2010 introduces several firsts, including including firsts, several introduces 2010 HCM million of research completed since the publication of publication the since completed research of million the HCM 2000. This plan- and latest engineers that effects edition methodologies the updates significantly environmental and traffic the assess to use ners projects. highway of Key Changes Key HCM the in changes key the of some are Following 2010: Highway Capacity Capacity Highway 2010 Manual PAUL RYUS,RICHARD MARK G. VANDEHEY, DOWLING, LILYAND ELEFTERIADOU,BARBARA K. OSTROM analysis analysis and evaluation of urban streets from passen- the transit drivers, automobile of view of points pedestrians; and bicyclists, gers, analysis microsimulation results; and capacity; and demand to relation in planners in sizing roadway facilities. roadway sizing in planners T HCM 2010 features findings on active traffic Ryus is Associate is Ryus & Kittelson Engineer, Inc., Associates, Denmark; Svendborg, Managing is Vandehey & Kittelson Principal, Portland, Inc., Associates, is Elefteriadou Oregon; Civil of Professor Director and Engineering Transportation the of Center, Research Florida, of University is Dowling Gainesville; Dowling President, Oakland, Inc., Associates, is Ostrom and California; Engineer, Principal Engineering MACTEC Beltsville, Consulting, and Maryland. NEW TRB PUBLICATION management, which strategically deploys an array of measures to relieve congestion. 46 TR NEWS 273 MARCH–APRIL 2011 Chapter 3. Oregon; fromHCM2010, Denmark, andPortland, programs: Copenhagen, in infrastructureand cities thathaveinvested bicycle volumesfortwo Hourly variationsin evaluating performance. methodologies for includes new completely updatedand in HCM2010is the roundaboutmaterial entries, fromChapter21; Capacity ofroundabout % of daily trips Capacity (pc/h) 10% 12% 14% 1 1,200 1,400 ,000 0% 2% 4% 6% 8% 200 400 600 8 00 0 02 0 04 0 06 0 08 0 01 , 0 0 01 , 2 0 01 , 4 0 01 , 6 0 01 , 8 0 02 , 0 0 0 Dashed regression extrapolated beyond the data the beyond extrapolated regression Dashed entry against one conflicting lane conflicting one against entry two-lane of lane either or one-lane of Capacity 0 1 2 3 4 5 6 a methodologya foraggregating results from theseg- among the modes. ating tradeoffs in allocating urban street right-of-way Project3-70 hasprovided methodologya forevalu- stop rate along an urban street. In addition, NCHRPestimatingthe formethod new a as well astimes, estimating urban street free-flow speeds and runningfor methodsimprovedpresents chapter The 3-79. rewritten, incorporating the work of NCHRP Project making an appropriate selection. andinterchangesof types various of performance includes a methodology for assessing the operational and the single-point urban interchange. The chapter viceinterchange types—diamond, partial cloverleaf, analyses and obtaining the LOS for a full range describesof newmethodaser- forconducting operational chapter The 3-60A. and 3-60 Projects NCHRP of been completely updated with findings from the work 7 u u Conflicting Flow Rate (pc/h) Rate Flow Conflicting 8 Copenhagen A new The Hour beginning Hour 9 lane entry against two conflicting lanes two- of lane right or entry one-lane of Capacity 10 urban streetsegmentsurban urban street facilities 11 12 13 a entry two-lane of lane left of Capacity gainst two conflicting lanes 14 Portland

15 16 17 18 chapter traces out chapter has beenchapterhas 19 20 21 22 23 of transit vehicles on urban streets, readers can con- facilities. For methodologies specific to the operation incorporated into the analyses of the variousbicycles, topedestrians,roadwayable transitbeen haveand have been eliminated—instead, the methods applic- chapters for the bicycle, pedestrian, andbicyclists pedestrians.onandcarstransit stand-alone The modes tion of the HCM that takes into account the effects ofanalysis for incorporatestools 2010 HCM the the HCM 2010. trate the use of alternative tools in conjunction with the tools in analyzing a facility. Severalcontainster specific guidanceapplicationtheexamples on of illus- native tools. In addition, each methodological chap- offers guidance on interpreting the results from alternativealter-andHCM analysis Chaptertools,and7 of applications typical describes 6 Chapter 3-85. applyingresearch conducted under NCHRP Project tools trol, and speed harmonization. con-signaltrafficlanes,managedsystems,mation roadway metering, congestion pricing,include travelerdiscussed Strategies infor- techniques. agement and general guidance on evaluating active nismstrafficaffecting demand, capacity, man- andperformance; strategies to relieve highway congestion; the mecha- Highway Administration (FHWA), describes various researchon producedcompiled Federalandtheby Anew chapter on New Approaches LOS F has changed. the weaving configuration, and ( rithm for predicting nonweaving speeds, regardlessrithm forof predicting weaving speeds and methodologyapplyinga( the arein single algo- datesetofweaving data. Thetwo major differences 2000,theHCM2010 models derive from up-to-an HCM ingiven that similar toweaving segmentsis analyzing for process general the Although 3-75. pletelyupdatedwith findings fromNCHRPProject way operations. impact of active traffic management measuresfreeway on facilityfree- capacity, plus new information materialon the on the impact of weather and work zones tableon for LOS based on density. Other updates include mance. traffic management measures on urban street perfor- ment. Information is provided on the impact ofment activeand point levels of analysis into a facility assess- To encourage HCM users to consider all travelers, examinesofusethe 2010 HCMThe u u The The n ojnto wt tcnqe presented, techniques with conjunction in along highway facilities. This is the first edi- freewayweaving freeway facilities freeway activetraffic management, chapter has been com-beenchapterhas chapter introduces a introduces chapter b ) the threshold for a ) a single algo-singlea ) multimodal alternative based TR NEWS 273 MARCH–APRIL 2011 47 2,500 2,000

LOS F LOS E Freeway speed–flow curves, from HCM 2010, Chapter 11 (LOS = level of service; pc = passenger car; ln = lane). HCM 2010 consists of four volumes—three looseleaf volumes in a slipcased set and one electronic-only visit the order, volume. To TRB online bookstore, http://books.trbbookstore. org/hcm10.aspx.

.

1,500 LOS D

Volume 3: Inter- 3: Volume contains method- contains Flow Rate(pc/h/ln) 1,000 LOS C is an electronic-only an is

LOS B 500 flow speed

- Uninterrupted Flow Uninterrupted reflect an approach similar to that of Vol- of that to similar approach an reflect : : LOS A 75 mi/h free 70 mi/h 65 mi/h 60 mi/h 55 mi/h 0

0

Volume 2 Volume The freeway chapters are presented first, arranged first, presented are chapters freeway The of chapters methodological The 30 20 10 80 70 60 50 40

Speed (mi/h) Speed

Web Volume Web Guide Applications 4: Volume volume accessible exclusively to registered HCM perform perform an guidance analysis; on and interpreting and sym- and the terms results; analysis presenting Primer, HCM 8, Chapter 2010. HCM the in used bols makers. decision for summary executive an offers ological chapters relating to system elements, as well as elements, system to relating these chapters analyze ological to needed resources and materials the as thoroughly process the of description The elements. and scope the including involved, steps the conveys the default specific of the limitations methodology, of the special handling the LOS values, thresholds, tools. alternative of application the and cases, chap- the level; segment the to level facility the from Vol- follow. highways two-lane and multilane on ters the ume Part III 2 uninterrupted-flow incorporates from material with along 2000, HCM the of chapters specific as chapters—such II Part corresponding the in directly thresholds—used LOS and values default termi- ramp interchange on chapter The analysis. an nals, which appeared with the uninterrupted-flow 3 of in Volume appears 2000, in HCM the chapters chapters interrupted-flow the with 2010 HCM the Flow rupted ume 2, var- the starting segments, with street urban by a followed chapter facilities, on bicy- and urban pedestrian street off-street and intersections, ious on The facilities chapters urban street cle multimodal facilities. of level highest the provide segments and for LOS determine to methods presenting evaluation, users. transit and bicyclists, pedestrians, motorists,

PHOTO: DAN BURDEN, PEDESTRIAN AND BICYCLE INFORMATION CENTER to have have been two-lane high- two-lane —check and correct for correct and —check off-street shared-use path shared-use off-street computational engines computational presents the basic informa- basic the presents generalized service volume basic freeway segments basic segments freeway . that show the maximum demand volumes for volumes demand maximum the show that chapter chapter now only provides a one-directional TCRP Report 100: Transit Capacity and Quality of Quality and Capacity Transit 100: Report TCRP To assist planners in sizing highway facilities, the facilities, highway sizing in planners assist To Volume 1: Concepts 1: Volume Multivolume Format Multivolume The many of new has manual the retained stylistic as the such 2000, in HCM the introduced elements procedures have been updated with U.S. data. U.S. with updated been have procedures Additional Changes Additional throughout implemented been have changes Smaller in curves speed–flow the example, For manual. the the on chapter have curves and tables key several and methodology, the Finally, updated. been tables The conditions. of set specified a under LOS given a methods. intensive provides also HCM 2010 the of some applying in users assist in changes Small database. expanded an with updated called material—now junctions ramp and ramps the diverges and merges freeway The distributions. lane unreasonable ways HCM 2010 includes sult sult Manual Service A shared pedestrian–bicycle path in San Luis Obispo, A shared pedestrian–bicycle shared-use updates off-street California. HCM 2010 path procedures. page layout formats. The HCM 2010 content, how- content, 2010 HCM The formats. layout page ever, ever, is organized into Applica- and four Flow, volumes—Concepts, Interrupted Flow, Uninterrupted as a issued are volumes three first The Guide. tions slipcased set of three looseleaf volumes; Volume 4 is 4 Volume volumes; looseleaf three of set slipcased delivers structure The four-volume only. electronic HCM to help of detail, levels at several information method- the users apply and concepts, understand applications. potential and ologies, tion that an analyst should master before performing before master should analyst an that tion analyses of highway capacity or quality of service. performed; be The can chapters cover that the organization of applications the of HCM kinds the qual- 2010; and capacity, flow, traffic characteristics; modal to available tools of range the concepts; ity-of-service 48 TR NEWS 273 MARCH–APRIL 2011 Capacity Manual the HCM 2010: The following research projects contributed to the development of for Increasing Capacity and Improving Performance. tion of Shared-Use Paths; and Active Traffic Management Measures Manual fic Analysis Tools in Highway Capacity Analyses; Service Analyses; of Automobile Traffic on Urban Streets; Urban Streets; States; Guide; change Ramp Terminals; u u u u u u u u u u u TwoFHWA projects: Evaluation of Safety, Design, and Opera- NCHRP Project 3-92, Production of the 2010 NCHRP Project 3-85, Guidance for the Use of Alternative Traf- NCHRP Project 3-82, Default Values for Capacity and Quality of NCHRP Project 3-79, Measuring and PredictingNCHRP Project 3-75,the Analysis Performance of Freeway Weaving Sections; NCHRPProject 3-70, Multimodal LevelService of Analysis for United the in Roundabouts Applying 3-65, Project NCHRP ProjectNCHRP3-64, NCHRP3-60A,Validation Enhancementand the of NCHRPProject 3-60, Capacity andQuality Serviceof Inter-of ; and HCM2010 Research Resources ’s Interchange Ramp Terminal Methodology; updated, and chapters may be added to address researchbecompleted,chapterotherwillnewthisis As ficmanagement techniques roadwayon operations. first-generationchapter on the impact of active traf- emerging issues, such as travel time reliability. results. selected methodologies; and chapters of Volumes 2 and 3; methodologiesaddresseduationsthenotthe by in to plan develop who HCM implementation or software; understanding of depth greater tational methodologies, written for users who seek a chapters in Volumes 1, 2, and 3 with studies; and a technical reference library. clarifications,corrections;andcomprehensive case ological details and emerging issues; interpretations, types of content: supplemental chaptersfour on includesmethod- volume This Internet. the via users In addition,VolumeIninChapter provides 35 4 a Chapters 24 through 34 in Volume 4 supplement u u u u Additionalexampleproblems calculation and Descriptionsofthecomputational engines for Example applications of alternative tools to sit- Moredetailed descriptions of selected compu- HighwayCapacityManual Highway Capacity Applications Highway ion documents cited in the HCM. a selection of papers, technical reports, and compan- NCHRP Project 3-85. with conjunction in developed was 6 Study Case developedand2000,publicationafterHCMthe of web-based the from derive 5 through 1 Studies Case chapters. mental each methodological chapter and in selected supple- culationsareaddressed theexamplein problems in step-by-step details of performing calculations—cal- applyingtheHCMand alternative tools, nottheon in process analysis the on focus studies case The use the HCM to perform common types of analyses. interpretations section of Volume 4. cially approved by the committee will corrections,asbewell asoffi-pretations HCM, theposted of in the Service (HCQS) Committee. Clarifications and inter- ologies to the TRB Highway Capacity and Quality of questionsposeparticularaboutand 2010method- HCM the applyusers asdevelop, tocontinue will org, will be available for these interactions. 2010 methods. The committee website, www.AHB40.deliberations and to provide committeefeedbackthe participatein toabout analysis service of the HCM sion’s understanding of highway capacity and quality manualwhoare interested inimproving theprofes- ductive. groups sponsored by ITE, were informative and pro- ing the development of the manual, along with focus tute of Transportation Engineers (ITE) sections dur- Committee’s joint summer meetings with localFinally, manual.Insti-HCQSthe the of drafts on ments Operationsties Sectionprovided reviews com-and review of the chapters. year-longthe to contributedprocessdevelopment manual the participantsin and Committee the HCQS of members with TRB—along to new many tent and organization. More than 300 professionals—mitteesupplied valuable insights theHCMcon-on throughNCHRPProject 3-92andtheHCQSCom- the passes of that of previous editions. involvement sur- far that extent extensive an to professionalcommunity the from fited technicalgle committee. bene-2010hasHCMThe product of a few highly competent experts or ofin 1951, athe content sin- has long since ceased to be the As the HCM has grown in the decades since its debut Community Collaboration Finally,theTechnical Reference Library contains The comprehensive case studies illustrate how to methodologicalTheinterpretations alsosection The HCQS Committee has invited users of the of usersinvited Committeehas HCQS The Fourcommittees from the TRB Technical Activi- practitionergroupsofseriesconductedfocus A HCM Applications Guidebook Applications HCM TR NEWS 273 MARCH–APRIL 2011 49 The pilot phase of the research involved data col- data involved research the of phase pilot The Analysis of the crash data identified segments 1.analysis; data Crash the examines which 2.evaluation, field I Level A 3. A ranking system to identify potential high- problem identify 4.to evaluation field II Level A 5.analysis. benefit–cost A to 0 of scale a on ranked were segments Roadway 1. General, crossings, 2.railroad and Intersection 3.markings, pavement and Signage and 4.zones, clear and objects Fixed 5.right-of-way. and Shoulder (MPC) and the Wyoming Department of Trans- portation (DOT) funded the development of the WRRSP in cooperation with the Federal Highway Advi- Safety Road Local A (FHWA). Administration sory Group, with representatives Pro- from Assistance Wyoming Technical Local Wyoming the DOT, of County Association the Wyoming gram (LTAP), Asso- Wyoming the Supervisors, Road and Engineers guid- supplied FHWA, and Municipalities, of ciation program. the for ance lection with the of participation Carbon, Laramie, included The data collected counties. and Johnson historical crash data and and field applied a counties proce- researchers five-step conditions. The involving dure, geometric roadway’s design and its traffic control devices, a producing score of 0 to 10 in five cate- gories; 2; and 1 Steps from findings the with locations, risk appropri- and determine section in road each areas and countermeasures; ate with proportionately higher crash rates during a 10-year period. A Level I field revealed evaluation road- the in and conditions geometric in deficiencies and markings pavement in as well as shoulders, way signage. evaluation: field the after categories risk five in 10

PHOTO: WYOMING DOT ural roads are critical links in the U.S. transportation system, serving the serving travel system, transportation 60 approximately of needs commerce and million Americans. Approximately 80 P AY S O F F Approximately Approximately 60 percent of traffic fatalities nationwide occur on rural highways. Two-lane roads Two-lane travel. highways. of rural on mile occur vehicle nationwide per rates fatality highest the have Solution Wyoming the developed Wyoming of University The coun- help to (WRRSP) Program Safety Road Rural a develop and roadways rural high-risk identify ties on the crashes to reduce funding to obtain strategy Consortium Mountain–Plains The segments. riskiest Problem as growth traffic experiencing are roads rural Many in development; economic energy-related of result a vol- traffic example, for Dakota, North and Wyoming activ- drilling with significantly increased have umes ities for oil and gas. Many experi- and features safety of important lack these however, rural than roads, accidents traffic serious of rate higher far a ence highways. other Wyoming Rural Roads Rural Wyoming Program Safety Segments High-Risk on Locally Focusing KHALED KSAIBATI, MATT CARLSON, AND DON BEARD percent of the nation’s roadway miles traverse rural traverse miles roadway nation’s of the percent and segments road rural high-risk Identifying areas. determining the safety countermeasures that are most appropriate is an efficient and cost-effective safety. highway improve to way R R E S E A R C H A five-step procedure, including field evaluations, helps Wyoming counties obtain Ksaibati is Director, Technology Wyoming Local Center, Transfer Assistance Technical University Program, of Laramie; Wyoming, Carlson is Highway Safety Engineer, Department of Wyoming Transportation, Cheyenne; is and Beard Laramie County Director, Public Works. funding to improve the safety of rural roads. 50 TR NEWS 273 MARCH–APRIL 2011 for other counties to establish local safety programs. somethecounties’of safety requests—an incentive DOT are facilitating statewide implementation of the other sources of funding. Wyoming DOT is funding under the High-Risk Rural Road Program or through distinguish the most cost-effective safety measures. segments.A benefit–cost analysis was performed to high-risk the forcountermeasures safety low-cost analysis of each high-risk segment sought to identify therankings forLaramie County. comprehensiveA potentialcrashrisks.Tables summarize 3and 2, 1, evaluations identified the segments with the highest Laramie County TABLE 1CrashDataandRankingsfor approved for funding on roads with the highest risk implement the program. helped more than one-third has of theuniversity state’sthe Todate, program.23 countiesthe in ested countiesinter-technicaltrainingtoassistance and providing is Wyoming of UniversityWRRSP. The improvements safety fund to plan a developing cedure has assembled the information necessary for in roads rural Wyoming. of A county safety that the completes the improving five-step for pro- dure Safety Advisory Group approved the WRRSP proce- Withsuccesspilotthethestudy,of LocaltheRoad Application rse odN.Mlps Ranking Milepost No. Road Crashes Total In the project’s second phase, MPC and Wyoming Combining the rankings from crash data and field eea lwcs sft poet hv been have projects safety low-cost Several 4 4 4 5 5 5 5 5 5 6 6 6 7 7 8 8 9 9 9 6- 10–20 17 17 17 11.01–12.00 11 6.01–7.00 11 3.01–4.00 164-1 11 2.01–3.00 109-1 4–5, 11 8–9 136-1 11 0.00–1.00 207-1 11 1.01–2.00 120-1 8 3.01–4.00 143-2 6.01–7.00 209-2 8 8 3.01–4.00 102-1 6 210-1 17.01–18.00 6 4.01–5.00 212-7 4 1.01–2.00 203-1 4 210-1 9.01–10.00 1 0.00–1.00 215-3 1 1.01–2.00 162-2 1 1.01–2.00 215-3 2.01–3.00 124-2 5.01–6.00 109-1 215-3 210-1 Crash low-cost safety improvements for local governments tiated a study similar to the WRRSP. safety of high-risk rural roads. North Dakota has ini- considering the distribution of funds to improve the region.procedureapplyOtherthestatescan when Mountain–Plains the throughout and Wyoming in process the introduced have presentations and NationalLTAP Association. In addition, workshops Annual Meeting and at the annual conference of the Transportationsentedtheat Research Board’s 2009 The methodology developed in this project was pre- Benefits Laramie County TABLE 2LevelIFieldScores andRankingsfor obtain meaningful results on the benefits. time after the installation of safety improvements to minimumthe fatalities.iscrashesyears andThree to determine the program’s effectiveness in reducing a follow-up study on each of the improved sections, three years, the University of WyomingIn willfunding. performavailable of distribution the optimize willrank thefunding requests from thecounties to Committee System Management Safety Wyoming countermeasures. safety the and segments road rural high-risk ing tually to follow the five-step procedure for identify- receivedfunds. The state expects all counties have even- projects improvement safety 20 and levels, Level I Level cr o ieotRanking Milepost No. Score il Road Field The program has made $1.5 million available for When the program is fully implemented, the implemented, fully is program the When 23 23 22 22 22 22 21 21 21 21 20 20 20 19 19 18 18 17 16 0- .120 18 18 14 1.01–2.00 14 3.01–4.00 14 0.00–1.00 209-2 14 7.01–8.00 102-1 10 5.01–6.00 136-1 10 6.01–7.00 203-1 10 1.01–2.00 162-2 10 0.00–1.00 210-1 7 3.01–4.00 102-1 7 2.01–3.00 124-2 7 2.01–3.00 109-1 0.00–1.00 5 102-1 5 0.00–1.00 124-2 3 102-1 11.01–12.00 3 4.01–5.00 210-1 2 6.01–7.00 164-1 1 1.01–2.00 210-1 3.01–4.00 109-1 5.01–6.00 124-2 136-1 210-1 Level I Level TR NEWS 273 MARCH–APRIL 2011 51 : TR News TR OTE N S ’ DITOR E Appreciation is Appreciation P. G. to expressed Trans- Jayaprakash, Research portation efforts his for Board, this developing in the is which article, the in 150th Off Pays Research series The series. the in began January–February docu- to issue, 1983 savings cost the ment the through achieved of implementation findings. research Access Full Access Full it today— Papers Online! Papers Online! Try www.TRB.org/ TRROnline rd co le! Re s- ’ll es ed ch, ok- han an pers vice, ou rvice peer As part of the WRRSP, a statewide sign program sign a statewide of WRRSP, the As part demonstrating a been success, has program The Y Tr rea on for on se ch and ch Pa s may s ogniz ’s he funding funding source for safety is improvements at impor- considered are factors safety that ensuring for tant level. local the of Half governments. local for implemented being is for requests submitted have state the in counties the pur- will DOT Wyoming locations. high-risk at signs instal- for signs 1,200 than more distribute and chase with public driving the provide to counties, by lation advance warning of high-crash Wyoming LTAP center locations.will conduct a The follow-up study to of the quantify the effectiveness improve- ments. that local governmentsof safety the improve to canFHWA and DOT Wyoming gov- work local closelyWyoming, in time withfirst the For roads. rural fol- by funding safety for apply to able are ernments procedure. systematic a lowing Direc- Ksaibati, Khaled of contact University information, more For Center, Transfer Technology Wyoming tor, 1000 Department East Avenue, Wyoming, University 3295, Laramie, WY 82071; Khaled@ 307-766-6230; uwyo.edu. RB Bo RB u. er tati locate rec orous The earch resear l of t cts. Access ig r us r en urnal Online ser Online ees. y ra s become s na he e r e ors to to ors ation. g be callthe T per g/TRROnline. on’s repu on’s isit . 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Practical Tr No. Milepost Score Ranking Road 162-2203-1 9.01–10.00 7.01–8.00 31 31 15 16 102-1209-2162-2 3.01–4.00 1.01–2.00 5.01–6.00 29 29 31 12 13 14 102-1109-1124-2 2.01–3.00 3.01–4.00 0.00–1.00 27 27 27 9 10 11 164-1210-1 11.01–12.00210-1 0.00–1.00 22 6.01–7.00 24 25 6 7 8 210-1136-1109-1 4.01–5.00 3.01–4.00 6.01–7.00 13 19 20 3 4 5 210-1124-2 5.01–6.00 1.01–2.00 in in the state In of the addition, Wyoming. program improvements safety for funding steady provide will a with governments local Supplying roads. local on TABLE 3 Combined Rankings for High-Risk Combined Rankings 3 TABLE in Laramie County Segments PROFILES ......

Robert T. Dunphy Consultant

onsultant, teacher, and author Robert T. Dunphy developers in the institute’s smart growth program, created a has led instrumental research on transportation shared parking methodology that now serves as the industry aspects of land development and the politics of standard, collaborated in research projects with the Texas Trans- growth. As a consultant, his work has included the portation Institute and the University of California, and led pre- Credevelopment of Tysons Corner, Virginia, a major suburban sentations and forums for business and real estate leaders. In center in metropolitan Washington, D.C.; an evaluation of fed- 2004, ULI published the best-selling Developing Around Tran- eral transportation stimulus funds on Florida’s major regions; sit: Strategies and Solutions that Work, of which Dunphy was a long-term vision for transit in Charlottesville, Virginia; and lead author and project director, along with several colleagues. case studies of sustainable suburbs. At Georgetown University, He has been a frequent contributor to the ULI magazine, Urban he teaches a course on transit-oriented development and Land, as well as to TR News and the Transportation Research advises students in the real estate program. He is an emeritus Record: Journal of the Transportation Research Board. fellow of the Urban Land Institute (ULI), where for more than Dunphy traces his interest in transportation planning to his 20 years he worked with a range of groups to find transporta- student days at CUA and daily observation of Washington, tion solutions that sustain urban places. D.C.’s traffic patterns. “It is somewhat like understanding stream flow, which has many similarities to traffic,” he observes. “The difference is that we are dealing with people, who are amazingly complex. Research “Research is essential to is essential to understanding the long-term implica- understanding the long-term tions of transportation improvements beyond short- term congestion reduction.” implications of transportation Dunphy’s outreach efforts have garnered a wide audience, with presentations at national conferences improvements beyond short- of ULI, TRB, the World Bank, the National Associa- term congestion reduction.” tion of Regional Councils, the American Associa- tion of State Highway and Transportation Officials, the American Public Transportation Association, the National Governors Association, and Al Gore’s sum- “Research is essential for offering creative, effective solutions mit on climate change, as well as regional programs in more to a public that is impatient for answers and does not discrim- than 30 major U.S. cities and several international programs. He inate as to their sources—including experts from other profes- organized a ULI Policy Forum on Congestion Charging in Lon- sions,” Dunphy observes, noting that transportation research don in 2003. often has been mischaracterized as an impediment to growth The importance of parking cannot be overlooked in land and development, when instead it should be seen as a guide. development, Dunphy emphasizes: “A developer who comes “As researchers, we need to recognize the public’s interests and up with a better parking solution will create better projects with do a better job of communicating what the real choices are and a competitive advantage.” He has shared his findings on park- what we recommend,” he adds. ing issues in such publications as Shared Parking (2005), Dunphy received a bachelor’s degree in civil engineering Dimensions of Parking (2000), and Parking Requirements of from the Catholic University of America (CUA) and a master’s Shopping Centers (1999). degree in civil engineering from Texas A&M University. His Dunphy is an emeritus member of the TRB Transportation transportation planning career began with Alan M. Voorhees & and Land Development Committee, which he joined in 1986 Associates. Before joining ULI as Senior Research Director in and chaired from 1997 to 2003. In his early years with TRB, 1985, he held a senior position with the National Capital Dunphy served on the Transportation Demand Forecasting Region Transportation Planning Board and was a senior con- Committee, Transportation Data and Information Systems sultant with PRC Engineering. He wrote Moving Beyond Grid- Committee, and the Strategies to Implement Benefit-Sharing for lock: Traffic and Development in 1997 and Transportation and Fixed Transit Facilities Committee. He currently is a member Growth: Myth and Fact, revised in 1996; the works helped estab- of the Transportation Issues in Major U.S. Cities Committee lish ULI as a credible source of objective guidance for trans- and the planning committee for the Conference on Research portation and land use planning. Perspectives on Transportation Systems for Livable Commu-

TR NEWS 273 MARCH–APRIL 2011 In 1999, Dunphy became senior resident fellow at ULI. He nities. Dunphy has chaired two expert task groups for the sec- 52 directed research and coordinated strategies for planners and ond Strategic Highway Research Program. PROFILES ......

Joseph L. Schofer Northwestern University

ctive in TRB for more than 30 years and a commit- ronmental Engineering from 1997 to 2002. In 2007, he became tee chair for several current and past TRB policy director of ITI, which concentrates on developing infrastructure studies, Joseph L. Schofer is professor of civil and materials and methods for monitoring structural health. environmental engineering at Northwestern Uni- As a professor, Schofer focuses on transportation planning, Aversity, director of the university’s Infrastructure Technology policy analysis, and evaluation. He advises recent graduates Institute (ITI), and associate dean for faculty affairs at the and young professionals to broaden their world view: “Look out Robert R. McCormick School of Engineering and Applied Sci- the front window. Why are we doing this? What is the value? ence. He shares his expertise in infrastructure with the public How can we show what’s important to a policy maker who may as host of the monthly Internet podcast, “The Infrastructure have little technical training, many preconceptions, and not Show,” and currently is preparing to deliver two lectures on the much time?” Panama Canal for a Northwestern alumni group. To do this, Schofer notes, it is vital to pay attention to high- “At the core of my work is an interest in information for quality news reports and thoughtful analyses of issues in the decision support—what information do decision makers want transportation field—and beyond. “Almost everything that goes and need? What can they understand and use?” Schofer notes. on around us presents opportunities to learn something useful for our work, because transportation is tightly intertwined with our society, “Almost everything that goes on economy, and environment,” he points around us presents opportunities to out. Schofer’s long involvement with TRB learn something useful for our work, began with service on the Community Values Committee. He became chair of because transportation is so tightly the committee and continued in that role intertwined with our society, when it merged with two others in 1970 to become the Transportation Systems economy, and environment.” Design Committee. Among other TRB Technical Activities assignments, Schofer has served on the National Transporta- One of the best ways to answer these questions, he has found, tion Data Requirements and Programs Committee, the Data and is to observe and interact with the decision makers themselves. Information Systems Section, and the Committee for the Work- In 2006, Schofer and several colleagues conducted interviews shop on Using National Household Travel Survey Data for with a variety of transportation leaders to examine data—the Transportation Decision Making. importance of data to decision makers and how they use the A TRB policy study drew Schofer into the field of travel data. The results of this research are described in the often-cited data. The study reviewed Bureau of Transportation Statistics’ TRB Transportation Research Circular E-C109, Transportation (BTS) flagship surveys and produced TRB Special Report 277, Information Assets and Impacts: An Assessment of Needs. Measuring Personal Travel and Goods Movement. This involve- A strong source of accurate data assets is essential to the pol- ment opened the doors for Schofer to explore the various facets icy-making process, Schofer affirms. “Among the things I’ve of data in use: their value, availability, and quality. He currently learned is that some policy makers find it easier to base choices chairs two policy study committees—Equity Implications of on stories—anecdotes—than on data,” he observes. “But to be Evolving Transportation Finance Mechanisms and Strategies valid, anecdotes must be supported by data, rather than mas- for Improved Passenger and Freight Travel Data—an experi- 2011 MARCH–APRIL 273 NEWS TR querading as data. The task for students, researchers, and trans- ence he likens to “the intellectual and organizational equivalent portation professionals is to provide balanced advice based on of running two marathons at once.” solid data, quality analyses, and accessible products.” “The value comes not only from immersion in the subject, Schofer completed his undergraduate studies in civil engi- but also from working with the scholars from transportation neering at Yale University, and received a master’s degree and a and other fields, agency leaders, consultants, and policy mak- Ph.D. in civil engineering from Northwestern. He started as ers,” Schofer reflects. He adds that service with TRB has three associate professor at Northwestern in 1970, and became a full dimensions of value: “the opportunity to obtain and share infor- professor in 1973. He was director of research at the university’s mation in a collaborative setting, the chance to interact with Transportation Center from 1979 to 1997 and again from 2001 diverse groups of experts in various fields, and the experience to 2003 and was chair of the Department of Civil and Envi- of working with staff members.” 53 NEWS BRIEFS

New Data Sources Clarify from 1982 to 2009 and have added 11 new regions Costs of Congestion to the report. New data sources have contributed to the accuracy The researchers found that, after two years of of the 2010 edition of the Texas Transportation Insti- reduced congestion caused by the economic reces- tute’s (TTI) Urban Mobility Report. Using INRIX sion, traffic is on the rise. Yearly peak delay for the speed data, which show traffic conditions for each average commuter was 34 hours in 2009—up from 14 day under a variety of different conditions posed by hours in 1982. Topping the list of bad traffic for areas weather, holidays, accidents, work zones, and special with populations of more than 3 million were Chicago events, TTI researchers Tim Lomax, David Schrank, and Washington, D.C., with 70 hours of delay per and Shawn Turner have revised congestion trends commuter per year; the Los Angeles, California, area followed with 63 hours of delay. Baltimore, Maryland, had the most traffic for areas with populations between 1 and 3 million, followed by Denver, Col- orado, and Minneapolis–St. Paul, Minnesota. According to the report, congestion delays wasted a total of nearly 4 billion gallons of fuel in 2009. The cost of such congestion was $808 for the average commuter—up from an inflation-adjusted $351 in 1982. Researchers assessed the congestion reduction benefits of public transportation and roadway oper- ations: public transportation saved commuters 785 million hours of delay, 640 million gallons of fuel, and $19 billion in congestion costs, while roadway operational treatments saved 320 million hours of delay, 265 million gallons of fuel, and $8 billion. To read the full report, visit http://mobility.tamu. edu/ums.

INTERNATIONAL NEWS

Quantifying Crash Risk of Driver Use of Drugs Examining statistics on drug use and students admitted to driving within driving, a report from the International one hour of using cannabis. Transport Forum (ITF) estimates that Case-control studies, crash respon- the incidence of drug use ranges from sibility studies, and pharmacoepi- 14 to 17 percent among drivers who demiological studies have sought to are killed or injured in road accidents. quantify the crash risk associated with The ITF report notes that cannabis is the use of drugs. According to the ITF the most commonly found substance, report, the results of these studies vary, followed by benzodiazepines, a class but all agree that the magnitude of the of prescription antidepressants that crash risk for a driver under the influ- includes Valium (diazepam) and ence of drugs typically is lower than Xanax (alprazolam). that for a driver under the influence of The ITF study compiled data from alcohol, and that risks increase when roadside tests and surveys from 16 drugs and alcohol are combined— countries. Researchers found that drug use in North even in small amounts. The European Union and America now equals or exceeds alcohol use by the U.S. National Highway Traffic Safety Adminis- drivers. Tests found drugs present in the systems of tration both are funding or conducting research proj- 40 percent of injured drivers in the Netherlands and ects on driving under the influence of drugs. in more than one-quarter of 3,400 drivers in Aus- For more information, visit www.international- tralia who were killed in road accidents. Nearly 20 transportforum.org or contact Michael Kloth at

TR NEWS 273 MARCH–APRIL 2011 percent of a survey group of Canadian high school [email protected]. 54 TR NEWS 273 MARCH–APRIL 2011 55 PDH certificates will be available and this about information more For TRB Webinars Eligible for Eligible TRB Webinars Credit Professional for Examiners of Council National The autho- has Surveying and Engineering rized TRB as a registered continuing education provider, allowing profes- be to (PDH) hours development sional awarded for live TRB webinars. The engineering by accepted be will hours in and states 50 all in boards licensing webinar and Columbia, of District the attendees will receive certificates of TRB. from completion only to attendees of live webinars— TRB is to cer- not provide authorized tificates for recorded webinars, live gain To or live conferences. meetings, and for register must attendee an credit, attend the webinar as an individual. certificates PDH receive and access To from TRB, attendees should create a free account at www.rcep.net/Join- RCEP/Professionals-1189.htm. other changes to the TRB webinar pro- gram, visit www.trb.org/ElectronicSes- sions/Webinars1.aspx. search at University Transportation Centers, funded mostly by agencies federal and state departments transportation. Users of can search the database at trid.trb.org; RiP projects are automatically included TRID search, but can be inexcluded by the checking a box below interface. Search the Simple TRID Integrates Databases Research of database integrated newly a is TRID Re- Transportation TRB’s from records search Information Services (TRIS) Database and the Develop- and OrganisationCo-operation Economic for ment’s International Transport - Re search Documentation (ITRD) Data- base. TRID offers more than 900,000 records of published research on all transportation modes. Also included are records from TRB’s Research in Progress (RiP) Database, a clearing- house of current and recently com- re- ongoing as well as research, pleted Executive ), describes TRB’s describes ), HIGHLIGHTS

lower right lower SHARED PERSPECTIVES IN PERSPECTIVES SHARED TRANSPORTATION RESEARCH— Director Robert E. Skinner, Jr. Skinner, E. Robert Director ( research and mission of delegation a to objectives who researchers, Iranian January offices, TRB’s visited National the at 2011, 21, in Center Keck Academies’ visitors The D.C. Washington, 90th TRB the attended also presented Meeting, Annual research, their of highlights areas technical explored and interest. mutual of TRB Stephen Perkins (seated, left), International Trans- sign a port Forum (ITF), and Stephen Godwin, TRB, TRID, a memorandum of understanding to create database; joint international transportation research (standing, left to right:) TRB Executive Director Véronique Feypell, ITF; Barbara Jr.; Robert E. Skinner, at Austin, Post, TRB; Jorge Prozzi, University of Texas Chair of the TRB International Activities Committee; and Birgitta Sandstedt, Swedish National Road Institute; and C. D. van den Research Transport the Braak, Institute for Road Safety Research, Netherlands. 56 TR NEWS 273 MARCH–APRIL 2011 COOPERATIVE RESEARCH PROGRAMSNEWS TRB of Brooklyn and the NYU School of Engineering and Science. lyn, formed in 1973 through the merger of the Polytechnic Institutethe first president of the Polytechnic Institute of Newengineering York in Brook-at the University of Illinois at Chicago before being namedtute of Technology in 1959. civil engineering and hydrodynamics from the Massachusetts Insti- earned a master’s degree in civil engineering. He received a Ph.D. throughin a Fulbright scholarship to the University of Minnesota, he George Bugliarello, 1927–2011 IN MEMORIAM Bugliarello taught at Carnegie Mellon University and was dean of HIGHLIGHTS niern a te nvriy f Padua; of University the at engineering (NYU)—lived in Port Washington. Polytechnic Institute of New York University PolytechnicInstitute of New York—now the the of president longtime The 83. was He died February 18, 2011, in Roslyn, New York.cio member of the TRB Executive Committee,eignSecretary George Bugliarello, anex offi- National Academy of Engineering (NAE) For- Born in Trieste,inBorn Italy, Bugliarello studied and capacity level-of-serviceanalysesfortrucks. impact ofdredgingonintermodal freightsystems, Project topicsincludedexportfreight logistics,the Center, thegroupselectedsixprojectsforFY2011. (right). AttheJanuary28meetingat the Keck Lawson, StateUniversityofNew York atAlbany Transportation (secondfromright ); andCatherineT. Ivanov, Washington StateDepartmentof Frankel, BipartisanPolicyCenter(left);BarbaraA. Program OversightCommittee,withcolleaguesEmil of theNationalCooperativeFreightResearch Transformation Agency(center),speaksatameeting FOCUS ONFREIGHT—RodneyGregory, Business editor-in-chief of NAE’s quarterly magazine, Cultural Organization. He was NAE’s first Foreign authoringSecretary reportsand was for the United Nations Educational,of and NewScientific, York until and 1994; mechanics, after that, he continued fluid to teach and write, sociotechnology. engineering, He served biomedical as president to of the Polytechnic Institutetributions in1987 forhis leadership intechnological education andfor con- the development of downtown Brooklyn. in1990. The 16-acre park has proved a strong revitalizing force in area with business, education, and research, and MetroTechinfrastructure andjobs,opened decay. Bugliarellorevitalizeto soughtthe YorkNeweconomicrecession—crime, sufferedeffectsof the few 1980s,the neighborhood surrounding the Polytechnic Instituteand of 1970s the In Brooklyn. MetroTech,in park research urban the founded Bugliarello States, United the in program graduate journal guage for hydrology and hydraulic engineering, establishment of the Bugliarello was elected to the National Academy of Engineering A forward thinker whose innovations included a computer lan- Technology in SocietyTechnologyin TRB, 202-334-1649, [email protected]. and the private sector. organizations, nongovernment agencies, ernment develop a guidebook on freight data sharing for gov- to 2010) FreightResearchFY ProgramProject31, $250,000, 18-month contract (National Cooperative public and private sectors. ways to facilitate the sharing of freight data for both ing confidentiality agreements. Research can identify data; and difficulties for submitting some and publicstoring, organizing, agenciescollecting, of in sign- entities’releasingfearof proprietary data;coststhe privatesomeincludesharing data Barrierstotion. managementinforma-usefulinto data those form data for carriers and shippers; and consultants trans- mode, schedule, and levels of volume, service; vendors type, collect real-time commodity shipments, vidualshippers and carriers archive information on and planning, improving supply-chain management, efficiency for in shipping. data Indi- freight of Freight transportation professionals rely on a variety Transportation Data Guidebook forSharingFreight For more information, contact Joseph D. Navarrete, a received has Inc., Systematics, Cambridge , and the first financial engineeringfinancial first the and , The Bridge . CALENDAR

TRB Meetings 2011 May 7–9 Joint Harbor Safety 17–20 50th Annual Workshop on Committees and Area Transportation Law 1–3 International Transportation Maritime Security Seattle, Washington Economic Development Committees Conference* Conference: Economic Impact Houston, Texas 24–27 10th International Confer - of Connecting People, Goods, ence on Low-Volume Roads Markets, Employment, 9–11 2nd GeoHunan International Orlando, Florida Services, and Production* Conference: Emerging Charleston, West Virginia Technologies for Design, 25 Geophysical Exploration, Construction, Rehabilitation, Nondestructive Evaluation, 8–12 13th TRB National and Inspection of and Monitoring Techniques Transportation Planning Transportation for Landslides, Rockfalls, and Applications Conference Infrastructure* Other Geohazards Reno, Nevada Hunan, China Lexington, Kentucky

10–11 Transportation Planning, 13–14 Symposium on Mileage-Based 25–26 6th New York City Land Use, and Air Quality User Fees* Bridge Conference* Conference Breckenridge, Colorado New York, New York San Antonio, Texas 14–17 1st International Conference August 18–20 3rd International Conference on Access Management* on Roundabouts Athens, Greece 20–23 International Visualization in Carmel, Indiana Transportation Symposium 27–30 6th International Driving Chicago, Illinois 18–20 4th International Symposium on Human Factors Transportation Systems in Driver Assignment, 30– Emerging Issues in Safe and Performance Measurement Training, and Vehicle Design* Sept. 1 Sustainable Mobility for Conference Lake Tahoe, California Older People Irvine, California Washington, D.C., area 28– 6th International Symposium June July 1 on Highway Capacity and TBD 19th Biennial Symposium on Quality of Service Visibility and Traffic Control 2–3 5th International Conference Stockholm, Sweden Devices on Bituminous Mixtures and Minneapolis, Minnesota Pavements* July Richard Cunard Thessaloniki, Greece 10–13 TRB Joint Summer Meeting September 5–8 28th International Bridge Boston, Massachusetts Conference* 13–16 Smart Rivers 2011: Pittsburgh, Pennsylvania 11–13 National Summit for Rural Systems Thinking* Traffic Safety Culture* New Orleans, Louisiana 6–7 Using National Household Big Sky, Montana Travel Survey Data for 14–16 3rd International Conference 2011 MARCH–APRIL 273 NEWS TR Transportation Decision 11–14 Southern African Transport on Road Safety and Making Workshop Conference* Simulation Washington, D.C. Pretoria, South Africa Indianapolis, Indiana

Additional information on TRB meetings, including calls for abstracts, meeting registration, and hotel reservations, is available at www.TRB.org/calendar. To reach the TRB staff contacts, telephone 202-334-2934, fax 202-334-2003, or e-mail [email protected]. Meetings listed without a TRB staff contact have direct links from the TRB calendar web page.

*TRB is cosponsor of the meeting. 57 58 TR NEWS 273 MARCH–APRIL 2011 SHELF BOOK between agencies and the public are explored,partnerships along and relationships, trust-based to led have that collaborations command, of chain the communicateacrossemployeesto DOT Effortsby and management. Subscribercategories:highways;administration$53. interest in regionalization. models, greater levels of accountability, andwith increasedorganizational culture shifts, flat organizational delivery. project their improved successfully that (DOTs) transportation of departments state eight NCHRP Report 662 TRB PUBLICATIONS Delivery: ConceptiontoCompletion Delivery: Accelerating Transportation Project andProgram forecasting; environment. and planning highways; categories: Subscriber $46. long-range statewide transportation plan. significant corridors and on using data to develop a This volume concentrates on selecting and defining decisionmaking. inanalyses andstudiesplanning are recommendations for applying results corridor-based, of corridor multimodal, statewide transportation a planning to process. Included approach gic mental stewardship, mobility, this guidebook on provides a strate- decisions communities, economic transportation development, and environ of - tions NCHRP Report 661 Transportation Planning Statewide A GuidebookforCorridor-Based preservation; materials; pavements. $43. Subscriber categories: highways; maintenance and and conditions, expected performance are considered. environmental requirements, work-zone condition, pavement volume, Traffic preservationtreatmentshigh-volume on roadways. alongwith general guidelines forthe application of identified, are practices best how for framework general aprovides volumeliterature, thisnational portation agencies and a review of national and inter-roadways.trans-detailedofsurveyDerived froma currentlow-volumepracticesasfor well asments, preservation treatment on asphalt and concrete pave- SHRP 2 Report S2-R26-RR-2 Volume Roadways ofHigh-Traffic-Guidelines forthePreservation 2010; 94 pp.; TRB affiliates,TRBpp.; 2010;94 $39.75;nonaffiliates, Recountedin this volume are the experiences of 2010; 68 pp.; TRB affiliates,TRBpp.; 2010;68 $34.50;nonaffiliates, Designedhelpstatestounderstand implica-the affiliates,TRBpp.; 2011;51 $32.25;nonaffiliates, This report documents the state of the practice for $58. Subscriber category: public transportation. in-house, or operated through a brokerage. paratransit services that are contracted out, provided practicesbestincluded. areprinciples The apply to mance.Examples programs,of efforts, andindustry influence operator recruitment, retention, and sitperfor- services, this report examines the relationshipsityfor passengers on ADA-complementary that paratran- productivity, manage costs, and improve service qual- TCRP Report 142 Operations Paratransit inADAComplementary Performance Vehicle Retention,and Operator Recruitment, casting. fore- and planningmanagement; andadministration transportation; public categories: Subscriber $55. formance data for them, and make comparisons. retrievestandardized tialpeertransit per-agencies, DatabaseTransit and allows users to identify poten- National full the to access provides The methodology process. the into objectives policy integrate describedmethodsto areAlsogoals. set andtices, tion’sstrengths weaknesses,and identifyprac-best and benchmarking as ways measurement to identify a transit performance organiza- explores report available criteria into the process,peer-selection this TCRP Report 141 Transportation Industry and PeerComparisoninthePublic Measurement A MethodologyforPerformance administration transportation; and management. public categories: Subscriber $78. for download as an ISO image from TRB’s website. availablesupplementalis CD-ROMcumstances.A cir- organizational various to adjustment require assume and management resources human of recommendations knowledge the systems, transit Disabilities Act of 1990 (ADA). Designed for smaller systems that are compliant with the Americans with tionmanagersof fixed-routein busandparatransit reten-recruitment,development,andandtraining TCRP Report 139 and ParatransitSystems Retaining Transit ManagersforFixed-RouteBus Developing,and Guidebook forRecruiting, 2010; 129 pp.; TRB affiliates, $43.50; nonaffiliates, Formulated to help public transit agencies increase 2010; 110 pp.; TRB affiliates, $41.25; nonaffiliates, Incorporating an array of standardized, nationally 2010; 199 pp.; TRB affiliates, $58.50; nonaffiliates, This guidebook presents proven strategies for the TR NEWS 273 MARCH–APRIL 2011 59 BOOK SHELF The papers in this volume explore various 2010; 178 pp.; TRB affiliates, $54; nonaffiliates, Car ownership among young adults, a probit- nonaffiliates, $46.50; affiliates, TRB pp.; 169 2010; in biases behavioral on research present Authors 2010; 154 pp.; TRB affiliates, $51; nonaffiliates, Pavement Management 2010, Volume 3 Volume Management 2010, Pavement 2155 Record Research Transportation proper- surface rehabilitation, pavement of aspects addressing interaction, pavement–vehicle and ties, topics such as a tool for reflection cracking–based asphalt overlay thickness design and analysis, an assessment of fracture parameters to predict field cracking performance of cold in-place recycling mixtures, spall repair methods and equipment for airfield pavements, the impact of wide-base single and patterned of friction damage, pavement on tires pavement network-level a and pavements, textured model for rehabilitation. prediction roughness pavements. highways; categories: Subscriber $72. 1 Behavior 2010, Volume Travel 2156 Record Research Transportation choice, activity of model discrete-continuous based choice, route in attitudes risk and thinking strategic the impact of status on auto immigrant household in economics experimental ownership, transporta- tion, a data-mining approach to work trip mode choicedis- a analysis,and cars, of the disposal ways and in acquisition which the accessibilityshapes of determinants the of analysis empirical aggregated some are of gas emissions greenhouse travel urban volume. this in covered topics paper the $62. 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Pavement Management 2010, Volume 2 Pavement Management 2010, Volume 2154 Record Research Transportation North American Marine Highways 5 Report NCFRP less constitutes this but year, each freight of tons of than 4 of percent the domestic freight; in nation’s more than 31contrast, of freight domestic percent 1957. in water by the This traveled examines report via containers intermodal more moving for potential the marine highwaygreen- system—leading pollution, air to possible consumption, fuel of reductions housecon- the of gas assessment emissions,an are and Included highwaypoints. choke and railroad ditions for and feasibility an of analysis economic, barriers. logistical and regulatory, technical, $53. 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casting; passenger transportation; economics; environ- integration, travel time estimation algorithms, ment; data and information technology. travel data collection using Bluetooth sensors, non- intrusive sensors for vehicle classification, tempo- Environment 2010 ral data aggregation, axle load measurement errors, Transportation Research Record 2158 cluster analysis of traffic data, volume data correc- The papers in this volume examine diesel vehicle tion for single-channel advance loop detectors, emission factors for short road segments; trans- automated vehicle identification at weigh-in- portation and land use policy effects on air quality; motion inspection stations, collecting local freight a bus technology meta-analysis; modal emissions data, and more. and traffic simulation models; portable emission 2010; 168 pp.; TRB affiliates, $51; nonaffiliates, measurement systems; emissions sensitivity to traf- $68. Subscriber categories: highways; motor carriers; fic volume, fleet composition, and average speed; public transportation; data and information technol- cold start emissions from light-duty vehicles; the ogy; freight transportation; maintenance and preserva- acoustic aging of road pavements; an environmental tion; operations and traffic management. and sustainability impact assessment of infrastruc- ture in the United Kingdom; and other subjects. Traffic Flow Theory 2010: Simulation Modeling 2010; 150 pp.; TRB affiliates, $51; nonaffiliates, Transportation Research Record 2161 $68. Subscriber categories: highways; public trans- The six papers in this volume explore a lane- portation; environment; pavements; vehicles and equip- changing model based on driver behavior, a lane- ment; materials; planning and forecasting. changing model of multiclass vehicles under heavy traffic conditions, simulation-based traffic prediction Railways 2010 for incident management, traffic simulation that Transportation Research Record 2159 employs data archives of intelligent transportation High-speed rail projects, emissions and energy systems, a macroscopic fundamental diagram using consumption of high-speed trains, passenger rail simulation data, and calibrated simulation models of crew scheduling, railway infrastructure charging, and future systems. a risk analysis of transporting hazardous materials by 2010; 56 pp.; TRB affiliates, $39; nonaffiliates, $52. rail are explored, along with topics such as force Subscriber categories: highways; operations and traffic characteristics of longitudinally coupled slab track management; planning and forecasting. turnout on bridges, ultrasonic guided waves in rails, freezing-induced cracks in the concrete sleepers of Freight Systems: Intermodal Transportation, high-speed railways, and railroad ballast evaluation Hazardous Materials, and International Trade using ground-penetrating radar. Transportation Research Record 2162 2010; 117 pp.; TRB affiliates, $44.25; nonaffiliates, Topics addressed in this volume include stacking $59. Subscriber categories: railroads; passenger trans- priority rules, scheduling trucks at cross-docks, sys- portation; freight transportation; planning and fore- tem efficiency at container terminals, the impact on casting. air pollution of shifting freight from truck to rail, freight mobility constraints, the use of passenger rail Data Systems and Travel Survey Methods 2010 infrastructure for goods movement, road corridor Transportation Research Record 2160 investments in Kazakhstan, documenting truck Research is presented on transportation asset activity times at international border crossings, and management, road inventory data collection and developing a prioritization application for hazardous materials shippers. 2010; 116 pp.; TRB affiliates, $44.25; nonaffiliates, The TRR Journal Online website provides electronic $59. Subscriber categories: motor carriers; marine access to the full text of more than 11,000 peer- transportation; railroads; freight transportation; oper- reviewed papers that have been published as part of ations and traffic management; environment; data and the Transportation Research Record: Journal of the information technology; economics. Transportation Research Board (TRR Journal) series since 1996. The site includes the latest in search tech- nologies and is updated as new TRR Journal papers To order TRB titles described in Bookshelf, visit the become available. To explore the TRR Online service, TRB online Bookstore, at www.TRB.org/bookstore/, TR NEWS 273 MARCH–APRIL 2011 visit www.TRB.org/TRROnline. or contact the Business Office at 202-334-3213. 60 INFORMATION FOR CONTRIBUTORS TO TR NEWS

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he long-awaited fifth edition of the essential HCM 2010 consists of four volumes: Highway Capacity Manual (HCM 2010) is now T Volume 1: Concepts; available. HCM 2010 updates the 2000 edition and significantly enhances the way that engineers Volume 2: Uninterrupted Flow; and planners assess the traffic and environmental Volume 3: Interrupted Flow; and effects of highway projects by Volume 4: Applications Guide (electronic only). • Providing an integrated, multimodal approach to the analysis and evaluation of urban streets The multivolume format provides information at from the points of view of automobile drivers, several levels of detail, helping HCM users apply and transit passengers, bicyclists, and pedestrians; understand the concepts, methodologies, and potential applications. Volumes 1, 2, and 3 are a boxed • Addressing the application of microsimulation set. Volume 4 is electronic only, accessible via the analysis and the evaluation of Internet by registered HCM 2010 users, and the results; includes supplemental chapters on • Examining active traffic methodological details and emerging issues; management in relation to interpretations, clarifications, and corrections; demand and capacity; and comprehensive case studies; and a technical reference library. • Exploring specific tools and generalized service volume Order your HCM 2010 today— tables, to assist planners in http://books.trbbookstore.org/ sizing future facilities. hcm10.aspx.

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