Transportation Research Record: Journal of the Transportation Research Board

Governments in many countries have recently begun privatizing infrastructure sectors. Some of the forces that have been driving this movement are a scarcity of public resources, increase in the demand for services, political trend toward privatization, and expansion of global capital markets. The build–operate–transfer (BOT) approach has played a growing role in the implementation of infrastructure privatization. Because of the types, uncertainty, and high risk of BOT projects, the selection process is crucial. To date, decision makers in the public sector have lacked a set of complete selection criteria or a systematic process to help them make quality selections. The main objectives are to understand the details of toll road projects so that (a) major criteria and variables related to toll roads can be identified and (b) an integrated decision-making process model can be developed as a framework to help the public sector make quality decisions. The methodology includes development of a multicriteria decision-making model based on the analytical hierarchy process and validated by a case study of the California Department of Transportation privatization program. The model makes the selection process clear and allows it to be traced back by all parties. That fact will likely encourage the private sector to bid on BOT projects. A framework is developed that will enable the public sector to make better decisions when selecting BOT toll road proposals and to also save decision makers time and effort.

During the last 20 years of the Communist regime in Romania, the road network was allowed to fall into decline. But since 1993 Romania’s plans for accession to the European Union have led to an increased emphasis on effectiveness and efficiency of the road transport system, and plans have been prepared and implemented for restructuring the road sector. Progress in the restructuring is charted in the areas of road sector financing, management, and regulatory and institutional development. Efficiencies have resulted from greater specificity of operations and increased use of competition. There have been remarkably few losses resulting from this process. The approach adopted in Romania provides a simple framework that has potential for application throughout Central and Eastern Europe, and perhaps more widely, for improving the effectiveness and efficiency of road network management arrangements.

Consistent decision making requires a structured, systematic evaluation of the advantages and disadvantages of different choice possibilities. For the evaluation of transportation policy measures, various multicriteria analysis (MCA) methods have been developed to complement conventional cost–benefit analysis. These methods investigate and evaluate all relevant effects of an alternative by introducing some key policy criteria that are particularly relevant in assessing strategic-level impacts, such as environmental impacts and equity issues. Design of the appropriate assessment approach has to take into account the different problem settings in which decision making takes place. That is particularly important in the context of evaluating policies as opposed to plans and programs, such as evaluating transportation policies at the strategic level in contrast to evaluating transportation projects. Hence, there is a clear need for a systematic approach to the strategic assessment of transportation policies. That need is addressed: an evaluation and assessment framework based on three widely used MCA methods is presented, and a comprehensive framework for the strategic assessment of spatial–economic and environmental–economic transportation policy instruments is provided. This framework is applied in the specific case of the Athens 2004 Olympic Games to test its robustness and assist in the formulation of policy actions.

The focus of the transportation industry, in both the public and private sectors, has slowly been changing from construction and expansion to that of preservation, as a result of various factors. Private-sector industries have made strides in asset management that could be beneficial to the public sector. Private-sector asset management principles and concepts that would form an integral part of any asset management program employed by state transportation agencies and that are transferable to the public sector, especially state departments of transportation, are identified. An overview of best practices in asset management in the private sector is presented. Thus, lessons learned are identified based on a synthesis of case studies. The analysis has been done by carefully examining asset management practices of seven near-transportation private-sector companies. Included are case studies from two railroads, two airlines, two energy companies, and one railcar leasing company. The case studies highlight the need for communication, tools, and education as well as an information technology foundation from which asset management can be practiced effectively.

Interest in developing and implementing asset management systems has grown considerably during the past several years. Although asset management is defined in the literature, these definitions are generally all encompassing and fail to distinguish the asset management model from that of traditional infrastructure management systems. To assist those practitioners who are tasked with developing automated asset management systems, guidance is needed to better clarify what is meant by the term asset management. The work being done by the New York State Department of Transportation (NYSDOT) in defining asset management and enhancing its current program development process is described. The department’s asset management system is defined in relation to four precepts, and a conceptual design for an automated asset management system is presented. Central to the NYSDOT approach is a method of conducting trade-off analysis among the department’s four major goal areas—pavements, bridges, safety, and mobility. Excess user costs are discussed as the common measure to compare benefits of diverse projects such as a pavement project versus a mobility project. The goal of the NYSDOT approach is to better integrate decision making among program areas. It is concluded that while the NYSDOT approach may not be right for all transportation agencies, the idea that system development be carefully defined and properly scoped is important and should be considered as organizations endeavor to implement integrated asset management systems.

Results are reported of the implementation of an engineer-in-residence concept in the Department of Civil Engineering and Mechanics at the University of Wisconsin–Milwaukee College of Engineering and Applied Science. This concept brings an experienced practitioner to campus specifically to mentor students and faculty in the application of engineering and management principles to real-life problems and to provide additional relevancy to the education process. Success of the concept is measured by evaluations completed by students and faculty. On the basis of the findings of these evaluations, the concept is a promising way to provide expanded relevancy to a transportation education program.

The development, implementation, and assessment of the traffic signal summer workshop (TSSW) are explored. An innovative educational prototype that has been conducted at the University of Idaho during the past two summers, TSSW addresses several critical issues, including the need to educate and train university engineering students in different ways, and the lack of adequately trained engineers and technicians prepared to design and manage today’s traffic signal infrastructure. Those issues are discussed along with the pedagogical basis for hands-on experiences in engineering education. Also discussed is how the university has responded, with the TSSW prototype, to the need to deliver transportation engineering education in a new way.

Now, more than ever, the planning and management of transportation systems in the real world is beset by change and uncertainty. Under these conditions, the quality of transportation education continues to be a matter of concern for the profession because of continuing demands and commitments at several levels. From an academic standpoint, topics such as public involvement, strategic management of capital resources, soft systems methodology, and applied ethics need to be incorporated in the curriculum in more substantial ways. On the basis of the demands of professional practice, as suggested by hiring agencies, the political working of the real world also needs to be understood by entry-level graduates. These and other relevant issues, relevant particularly for a graduate-level course on urban transportation planning, are described and discussed. On the basis of the “Millennium State-of-the-Art and Future Directions White Paper” sponsored by the Committee on Transportation Education, students are expected to have a deeper knowledge and acquire greater skills in the following four topics: intermodalism and systemicity, soft systems methodologies, applied ethics, and communication. A sample course outline incorporating these suggestions based on a three-credit course offered at the Illinois Institute of Technology, Chicago, in 2001 is described. Finally, the composition of the class and the student course evaluation are discussed. Overall, the course was well received by students.

The technology-driven, rapidly advancing field of spatial data and information science (SDIS) is an integral part of numerous engineering professions. Many college civil engineering programs are struggling to find ways to accommodate this subject in an already crowded undergraduate curriculum. There are several reasons that taking a course in SDIS is desirable for civil engineers entering today’s demanding job market. First, technologies related to surveying, spatial data, and information science are among the fastest developing in the industry, and there is significant demand for skills in the latest technology. Second, spatial data collection and analysis are essential to all civil engineering disciplines; thus, a fundamental understanding of data collection and analysis techniques is desirable. The transportation discipline of civil engineering may face the greatest need for professionals specializing in SDIS. Transportation planning, system design, facilities management, and transportation logistics rely heavily on SDIS technologies, including conventional surveying, geographic information systems, Global Positioning System, remote sensing, and digital terrain modeling. A description is given of a widely transferable and technically up-to-date course in geomatics that expands on traditional surveying by incorporating modern methods of spatial data collection, management, and analysis. Including a course on geomatics early in students’ undergraduate civil engineering curriculum may plant the seed for the development of future SDIS and SDIS for transportation professionals. Lessons learned in developing geomatics courses at Clemson University, Georgia Tech, and The Citadel are presented. Findings and recommendations are summarized with respect to broader application issues affecting the civil engineering curriculum.

The first objective is to explain the conflict that has emerged and is growing between (a) requirements to make passenger trains accessible for passengers in wheelchairs and for other mobility-impaired travelers and (b) requirements for general freight service on the same tracks on certain types of railroad lines. The second objective is to present two designs for railroad passenger car entranceways that appear to resolve this problem and that have additional benefits as well. The conflict emerges in situations in which high-level platforms are used (at stations) on tracks that are also used by freight trains, because such platforms intrude into the normal clearance envelope of freight trains. High-level platforms are now most commonly used in the northeastern United States, but more extensive use elsewhere is contemplated because of various benefits for passenger service. After the problem is presented, reviews are completed of previous evaluations of various generic approaches to providing platform-to-train access—in foreign railways and in rail transit contexts—to identify characteristics of effective solutions that are compliant with the Americans with Disabilities Act. Then two related new approaches designed for North American railroad conditions are presented. It is hoped that research into this problem will be encouraged along with testing and ultimately the deployment of technologies that will provide effective transport for mobility-impaired travelers on the railroads while maintaining characteristics necessary for freight service.

Improving access to transport systems and mobility of people with disabilities is a necessary element of alleviating poverty in developing countries. A selected overview of the progress made toward achieving improved access is provided. It is based on an ongoing 3-year research program on access needs and approaches in a selection of developing countries in Africa, Asia, and Latin America. A generalized framework is suggested for describing the progress made across different countries. Many least developed countries are at the bottom of a continuum of activities in which issues of human rights and access to basic mobility are still paramount. Others, such as countries in Latin America, have made significant progress on access issues in major cities and are faced with challenges of expanding improvements to noncore areas and to less well-regulated modes. The framework is used to suggest some critical priorities for countries at various levels of development.

A discrete choice analysis was performed to study the temporal preferences of elderly persons for recreational trips. Departure time choice studies for recreational activities helped in gaining an understanding of flexible travel behavior. Elderly persons form the fastest-growing age groups, and results from the 1995 Nationwide Personal Transportation Survey indicate an increase in travel by elderly persons. This study was the first part in a study of the interaction of age, emerging transport technologies, and activity participation. Modeling departure time choice for elderly persons is critical in understanding the travel needs of an aging population to provide adequate services and enhance efficacy of transport systems and user mobility. The study makes possible an analysis of the impacts on congestion, air quality, and associated mitigation efforts. Results of this study confirm that travel patterns for elderly persons are different from those of the general population; they prefer the earlier part of the day for recreational trips. The implications of increased daytime travel may include the need for additional emergency or incident response units, particularly in rural areas. This study may be used to gauge how to best offer alternative means of transport such that they will be most effective in meeting the demands of nonworkers for nonwork trips.

China is a developing country with a great need for an expansion of its transport system. Its policy aim is, among others, stimulating the role of the car in its transport system. That creates problems similar to those found in nearly all other countries in the world: congestion and inefficiency of the road transport system, especially in and around cities. To deal with those problems and to speed up the process of solving them, the Chinese cities cooperate with experts from other countries. Intelligent transport systems (ITS) are seen as a key to solving urban congestion problems. A cooperation agreement has been signed between the Chinese government, certain Chinese cities, and the Netherlands Ministry of Transport that aims to exchange experts, execute shared research and development, and provide training. The shared research shows that many of the traffic problems in Chinese cities differ very little from problems found in European cities: many of the problems concern particularly the interfaces between high-capacity urban freeways and the urban road network. The technology transfer was executed partly by providing training to Chinese experts. The training program is based on two principles: training for impact and training the trainers. The impact concerns participants applying what was learned from training to their daily practice, and their improved ability to work on solving traffic problems. Course participants are stimulated to become trainers themselves. The first results of the Chinese–Netherlands ITS training center are very promising.

Arkansas implemented the Superpave® asphalt mixture design system in 1997 for all state and federal highways. Local roadway agencies in Arkansas, including cities and counties, have historically used Marshall method–based mixes—typically by specifying the use of state mix in paving projects. In recent years, however, more Superpave-based mixtures are being used for local projects, leading to an acute need for information at the local level about specification and construction practices necessary for Superpave. A partnership of people representing academia, industry, local roadway agencies, and the state highway agency was formed to develop and present information to local agencies and consulting engineers on the use of Superpave for low-volume roadways. The goal of the partnership was to develop a series of Superpave seminars to provide vital technology transfer to local roadway personnel. Nine seminars were held throughout Arkansas, drawing more than 250 people from cities, counties, consulting engineering firms, and other interested parties. The seminar series proved to be a success. Keys to the success included a buy-in of all major stakeholders in the partnership; a funding strategy for development and execution that allowed attendees to participate at no cost; an informal, hands-on presentation seminar approach; and recognition of the realities of local roadway agency practices and the need to frame new technology within those practices. Attendee feedback was overwhelmingly positive and indicated a willingness to participate in future technology transfer activities.

Much of the literature on the economic benefits associated with investments in transportation infrastructure focuses on locations with at least some measure of private-sector economic activity. The focus here is on the Pine Ridge Indian Reservation in South Dakota, an area with extremely limited private economic activity and a transportation network with limited connectivity and accessibility. The study was one of a series sponsored by FHWA to examine linkages between transportation improvements and economic development in rural areas. The Pine Ridge study established a framework for analyzing these linkages and focused the analysis on tourism, a key sector that both offers great potential for economic development and is dependent on improvements in transportation infrastructure. The analysis estimated the potential benefits of the tourism sector and identified the transportation improvements that would be needed to support this sector. It was found that, assuming implementation of a suite of supportive initiatives, a mature tourism sector at Pine Ridge could attract more than 1 million visitors each year, which would have an estimated total economic impact of $153 million during a 15-year period. By the end of the analysis period, these tourists would generate more than 1 million automobile trips per year, with a peak average daily traffic of 5,200 vehicles. The local enhancements in transportation infrastructure that would be needed to provide adequate levels of service include both upgrading the functional class of key roads and performing adequate maintenance throughout the life cycle of the improved roads. The costs of these transportation investments are estimated at $73.3 million.

Overcoming 500 years of fractious relations between tribal and nontribal cultures and governments is an endeavor not easily achieved in America, nor is it one that has always been marked by steady progress. Interpretations of tribal sovereignty have been long disputed. In the past 30 years, this often-debated concept has become an issue of great importance to state and federal governments. Differences of opinion still exist over the impact of tribal sovereignty on policies, procedures, or protocol. However, state and federal policy makers have begun to view the tribes as independent entities entitled to due consideration and an appropriate cultural sensitivity. All branches and levels of governments—including tribal ones—struggle to define mutual areas of responsibility, communication, and cooperation. Decision makers from state, federal, and tribal governments have had some opportunities to share experiences and information in the past. But this practice is still a work in progress despite the most sincere wishes for a better outcome by those participating on a policy level. The common desire of these parties is that intergovernmental relations become more symbiotic and less adversarial, as cooperation can facilitate the mutual interests of all. Accomplishing this task in ways that do not threaten tribal sovereignty is difficult. The 2002 Four Corners Institute for Tribal–State Relations concept is covered along with its participants, methodology, results, limitations, and recommendations for further research. New methodology will be discussed including the remote venue, Native Americans as facilitators, participants as fellows, and the method for choosing format and discussion topics.

New technology is used in transportation to preserve competitiveness and maintain operational efficiency and effectiveness. Technology transfer is the medium for introducing a new technology into an organization: the missing link between research and operations and the bridge between theoretical knowledge and its practical application. Whether the product of an agency’s own research or the research of others, technology will not be successfully transferred through the mere delivery of reports. That is but one step in the transfer process, yet it is often mistakenly considered to signal completion of the process. Experience has proved that relying solely on report delivery to transfer research products is bound to yield unsuccessful transfer. That passive mode of communication, with the human element almost absent, has proved futile. The effective transfer of technology entails the dedication and commitment of specialists, time, and funds, along with report delivery. An organizational climate conducive to successful technology institutionalization in public transportation agencies was examined with emphasis on the often-overlooked human element. This focus acknowledges that an active interaction between technology provider and receiver greatly facilitates a successful transfer. Components were developed of an effective framework for technology transfer consisting of two fundamental elements: a solid foundation and an effective transfer infrastructure. A solid foundation is established when (a) top management commits the organization to transfer efforts, (b) human and financial resources are committed to such efforts, and (c) the organizational culture embraces change and works to dissolve resistance to new technology introduction. An effective transfer infrastructure uses seamless communication among all parties involved, to avert problems before they arise and strengthen performance at each step.

Transportation strategies encompass a portfolio of projects in which choices must be made between competing alternatives. An appropriate portfolio of projects is essential for the success and growth of transportation agencies. The introduction and implementation of emerging technologies such as intelligent transportation systems (ITS) increase the need for more effective decision-making approaches and project selection in the coming years. Transportation projects, particularly, have a broad impact on the public and are multicriteria in nature. The projects also involve several elements of risk, such as project success, public acceptance, or public image. Traditional methods of project evaluation such as benefit–cost analysis focus mainly on the financial rewards of projects and do not sufficiently consider multicriteria and risk evaluations in an integrated framework. Development of an objective and systematic methodology that could address the multicriteria nature of the projects and also deal with their risks and rewards is necessary for both private and public agencies. This need is important particularly when new technologies are implemented, information on project impacts is insufficient, and resources are constrained. An integrated project portfolio selection model is introduced based on the well-established methodologies used for multicriteria evaluation and proven concepts used for portfolio selection in the finance discipline. The new methodology significantly facilitates decision making by integrating both the risk and the value of projects. A case study for selecting ITS projects in a public agency is demonstrated. Guidance is provided in nontechnical language for interpreting the outputs of the methodology.

Planning for sustainable development requires models that can represent the effects of land use and transportation policies on economic welfare, social equity, and the natural environment. Various urban models and geographic information system impact models have been in development for use in the Sacramento, California, region for several years. A comprehensive set of models is proposed. With the improvement of the urban economic model and the addition of a model for real-time scenario generation and evaluation, it is thought that a full suite of models exists for comprehensive regional planning. All the models are free, public license models, appropriate for application in large metropolitan planning organizations and other regional agencies.