TDM has a role to play outside of congested urban areas. In rural communities with large influxes of visitors, TDM can help manage demand to reduce impacts on the natural environment and surrounding communities while improving safety for residents and visitors.
Glacier National Park is an example of how providing alternatives can do this. Since , Glacier National Park has run a free shuttle system so visitors can safely travel through the park and avoid traffic and parking problems. In , the park created the Red Bike Program to supply a fleet of bicycles for employees to use for work or recreational trips.
The shuttles and bicycle fleet have expanded access, limited vehicular emissions, and reduced traffic by 20 percent. One recipient of funding is the Puget Sound region, which will focus on the SR corridor that links downtown Seattle to the Eastside area of Lake Washington. The project involves implementation of variable pricing on SR to maintain free-flow traffic in the through lanes, discounted or free access for vehicles with three or more occupants, enhanced bus services, and real-time multimodal traveler information.
The project also includes an active traffic management system that will be installed on SR and I, which will consist of a series of electronic speed limit, lane status, and dynamic message signs over each lane on the SR and I bridges over Lake Washington. According to a survey, 64 percent of participants continue to use alternative modes 9 to 12 months after the program, even without an incentive.
The program has experienced increased interest over the last several years, with more than 8, people enrolling in —a threefold increase over The Clean Air Campaign in metropolitan Atlanta runs the commuter rewards program as part of a full suite of travel demand management activities. Overall, the TDM program prevents more than , tons of pollution annually in the region. Managing travel demand brings many benefits to communities and travelers. By introducing choice and flexibility into the transportation system, TDM reduces congestion and improves overall traffic flow.
TDM also reduces stresses on transportation infrastructure by reducing both use of existing resources and the need to expand capacity. Finally, TDM reduces travel expenses for individuals by reducing gas consumption and reducing the time spent in traffic. Real-time parking information can help reduce travel delay and emissions and driver frustration by reducing the need for drivers to circle around looking for parking.
Two recent programs in this area are: Begun in , SFpark is a demand-responsive parking pricing and management system. The pilot effort provides real-time parking availability information for on- and off-street parking and also incrementally raises or lowers parking prices based on demand to maintain a minimum level of parking availability.
SFpark uses parking meters that accept credit cards and mobile device applications, text messages, and electronic display signs to help improve parking efficiency. An application, website, and call-in phone number all allow travelers to get current information on the number of available spaces in all nearby garages, with data updated each minute through a feed from the gate system at each garage.
This makes it easier for the public to access cultural institutions and may reduce travel delay and emissions by avoiding searches for available parking. Managing and operating a multimodal transportation system for improved livability and sustainability involves providing timely and accurate information to system users on transportation conditions.
With a greater level of awareness, travelers and freight carriers can make better decisions about when or if to travel, which route to take, and which mode to choose. This contributes to livability through greater predictability of services, more options for avoiding delay, and a higher-quality travel experience.
In addition, this information can save lives and reduce injuries by informing the public when road conditions are unsafe and enabling commercial vehicle drivers to locate available parking for critical rest periods.
Providing traveler information that helps system users avoid congestion and facilitates taking transit, walking, and bicycling significantly supports environmental sustainability by reducing motor vehicle emissions and infrastructure needs.
Traveler information is vital to managing the surge in travel demand for special events and is used to help attendees plan their travel before the event, en route to the event, and after the event. Traveler information is also crucial in diverting traffic or passengers during an incident, adverse weather, and active work zones. Interstates 90 and 94 between Wisconsin and Washington are major corridors for commercial and recreational travel. The extreme winter weather conditions prevalent in the states within this corridor pose significant operational and travel-related challenges.
Projects completed thus far include the development of a traveler information website for the entire corridor www. Previously, each State had its own phrases, which made sharing information across states more difficult. The Washington State Department of Transportation WSDOT provides an extensive website that supplies travelers with real-time traffic flow data, estimated travel times, wait times on popular routes, and traffic camera images updated every 1.
WSDOT also operates a telephone service that provides contact information for rail, bus, ferry, and airline operators, as well as construction and traffic incident information. All of this information is managed through a state-of-the-art speech recognition program that allows callers to ask for specific information about travel times or traffic flow on specific highways. In this case, partner agencies within NITTEC pool transportation information to provide travelers with comprehensive views of the region and a greater level of customer service than any single agency within NITTEC could provide.
SG offered by the Land Transport Authority. SG provides real-time bus information, locations for light rail and premium bus service, and a trip planner that shows how to get to a destination via public transportation. For the motorist, it also provides real-time availability at parking lots in a number of areas, live traffic cameras, and up-to-date traffic information including locations of incidents and work zones.
Transit information also includes the departure time at nearby park-and-ride stations. This information allows travelers to make modal decisions en route, depending on the conditions. In Japan, motorists can access real-time traveler information in their vehicles using the vehicle information and communication system VICS. VICS uses roadside infrastructure to detect congestion and then broadcasts traffic information by character multiplex, radio beacons, or optical beacons to vehicles.
It can be displayed in the vehicle as text or on a map. Placemaking emphasizes the connections between land use and transportation, as well as urban design and operations. Put simply, it involves looking at, listening to, and asking questions of the people who live, work and play in a particular space, to discover their needs and aspirations. But it is much more than our individual mode of travel or our local road that makes up this network.
There are approximately 4 million miles of roads, , miles of rail, , bridges, 12, miles of commercially navigable waterways, 11, miles of transit including more than 5, miles of rail transit , more than 3, transit rail stations, ports, and 19, airports that permit us to move about the United States.
Much of that infrastructure was built decades ago and the repair and maintenance of that system is falling behind. Traffic volume increased by 14 percent from to , yet road infrastructure increased only by 5. Bureau of Transportation Statistics.
Investments in our transportation infrastructure results in job creation. Department of Transportation. Americans households spend 9. As an American, these are your roads, your highways, your rail and transit systems, and you deserve the right to enjoy them.
It is the duty of elected officials to ensure the resources and investments are made wisely, efficiently, and transparently. The FAA has projected that the number of annual airline passengers will grow from million in to 1.
However, air traffic delays, an aged air traffic control system, and increasing costs are threatening to paralyze air travel. By , 27 airports in 15 metropolitan areas will have insufficient capacity FAA. Additionally, a report on the capital needs of U. It is in dire need of modernization as we are operating with a system based on World War II era technology. At its most basic level, NextGen represents an evolution from a ground-based system of air traffic control to a satellite-based system of air traffic management.
When fully implemented, NextGen will allow more aircraft to safely fly closer together on more direct routes, reducing delays and providing unprecedented benefits for the environment and the economy through reductions in carbon emissions, fuel consumption and noise.
A 21st Century transportation system must employ the most cutting edge technologies such as NextGen to ensure the efficient and safe movement of people and goods. By , the total U. This growing society will demand higher levels of goods and services, and will rely on the transportation system to access them, according to the National Surface Transportation Policy and Revenue Study Commission. A system of linked locations that are used to represent the functional and spatial organization of transportation.
This system indicates which locations are connected and how they are serviced. Some locations within a network are more accessible more connections than others fewer connections. Movements of people, freight, and information over their respective networks.
If deterrence is unsuccessful, the next line of defense is prevention, whether by denying access through physical means—guards and fences, for example—or by other methods of interception, such as passenger profiling, baggage inspection, and explosives detection. A topic likely to generate much research and debate in the years ahead is how best to filter out the lower-risk users of transportation systems in order to focus security resources on anomalies and the higher-risk traffic.
Advanced information technologies offer some promising tools for such identification and prescreening. What is needed, however, is a better understanding of the markers of risk, the kinds of data useful for identifying those markers, and how to interpret and use the results for detection and control purposes. For example, the application of automated passenger prescreening systems may depend less on advances in biometrics, artificial intelligence, statistics, and computer hardware than on the kinds and quality of data that can be employed in these systems.
Not only must the multiple, heterogeneous databases involved be accurate and compatible both criteria present major challenges , but the right information must be extracted and combined.
Will new databases be created by the linking of various private and public data sources? And if so, how will the information be stored and protected, and who will have access to it and for what purposes? Research on numerous such issues is clearly required to help policy makers evaluate preventive measures.
Yet another prevention-related need is for explosives detection systems that are sensitive to a wider range of materials. But new and emerging techniques could augment existing detection capabilities. See CSTB for a review of important technological and policy issues associated with the development and use of databases for identification systems.
See NRC , b, for more detailed assessments of deployed and emerging technologies to improve aviation security. Such crosschecking can help reduce false alarms and the need for inconvenient and costly follow-on searches, such as manual baggage inspections.
In general, all detectors—whether they sense explosives, say, or radiological materials—need to be made more accurate for use in transportation modes, where an excessive rate of false alarms can wreak havoc. They must also be made smaller, more affordable, and capable of operating at greater range. These latter requirements are particularly important if detectors are to be deployed strategically in the surface transportation modes.
Knowing when a hostile attack is under way, diagnosing it quickly and accurately, predicting its course, and mitigating its harmful effects are crucial capabilities that research and development can help provide. Monitoring is essential to all these crisis-management functions.
The fast and decisive actions taken by local traffic control centers to prevent commuter and subway trains from passing under the World Trade Center may have saved hundreds of lives. Another example of monitoring capabilities that are not yet available but that could prove crucial in transportation settings is the development of real-time sensors to rapidly detect a wide variety of chemical agents. In a busy transportation environment, rapid recognition of a threat is critical to ensure appropriate response.
A prerequisite for the development of such sensor systems is baseline information on the background chemicals in facilities such as subway systems and airport terminals, especially to ensure that sensor systems are designed to balance the risks associated with false positive and false negative readings.
On the one hand, excessive false alarm rates are a major concern for transportation operators, lest localized service disruptions regularly propagate across an entire network, eventually causing the alerts to be ignored and alarm systems to be turned off. On the other hand, a single missed or neglected alarm runs the risk of exposing thousands of people to deadly agents and postponing effective emergency response.
An appropriate balance must be struck between such risks, requiring risk modeling and human factors assessments. Research on architectural features, materials, and construction methods to harden transportation facilities has the potential to mitigate the effects of blasts.
Research on mitigation could also be useful in protecting structures from earth-. Similarly, the design of blast-resistant containers for aviation may be helpful for other modes of transport.
The DOD has conducted much research on blast resistance materials, designs, and structures, some of which may be applicable to transportation. There is a great deal of interest in the transportation community not only in mitigating the effects of explosions but in containing the release of chemical and biological agents.
Specialized research on the dispersal of various agents within transportation environments is needed—for instance, on understanding how trains moving in subway tunnels may push contaminants within the underground system and through external vents into the streets above. A key to effective postevent response is the capability to communicate and coordinate the actions of firefighters, police, elected officials, and transportation agencies across numerous jurisdictions.
Communication paths, equipment, and protocols must be established in advance, as part of emergency response plans, and sizeable capacity must be made available quickly without having to disrupt basic communications links. Research and development on ways to enhance emergency decision making and communications protocols and capabilities is important to the transportation community, as it is to other participants in incident response.
As noted earlier, the ability to quickly recover and reconstitute transportation services is crucial for limiting the cascading effects of terrorist attacks.
This may require a range of capabilities, from the specific means to reroute traffic around the disrupted areas to well-rehearsed, regional emergency response plans that coordinate highway and public transportation systems.
Restoring transportation services following an attack will also require a range of technological capabilities—for example, neutralizing agents and robots that can survey affected areas and perform decontamination, as well as tools for the rapid repair of key infrastructure elements to render them at least minimally functional.
To deter and prevent further attacks, technologies and techniques to investigate and attribute past attacks will also be needed. Catching the perpetrators. Another is to learn from the attack in order to prevent future ones. Following the September 11 attacks, data were gathered from the air traffic control system and used to reconstruct the timing and pattern of the four airline hijackings.
These analyses could prove helpful in improving the monitoring of traffic and recognizing the early signs of an attack. How best to develop such investigative capabilities—much as cockpit voice recorder and flight data boxes are critical for reconstructing airline crashes—is a potentially important avenue of inquiry. The Aviation and Transportation Security Act of , which created TSA, set forth a series of responsibilities and deadlines for the agency, from the assumption of airline passenger and baggage screening functions to the deployment of air marshals and explosives detection systems at commercial airports.
Receive, assess, and distribute intelligence information related to transportation security;. Develop policies, strategies, and plans for protecting against threats to transportation, mitigating damage from attacks, and responding to and recovering from attacks;. Make other plans related to transportation security, including coordination of countermeasures with appropriate departments and agencies;.
Serve as the primary liaison for transportation security to the intelligence and law enforcement communities;. Identify and undertake research and development activities necessary to enhance transportation security. The following. The first recommendation stems from a recognition that the transportation sector is so large, dynamic, and fragmented that no single agency can be responsible for day-to-day security tactics and technologies.
If TSA is to have a meaningful role in securing all the modes of transportation, it must be prepared to offer advice and assistance at a strategic level. The second and third recommendations recognize that TSA is the only national entity with responsibility for security in the transportation sector as a whole.
It is therefore in the best position to ensure research is undertaken that is useful to all transportation modes and that good information on security technologies and methods is provided to the many public- and private-sector users and providers of transportation services.
Recommendation 7. Explore and evaluate alternative security system concepts for the different modes of transportation through collaboration with the public- and private-sector owners, operators, and users and through the application of operations research and human factors expertise. Ensure that there are no gaps in security planning and preparation because of the narrow purview, perspectives, and knowledge of individual modal agencies and owners, operators, and users of transportation systems.
Encourage the explicit inclusion of security goals in the transportation planning process and in the design of vehicles, facilities, and operating systems by seeking out dual-use opportunities and by identifying design standards for new transportation systems and facilities that fully integrate security considerations. Advise metropolitan governments and transportation agencies on the need to develop integrated regional emergency response plans; and advise local and state transportation agencies, public transportation authorities, and related entities on how to reshape their administrative structures so as to give security prominence in their planning and decision making.
Explore ways in which security enhancements can be encouraged, and how market and institutional barriers to the deployment of security measures can. Work with other countries and international standard-setting bodies to exchange information about international shipments, coordinate security measures and overall system strategies, and collaborate in research and development activities.
Multimodal in its orientation, such a strategic office will require a systems planning and engineering expertise and the capability to conduct risk assessments. It will also need to interact closely with other federal agencies in domains of responsibility integral to transportation such as the Coast Guard, the Customs Service, FEMA, and the Immigration and Naturalization Service , with international standard-setting bodies such as the International Civil Aviation Organization, the World Customs Organization, and the International Maritime Organization , and with state and local agencies at the level of implementation.
To be effective and trusted, TSA must be more than a regulatory and enforcement arm of DOT; it must find ways to share needed expertise and information and to work constructively with those parties—from modal agencies to public- and private-sector transportation system operators—entrusted with fielding the security solutions.
A strategic research and planning office within TSA, unencumbered by rulemaking, enforcement, and operational responsibilities, could offer these needed services. To devise coherent security systems and to procure and recommend supporting technologies, TSA must have its own analysis and research capacity. The modal agencies in DOT, as well as other federal agencies with responsibility for security functions related to transportation such as Customs and INS , have missions ranging from safety assurance to revenue collection and drug interdiction.
Such duality of use can be beneficial, but approaching security as a side benefit may result in research gaps and a tendency for comprehensive, systems-level research to be neglected because it does not have a lead sponsor. TSA must establish an in-house research capacity to undertake such concept evaluations and to support its own large security operations and technology acquisition programs.
Academia and the private sector are eager to contribute creative ideas and technologies to the task of enhancing transportation security. At the same time, transportation system owners and operators are eager to hear advice from universities and companies and use the results of good research and technology development.
Currently, however, many of the ideas and technologies being proposed for security purposes have only limited potential for application—not only because of inadequate incentives to invest in them but also because technologies and techniques that seem promising in isolation do not fit well in a security system or are incompatible with the transportation operating environment.
TSA could play a catalytic role here by providing scientists and technologists with clearer targets for their research and innovation efforts. In conjunction with commercial developers and transportation system owners and users, TSA.
Precedents for such clearinghouse and evaluation services can be found in the transportation sector and elsewhere, and they could be useful as models. The nascent Transportation Security Administration provides a new, and rare, opportunity to approach transportation security in a strategic manner based on sound science and technology application. It is essential that this opportunity not be lost. The Department of Transportation, and particularly TSA, should take steps now to build this strategic capability and ensure its permanence.
In the same manner, others have urged the Office of Homeland Security to adopt such a strategic and architect-like role on a broader scale for the federal government as a whole. In fact they may exist in the interactions among modes or between transportation modes and other domains such as energy and computer systems. Someone should be thinking about vulnerabilities that exist at these intersections, the threats that may be associated with them, and appropriate strategies for response.
A broader-based understanding of terrorist threats is therefore needed to inform the transportation community and others on the front lines of defense as they formulate security plans and take precautions. To provide this capability, the committee sees a need for an entity unencumbered by operational, oversight, and regulatory responsibilities, whose mission would be to explore and systematically assess the broad spectrum of vulnerabilities to terrorist attacks, probable responses to these attacks, and ensuing consequences.
By involving and informing TSA and the transportation community, as well as parties in other domains, the work of this analytic entity could provide valuable guidance to transportation. The Homeland Security Institute recommended in Chapter 12 could be such an entity. Badolato, E. Boyd, A. Bureau of Transportation Statistics. National Transportation Statistics , U. Department of Transportation, Washington, D. Carter, Ashton B. Flynn, S. Senate, Washington, D.
Jenkins, Brian M. Jenkins, Brian. MTI, Norman Y. Leeper, J. National Research Council. Policastro, A. Brown, M.
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