TCRP Screening Panel FY24: Agenda, Members & Strategic Plans

i TCRP Screening Panel for Fiscal Year 2024 Program Thursday August 10, 2023 12:30 p.m. to 4:30 p.m. https://nasem.zoom.us/j/97081288088?pwd=VlU4Uk9RZHo0Q mpyZytxMzNERmQ1Zz09 AGENDA 12:30 p.m. Welcome and Introductions 12:45 p.m. General Session • • • 4:30 p.m. Meeting Objectives Review of Process and Decision Criteria Discussion and Ranking of Submitted Topic Statements Adjourn 7/14/2023 Panel Y0007 FY 2024 TCRP Screening Panel Member Mr. A. Jeff "Jeff" Becker Consultant 1660 Blake Street, BLK-24 Denver, CO 80202 Email: beckercanosa@gmail.com Ms. Rachel Beyerle Transportation Communications Manager Metropolitan Washington Council of Governments 777 North Capital Street NE, Suite 300 Washington, DC 20002 Phone: 202/962-3237 Email: rbeyerle@mwcog.org Mr. Anthony P. Bohara Sr Project Manager HDR 123 Kratz Road Birdsboro, PA 19508 Phone: 484/995-2205 Email: anthony.bohara@hdrinc.com Mr. Jonathan P. Brooks Transit Practice Leader The Goodman Corporation 3200 Travis St, Ste 200 Houston, TX 77006 Phone: 806/440-2462 Email: jbrooks@thegoodmancorp.com Mr. Guillermo Calves Senior Transit Planner/Project Manager AECOM 605 Third Avenue, 3rd Floor New York, NY 10158 Phone: 212/973-3090 Email: guillermo.calves@aecom.com Ms. Joana M. Conklin Bus Rapid Transit Development Manager Montgomery County Department of Transportation 332 Oak Knoll Drive Rockville, MD 20850 Phone: 617/548-1538 Email: Joana.Conklin@montgomerycountymd.gov Mr. Matthew A. Coogan Consultant 179 Edgewood Road Asheville, NC 28804 Phone: 802/299-9783 Email: cooganmatt@aol.com Mr. Alan Robert Danaher Assistant Vice President/Senior Supervising Engineer WSP 301 East Pine Street, Suite 1020 Orlando, FL 32801 Phone: 407/325-3442 Email: Alan.Danaher@wsp.com Ilyssa DeCasperis Chief People Officer Metrolink LA 900 Wilshire Blvd Los Angeles, CA 90017 Phone: 800/371-5465 Email: idecasperis@hotmail.com Mr. Daren Dong NY Branch Manager IH Engineers 225 W. 34th Street, Suite 1518 (14 Penn) New York, NY 10122 Phone: 347/755-0324 Email: ddong@IHEngineers.com Ms. Rosemary B. Gerty Pace Suburban Bus 3206 Wenonah Ave Berwyn, IL 60402 Phone: 708/990-1974 Email: rbgerty@att.net Mr. Alex P. "Alex" Goff Vice President, Passenger and Freight Rail, AECOM Massachusetts Department of Transportation 500 Enterprise Drive, Suite 3B Rocky Hill, CT 06067 Phone: 860/529-8882 Email: Goffprof@aol.com Ms. Lyn Hellegaard Executive Director Missoula Ravalli Transportation Management Association 2820 South Higgins Avenue Missoula, MT 59801 Phone: 406/327-8707 Email: mrtma2@montana.com Mr. Eric T. Hill Director, Transportation Systems Management and Operations MetroPlan Orlando 250 South Orange Avenue, Suite 200 Orlando, FL 32801 Phone: 407/481-5672 Email: ehill@metroplanorlando.org Dr. Jerome "Jerry" Lutin Senior Director Statewide & Regional Planning (retired) New Jersey Transit 2302 Schindler Drive North Monmouth Junction, NJ 08852-3548 Phone: 215/630-4125 Email: jerome.lutin@verizon.net Mr. Taqhiuddin Mohammed Supervisor- ITS and Transportation Engineering Div Pace Suburban Bus Service 550 West Algonquin Road Arlington Heights, IL 60005 Phone: 703/597-9240 Email: taqhi.mohammed@pacebus.com Mrs. Beverly Neff Senior Transportation Planner San Diego Metropolitan Transit System 1255 Imperial Avenue, Suite 1000 San Diego, CA 92101 Phone: 619/557-4561 Email: beverly.neff@sdmts.com Dr. Hilary Nixon Deputy Executive Director Mineta Transportation Institute 2335 Phipps Rd Duncan, BC V9L6L2 Phone: 408/924-7564 Email: hilary.nixon@sjsu.edu Member Ms. Robin Riesa Phillips Executive Director National Rural Transit Assistance Program (RTAP) 700 K Street NW Washington, DC 20001 Phone: 781/697-7194 Email: rphillips@nationalrtap.org Mr. Brandon Policicchio Chief Customer and Business Development Officer Greater Dayton RTA 4 S. Main St Dayton, OH 45402 Phone: 937/425-8330 Email: bpolicicchio@greaterdaytonrta.org Ms. Cosette Rees Chief Customer Experience Officer Lane Transit District 3500 E 17th Avenue Eugene, OR 97403 Phone: 541/501-9399 Email: Cosette.rees@ltd.org Dr. Mindy J. Rhindress Professor (Adjunct), Sociology and Data Analysis Queens College, CUNY Queens College, 65-30 Kissena Bllvd. Flushing, NY 11367 Phone: 917/930-5421 Email: mindy.rhindress@gmail.com Ms. Paulina Ruiz System Performance and Improvement Manager Foothill Transit 100 S. Vincent Ave., Suite 200 West Covina, CA 91790 Phone: 626/931-7217 Email: pruiz@foothilltransit.org Mr. Raymond A. Santiago Manager of Traffic Engineering and Transit Facilities Golden Gate Bridge Highway and Transportation District 1011 Andersen Drive San Rafael, CA 94901 Phone: 415/257-4443 Email: rsantiago@goldengate.org Dr. Ipek Nese Sener Mr. Billy Terry Mr. Franklin "Frank" Spielberg CRP Staff Research Scientist Texas A&M Transportation Institute 505 E Huntland Dr, Suite 455 Austin, TX 78752 Phone: 512/407-1119 Email: i-sener@tti.tamu.edu Consultant 3401 Cypress Drive Falls Church, VA 22042 Phone: 703/403-6042 Email: sgfranks@alumni.upenn.edu Mr. Brian Scott Waterman Senior Transportation Planner|Transit Planner HDR 315 S. Calhoun Street, Suite 800 Tallahassee, FL 32301 Phone: 850/339-9969 Email: brian.waterman@hdrinc.com Mr. Edward "Ed" Watt Principal WattADR 140 Beach 126th Street Rockaway Park, NY 11694 Phone: 347/386-7132 Email: Edwa3@aol.com Liaison Representative Executive Director National Transit Institute 120 Albany Street, Tower Two, Suite 250 New Brunswick, NJ 08901 Phone: 848/932-6047 Email: bterry@nti.rutgers.edu Ms. Gwen Chisholm-Smith Manager, Transit Cooperative Research Program Transportation Research Board 500 Fifth Street, NW Washington, DC 20001 Phone: 202/334-3246 Email: GSMITH@nas.edu Ms. Mariela Garcia-Colberg Senior Program Officer Transportation Research Board 500 Fifth Street, NW Washington, DC 20001 Phone: 202/334-2361 Email: mgarciacolberg@nas.edu Ms. Emily Griswold Program Coordinator Transportation Research Board 500 Fifth Street, NW Washington, DC 20001 Phone: 202/334-2023 Email: egriswold@nas.edu Marie Denise Benton Sr Director, Rail Transit & Commuter Rail American Public Transportation Association (APTA) 1300 I Street NW, #1200 East Washington, DC 20005 Phone: 202/496-4830 Email: mbenton@apta.com Ms. Dianne S. Schwager Senior Program Officer Transportation Research Board Cooperative Research Programs, 500 Fifth Street, NW Washington, DC 20001 Phone: 202/334-2969 Email: dschwager@nas.edu Ms. Tara Clark Transportation Program Manager Federal Transit Administration (FTA) 1200 New Jersey Ave. SE, East Building Washington, DC 20590 Phone: 202/366-2623 Email: tara.clark@dot.gov Mr. Arthur L. Guzzetti Vice President, Policy & Mobility American Public Transportation Association (APTA) 1300 I Street NW, Suite 1200 East Washington, DC 20005 Phone: 202/496-4814 Email: aguzzetti@apta.com TRB Staff Representative Mr. Stephen "Steve" Andrle Senior Program Officer Transportation Research Board Technical Activities, 500 Fifth Street, NW Washington, DC 20001 Phone: 202/334-2810 Email: sandrle@nas.edu FTA Strategic Plan FY 2022 – 2026 FTA Strategic Plan FY 2022 – 2026 STRATEGIC GOAL 1: REDUCE SAFETY EVENTS ON THE NATION’S TRANSIT SYSTEMS STRATEGIC OBJECTIVE 1.1: REDUCE COLLISIONS AND DERAILMENTS ON TRANSIT SYSTEMS STRATEGIC OBJECTIVE 1.2: STRENGTHEN PERSONAL SECURITY FOR TRANSIT WORKERS, RIDERS AND PATRONS STRATEGIC GOAL 2: RENEW OUR TRANSIT SYSTEMS AND INCREASE RESILIENCY INTO THE FUTURE STRATEGIC OBJECTIVE 2.1: REDUCE THE STATE OF GOOD REPAIR BACKLOG STRATEGIC OBJECTIVE 2.2/3.2: REDUCE THE ENVIRONMENTAL IMPACTS OF TRANSIT INFRASTRUCTURE STRATEGIC OBJECTIVE 2.3: SUSTAIN EXISTING TRANSIT OPERATIONS STRATEGIC GOAL 3: REDUCE GREENHOUSE GAS EMISSIONS AND ENVIRONMENTAL IMPACTS FROM TRANSIT CONSTRUCTION AND OPERATIONS STRATEGIC OBJECTIVE 3.1: INCREASE DEPLOYMENT OF CLEAN FUELS IN TRANSIT STRATEGIC OBJECTIVE 3.2/2.2: REDUCE THE ENVIRONMENTAL IMPACTS OF TRANSIT INFRASTRUCTURE STRATEGIC GOAL 4: ADDRESS DISPARITIES IN ACCESS TO OPPORTUNITY AND SERVICES STRATEGIC OBJECTIVE 4.1: REMOVE BARRIERS TO TRANSIT ACCESS FOR UNDERSERVED COMMUNITIES STRATEGIC OBJECTIVE 4.2/5.2: IMPROVE THE QUALITY OF TRANSIT SERVICE AVAILABLE TO RURAL AND UNDERSERVED COMMUNITIES STRATEGIC OBJECTIVE 4.3: PROMOTE EQUAL ACCESS TO JOBS AND CONTRACTS IN THE TRANSIT INDUSTRY STRATEGIC GOAL 5: EXPAND HIGH-QUALITY TRANSIT SERVICE TO BUILD COMMUNITIES THAT CONNECT PEOPLE STRATEGIC OBJECTIVE 5.1: INCREASE TRANSIT THAT PROVIDES COMPETITIVE SERVICE, COMMUNITY DEVELOPMENT, AND ACCESS TO ECONOMIC OPPORTUNITIES STRATEGIC OBJECTIVE 5.2/4.2: IMPROVE THE QUALITY OF TRANSIT SERVICE AVAILABLE TO RURAL AND UNDERSERVED COMMUNITIES The FTA Strategic Plan for FY 2022 – 2026 can be found in full HERE. U.S. DOT Strategic Plan Strategic Goals FY 2022-2026 Safety • Make our transportation system safer for all people. Advance a future without transportation-related serious injuries and fatalities. Economic Strength and Global Competitiveness • Grow an inclusive and sustainable economy. Invest in our transportation system to provide American workers and businesses reliable and efficient access to resources, markets, and good-paying jobs. Equity • Reduce inequities across our transportation systems and the communities they affect. Support and engage people and communities to promote safe, affordable, accessible, and multimodal access to opportunities and services while reducing transportation-related disparities, adverse community impacts, and health effects. Climate and Sustainability • Tackle the climate crisis by ensuring that transportation plays a central role in the solution. Substantially reduce greenhouse gas emissions and transportationrelated pollution and build more resilient and sustainable transportation systems to benefit and protect communities. Transformation • Design for the future. Invest in purpose-driven research and innovation to meet the challenges of the present and modernize a transportation system of the future that serves everyone today and in the decades to come. Organizational Excellence • Strengthen our world-class organization. Advance the Department’s mission by establishing policies, processes, and an inclusive and innovative culture to effectively serve communities and responsibly steward the public's resources. vi TRANSIT COOPERATIVE RESEARCH PROGRAM STRATEGIC PLAN August 2023 vii TRANSIT COOPERATIVE RESEARCH PROGRAM STRATEGIC PLAN To guide its deliberations, the TCRP Oversight and Project Selection (TOPS) Commission has adopted the following Mission Statement: The Transit Cooperative Research Program's mission is to promote, select, and conduct research and disseminate findings of research to improve the practice and performance of public transportation. As called for in TRB Special Report 213: Research for Public Transit and initially authorized in the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991 and was reauthorized in the Transportation Equity Act for the 21st Century (TEA-21), the Safe, Accountable, Flexible, Efficient, Transportation Equity Act: A Legacy for Users (SAFETEA-LU), Moving Ahead for Progress in the 21st Century (MAP-21) Act, Fixing America’s Surface Transportation (FAST) Act and the Bipartisan Infrastructure Investment and Jobs Act (IIJA), TCRP and the Federal Transit Administration's other research and development activities constitute a coordinated program of transit research. While the FTA pursues research directed toward a National Research and Technology Development Program, TCRP concentrates on Problem Solving research guided by the following Vision: TCRP is supporting the goals of the transit industry to enhance the nation's mobility through a program of applied research geared to solving problems that local transit operators experience as they manage today's services. To promote that mission in a rapidly changing environment, the TOPS Commission, in harmony with the FTA Strategic Plan, the FTA Research and Technology Five-Year Plan, and the interests of those in the industry who have submitted recommendations for TCRP research, establishes the following TCRP Strategic Priorities: I. PLACE THE CUSTOMER FIRST The importance of the transit rider as well as the community at large as the customer was a principal outcome of the TCRP Future Search. The American consumer society is demanding; no industry can prosper that does not place the customer first. II. ENABLE TRANSIT TO OPERATE IN ATECHNOLOGICALLY ADVANCED SOCIETY TCRP will support public transportation to integrate state-of-the-art technology in all aspects of its business so that mobility needs can be served as communities change and customer needs evolve. III. CONTINUOUSLY IMPROVE PUBLIC TRANSPORTATION The TCRP will support communities throughout the United States to continuously improve public transportation. IV. FLOURISH IN THE MULTIMODAL SYSTEM More authority for transportation investment decisions is now in the hands of state and local decision makers. The transit industry must work harder and smarter to realize the intermodal flexibility and community-based planning opportunities offered by federal and other programs. viii V. REVITALIZE TRANSIT ORGANIZATIONS Information technologies, changes in the work force, and new roles and partnerships are revolutionizing the workplace. By reinventing themselves, transit organizations can "Work Better - Cost Less." TCRP funds are spent for projects supporting the four TCRP Strategic Priorities. TCRP announces these priorities in the solicitation of research problem statements. The TOPS Commission reviews TCRP performance with respect to the TCRP Strategic Plan to ensure that the program is meeting its Strategic Priorities. TCRP STRATEGIC PRIORITIES AND OBJECTIVES I. PLACE THE CUSTOMER FIRST: The importance of the transit rider as well as the community at large as the customer was a principal outcome of the TCRP Future Search. The American consumer society is demanding; no industry can prosper that does not place the customer first. TCRP will help the transit industry do this by placing priority on the following strategic objectives: I-1 Identify customer preferences and develop appropriate services. I-2 Encourage the development of effective transit security programs. I-3 Reduce serious transit incidents, fatalities, and injuries using improved operational principles supported by advanced technologies. I-4 Improve the ability of the transit industry to plan and develop efficient region-wide intermodal transportation networks with emphasis on improving accessibility and reducing travel time. I-5 Improve the ability of rural counties and their state partners to plan statewide rural and intercity transit networks. I-6 Encourage a Customer Service Culture in all aspects of service delivery. I-7 Improve passenger information systems through the use of technology, in particular internet based systems. II. ENABLE TRANSIT TO OPERATE IN A TECHNOLOGICALLY ADVANCED SOCIETY. TCRP will support public transportation to integrate state-of-the-art technology in all aspects of its business so that mobility needs can be served as communities change and customer needs evolve. II-1 Identify, develop and promote research projects to maximize the benefits of e-commerce and other technology applications in the transit industry. II-2 Identify and encourage adaptation of new technology and internet applications. II-3 Identify and eliminate obstacles to the implementation of e-commerce in public transportation. III. CONTINUOUSLY IMPROVE PUBLIC TRANSPORTATION: The TCRP will support communities throughout the United States to continuously improve public transportation. ix Research will identify strategies to increase ridership through improved operations and management practices and improved services to current customers and new markets. TCRP will do this by placing priority on the following strategic objectives: III-1 Enable public transportation to respond to the needs of the community today and in the future. III-2 Improve the engineering of transit vehicles with customer standards uppermost in mind while reengineering for safety and cost. III-3 Introduce advanced technologies into vehicle operating and maintenance systems. III-4 Apply advanced automation and computerization to management problems. III-5 Establish improved standards and promote best practices in the design of transit facilities that optimize life cycle cost and safety. III-6 Produce tools and guidance to enhance the skills of transit employees. III-7 Increase collaboration with other agencies and organizations to enhance mobility. IV. FLOURISH IN THE MULTIMODAL SYSTEM: More authority for transportation investment decisions is now in the hands of state and local decision-makers. To realize the intermodal flexibility and community-based planning opportunities offered by federal and other programs, the transit industry must work harder and smarter. Research is needed to develop transportation systems planning, policy analysis and project development methods to facilitate the adoption and implementation of transit systems and services which complement the comprehensive regional transportation systems and provide important mobility needs of the traveling public. TCRP will help in this effort by placing priority on the following strategic objectives: V. IV-1 Assist the transit industry in assessing the impacts of its policy choices. IV-2 Assist the transit-planning community with new guidance for assessing the development patterns and travel characteristics associated with complex transit investment and service plans. IV-3 Provide guidance on financing opportunities. IV-4 Provide research findings that inform decision makers and support effective mobility. REVITALIZE TRANSIT ORGANIZATIONS: Information technologies, changes in the work force, and partnerships are revolutionizing the workplace. By reinventing themselves, transit organizations can "Work Better - Cost Less. " Research is needed to help create organizations which focus quality customer transportation services within a wholesome organizational environment, rewarding and respectful of all employees and associates. TCRP will assist the transit industry to reinvent itself by placing priority on the following strategic objectives: V-1 Encourage improved personnel-management programs that assist the transit workforce in meeting the challenges of a dramatically changing work place. x V-2 Help the transit industry adopt, and adapt to, information technology. V-3 Assist in developing labor-management partnerships. V-4 Identify new, easy-to-use services that are responsive to the public and offer short travel times. V-5 Encourage improvement of employees’ skills in order to succeed the future. xi RATING CRITERIA Transit Cooperative Research Program Problem Statements for FY 2024 Program The following questions should be considered in determining a rating: • Does the problem description support the FTA Strategic Initiatives, and/or the TCRP Strategic Plan? • Is the problem important to transit operators? • Is the problem researchable? • Is the contemplated research timely? • Will successful research produce significant benefits? • Is the probability of success of the proposed study sufficiently high? • Can the proposed study be designed to avoid undesirable duplication of other completed or ongoing research? • Is the proposed study appropriate for the TCRP or should it be performed elsewhere? By whatever means each participant chooses to employ, the evaluation of each problem is to be translated into a single rating number of 5, 4, 3, 2, 1, or 0 (High, Medium-High, Medium, Medium-Low, Low, or No Need). xii Problem Areas RESEARCH FIELD A Operations Scheduling Vehicle Operations Control Systems Fare Collection User Information Systems Safety and Security RESEARCH FIELD D Engineering of Fixed Facilities Buildings Rail Operating Facilities Passenger Stations and Terminals Bus Stop Facilities RESEARCH FIELD G Administration Financial Management Procurement and Inventory Control Risk Management Law Management Information Systems Transit Organizations Figure 1. TCRP Classification System. RESEARCH FIELD B Service Configuration System Planning Specialized Service Planning Service Performance Marketing RESEARCH FIELD E Maintenance Vehicle Servicing Vehicle Inspections and Maintenance Vehicle Corrective Repairs Overhaul and Rebuilding Non-Vehicle Maintenance Maintenance Management RESEARCH FIELD H Policy and Planning Policy Analysis Planning Economics Environmental Analysis RESEARCH FIELD C Engineering of Vehicles and Equipment Buses Vans Heavy Rail Cars Commuter Rail Vehicles Light Rail Cars People-Mover Vehicles Vehicle Components RESEARCH FIELD F Human Resources Recruitment Training Employee Reviews Job Classification Salary Administration Labor Relations Performance Improvement Programs RESEARCH FIELD J Special Projects Areas not covered elsewhere i FY 2024 Problem Statements Title Problem Statement Title No. Page No. 24-A-01 Potential Use of Trolleybuses to Provide Zero-Emission Transportation 1 24-A-02 Placing Customers First – Rethinking Post-Covid Transit Services 4 24-A-03 Alternative Transit Operational Models to Address the Fiscal Cliff 6 24-A-04 Transportation Demand Management Externalities Impacting Transit Ridership Operations Enhancing Transit Operations with Artificial Intelligence Private Funding and Value-Capture Strategies in Fare-Free Transit 9 24-A-05 24-A-06 24-A-07 24-A-08 24-A-09 24-A-10 24-A-11 24-A-12 24-A-13 24-A-14 Are Declines in Public Transportation Ridership Related to Declines in Pedestrian and Bicycle Safety? LTE/5G Cellular Technology Assessment for Train Control Communications Implementing Decentralized Identity with Zero Knowledge Proof Methodologies to Enable Interoperability and Data Privacy for Multimodal Transit Cyber Vulnerability of Automatic Vehicle Monitoring (AVM) and Health Monitoring Systems (HMS) The Effectiveness of Cyber Awareness Training in Transit Cyber Incident and Event Categorization Across the Transit Industry Effective and Obtainable State DOT Standards for Managed Transit Lanes (MTLs) Zero-Emission Cutaway Guidebook: Capabilities, Strategies, and Needs 17 23 26 29 32 34 38 41 44 47 Connected Routes to Everyday Destination: Public Transportation in Rural Communities Alternatives to Ridership Forecasts when Assessing Transit Investments 50 24-B-03 24-B-04 24-B-05 Elasticities of Public Transit Service Frequency Changes 55 Rural and Tribal Connections to the Intercity Bus Network Performance Metrics for Measuring the Impact of Mobility Interoperability 59 62 24-B-06 A Quality Assessment Methodology for Inclusive Public Transportation Services Paving the Way for Inclusion: Addressing Gaps in Measuring Disability within Transportation Data Systems Using Market Segmentation to Increase Transit Ridership: An Updated Handbook A Handbook for Surveying Hard-to-Reach Populations for Small, Medium, and Large Transportation Agencies 68 24-B-10 How Transit Can Support Complete Streets/Bicycle-Friendly Streets 90 24-B-11 Strategies for Evaluating On-Demand Ride Sharing Pilot Programs 93 24-B-01 24-B-02 24-B-07 24-B-08 24-B-09 52 74 80 86 ii 24-C-01 RSI Combined with Creep-Shrinkage Effects in Post-Tensioned Concrete Box Girders 97 24-D-01 Modernizing Bus Stops Integration for Complete Streets 101 24-D-02 Sidewalks and Their Traffic Buffers – Planning and Design 104 24-D-03 Embedded Transit Track Design Considerations and Innovations 107 24-D-04 Preparation of a Manuscript for Publication of the Track Design Handbook for Light Rail Transit, 3rd Edition Develop a Rational Approach to Performing Rail Structure Interaction Analysis (RSI) and for Using the Results of the Analysis in Transit Bridge Design Determination of Optimum Use of Rail Expansion Joints to Control Rail Structure Interaction (RSI) Forces on Long Viaducts with Continuous Welded Rail (CWR) Develop a Rational Approach to Estimating the Track Modulus of Ballasted Track Under Different Tie Arrangements 111 24-E-01 Study of Battery Degradation in Transit BEB Fleet and Impact on Planning 123 24-F-01 CDL Requirements for Local and Regional Transit Drivers Needs Study 125 Culture Reform: Psychological Health and Safety at the Workplace-The Missing Elements of Successful Workforce Retention and Recruitment in Transit Enriching Transit’s Workforce: Recruiting and Retaining Individuals with Disabilities Effect of Real-World Brake Activity on Emission Inventory 131 24-G-02 Applying Asset Management Principles to Advanced Driver Assistance Systems (ADAS) 147 24-H-01 Towards Better Consideration of Toilet Access in Public Transport Planning 154 24-H-02 Innovations for Equitable Rural Transit Economic Benefit Analyses 160 24-H-03 (Post-)COVID-19 Elasticities of Public Transit Service Frequency Changes 164 24-D-05 24-D-06 24-D-07 24-F-02 24-F-03 24-G-01 113 117 121 136 140 24-A-01 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Potential Use of Trolleybuses to Provide Zero-Emission Transportation II. RESEARCH PROBLEM STATEMENT There has been increased interests and policy adoptions with state, regional or municipal government across the country in investing in and transitioning to zero-emission transportation system, with some states starting to legislatively mandating transitions to zero-emission transportation system by setting a sunset date for future sales of diesel or gasoline-powered vehicles. Many transit agencies have been developing and adopting plans for transitioning to zero-emission transit systems with zero-emission buses (ZEBs). The recent interests have been heavily emphasized in researching and deploying new propulsion technologies such as battery electric buses (BEBs) or hydrogen-powered buses, with many transit agencies rapidly adopting and investing in electrifying their bus systems with infrastructure upgrades and battery-electric fleet purchases. While trolleybuses have been actively used by several cities in the world since the early 20th century, their presence and usage have been declining in the United States, in terms of its route miles and number of agencies utilizing them. As a recent example, Massachusetts Bay Transportation Authority (MBTA) discontinued their trolleybus service in Cambridge, MA, in March 2022. While trolleybus technology itself is well-established and stabilized with extensive records of historic and current usages by transit agencies, the prospect of reintroducing or expanding trolleybus usage as a tool for fleet electrification has been underdiscussed and under-studied in the industry. III. OBJECTIVE This research aims to explore, document, and better understand: (i) the current practice and usage of trolleybuses in North America, (ii) challenges associated with maintaining and/or expanding existing trolleybuses system, including capital and maintenance costs, and (iii) suitability of a trolleybus system as a potential tool for fleet electrification for a transit system that currently does not utilize trolleybuses. IV. RESEARCH PROPOSED Key information we wish to obtain through this research are as follows: • • • Documentation of current practice and usage of trolleybuses – Which transit agencies in North America are currently using trolleybuses? What are the characteristics of existing trolleybus routes? If any, which transit agencies are planning on increasing or expanding the usage of trolleybuses? Holistic understanding of cost and benefit associated with trolleybuses – How much does it cost to build, maintain, and operate a trolleybus system? For agencies that are currently using trolleybuses, how do they maintain their fleet and overhead wires? How much service is, and can be, delivered through a trolleybus system, compared to the cost associated with the diesel bus fleet, and with BEBs? Current market availability for trolleybuses in terms of technology, systems, infrastructure, and vehicles – Which vendors and manufacturers are currently available in the market? Are they Buy America-compliant? Is there a gap in the availability of vendors that are hindering continued adoption of trolleybuses in North America? 1 24-A-01 • Exploration of In-Motion Charging with Battery Electric Trolleybus for a “hybrid” application to lengthen the battery-operated bus segments – Are trolleybuses with batteries (i.e., battery- electric trolleybuses (BETs)) and in-motion charging technology ready for wider industry adoptions in the United States? Literature Review The research team will conduct a review of previously developed research and planning documents from transit agencies in North America and abroad, summarizing what is already known about the adoption of trolleybus technology and challenges associated with it. The research team will also review literature related to zero-emission transit fleet transitions, to assess the current industry understanding and level of considerations given to trolleybuses as a tool for fleet electrification. Surveys and Interviews The research team will conduct surveys and interviews of transit agencies, vendors, and manufacturers in North America in their usage of, and interests in trolleybuses. a. Transit agencies For agencies that are currently using trolleybuses, the research team will focus on documenting current agency practices in operating and maintaining their trolleybus systems. For agencies that are currently not utilizing trolleybuses, the research team will focus on their efforts (if any) in fleet electrification plan, and if any consideration was given to trolleybuses. b. Vendors and manufacturers For fleet, systems or technology vendors and manufacturers, the research team will focus on the availability of parts and products related to building and implementing a trolleybus system. Information gathered from transit agency interviews regarding their relationship between agencies vendors will also be examined and studied through these vendor interviews. The research team will also gauge vendors’ interests in the trolleybus market. Case Studies The research team will select a few transit agencies for detailed case studies, pulling from the information gathered from the agency interviews. At least one case study will include an agency outside North America that is currently utilizing and actively investing in their trolleybus network. On the other hand, at least one case study will include an agency in North America that previously used trolleybuses, but no longer operates them, focusing on the challenges in operating and maintaining them. Through these case studies, the research team aims to better understand and thoroughly document the “first hands/on-the-ground experience” of transit agencies using trolleybuses. Final Deliverable The final report will synthesize the findings of this research, aiming to document the current industry usages and practices for those already utilizing trolleybuses, and assess the potential in reintroducing and further adopting trolleybus technology to transit systems in North America. The report should identify existing knowledge gaps to be addressed in future research and will promote the sharing of knowledge about trolleybuses as a tool for fleet electrification and transition to zero-emission transit system. The 2 24-A-01 report will also include discussions of applicability of “hybrid” battery-electric trolleybuses as an electrification option. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $300,000 Research Period: 18 – 24 months VI. URGENCY AND PAYOFF POTENTIAL Given the growing interest and newly developed federal and local policies related to transit fleet electrification and zero-emission fleet, the AP050 Bus Transit Systems Committee feels that this is a timely study. The results may help guide transit agencies in making holistic and informed investment decisions regarding their transitions to zero-emission fleet and how to potentially include electric trolleybuses as a part of their toolkits. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES In terms of FTA Strategic Research Goals, this issue is most closely related to the “Climate and Sustainability”, particularly in relation to reducing greenhouse gas emissions and transportation-related pollution by providing research on transit fleet electrification. In addition, this issue is most closely related to TCRP’s “Enable Transit to Operate in a Technologically Advanced Society,” by providing information on rapidly evolving vehicle propulsion technologies such as in-motion charging and battery-electric “hybrid” trolleybuses, that are not yet common in the United States. VIII. RELATED RESEARCH The International Association of Public Transport (UITP, Union Internationale des Transports Publics) published a knowledge brief regarding infrastructure for in-motion charging trolleybus systems in 2021. There has been a limited amount of recent research focusing on the usage of trolleybuses in North America. IX. PERSON(S) DEVELOPING THE PROBLEM Jonathan Ahn, AICP, Project Manager – BRT Operations, Metro Transit (MN), jonathan.ahn@metrotransit.org X. PROCESS USED TO DEVELOP PROBLEM STATEMENT The research needs statement was reviewed by TRB Standing Committee AP050 Bus Transit Systems. XI. DATE AND SUBMITTED BY June 16, 2023 Guillermo Calves (AP 050) on behalf of Jonathan Ahn, AICP Guillermo Calves, Senior Transit Planner/Project Manager, AECOM (212) 973-3090 Guillermo.calves@aecom.com 3 24-A-02 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Placing Customers First – Rethinking Post-Covid Transit Services II. RESEARCH PROBLEM STATEMENT Remote work has significantly altered commuting patterns in urban areas. Understanding the impact of remote work on transportation patterns is crucial. The widespread adoption of remote work along with more flexible work schedules has changed the traditional commuting landscape. Previously, transit operators could anticipate and allocate resources based on the predictable rush hours in the mornings and evenings. This has resulted in the demand for transit service becoming more scattered throughout the day. These shifts pose a challenge for operators in terms of resource allocation, scheduling, and ensuring efficient service delivery. Research is needed to address the concerns and preferences of passengers in a post-Covid world. Safety and cleanliness have become paramount considerations for transit riders. This research can inform the implementation of measures such as enhanced cleaning protocols, improved ventilation systems, and touchless payment options to address passengers' concerns and rebuild confidence in public transportation. Conducting studies and surveys can help gather feedback on passengers' expectations and identify areas where improvements can be made to ensure a safe and comfortable transit experience. Research is necessary to explore and embrace innovative technologies and strategies that can enhance post-Covid transit services. The pandemic has accelerated the adoption of digital solutions in various sectors, and public transit is no exception. Research can delve into emerging technologies such as realtime passenger information systems, contactless ticketing, and intelligent transportation systems as well as new mobility paradigms such as microtransit, shared mobility and public-private operations with Transportation Network Companies (TNCs) for first-mile/last-mile connectivity. By studying the effectiveness of these technologies and paradigms and understanding their potential impact on improving efficiency, convenience, and sustainability, transit agencies can adapt and integrate them into their services to provide a more modern and user-friendly experience for passengers. III. OBJECTIVE The intent of this research is to assess the continuing effects of the pandemic on system planning efforts, particularly in terms of how weekdays no longer appear to require the same levels of service relative to each other (i.e., differences are being observed between specific weekdays). The research would also examine how/if the needs of "reliant" riders (who have proven to be the most stable users of the transit system) have changed. IV. RESEARCH PROPOSED Research can help identify the extent of this shift and provide insights into how transit services can be redesigned to meet the changing needs of commuters. We propose: • A literature review, including both prior TCRP reports and internet-based searches; • An internet-based survey of selected agencies; • Follow-up telephone, web-meeting or email interviews; and • Preparation of Report of Findings. 4 24-A-02 V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $250,000 Research Period: 15 months VI. URGENCY AND PAYOFF POTENTIAL There have been significant disruptions and shifts in commuting patterns caused by the pandemic. These commuting disruptions have affected the traditional peaking characteristics and levels of transit ridership across the country. Research to support rethinking post-Covid transit services is crucial to address these shifts in commuting patterns, prioritize passenger safety and comfort, and leverage innovative technologies. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This research would satisfy the U.S. DOT’s strategic goals of Equity, as well as Climate and Sustainability. In addition, the TCRP’s strategic priorities of Place the Public Transportation Customer First, Continuously Improve Public Transportation, Flourish in the Multimodal Environment and Revitalize Transit Organizations are all likely to be addressed through this research. VIII. RELATED RESEARCH A compilation of 16 early research projects in California on the effects of Covid on transportation including transit systems can be found in the book, Pandemic in the Metropolis (Eds: A.Loukaitou-Sideris, A.Bayen, G.Circella, R.Jayakrishnan; 2022. Springer, https://doi.org/10.1007/978-3-031-00148-2). The results of a recent study in Texas on the impacts of COVID-19 on the public transit ridership in the top 20 metropolitan areas in the U.S. can be found in the article, Impacts of Covid-19 on Public Transit Ridership (Y.Qi, J.Liu, T.Tao, Q.Zhao, 2023, International Journal of Transportation Science and Technology, https://doi.org/10.1016/j.ijtst.2021.11.003). A good compilation of newer technology and new mobility options available to Transit agencies can be found in the TCRP Report 204 (National Academies, 2019. https://dx.doi.org/10.17226/25576). IX. PERSON(S) DEVELOPING THE PROBLEM • • X. Tom Schwetz tom.schwetz@ltd.org; Lane Transit District R. (Jay) Jayakrishnan rjayakri@uci.edu; University of California, Irvine PROCESS USED TO DEVELOP PROBLEM STATEMENT The research needs statement was reviewed by TRB Standing Committee AP050 Bus Transit Systems. XI. DATE AND SUBMITTED BY June 16, 2023 Submitted by Guillermo Calves (AP 050) on behalf of Tom Schwetz and R. (Jay) Jayakrishnan Guillermo Calves, Senior Transit Planner/Project Manager, AECOM (212) 973-3090 Guillermo.calves@aecom.com 5 24-A-03 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Alternative Transit Operational Models to Address the Fiscal Cliff II. RESEARCH PROBLEM STATEMENT Dramatic changes in ridership, following the onset of the COVID-19 pandemic have upended traditional transit finances and funding models. Many North American agencies are predicting it will be many years before ridership returns to pre-pandemic levels, if ever. This fundamental shift in ridership and revenue has serious implications for budgets, particularly for those agencies and services that are highly dependent on fare revenues to cover large portions of their operating costs. Generally, agencies prefer not to cut service and hope to avoid entering a “death spiral” of declining ridership leading to service cuts which then leads to further ridership declines perpetuating the cycle. While some agencies have secured additional state and local resources, others are left with no choice but to implement cuts to service. Riders are ultimately the ones that bear the brunt of these policy choices, so any solution that can achieve cost savings while maintaining useful levels of service is helpful to maintain the value of transit service to communities. At the same time, agencies might be able to reorient some of their services to meet changing travel patterns and demands as a way to find additional revenues. These changes can be fundamental shifts, particularly where an operation is designed as primarily a peak hour service serving a central business district which may now be facing significantly reduced ridership demands. While research exists about ways to expand transit service or implement innovative practices, methods to reinvent service models in a constrained or declining fiscal environment are not widely researched nor understood. The existing research examines cost-effective approaches to redeployment of services, such as bus network redesigns, that allow for retention of critical access, and equity goals. Reorienting services to meet structural changes in long-term ridership demand, as well as react to uncertain economic conditions associated with telecommute dynamics, is imperative to targeting limited resources, finding operating efficiencies, and tapping new rider-based revenues. III. OBJECTIVE The objective of this work is to provide clear, tangible, and actionable service alternatives that agencies can implement to materially reduce operating costs while preserving mobility and accessibility goals in the challenging post-pandemic operating environment. IV. RESEARCH PROPOSED The research will be divided into subtasks that evaluate different modes and their respective operating models: • Heavy rail • Light rail • Commuter and regional rail • Urban bus • Commuter bus • Paratransit and on-demand services 6 24-A-03 For each topic, researchers will examine case study examples from both the US and abroad highlighting large and small transit agencies that have reduced costs and service levels with minimal negative impacts on existing and future riders. Examples can include improved dispatching and scheduling concepts to boost reliability on infrequently used lines, restructuring commuter rail into regional rail, and the use of technology for on-demand services or signal priority to boost asset productivity. The final research product will list a series of operational changes, quantification of their effects on budgets, enumeration of their effects on riders, and their ability to meet new travel demand patterns. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $300,000 Research Period: 15 months (including 3 months for review and revision of a draft final report) VI. URGENCY AND PAYOFF POTENTIAL This best-practices research has a highly urgent need, given the onset of the budgetary fiscal cliffs for many organizations in the transit industry and the fact that many agencies are grappling with impending cuts to their core operations. Sharing innovative practices, while qualifying their financial and accessibility implications, will ensure that such cuts, if necessary, have minimal effects on riders. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This research helps achieve the following U.S. DOT Strategic Goals: • INNOVATION • ACCOUNTABILITY The research also addresses each of the five TCRP strategic priorities: I. Place the Public Transportation Customer First II. Enable Transit to Operate in a Technologically Advanced Society III. Continuously Improve Public Transportation IV. Flourish in the Multimodal Environment V. Revitalize Transit Organizations VIII. RELATED RESEARCH TCRP, academic institutions, and others have published research in the past typically focused on discrete solutions to improve transit operational efficiency, including bus network redesigns. Some pending research, such as J-11 “Future of Commuter Rail” address some of these issues, but not necessarily the implications of service changes in a constrained financial environment. IX. PERSON(S) DEVELOPING THE PROBLEM Paul Lewis Principal DB E.C.O. North America Paul.lewis@deutschebahn.com 330-416-6925 7 24-A-03 X. PROCESS USED TO DEVELOP PROBLEM STATEMENT Individual Proposer. NOTE: This problem statement was revised with assistance from TRB Committee AP010 XI. DATE AND SUBMITTED BY June 16, 2023 Submitted by Paul Lewis, Principal, DB E.C.O. North America 330-416-6925 Paul.lewis@deutschebahn.com 8 24-A-04 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Transportation Demand Management Externalities Impacting Transit Ridership Operations II. RESEARCH PROBLEM STATEMENT Since the Urban Mass Transit Act of 1964, transit agencies have struggled to deliver on the core function: frequent, reliable, and accessible aggregate mobility. Focused on commuter mobility versus community mobility (e.g., connecting to neighborhood jobs, services, and civic life), a friction has come to light in recent years. The friction, accelerated by the COVID pandemic, comes in the form of declining ridership, budgetary fiscal cliff for agencies, evolving mobility and travel patterns (whether folks are working from home, receiving deliveries via e-commerce, or hop-on / hop-off mobility technologies (e-scooters/e-bikes, ridesourcing)). Economies are changing with shifting labor skill needs and scarcity, and macro-economic needs grow as policies are layered on to address transportation’s current outsized contribution to climate change. Various factors have contributed to the stress in transit ridership and operations, ranging from long-standing land use and development patterns, existing structural policies and operational transit practices, to external policies and practices governing macro-level mobility (e.g., transportation system management). Problem Statement: This proposal aims to focus on, document and investigate the transportation/mobility management policies and implementation that have an external quantifiable impact on transit ridership and operations. These policies and investment choices include but are not limited to congestion pricing, parking cashout, federal/state mobility tax incentives (i.e. parking benefit pre-tax), tolling, roadway expansion/construction that encourage or discourage specific mode choices (single occupant vehicles, transit, active transportation). Transit has undergone major upheavals in recent years, due to changes in travel patterns, partial adaptations to climate change, a tight labor market to hire transit operators, and exogenous influences. Exogenous influences include more people working from home, higher usage of delivery services (supermarkets, online retailers, etc), people’s expectations of higher quality of service which led in part to newer mobility options (ridesourcing, e-bikes, e-scooter), trip patterns favoring community centered vs commuter oriented trips, labor skill evolution and scarcity, climate change policies, etc. These upheavals have been shown to reduce ridership and cause a fiscal cliff (both budgetary and operational) for major transit agencies operating multiple transit modes in US cities (whether NYC MTA, Washington’s WMATA, San Francisco’s MUNI or BART, Chicago CTA, or Atlanta’s MARTA), while also hindering ridership at smaller/mid-size transit agencies. Transportation Demand Management practitioners see it as imperative to support a more robust, sustainable, and reliable transit service across communities that encourages ridership and a sustainable funding model, which serves as the backbone for sustainable transportation options that together will reduce the future effects of climate change while increasing mobility services. Attractive transit is a function first and foremost of being a reliable, frequent mobility choice for users. Transit agencies are juggling a lot as they need work to reinvent themselves and figure out how to be operationally sustainable to encourage ridership, which might require a paradigm change from operating commuter-based transit line during peak hours, with frequent service (e.g., every 6-10 minutes), to community-based transit line during non-traditional-peak hours. While commuter demand is often the 9 24-A-04 focus of research, this research seeks an understanding of the externalities at play after select transit agencies have implemented transit plans responsive to the new realities over the past three years. A cross-section time series analysis which allows for differentiation between cities and also allows for differentiation over time would be beneficial to analyze trends and identify sets of conditions (vectors) which could generate higher ridership. Using this technique would allow for analyzing both the externalities and the solutions. Possible data sources could include the following: • • • III. US DOT’s Transportation Statistics annual report US DOT Bureau of Transportation Statistic’s National Transportation Library Transit Demand: transit ridership data along with additional statistics available from the National Transit Database, similar collections of data in other countries (especially the UK), and in consultation with industry leadership organizations such as APTA OBJECTIVE Provide quantitative and qualitative research findings on the socioeconomic impacts on the community and transit ridership of transportation/mobility management policy and investment decisions that can impact transit operations. This will be done by utilizing information on the following topics from both U.S. and international sources: • • • • Demand Management: existence of TDM policies and implementations which can affect transit ridership, and finding which variables / characteristics are available for a cross-section of cities over time. These characteristics could include commuter transit passes, average parking fees, existence of Time-Of-Day charging, HOT lanes, toll roads, parking fees, cordon pricing, behavior science like gamification. Supply: changes in service planning to orient toward community-oriented service delivery, transit capacity by service hours (or capacity through rolling stock information such as the number of buses, available number of drivers, etc) from relevant agencies and from BLS information Behavior: observation of travel patterns and especially congestion during non-peak hours (such as local large-scale shops) – this information may be available from vendors such as Streetlight, Google, other large-scale retailers, and the transit authorities themselves. Economics: percentage of transport expenses (all modes) as a function of household income, by state / region / metropolitan area / city This research will result in the following anticipated products: • • • Cross sectional time series data on ridership and other exogenous variables (such as those mentioned previously) gathered from a selection of regions large, medium, tribal and rural (a starting list to consider includes NYC MTA, NY; Washington’s WMATA; San Francisco’s MUNI or BART; Atlanta’s MARTA; Alexandria, VA; Chicago, IL; Richmond, VA, Transport for London) Reporting by ridership, household economic factors and changing transit and mobility services Finding a combination of external characteristics that have the most potential for impacting transit ridership. 10 24-A-04 IV. RESEARCH PROPOSED The research will leverage a review of the practice, case study interviews, policy and data analysis of regions (major urban, mid-size cities, small town, tribal and rural communities), and a scan of international best practices for opportunities to apply in the United States including avoiding possible hurdles. The approach includes the following tasks: Task 1: Literature Review on Transit Ridership and its correlating factors; Deliverable: Literature Survey Report Task 2: Deciding on key TDM and ridership variables by cities and regional authorities, including the choice of these cities and regions (cross-section) - developing them over time (time series). Deliverable: Presentation in front of the TCRP Panel. Panel will see up to 24 candidate cities and regional authorities nominated for data across externalities and impacts. Possible TDM Externalities (inputs): we will examine both positive and negative externalities, some examples could include parking cash-out, congestion pricing, development code for no parking minimums, on-street/municipal parking costs (variable pricing), etc. Observing impacts (outputs): transit ridership, operations (frequency, reliability, congestion) Task 3: Case Study Interviews on Task 2 inputs for 10 agencies (max) over a period of 6 years - 20172019 (pre-Covid-19), 2020-2022 (various phases of Covid-19), 2023 (post-Covid-19). Examples are changes in transit service and operations - reducing commute, increasing community oriented services. Developing database, including differentiation of ridership as a result of the different phases of the COVID pandemic. Deliverable: Case Study Report. Task 4: Economic, Transit, and Statistical Model of Transit Ridership - definition and initial runs (including COVID differentiation as exogenous characteristic). Deliverable: Model Development Report that describes what was done to arrive at quantifiable outputs related to specific externalities. Task 5: Summarizing findings and submitting Final Report, including a guidebook, serving as a directory of key transportation/mobility management policies and investment tools (externalities). The directory would highlight examples where it has been deployed, what the tool is and how it has been used, and an overview of the impacts. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $415,000 Task 1: Literature Review on Transit Ridership and Influencing Factors $30,000 ($100/hour X 300 hours) Task 2: Choosing Transit and Other Variables for Data Collection, Case Studies and Model Development $45,000 ($225/hour X 200 hours) Task 3: Case Study Interviews and Analysis $48,000 ($120 X 400 hours) 11 24-A-04 Task 4: Developing Economic, Transit, and Statistical Model of Transit Ridership $225,000 ($225/hour X 1,000 hours) Task 5: Draft Final and Submitting Final Report $22,500 ($150/hour X 150 hours) Project Management, Travel for Case Study Interviews and Project-related costs $45,000 Research Period: 18 months (including 6 months for review and revision of a draft final report) VI. URGENCY AND PAYOFF POTENTIAL Transit Agencies have, by and large, faced declining ridership, destabilizing funding sources (whether the farebox or justifying operations to funding decision makers), and an operational structure that is increasingly failing to meet community demands in providing aggregate mobility to neighborhood jobs, services, and civic life. More and more people are working from home (at least on a partial basis), and many innovations are appearing in various USA markets and have been presented at conferences such as ACT (Association of Commuter Transport). Therefore it is necessary to understand the factors behind increasing transit ridership, whether it is a function of the transit paradigm (meant to take people during peak hours to workplaces), or whether it is a function of better / more functional alternatives to transit (such as organized rides to work, or existence of managed lanes with tolls). Increasing ridership can save money for households, lessen emissions, and help avoid a fiscal cliff which can end up costing more money to the national economy, and to households as well. The decline in ridership is a matter of urgency and can have a high payoff potential, including the potential increase in economic growth. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This research is closely aligned with the U.S. DOT strategic goal for “INFRASTRUCTURE: Grow an inclusive and sustainable economy. Invest in our transportation system to provide American workers and businesses reliable and efficient access to resources, markets, and good-paying jobs.” This research is closely aligned with TCRP’s fourth Strategic Priority to “Flourish in the Multimodal Environment: More authority for public transportation investment decisions is now in the hands of state and local decision-makers. The public transportation industry must work harder and smarter to realize the intermodal flexibility and community-based planning opportunities offered by federal and other programs.” This research is also consistent with the following U.S. DOT strategic goals: • • Equity: Reduce inequities across our transportation systems and the communities they affect. Support and engage people and communities to promote safe, affordable, accessible, and multimodal access to opportunities and services while reducing transportation-related disparities, adverse community impacts, and health effects. Climate and Sustainability: Tackle the climate crisis by ensuring that transportation plays a central role in the solution. Substantially reduce greenhouse gas emissions and transportation- 12 24-A-04 • related pollution and build more resilient and sustainable transportation systems to benefit and protect communities. Organizational Excellence: Strengthen our world-class organization. Advance the Department's mission by establishing policies, processes, and an inclusive and innovative culture to effectively serve communities and responsibly steward the public's resources. This research is also consistent with the following TCRP Strategic Priorities, as follows: 1. 2. 3. 4. VIII. Place the Public Transportation Customer First: The importance of the public transportation rider as well as the community at large as the customer was a principal outcome of the TCRP Future Search. The American consumer society is demanding; no industry can prosper that does not place the customer first. Enable Transit to Operate in a Technologically Advanced Society: TCRP will support public transportation to integrate state-of-the-art technology in all aspects of its business so that mobility needs can be served as communities change and customer needs evolve. Continuously Improve Public Transportation: The TCRP will support communities throughout the United States to continuously improve public transportation. Revitalize Transit Organizations: Information technologies, changes in the workforce, and new roles and partnerships are revolutionizing the workplace. By reinventing themselves, public transportation organizations can "Work Better--Cost Less." RELATED RESEARCH Past studies that focus on transit riders consider income but not the role of TDM on income growth: 2023 A multiple mediation analysis to untangle the impacts of COVID-19 on nationwide bus ridership in the United States by Ziedan, Lima and Brakewood. The authors note “factors like density, car ownership levels, income levels, and commute policies were not considered due to the lack of data” pointing to the need for data that can, in part, come from transportation demand management data; and, the need to select areas or jurisdictions with data. https://www.sciencedirect.com/science/article/pii/S0965856423001386?dgcid=coauthor Foot Traffic Ahead https://smartgrowthamerica.org/resources/foot-traffic-ahead/ 2022 Erhardt, G.D., Hoque, J.M., Goyal, V., Berrebi, S., Brakewood, C., Watkins, K.E. (2022). Why has public transit ridership declined in the United States? Transportation Research Part A: Policy and Practice, Vol. 161, July 2022, pp. 68-87. Accessed in June 2023, https://www.sciencedirect.com/science/article/pii/S0965856422000945#s0125 TCRP Research Report 231 Recent Decline in Public Transportation Ridership: Analysis, Causes and Responses https://nap.nationalacademies.org/catalog/26320/recent-decline-in-public-transportation-ridershipanalysis-causes-and-responses 13 24-A-04 Ride Hailing Service Equity in Normal and Rare Conditions https://ppms.cit.cmu.edu/media/project_files/350_-_Mobility21_Final_Report.pdf Estimating policy effects on reduced vehicle travel in Hawaii https://ssti.us/publications/Estimating-Policy-Effects-on-Reduced-Vehicle-Travel-in-hawaii/ Travel Behavior Impacts of Transportation Demand Management Policies: May is Bike Month in Sacramento, California https://trid.trb.org/View/2065614 The impacts of office relocation on commuting mode shift behaviour in the context of Transportation Demand Management (TDM) https://trid.trb.org/View/1587411 2019 Socioeconomic and Usage Characteristics of Public Transit Riders in the United States https://trid.trb.org/View/1572513 2015 Public Transportation Objectives and Rider Demographics: Are Transit’s Priorities Poor Public Policy? https://trid.trb.org/View/1345812 A Research in Progress (RiP) database search of keywords such as “transit economics.” No results matched this problem statement. We have found several research projects, some of which are in the DC metropolitan area, and include the following: DDOT’s “Full Evaluation of a Low -Income Transit Fare Pilot Program in DC”. Alexandria’s interesting experiment on fare free, close by, and high-frequency transit, titled “Fare Free Public Transportation: A full-scale real-word experiment in Alexandria, Virginia” led by the Urban Mobility & Equity Center at Morgan State University. Another active study by METRANS Transportation Center and the University of Southern California, is titled “A Smart Mobility Platform with Fair Congestion Pricing and Efficiently Distributed Incentives to Equitably Reduce VMT.” The study is an experiment with some travelers paying for faster travel and others willing to yield their fastest option to receive incentives. We believe that this study may have applicable theories for transportation demand management. Other transit studies in progress concerning economics focus on affordable housing, communicating the economic benefits of infrastructure investments. A future-looking study is underway by Lei Zhang and University of Maryland titled “A Comprehensive Approach for Evaluating Value Pricing and Innovative Financing Policies” that will consider existing and alternative investments of revenues for highway and transit projects as well as incentives for users. Similarly, Utah State University is conducting a feasibility study for an “Integrated Corridor Pricing and Modeling and Evaluation” to link fares to HOV toll lanes. 14 24-A-04 IX. PERSON(S) DEVELOPING THE PROBLEM Rimon Rafiah, Managing Director of Economikr and Chair of Congestion Pricing Economics Subcommittee of AJE50 and AEP60, rimon@economikr.com Benito O. Pérez, AICP CTP CAPP, Policy Director, Transportation for America, and Chair of the Parking Management Subcommittee (AEP60(2)), benito.perez@t4america.org Debapriya Chakraborty, Ph.D., Professional Researcher, UC Davis, dchakraborty@ucdavis.edu Thomas Hamed, AICP, Transportation Planner, thomas.hamed@gmail.com Caleb Winter, Transportation Planner, Oregon Metro, and Co-Chair for the Research Task Force for AEP60, Caleb.Winter@oregonmetro.gov Michael Iacono, Office of Transportation System Management, Minnesota DOT, michael.iacono@state.mn.us Angela R. Fogle, Surface Transportation System Funding Alternatives (STSFA) Program Manager, Value Pricing Pilot Program (VPPP) Manager, FHWA – Office of Operations, angela.fogle@dot.gov X. PROCESS USED TO DEVELOP PROBLEM STATEMENT The Congestion Pricing Economics Subcommittee, led by Rimon Rafiah, is a Joint Subcommittee of AJE50 Economics and Finance and AEP60 Transportation Demand Management. A working group formed (see Section 10) to work on the problem statement in March 2023. The group took input from a larger Research Task Force group affiliated with the Committee on Transportation Demand Management. This final problem statement was reviewed and approved by the Chairs of the Economics of Pricing Subcommittee, AJE50 and AEP60. XI. DATE AND SUBMITTED BY June 21, 2023 Submitted by Rimon Rafiah XII. ADDITIONAL INFORMATION According to the FHWA, transportation demand management (TDM), or simply demand management, is defined as a set of strategies aimed at maximizing traveler choices. If we adapt this definition to this problem statement, we can say that TDM is the set of economic, educational, and infrastructure tactics that reduces reliance on single occupant vehicles (SOVs) and increases use of a multimodal network. Moreover, the FHWA definition notes that, in recent years, TDM often means increasing travel choices. For the purposes of this TCRP problem statement, TDM is often used by or in conjunction with transit agencies, but many other users can benefit. For instance, campus environments, such as universities and military bases, may use TDM to reduce vehicles on their campuses, and hence space allocations for parking. Also, existing TDM policies could be considered to be externalities to transit (and thus transit ridership), which is a major focus of this Problem Statement. Changes in transit ridership as a function of TDM policies will focus on surface transportation modes and their interaction with transit modes. The basic human need for mobility has been dealt with in many ways over time – via active modes (such as walking, bicycle riding, etc), land modes (cars, trucks, buses, rail), 15 24-A-04 sea modes (ships), and air (airplanes). The decision regarding which mode (or combination of modes) to use going from A to B, is dependent on many factors, such as cost, ride comfort, travel time, schedule, personal preferences on the one hand, and the supply of available transport options on the other hand. Modes - Public transit modes can be split up into two separate groups – those which are rail-based, and those which are road-based. Rail-based include trains and subways, and road-based include a variety of different types of buses. However, transit, in and of itself, exists within a context of options and choices that the road users have. Therefore, it is necessary to consider transit together with underlying conditions as follows: ● ● ● ● ● ● ● Out-of-pocket cost differential, for a given trip, between transit and using other modes – if the savings are minimal then there is less incentive to use transit Travel time using transit compared to other modes Existence of congestion Cost of parking at the destination Incentives to use transit – transit frequency, workplace subsidies for transit, etc. Level of reliability Primary trip purpose when using transit – work, work-related, shopping, other leisure trip Ridership - Transit ridership has been a big issue over time, because it almost always exists at a disadvantage to other modes. It is largely dependent on circumstances (personal preferences, type of job, trip purposes, etc.), quality, reliability, frequency, and the distance to the station. These transport options require some form of infrastructure, as follows: ● ● ● Transit facilities – to assist with varying frequencies as a function of demand (such as more buses and subways during rush hours), sometimes with separate infrastructure such as special lanes (for wheel based transport), or rail infrastructure Additional High occupancy toll and/or high occupancy vehicle lanes and their usage - both in urban (bus lanes or separate infrastructure for light rail / subways) Control centers to check on traffic flow in the relevant areas for changes to signal timing or incident response Using this data on a cross-section of cities with changing transit and related services over time, this research will find the reasons for ridership changes and revenue context which will help transit agencies recommend policies and practices which result in better budget forecasting for transit agencies, lessening the probability of a fiscal cliff, increase the effectiveness of demand management and reduce the future effects of climate change while increasing mobility services. 16 24-A-05 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Enhancing Transit Operations with Artificial Intelligence II. RESEARCH PROBLEM STATEMENT Public transit is a complex system that involves a network of people, equipment, and facilities in a geographical space. Transit agencies have notably adopted Artificial Intelligence (AI) as a tool with great potential to enhance various aspects of operations, both strategically as well as in real-time, to improve efficiency, safety and service quality. AI’s applications can be expanded towards transit signal priority systems, scheduling, route analysis, fleet and personnel optimization, vehicle automation, maintenance, transit safety, coordination with services provided by transit partners (e.g., transportation network companies and other micro-mobility modes), ticketing, and customer service (e.g. alternative trip planning when disruptions occur, or enhancing call center staff to respond to customer feedback and questions). This is shown to be the case in the existing use of different AI/machine learning technologies for transit, which include using reinforcement learning for coordinating operational control, or using supervised learning frameworks, like deep neural networks or language models, to monitor, analyze, and predict demand. In addition, generative AI, such as ChatGPT and Bard, could be used to enhance management efficiency in communication and coding. For years, transit operators and agencies have collected and used data to analyze and improve service. This abundance of data includes second-by-second vehicle location data; sensors on assets that measure temperature, vibrations, and other variables; ticketing/fare gate information; cameras monitoring operating status throughout the system, all of which could easily be leveraged for AI. This is particularly due to the nature of different machine learning models, which are unique in their ability to process diverse datatypes (e.g. numerical, image, natural language). Despite the noted potential benefits of AI, we have no structured knowledge of how it is adopted by transit agencies, who the adopters are, nor the extent of its benefits to both agencies and transit users. There is also no catalog of opportunities to integrate AI into existing operations to enhance safety and service quality, and reduce costs (for example, could AI be used to address labor shortages in transit operations). Other questions include: What are the costs of adoption? What are the barriers to adoption? What are some of the associated risks of adopting AI, and how reliable are the outputs? III. OBJECTIVE The research objectives are to: 1) Study the deployment of AI in transit operations and to provide insights into existing and potential use cases of AI, success stories, challenges and barriers that deter AI deployment. 2) Study the benefits and costs of AI adoption in transit operations. 3) Develop and establish a framework of common definitions, guidelines and standards for AI adoption in transit. IV. RESEARCH PROPOSED The research should include the following activities: 1) Articulate what AI is and its capability. 17 24-A-05 2) Examine existing AI applications in transit operations and how AI is, as well as could be, integrated into network processes within transit agencies. 3) Document challenges and barriers to AI deployment in transit agencies. 4) Identify potential areas of AI adoption in transit operations to enhance performance, such as cost savings, efficiency, network optimization, service quality, training, asset management, coordination between modes, etc. 5) Compare service quality, transit output, and operations between AI adoptees and non-adoptees. 6) Identify resources, such as financial investment, skills/expertise, physical capital and equipment, needed for AI adoption. 7) Discuss the implications of AI adoption on transit jobs and training in the long and short terms, identifying which job types are most- and least-exposed to AI. 8) Discuss the implications of AI adoption on people in different social economic groups, and whether there is any risk or potential opportunity for applying AI to address the diversity of needs among different passenger segments. The research method should include at least a survey of current practices and case studies. In addition to the research activities listed above, the final research output should make policy recommendations and provide guidance for AI applications in transit operations and management. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $250,000 Research Period: 24 months • Research Activities and First Draft Report (18 months) • First Draft Report Review (3 months) • Revision and Final Report (3 months) VI. URGENCY AND PAYOFF POTENTIAL AI adoption is spreading nonuniformly across various sectors in the U.S. and around the world. The main reasons for AI adoption are its proven ability to boost efficiency and productivity, reduce operating costs and address certain labor shortages. Applying AI to transit operation challenges could benefit transit agencies, as well as transit users. The surging popularity of generative AI since its recent introduction shows that AI will be prevalent and ubiquitous in the coming years. Conversely, AI adoption has also been associated with socio-politically adverse repercussions, including unethical use and its tendency to exacerbate social-bias in its output. Establishing an outline of the risks is particularly relevant for policy making and real-world deployment, where transit users may be directly affected. This highlights the need to bridge the accessibility and understanding of AI technology and its implementation, which may currently be limited to larger agencies with AI expertise and knowledge. Furthermore, current and past research tends to focus on AI applications in specific transit operations or geographical areas. See Section VIII (Related Research) below. The proposed research would (1) provide insights into the current state of technology in transit operations and management, (2) identify areas where AI could be applied economically to benefit transit agencies and the public, (3) examine the implications of AI adoptions on transit personnel and asset management, (4) modernize transit systems, and (5) enhance overall transit performance in the U.S. 18 24-A-05 VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES Looking into the potential of AI applications in transit operations, the proposed research is closely aligned with five of the six USDOT strategic goals: • • • SAFETY: Make our transportation system safer for all people. Advance a future without transportation-related serious injuries and fatalities. INFRASTRUCTURE: Grow an inclusive and sustainable economy. Invest in our transportation system to provide American workers and businesses reliable and efficient access to resources, markets, and good-paying jobs. EQUITY: Reduce inequities across our transportation systems and the communities they affect. Support and engage people and communities to promote safe, affordable, accessible, and multimodal access to opportunities and services while reducing transportation-related disparities, adverse community impacts, and health effects. • TRANFORMATION: Design for the future. Invest in purpose-driven research and innovation to meet the challenges of the present and modernize a transportation system of the future that serves everyone today and in the decades to come. • ORGANIZATIONAL EXCELLENCE: Strengthen our world-class organization. Advance the Department's mission by establishing policies, processes, and an inclusive and innovative culture to effectively serve communities and responsibly steward the public's resources. The table below outlines the proposed research objectives and activities (in Sections III and IV of this problem statement) and their alignment with the abovementioned USDOT Strategic Goals. USDOT Strategic Goals Research Objectives (Section III) Research Activities (Section IV) SAFETY 1, 2, 3 2, 3, 4, 5 INFRASTRUCTURE 1, 2, 3 2, 3, 4, 6 EQUITY 1, 2 5, 6, 7, 8 TRANSFORMATION 1, 2, 3 2, 3, 4, 5 ORG. EXCELLENCE 1, 2, 3 1, 4, 5, 6, 8 In addition, the proposed research also precisely supports the five Strategic Priorities of the TCRP: I. Place the Public Transportation Customer First The importance of the public transportation rider as well as the community at large as the customer was a principal outcome of the TCRP Future Search. The American consumer society is demanding; no industry can prosper that does not place the customer first. II. Enable Transit to Operate in a Technologically Advanced Society TCRP will support public transportation to integrate state-of-the-art technology in all aspects of its business so that mobility needs can be served as communities change and customer needs evolve. 19 24-A-05 III. Continuously Improve Public Transportation The TCRP will support communities throughout the United States to continuously improve public transportation. IV. Flourish in the Multimodal Environment More authority for public transportation investment decisions is now in the hands of state and local decision-makers. The public transportation industry must work harder and smarter to realize the intermodal flexibility and community-based planning opportunities offered by federal and other programs. V. Revitalize Transit Organizations Information technologies, changes in the work force, and new roles and partnerships are revolutionizing the workplace. By reinventing themselves, public transportation organizations can "Work Better--Cost Less." The table below outlines the proposed research objectives and activities (in Sections III and IV of this problem statement) and their alignment with the abovementioned TCRP Strategic Priorities. VIII. TCRP Strategic Priority Research Objectives (Section III) Research Activities (Section IV) I 1, 2, 3 1, 2, 3, 4, 5, 6, 7, 8 II 1, 2, 3 1, 2, 3, 4, 5, 6, 7, 8 III 1, 2, 3 1, 2, 3, 4, 5, 6, 7, 8 IV 1, 2, 3 1, 2, 3, 4, 5, 6, 7 V 1, 2, 3 1, 2, 3, 4, 5, 6, 7, 8 RELATED RESEARCH 1. 2. 3. 4. 5. New England Transportation Consortium/Maine Department of Transportation. 2020. Current Status of Transportation Data Analytics and A Pilot Case Study Using Artificial Intelligence (AI). • Area of Study: New England USDOT/FTA Project. 2020. Implement a Regional Cloud-based Traffic Management AI System to Improve Transit Travel times, Enhance Mobility on Demand (MOD) Services, Reduce Congestion, and Improve Incident Response Times. • Area of Study: Central Ohio USDOT/FTA Project. 2021a. Implementing an AI Based Smart Dispatch to Provide a Dynamic Data Driven Micro-Transit Service for All Citizens in PHTs Service Area Using Existing Prairie Hill Transits Vans. • Area of Study: Western South Dakota USDOT/FTA Project. 2021b. AI Com.munication Platform for Revenue Expansion. • Area of Study: Baton Rouge USDOT/FTA Project. 2021c. An Artificial Intelligence-Aided System for Automated Detection of Trespassing at Grade Crossings. • Area of Study: New Jersey Transit highway rail crossings 20 24-A-05 6. IX. USDOT/FTA Project. 2022. TrainMate Robotic System: Making Public Transportation, Public. • Focus areas: Machine vision; persons with disabilities; railroad stations; robots; wheelchair lifts. PERSON(S) DEVELOPING THE PROBLEM The co-developers are listed in alphabetical order: Matina Lai-Ying Chau Ph.D. Candidate Dept. of Transportation Planning & Engineering School of Civil Engineering National Technical University of Athens Iroon Polytechniou 5, 15773, Athens, Greece Phone: +30 210-772-1723 Jordan Holt* Director of Performance Improvement Office of Performance and Global Benchmarking Washington Metropolitan Area Transit Authority 300 7th Street SW Washington, DC 20024, USA Phone: +1 202-809-8201 Siew Hoon Lim* Professor Department of Agribusiness & Applied Economics North Dakota State University Fargo, ND 58108-6050, USA Phone: +1 701-231-8819 Chris Pangilinan* Vice President, Paratransit MTA New York, NY 10004, USA Email: Chris.Pangilinan@gmail.com Menno Yap* Researcher Faculty of Civil Engineering and Geosciences Delft University of Technology 2628 CN Delft, Netherlands Phone: +31 15-27-84066 *AP010 Committee Members X. PROCESS USED TO DEVELOP PROBLEM STATEMENT The problem statement was jointly developed by individuals/AP010 Committee Members listed in Section IX. The project is endorsed by AP010. 21 24-A-05 XI. DATE AND SUBMITTED BY June 21, 2023 Submitted by Siew Hoon Lim 22 24-A-06 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Private Funding and Value-Capture Strategies in Fare-Free Transit II. RESEARCH PROBLEM STATEMENT In 2023, TCRP Research Report 237: Fare-Free Transit Evaluation Framework proposed a ten-step approach to evaluating the feasibility of implementing fare-free transit for public transit agencies. Using a qualitative case study approach, the authors focused on the costs, benefits, and trade-offs inherent to such programs. The proposed framework is intended for use beyond transit agencies, including audiences such as community partners and metropolitan planning agencies. The authors report that “only a few transit agencies have systematically evaluated the feasibility of implementing fare-free transit before implementation. Those that did complete formal evaluations of some kind usually conducted literature, peer, and best practices reviews; operational analyses; and financial evaluations” (p. 47). They conclude the report by calling in part for additional research into the relationship between fare-free transit programs and equitable transit funding, focusing on identifying alternative funding strategies that may help move transit agencies away from farebox recovery and toward less regressive funding sources. This research is relevant and timely but offers a more high-level overview due to the case study approach. However, the initial data points included in the case studies provide a robust jumping-off point for further exploration of program funding strategies within the broader political and economic context of the areas where fare-free transit is in use. III. OBJECTIVE This research aims to provide actionable guidance for agencies and municipalities interested in exploring innovative funding mechanisms in support of fare-free transit services, whether for the goal of greater equity in transportation, the pursuit of additional revenue streams, or a combination thereof. IV. RESEARCH PROPOSED Building upon the data collected in TCRP Research Report 237, this research will explore the role of private funding sources and value-capture strategies in planning new fare-free transit options and sustaining existing ones through the lens of the decision-makers enacting such policies. Of particular interest is a) understanding the role of political and business elites in shaping fare-free policies and b) the motivations behind their actions (e.g., Are they acting upon a strong tradition of civic engagement in the public interest? Or are their actions more driven by the profit motive?) Case studies in the TCRP Research Report 237 offer useful starting points; for example: "Steamboat Springs Transit's fare free program was initially launched during an economic surge, with promises from the business community to support the program if needed in the future, but that support did not materialize in an economic downturn. A long-term, codified funding strategy from the start would have been helpful" (p. 75). The research proposed here would use a similarly qualitative methodology as used in TCRP Research Report 237, deploying semi-structured interviews with key agency personnel, politicians, public sector employees, and business leaders to better understand those instances of private funding in support 23 24-A-06 of fare-free transit, regardless of if that support is ongoing, was a one-time contribution, or was intended to be long-term but fell through (as in the case of Steamboat Springs). The final report will include: • A description of the study methodology • Several case study summaries • An overview of benefits and risks associated with private funding for public transit • A set of best practices for engaging with the private sector to fund fare-free transit programs. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $300,000 Research Period: 18 – 24 months Approximately four months for the literature search and research into the new focus areas, twelve months documenting and analyzing the case studies and conducting the survey and interviews, three months for the validation analysis and drafting the report, and a final three months for review and revision of a draft final report. VI. URGENCY AND PAYOFF POTENTIAL As transit agencies struggle with ridership numbers that have leveled off well below pre-COVID levels, fare-free strategies are emerging to entice riders back to transit (the Cincinnati Connector Streetcar is one example of this). These low ridership numbers have multiple, significant implications for private sector actors, many of whom have been the most vocal in urging a return to the office, lamenting the negative effects that fewer people in central business districts during daytime hours have on businesses large and small. As such, the private sector may have a distinct opportunity under these unique circumstances to identify and implement innovative and equitable transit funding strategies that challenge existing notions of private engagement in public transportation. However, as TCRP Research Report 237 demonstrates, few consistent, replicable strategies are in place for fare-free program implementation or evaluation. The results of this research may identify emerging patterns in private funding that would be of benefit to cash-strapped agencies and moribund city centers. The results could also contribute to a more expansive notion of public-private partnerships in delivering transit services in the US, where current models of private engagement in public transit are highly dependent on the local political context. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This research aligns with the U.S. DOT strategic goals of Infrastructure and Equity, as the results will help inform a new understanding of how fare-free strategies can contribute to sustainable, inclusive economies that benefit businesses and riders alike. The research will also support the following TCRP strategic priorities: Place the public transit customer first: This research will explore who stands to benefit most from farefree funding strategies that rely on private funding. While paying no fare on the surface seems like a surefire benefit to riders – especially those who are transit-dependent – with so little evaluation yet in place, those benefits cannot be assumed. 24 24-A-06 Continuously improve public transportation: This research will identify best practices in the use of private-sector and value-capture funding to fund fare-free transit programs and allow transit agencies to make informed decisions about innovative financing arrangements. Revitalize transit organizations: More efficient partnerships with the private sector in meeting the needs of transit passengers will allow transit organizations to “Work better--cost less” - or indeed, to cost nothing. VIII. RELATED RESEARCH • • • IX. NCHRP 19-19 Sustaining Zero-Fare Public Transit in a Post COVID-19 World: A Guide for State DOTs (active) TCRP Research Report 237: Fare-Free Transit Evaluation Framework (2023) TCRP Synthesis 101: Implementation and Outcomes of Fare-Free Transit Systems (2012) PERSON(S) DEVELOPING THE PROBLEM Em Hall, PhD Candidate, University of Illinois Chicago, 773.322.7296 Carole Turley Voulgaris, Harvard University Graduate School of Design, 617.496.2602 X. PROCESS USED TO DEVELOP PROBLEM STATEMENT This statement was developed through the AP030 Transit Marketing and Fare Policy committee. XI. DATE AND SUBMITTED BY June 22, 2023 Submitted by: Carole Turley Voulgaris Assistant Professor, Harvard University Graduate School of Design 48 Quincy Street Cambridge, MA 20138 25 24-A-07 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Are Declines in Public Transportation Ridership Related to Declines in Pedestrian and Bicyclist Safety? II. RESEARCH PROBLEM STATEMENT Public transportation ridership in the United States has been on a downward trend since approximately 2014, with pronounced ridership loss during the COVID-19 pandemic. Ridership remains significantly below pre-pandemic levels throughout the United States. The rise of the hybrid work environment has received much of the attention as a reason for this ridership loss. However, increasingly hazardous pedestrian and bicycling conditions in the United States may be contributing to this ridership decline as well. Pedestrian and bicyclist fatalities and injuries from collisions with cars fell for many years, but sharply increased in 2020 and hit a 41-year high in 2022 (https://www.ghsa.org/resources/Pedestrians23). The average size, weight, and grill height of cars has increased, which is likely to be a driving force in the increase in these causalities. (https://www.iihs.org/news/detail/new-study-suggests-todays-suvs-are-more-lethal-to-pedestrians-thancars ). USDOT has called this a “crisis” (https://www.transportation.gov/briefing-room/part-major-pushbring-down-traffic-deaths-usdot-launches-roadway-safety-call-action). These crashes have a disproportionate impact on minority communities which also have a higher share of zero car households and transit use. Research is needed to better assess the relationship between pedestrian and bicyclist safety and comfort in accessing public transportation to more accurately forecast ridership on public transportation projects. The vast majority of public transportation is not planned, constructed, or operated by the municipalities it serves. Thus, there can exist a mismatch of infrastructure needed to deliver residents to the transit project. FTA-funded capital transit projects can present an opportunity for federal funds to simultaneously support numerous USDOT goals, such as increasing transit ridership and reducing roadway fatalities. III. OBJECTIVE The objectives of the research are as follows: 1) To measure the impact of increased pedestrian and bicyclist safety risks on mode choice; 2) To develop methods to identify areas of high risk; 3) To develop statistical methods for incorporating these into existing public transportation planning programs; 4) to evaluate if creating low-risk, high safety access affects public transportation ridership; 5) Highlight successful methods of reducing traffic safety hazards to increase public transportation ridership. IV. RESEARCH PROPOSED Most public transit agencies survey their customers to obtain market research information. This study could survey transit riders to gauge their feelings of comfort and safety from vehicular traffic when accessing the system. These questions can be incorporated into agencies’ existing and planned transit surveys. The research can also identify common features of low-safety access areas to transit and estimate impacts on ridership. 26 24-A-07 The research can identify projects with comprehensive safe access improvements not just in the station area but in surrounding communities that have successfully increased ridership. The research can identify distance of safety improvements within different ranges of station and impacts. The research can examine current practice of public transportation project planning and evaluate if statistical methods of ridership forecasting account for pedestrian and bicycle safety. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $250,000 - $300,000 Research Period: 18 – 24 months VI. URGENCY AND PAYOFF POTENTIAL Given the 41-year high in pedestrian deaths, there is an urgent need for improvements in road safety for pedestrians and bicyclists. Minority communities are disproportionately represented in this increase in traffic violence. Studying bicycle and pedestrian safety with respect to public transportation ridership is a novel concept. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES Enhancing safety is the first goal of the FTA. Safety is the first TCRP strategic priority. USDOT has new National Roadway Safety Strategy (NRSS). Other relevant FTA goals include: Improve Equity, Connect Communities. VIII. RELATED RESEARCH https://www.ghsa.org/resources/Pedestrians23 https://www.researchgate.net/publication/283624068_Measuring_Walk_Access_to_Transit_in_Terms_of_ Sidewalk_Availability_Quality_and_Connectivity https://crsreports.congress.gov/product/pdf/R/R47302#:~:text=The%20main%20causes%20for%20the,an %20increase%20in%20transit%20fares. https://www.sciencedirect.com/science/article/pii/S0965856422000945 https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813188 https://www.trb.org/Publications/Blurbs/182938.aspx https://www.trb.org/Publications/Blurbs/162666.aspx IX. PERSON(S) DEVELOPING THE PROBLEM Jonathan Howard Community Planner – Travel Forecast Federal Transit Administration Office of Planning and Environment System Planning and Analysis Division (TPE-12) 1 Bowling Green New York, NY 10004 (212) 824-2421 j.howard@dot.gov 27 24-A-07 X. PROCESS USED TO DEVELOP PROBLEM STATEMENT Individual Proposer XI. DATE AND SUBMITTED BY June 22, 2023 Submitted by Jonathan Howard 28 24-A-08 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE LTE/5G Cellular Technology Assessment for Train Control Communications II. RESEARCH PROBLEM STATEMENT Most Advanced Signaling Systems such as Communications Based Train Control (CBTC) uses radio technology. In 2010, conventional radio system technology used in signaling were replaced by wi-fi technology. Since 2015, the industry has been trying to move towards improving wi-fi technology speeds by utilizing Long Term Evolution (LTE) systems. A particular opportunity provided by LTE/5G technology is that commercial cellular service would be an option to be used instead of deploying a dedicated LTE/5G system for the train control system. Using cellular service would dramatically reduce the cost of design, construction, testing and maintenance of a new train control system. On the other hand, there are some challenges associated with dependance to a larger cellular service provider. A whole new interface between signaling projects and cellular service provider will need to be invented. No system in North America is using LTE/5G yet. The author is aware of only a handful of project worldwide using LTE. Some of the signaling suppliers serving projects in North America have indicated that the technology is now ready to be deployed. On the other end, transit agencies have also started to inquire about it to lower the cost of deployment. Transit agencies are critical infrastructure and are very conservative in nature. This research would look at the technology application to train control and guide the transit industry in their decision to adopt or not this technology. III. OBJECTIVE The goal of this research project will be to provide information and a guide that will be used by the transit industry to evaluate whether LTE/5G technology can be utilized as part of new projects, or utilize LTE/5G technology to fully upgrade conventional radio based systems. Should the conclusion support the utilization of LTE/5G technology, the next objective to explore then would be what technical and commercial aspects of train control projects should consider when deploying the technology. IV. RESEARCH PROPOSED The specific research will be to: 1) Gather information regarding the status of the LTE/5G development in train control, describe the possible implementation methods, presents pros and cons. 2) Investigate the use of commercial cellular service provider, describe the possible implementation methods such as technical and commercial arrangement with cellular service provider, presents pros and cons. 29 24-A-08 This work will accelerate train control industry understanding and possible acceptance of the application of LTE/5G technology. First task will be to collect information: • Reach out to transit agencies who are the ultimate decision makers regarding using a new technology. Identify with them the major point what the guide will need to address. • Reach out to Train Control Suppliers to investigate the status of their development and deployment of LTE/5G • Reach out to Communication Equipment Supplier to investigate the status of their development and deployment of LTE/5G • Reach out to LTE/5G cellular service provide to obtain their insight of how such a partnership could be performed. Second task will be to summarize the information in a comprehensive manner. Third task will be to develop a list of recommendations regarding what should be consider when making the decision to use LTE/5G in a new train control project and regarding how implementation may be performed. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $250,000 - $300,000 Research Period: 18 months (including 3 months for review and revision of a draft final report) VI. URGENCY AND PAYOFF POTENTIAL Most North American transit agency signaling systems are aging and in dire need of replacement. Projects are being initiated across the country. Each project does not have the time or capacity to perform this investigation, conservatively leaning towards using older Wi-fi technology. The tendency in deploying a full conventional communication system becomes very costly and time consuming to deploy without looking at the potential alternative provided by LTE/5G and by using cellular service providers. With the recent Bipartisan Infrastructure Bill, transit agencies are receiving help in renewing their aging signaling system and it is anticipated that project quantity will increase in the coming years. The potential gain will be to, where appropriate, have transit agency projects use a new, more efficient technology which will not need to be replaced when Wi-fi equipment becomes obsolete. And, when possible, use cellular service provider which would lower the deployment time and cost of new projects. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This research fits perfectly win the goal of: • INFRASTRUCTURE: Grow an inclusive and sustainable economy. Invest in our transportation system to provide American workers and businesses reliable and efficient access to resources, markets, and good-paying jobs The research will accelerate understanding of the LTE/5G technology by the rail road industry. Using the most recent technology in train control would help American workers by allowing communication forces to transition into railroad and also rail road forces to transition into communication systems. 30 24-A-08 • TRANFORMATION: Design for the future. Invest in purpose-driven research and innovation to meet the challenges of the present and modernize a transportation system of the future that serves everyone today and in the decades to come. This research is about applying the most up to date communication technology to train control system. LTE/5G is the future for all project, using commercial cellular service is also the future for some of the project. This research project will be useful for the next decades. Using commercial cellular service will likely be subject to numerous standards or recommended practice in the future. • ORGANIZATIONAL EXCELLENCE: Strengthen our world-class organization. Advance the Department's mission by establishing policies, processes, and an inclusive and innovative culture to effectively serve communities and responsibly steward the public's resources. American train control projects tend to be more conservative than the rest of the world. Asia and Europe have been performing pilot projects and a few real revenue service projects using LTE/5G but this is only starting to be looked at in North America. This research will help to close not only the technology gap but also the process in terms of interface between train control project and cellular service provider. VIII. RELATED RESEARCH There have been private research projects where communication companies and signaling suppliers joined their effort to develop a new signaling system based on LTE/5G. No other public research on this topic was identified. IX. PERSON(S) DEVELOPING THE PROBLEM Kenneth Diemunsch Train Control Engineer at Parsons 1420 Addison Street #211, Berkeley California 347-880-1544 No fax available Kenneth.diemunsch@parsons.com X. PROCESS USED TO DEVELOP PROBLEM STATEMENT Individual Proposer XI. DATE AND SUBMITTED BY June 23, 2023 Submitted by Kenneth Diemunsch 31 24-A-09 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Implementing Decentralized Identity with Zero Knowledge Proof Methodologies to Enable Interoperability and Data Privacy for Multimodal Transit II. RESEARCH PROBLEM STATEMENT The evolution of the transit landscape towards a more integrated, multimodal approach has brought about new challenges and opportunities for mobility-as-a-service. One of the key challenges is the need for interoperability, allowing travelers to seamlessly transition between different modes of transport. This requires an interoperable system for managing identity across the disparate systems used by different transit providers. Traditional centralized identity systems, in addition to not scaling well with multiple parties, pose significant privacy risks as they often involve the collection and storage of sensitive personal data. In this context, decentralized identity presents a promising solution by giving control of personal data back to the individual/transit provider, which reduces the risk of data breaches and misuse. However, ensuring data privacy while maintaining the utility of the data is a complex task. Zero-Knowledge Proofs (ZKPs) solves this problem. ZKPs are a cryptographic method that allows one party to prove a statement is true without revealing any additional information about that statement. In the context of decentralized identity, ZKPs can be used to verify a traveler's identity or credentials (such as a valid ticket) without needing to know the underlying data (such as the traveler's personal details or travel history). However, implementing decentralized identity with ZKPs in a complex, multimodal transit environment presents its own set of challenges. Transit systems are complex, with numerous interconnected components that must operate in harmony. They also require real-time communication and have high reliability requirements. Furthermore, transit agencies often operate under tight budget constraints and may lack the resources and expertise necessary to implement decentralized identity with ZKPs by themselves. Therefore, there is a pressing need for research on strategies and digital infrastructure that enable the easy and seamless implementation of decentralized identity with ZKPs in multimodal transit systems. III. OBJECTIVE The primary objective of this research is to enable the implementation of decentralized identity solutions and ZKPs in transit systems to enable interoperability and data privacy in a multimodal transit ecosystem. Proposals should include the development of a comprehensive strategy for implementing decentralized identity solutions and ZKPs in transit systems and a demonstration or deployment of the necessary digital infrastructure to support this implementation. IV. RESEARCH PROPOSED The research will involve a thorough review of current identity management practices in the transit sector, an analysis of the requirements for implementing decentralized identity with ZKPs in a multimodal transit context, and the development of a comprehensive strategy for its implementation. This will involve collaboration with transit agencies, data privacy experts, and other stakeholders. Additionally, the research 32 24-A-09 will include a demonstration or deployment of the digital infrastructure necessary to support the implementation of decentralized identity with ZKPs. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $500,000 Research Period: 2 years VI. URGENCY AND PAYOFF POTENTIAL The urgency and payoff potential of this research is high, as a successful implementation of decentralized identity with ZKPs could significantly enhance interoperability and data privacy, thereby increasing public trust in transit systems and ensuring the smooth operation of multimodal transit services. Moreover, the successful implementation of the pertinent digital infrastructure supporting a decentralized identity system and ZKP functionality would enable a wide array of compelling applications; for example, such infrastructure would enable Transportation Network Companies and transit providers to push/pull ZKPs of sensitive data, facilitating the seamless integration of their systems without exposing any private customer or business data. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This problem statement aligns with the FTA's strategic research goals of improving the public transportation experience and protecting the rights and interests of public transportation users. It also addresses the TCRP's Strategic Priorities, particularly II. Enable Transit to Operate in a Technologically Advanced Society and IV. Flourish in the Multimodal Environment. VIII. RELATED RESEARCH This research builds on the existing body of knowledge on decentralized identity and ZKPs and their application in various sectors. It also aligns with ongoing efforts to improve interoperability and data privacy in transit systems and to modernize legacy systems. IX. PERSON(S) DEVELOPING THE PROBLEM Tram Vo; CEO; 2136 S Mansfield Ave, Los Angeles, CA 90016; 1.310.613.1091 X. PROCESS USED TO DEVELOP PROBLEM STATEMENT This problem statement was developed through a review of recent research on decentralized identity and ZKPs, an analysis of the current state of identity management and data privacy in the transit sector, and discussions with data privacy and transit systems experts. XI. DATE AND SUBMITTED BY June 27, 2023 Submitted by Kai Monast, Director, Public Transportation Group, Institute for Transportation Research and Education, North Carolina State University, Campus Box 8601, Raleigh, NC 27695. (919) 515-8768. kcmonast@ncsu.edu. 33 24-A-10 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Cyber Vulnerability of Automatic Vehicle Monitoring (AVM) and Health Monitoring Systems (HMS) II. RESEARCH PROBLEM STATEMENT The increased focus on cybersecurity threats and attacks requires the transit industry to address critical vulnerabilities in interconnected systems throughout the lifecycle of new and existing systems. Traditionally, cyber vulnerabilities are addressed and mitigated in Information Technology (IT) networks with relative ease; however, this statement does not apply to Operational Technology (OT) which suffers from a multitude of complex challenges. OT describes many of the critical systems which are responsible for sustaining availability and ensuring safe, secure, and resilient operations. With many Transit Agencies adopting the use of automated fleet management, vehicle monitoring, and health status systems, it is important to understand the cyber implications of these OT systems. The utility of Automated Vehicle Monitoring (AVM) and Health Monitoring Systems (HMS) requires constant availability, real-time communications, remote connections, and dashboard reporting to ensure that the system properly functions. Many transit agencies are not aware that these systems are installed in their vehicles by the manufacturers. These built-in features can present a cyber risk and an avenue of attack for a motivated threat actor. For example, on November 3rd, 2022, a cyber-attack at Danske Statsbaner (DSB), the largest railway operator in Denmark, caused train operations to halt. A subcontractor of DSB had provided a critical component of the train control system and later reported that a criminal hacker had compromised their network, resulting in the complete shutdown of production servers and thus, the halt of DSB operations. Generally, the cyber vulnerability in OT systems is not addressed until well after a vulnerability has been exploited which can impact the safety and security of riders, operators, and Transit Agencies as a whole. AVM and HMS systems rarely undergo cyber testing to identify critical vulnerabilities before they are deployed and used in vehicles. With threat actors aggressively targeting critical infrastructure and the transportation sector, vulnerabilities in on-vehicle systems are unknown, untested, and unmitigated. III. OBJECTIVE The objectives of this research are as follows: 1. Create a working group of personnel from Transit Agencies. The working group will be used to achieve the below objectives. 2. Identify and report the reliance on AVM and HMS in making operational decisions. 3. Identify and report past cyber-attacks targeting AVM and HMS. 4. Identify and report known cyber vulnerabilities in AVM and HMS and, with the support of working group members, perform additional vulnerability assessments. 5. Identify and report possible mitigations and improvements for cyber vulnerabilities in AVM and HMS. IV. RESEARCH PROPOSED To better understand the cyber risk of AVM and HMS, an industry working group, literature review, and technical cyber assessment must be performed. 34 24-A-10 Utilizing ENSCO’s industry connections, a working group of transit personnel from the rolling stock and IT departments will be assembled. The purpose of the working group is to increase industry participation through inclusion and collaboration resulting in expedited delivery of needed information and quick dissemination to the working group members of the valuable information generated from this project. All information discussed within the working group will be held confidential. The working group will be organized and led by ENSCO to ensure that the objectives of this task are met. Through the working group, an industry survey will be conducted to capture the usage of AVM and HMS in Transit Agencies. To capture cyber risk, the criticality of these systems in making operational decisions must be expressed. An increased reliance on AVM and HMS to make decisions demonstrates the further need to understand and address cyber vulnerabilities. The survey will include questions related to the presence of AVM and HMS, how often Agencies are viewing or ingesting the information from these systems, how the information is used, and how often the information is used to information an operational decision such as recalling a vehicle. This survey will inform the criticality of AVM and HMS as well as the severity of identified vulnerabilities. The literature review will identify threat actors that are motivated to and capable of targeting AVM and HMS. This review will include the identification of Tactics, Techniques, and Procedures (TTPs) which are characteristic of threat actors targeting transit and attack vectors previously used to exploit an AMV system. Furthermore, the review will reveal any past cyber-attacks on in-vehicle systems. The information gathered will present valid attack methods which frame how the industry must mitigate vulnerabilities and how threat actors have used OT systems to compromise transit networks. The technical assessment involves the performance of a vulnerability assessment and a penetration test on a vendor-agnostic AVM system. A vulnerability assessment aims to identify open vulnerabilities on a system using manual and automated methods. Penetration testing exploits vulnerabilities to determine the severity of a weakness and the potential of a threat actor to further compromise a network, exfiltrate data, or install malware. Both assessment methodologies will prove or disprove the presence of actual vulnerabilities in AVM and HMS. The working group will be leveraged to identify high-risk AVM and HMS systems to target. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $198,000 Research Period: 12 months VI. URGENCY AND PAYOFF POTENTIAL There is an immediate need for cyber projects which focus on the real vulnerability of OT systems in transit. Limited information is available for Transit Agencies about protective measures for in-vehicle systems and even less information about how threat actors can leverage these systems to degrade the confidentiality, integrity, and availability of transit systems. With the lack of information about cyber vulnerabilities, there is a clear need to study and communicate the how AVM and HMS impact cyber risk. The results of this project will satisfy the transit industry’s need to be aware of and mitigate cyber vulnerabilities before they can be exploited by a threat actor. With Federal governments’ focus on securing critical infrastructure and the industry’s need for automation, Transit Agencies must be informed about how connected vehicles impact their cyber risk. The results will assist Transit Agencies in considering cybersecurity prior to implementing an AVM, securing in-vehicle systems, and raising awareness for the potential of a cyber-attack that impacts OT. 35 24-A-10 Barriers to the successful implementation of the anticipated research products include: (a) an Agency’s budgetary constraints and limitations for cybersecurity activities, (b) an existing contract with an AVM vendor which limits the ability of the Agency to select more secure products, (c) the AVM vendor’s ability to resolve vulnerabilities, and (d) the flexibility of OT systems to adapt to recommended mitigations. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES Federal Transit Agency (FTA) Strategic Research Goal: Transformation This project aligns with the FTA’s goal of Transformation by studying the implications of operating in a modernized transit environment. The product of this project is intended to increase the resiliency of transit vehicles by improving cybersecurity practices and reducing the number of operational impacts caused by vulnerable systems. Transit Cooperative Research Program (TCRP) Strategic Priority: Enable Transit to Operate in a Technologically Advanced Society This project aligns with the TCRP’s priority of enabling transit to operate in a technologically advanced society by ensuring that as technology advances, cybersecurity enhances the reliability, availability, and resiliency of connected systems. VIII. RELATED RESEARCH TCRP Synthesis J-07/Topic SA-56: Use of Automatic Monitoring (AVM) and Vehicle Health Monitoring/Diagnostic Systems by Transit Agencies (Active Synthesis) IX. PERSON(S) DEVELOPING THE PROBLEM Erin Plemons and Jeff Baca Plemons.Erin@ensco.com & Baca.Jeffrey@ensco.com Center for Critical Infrastructure Protection (CCIP) ENSCO Inc. 55500 DOT Road Pueblo, CO 81001 Cell: 330-312-8433 X. PROCESS USED TO DEVELOP PROBLEM STATEMENT The problem statement was developed by the Center for Critical Infrastructure Protection (CCIP) at the Transportation Technology Center (TTC). Ensco, Inc. has over 50 years of experience in the rail and transit industry; developing new, advanced technologies, and services for the transportation sector. As the industry becomes more digitized and connected, the safety and security of transit systems are potentially more exposed to threats. Out team understands the need for real-time awareness of transit systems through via the use of AVM and HMS but also the cyber impacts if vulnerabilities of safety-critical systems are exposed. At a basic level, cyber risk is equivalent to THREAT x VULNERABILITY x IMPACT for which each component must be quantified for safety-critical systems. These factors supported the development of the problem statement. 36 24-A-10 XI. DATE AND SUBMITTED BY June 30, 2023 Submitted by Erin Plemons and Jeff Baca 37 24-A-11 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE The Effectiveness of Cyber Awareness Training in Transit II. RESEARCH PROBLEM STATEMENT Cyber awareness training is the foundation of a cyber-savvy workforce which understands its responsibility in implementing and managing cybersecurity controls throughout the lifecycle of the program. The employee, to include those that have administrative privileges are the first line of defense against cyber threat actors. More often, an untrained workforce presents an increased risk; whether an employee is targeted directly by social engineering or indirectly through other means, stopping a cyberattack early often depends on the observer of the attack reporting that something is amiss. While cyber awareness training is generally a best-practice and mandated by most regulatory and compliance requirements, the implementation of cyber training and awareness is often left to the Transit Agency. For example, one Transit Agency may choose to distribute a one-hour computer-based training to all its employees while another may choose to deliver training in-person based on individual roles and responsibilities without consideration for up-to-date threat intelligence, threat actors, or threat vectors related to the community of interest. There is limited information available on which strategy is more effective and leaves employees with the ability to act as the first observer in a cyber-attack scenario. It is critical to understand the current threat environment for the sector, the technologies employed, and the mitigations identified to stay ahead of the threat. Currently, there is no information available for transit agencies to construct a cyber awareness training program that best fits the agencies needs and the functions of the organization. III. OBJECTIVE The objectives of this research are as follows: 1. Establish a working group of Information Technology (IT) staff to facilitate the objectives below. 2. Identify and report if Transit Agencies have a cyber awareness program and its delivery approach. 3. Identify and report the effectiveness of cyber awareness training given to employees. 4. Identify and report trends in cyber awareness training and potential improvements for more effective training programs. IV. RESEARCH PROPOSED To better understand the implementation of cyber awareness training programs, a working group will be assembled, and an industry survey and literature review will be conducted. Utilizing ENSCO’s industry connections, a working group of transit personnel from the IT departments will be assembled to facilitate this project. The purpose of the working group is to increase industry participation through inclusion and collaboration resulting in the expedited delivery of needed information and quick dissemination to the working group members of the valuable information generated from this project. The working group will be organized and led by ENSCO to ensure that the objectives of this task are met. 38 24-A-11 Through the working group an industry survey will be conducted to capture the current state of cyber awareness training programs instituted at Transit Agencies. The intent of the survey is not only to understand the method of delivery of training but also the effectiveness of the training program. To determine the method of delivery, the following information will be gathered: (a) training mode of delivery, (b) length of training, (c) use of examination or testing following training. To determine the effectiveness of the training, the following information will be gathered: (a) frequency of training, (b) audience of training (role-based), (c) content of training, (d) applicability of training considering the environment in which the employee performs their primary duty, (e) retention of concepts, (f) usability of the content, and (g) self-reporting of the Agency’s cyber incident risks before and after instituting a training program. In addition to the survey, a literature review is required to determine the industry requirements and standards for cyber awareness training. The information targeted during the literature review will include: (a) an assessment of the available cybersecurity standards and regulation, (b) established best practices for awareness training, (c) examples of structure training programs. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $195,200 Research Period: 10 months VI. URGENCY AND PAYOFF POTENTIAL There is an immediate need to research the effectiveness of cyber awareness training in the transit industry. With the increase in cyber-attacks targeting transportation organizations, it is imperative that the workforce is provided with the tools and knowledge necessary to identify and report incidents before the organization is severely impacted. The results of this project are intended to inform Transit Agencies and the transportation community about the current state of cyber awareness programs and the options available to enhance existing training. Without a structured cyber awareness program that fits the needs of the organization, Transit Agencies are exposed to an increased risk of a cyber-attack via an employee. This study will guide organizations in instituting effective awareness training programs across all employees based on best-practices, proven methods in transit, and the resources available for Agencies. Barriers to the successful implementation of the anticipated research products include: (a) a Transit Agency’s budgetary constraints and limitations for cybersecurity activities and (b) resistance from a Transit Agency’s workforce to participate in required training. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES Federal Transit Agency (FTA) Strategic Research Goal: Organizational Excellence This project aligns with the FTA’s goal of Organizational Excellence by establishing a consistent cyber awareness training baseline throughout the transportation community to ensure that Transit Agencies can keep pace with the modernization of technology and the every-evolving cyber threat landscape. 39 24-A-11 Transit Cooperative Research Program (TCRP) Strategic Priority: Enable Transit to Operate in a Technologically Advanced Society This project aligns with the TCRP’s priority of enabling transit to operate in a technologically advanced society by ensuring that as technology advances, Transit Agencies providing the workforce with the skillset required to combat cyber threats. VIII. RELATED RESEARCH None. IX. PERSON(S) DEVELOPING THE PROBLEM Erin Plemons and Jeff Baca Plemons.Erin@ensco.com & Baca.Jeffrey@ensco.com Center for Critical Infrastructure Protection (CCIP) ENSCO Inc. 55500 DOT Road Pueblo, CO 81001 Cell: 330-312-8433 X. PROCESS USED TO DEVELOP PROBLEM STATEMENT The problem statement was developed by the Center for Critical Infrastructure Protection (CCIP) at the Transportation Technology Center (TTC) operated by ENSCO, Inc. ENSCO has the largest combined team of subject matter experts in railway technology and cybersecurity. This leading team is the combination of ENSCO’s 50 years’ experience in railway technology and ENSCO’s cutting edge cybersecurity expertise gained through its long-standing work with the Department of Defense. As the industry becomes more digitized and connected, the safety and security of transit systems are potentially more exposed to threats. Out team understands the need for effective cyber awareness training as a foundation for building a resilient and efficient cyber program. These factors supported the development of the problem statement. XI. DATE AND SUBMITTED BY June 30, 2023 Submitted by Erin Plemons and Jeff Baca 40 24-A-12 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Cyber Incident and Event Categorization Across the Transit Industry II. RESEARCH PROBLEM STATEMENT Incident Response (IR) is a key process to a healthy cybersecurity program and contributes to the overall governance program. IR policies and processes must be aligned in accordance with compliance frameworks, federal security directives, and cyber best-practices. Within the transit industry and there is a lack of guidance to frame how an IR process and associated policies should be codified for an effective response. A consistent and standard IR process is critical in identifying trends within the Transit Agency and across the greater transit community. Identifying key metrics and reporting supports the Transit Agency’s compliance with regulatory mandates and captures trends over time to better understand gaps in policy, procedure, or technology. An important aspect of an IR plan involves each Transit Agency determining how to categorize events, incidents, and the associated reporting timelines and response activities based on severity or impact. Every day, thousands of events occur on a network, any one of which may lead to the identification of an incident. The response actions for an event versus an incident varies greatly including how and when that information is reported to governing bodies such as the Transportation Security Administration (TSA), the Cybersecurity and Infrastructure Security Agency (CISA), the Federal Bureau of Investigations (FBI), or Information Sharing and Analysis Centers (ISAC). Default event and incident categories are not institutionalized in the transit community, potentially leading to the over-reporting of events or the under-reporting of incidents. The over-reporting of events can cause undue stress on the Agency’s IR team and skews the metrics collected for future improvements to the IR process. The under-reporting of incidents fails to meet the requirements of Federal directives and may result in decreased IR support from external parties. Each of these scenarios results an increased cost associated with investigating an incident, identifying the root cause, and remediating the impacts of a cyber-attack. III. OBJECTIVE The objectives of this research are as follows: 1. Create a draft of the recommended practices for transit IR utilizing the best practices and requirements in other critical infrastructure sectors. 2. Conduct survey with Transit Agencies to identify how current IR practices compare to the draft recommended practices with a focus on: a. Maturity of IR processes, policies, and plans in the transit industry. b. Criteria used by Transit Agencies to distinguish a cyber event from a cyber incident. c. Frequency at which Transit Agencies are reporting cyber incidents to an external agency. d. Use of standards IR metrics and reporting standards and recommendations for transit organizations. 3. Investigate and report the connections between event/incident categorization and IR process maturity. 4. Using the results of the survey, update the IR recommended practice for public distribution. 41 24-A-12 IV. RESEARCH PROPOSED To identify deficiencies in cyber incident categorization and the creation of IR recommended practices, a comprehensive industry survey and a literature review must be performed. To benchmark current transit IR practices, a draft recommended practice will be created by analyzing best practices used in other critical infrastructure organizations and the requirements of federal reporting. The industry survey will capture the current IR processes implemented at Transit Agencies and the methodology by which events and incidents are categorized. The information gathered by the survey will include: (a) the presence of an IR plan, (b) the maturity of the IR plan, (c) the criteria to determine events versus incidents, (d) the actions required to respond to an incident, (e) the frequency at which the Agency reports the incident to an external party, (f) the feedback received from the external party, (g) identify IR metrics and reporting, and (h) a gap analysis to identify differences between an organization current report structure and the draft recommended IR practices. The results of the survey will highlight statistical trends in how Transit Agencies are documenting, categorizing, and reporting cyber events and incidents. In addition to the survey, a literature review is required to determine the industry requirements and standards for categorizing and reporting incidents as well as a review of the guidance used in other critical infrastructure sectors. The information targeted during the literature will include: (a) the identification of event and incident classifications, (b) best-practices in documenting IR processes, (c) established regulatory requirements for IR plans in the transit industry, and (d) established best-practices for metrics collection and reporting. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $185,000 Research Period: 10 months VI. URGENCY AND PAYOFF POTENTIAL There is an immediate need to research the effectiveness and maturity of IR processes in the transit industry. Currently, there is limited information available for Transit Agencies to utilize to establish processes for categorizing incidents and a lack of guidance from the entities that Agencies are required report incidents to. The results of this project are intended to guide Transit Agencies in categorizing and reporting incidents while reducing the burden of over- or under-reporting. By analyzing the current state of IR plans, a baseline of event/incident categorization can be established and instituted across Transit Agencies. If a consistent baseline can be achieved, Transit Agencies may choose to adopt the newly established industry standard, resulting in all Agencies reporting only the necessary incidents as is required. Furthermore, by finetuning their incident reporting, Transit Agencies will see a return on investment by cutting the cost associated with the failure to report incidents or reporting events that should be internally managed and investigated. Barriers to the successful implementation of the anticipated research products include: (a) an Agency’s budgetary constraints and limitations for cybersecurity activities and (b) an Agency’s limited cybersecurity staff which supports the IR cycle. 42 24-A-12 VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES Federal Transit Agency (FTA) Strategic Research Goal: Transformation This project aligns with the FTA’s goal of Transformation by studying the method by which Transit Agencies identify, respond to, and report cyber incidents. The product of this project is intended to increase the resiliency Transit Agencies by improving cybersecurity practices and refining the IR process. Transit Cooperative Research Program (TCRP) Strategic Priority: Enable Transit to Operate in a Technologically Advanced Society This project aligns with the TCRP’s priority of enabling transit to operate in a technologically advanced society by ensuring that as technology advances, Transit Agencies are well-equipped to document and institutionalize an effective IR plan. VIII. RELATED RESEARCH None. IX. PERSON(S) DEVELOPING THE PROBLEM Erin Plemons and Jeff Baca Plemons.Erin@ensco.com & Baca.Jeffrey@ensco.com Center for Critical Infrastructure Protection (CCIP) ENSCO Inc. 55500 DOT Road Pueblo, CO 81001 Cell: 330-312-8433 X. PROCESS USED TO DEVELOP PROBLEM STATEMENT The problem statement was developed by the Center for Critical Infrastructure Protection (CCIP) at the Transportation Technology Center (TTC), operated by ENSCO, Inc. ENSCO has over 50 years of experience in the rail and transit industry; developing new, advanced technologies, and services for the transportation sector. As the industry becomes more digitized and connected, the safety and security of transit systems are potentially more exposed to threats. Out team understands the need for effective IR plans, processes, and procedures which starts with the identification of cyber events and incidents. These factors supported the development of the problem statement. XI. DATE AND SUBMITTED BY June 30, 2023 Submitted by Erin Plemons and Jeff Baca 43 24-A-13 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Effective and Obtainable State DOT Standards for Managed Transit Lanes (MTLs) II. RESEARCH PROBLEM STATEMENT Most research considers only Bus-Only lanes. This limits State Transit Offices from a complete picture of options and standards for Managed Transit Lanes (MTLs). This could underutilize system capacity. Furthermore, bus priority methods need to encompass not only large state transit authorities but smaller state transit authorities and their funding constraints. As State Transit Offices consider other MTL options, further research is needed to incorporate standards into state DOT Guidebooks that serve large and small state transit authorities with different Managed Operating Environments (MOEs) and bus priority methods. III. OBJECTIVE State DOT Transit Offices would benefit from a Guidebook with standards for various MOEs and bus priority methods to help State DOT Transit Offices better implement MTLs. IV. RESEARCH PROPOSED This research proposes to determine best practices for implementing MTLs across urban and rural areas and in a variety of traffic and transit systems. The goal is to provide state-level guidance in the form of standards for state DOT Guidebooks. Project tasks may include: • Task – Literature Review on MTLs o Consider:  How MTLs are considered for urban and rural contexts; for MOEs.  How bus priority systems are implemented in urban and rural areas.  Different methodologies that determine system capacity. • Task – Pilot Studies Compilation o Assess urban and rural MTLs as well as the varying sizes of transit agencies or authorities implementing them. o Consider:  What are transit agency processes to consider appropriate MTLs for their area?  What are transit agency engagement processes (if any) with local municipalities and district/State DOT Offices? • Task – MTL Performance Measure Assessments o Understand and determine MTL performance measures from the pilot studies. o Consider:  What are the performance measures?  How are they determined?  How often are they adjusted? 44 24-A-13 • Task – Produce suggested standards needed to incorporate into state DOT Guidebooks that serve large and small state transit authorities with different MOEs and bus priority methods. • Task – Host a Technology Transfer Webinar to facilitate understanding of research and improve implementation of findings. Supporters of such research include State DOTs, State DOT Transit Offices, State Interchange Review Coordinators, Systems Management Sections of System Implementation Offices, Research Offices, local communities, and affected State DOT Functional Area Offices. Tasks oriented around the consideration of Guidebook discussions, processes, and updates as well as pilot projects which measure the effectiveness of the standards forthcoming from the research are anticipated to facilitate effective implementation. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $350,000 Research Period: 18 months VI. URGENCY AND PAYOFF POTENTIAL State DOT Transit Offices are attempting to establish State DOT Guidebook designations, standards, and thresholds for MTLs. National standards for MTLs only consider Bus-Only or Dedicated Lanes. The threshold for this is 30+ buses per hour. Research is urgently needed to incorporate consideration of other MOEs such as Managed Mixed Traffic Transit Lanes and Special Use Transit Lanes with corresponding thresholds. This research will benefit State Transit Offices and their respective Guidebook language designating MTLs, standards and thresholds, different MOEs, and bus priority methods considering both large and small state transit authorities. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This research addresses the U.S. DOT strategic goals relating to Safety, Equity, and Climate and Sustainability, as well as the TRB Strategic Priorities to Place the Public Transportation Customer First, Continuously Improve Public Transportation, and Flourish in the Multimodal Environment. In advancing a safe, multimodal transportation system and by connecting community, economy, land use, and the environment, MTLs may be implemented to accomplish various goals for the project corridor. Mobility goals, focused on demand and accessibility, aim to improve the overall mobility of the facility or system. Safety goals aim to reduce crashes by mitigating congestion, limiting lane changes, and minimizing vehicle conflicts. Community goals aim to incorporate local interests into the development of the managed lanes corridor. VIII. RELATED RESEARCH Anderson, P., & Geroliminis, N. (2020). Dynamic lane restrictions on congested arterials. Transportation Research Part A: Policy and Practice, 135, pp 224-243. doi: https://doi.org/10.1016/j.tra.2020.03.009 http://www.sciencedirect.com/science/article/pii/S0965856419312108 https://trid.trb.org/view/1694214 45 24-A-13 Dadashzadeh, N., & Ergun, M. (2018). Spatial bus priority schemes, implementation challenges and needs: an overview and directions for future studies. Public Transport, 10(3), pp 545-570. doi: https://doi.org/10.1007/s12469-018-0191-5 https://trid.trb.org/view/1575892 IX. PERSON(S) DEVELOPING THE PROBLEM David Sherman Senior Transit Planner FL Department of Transportation – Transit Office 605 Suwannee Street, MS – 26 Tallahassee, Florida 32399 D.850-414-4519 M.917-340-1866 David.Sherman@dot.state.fl.us David.Sherman@hdrinc.com X. PROCESS USED TO DEVELOP PROBLEM STATEMENT This problem statement is the product of an individual, with the support of the AASHTO Council on Public Transportation. XI. DATE AND SUBMITTED BY June 28, 2023 Rebecca Anger Program Manager for Transit Policy and Technical Assistance AASHTO ranger@aashto.org 46 24-A-14 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Zero-Emission Cutaway Guidebook: Capabilities, Strategies, and Needs II. RESEARCH PROBLEM STATEMENT Cutaway buses are small-capacity transit buses built on medium-duty truck or van chassis-cabs. Cutaways provide specific yet crucial functions for transit agencies including first-mile and last-mile operations, paratransit services, micro-mobility services, rural route service, and lower ridership routes. Cutaways can provide these services at lower operating and capital expenses than conventional buses. Based on their utility and lower cost, cutaways comprise a significant portion of the U.S. transit fleet. Based on U.S. Department of Transportation data from 2020, cutaways make up 23% of the national transit vehicle fleet, second only to full-sized buses (32%). 1 For small agencies—those with under 10 vehicles—cutaways are even more prevalent, comprising 50% of agency vehicles. 2 Despite the prevalence of cutaways in the transit industry, manufacturers have only started producing zero-emission cutaways (ZEC) in the last few years, compared to roughly 10 years of development for full-sized buses. However, the ZEC market is growing so quickly that there are currently more original equipment manufacturers (OEMs) offering ZECs than full-size, zero-emission transit buses. A cutaway’s suitability for the niche services listed above makes it a necessary vehicle type for transit agencies. To fully transition to a zero-emission transit system, transit agencies will need zero-emission options in this vehicle class. Unfortunately, fleet operators face multiple barriers to the adoption of ZECs into their fleets: (A) limited awareness of the current state of the ZEC market, capabilities of ZECs, and applications suitable for current ZECs based on range limitations; (B) poor understanding of the potential costs and benefits of operational changes that fleets can implement to maximize the use of ZECs; and (C) limited understanding of capability improvements that will likely increase the usability of ZECs. Because ZECs are newer to the zero-emission transportation sector, there is less understanding of the real-world capabilities of ZECs and what applications are best suited for the vehicles. In some cases, operators are intimidated by the limitations of today’s ZECs compared to larger zero-emission buses. For example, 40foot buses are often only required to travel 150 miles per day or less, which is a feasible distance for fullsize, zero-emission buses in many applications. In comparison, many cutaways must be able to travel 200 miles per day or more due to the nature of the service they provide. This mileage is not feasible for today’s ZECs as it is difficult to increase the energy storage in the constrained architecture of cutaway chassis as they exist today. This proposed research will help define the current state of the ZEC market by examining which applications and operational strategies work to improve ZEC feasibility. This research will provide helpful data and instructive examples for those fleet operators currently deploying or considering deploying zeroemission cutaways in their fleets. In a broader sense, this research will prove beneficial for the transportation sector as a whole. Providing lessons learned from zero-emission and conventional cutaway operations can help future deployments run more smoothly and successfully. Technology for zeroemission cutaways is rapidly developing, and this report will help provide relevant information and recommendations for fleets looking to deploy this technology in the coming years. Data can be found on U.S. Department of Transportation’s ’s website: https://www.transit.dot.gov/ntd/dataproduct/2020-vehicles 2 ibid 1 47 24-A-14 III. OBJECTIVE The objectives for this proposed research are (1) to educate the transit community on the current state of the market, current capabilities, successful applications, and lessons learned for ZEC design and operations; (2) to evaluate operational strategies that may or may not facilitate ZEC adoption through cost and operational improvements; and (3) to present a realistic projection of how ZEC capabilities are anticipated to improve in the foreseeable future. IV. RESEARCH PROPOSED The tasks envisioned for the research include: Zero-Emission Cutaway Market Research: This task will include summarizing the current zeroemission cutaway technology, as well as technology on the horizon, expected progressions, and major constraints on capability improvements. Case Studies: This task will involve examining current applications of ZECs, including at least three case studies. The case studies will provide a look into the specific operations of the cutaways, lessons learned from operators, and conditions that supporting success of the deployments. Operational Assessment: This task will involve studying the feasibility of ZECs in various applications (e.g., regular fixed-route service, rural operations, airport circulators, commuter service, ridesharing, mobility on-demand) in various operational environments. This task will include modeling using specifications for a generic cutaway based on the information gathered from the market research task. Operational modeling will be conducted for each type of application to determine the feasibility of running zero-emission cutaways for different applications. This task will also include a look into operational changes (midday charging, increased dwell time, improved battery capacity and range) that make zeroemission cutaways more feasible for certain applications. It will also identify the interrelationship between capability improvements and the need for operational changes. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $175,000 Research Period: 18 months VI. URGENCY AND PAYOFF POTENTIAL This research is needed as more fleet operators pursue electrification. Operators will benefit from understanding what type of operations are best suited for zero-emission cutaways, which operations might need some modification to make the cutaways work, and which operations might not be able to run zeroemission cutaways until the technology advances more. This understanding among operators will ensure that the ZEC technology is well matched to each application, maximizing the benefits of the technology and reducing the risk of misdirected investments in unsuitable technology. The research could also provide insight to zero-emission cutaway manufacturers by highlighting some of the shortcomings of today’s zero-emission cutaway technology for some operations. By helping both operators and the ZEC industry understand more about the current capabilities of ZECs and the improvements that need to be made, the ZEC market will continue to develop and prosper. 48 24-A-14 VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This research falls under TCRP’s Strategic Priorities titled “Continuously Improve Public Transportation” and “Enable Transit to Operate in a Technologically Advanced Society”. Zero-emission cutaways are examples of state-of-the-art transportation technology, and as they become incorporated into the transportation sector, society becomes more technologically advanced. It is important for the incorporation of zero-emission cutaways into communities to be successful so that it expands throughout more communities over time. This research will help provide important insight to help make deployments of these vehicles a success for different operations, thereby improving public transportation. VIII. RELATED RESEARCH Related research includes the TCRP Synthesis 130 report Battery Electric Buses-State of the Practice, which provides an understanding of the benefits and challenges of introducing and operating BEBs in a fleet. IX. PERSON(S) DEVELOPING THE PROBLEM Maggie Maddrey, Managing Consultant Center for Transportation and the Environment 478-718-5492 maggie@cte.tv 730 Peachtree Street, Suite 450 Atlanta, GA 30308 X. PROCESS USED TO DEVELOP PROBLEM STATEMENT This problem statement is the product of Maggie Maddrey, an employee at the Center for Transportation and the Environment, a nonprofit organization with a mission to improve the health of our climate and communities by bringing people together to develop and commercialize clean, efficient, and sustainable transportation technologies. XI. DATE AND SUBMITTED BY Maggie Maddrey, Managing Consultant Center for Transportation and the Environment 478-718-5492 maggie@cte.tv 730 Peachtree Street, Suite 450 Atlanta, GA 30308 Submitted June 29, 2022 49 24-B-01 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Connected Routes to Everyday Destination: Public Transportation in Rural Communities II. RESEARCH PROBLEM STATEMENT The United States Department of Transportation (DOT) recommend activity-friendly routes (pedestrian, bicycle, and public transit transportation systems) that connect “everyday destinations” (herein: connected routes). For example, a new public transportation route could connect a school, childcare center, or public housing to a grocery or convenience store – providing access to services that affect multiple social determinants of health. The recently established Bipartisan Infrastructure Law provides historic levels of community investment to implement connected routes and undo the harmful effects of previous infrastructure (e.g., highways or rail lines) that have disconnected community members from access to essential destinations. With this new funding comes an opportunity to ensure investments benefit populations experiencing health disparities to increase access and create healthier, more equitable communities. Yet, connected routes are challenging to implement, especially in rural communities with notable barriers (longer travel distances, lack of transportation infrastructure). The proposed project will begin to fill these critical research gaps to provide actionable recommendations to practitioners and policymakers. III. OBJECTIVE The objective of the proposed research is to understand the extent to which public transportation in rural areas has been used to create connected routes, and barriers and facilitators to implementation. This will lead to an anticipated product detailing recommendations for state DOT personnel. IV. RESEARCH PROPOSED The specific research proposed includes investigating 1) the extent to which connected routes have been adopted and implemented by DOT personnel 2) barriers and facilitators to adopting and implementing connected routes among DOT professionals. This information will fill critical gaps detailed in the research problem statement. The proposed research approach is a sequential explanatory mixed methods design, including a survey and semi-structured interviews. Potential tasks include 1) review of the literature, 2) survey of DOT personnel, 3) interim report, 4) semi-structured interviews with DOT personnel, and 4) final report. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $275,000 Research Period: 24 months (including 3 months for review and revision of a draft final report) VI. URGENCY AND PAYOFF POTENTIAL Given the historic levels of investment in community transportation infrastructure, this research question has urgent implications. Completion of the proposed objectives could lead to timely guidance for DOT personnel and other practitioners working to create connected routes to everyday destinations. This guidance could ensure that routes enacted in rural communities connect residents to everyday destinations that improve social determinants of health (e.g., safe housing, high quality education, nutritious foods, 50 24-B-01 physical activity opportunities). Barriers to implementing the anticipated research results will be uncovered through the proposed mixed methods approach, and potential solutions will be suggested in the final report. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES Determining the extent to which connected routes in rural areas have been establishing and identifying barriers and facilitators aligns with multiple research goals and priorities. First, three of the U.S. DOT strategic goals are infrastructure, equity, and climate/sustainability. The proposed research would enhance infrastructure and equity through ensuring residents of rural areas – especially those in low-income, lowaccess areas – have safe and affordable access to essential goods and services that influence key social determinants of health (i.e., the conditions in which people are born, grow, work, live, and age). As well, the project would enhance climate/sustainability through increasing infrastructure for public and active transportation in rural communities and decreasing vehicle travel. Second, one of the TCRP strategic priorities is placing the public first. This proposal prioritizes the public transportation rider and the broader community through seeking to understand the extent to which connected routes meet their needs, and barriers/facilitators to developing these routes. VIII. RELATED RESEARCH To date, no Transportation Research Board research projects have been conducted that focus broadly on routes that connect everyday destinations to improve social determinants of health in rural areas. For example, one project investigated the intersection of transportation and healthcare, with a specific focus on transportation for dialysis (https://pubsindex.trb.org/view/2019/M/1597729). Another reviewed the literature on the relationship between urban transportation and health outcomes such as physical activity and obesity (https://pubsindex.trb.org/view/2023/C/2175614). Thus, the proposed research fills a gap on ensuring new infrastructure connects rural residents to everyday destinations that broadly influence social determinants of health. IX. PERSON(S) DEVELOPING THE PROBLEM Laura Balis, PhD Research Scientist Gretchen Swanson Center for Nutrition 14301 FNB Parkway, Suite 100 Omaha, NE 68154 Phone: 531-895-4138 Email: lbalis@centerfornutrition.org X. PROCESS USED TO DEVELOP PROBLEM STATEMENT This problem statement was developed by Dr. Laura Balis, a Friend to the Committee of the Transportation Research Board Pedestrian Committee. XI. DATE AND SUBMITTED BY June 12, 2023 Laura Balis, PhD, Research Scientist, Gretchen Swanson Center for Nutrition 531-895-4138 lbalis@centerfornutrition.org 51 24-B-02 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Alternatives to Ridership Forecasts when Assessing Transit Investments II. RESEARCH PROBLEM STATEMENT Ridership forecasts often inform and support decisions on transit investments, service changes, long range plans, and financial documents. While estimating future ridership can be important, ridership forecasts and the models they rely on are inherently problematic. In addition to accuracy issues, they are costly and time consuming to produce, and result in a level of precision which leads decision-makers to be overly reliant on this single value when choosing how to make billions of dollars in investments in new and existing services and infrastructure. Their complexity limits transparency and the ability for a non-technical audience to scrutinize the results, making them susceptible to manipulation to achieve a desired outcome. Decision-making could be improved by having more tools for evaluating and assessing transit investments. For example, unlike ridership, measuring accessibility by quantifying the current and zoned residential units, commercial opportunities, and jobs reachable within a certain journey time is a quantifiable and knowable output. Transit planners sometimes use market assessment with minimal, publicly available inputs to gauge the potential of a transit investment or new service. Many of these tools exist but are not formalized and are rarely used in decision making. This research will examine different potential ways to evaluate transit effectiveness, the challenges and opportunities of each, and their public policy applications. Ridership modeling and forecasts are not going to go away but enhancing the use and confidence in alternative approaches can provide better and faster comparisons and ultimately improve the quality of transit investments. III. OBJECTIVE The objective of this research is to evaluate alternatives to ridership models and forecasts that have the potential to be faster, cheaper, and more effective at evaluating transit investments. IV. RESEARCH PROPOSED This research will start by reviewing the current use of ridership analyses, their outputs, costs, and how they have historically performed. Then the research will conduct a thorough evaluation of alternatives to ridership models and forecasting, to include accessibility analyses, market analyses, and other performance-measure approaches. The research will provide examples of their use in practice (domestically or internationally) and discuss their advantages and shortcomings, including applicability in different types of scenarios, modes, and time horizons. The research does not specify a certain alternative to ridership forecasts, but requests the researchers identify and explore alternatives they uncover through an investigation of the literature and discussions with practitioners. The research will also include a public policy analysis of where ridership forecasts are used to make decisions in the public transit industry, including grantmaking, long range planning, and service planning, including the use to support grant requirements for environmental justice and other goals. The research 52 24-B-02 will suggest opportunities to use alternatives to ridership forecasts in these instances, discussing the possible advantages and disadvantages of each. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $150,000 Research Period: 12 months (including 3 months for review and revision of a draft final report) VI. URGENCY AND PAYOFF POTENTIAL This research is urgent given the unprecedented flow of capital dollars through the federal infrastructure law and subsequent capital improvements at transit agencies across the country. While the funding will take several years to disperse, having tools ready to help shape and prioritize those investments is important. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This research helps achieve the following U.S. DOT Strategic Goals: • INNOVATION • ACCOUNTABILITY The research also addresses each of the five TCRP strategic priorities: I. Place the Public Transportation Customer First II. Enable Transit to Operate in a Technologically Advanced Society III. Continuously Improve Public Transportation IV. Flourish in the Multimodal Environment V. Revitalize Transit Organizations VIII. RELATED RESEARCH Some research has been conducted in this area, but not necessarily focused on how it can be tied to investment decision-making and public policy. Existing literature includes, but is not limited to: TCRP Report 20, “Measuring and Valuing Transit Benefits and Disbenefits,” Cambridge Systematics, 1996 Eric Sundquist et. Al, ‘Measuring Accessibility,” State Smart Transportation Institute, 2021 Nicholas Lownes and Sha Al Maumun, “Assessing and Quantifying Public Transit Access,” Connective Cooperative Transportation Research Program, March 2014. IX. PERSON(S) DEVELOPING THE PROBLEM Paul Lewis Principal DB E.C.O. North America Paul.lewis@deutschebahn.com 330-416-6925 53 24-B-02 X. PROCESS USED TO DEVELOP PROBLEM STATEMENT Individual Proposer. NOTE: This problem statement was developed with input from TRB Committee AP025 XI. DATE AND SUBMITTED BY June 16, 2023 Submitted by Paul Lewis, Principal, DB E.C.O. North America 330-416-6925 Paul.lewis@deutschebahn.com 54 24-B-03 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Elasticities of Public Transit Service Frequency Changes II. RESEARCH PROBLEM STATEMENT Transit planners and managers understand that higher-frequency transit service in the right places will result in ridership increases. However, there is a lack of up-to-date empirical data to support estimates of ridership increases from proposed service changes. Most practitioners use TCRP 95 as a resource and reference to understand and cite elasticities for changes in service frequency, but that publication is now twenty years old, and it references studies more than 50 years old, creating hesitation among decision makers in accepting this source. Since the publication of TCRP 95, the context in which transit passengers make travel decisions has changed dramatically with the emergence of trip planning application (for both transit trips and trips by alternative modes), and app-based mobility services (including ride hail services and short-term rentals of cars, bicycles, and scooters). Passengers’ value of time is likely to also have changed over this period with the widespread adoption of smart phones and other connected devices. These factors add tremendous uncertainty to elasticities developed in prior decades, precisely at a moment when the COVID-19 pandemic has forced many transit authorities to make tough choices regarding the financing and operation of transit networks. Over the last 25 years, transit planning practice and policy evolved from providing service over the entire service area (i.e., coverage-based policy) to placing limited transit resources in corridors that suggest higher ridership benefits from the allocation of the limited vehicle hours (i.e., market-based policy). Several policy considerations support this policy shift, including efficiency (obtaining the most passengers for the least money), effectiveness (placing service where is can do the most good for the most people or meet the most policy needs, such as urban development) and fiscal (since more passengers results in more fare revenue, which can then be reinvested to provide more service). However, these benefits only be realized if service allocation decisions are informed by the best available data on how transit demand will change in response to changes in service frequencies. III. OBJECTIVE The objective of this research is to develop new and updated research documenting recent changes in transit service levels and developing new transit elasticity resources that take into account (post-COVID) operating costs. It is anticipated that the research will be objective, inclusive of North America, exclusive of other service factors (i.e., fare changes, etc.) and provide a range of elasticities in reasonable ranges (i.e., service frequency changes where the base frequency is between 1-5 minutes, between 6-8 minutes, between 9-12 minutes, between 13-15 minutes, etc). The anticipated products are expected to become the new standard resource and reference to understand and cite elasticities for changes in service frequency. 55 24-B-03 The final product will include: 1. 2. 3. IV. Case Study Summaries: Case Studies on between ten to fifteen agencies/operators to identify systemwide elasticities resulting from changes to service frequencies and identify corridor-related elasticities resulting from service frequency changes on a specific corridor (for example, along five miles of an arterial). Case studies will include a summary of other factors that could have impacted ridership changes other than service frequency increases (such as new development, changes in fares, sociodemographic factors, etc.). Identification of Elasticities Resulting from Changes in Service Frequency: This will be reported as a range, as the average, and as the median, for both systemwide and corridor definitions. Recommendations for application RESEARCH PROPOSED The following information will be gathered to conduct this research: 1. Data on transit service changes in North America (and Australia/New Zealand if relevant and feasible) over the last 20 years that resulted in changes in service frequencies on statistically significant portions of the route network (including portions with infrequent ridership). 2. Case Studies on between ten to fifteen agencies/operators to identify systemwide elasticities resulting from changes to service frequencies and identify corridor-related elasticities resulting from service frequency changes on a specific corridor (for example, along five miles of an arterial). 3. From case studies, identify other factors that could have impacted ridership changes other than service frequency increases (such as new development, changes in fares, sociodemographic factors, etc.). 4. Recommend further research needs on this topic. The following research steps will be taken: 1. A literature search will be used to identify and classify the agencies that have made service changes resulting in service frequency changes. 2. A survey will be used for those agencies identified in the literature search to further investigate the details and data related to changes in ridership, service frequencies, etc. 3. Interviews will be conducted with the agencies/operators identified from the survey results to develop the case studies. 4. Validation, using NTD and other available reports, will be used in the case studies to provide additional confidence in the information provided in the case studies. Finally, the report will include: 1. Description of Study Methodology 2. Case Study Summaries 3. Identification of Elasticities Resulting from Changes in Service Frequency. This will be reported as a range, as the average, and as the median, for both systemwide and corridor definitions. 4. Recommendations for further research 56 24-B-03 V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $300,000 Research Period: 18 – 24 months Approximately four months for the literature search and research into the new focus areas, twelve months documenting and analyzing the case studies and conducting the survey and interviews, three months for the validation analysis and drafting the report, and a final three months for review and revision of a draft final report. VI. URGENCY AND PAYOFF POTENTIAL As practitioners develop transit routing and network restructuring proposals, decisionmakers often demand an estimate of the anticipated benefits. Additional ridership is a key benefit; identifying the trade-offs between often sparse coverage service and service increases in successful corridors is critical. Citing research that is more than 50 years old is problematic in this environment. Updating research and summarizing a range of elasticities for changes in transit service levels can provide decision makers (and transit managers) with higher degrees of confidence in their plans and network changes. In addition, because fare revenues can represent anywhere from 30% to 60% of a transit operator’s budget, understanding the fare generating potential of transit network redesign resulting from the elasticities of changes in service levels is fiscally significant. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES I. Place the Public Transportation Customer First Changes in transit service planning have been exacerbated by COVID-19 related network and operations changes. Developing service changes with the customer’s needs in mind is essential to the success of any transit authority. II. Enable Transit to Operate in a Technologically Advanced Society Better operations data (including real time, open access, etc.) allows for more nuanced elasticity analyses. State-of-the-art technology and innovations in data analysis allow for modern decision making processes and place transit customer satisfaction and agency health at the forefront. Moreover, transit customers’ use of technology to gather information about transit service and competing modes is a key motivation for the need for updated elasticities. III. Continuously Improve Public Transportation Fare revenues can represent anywhere from 30% to 60% of a transit operator’s budget, and understanding the fare generating potential of transit network redesign resulting from the elasticities of changes in service levels is fiscally significant, and can help to continuously improve public transportation. IV. Flourish in the Multimodal Environment The multimodal environment is enabled by technology. Advancements in technology can be incorporated into transit to ensure bus and rail are modes available to multi-modal riders and transit is at the center of new services such as Mobility as a Service. 57 24-B-03 V. Revitalize Transit Organizations By increasing service levels in the most promising corridors, consumer utility increases and consumers will respond by using transit in greater numbers. This will result in increased ridership and revenue potential for transit agencies, and allow transit to flourish as the primary pillar of a healthy mobility system in many regions. VIII. RELATED RESEARCH • • • IX. PERSON(S) DEVELOPING THE PROBLEM • • • • • X. TCRP Report 95: Traveler Response to Transportation System Changes Handbook, Third Edition: Chapter 9, Transit Scheduling and Frequency (2004) TCRP Report 95: Traveler Response to Transportation System Changes Handbook, Third Edition: Chapter 10, Bus Routing and Coverage (2004) TCRP Report 95: Traveler Response to Transportation System Changes Handbook, Third Edition: Chapter 14, Road Value Pricing - Traveler Response to Transportation System Changes (2003) Anthony Bruzzone, Associate Principal, ARUP: anthony.bruzzone@arup.com +1-415-957-9445 Matthew Ciborowski: Associate transportation planner, ARUP: matthew.ciborowski@arup.com +1-617-349-9288 Dea van Lierop: Assistant Professor, Utrecht University: d.s.vanlierop@uu.nl +31-030-253-1367 Candace Brakewood: Associate Professor, University of Tennessee: cbrakewo@utk.edu +1-865974-7706 Carole Turley Voulgaris: Assistant Professor, Harvard University: cvoulgaris@gsd.harvard.edu +1-617-496-2602 PROCESS USED TO DEVELOP PROBLEM STATEMENT This statement was developed through the AP030 Transit Marketing and Fare Policy committee. XI. DATE AND SUBMITTED BY June 22, 2023 Submitted by: Carole Turley Voulgaris Assistant Professor, Harvard University Graduate School of Design 48 Quincy Street Cambridge, MA 20138 58 24-B-04 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Rural and Tribal Connections to the Intercity Bus Network II. RESEARCH PROBLEM STATEMENT Intercity bus is an integral piece of the mobility network across the country that provides access to employment, education, healthcare, community services; and to the national intercity transportation network. The industry faced enormous setbacks during the COVID-19 pandemic and is actively seeking to reinvent itself to emerge stronger, more effective, and more desirable. The key to a successful intercity bus network has and will continue to be intentional integration with local transportation resources as well as other intercity and interstate modes such as rail, ferry, and air. Yet, rural and tribal transit systems are often either unaware of the need to connect with the intercity bus network or unable to overcome technological, jurisdictional, political, and/or regulatory hurdles necessary to create a strong, interconnected mobility network. In particular, the previous guidance on how to connect rural and tribal areas to the intercity bus network has been rendered obsolete because of foundational changes that have recently been implemented which include the realignment of routes and operators, the complete replacement of the interlined fare technologies, and loss of major intercity bus facilities. The best and fastest way for the industry to recover is to make it easy for rural and tribal transit systems to become partners, and the way towards accomplishing this goal is to create a new guidebook on best practices for connecting rural and tribal transit to intercity bus. III. OBJECTIVE The objective is to research best practices for connecting rural and tribal transit systems to the newly reinvented intercity bus network, including integrating technologies, physically co-locating stops, aligning schedules, meeting regulatory requirements, and establishing interlined tickets. This research will develop a “How To Guide” to facilitate coordination between rural and tribal transit agencies and intercity bus providers. The guide will include protocols for intercity bus providers to use for collaborating with local and tribal governments, addressing business needs as well as cultural concerns. Similar protocols will be included for local and tribal governments interacting with intercity bus providers. Finally, a third set of protocols will be included for state DOT’s and other planning agencies interested in coordinating services between intercity bus providers and tribal and rural transit agencies to expand access to transportation for constituent communities. IV. RESEARCH PROPOSED The purpose of this guide book is to document best practices of how intercity bus providers, local, regional, and tribal transit systems can work together to make meaningful connections that benefit the traveling public. In addition to documenting best practices, the book will explain in detail how to coordinate schedules and fare payment. 59 24-B-04 Study Components: 1. Literature review to focus on previous TCRP and other studies of tribal and rural transportation; rural intercity bus projects involving tribal entities; state, regional or tribal plans; and studies identifying need or potential connections. 2. Interviews with intercity bus carriers to determine the current state and vision for the future of the industry, especially concerning technology, operations planning, and infrastructure 3. Surveys and interviews with state DOT’s and FTA to understand their needs and the current state of intercity bus, vision for the future, and anticipated needs to connect the current state to the vision 4. Identification of rural and tribal areas with successful intercity bus connections and the areas actively working on establishing such connections 5. Case studies of the experiences of a subset of the sites identified in Step 4 with a special focus on the unique experiences in tribal areas. The case studies should focus on best practices for creating and maintaining/growing connectivity between rural and tribal areas and intercity bus, including integrating technologies, physically co-locating stops, aligning schedules, meeting regulatory requirements, and establishing interlined tickets. 6. Development of a guidebook to document experiences and create a “How To Guide” of best practices and obstacles to avoid when planning, implementing, and maintaining intercity bus connectivity in rural and tribal areas. 7. Dissemination of research findings V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $500,000 Research Period: 36 months VI. URGENCY AND PAYOFF POTENTIAL This research is important and urgent because technological advances and post-pandemic industry changes, including the loss of key intercity bus facilities, are requiring the intercity bus industry to be rebuilt almost from scratch. A strong intercity bus network requires connectivity. To create meaningful connections, stops must be co-located, schedules must align, and revenue sharing agreements must be in place. Local, regional, and tribal transit systems need guidance on how to navigate these complex relationships and agreements. A successful project will create in a stronger intercity bus network that is integrated with local transit. The result will be enhanced mobility options and decreased cost of living in rural and tribal areas that need it most. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This research addresses FTA’s Goals of Connect Community, Improve Equity, Increase Sustainability, and Build Resiliency and TCRP’s goals of Infrastructure, Equity, and Transformation. By focusing on post-pandemic industry reorganization in an industry that provides essential mobility for transportation disadvantaged communities, the research addresses strategic, critical, and emerging issues. 60 24-B-04 VIII. RELATED RESEARCH TCRP Report 79, Effective Approaches to Meeting Rural Intercity Bus Transportation Needs, has been a valuable playbook for the industry. However, the report is over 20 years old and its strategies and recommendations are no longer applicable to the industry. TCRP Report 154, Developing, Enhancing and Sustaining Tribal Transit Services: A Guidebook, addresses the expansion of Tribal Transit services on tribal lands through a variety of FTA funding programs including the FTA Tribal Transit Program. The report, which is over 10 years old, does not address how to connect those services to the regional and national transportation networks. Some of the current research on intercity bus services focuses on connecting rural transit to the national intercity bus network. However, this current research does not include or address the particular issues associated with connecting tribal nations to the national intercity bus network. Several states have implemented intercity bus service utilizing tribal transit providers or connecting tribal transit services to the intercity bus network. Some of those efforts have resulted in successful implementation and sustainable services, while others have failed to do so. [Arizona, Montana, Colorado]. IX. PERSON(S) DEVELOPING THE PROBLEM Stephanie Gonterman, Vice President, Isaacs and Associates, Dallas, TX. (972) 239-4401. stephanie@isaacs-assoc.com. Fred Fravel, Vice President, KFH Group, 4920 Elm Street, Suite 350, Bethesda, MD. (301) 951-8660. ffravel@kfhgroup.com. Kai Monast, Associate Director, Institute for Transportation Research and Education, North Carolina State University, Campus Box 8601, Raleigh, NC 27695. (919) 515-8768. kcmonast@ncsu.edu. X. PROCESS USED TO DEVELOP PROBLEM STATEMENT The idea was generated from a research committee discussion in the TCRP AP055 committee. The document was created, then discussed with the committee and feedback was incorporated. This full problem statement received the endorsement of TRB’s AP055 Standing Committee of Rural Transit, Intercity Bus and Specialized Transportation and its Intercity Bus Subcommittee, as well as AP045, the Intermodal Transfer Facilities Committee. In addition, this research need has been endorsed by the National Rural Transit Assistance Program (National RTAP). XI. DATE AND SUBMITTED BY June 26, 2023 Submitted by Kai Monast, Director, Public Transportation Group, Institute for Transportation Research and Education, North Carolina State University, Campus Box 8601, Raleigh, NC 27695. (919) 515-8768. kcmonast@ncsu.edu. 61 24-B-05 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Performance Metrics for Measuring the Impact of Mobility Interoperability II. RESEARCH PROBLEM STATEMENT The public transportation industry has yet to embrace and benefit from data standardization and interoperability fully. Beyond the industry's success with the General Transit Feed Specification (GTFS), efforts to accelerate this adoption have been hampered by the lack of information about and understanding of the utility of interoperable transportation where mobility data flows freely and securely among systems, operators, providers, and the traveling public. This envisioned system expands beyond traditional bus and rail service to include demand-responsive shared mobility options, such as microtransit, bikeshare, human services, and rural public transportation. The more than 60 co-authors and signatories of the Mobility Interoperability Principles 1 note that an interoperable system empowers transit agencies and other service providers to improve the customer experience through more equitable, efficient, and sustainable transportation solutions. This is a critical time to understand the implications of MaaS and mobility data interoperability within a U.S. framework as public transit agencies weigh the costs and benefits of new and different service models. This research sets out to evaluate and quantify the benefits of interoperability compared to traditional non-interoperable mobility systems. Existing use cases in Europe, Australia and early adopters in the U.S. will serve as valuable examples to understand how interoperability – or the lack of data harmonization – impacts outcomes. This research will develop and test performance metrics for evaluating and demonstrating technology and open-data solutions to measure their impact on interoperable mobility. Mobility data interoperability can be defined as “[t]he ability for any mobility technology component to exchange data in an open standard or schema with other components in that mobility technology system.” 2 The General Transit Feed Specification (GTFS) is an excellent example of an open data standard that can be used to communicate information about fixed route transit. Feeds produced using the GTFS format can be used by applications like Open Trip Planner, Google Maps, Transit, Moovit, or local transit agency applications to help riders and agencies discover the availability of transit services. Other open data standards, such as the Operational Data Standard (ODS), the Mobility Data Specification (MDS), and the General Bikeshare Feed Specification (GBFS), meet different user needs, from planning mobility services to facilitating trip payments. The Transactional Data Specification (TDS), under development with pilot projects underway, enables two or more demand-responsive transportation providers to interoperate and function as a single network of services available to the traveling public. These open data solutions fill essential gaps in the mobility system. For example, if potential customers in rural areas are aware that a service exists. they can complete a trip on that service. Suppose one service has no vehicle or driver at the requested trip time. In that case, another provider can pick up the request electronically and provide the trip (the scheduling can be done in an automated fashion, avoiding the inefficient burden of scheduling operations by phone or email. As mobility technology evolves, the industry needs a clear and measurable means to assess the outcome and impact of future innovations on service availability and quality, as well as on equity and society. For 1 Mobility Data Interoperability Principles. Mobility Data Interoperability Principles (interoperablemobility.org) 2 https://www.interoperablemobility.org/definitions/ 62 24-B-05 example, research can be done to establish metrics to evaluate the potential time saved by people using an interoperable mobility solution to access employment opportunities. These impacts have equity considerations, given that low-income and minority communities are often confronted with longer transit trips with more transfers to access employment. This research sets out to develop and test those criteria to understand the impact and outcomes of interoperable mobility solutions and to establish performance metrics and evaluation criteria. III. OBJECTIVE This research aims to develop, test, and deploy new measures for evaluating the impacts of mobility interoperability and MaaS more broadly. Researchers will develop a method to examine the performance of interoperable mobility systems vs. traditional systems. Example performance indicators could include the time required to discover, book, and pay for rides and travel time from origin to destination, rides provided, individual users served, modes available, ease of transfer between modes, and returning riders. The researchers should also consider the impacts of interoperable mobility systems on travel-disadvantaged and underserved communities. Transit-dependent communities could experience some of the most significant effects of an interoperable mobility system regarding the availability and quality of transit service, given their reliance on public transit. Additionally, the research will consider how to account for trips not taken (i.e., when discoverability, travel options, booking, or payment failed and, therefore, the trip didn't take place) in the systems under evaluation. Through interviews, transit data on use and availability, and rider surveys, the research will establish more robust industry knowledge and new measures for evaluating the impacts of mobility interoperability. Given the scope of this work, the analysis and method will likely combine a combination of the qualitative effects through personal stories and surveys to understand mobility barriers and the role of open-data solutions (e.g., people's perception of transit, key destinations, access to employment, and ease of transfers between modes), descriptive statistics, and analytics of those data that can be collected and analyzed across the case study cities. The work done under this project could also be used to develop an interoperability roadmap that local and state governments can use to plan and implement interoperable mobility solutions. IV. RESEARCH PROPOSED Task 1. Conduct an international review of existing interoperable deployments, hold interviews with industry leaders to understand the use of open data solutions, and document the intended and unintended uses for interoperable solutions. Identify case study cities for further analysis. The literature review will help to identify international and U.S. examples of interoperable mobility systems. The literature review will look at the characteristics of these mobility systems and outline the respective role of open data mobility solutions. Identifying the needs that open data solutions address will help to establish a set of performance metrics to measure their impact and outcome. This initial research will guide the selection of case study cities or regions. These case study cities should represent a crosssection of international and U.S. examples representing different geographies to help identify the impact of interoperable mobility solutions in urban, suburban, or rural contexts. On-site visits to observe these interoperable systems and collect information first-hand could further support the literature review. This initial research will also help select the traditional or less interoperable mobility systems for comparison. Task 2. Organize collaborative meetings with case study cities to understand available mobility services, the need that those mobility services address, technology and data solutions implemented and planned, and current and new performance metrics that can be established. 63 24-B-05 Task 3. Work with case study cities and agencies to collect data on transit use and quality of service. Use data collected to perform data analysis in the interoperable compared to more traditional mobility systems. Researchers will seek to objectively evaluate the level of interoperability of specific communities and agencies by working to standardize contextual factors and variables across land use types. Understanding different mobility systems and the need for open data and interoperable solutions will help to determine the performance metrics in the research process. Data collection will involve gathering information to define the performance metrics, looking at such factors as wait times, access to employment destinations, level of service, number of trips, and the number of trips made by persons with disabilities, and other mobility limitations such as age-related decline. Interviews and survey feedback on the rider experience can also illustrate how interoperable mobility solutions affect the trip experience and how riders interact with the open data solutions. These examples of data and others would be collected and analyzed against the interoperable and traditional mobility systems to measure their impact and outcomes. Task 4. Summarize the information collected and data analysis performed in Tasks 1 through 3. Task 5. Share preliminary findings with the case study cities and other industry leaders in this space for feedback. Review the feedback and implement the appropriate recommendations. Finalize the report and supporting materials. Task 6. Coordinate with TRB to explore the possibility of publishing some initial short case study findings and holding informational webinars before the final paper is reviewed and released. The selected team could host and update a webpage to share, along with periodic project updates, informal case-study summaries, and webinars. This will build awareness of the research and help to socialize these concepts. Task 7. Researchers will document and summarize analyses with webinar series to share the results. The project team will also participate in an AME50 Standing Committee on Accessible Transportation and Mobility to share the findings. A final report will document the findings of this research, and the researchers will organize and participate in workshops and other opportunities to share the findings. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $300,000 Research Period: 24 months VI. URGENCY AND PAYOFF POTENTIAL This timely research aligns with federal initiatives to provide a more equitable and sustainable transportation system that meets user needs. As cities and regions pilot interoperable mobility solutions, it is essential to understand their impact and outcomes on services offered. New information can be used to help guide future interoperable mobility solutions and support federal initiatives to drive their use. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This research problem statement proposed by the SUMC, MDIP and MobilityData will advance knowledge on interoperability across mobility systems. Through this work, researchers plan to identify best practices used in establishing interoperable systems. Furthering knowledge of mobility interoperability aligns with the Federal Transit Administrations' goals of increasing sustainability, improving equity, and connecting community. Interoperability can encourage the use of shared 64 24-B-05 mobility, improve the quality of public transportation, and increase ridership, creating a large swath of benefits for individuals and communities. Open-data solutions and mobility interoperability support U.S. DOT strategic goals: Safety: Safety: Open-data solutions and interoperability across mobility platforms can promote safety as it is believed to draw more riders to the system. More riders can help improve safety and security. Other open-data solutions address safety in various ways. For example, work is being done considering the complete trip to collect data on sidewalk availability and condition in a standardized format in line with interoperability principles. This work, supported by the U.S. Department of Transportation’s ITS4US program 3, offers another example of open-data solutions to promote access and safety. Infrastructure: Open-data solutions and interoperability can promote the use of existing public transportation and supporting infrastructure. Investing in open-data solutions also encourages investment in digital infrastructure and is essential for public transit to move forward. Equity: Open-data solutions and interoperability across mobility platforms are believed to promote more mobility options and higher-quality service. These investments will benefit all riders and help build an understanding of the mobility needs in low-income communities and how public transportation and shared mobility can meet those needs. Climate and Sustainability: Making public transportation and shared mobility more available and providing higher quality service can remove people from single occupancy vehicles and help cities reach GHG climate action goals. Transformation: Mobility interoperability has the potential to transform the way people think of and use public transportation. The long-term vision of interoperability is a seamless and integrated mobility network that meets people’s travel needs. Organizational Excellence: This research will further U.S. DOT strategic goals by offering a better understanding of and a way to measure the impacts of mobility interoperability. Supportive policies and programs can then be developed based on the findings of this research. RELATED RESEARCH VIII. There are several research sources to draw from for this project. The Shared-Use Mobility Center, under its Federal Transit Administration (FTA) supported Mobility Innovation Collaborative (MIC) program, evaluated the barriers to implementing mobility interoperable solutions in “The Path to Mobility Interoperability” 4. Under that same program, the role that open data solutions play in contributing to a universal mobility system accessible to all individuals regardless of physical or cognitive need was 3 U.S. Department of Transportation’s ITS4US program. https://www.its.dot.gov/its4us/index.htm 4 “The Path to Mobility Interoperability.” Shared-Use Mobility Cener, 2023. SUMC MLC: Mobility Learning Center: The Path to Mobility Interoperability (sharedusemobilitycenter.org) 3. “Universal Mobility Implementation Resource.” Shared-Use Mobility Center and National Center for Mobility Management, 2023. SUMC MLC: Mobility Learning Center: A Universal Mobility Resource (sharedusemobilitycenter.org) 65 24-B-05 explored in the Universal Mobility Learning Module. The Mobility Data Interoperability Principles (MDIP) has also developed resources and in particular, a set of guiding principles to help state and local agencies practice interoperable mobility solutions. MobilityData has tools and resources to evaluate open-data solutions on its website. Related Transit Cooperative Research Program Reports: TCRP G-6 A GUIDEBOOK FOR DEVELOPING A TRANSIT PERFORMANCE-MEASUREMENT SYSTEM INTERIM REPORT TRANSIT COOPERATIVE RESEARCH PROGRAM.Transportation Research Board Transportation Research Board National Research Council. JUNE 2002. Submitted by Kittelson & Associates, Inc. ttps://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_report_88/BackgroundDoc.pdf TCRP Report 47. A Handbook for Measuring Customer Satisfaction and Service Quality. Transportation Research Board National Research Council. Submitted by MORPACE INTERNATIONAL, INC. 1999. https://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_47-a.pdf TCRP Report 88. A Guidebook for Developing a Transit Performance-Measurement System. TRANSIT COOPERATIVE RESEARCH PROGRAM. Submitted by KITTELSON & ASSOCIATES, INC. 2003. https://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_report_88/guidebook.pdf IX. PERSON(S) DEVELOPING THE PROBLEM ● ● ● ● ● X. Al Benedict, Director Mobility Learning Center and Accessibility Programs, Shared-Use Mobility Center, 222 W. Merchandise Mart Place, Suite 570, Chicago, IL 60640, 312-448-8083, albert@sharedusemobilitycenter.org Nate Seeskin, Program Coordinator, Shared-Use Mobility Center, 222 W. Merchandise Mart Place, Suite 570, Chicago, IL 60640, 312-448-8083, nate@sharedusemobilitycenter.org Scott Frazier, Project Manager, Operations Data, California Integrated Travel Project (Cal-ITP), 525 S Hewitt St, Los Angeles, CA 90013, scott.frazier@dot.ca.gov Yochai Eisenberg Assistant Professor. 1640 W. Roosevelt Rd., Chicago IL. 312-413-9410 Steve Yaffe, Independent Consultant, yaffe@ymobility.info MobilityData played a key role in the development of this problem statement. Reviewed by the co-authors of the Mobility Data Interoperability Principles and AME50 TRB Committee. PROCESS USED TO DEVELOP PROBLEM STATEMENT The problem statement was written in collaboration with Shared-Use Mobility Center, Mobility Data Interoperability Principles, with key contributions from MobilityData. The Shared-Use Mobility Center (SUMC) is a national nonprofit working to replace car-centric transportation with people focused mobility to promote equity, fight climate change, and strengthen community. SUMC is a thought-leader in the shared mobility space with expertise in regional planning, public engagement, and mobility infrastructure development. The organization has a strong focus on social equity and climate mitigation in local, regional, national, and international mobility initiatives. SUMC is the technical assistance partner for the Federal Transit Administration Office of Research and Innovation – Integrated Mobility Innovation (IMI) and Accelerating Innovative Mobility (AIM) Grantees under the Mobility Innovation Collaborative. The Mobility Data Interoperability Principles were developed by the co-authors with significant input from co-signers and generous reviewers in support of a common vision for interoperability. The Mobility Data Interoperability Principles will help the transit industry and other mobility service providers move 66 24-B-05 toward interoperability by encouraging the adoption and implementation of adopted and proposed open standards originating within the industry itself. MobilityData is an international organization leading the development and governance of open-data standards. MobilityData facilitates changes to two internationally used mobility data standards: the General Transit Feed Specification (GTFS) and the General Bike Feed Specification (GBFS). The authors of the problem statement involved review and co-sponsorship from the following committees: • • • • XI. APO55 Standing Committee on Rural, Intercity Bus, and Specialized Transportation – Will Rodman APO20 Standing Committee on Innovative Public Transportation Services and Technologies – Adam Cohen APO90 Standing Committee on Transit Data – Carol Lawson and Michael Eichler American Public Transportation Association (APTA) Access Committee DATE AND SUBMITTED BY June 30, 2023 Submitted by AME50 Research Sub-Committee: Yochai Eisenberg, University of IL at Chicago, Email Address yeisen2@uic.edu, Phone Number 312.413.9410 67 24-B-06 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE A Quality Assessment Methodology for Inclusive Public Transportation Services II. RESEARCH PROBLEM STATEMENT Mobility is a human right, expressed in the Universal Declaration of Human Rights as the freedom of movement from one place to another with the aim of accomplishing any human activity (work, school, health, leisure, recreation, social or shopping purposes). For citizens with disabilities to be mobile, vehicles, pathways, and supporting technologies must be designed and maintained in accordance with accessibility standards. These access needs are even more critical during natural or man-made disasters. “The Freedom to Move is Life Itself”! 1 The concept of Inclusion means that PT systems should accommodate all potential users. Such systems aim at promoting social inclusion by connecting users to their targeted places for their health, school, work, shopping, etc. needs (Litman, T. 2003). The lack of inclusion in the provided transport will prevent users from accomplishing such needs, leading to social exclusion (Tovaas, K. et al., 2020). Another important factor of inclusion can be judged by the usability of every technology involved in the human-system interaction, like ticketing or wayfinding, throughout the travel chain. This problem statement addresses two main needs pertaining inclusive transportation. On the one hand, the lack of systematized evaluation models, that can be used to assess the quality of transportation, particularly regarding its ability to satisfy the needs of citizens with temporary or permanent disabilities. On the other hand, the lack of tools that can be used to communicate and prototype developments aimed at improving universal mobility. To address this last need it is proposed the development of an Immersive Virtual Environment (IVE) tool to support the development and application of inclusive, safe, resilient, and sustainable accessible qualities onto community public transportation systems. IVEs are computerbased, artificial, digital realms that can be accessed by users through specialized equipment. This equipment provides sensory stimuli, creating the illusion of immersion within the digital environment. IVEs would be a valuable evaluation tool for accessible mobility strategies, including for emergency situations, allowing relevant stakeholders and end-users to observe and evaluate alternative implementation proposals (Soares, F. et al. 2021). According to Angulo, A. et al, 2023, the Impact of visual and auditory cues on pedestrians’ crossing decision-making was discussed. The IVE can also serve as a demonstration, education, and communication tool, enabling the public to better understand the accessibility problems and proposed solutions. A workshop will be held to discuss the results of the assessment of mobility strategies. Findings of this project will be disseminated nationally and internationally to all concerned. To achieve the targeted transport improvements, the development of quality assessment tools is required to gauge and plan the level of service to be provided. A final workshop (which can take place at TRANSED 2025) would be held to present findings to the identified stakeholders towards developing policy guidelines and procedural recommendations for American transport service providers. Results of this research will be distributed nationally and internationally in events such as TRB 2025-26 and other conferences. 1 The Ontario Advisory Council on the Physically Handicapped and the Ontario Advisory Council on Senior Citizens (1987) 68 24-B-06 III. OBJECTIVE The research objective is to develop and apply a methodology to assess the transportation service quality to identify the gaps toward an inclusive service and related infrastructure. This goal will be pursued through two main developments: 1) A service quality assessment methodology that can account for the dimensions of inclusion, sustainability and resilience and 2) an IVE than can be used to accelerate the prototyping and evaluation of developments aimed at improving inclusive mobility. The quality loop concept of the provided service is the basis for the assessment of its service quality, following quality criteria according to both customers’ and service providers’ feedback (Parasuraman, A. et al. 2005). From the user’s side, the measurement of satisfaction will be focused on the expected and perceived service quality; from the provider’s side, the measurement of performance will be focused on the planned and performed service quality. Thus, the assessment of each one of the defined qualities should follow this methodology applied to a complete trip. With increasing global travel, mass movement of people performing daily activities (work, school, medical, social, and recreational pursuits) and for national or international travels (e.g., tourism and migration) has grown exponentially. In a typical journey, several types of barriers to mobility including linguistic and cultural barriers, mobility limitations and emergencies both man-made and natural need to be overcome. This research would provide the means to develop and test strategies to overcome these barriers so that no one should be left behind. IV. RESEARCH PROPOSED Task 1. Conduct an international literature review on discussions regarding equity, inclusion vs. exclusion, sustainability, and resilience. (Backup: if the proposed Synthesis statement is accepted, it may reduce the effort in this respect; the proceedings of the upcoming Conference on Advancing Transportation Equity (CATE) November 2023 may shed light on equity issues. Task 2. Define the different clusters of transport users to be served having as reference the methodology used on the Access2All European project to perform the task to Identify the Users’ Needs and Wants. Work package 1 – Users Needs and Wants and the Activity 1.1 – Users Clustering (Alauzet, A. et al. 2009). Task 3. Survey (methods to be determined) selected users from the user groups in Task 2 above. Task 4. Develop, test, and apply the Immersive Virtual Environment with key stakeholders. Task 5. Build a service quality assessment methodology. Task 6. Organize a final workshop and present findings to the identified stakeholders. (Backup: TRANSED 2025 could be a forum for this workshop) Task 7. Develop policy guidelines and procedural recommendations for American transportation service providers. Task 8. Disseminate findings of Tasks 6, 7 & 8 nationally and internationally. 69 24-B-06 V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $300,000 Research Period: 2.5 years VI. URGENCY AND PAYOFF POTENTIAL While some research exists on resilience, there has not been work on building a resilient community public transportation system accessible to everyone. The issues of resilience, sustainability and equitable transport have not been examined in an integrated and holistic manner. IVE could be used to test responses to a natural or man-made disruptions such as interruption of the energy supply (e.g., electricity). Such a disruption will have a drastic impact on the mobility of travelers with special needs and older passengers. How can a wheelchair user return home when elevators are not working for a long time? The duration of such disruption could be variable, but the transport system must be prepared for the worst. Presently, due to a variety of factors, disruptions are occurring more frequently than ever. There is an urgent need to devise a system that is resilient and sustainable. Even though most disruptions are unpredictable, some could be mitigated by employing certain resilience principles. For instance, energy and communication service structures should include a secondary backup located at a convenient distance, to be deployed after a disruption at the main distributor occurs. Guidelines and recommendations on building a resilient community public transport system. Alerts could be sent to public transportation providers and relevant authorities to mitigate the negative impact of disruptive events. IVEs can serve as important development tools, allowing to showcase the solutions proposed to address different disruption scenarios, presenting them to relevant stakeholders, most notably, end-users and experts and thus enabling systematic evaluations before actual implementation. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES Tasks 7, 8 & 9 respond to the following TRB Strategic Priorities (TRB Strategic Plan 2022-27): “Goal 2. Expand TRB’s national and international impact and influence by advancing knowledge, sharing lessons learned, and impacting policy through its objective research, information exchange, and advisory activities.” “Goal 3. Assure TRB’s continued creativity, resilience, and sustainability in an ever-evolving grid.” The TCRP strategic research is to support U.S. DOT strategic goals (US DOT Strategic Plan 2022-26) which are presented below: https://www.trb.org/TCRP/TCRPOverview.aspx • SAFETY: Make our transportation system safer for all people. Advance a future without transportation-related serious injuries and fatalities. • INFRASTRUCTURE: Grow an inclusive and sustainable economy. Invest in our transportation system to provide American workers and businesses reliable and efficient access to resources, markets, and good-paying jobs. • EQUITY: Reduce inequities across our transportation systems and the communities they affect. Support and engage people and communities to promote safe, affordable, accessible, and multimodal access to opportunities and services while reducing transportation-related disparities, adverse community impacts, and health effects. 70 24-B-06 • CLIMATE AND SUSTAINABILITY: Tackle the climate crisis by ensuring that transportation plays a central role in the solution. Substantially reduce greenhouse gas emissions and transportationrelated pollution and build more resilient and sustainable transportation systems to benefit and protect communities. The specific strategic goals are: 1. 2. 3. 4. 5. Place the Public Transportation Customer First – IVE would be used to evaluate strategies to improve accessibility for riders with disabilities and to maintain accessibility in emergency situations. Enable Transit to Operate in a Technologically Advanced Society – IVE would apply and test techniques that improve daily accessibility to riders with disabilities as well as during emergency situations in a virtual environment before installation. Continuously Improve Public Transportation – IVE would target techniques and practices that improve the mobility and safety of riders with disabilities, even in emergency situations. Flourish in the Multimodal Environment – IVE could be used to test strategies and technologies that assist riders with disabilities as they transfer between modes to reach their destinations. Revitalize Transit Organizations – The proposed changes to the National Public Transportation Safety Plan in the US as well as responses to emergency situations worldwide require procedures and techniques that protect mobility for all citizens, including those with disabilities. IVE offers a medium to evaluate emergency response techniques before deployment. Transit organizations should be expected to vet new procedures before applying them. This research is in direct support of AME50’s Mission (on Research on disability, gerontology, health, safety, socialization, and equity). Research projects identified are Improving accessibility and mobility on all transportation modes, Resilience and Global Practices. VIII. RELATED RESEARCH TCRP G-6 A Guidebook For Developing A Transit Performance-Measurement System Interim Report Transit Cooperative Research Program. Transportation Research Board Transportation Research Board National Research Council. JUNE 2002. Submitted by Kittelson & Associates, Inc. ttps://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_report_88/BackgroundDoc.pdf TCRP Report 47. A Handbook for Measuring Customer Satisfaction and Service Quality. Transportation Research Board National Research Council. Submitted by MORPACE INTERNATIONAL, INC. 1999. https://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_47-a.pdf TCRP Report 88. A Guidebook for Developing a Transit Performance-Measurement System. TRANSIT COOPERATIVE RESEARCH PROGRAM. Submitted by KITTELSON & ASSOCIATES, INC. 2003. https://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_report_88/guidebook.pdf A separate TCRP Problem Statement on “Performance Metrics for Measuring the Impact of Mobility Interoperability” is now being submitted as well. IX. PERSON(S) DEVELOPING THE PROBLEM • • Anabela Simoes, Lusofona University, Full Professor, AME50 Friend, p5221@ulusofona.pt, +351 963039726 S. Ling Suen, Director, Transportation Planning, ICSA Inc., Canada, AME50 Emeritus Member, suenlicsa@aol.com, 1.514.898.1916 71 24-B-06 • • • • • Emanuel Sousa, Centro de Computação Gráfica (CCG), Senior Researcher, AME50 Friend, emanuel.sousa@ccg.pt; +351 917931181 Yochai Eisenberg. Assistant Professor. 1640 W. Roosevelt Rd., Chicago IL. 312-413-9410 Al Benedict, Director Mobility Learning Center and Accessibility Programs, Shared-Use Mobility Center, 222 W. Merchandise Mart Place, Suite 570, Chicago, IL 60640, 312-448-8083, albert@sharedusemobilitycenter.org Steve Yaffe, Independent Consultant, yaffe@ymobility.info Kim Tran, Wisconsin DOT, kim.tran@dot.wi.gov The authors of the problem statement involved review and co-sponsorship from the following committees: • • • • X. APO55 Standing Committee on Rural, Intercity Bus, and Specialized Transportation – Will Rodman APO20 Standing Committee on Innovative Public Transportation Services and Technologies – Adam Cohen APO90 Standing Committee on Transit Data – Carol Lawson and Michael Eichler American Public Transportation Association (APTA) Access Committee PROCESS USED TO DEVELOP PROBLEM STATEMENT A sub-committee from AME50 was developed and worked collaboratively on the statement through several virtual meetings and asynchronous work. XI. DATE AND SUBMITTED BY June 30, 2023 Submitted by AME50 Committee Research Coordinator: Yochai Eisenberg, University of IL at Chicago, Email Address yeisen2@uic.edu, Phone Number 312.413.9410 XII. REFERENCES ACCESS2ALL – Mobility Schemes Ensuring Accessibility of Public Transport for All Users. 7th framework programme “New mobility concepts for passengers ensuring accessibility for all”. Coordination Action [CA] SST – 2007 Work package 1 – Users Needs and Wants. Activity 1.1 – Users Clustering (Alauzet, A. et al. 2009), Deliverable 1.3. Angulo, A. V., Robartes, E., Guo, X., Chen, T. D., Heydarian, A., & Smith, B. L. (2023). Demonstration of virtual reality simulation as a tool for understanding and evaluating pedestrian safety and perception at midblock crossings. Transportation Research Interdisciplinary Perspectives, 20, 100844. Litman, T. (2003). Social Inclusion as a Transport Planning Issue in Canada. Contribution to The FIA Foundation G7 COMPARISON. Victoria Transport Policy Institute, Canada. National Academies of Sciences, Engineering, and Medicine. 2023. How to Measure and Communicate the Value of Access Management. Washington, DC: The National Academies Press. https://doi.org/10.17226/27017 Parasuraman, A., Zeithaml, V. A., & Malhotra, A. (2005). E-S-QUAL - A multiple 283 item scale for assessing electronic service quality. Journal of Service Research, 284 7(3), 213–233. 72 24-B-06 Soares, F., Silva, E., Pereira, F., Silva, C., Sousa, E., & Freitas, E. (2021). To cross or not to cross: Impact of visual and auditory cues on pedestrians’ crossing decision-making. Transportation research part F: traffic psychology and behaviour, 82, 202-220. The AME50 Committee Triennial Strategic Plan. https://www.trbaccessmobility.org/uploads/1/8/9/8/18984305/ame50_tsp_2022-2025-aug2022-final.pdf The Ontario Advisory Council on the Physically Handicapped and the Ontario Advisory Council on Senior Citizens (1987). The Freedom to Move is Life Itself. Ontario, Canada. The TCRP strategic research is to support U.S. DOT strategic goals and US DOT Strategic Plan 2022-26 https://www.trb.org/TCRP/TCRPOverview.aspx The TRB Strategic Plan 2022-27, Transportation Research Board TRB_Strategic_Plan_2022_2027.pdf The U.S. DOT Strategic Plan 2022-2026 US_DOT_FY2022-26_Strategic_Plan.pdf Tovaas, K.; Brand, R.; Hoo, Z.X.; Govender, S. & Dick, J. (2020). How to make inclusive mobility a reality: 8 principles and tools for a fair(er) transport system. Rupprecht Consult - Forschung & Beratung GmbH Clever Str. 13-15, 50668 Cologne, Germany. US Dept. of Transportation: ITS4US Program Overview. https://its.dot.gov/its4us/htm/overview.htm 73 24-B-07 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Paving the Way for Inclusion: Addressing Gaps in Measuring Disability within Transportation Data Systems II. RESEARCH PROBLEM STATEMENT The 2022-2026 US DOT Strategic Plan calls out the need to reduce inequities across transportation systems and the communities they affect. In order to adequately measure the extent of inequities in current systems, and identify interventions to address these inadequacies in transportation, we must be able to collect specific, standardized, demographic data that adequately accounts for the diversity of the population, including along multiple dimensions of disability. In 2023, 61 million Americans live with some form of disability (Centers for Disease Control and Prevention, 2023), including visual, hearing, mobility, and cognitive disabilities. Unfortunately, current systems for collecting data on disability are woefully inadequate, perpetuating the existing inequities of transportation systems between those with and without disabilities and limiting the impact that transportation planners can make to reduce them. There are three main limitations in current national and local travel surveys in identifying disability populations and understanding travel experiences of disabled travelers holistically: • Lack of Measurement Reflecting Diverse Types of Disability. Measures of disability in current surveys mostly focus on travel-limiting medical conditions and do not capture the diversity within the disability community (Levine and Karner, 2022). For example, the National Household Travel Survey (NHTS) frames all questions about disability to respondents by asking about ‘handicap or medical conditions that limits travel’. In contrast, disability questions used in other national surveys (e.g. American Community Survey) ask questions about more diverse disability types (e.g., cognitive disability, mental health conditions). The exclusion of questions accounting for the diversity within the disability population leads to a critical gap in transportation surveillance, especially for disability sub-groups, such as those on the autism spectrum. • Lack of Data on Travel Barriers. The social model of disability frames disability as a condition that is created within the context of the environment in which a person lives (Shakespeare, 2006). An individual's disability status is exacerbated or ameliorated by the physical places, policies, and resources available to them. For example, individuals with physical limitations are “disabled” by missing curb ramps, rather than by their own impairments. Similarly, individuals with hearing limitations are disabled by non-existent visual notifications of upcoming bus-stops. The absence of information about the disabling experience of interactions with such barriers limits our understanding of what shapes people with disabilities’ decisions about travel and ultimately where treatments and interventions can be most effective. • Lack of Appropriate Data Collection. First, several travel surveys (e.g. NHTS) do not collect data on trips not taken but that are desired or needed. Accounting for these trips not taken is a particularly salient issue as numerous research studies have identified how physical, social, and policy transportation barriers limit trip-taking among the disabled population (Bezyak, 2017). Second, current methods in disability and transportation research tend to focus on cross-sectional research design, which limits our understanding of disability and transportation as disability is known to change over time. Third, data is limited only to the utilization of certain services, such as paratransit and does not capture the experience of the complete trip, which can be across 74 24-B-07 service modes. Finally, current methods lack guidance on ensuring inclusion of people with cognitive disabilities in the sample and to fully participate in the data collection (Rios, 2016). III. OBJECTIVE To address the disability and transportation measurement problem, the following research objectives are needed to drive improvements in transportation data systems: 1. 2. 3. 4. 5. 6. Standardized Disability Population Measures. Develop and test standardized measures appropriately accounting for travelers with all types of disabilities in transportation surveys and data collection processes. This will ensure that the heterogeneity and specific needs of the population with disabilities are accurately captured and accounted for. Functional Transportation Activity Measurement. Develop and test questions for transportation surveys to investigate specific functioning needs for engaging in transportation activities. Functional needs assessments can gather information on the specific activities for engaging in transportation, such as wayfinding or communication with drivers. Capturing Social and Environmental Barriers. Develop and test questions that adequately capture how the built and social environment affect travelers with disabilities. This should include trips not taken. Standardizing Qualitative Performance Metrics for Transportation. Capturing the subjective experience and satisfaction of people with disabilities across service modes and agencies and across the complete journey Survey Design and Administration. Develop guidance for survey research, including the design and administration of travel surveys to be inclusive of people with disabilities. This should include both cross-sectional and longitudinal study designs for travel surveys and the unique considerations of travelers with disabilities. Inclusive Development Process: Involve people with disabilities and their caregivers in the survey development process to collect data that better reflects the lived experiences of the disability community. These research objectives are needed to bridge the existing gaps in understanding and accounting for disabled subpopulations in transportation systems. This will lead to more informed decision-making, improved service provision, and enhanced equity in transportation for individuals with disabilities. IV. RESEARCH PROPOSED The proposed research should address the critical limitations in current travel research in identifying diverse disability populations and their unique travel needs, and investigating the built and social environment travelers with disabilities face. The specific tasks may include: 1. Examine current practices in disability measurement and data collection methods, including household travel surveys, active transportation monitoring, and para-transit screening procedures. 2. Document the limitations of common methods to assess and classify respondent’s disability status in travel surveys. This may be done by comparing demographic characteristics of individuals who report a “condition or handicap that makes it difficult to travel” (NHTS disability identifier) to demographic characteristics of other, more thorough methods to identify disability (e.g., American Community Survey’s (ACS) disability measurements, work-limiting disability, Washington Group Short Set). These efforts should involve using national datasets such as the NHTS, ACS, and the Current Population Survey. 3. Review sources of qualitative information about the travel experiences of people with disabilities in order to develop survey questions and methods which are informed by the Social-model of Disability. Sources can be found both in the academic and professional literature. 4. Engage people with disabilities and their caregivers in the survey development process using multiple forms of engagement. 75 24-B-07 5. 6. 7. 8. V. Test the psychometric properties of new travel survey questions and methods through both qualitative (cognitive response testing) and quantitative (reliability, validity, internal consistency) methods. Hold an Expert / Stakeholder panel, inclusive of people with disabilities, to review interim results and provide recommendations. Develop a guide-book on incorporating standardized disability questions and inclusive survey administration procedures into travel surveys for the general population as well as disability specific sub-population surveys. This should include considerations of the benefits and limitations of different approaches. Conduct a webinar or workshop at the TRB annual meeting to train practitioners on the use of the guidebook. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $300,000 Research Period: 2 years VI. URGENCY AND PAYOFF POTENTIAL High-quality data and methods on disability and transportation use can help transportation planners and researchers: • Measure the extent of transportation disparities among people with disabilities and identify necessary interventions to reduce transportation and health disparities. • Address the critical issue of people with disabilities being left behind as emerging mobility services and technology have advanced and become prevalent in many cities without accessible options (Ruvolo, 2020). • Make timely infrastructure decisions to address the current and future transportation challenges faced by the growing disability population. The aging of baby boomers will substantially increase the disability population, as older adults have a higher prevalence of disability than younger adults. Census Bureau projects that, by 2030, all baby boomers will be older than 65 (U.S. Census Bureau, 2018). • Understand the unique challenges faced by travelers with disabilities based on different types of disabilities. These disability measures also ensure consistent and accurate representation of the disability population in transportation data. • Link the standardized disability measurements in travel surveys with other high-quality national surveys to create more impactful analysis and policy (Mont et al., 2022). For example, researchers can use multiple sources to monitor the level of inclusion of people with disabilities in society, including transportation, employment, and health. • Overlay disability data with other equity indices to adopt a whole-systems approach in enhancing access to mobility, transportation, and community-based living. By incorporating multiple dimensions of equity, such as socioeconomic factors and geographical disparities, it becomes possible to address the broader challenges faced by individuals with disabilities in accessing transportation. • Empower the disability community by conducting community-engaged research that shapes transportation research and policy. • Identify the key gaps across the complete trip that are not limited to specific modes. • Facilitate strong inclusion of people with disabilities in travel survey research, including methodological adaptations/modifications that help all disability subpopulations participate, such as people with cognitive disabilities (Rios et al., 2016) 76 24-B-07 Note: We do not expect any institutional, political, or socio-economic barriers to implementing the anticipated research products. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This statement aligns with several federal agency goals including: ● FTA Goals: ○ Improve Equity - FTA supports transit investments that address disparities in access to opportunity and services. Every community includes persons who, due to age, income level, or disability, cannot rely upon automobile travel to meet their mobility needs. All Americans deserve quality transit service that provides mobility to meet basic needs. ○ Connect Communities - FTA works to expand high quality transit services that connect people and build communities in both urban and rural underserved communities. When transit is fast, frequent, and reliable, people are connected with one another and with new opportunity ● TCRP Priorities: ○ Place the Public Transportation Customer First - The importance of the public transportation rider as well as the community at large as the customer was a principal outcome of the TCRP Future Search. The American consumer society is demanding; no industry can prosper that does not place the customer first. ○ Flourish in the Multimodal Environment - More authority for public transportation investment decisions is now in the hands of state and local decision-makers. The public transportation industry must work harder and smarter to realize the intermodal flexibility and community-based planning opportunities offered by federal and other programs. ○ Continuously Improve Public Transportation - The TCRP will support communities throughout the United States to continuously improve public transportation. ● VIII. USDOT Goals: ○ Equity - Reduce inequities across our transportation systems and the communities they affect. Support and engage people and communities to promote safe, affordable, accessible, and multimodal access to opportunities and services while reducing transportation-related disparities, adverse community impacts, and health effects. ○ Transformation - Design for the future. Invest in purpose-driven research and innovation to meet the challenges of the present and modernize a transportation system of the future that serves everyone today and in the decades to come. ○ Infrastructure - Grow an inclusive and sustainable economy. Invest in our transportation system to provide American workers and businesses reliable and efficient access to resources, markets, and good-paying jobs. RELATED RESEARCH ● Importance of identifying diverse types of disabilities with standardized disability measures. Recent research reveals that some disability question sets in national surveys do not assess psychiatric disabilities or chronic health conditions, thus undercounting the disability population (Hall et al., 2022). Questionnaires that include diverse types of disability are especially important for travel surveys to understand unique travel behaviors based on disability types (Ralph et al., 2022) and help transit agencies tailor services and meet diverse transportation needs. For example, adults on the autism spectrum may have difficulties with wayfinding and can benefit from travel training programs (Deka et al., 2016). On the other hand, transportation policies for people with a mobility disability who use wheelchairs would require vastly different measures, such as installing wheelchair-accessible ramps at transit stops. 77 24-B-07 IX. ● Importance of understanding trip deprivations among people with disabilities. Meta-analysis of transportation literature shows that people with disabilities make around 10% to 20% fewer trips per day than those without disabilities. The analysis also reveals that the trip reduction is more pronounced in non-work trips than in work trips (Park et al., 2022). While people with disabilities often reduce their trips to avoid the pain, stress, and cost associated with leaving home (Crudden et al., 2017; Shen et al., 2023), research reveals that trip deprivations are linked with depression and social isolation among people with disabilities (Cochran, 2020). ● Importance of longitudinal disability data. Longitudinal data about national transit network operations and observed ridership are limited (Boisjoly et al., 2018), and longitudinal data on rider disability status are absent. Capturing changes in disability over time could provide valuable information for transit agencies to prepare for changing demographics within the population and create resilient transportation systems. Longitudinal disability data would also allow researchers to analyze the effect of transportation interventions on transit use, and whether interventions have equitable impact on people with disabilities. Similarly, temporal changes in individual transportation use provides valuable information about potential barriers and facilitators of the system. Since one’s disability, as well as disability identity, can change over time and throughout the individual’s life course (Forber-Pratt et al., 2017), longitudinal data would enable more nuanced research on disability and transportation. However, capturing disability within the population is a challenging task due to its dynamic nature. ● Elgart, Zachary et al. "Qualitative and Quantitative Analysis to Advance Transportation" (2023) PERSON(S) DEVELOPING THE PROBLEM Yochai Eisenberg. Assistant Professor. 1640 W. Roosevelt Rd., Chicago IL. 312-413-9410 Jamie Kwon. Post-doctoral Research Associate. 10 West Edge Dr, Durham NH #101. Amy Hofstra. PhD Student. 412 S. Peoria, 115 CUPPAH (MC 350), Chicago IL. Erica Twardzik. Post-doctoral Scholar. 615 N. Wolfe Street, Baltimore MD. Andrew Myers. Project Director. 32 Campus Drive, Missoula MT. 406-243-4683 Anat Caspi. Principal Scientist. 185 Stevens Way, Seattle WA. The authors of the problem statement involved review and co-sponsorship from the following committees: • • • • X. AEP25 Travel Survey Methods Committee- Cemal Ayvalik, Zachary Patterson APO55 Standing Committee on Rural, Intercity Bus, and Specialized Transportation – Will Rodman American Public Transportation Association (APTA) Access Committee - Christian Kent AME70 Transportation and Public Health Committee PROCESS USED TO DEVELOP PROBLEM STATEMENT The statement was developed by a sub-committee for AME50 members who worked with the Committee Research Coordinator to develop the statement through several zoom meetings and asynchronous work. The statement was reviewed and endorsed by several committees and changes were incorporated. The Chair (Dr. Ipek Sener) and CRC (Dr. Lisa Losada-Rojas) of the TRB”s Transportation and Public Health Committee (AME70) reviewed the problem statement, made revisions, and provided suggestions. Additionally, Dr. Sener expressed her endorsement and support for the problem statement on behalf of the AME70 Committee. 78 24-B-07 XI. DATE AND SUBMITTED BY June 30, 2023 Submitted by Yochai Eisenberg, PhD, Committee Research Coordinator for AME50- Standing Committee on Accessible Transportation and Mobility. XII. REFERENCES Bezyak, J. L., Sabella, S. A., & Gattis, R. H. (2017). Public transportation: an investigation of barriers for people with disabilities. Journal of Disability Policy Studies, 28(1), 52-60. https://doi.org/10.1177/1044207317702070 Boisjoly, G., Grisé, E., Maguire, M., Veillette, M. P., Deboosere, R., Berrebi, E., & El-Geneidy, A. (2018). Invest in the ride: A 14-year longitudinal analysis of the determinants of public transport ridership in 25 North American cities. Transportation Research Part A: Policy and Practice, 116, 434-445. https://doi.org/10.1016/j.tra.2018.07.005 Cochran, A. L. (2020). Understanding the role of transportation-related social interaction in travel behavior and health: A qualitative study of adults with disabilities. Journal of Transport & Health, 19, 100948. https://doi.org/10.1016/j.jth.2020.100948 Crudden, A., Cmar, J. L., & McDonnall, M. C. (2017). Stress associated with transportation: A survey of persons with visual impairments. Journal of Visual Impairment & Blindness, 111(3), 219-230. https://doi.org/10.1177/0145482X171110030 79 24-B-08 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Using Market Segmentation to Increase Transit Ridership: An Updated Handbook II. RESEARCH PROBLEM STATEMENT To foster long-lasting satisfaction with and loyalty to their services, it is imperative that transit agencies understand, and make decisions in accordance with, customer needs and preferences. Since it is usually infeasible for agencies to tailor actions at the scale of the individual, an alternative strategy is to conduct a market segmentation analysis on one or more data sources to identify sufficiently similar groups of transit riders to consider within a decision-making process. Challenges arise in terms of selecting both the variables to consider in a segmentation analysis and the methodological approach. One potential approach is to use pre-determined (a priori) segments, identifying a set of characteristics at the outset that might represent important differences among transit customers, and creating segments based on these (for example, commuters versus non-commuters or suburban versus central-city riders). An alternative is to use market-defined (post-hoc) methods, using statistical clustering and classification methods to identify groupings that may not be apparent from surface-level examination. These data-driven strategies are useful in that they can assist decision-makers in discovering key differences within groups defined by one or more socio-demographic characteristics. The quintessential TCRP report on this topic, published in 1998, is titled A Handbook: Using Market Segmentation to Increase Transit Ridership. The purpose of this report was to introduce the “whats” and “whys” of market segmentation, including several case studies on how to appropriately plan and research for the development of a suitable segmentation scheme, and then implement findings into actionable strategies that fulfill the transit agency’s goals of increasing ridership, bringing in new customers, and boosting satisfaction levels of different groups of users. In the 25 years since the publication of the 1998 Handbook, scholars in the business, social and mathematical sciences have published new research with relevance to this topic; see the section on Related Research for noteworthy examples. Moreover, passive data collection and “big data” sources have become more widely implemented and available for profiling transit customers, and the rise in remote work, which has accelerated in the wake of the Covid-19 pandemic, has challenged conventional thinking about typical rider segments. A targeted census of approaches to collecting data, extracting and describing segments, and tailoring product and service decisions to the needs and preferences of transit market segments would allow for the dissemination of “success stories” and “potential pitfalls” surrounding forward-thinking market segmentation practices, in addition to how agencies might benefit from adopting certain practices under various scenarios. III. OBJECTIVE The objective of this research is to deliver a comprehensive update on market segmentation strategies and best practices in the form of a handbook that mirrors and expands on the content of TCRP Report 36. This handbook will draw upon both multi-disciplinary academic literature and real-world case studies at publicand private-sector organizations in the public transit realm. 80 24-B-08 IV. RESEARCH PROPOSED This proposal calls for three major areas of updates in the research report, which are described in the following subsections. Area One: Framing from a Data Science Perspective This area would build upon and update Chapters 2 and 3 of TCRP Report 36, which introduce approaches to transit market segmentation. The emergence of the data science paradigm has changed the way in which analytical tasks are approached. It is therefore imperative that the reporting of advancements in market segmentation research and practices parallels the major stages of a data science project: 1. Business problem understanding 2. Data collection 3. Data cleaning and processing 4. Exploratory data analysis 5. Model building and evaluation 6. Communicating model result 7. Model deployment and maintenance The following questions will guide content creation in this part of the report: 1. What are the predominant “problem areas” for which market segmentation should be considered within transit agency activities? 2. Which types of primary and secondary data are potential market segment inputs? How are disparate data sources combined for analysis? 3. Which novel methodologies and technologies are available for collecting data? 4. What are recommended conceptual and quantitative approaches to classifying data, especially given the expansion of knowledge in machine learning and artificial intelligence capabilities? 5. How are the pros and cons of different approaches weighed in specific problem contexts? Area Two: Functioning within an Organization This area would build upon and update Chapter 4 of TCRP Report 36: Translating Segmentation Findings into Strategy. A critical aspect that needs to be addressed in this research is the ways in which expertise is cultivated and communicated within an organization. This can be captured through such aspects as hiring and professional development practices, the teams which “house” the knowledge and skills required for the creation of a successful segmentation scheme, how motivations for pursuing these kinds of projects are generated, and how solutions are conveyed to internal and external project stakeholders. Findings will provide a recommended structural and operational blueprint for organizations to adopt as a foundation for effective market segmentation practices. Area Three: Deriving Value from Modified Decision-Making The final major update to the handbook would build upon and update Chapter 5 of TCRP Report 36: Enhancing the Value of Market Segmentation. It would center on the impact of market segmentation on decision-making processes throughout the transit agency, not only in quantifiable financial terms but also in pursuit of outcomes tied to societal good (i.e., inclusion and equity). This is where case studies are most pivotal as they could provide a “before and after” perspective on the concrete benefits gained after implementing of a segmentation scheme within a particular problem context. Of particular interest here is 81 24-B-08 the integration of derived segments with the concept of personas—defined as fictitious people with a name, picture, and details about the characteristics, behaviors, and attitudes that are associated with a core group of customers—originating from user experience (UX) research. According to the literature, a commonly cited reason for using personas is to introduce a humanized understanding of context via emotional identification when new investments and policies are under consideration. Thus, this “impact assessment” process can shed light on the ways in which the customer experience is improved for various user groups, through both objective (e.g., accessibility of service) and subjective (e.g., satisfaction) measures. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $299,999 Research Period: 24 months 1. Months 1-2: Drafting an outline of the report and identifying required areas of expertise. 2. Months 3-5: Reviewing the literature and formulating a data collection strategy for report content. 3. Months 6-12: Conducting interviews with topic experts and case studies with select transit-affiliated organizations. 4. Months 13-18: Compiling the gathered information into the initial report draft for review by the project panel. 5. Month 19-20: Identifying knowledge gaps pertinent to the completion of the report. 6. Months 21-24: Collecting any “missing” data and revising the final report for publication. VI. URGENCY AND PAYOFF POTENTIAL The urgency of the proposed research can be conceived of along three dimensions. First, as demonstrated by the selection of related research, a copious amount of conceptual and quantitative techniques to the classification problem underpinning market segmentation have been proposed, especially with the propagation of machine learning and artificial intelligence capabilities. Second, and tied to this phenomenon, are technological advancements that not only have augmented our abilities to extract meaningful patterns from data through these complex algorithms, but also have generated new conventions regarding data collection, processing, and maintenance. Third, new sociotechnical regimes have arisen over the past couple decades the interactions between people and technology both in the workplace and society at large. To expand, it is imperative that this research maps out the market segmentation process as it relates to different positions and departments within the transit organization, as well as how various social factors and changes impact the involvement of (potential) transit customers throughout this process (such as privacy concerns and perceptions towards personalized marketing). To further reinforce the likely payoffs of this research, TCRP Research Report 201, which is the closest thematically to the original Using Market Segmentation to Increase Transit Ridership handbook, articulates the need to (a) focus on the interaction of public transportation with innovative mobility services, particularly whether there is a competitive or complementary relationship, and (b) create a revised set principles guiding the creation of local transit marketing studies. In particular, the authors accentuate the importance of uncovering the interrelationships among long-term values, near-term attitudes, residential location preferences, and travel behavior choices when designing and implementing a segmentation scheme. 82 24-B-08 VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES FTA Strategic Goals Improve Equity. Part of the USDOT’s Equity Action Plan is to implement data-driven equity assessments. Socio-demographic and geographic variables traditionally utilized to define market segments naturally reflect the multidimensional definitions of historically disadvantaged and underserved communities. Accordingly, implementing one or more segmentation approaches would allow public transit agencies to better identify, and more equitably meet, the needs and preferences of various groups that comprise both current and future customer bases. TCRP Strategic Priorities I. Place the Public Transportation Customer First. Holistic and robust segmentation schemes, regardless of the method of derivation, are inherently customer focused. This strategic priority is most critical during the variable selection process, which would involve determining the “optimal” way to exhaustively represent the population of individuals or communities that will be directly impacted by any capital or operational decision being weighed by the transit agency. II. Continuously Improve Public Transportation. Integrating market segmentation within decisionmaking processes allows public transit agencies to avoid the pitfall of “one-size-fits-all” solutions and instead capture how distinct groups of (potential) riders would perceive and experience various design elements and services. III. Revitalize Transit Organizations. The field of data science is changing rapidly as new methodologies and technologies become available. It is imperative that data-oriented, customerfocused departments within transit agencies are provided a resource that comprehensively articulates forward-thinking trends and best practices in market segmentation, such that hiring practices and professional development curricula are kept up to date. TRB Critical Issues I. Research and Innovation. The representativeness and regularity of data collection are important determinants of how well market segments capture the characteristics of the current and potential service populations. This includes a diverse array of generational and cultural mindsets that may influence the decision to use public transit, particularly if cost-of-living considerations continue to make suburban and exurban living more attractive; hence new forms of service must be considered as links to existing urban transportation systems as part of efforts to curb widespread traffic congestion. Furthermore, guidance for fostering innovative partnerships between public sector and research institutions in the development of segmentation schemes is much needed. I. VIII. RELATED RESEARCH Transportation TCRP Report 36 A Handbook: Using Market Segmentation to Increase Transit Ridership in 1998 TCRP Research Report 201 Understanding Changes in Demographics, Preferences, and Markets for Public Transportation in 2018 83 24-B-08 de Oña, J., de Oña, R. & López, G. Transit service quality analysis using cluster analysis and decision trees: a step forward to personalized marketing in public transportation. Transportation 43, 725–747 (2016). https://doi.org/10.1007/s11116-015-9615-0 Grisé, E., & El-Geneidy, A. Where is the happy transit rider? Evaluating satisfaction with regional rail service using a spatial segmentation approach. Transportation Research Part A: Policy and Practice 114, 84-96 (2018). https://doi.org/10.1016/j.tra.2017.11.005 Eldeeb, G., & Mohamed, M. Understanding the Transit Market: A Persona-Based Approach for Preferences Quantification. Sustainability 2020, 12, 3863. https://doi.org/10.3390/su12093863 Non-Transportation Leilei Sun, Guoqing Chen, Hui Xiong, & Chonghui Guo. Cluster Analysis in Data‐Driven Management and Decisions, Journal of Management Science and Engineering, Volume 2, Issue 4, 2017, Pages 227-251. https://doi.org/10.3724/SP.J.1383.204011 Joni Salminen, Kathleen Guan, Soon-Gyo Jung & Bernard J. Jansen (2021) A Survey of 15 Years of DataDriven Persona Development, International Journal of Human–Computer Interaction, 37:18, 1685-1708, https://doi.org/10.1080/10447318.2021.1908670 Sara Dolnicar, Bettina Grün, & Friedrich Leisch. Market Segmentation Analysis: Understanding It, Doing It, and Making It Useful. Springer, Singapore, 2018. https://doi.org/10.1007/978-981-10-8818-6 Dutta, S., Bhattacharya, S., Guin, K.K. (2015). Data Mining in Market Segmentation: A Literature Review and Suggestions. In: Das, K., Deep, K., Pant, M., Bansal, J., Nagar, A. (eds) Proceedings of Fourth International Conference on Soft Computing for Problem Solving. Advances in Intelligent Systems and Computing, vol 335. Springer, New Delhi. https://doi.org/10.1007/978-81-322-2217-0_8 Das, S., Nayak, J. (2022). Customer Segmentation via Data Mining Techniques: State-of-the-Art Review. In: Nayak, J., Behera, H., Naik, B., Vimal, S., Pelusi, D. (eds) Computational Intelligence in Data Mining. Smart Innovation, Systems and Technologies, vol 281. Springer, Singapore. https://doi.org/10.1007/978981-16-9447-9_38 IX. PERSON(S) DEVELOPING THE PROBLEM Dr. Alec Biehl Senior Performance Analyst Metropolitan Atlanta Rapid Transit Authority 2424 Piedmont Rd NE, Atlanta, GA 30324 Tel: 404-848-5422 Email: abiehl@itsmarta.com Dr. Chris Wyczalkowski Director of Customer Insights Metropolitan Atlanta Rapid Transit Authority 2424 Piedmont Rd NE, Atlanta, GA 30324 Tel: 404-848-5451 Email: cwyczalkowski@itsmarta.com 84 24-B-08 X. PROCESS USED TO DEVELOP PROBLEM STATEMENT This statement was developed through the AP030 Transit Marketing and Fare Policy committee. XI. DATE AND SUBMITTED BY June 30, 2023 Dr. Carole Turley Voulgaris Harvard University Graduate School of Design 48 Quincy Street Cambridge, MA 02138 Tel: 617-196-2602 Email: cvoulgaris@gsd.harvard.edu 85 24-B-09 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE A Handbook for Surveying Hard-to-Reach Populations for Small, Medium, and Large Transportation Agencies II. RESEARCH PROBLEM STATEMENT In January of 2022 the USDOT released its Equity Action Plan which describes key actions the department will engage in to expand access and opportunity to public transportation focusing on “underserved, overburdened, and disadvantaged communities” as well as “reinvigorating USDOT’s programmatic enforcement of Title VI of the Civil Rights Act”. In research related to public transportation, we also endeavor to have equity in our ongoing customer survey work, which means there is a distinct need to develop protocols that engage hard-to-reach populations and ensure representation of minority and underserved populations in our research. Hard-to-reach populations are any group of people who have been historically difficult to identify and are difficult to engage in research projects. This includes minority, low-income, and low English language proficiency customers. Those who do not have access to technologies involved in newer forms of surveying, such as online research are considered hard-to-reach in this context. Making sure that every customer regardless of their income, race, or primary language has an equal chance of participating in research leading to a meaningful engagement that provides insights into these populations and provides data for Title VI reporting and Service and Fare Equity Analysis. This research seeks to identify and understand potential barriers to participation, including mistrust of the research request; not understanding how the results will benefit them; fear of providing personal information and cultural beliefs that may prohibit participation; as well as low literacy levels. As we expand participation among hard-to-reach populations such as minorities and customers with disabilities we must develop approaches that ensure that the final research product includes enough responses that will allow for a statistically valid analysis of the results and develop best practices for writing survey questions that can be understood by someone with limited education and uses language that is clear and concise. The evolution of market research practices where In recent years there has been a movement away from intercept based research due mainly to the high cost of conducting research in this manner. These hard-to-reach populations are more cost prohibitive to reach and engage than typical transit riders. This research also will provide guidance as to how to use research funds more efficiently. III. OBJECTIVE The main objective is to create a handbook of best practices that describes the necessary steps for conducting a successful survey of public transit customers that is inclusive, affording all customers a chance to have their voice heard, while taking cost considerations into account. This how-to manual will provide public transportation market research professionals with a deeper understanding of how to provide the best quality data to their organization, based on the size of the operating agency and the scope of the operations with the resources that are available. 86 24-B-09 IV. RESEARCH PROPOSED To develop the handbook, this research will: 1. Perform an in depth literature review to identify issues that should be addressed when planning this type of research to aid in the development and collection of survey research of public transit customers. 2. Gather information from 20-25 transit providers in the United States: a. Size of market (regional population, ridership) b. Types of public transportation services provided (Rail, Bus etc.) c. Types and frequency of customer research performed d. Data utilization within their organization e. Steps taken to increase participation among specified populations 3. Conduct 10-12 stakeholder interviews from a subset of these agencies to get a deeper understanding of what barriers they have identified for engaging with these customers and what steps they have taken to mitigate non-response bias. Interviewees would be selected based on the size of market and types of services to provide a range of company sizes. 4. Conduct customer interviews among specific hard-to-survey populations to get a better understanding of what barriers exist for them when being asked to take a survey and understanding of questions during the actual process of taking a survey. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $250,000 - $300,000 Most of that cost will be to conduct interviews, translations, staffing costs and equipment. Research Period: 12 months Some items may be done concurrently and would be as follows: • Develop research plan (4 weeks) • Collect data and documents from public transportation providers of varying sizes (12-16 weeks) • Review data and documents received (4 weeks) • Conduct stakeholder interviews (4 weeks) • Recruitment of customer interviews (4 weeks) • Conduct customer interviews (4-6 weeks) • Prepare report draft (8 weeks) and final report (6 weeks) VI. URGENCY AND PAYOFF POTENTIAL This research project constitutes a practical solution for an identifiable public transit requirement which can provide better quality data. Because transit agencies are pressed to increase ridership post-COVID, there is an urgent need to ensure all potential customers and populations are being reached. There is also urgency in achieving adequate representation from minority and hard-to-reach populations as these groups continue to grow within the general population. As transit agencies have numerous challenges when trying to develop research programs that are equitable. The payoff potential is increased participation in research from these hard-to-reach populations in a more cost effective manner which will in turn give us data that is more representative of the populations and provide better transit services for the riding public. 87 24-B-09 VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES TCRP Strategic Priorities: I. Place the Public Transportation Customer First: This research will provide guidance as to how to enhance customer research activities by being more inclusive and equitable in our practice of putting the customer first. II. Enable Transit to Operate in a Technologically Advanced Society: By having survey research be more inclusive of customers with special needs or mobility issues. III. Continuously Improve Public Transportation: The inclusion of these hard-to-reach populations will help researchers at public transportation agencies make improvements that include input from these populations. VIII. RELATED RESEARCH U.S. Department of Transportation (2022). Equity Action Plan. https://www.transportation.gov/priorities/equity/actionplan M. Baltes, The Center for Urban Transportation Research (2002) Customer Surveying for Public Transit: A Design Manual for On-Board Surveys. https://rosap.ntl.bts.gov/view/dot/40701 Bachman, J. G., & O’Malley, P. M. (1984). Yea-saying, nay-saying, and going to extremes: Black–White differences in response styles. Public Opinion Quarterly, 48, 491–509. http://dx.doi.org/10.1086/268845 Bhopal, R., & Donaldson, L. (1998). White, European, Western, Caucasian, or what? Inappropriate labeling in research on race, ethnicity, and health. American Journal of Public Health, 88, 1303–1307. https://ajph.aphapublications.org/doi/abs/10.2105/AJPH.88.9.1303 Hughes, D., & DuMont, K. (1993). Using focus groups to facilitate culturally anchored research. American Journal of Community Psychology, 21, 775– 806. http://dx.doi.org/10.1007/BF009422 The Insights Association IDEA Council (Inclusion, Diversity, Equity and Access). (2022) How to ask race and ethnicity in a more inclusive and sensitive way. https://www.insightsassociation.org/Membership/Community/Inclusion-Diversity-Equity-andAccess/Asking-Questions-on-Race-Ethnicity Sha, Mandy, and Stephen Immerwahr. 2018. Survey Translation: Why and How Should Researchers and Managers Be Engaged? Survey Practice 11 (2). https://doi.org/10.29115/SP-2018-0016 Survey Research Center. 2016. “Guidelines for Best Practice in Cross-Cultural Surveys.” http://www.ccsg.isr.umich.edu/ Pew Research Center. (no date) Writing Survey Questions. https://www.pewresearch.org/our-methods/u-ssurveys/writing-survey-questions . 88 24-B-09 IX. PERSON(S) DEVELOPING THE PROBLEM Samantha J. Hawkins Assistant Director of Market Research Metropolitan Transportation Authority of New York (MTA) 2 Broadway 14.A.112 New York, NY 10004 646-252-1162 shawkins@mnr.org Janice Pepper Director of Market Research Metropolitan Transportation Authority of New York (MTA) 2 Broadway New York, NY 10004 212-878-7063 jpepper@mtahq.org X. PROCESS USED TO DEVELOP PROBLEM STATEMENT This problem statement is the result of a coordinated effort by the MTA Office of Market Research. XI. DATE AND SUBMITTED BY Problem submitted on 6/17/2022 by Samantha J. Hawkins 89 24-B-10 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE How Transit Can Support Complete Streets/Bicycle-Friendly Streets II. RESEARCH PROBLEM STATEMENT The presence of bus service on a street indicates a need to accommodate transit riders and, accordingly, the first/last mile of their trip. Therefore, streets with bus service have an inherent need to provide adequate facilities for walking and biking and should be prioritized for complete street applications. Frequently, bike lane projects and bus lane/bus stop projects are implemented in isolation from one another. This may be due to a lack of interagency coordination during project implementation as each of these types of projects may fall under a different department’s purview: the transit operator, the municipal DOT, utility providers, or others. Right-of-way constraints may also pose a barrier to implementation of full complete streets that allocate road space to all users: pedestrians, bicyclists, transit, and private vehicles. The ultimate need is to provide for the safety of all road users. Improved communication and stakeholder engagement at the planning stage is needed to ensure that this safety goal can be achieved along with other project goals (such as transit reliability and speed, active transportation network connectivity, etc.) when a project is implemented. III. OBJECTIVE The objectives of this research are to determine: • Best practices for governance and stakeholder engagement for inclusion of transit in Complete Streets implementation, and vice versa. • Best practices for using the presence of bus service and/or bus transit projects as facilitators of wider Complete Streets implementation. • Best practices for incorporating active transportation improvements in transit-related projects, including bus lane and bus stop improvement projects. IV. RESEARCH PROPOSED This research will focus on identifying case studies and gathering data from projects where bus improvements and active transportation or Complete Streets improvements have been made independently of each other; and Complete Streets improvements which have incorporated transit improvements to varying degrees. The research methodology will include: • Case studies of municipalities that have completed such projects. • Data collection of existing before and after projects, including key indicators for safety, transit service/reliability, and pedestrian/bicyclist volume counts. • Qualitative interviews with project owners on their experience with interagency coordination on such projects, including what worked, what didn’t work, lessons learned and opportunities identified. • Identify best practices with regard to interdepartmental coordination. • Desktop review of any existing guidelines for transit and/or complete street implementation, such as NACTO Urban Street Design Guide, NACTO Transit Street Design Guide, and other State/municipal guidelines. 90 24-B-10 The research will synthesize these findings to determine the best practices and provide real world examples of project process and implementation to inform how to best structure a project to ensure achievement of project goals. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $300,000 Research Period: 18 – 24 months VI. URGENCY AND PAYOFF POTENTIAL Given the recent popularity throughout the nation in the potential to modify streets to be more supportive of various transportation modes, particularly in light of the increase in delivery vehicles and in the use of “alternative” modes such as bicycling during the COVID pandemic – the Bus Systems Committee Research Subcommittee team feels that this is a timely study. The results may help guide transit agencies throughout the nation in providing useful input to municipalities with regards to how transit can help support the development of more “complete” streets and how to potentially include transit’s needs in planning efforts. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This research aligns with U.S. DOT’s strategic goals of: • SAFETY: Reduce Transportation-Related Fatalities and Serious Injuries Across the Transportation System. • INFRASTRUCTURE: Invest in Infrastructure to Ensure Safety, Mobility and Accessibility and to Stimulate Economic Growth, Productivity and Competitiveness for American Workers and Businesses. This research will also support the following Strategic Priorities of the Transit Cooperative Research Program: • Place the Public Transportation Customer First • Continuously Improve Public Transportation • Flourish in the Multimodal Environment VIII. RELATED RESEARCH Although other research projects and standard design manuals (e.g., NACTO Guidelines) have addressed bus lanes or bicycle lanes or other “complete streets” elements, the developers of this Research Problem Statement are uncertain that any research has been attempted to marry several of these elements together in terms of the input necessary for stakeholder engagement and interagency cooperation necessary throughout the design process. IX. PERSON(S) DEVELOPING THE PROBLEM This Research Problem Statement was primarily developed by Eric M. Swenson, Director of Public Works, Town of Bethel; Clifford J. Hurgin Municipal Center, 1 School Street; Bethel, CT 06801; (203) 794-8549; swensone@bethel-ct.gov; and Steve Gaskill at Arup Engineering; Steve.Gaskill@arup.com 91 24-B-10 X. PROCESS USED TO DEVELOP PROBLEM STATEMENT This problem statement is the product of a combined effort by the Transportation Research Board (TRB) Committee AP 050 on Bus Transit Systems and the Institute of Transportation Engineers (ITE) Transit Standing Committee. XI. DATE AND SUBMITTED BY Submitted on June 15th, 2022 by Guillermo Calves, Senior Transit Planner, AECOM, guillermo.calves@aecom.com, (212) 973-3090 92 24-B-11 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Strategies for Evaluating On-Demand Ride Sharing Pilot Programs II. RESEARCH PROBLEM STATEMENT Within the past several years, much has been written on the changing face of public transportation. The ability to use our mobile devices to request, track and pay for trips, has led to new forms of shared-used mobility that has already begun to impact our public transportation system. Some of the shared modes studied include bikesharing, carsharing, microtransit, and ridesourcing services provided by companies such as Uber and Lyft. Many transit agencies have initiated pilot programs to demonstrate the feasibility of TNC/Shared Ride programs. The evaluations of these programs have great variability in the performance measures used and procedures used to identify the viability of this approach to providing transit services. Key to the sustainability of TNC/Shared Ride programs is the ability to evaluate these programs to demonstrate performance of the pilot programs that are being developed. The objective of the research is to develop a primer to be used by transit agencies in evaluating the performance of TNC/Shared Ride pilot programs. TCRP Report 88: A Guidebook for Developing a Transit Performance-Measurement System (2003), provides the most comprehensive recent document on developing or improving performance-measurement systems for transit agencies or incorporating transit performance measures into regional decision-making processes. The guidebook provides a step-by-step process for developing a performance-measurement program that includes both traditional and non-traditional performance indicators that address customeroriented and community issues. This guidebook was produced over 15 years ago prior to significant changes in transit brought about by the use of TNC/Shared ride programs, such as Uber and Lyft. The performance measures provided in the report rely on more traditional measures based on aggregate data. What these service measures miss is the ability to exploit the rich data that may be available. Performance measures by customer type, O-D patterns and measures based on disaggregate data can be used to evaluate system performance by user type, route and time-of-day. It also allows transit managers the opportunity to make more informed decisions about how to better integrate shared ride programs into the overall transit system. The greatest hurdle with the development of an enhanced guidebook that incorporates shared ride systems is ensuring data availability. The development of a primer for use in evaluating shared-ride services may help in this regard. Given a recognized standard or guide for use in performing an evaluation may enable transit agencies to request this data and alert shared ride services at the beginning of the pilot program of the need to provide these types of data. III. OBJECTIVE The primary objective of the research is to develop a primer to be used by transit agencies in evaluating the performance of TNC/Shared Ride pilot programs. Specific objectives to achieve this primary objective include: • Provide guidance to transit agencies to identify the primary and secondary goals for their pilot programs. • Identify and develop performance indicators that tie to the objectives and goals of the pilot program • Develop procedures for assessing the pilot program’s ability to reach its targeted goals and objectives. 93 24-B-11 • IV. Make recommendations on if and when the pilot program should be phased into on-going transit agencies services. RESEARCH PROPOSED To accomplish the objectives of the proposed research, the following research is proposed. Task 1: Establishment Potential Goals and Objectives of TNC/Shared Ride Pilot Programs Critical in the performance of the evaluation of the pilot program is to first define the goals and objectives of the pilot program. Existing pilot programs performed across the United States have been done for a variety of reasons and to accomplish various goals. Potential objectives may be to: lower costs, increase service availability, improve rider experience and other objectives. A survey of these pilot programs would provide information not only on the expected goals of the pilot programs, but also on the performance measures used and assessment procedures followed. In Task 1 the objectives for the pilot programs will be identified using this survey. In addition, goals and objectives may also be identified through a panel of transit agencies on what they hope these pilot programs will demonstrate. Task 2: Engage Stakeholders The evaluation of the pilot program must be performed through a collaborative effort between the transit agency, the TNC and the shared ride service. Approaches for engaging these stakeholders should be identified and made available to transit agencies in Task 2. Information on best practices may come from successful pilot programs. Task 3. Selection of Performance Indicators At the heart of this research is to identify performance indicators that not only evaluate the components of trips made through the TNC or shared ride services, but the performance indicators should tie back to the goals and objectives of the pilot program and should be data driven. The performance indicators will be highly dependent on the available data. The data will need to be readily available, easy to collect and allow for comparison among pilot programs that may have differing goals and objectives. Task 4: Design and Implementation of the Assessment The intent of the assessment will be to identify successful and not so successful components of the pilot program and to determine where changes are needed and whether the pilot program should be continued. The data will be collected for passengers using the services and will provide an initial assessment of the types of trips being made, quality of the service, operating efficiency and the financial effectiveness. A more focused assessment will then be performed and involve targeted meetings with stakeholders. Additional measures to be included in the assessment include the nature of the added service provided, the change in ridership and the cost-effectiveness of the trips being made. Task 6: Recommendations Finally, recommendations will be made on whether a pilot program should be ended, continued or be phased into an on-going transit service. 94 24-B-11 V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $250,000 Research Period: 24 months VI. URGENCY AND PAYOFF POTENTIAL TCRP Research Report 188: Shared Mobility and the Transportation of Public Transit (Feigon and Murphy, 2016) found shared modes largely complement public transit, enhancing urban mobility. However, depending on the location of the route and time of day, shared modes may compete with transit. For this reason, it is essential that pilot programs be evaluated to determine how transit services are being impacted. TCRP 188 also saw shared modes continuing to grow in significance. The proposed research will allow transit agencies to manage this growth by ensuring that benefits and liabilities are equitably shared between the transit agency and shared ride services. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES The proposed research falls within USDOT’s Strategic Goals with a focus on Innovation. The development of this primer will allow TCRP to not just evaluate the performance of TNC/Shared Ride services, but to lead in how these services are developed and deployed. The development of this primer also meets one of TCRP’s five Strategic Priorities and that is to Flourish in the Multimodal Environment. The primer to be developed in the proposed research will ultimately allow transit agencies to not just co-exist with shared-ride services, but to flourish alongside shared ride services. VIII. RELATED RESEARCH As mentioned in the problem statement, TCRP Report 88: A Guidebook for Developing a Transit Performance-Measurement System (2003), provides the most comprehensive recent document on developing or improving performance-measurement systems for transit agencies or incorporating transit performance measures into regional decision-making processes. This guidebook was produced over 15 years ago. No subsequent research was found on performing evaluation of these shared ride services. IX. PERSON(S) DEVELOPING THE PROBLEM Dr. Janice R. Daniel, Professor, New Jersey Institute of Technology Department of Civil and Environmental Engineering University Heights Newark, NJ 07102-1982 (973)642-4794 daniel@njit.edu X. PROCESS USED TO DEVELOP PROBLEM STATEMENT This problem statement is developed by an individual and came from trying to perform an assessment of a TNC/Shared ride service. 95 24-B-11 XI. DATE AND SUBMITTED BY Date: June 30, 2021 Submitted by: Dr. Janice R. Daniel, Professor, New Jersey Institute of Technology Department of Civil and Environmental Engineering University Heights Newark, NJ 07102-1982 (973)642-4794 daniel@njit.edu 96 24-C-01 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE RSI Combined with Creep-Shrinkage Effects in Post-Tensioned Concrete Box Girders II. RESEARCH PROBLEM STATEMENT Rail Structure Interaction (RSI) is a fundamental analysis required in all transit structures using direct fixation track. The thermal-induced RSI effects are more prominent in bridges with curved plan geometry and/or long spans. In addition, creep-shrinkage-induced RSI effects may be critical for segmental transit bridge design, especially as designers push the boundaries to achieve longer spans and fewer piers with balanced-cantilevered construction methods. Currently, there is no clear industrial guideline that defines the objectives and methodology of RSI analysis, nor how to combine the RSI forces induced by thermal effects and concrete creep and shrinkage effects. This leads to significant variation in the RSI analytical methods, acceptance criteria and application of RSI analysis results. With transit networks expanding across the US, concrete segmental viaducts are a common economic practice. It is urgently necessary to validate realistic simulation modeling approach that reflect the actual behavior of the track and bridge, including reasonable approximations of rail fastener stiffness, temperature ranges for both structure and rail, and how to combine the RSI forces induced by thermal effects and creep-shrinkage effects. RSI analysis is used to determine structural design loads and check/control rail stresses. Rail break analysis is also analyzed as an extreme event, but it is unclear if that RSI analysis is intended to control rail stress in order to prevent rail break, or to limit the size of rail break gaps to prevent derailment, or both. It is vital to clarify and recommend RSI analysis approaches to achieve a uniform and safe design approach across the industry. III. OBJECTIVE The research would focus on the following aims and objectives: 1. 2. 3. Analyze industry practices and determine if they provide a reasonable and accurate simulation of rail-structure interaction. Recommend minimum acceptable levels of structural numerical modeling, which would include the following: a. minimum requirements for numerical modeling, b. recommendations for incorporating ballasted or non-ballasted approaches into the model, c. the rail fastener stiffness recommended, d. temperature ranges for rails, e. load combinations and load factors for thermal-induced RSI effects and creep-shrinkage-induced RSI effects, f. methods and objectives for rail breakage analysis. Propose clearly defined and practical goals for designers, including whether to control rail stress or rail break gap, permissible levels for the selected parameter and methods for maintaining the value within permissible limits. 97 24-C-01 RSI analysis is not well defined in current codes or guidelines. The TCRP Report 155 provides some guidance but is not sufficient for ensuring a uniform approach across the industry. This research aims to answer the above key questions and eliminate uncertainty and guesswork for designers. It also provides clear guidance on issues ranging from RSI modeling to RSI loadings to interpreting and implementing RSI results for structure designs. The research may also address how these loads are to be incorporated into the load combination tables and will recommend load factors to be used along with RSI results. If necessary, it will also recommend a rail break load combination for extreme event cases. IV. RESEARCH PROPOSED The research would take place in three phases, viz 1. Review of current practice and existing research 2. Data collection from in-service transit bridges 3. Numerical modeling - three dimensional models would be created using commercial industry software based on as-built drawings and field measurements. The models will be calibrated using data collected previously and can then be expanded to cover temperature ranges outside of available measurement. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $290,000 This is based on the following approximate costs: Data collection (using an academic team and/or commercial team): Numerical modeling (1 senior researcher @ $200/hr x 4 hrs/week x 24 weeks, 1 senior engineer @ $160/hr x 10 hrs/week x 24 weeks, 1 research assistant @ $115/hr x 40 hrs/ week x 24 weeks) Draft report (1 senior researcher @ $200/hr x 4 hrs/week x 2 weeks, 1 senior engineer @ $160/hr x 10 hrs/week x 2 weeks, 1 research assistant @ $115/hr x 20 hrs/ week x 2 weeks) Independent review (3 senior researchers @ $1,400 ea) Update and finalize report Miscellaneous costs $ 100,000 $ 168,000 $ 9,400 $ 4,200 $ 3,000 $ 5,400 Research Period: 15 months VI. URGENCY AND PAYOFF POTENTIAL Transit systems in the US are expected to expand rapidly over the next few years. There is currently no uniform or rational basis for RSI analysis. As there is no research basis for the various design criteria used by different transit agencies, it is not known whether the structures are designed with unconservative or overly conservative loads. Due to its relevance to transit structure safety and long-term performance, it is considered a task of high to medium urgency. There is high potential for cost savings, both in design/analysis and construction, through more rational methods. The reduction of unnecessary complex analyses and optimization of design with a rational basis can result in significant cost savings for agencies. 98 24-C-01 VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This research is consistent with the FTA’s SAFETY strategic goal and TCRP's Strategic Priority I-Place the Public Transportation Customer Frist. VIII. RELATED RESEARCH None known. IX. PERSON(S) DEVELOPING THE PROBLEM John A. Lobo, P.E., Senior Bridge Engineer at HDR, 1670 Broadway, Denver CO, (303) 318-6304, John.Lobo@hdrinc.com Ying Tan, PhD, PE, Professional Associate at HDR, 555 Fayetteville Street, Raleigh NC, (919)-985-8968, Ying.Tan@hdrinc.com X. PROCESS USED TO DEVELOP PROBLEM STATEMENT Developed by individuals, based of experience in the transit structures industry. XI. DATE AND SUBMITTED BY July 7, 2023 John A. Lobo, P.E., Professional Associate at HDR, and Ying Tan, Ph.D., P.E., Professional Associate at HDR 99 May 22, 2023 RE: RSI Combined with Creep-Shrinkage Effects in Post-Tensioned Concrete Box Girders Dear Transit Cooperative Research Program Panel, As the Committee Chair for AKB 30, Standing Committee on Concrete Bridges, I would like to express my support for the funding of “Combined with Creep-Shrinkage Effects in Post-Tensioned Concrete Box Girders,” Submitted by Ying Tan and AR060, Standing Committee on Rail Transit Infrastructure design and Maintenance. The loading developed from a Rail Structure Interaction (RSI) can pose many challenges on posttensioned concrete bridge structures from additional loading due to effects on the long-term behaviors on creep and shrinkage. These two factors can have a drastic impact on the design of concrete bridges. However, these effects are not well understood, and their impacts are not always accounted for consistently. As more investments in transit structures are made in urban areas, many owners are looking for longer span structures to minimize urban impact. For concrete bridges this frequently leads to a post-tensioned segmental or concrete box girder bridge type. The effects of RSI loading are also more critical on continuous structures. The design of these structures typically requires an RSI study but there is a lack of consistent guidance or standard to ensure consistent and reasonably conservative design. This research will provide critical guidance to assist transit engineers and concrete bridge designers with a better understanding of how this loading will affect those structures and provide a standard for a reliable design. The timing of this research is critical so that this guidance to ensure new bridge structures are reliable and efficient. Regards, Andrew Wagner, Chair, AKB30, Standing Committee on Concrete Bridges 100 24-D-01 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Modernizing Bus Stops Integration for Complete Streets II. RESEARCH PROBLEM STATEMENT About two decades ago TCRP conducted research on the Design and Location of Bus Stops (1996 TCRP Report 19) and also Evaluation of Bus Bulbs (2001 TCRP Report 65). Both were prior to the movement for “Complete Streets” and the “Vision Zero” safety emphasis. TCRP’s 2013 Transit Capacity and Quality of Service Manual discusses bus stop delays and other strategies and measures to prioritize transit that have also been researched by TCRP. This prior research pre-dates NACTO’s and ITE’s work on curb management and the increased awareness of land use context. Despite these past research efforts, buses still suffer significant delays re-entering traffic. With “Complete Streets” projects that do not include exclusive bus lanes, buses continue to be the last priority mode. An open, but practical, revisiting of potential solutions to these traffic re-entry problems is needed beyond the constraints of the MUTCD and other current constraints. As shown by the tinted bus lanes, the MUTCD and other industry references can be changed. Also, recent technological advances open up new solution opportunities. Bus bulb stops require less valuable curb space than traditional bus stops and their impact on traffic capacity is less than fully exclusive bus lanes and some transit signal priority measures. Bus bulbs are also a traffic calming measure that can help reduce traffic speeds and thus save lives and improve corridor livability. Often bus drivers will leave the back end of their bus in the traffic lanes to make it easier to re-enter traffic. While this is a common practice it is questionable if it is safer than boarding at bus bulb stops. Re-entry delay can account for about 5% of a bus’s schedule. This bus delay savings could be re-invested for extended service coverage or added layover time for improved schedule reliability. The benefits of improved running times and reliability accrue to all the riders along the bus round trip and not just to the riders on-board at the bus bulb stop. Observations of street operations tends to show bulb outs function well. Some of the findings of TCRP Report 65 – such as not using bulbs on two lane streets – specifically need to be revisited, as some two-lane neighborhood retail streets would likely be prime locations. Conclusions of past research need to be revisited and freshened to reflect today’s values for multimodal complete streets, vision zero, and efficient curb management. III. OBJECTIVE The objective of this research would be to produce a guide to assist policymakers, the public and technical staff to better appreciate the operational issues involved with accessing bus stops and to update the 2001 TCRP bus bulbs research and complement TCRP Report 183 Transit Supportive Roadway Strategies. It is envisioned to provide a bus transit perspective to the difficulties and potential solutions and to also highlight the pros/cons and benefits of both the competing and the mutual interest of motorists, pedestrians, bicyclists, and property owners. The guide would specifically address: • • • Pros/cons and benefits of bus bulbs and their best context implementation and design Pros and cons re nearside vs. farside bulb outs and as appropriate offset distances from intersections. Are re-entry delays worse at nearside or farside stops? Length of curb bus stops (current practice is to value curb space highly and to only allocate the minimum space for accessing and serving bus passengers). Food and parcel deliveries 101 24-D-01 • IV. increasingly are encroaching on bus stops, making ADA-compliant stops difficult for buses and forcing them to load in traffic lanes. Identifying how transit priority measures (including the above) could best be implemented with deployment of Autonomous Vehicles (AV). Who is setting the operating protocols for AVs and is transit at the table? RESEARCH PROPOSED The work plan is envisioned to include: • • • • • • • • V. Literature Review – To include the cited prior TCRP studies, along with the Synthesis study of better on-street bus stops, plus MUTCD, NACTO, ITE and AASHTO literature and a selected review of relevant DOT guides for bus stops. Agency Outreach – Outreach would be made to agencies that use bulb outs identified by TCRP Report 65 (regarding updated bus bulb implementations). Finally, outreach would be made to TRB’s committee on AVs regarding yield to bus traffic operating protocols. Internet Survey – Based on findings of the first two tasks, an internet survey would be conducted of relevant agencies regarding bus bulbs and bus stop length standards. Safety data would be collected along with local studies and assessments of these bus stop integration concepts. Traffic Simulation Updates – VISSIM traffic analyses are often used to reject bus bulbs, but do they accurately portray bus bulbs and account for bus drivers leaving the rear of buses in traffic lanes? Based on video and field observations: (1) do traffic simulation models like VISSIM accurately reflect real on street bus operations and motorist response to bulbs and (2) are bus stop lengths reflected in model algorithms? VISSIM algorithms and portrayals of bus bulbs and bus stop lengths would be tested for select locations. Yield to Bus Review – TCRP Synthesis Report 49 assessed “Yield To Bus” programs in 2003. Are there perhaps ways to strengthen the signage on the back or sides of buses to make this concept effective? Outreach to TriMet, Vancouver, and San Jose VTA would be made to explore how the signage might make this concept more effective. Interim Report – State of the practice and the identification of issues and knowledge gaps would be described, along with suggested sites for case studies. Case Studies – A focused set of case studies would be conducted to fully understand the experience to date with these bus stop integration concepts and also to solicit ideas how the concepts might be strengthened. These case studies are envisioned to include video surveys of long re-entry delay bus stops and bus bulbs. The case studies would also include collection/analysis of safety data and bus runtime components. If possible, several pilot sites would be tested for bulb out and lengthened bus stops for benefits and traffic impacts. Final Report – Documenting the findings of the research. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $350,000 Research Period: 24 months VI. URGENCY AND PAYOFF POTENTIAL Better understanding of bus stop integration with traffic will reduce bus stop re-entry times for buses and help to improve traffic safety. These are two very important payoff potentials. Bus bulbs clearly have the potential to reduce re-entry delays, but they also can improve safety. Leaving the rear end of buses 102 24-D-01 partially blocking the re-entry lane is likely riskier than bus bulb total blockage of the traffic lane. Observations are that motorists quickly learn to adapt to buses stopped in the traffic lane for bulb out stops. Lengthening bus stops to facilitate bus re- entry would be described rather than just accepting minimum lengths. The “Yield To Bus” concept also has the potential to improve re-entry times and safety. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES The proposed research is supportive of FTA, TCRP and TRB goals regarding placing the customer first, increasing ridership and safety. VIII. RELATED RESEARCH The previous identified TCRP studies represent the bulk of the related research on these topics. It is likely that cities which have implemented these concepts have performed local engineering studies of running time benefits. Safety data might not be easy to sort. IX. PERSON(S) DEVELOPING THE PROBLEM Peter C. Martin, Senior Planner CDM Smith 220 Montgomery Street, Suite 1418 San Francisco, CA 94123 415 653 3304 martinpc@cdmsmith.com X. PROCESS USED TO DEVELOP PROBLEM STATEMENT The problem statement was drafted by Peter C. Martin and reviewed by TRB’s Standing Committee on Bus Transit Systems. XI. DATE AND SUBMITTED BY June 16, 2023 Guillermo Calves (AP 050) on behalf of Peter C. Martin Guillermo Calves, Senior Transit Planner/Project Manager, AECOM (212) 973-3090 Guillermo.calves@aecom.com 103 24-D-02 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Sidewalks and Their Traffic Buffers – Planning and Design II. RESEARCH PROBLEM STATEMENT To date, the focus of pedestrian safety has largely been on curb-to-curb space used by motorists with little focus on sidewalks themselves. What might be a more pedestrian friendly sidewalk that would increase pedestrian access to transit and walking, as well as enhance livability and safety along sidewalks? Traffic planners often view street space usage from the perspective of motorists and not from the different lens/perspective of pedestrians. We tend to think of sidewalks as conveyance facilities and do not fully appreciate the multiple other functions that sidewalks serve and the diverse needs of sidewalk users and uses. The seam between moving traffic lanes and sidewalks appears to have been particularly overlooked. Sidewalks have a key role in our transportation and social networks. Sidewalks are mostly planned, designed, and funded locally. Current sidewalk reference documents tend to be fragmented and narrowly focused. References focus on pedestrian movement capacity or on curb-to-curb traffic crossing conflicts. Pedestrian capacity analyses are today largely based on dated work by Fruin in the 1960s. Little research has looked at the safety-buffering of sidewalks from moving traffic lanes – both perceived as well as actual. The perception of safety and comfort is critically important to pedestrians and perhaps a better safety metric than reported injuries. Few references holistically address today’s uses and users of sidewalk networks. Uses of sidewalks include property access, window shopping, passenger waiting, socialization, and temporary staging for goods as well as pedestrian travel. Users of sidewalks include commuters, students, first/last mile transit users, the visually impaired, wheelchair users, dog walkers, elderly using walkers, window shoppers, property access, temporary staging of goods, socializers, kids, sidewalk dining, and non-motorized scooters, skateboards et cetera. As sidewalks serve many purposes, consideration of a “livable” index (not just the capacity LOS) seems needed to help define, prioritize and implement smart and friendly sidewalks for today’s upgrades and for future user needs. Donald Appleyard in his 1981 seminal work “Livable Streets” described environmental traffic capacity as a useful concept. Appleyard’s concept focused on traffic streets, not sidewalks, but a similar livability approach could be used to view the multiple purposes of sidewalks. In addition to comfort, safety is a major concern for vulnerable users. Speed kills and differential speeds increases crash risk. The research is best suited to the TCRP program which brings the needed multimodal pedestrian perspective lens to this effort. III. OBJECTIVE Five research objectives are: 1. Describe the current state of sidewalk planning and design practice including key issues. It would: a. Define Roles of Sidewalks – Perhaps linked to land use, traffic and roadway context. b. Qualitatively Update Holistic Descriptions of Today’s Sidewalk Users and Uses c. Describe Traffic Buffering Measures 104 24-D-02 2. 3. 4. 5. IV. d. Describe Sidewalk Element Features e. Highlight Special Considerations – ADA compliance, etc. f. Identify how NHTSA tracks sidewalk safety Assess the benefits of a Livability Index for sidewalk planning and the need to review the current capacity analysis process for both relevance and reflection of current sidewalk user features. If found beneficial, what form might a Livability Index take? Develop a sidewalk planning/design decision process, a checklist and simple tools (maybe in spreadsheet format). Provide decision information regarding sidewalk traffic buffers. Little research has focused on understanding the perceived (as well as actual) effectiveness of safety buffers as they relate to traffic speeds. Sidewalk traffic buffers include: bike lanes, curb parking/loading, curb types and heights, mini-Jersey type barriers, sidewalk setback distances, and landscaping buffers. Identify training resource – For example, excellent training videos exist for considering the needs of the visually impaired. Planners and engineers can benefit from awareness of existing training videos. RESEARCH PROPOSED The research is envisioned to consist of the following: 1. Literature review of current practice guides including those from TRB, AASHTO, FHWA, APA, NACTO, ITE, and disability groups focused on reference guides and issue discussions. The scope is envisioned to include pedestrian perception of the comfort and safety of traffic buffering measures/strategies. 2. Outreach to ADA, NACTO, AASHTO, TRB’s pedestrian committee, and APA. 3. Internet survey of DOTs and selected local cities to help define policy/planning/design gaps and resources. 4. Interim Report and panel review. 5. User Surveys – As crash data does not focus on buffering measures, outreach surveys would be used to gauge preferences and safety perceptions of pedestrians. These outreach survey efforts are seen to include focus groups, walking tours, community meetings and workshops. It could also include an internet survey distributed to pedestrian safety stakeholder groups and social media survey of the general public. 6. Workshops coordinated with TRB meetings and perhaps with other key expert group meetings (defined by panel). 7. White Paper summarizing key issues. 8. Development of proposed policies, processes, and tools for sidewalk planning/design/regulations, perhaps including a Livability Index. 9. Development of discussion paper identifying implementation opportunities and potential implementation “champions”. 10. Preparation of draft and final reports, along with a PowerPoint presentation, and a project webinar. Report is envisioned to be decision-oriented with issues clearly defined and pros and cons described – if possible, with supporting references and quantified. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $450,000 Research Period: 24 months 105 24-D-02 VI. URGENCY AND PAYOFF POTENTIAL Federal, state, and local jurisdictions (including private developers) are investing millions of dollars daily to plan, design, construct and maintain sidewalk networks as well as to comply with ADA accessibility requirements. Everyone benefits from attractive and safe sidewalks. Post-COVID travel changes and emerging technology make it timely to proactively update sidewalks to meet holistic modern needs. Capacity issues on curb-to-curb rights-of-way and tech vendors are putting pressure on communities to repurpose sidewalk resources. Pedestrians, including kids and the elderly, are particularly at risk. Homelessness, crime, and environmental factors like darkness further imperil pedestrians. A comprehensive and updated guide for sidewalk facilities is needed to address these needs. Increased awareness and discussion of the multiple uses and users of sidewalks would provide a wide-ranging benefit to society. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES All public transit trips and those of other modes begin and end as walk trips. This research would address USDOT’s goals related to safety, equity and climate change. It would address TCRP goals related to customers first and flourishing in multimodal system. VIII. RELATED RESEARCH Many agencies have published guidance on pedestrian facilities including local planning codes and American with Disability Act guidelines. For urban areas, the National Association of City Transportation Officials developed its Urban Street Design Manual with a brief discussion of sidewalk design, and many DOTs have also published guidance. The Highway Capacity Manual (HCM) discusses capacity and is based on early work by Fruin. FHWA, AASHTO, ITE and others have also published guides for pedestrian facilities. These guides mostly focus on the movement of pedestrians rather than the broader and more holistic view of sidewalks serving multiple roles and the safe ambiance environments valued by many users of sidewalks. IX. PERSON(S) DEVELOPING THE PROBLEM Peter C. Martin, Senior Planner CDM Smith 220 Montgomery Street, Suite 1418 San Francisco, CA 94123 415 653 3304 martinpc@cdmsmith.com X. PROCESS USED TO DEVELOP PROBLEM STATEMENT The draft of this research needs statement was developed by Peter C. Martin, Senior Engineer at CDM Smith and then reviewed by TRBs Standing Committees on Pedestrians (ACH10); and Bus Transit Systems (APO50). XI. DATE AND SUBMITTED BY June 16, 2023 Guillermo Calves (AP 050) on behalf of Peter C. Martin Guillermo Calves, Senior Transit Planner/Project Manager, AECOM (212) 973-3090 Guillermo.calves@aecom.com 106 24-D-03 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Embedded Transit Track Design Considerations and Innovations II. RESEARCH PROBLEM STATEMENT The Transit industry in the U.S. presently utilizes diverse designs for embedded track construction. Some past issues have included stray current control, road surface degradation, drainage, rail corrugation, noise/vibration, special trackwork, cost and time of construction and other items. Theoretical considerations on structural design and analysis have also been raised. Reconstruction of embedded track is costly, time consuming and disruptive to the public, thus all efforts need to be made to insure a robust long-lasting design with minimal on-going maintenance. In addition, the public has sometimes requested the use of “Green Track” that has been utilized in various parts of the world that might be able to provide environmental and esthetic benefits such as storm water runoff pollutant mitigation as well as noise and vibration reduction benefits. Vehicular and pedestrian safety in the vicinity of embedded track is also a consideration. A set of guidelines will help in the areas of planning, design, analysis, construction, inspection, and maintenance. The task will start with an analysis of current practice for Embedded Track including Green Track. The project consists of the evaluation of existing systems with respect to past performance, design, ease of construction, maintenance, and life-cycle cost. The research effort will involve a literature review as well as interviews with Transit Agency and Engineering Consultant staff to document current practices and performance. University and Research organizations may also be contacted. The survey process will be conducted by industry subject matter experts experienced in track as well as landscape/plant materials for the Green Track portion. The surveys can employ in-person and telephone interviews and email/online questionnaires. Ideally, the effort will include evaluation of international transit system track considering differences in variables such as vehicles, operations and maintenance. III. OBJECTIVE The objectives will be planning, design, construction procedures and guidelines as well as for inspection and maintenance of embedded track for light rail and streetcar systems. IV. RESEARCH PROPOSED The research proposed will involve a survey of existing transit systems worldwide covering embedded Track. The survey will focus on designs that have been utilized as well as theoretical design/analysis and research conducted. Construction techniques, maintenance, past performance, construction costs and time of construction, inspections etc. will be covered. Upon completion of the existing system surveys, specific design and construction guidelines will be developed for all aspects of embedded track design. This includes structural considerations for the track, stray current mitigation, and in the case of Green Track, selection of appropriate plant materials and other design considerations. 107 24-D-03 V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $250,000 Research Period: 18 months VI. URGENCY AND PAYOFF POTENTIAL This is urgent due to many communities investigating or planning transit systems that would need to utilize embedded track. Embedded track construction is expensive, potentially disruptive to the public and needs good cost-effective design methodologies that will be safe and robust with minimal maintenance for many years. A thorough theoretical understanding of exactly how embedded track structurally functions will enable cost effective as well as long lasting maintenance free construction. Design, time, and money saving innovations for embedded track construction are therefore crucial. With reduced revenue many transit systems are experiencing, cost effective initial designs, accurate cost estimates and minimal future maintenance expenses are important to ensure the agency can afford the initial investment as well as future maintenance. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This research proposal involves existing and proposed infrastructure. The intent is to update and expand the existing section on embedded track in TCRP 155 which was published in 2012. The theoretical basis for design and analysis will be included as well as updates on embedded track performance and the most recent construction developments. Stray current mitigation will be included with information on recommended design levels as well as actual past performance. Green Track past performance will be evaluated along with possible environmental benefits and design guidelines will be provided for various environmental conditions. This has the potential to improve reliability of service and operations. The reduction of time consuming, expensive maintenance and resulting disruption to passengers will be of great benefit. Improvements to the safety of operations as well as pedestrian and vehicular traffic is another goal to achieve. This also has the potential to demonstrate new material and installation innovations. VIII. RELATED RESEARCH TRB, U.S. DOT, FTA, APTA, European codes (UIC), Transit agencies, Consulting Engineering companies, Universities. IX. PERSON(S) DEVELOPING THE PROBLEM William A. Parks P.E. X. PROCESS USED TO DEVELOP PROBLEM STATEMENT The Problem Statement was developed drawing on experience with embedded track design, construction, inspection, and maintenance activities along with operating issues and evaluation of past TCRP material. 108 24-D-03 XI. DATE AND SUBMITTED BY June 30, 2023 William A. Parks P.E. 109 110 24-D-04 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Preparation of a Manuscript for Publication of the Track Design Handbook for Light Rail Transit, 3rd Edition. II. RESEARCH PROBLEM STATEMENT Significant changes have occurred in railway track design since the last edition of the ‘Handbook’ was published in 2012. Several new track components have made an appearance, especially in the field of direct fixation track. Advances in light rail vehicles, special trackwork (frogs), embedded track accommodations for pedestrians and bicyclists, prevention of stray current, requirements for track modulus of elasticity, rail/structure interaction on bridges, to name a few, are topics that need updating. The influence of the Handbook cannot be overestimated. Entire new-start systems have been designed by inexperienced engineers almost entirely relying on the Handbook. Owners use the Handbook as a ‘proof’ that the designers’ recommendations are valid. It is of vital importance that a reference of that powerful an influence undergoes a periodic updating. III. OBJECTIVE The goal of this project is to update the various chapters of the Track Design Handbook for Light Rail Transit, 2nd Edition to reflect the current state of the art in light rail track design. IV. RESEARCH PROPOSED The TCRP to select a Principal Investigator, following the model that was developed for the TCRP’s Project D-14. Phase I constitutes the initial investigative activities to identify the shortcomings of the second edition, collect and analyze information addressing those deficiencies, and identify an action plan for the book. Phase II is the production of the revised handbook, incorporating the findings of Phase I, and including such additional investigations as might be required, plus the production of a final report documenting all efforts. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $600,000 The previous edition of the Handbook, TCRP Project D-14, was completed at a billed cost to the National Academies of approximately $300,000. The actual cost to the research team, in terms of actual dollars expended plus pro bono time by research team staff resulted in a value to TCRP of approximately $500,000. Add additional budget to cover inflation. Research Period: 24 months Duration of TCRP Project D-14 was a bit over 25 months, compared to an originally contracted duration of 17 months. The difference in schedule can be directly related to the budget issue described above. 111 24-D-04 VI. URGENCY AND PAYOFF POTENTIAL Major expansions of light rail and other rail transit systems continues unabated in North America. Given the influence that the Handbook exerts in the industry, it is very important that the book is updated. Anecdotally we are hearing reports of owners and engineers relying on outdated information to make important decisions. For example, the trackwork on an entire new start streetcar system was designed solely by a junior engineer and constructed using a continuous stretch of embedded track out-ofcrosslevel, designed to match the crown of the road it which it was embedded. While the occasional use of out-of-crosslevel track cannot be avoided, endorsement of a continuous length of canted track throughout the system was not intended by the authors of Report 155 and is not considered to be prudent and reasonable practice. Another issue is leaving a junior engineer to interpret the Handbook without quality processes in place to have the design reviewed by a qualified senior trackwork engineer. Both issues – crosslevel and experienced engineer, can be re-emphasized in an updated version of the Handbook. Another example involves vehicle loading parameters. It seems that the Handbook has vehicle information that Owners are relying on that is outdated, despite the ‘protests’ of contracted engineers. A strong showing of support by the TRB will continue to keep the TCRP in the forefront of rail transit engineering. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This research is in line with the FTA aim to make transportation safe, affordable, reliable, accessible, and efficient for the travelling public by improving the accuracy and productivity of railway engineering design. This is also consistent with the TCRP's Strategic Priority to continuously improve public transportation. VIII. RELATED RESEARCH Track Design Handbook for Light Rail Transit, 2nd Edition 2012 TCRP Project D-14, Track Design Handbook for Light Rail Transit, 2nd Edition, Final Report November 2011 IX. PERSON(S) DEVELOPING THE PROBLEM Hugh J. Fuller, P.E., Principal Railway Engineer at T. Y. Lin International, 707 Wilshire Boulevard, Los Angeles, CA, (213) 943-7965, Hugh.Fuller@tylin.com X. PROCESS USED TO DEVELOP PROBLEM STATEMENT Developed by a team, based on practical experience in the rail transit industry. XI. DATE AND SUBMITTED BY May 30, 2023 Hugh J. Fuller, P.E., Principal Railway Engineer at T. Y. Lin International 112 24-D-05 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Develop a rational approach to performing Rail Structure Interaction analysis (RSI) and for using the results of the analysis in transit bridge design. II. RESEARCH PROBLEM STATEMENT Rail-Structure Interaction (RSI) represents a significant load on longer bridges with continuous welded rail. These forces and effects are even more important on bridges with curved alignment and/or direct fixation track. Most transit agencies in the United States require that RSI be performed on their bridges. However, the parameters and methodology for this analysis is not clearly defined. Further, most agencies do not indicate how these results are to be used once the analysis is completed and lack any acceptance criteria for the results. This gap in US transit design guidelines was noted over thirty-five years ago, but has not yet been addressed. It is necessary to develop recommendations on the methodology for the analysis based on a rational approach and research. Criteria for the judging the results and incorporating them into bridge design are also needed. III. OBJECTIVE Research would focus on developing guidelines on RSI analysis: 1. Conditions under which RSI analysis is needed, including need in ballasted track structures 2. Applicability of simplified TCRP equations and evaluation of limitations 3. Parameters to be included, including use of gross or cracked concrete section properties, inclusion or exclusion of rail lay temperatures, need for rail break analysis, etc. 4. Acceptance criteria for rail stresses and/or rail gap 5. Use of analysis results in structural design of bridge, including applicable load combinations. IV. RESEARCH PROPOSED The research would take place in three phases, viz 1. 2. 3. V. Review of existing research current practice in the US, Canada, Europe and China Numerical modeling of a suitable number of parametric models to determine importance of different factors Development of recommendations on analysis guidelines, acceptance criteria for analysis results and design use ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $268,000 This is based on the following approximate costs: Data collection (using an academic team and/or commercial team): Numerical modeling Draft report Independent review Update and finalize report Miscellaneous costs $ 100,000 $ 124,000 $ 12,000 $ 16,000 $ 6,000 $ 10,000 113 24-D-05 Research Period: 24 months VI. URGENCY AND PAYOFF POTENTIAL A huge expansion in transit systems in the US is anticipated in the next few years. RSI analysis is currently performed without a uniform or rational basis. It is not known whether the structures are designed using unconservative or over-conservative loads since there is no research basis for the various design criteria used by different transit agencies. It is considered a task of high to medium urgency, since it will improve safety and performance of transit structures. There is high potential for cost saving, both in design/analysis and construction, through more rational methods. Reducing unnecessarily complex analysis and optimizing design with a rational basis can save agencies significant cost, amounting to millions of dollars in cost savings across the country. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This research is in line with the FTA aim to make transportation safe, affordable, reliable, accessible, and efficient public by reducing or eliminating uncertainty in loads. This is also consistent with TCRP's Strategic Priority to continuously improve public transportation. VIII. RELATED RESEARCH None known. IX. PERSON(S) DEVELOPING THE PROBLEM John A. Lobo, P.E., Senior Bridge Engineer at HDR, 1670 Broadway, Denver CO, (303) 318-6304, John.Lobo@hdrinc.com X. PROCESS USED TO DEVELOP PROBLEM STATEMENT Developed by a team, based on practical experience in the rail transit industry. XI. DATE AND SUBMITTED BY May 30, 2023 John A. Lobo, P.E., Senior Bridge Engineer at HDR, 114 May 22, 2023 RE: Develop a rational approach to performing Rail Structure Interaction analysis (RSI) and for using the results of the analysis in transit bridge design. Dear Transit Cooperative Research Program Panel, As the Committee Chair for AKB 30, Standing Committee on Concrete Bridges, I would like to express my support for the funding of “Develop a rational approach to performing Rail Structure Interaction analysis (RSI) and for using the results of the analysis in transit bridge design,” submitted by John Lobo and AR060, Standing Committee on Rail Transit Infrastructure design and Maintenance. The loading developed from a Rail Structure Interaction (RSI) can pose many challenges on bridge structures from additional loading to effects on the long-term behaviors on creep and shrinkage, a behavior unique to concrete bridges. The effect of a connected rail and RSI effects are not easily predicted with the current understanding but can have a drastic impact on the design of concrete bridges that typically leads to a conservative design. Most transit agency design criteria provide limited guidance on analysis methods or how to use the results of RSI analysis in bridge design. As more investments in transit structures are made, I expect many new commuter and light rail structures to utilize concrete elements to support elevated crossings. The design of these structures typically requires an RSI study but there is a lack of consistent guidance or standard to ensure consistent and reasonably conservative design. This research will provide critical guidance to assist transit engineers and concrete bridge designers with a better understanding of how this loading will affect those structures. It could also move toward a unified standard for the inclusion and RSI loading to improve consistency across the industry Regards, Andrew Wagner, Chair, AKB30, Standing Committee on Concrete Bridges 115 24-D-06 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Determination of optimum use of rail expansion joints to control Rail Structure Interaction (RSI) Forces on long viaducts with Continuous Welded Rail (CWR) II. RESEARCH PROBLEM STATEMENT Rail-Structure Interaction (RSI) represents a significant load on longer bridges with continuous welded rail and direct fixation track. These forces and effects are even more significant on bridges with curved alignment. One method for reducing the effects of RSI forces by decoupling the bridge and rail through use of rail expansion joints. However, these rail joints have significant cost, service life and rider comfort concerns and have a limited history of use in US transit systems. A research study is needed to determine the factors affecting the choice to use rail expansion joints and their relative importance in making such a decision. The study will provide recommendations on when use of rail expansion joints is the best solution. III. OBJECTIVE Research would focus on the following aims and objectives: 1. Examine the advantages and disadvantages of using rail expansion joints to control RSI forces; 2. Determine the factors affecting the economics of using rail expansion joints; 3. Recommend when this is the preferred solution for transit systems; and 4. Recommend the conditions under which rail expansion joints may be considered, along with a list of factors to be considered in the decision IV. RESEARCH PROPOSED The research would take place in three phases, viz 1. Review of current practice and existing research 2. Data collection from in-service bridges to verify service life of rail expansion joint and rider comfort over joint 3. Life cycle cost analysis 4. Numerical modeling - three dimensional models would be created using commercial industry software based on actual bridges and the effects on bridge design with and without rail expansion joints. The number and location of expansion joints will also be varied to develop recommendations. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $290,000 This is based on the following approximate costs: Data collection (using an academic team and/or commercial team): Numerical modeling (1 senior researcher @ $200/hr x 4 hrs/week x 24 weeks, 1 senior engineer @ $160/hr x 10 hrs/week x 24 weeks, 1 research assistant @ $115/hr x 40 hrs/ week x 24 weeks) $ 100,000 $ 168,000 117 24-D-06 Draft report (1 senior researcher @ $200/hr x 4 hrs/week x 2 weeks, 1 senior engineer @ $160/hr x 10 hrs/week x 2 weeks, 1 research assistant @ $115/hr x 20 hrs/ week x 2 weeks) Independent review (3 senior researchers @ $1,400 ea) Update and finalize report Miscellaneous costs $ 9,400 $ 4,200 $ 3,000 $ 5,400 Research Period: 24 months VI. URGENCY AND PAYOFF POTENTIAL Following the adoption of the infrastructure law, the US anticipates significant growth in transit systems in the next few years. Most of these systems will be in congested urban areas and require long viaducts to carry the new transit system over existing infrastructure such as freeways and rail corridors and such long structures typically include curves to accommodate topography. Such structures develop large forces due to interaction between the rail and supporting bridge structure. This greatly complicates the design and construction of these structures. One method of reducing these forces and improving the design of the bridges is through the use of railexpansion joints. However, these joints have not been extensively used as yet and there are many unknowns regarding their performance, effect on rider comfort, longevity of the system and impact on the life-cycle cost of the overall transit system. A study is needed to examine the various factors that affect performance and cost and determine if their use is beneficial and when they should be used. There is high potential for cost saving, both in design/analysis and construction. Reducing the RSI effects on long bridges will lead to significant savings, amounting to millions of dollars for transit agencies across the country. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This research is in line with the FTA aim to make transportation safe, affordable, reliable, accessible, and efficient public by reducing or eliminating uncertainty in loads. This is also consistent with TCRP's Strategic Priority to continuously improve public transportation. VIII. RELATED RESEARCH None known. IX. PERSON(S) DEVELOPING THE PROBLEM John A. Lobo, P.E., Senior Bridge Engineer at HDR, 1670 Broadway, Denver CO, (303) 318-6304, John.Lobo@hdrinc.com X. PROCESS USED TO DEVELOP PROBLEM STATEMENT Developed by an individual, based of experience in the transit structures industry. 118 24-D-06 XI. DATE AND SUBMITTED BY May 30, 2023 John A. Lobo, P.E., Senior Bridge Engineer at HDR 119 May 22, 2023 RE: Determination of optimum use of rail expansion joints to control Rail Structure Interaction (RSI) Forces on long viaducts with Continuous Welded Rail (CWR). Dear Transit Cooperative Research Program Panel, As the Committee Chair for AKB 30, Standing Committee on Concrete Bridges, I would like to express my support for the funding of “Determination of optimum use of rail expansion joints to control Rail Structure Interaction (RSI) Forces on long viaducts with Continuous Welded Rail (CWR) ,” Submitted by John Lobo and AR060, Standing Committee on Rail Transit Infrastructure design and Maintenance. The loading developed from a Rail Structure Interaction (RSI) can pose many challenges on bridge structures from additional loading. The forces due to RSI effects on long, continuous and curved bridges can control the bridge design. RSI also effects the long-term behaviors on creep and shrinkage in posttensioned concrete structures. One valuable tool that could relive some of the additional loads are rail expansion joints. As more investments in transit structures are made, I expect many new commuter and light rail structures to utilize concrete elements to support elevated crossings. The design engineers and owners will need guidance on what track and bridge geometries it is appropriate to use rail expansion joints on to relive some of the loads resulting from RSI effects. While expansion joints help relive RSI loading effects, they do come at a cost. This research will help provide a better understanding of the long term cost beyond the initial investment. Regards, Andrew Wagner, Chair, AKB30, Standing Committee on Concrete Bridges 120 24-D-07 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Develop a rational approach to estimating the track modulus of ballasted track under different tie arrangements II. RESEARCH PROBLEM STATEMENT Track modulus is one of the most fundamental parameters affecting the design of track and is defined as the load required to create a unit vertical deflection in the rail. It is the support condition of the rail system and for ballasted track, is dependent on the spacing and material of ties, thickness of ballast and condition of the ballast. The track modulus is critical in the design of the track system but the tools for estimating the modulus are woefully inadequate. An erroneous track modulus value can lead to failure the track, and potentially catastrophic conditions for train operations. TCRP Report 155 contains modulus recommendations for just four cases, and the maximum and minimum values within each range vary by as much 80%. There is very little guidance on selecting suitable values from within this range and effects of deteriorating ballast are not adequately addressed. This topic is a key item in track design and we need to develop a more suitable guidance to improve the reliability of track design. III. OBJECTIVE Research would focus on determining methods for estimating track modulus in : 1. Conditions under which RSI analysis is needed, including need in ballasted track structures 2. Applicability of simplified TCRP equations and evaluation of limitations 3. Parameters to be included, including use of gross or cracked concrete section properties, inclusion or exclusion of rail lay temperatures, need for rail break analysis, etc. 4. Acceptance criteria for rail stresses and/or rail gap 5. Use of analysis results in structural design of bridge, including applicable load combinations. IV. RESEARCH PROPOSED The research would take place in three phases, viz 1. 2. 3. V. Review of current practice in the US, Canada, Europe and elsewhere and existing research Numerical modeling of a suitable number of parametric models to determine importance of different factors Development of recommendations on analysis guidelines, acceptance criteria for analysis results and design use ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $315,000 This is based on the following approximate costs: Data collection (using an academic team and/or commercial team): Numerical modeling Draft report Independent review $ 101,000 $ 168,000 $ 12,000 $ 16,000 121 24-D-07 Update and finalize report Miscellaneous costs $ 9,600 $ 8,400 Research Period: 24 months VI. URGENCY AND PAYOFF POTENTIAL A huge expansion in transit systems in the US is anticipated in the next few years and most of this track will be at-grade. This is especially true of street-car systems which are increasing in popularity. The satisfactory function of these systems is dependent on the design of the track foundation. However, the methods that underpin this design is over a century old and has not been adequately updated to reflect current track systems and train loads. Poor design of the track foundation results in huge maintenance and repair costs, discomfort to passengers on account of track bumpiness and in the worst scenario, has led to derailment and significant damage to the system. An updated design methodology, founded on thorough research and rational approach, is urgently needed. There is high potential for cost saving, both in design/analysis and long term maintenance, through more rational methods. It will also lead to better ride quality, which will only improve passenger experience overall. Above all, it will reduce the risk of catastrophic failure of the track and protect life. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This research is in line with the FTA aim to make transportation safe, affordable, reliable, accessible, and efficient public by reducing or eliminating uncertainty in loads. This is also consistent with TCRP's Strategic Priority to continuously improve public transportation. VIII. RELATED RESEARCH None known. IX. PERSON(S) DEVELOPING THE PROBLEM John A. Lobo, P.E., Senior Bridge Engineer at HDR, 1670 Broadway, Denver CO, (303) 318-6304, John.Lobo@hdrinc.com X. PROCESS USED TO DEVELOP PROBLEM STATEMENT Developed by a team, based on practical experience in the rail transit industry. XI. DATE AND SUBMITTED BY May 30, 2023 John A. Lobo, P.E., Senior Bridge Engineer at HDR, 122 24-E-01 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Study of Battery Degradation in Transit BEB Fleet and Impact on Planning II. RESEARCH PROBLEM STATEMENT The Battery degradation on BEBs during operation isn’t well understood and, therefore, not considered by Transit Agencies during the BEBs Transition planning. The battery degradation varies depending on several factors, such as the battery charging cycles and maintained levels of SOC (State Of Charge) at both low and high ends …This proposed project studies the battery degradation effect on Transit BEBs and elaborates a comprehensive plan or guidance to address the problem during the BEB fleet implementation planning and operation. While several US public transits are massively deploying BEB fleets with goals to transition their entire fleet to ZEB fleet, there’s relatively no guidance or little understanding of the impact of battery degradation on the overall operation. The battery degradation will significantly impact the operation range of the BEB with all the related scheduling challenges due to restricted ranges, such as additional drivers needed and more buses to perform the same service miles. Regardless of the advantages of the large-scale adoption of BEBs, they are still hampered by some technical constraints. BEBs typically involve much higher initial investment than conventional diesel buses, where the embedded battery packs constitute a significant cost component. Even though the price of battery packs has been rapidly decreasing, a substantial portion of the bus cost can still be attributed to the battery. Moreover, battery capacity declines during charge and discharge cycling, and the battery performance degrades as a consequence. III. OBJECTIVE Transit BEBs operators need to understand from a cost perspective how to incorporate battery health considerations into the scheduling schemes of BEBs. In addition, compared with conventional diesel buses, BEBs are still suffering from range anxiety problems, and the limited travel range can further decline during operation due to battery capacity weakening. Hence, BEBs usually cannot finish a whole day’s operation without recharging. The need to recharge the buses while maintaining the existing service schedule with well-considered battery management makes emerging BEB service more challenging and creates additional managerial problems for transit operators, including the cost of additional vehicles and personnel needs. IV. RESEARCH PROPOSED The research would take place in three phases, viz 1. Review of current practice and existing research 2. Data collection from in-service transit bridges 3. Numerical modeling - three dimensional models would be created using commercial industry software based on as-built drawings and field measurements. The models will be calibrated using data collected previously and can then be expanded to cover temperature ranges outside of available measurement. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: Research Period: 12 months 123 24-E-01 VI. PERSON(S) DEVELOPING THE PROBLEM Thierno Balde Title: Director Of Vehicles Maintenance Indygo VII. PROCESS USED TO DEVELOP PROBLEM STATEMENT Personal thoughts and from discussion with IndyGo’s Senior Director of Facility and Maintenance VIII. DATE AND SUBMITTED BY July 5, 2023 Submitted by: Thierno Balde 124 24-F-01 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE CDL Requirements for Local and Regional Transit Drivers Needs Study II. RESEARCH PROBLEM STATEMENT As noted on the FMCSA website, “FMCSA’s Entry Level Driver Training (ELDT) regulations set the baseline for training requirements for entry-level drivers.” These regulations govern how states issue CDLs. However, current Federal Motor Carrier Safety Administration (FMCSA) requirements to obtain a Commercial Driver’s License (CDL) are focused on trucking. The needs of transit vehicle drivers were not a primary consideration in the development of these regulations, which focus on vehicle size, loaded weight, and seating capacity. In addition, the major differences between work assignments and mechanicals are ignored. Local and regional transit work assignments, unlike trucking, involve a collection of much shorter one-way trips with built-in break times between. While some transit vehicles are heavy-duty and diesel-powered – rated for a minimum 12-year life similar to trucks – many are smaller gasoline or propane-powered. Vetting a job candidate for long-haul trips and training that require a person to pass a CDL test on a vehicle they will never drive, and grouping those drivers into a queue that includes all long-haul trucking candidates, has several consequences. These include: • • • • A lengthy lead time to vet applicants before accepting them as training candidates and the expense of paying them during the training period while waiting for the police and driving records. Many desirable candidates find other work during that interval, which can be six weeks. The loss of applicants (and existing drivers) who fail CDL physical examinations designed for long-haul trucking, have serious difficulty procuring an examination in the first place, or leave positions due to frustration with the frequency of examination appointments. A focus on mechanical abilities that many transit drivers are forbidden to use. Transit systems have maintenance technicians who can come to the vehicle or meet the vehicle at the end of the route or at a transit hub. An excessive focus on the vehicle, in what is a primarily customer service career. Transit drivers are not loading and unloading the vehicle, seldom service the vehicle, and will never have to back a tractor-trailer to a loading dock. The transit industry needs an honest assessment of issues, impediments, needless expenditures, and other challenges with the current CDL acquisition process and suggestions for improvements with return on investment (ROI), including for Safety. While automated driving technologies have been promoted as a potential response to the public transportation labor shortage, the safety of these concepts especially in mixed traffic is still unproven. Trained and licensed drivers are necessary to safely negotiate mixed traffic at a reasonable speed, deal with unforeseen obstacles, assist riders with disabilities, respond to inquiries, and maintain order on board. III. OBJECTIVE This study is intended to produce an unbiased assessment of issues, impediments, needless expenditures, and other challenges with the current CDL requirements as well as suggestions for improvements. Those suggestions would estimate the Return on Investment for the transit industry and for Safety. Some current CDL requirements are not appropriate to transit drivers, while transit may have other needs that should be included. 125 24-F-01 Can the vetting process before training commences be shortened and become more inclusive? What aspects of candidate backgrounds need to be reviewed for this combined customer service and driving position? How can citizens returning from incarceration become candidates? How can veterans be recruited when they leave the service? Should recruits receive paid classroom training while the motor vehicle and criminal record checks are in process? Overall, how can this process become more efficient while still safe? Other issues to be examined include 2) Should competencies be built into CDL training to ensure operators are proficient driving zero-emission buses/battery electric or hydrogen-powered buses (e.g., pretrip inspection). 3) Since transit assignments involve a collection of short trips with built-in breaks, what are the minimum health requirements for a transit driver? Do these real requirements for safety match current DOT physical examination components and requirements for frequency of assessment? 4. How can access to physical examinations be expanded, particularly in rural areas? 5) As driving a transit vehicle is primarily a customer service position, many riders have disabilities, and some customers display an unproductive attitude - Are the minimum training requirements for a passenger endorsement adequate? Which customer service training topics should be covered? 6) How can the minimum English proficiency of a transit driver be assessed? Many candidates with lower English proficiency have the driving skills and customer service ethic to be good candidates. 7) What types of organizations, including workforce intermediaries and transit agencies themselves, are engaged in CDL training, and to what extent does training serve as a mechanism to advance equitable career pathways and DEIA goals within public transit? 8) Are additional grant funds needed to expand state CDL administrative capacity? IV. RESEARCH PROPOSED Task 1: Meet with panel and develop project schedule. Task 2: Conduct literature review and scan of existing projects, pilots, and best practices including those identified by the Federal Transit Administration’s Transit Advisory Committee for Safety (TRACS). Task 3: Conduct a first-round survey of a cross-section of organizations employing drivers including human service transportation providers, rural coordinated mobility providers, microtransit operators, suburban and urban transit systems utilizing a variety of vehicle sizes and powertrains, and state CDL administrators. Task 4: Conduct follow-up surveys/interviews with selected agencies with best practices for case examples. Task 5: Prepare an interim summary of urgency, unmet needs, inappropriate CDL requirements for transit, needed new transit CDL requirements, and other expansions or modifications of the CDL-approval process. Task 6: Produce a template for a bus driver job task analysis, customizable for each shared ride mode, assessing the Listening, Speaking, Reading, and Writing requirements necessary to understand the job and typical interactions and ask clarifying questions. This template must be beta-tested to avoid implicit biases against any demographic group. APTA's existing recommended practice document for operator training could provide a basis for the template. Task 7: Develop recommendations for revisions in regulations including possible legislative remedies. These should include guidance as to what types of previous offenses noted on driving records or police 126 24-F-01 reports, including minimum time elapsed since the last offense, should be accommodated in a job application. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $200,000 Research Period: 12 months VI. URGENCY AND PAYOFF POTENTIAL Two years remain under the current transportation authorization legislation. A one-year study would quantify the need for separate transit CDL requirements and suggest those new requirements that subsequently could be adapted to legislative language if necessary. Transit systems for the most part do not have sufficient staff to cover work assignments as well as the necessary extra-board for those on leave for vacations, illness, and emergencies. Of 190 agencies responding to APTA’s recent workforce shortage survey 1, 96% reported facing a workforce shortage. The median age of a transit driver is 54 – a large number are or will soon be qualified to retire. Applicants are being lost to other job opportunities due to the length of the CDL vetting process – sometimes 6 weeks for on-boarding for training before they can be paid-- and the difficulty of securing and passing a physical examination. The limitations placed by current CDL requirements result in a smaller potential labor pool that consequently commands wages higher than current transit budgets can accommodate. Some smaller systems are buying less durable non-CDL vehicles and dividing the workforce into two pay classes to fill more positions. This reduces the flexibility of the operation in covering work assignments. A higher CDL driver workforce would avoid operational constraints and enable more 40-hour work-week assignments. The payoff potential is quick: several transit systems have eliminated routes or curtailed schedules due to the labor shortage. The transit industry needs an honest assessment of issues, impediments, needless expenditures, and other challenges with the current CDL acquisition process and suggestions for improvements with return on investment (ROI), including for Safety. Can training/licensing be improved and streamlined? VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES TCRP strategic goals 1. Place the Public Transportation Customer First - This entails that every transit vehicle has a wellprepared, safe driver. 2. Enable Transit to Operate in a Technologically Advanced Society– Training bus operators to competency on all power trains - whether diesel, gasoline, compressed natural gas, propane, electric battery, or hydrogen – is important. Driving techniques for electric vehicles differ from diesel – greater emphasis on being light on the pedals. 1 How Transit Agencies View the Workforce Shortage, Metro Magazine, June 9, 2023, magazine.com/10200307/apta-reveals-how-agencies-view-workforceshortage?omid=1004655078&cid=63449df5dd511e2f2001fef3 Louis Prejean, https://www.metro- 127 24-F-01 3. 4. 5. Continuously Improve Public Transportation – Competently operated services require sufficient staffing, all of whom are adequately vetted and trained to a standard. Flourish in the Multimodal Environment – The spine of a multimodal transit system is a set of fixed routes (and paratransit service) connecting a variety of higher intensity land uses every 15 minutes or better all day every day. Lower intensity land uses are connected with this spine at transit hubs by 30-minute fixed routes, office/industrial park shuttles, and demand response including microtransit. All these modes require staff. Revitalize Transit Organizations Meeting the challenge of an aging and shrinking workforce is today’s chief challenge facing mobility providers, including transit systems. This project will address several of the major challenges in hiring. FTA strategic goals: FTA’s research vision is to advance public transportation by accelerating innovation that improves mobility, enhances transit operations, and ensures safety for all. This project is responsive to these needs in several ways: • SAFETY: CDL requirements aligned with transit industry job duties will attract staff without sacrificing safety. Safety includes job skills in managing customer expectations as well as driving a vehicle. • INFRASTRUCTURE: Transit CDL requirements should be tailored to the equipment used and normal transit operational expectations. • EQUITY: Transit CDL requirements should open positions to all who can perform well, including those who need CDL instruction, those with sufficient English proficiency, and returning citizens. Developing CDL requirements tailored to transit needs will actuate work opportunities and enable those from disparate backgrounds to access those opportunities. • CLIMATE AND SUSTAINABILITY: The current Truck/Bus CDL requirements are not financially or organizationally sustainable. Transit is not currently able to attract and retain enough job applicants. In addition, this project will also examine whether additional training is needed to ensure competency operating zero-emission buses to speed the fleet transition nationally. • TRANFORMATION: This purpose-driven research is intended to meet the challenges of the transit labor force. • ORGANIZATIONAL EXCELLENCE: No organization can achieve excellence without a workforce of sufficient size and skills. VIII. RELATED RESEARCH • • • Federal Motor Carrier Safety Administration Commercial Driver's License Program, https://www.fmcsa.dot.gov/registration/commercial-drivers-license Federal Transit Administration, National Public Transportation Safety Plan, Notice of Availability and Request for Comments, Federal Register Volume 88 #104, Wednesday May 31, 2023, FTA-2023-0010 https://r20.rs6.net/tn.jsp?f=001k1g016S4WyPeUmO6FFA9NHkYkeOJcwbF0x7C-dRj5TYcT9pJ_JTvMBqH2zNeVyLhXwp72d530L4ZCCLa6Kva8qDnjoIDnTBZe7XRqLUvGS-CzHpwO0NntoyooOhrdgC4kSD3ebV32q8lUhsqYy6XpDlOcq6FuhbFLSDqspSU96WvwvekClItaQ1IL3Ik6 Zw5889Q0DGY=&c=QtvJWnRW-TpE0BAqIHxUc2Ur6c7m3T5rkgmt3s_PgKi3LiRKHHvQw==&ch=hRFAC5QlVh0lWA41LxPKYi68OOUM htrl0nGlunQWZbQdTYtZjgGv7g== USDOT FMCSA MINIMUM TRAINING REQUIREMENTS FOR Entry-Level Commercial Motor Vehicle Operators, effective February 2022. https://tpr.fmcsa.dot.gov/DeveloperToolkit, https://www.fmcsa.dot.gov/registration/commercial-drivers-license/entry-level-driver-training- 128 24-F-01 • • • • • • • • • • • • IX. eldt and corrected in https://www.fmcsa.dot.gov/regulations/federal-register-documents/202205709 TCRP Transit Cooperative Research Program LEGAL RESEARCH DIGEST, December 2001— Number 18, Federal and State Licensing and Other Safety Requirements for Commercial Motor Vehicle Operators and Equipment, https://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_lrd_18.pdf Transit Workforce Data Dashboard, The Transit Workforce Center, https://www.transitworkforce.org/data-dashboard/ National Public Transportation Safety Plan, https://www.regulations.gov/document/FTA-20230010-0001 Draft National Public Transportation Safety Plan 2023, https://downloads.regulations.gov/FTA2023-0010-0002/attachment_1.pdf APTA Bus Transit Systems Standards Program, https://www.apta.com/research-technicalresources/standards/bus-transit-systems-standards-program/ Fatigue Management Program Requirements, APTA RT-OP-S-023-17, TRACS Report 14-02: Establishing a Fatigue Management Program for the Bus and Rail Transit Industry, TCRP Synthesis 126: Successful Practices and Training Initiatives to Reduce Accidents and Incidents at Transit Agencies TCRP Synthesis 145: Current Practices in the Use of Onboard Technologies to Avoid Transit Bus Incidents and Accidents (St. Louis) Metro to reduce service on 30 bus routes, citing continued driver shortages, https://www.stltoday.com/business/local/metro-to-reduce-service-on-30-bus-routes-citingcontinued-driver-shortages/article_1c3d49ee-0547-11ee-9464-f3a8786bfcf3.html How Transit Agencies View the Workforce Shortage, Metro Magazine, June 9, 2023, Louis Prejean, https://www.metro-magazine.com/10200307/apta-reveals-how-agencies-viewworkforce-shortage?omid=1004655078&cid=63449df5dd511e2f2001fef3 Metro to Host Job Fair Hoping to Fill 300 Openings – NBC Los Angeles, https://www.nbclosangeles.com/news/local/metro-to-hold-job-fair-saturday-to-fill-300openings/2776179/ PERSON(S) DEVELOPING THE PROBLEM This problem statement was developed by: • • • • • • Scott Bogren, Executive Director of the Community Transportation Association of America (initiated the idea and provided key input), 1341 G St. NW, S-250, Washington DC 20005, bogren@ctaa.org, 202-247-1921 Steve Yaffe, Proprietor of Yaffe Mobility Consulting and friend of the Transportation Research Board Truck and Bus Safety Committee ACS60, 1638 Emerywood Dr., Charlotte NC 28210, yaffe@ymobility.info, 803-398-9100 Jack Clark, Executive Director, the International Transportation Learning Center, 8403 Colesville Rd, S-825, Silver Spring MD 20910, jclark@transportcenter.org, 301-565-4716 Douglas Nevins, Researcher, the International Transportation Learning Center, dnevins@transportcenter.org, 8403 Colesville Rd, S-825, Silver Spring MD 20910, 240-4100428 Shayna Gleason, Research Associate, the International Transportation Learning Center, 8403 Colesville Rd, S-825, Silver Spring MD 20910, sgleason@transportcenter.org, 240-853-0132 Beverly Edwards, transit executive, 321 Buckingham Dr., Venetia PA 16367, beverlyedwards1882@gmail.com, 412-552-8082 129 24-F-01 X. PROCESS USED TO DEVELOP PROBLEM STATEMENT This problem statement was developed in discussions with staff at the International Transportation Learning Center, experienced transit leaders, and endorsed by Mark Foster, transit executive (mfoster4196@gmail.com, 602-463-4196), and by the following TRB standing committees: • ACS60 – Standing Committee on Truck and Bus Safety • AP080 - Standing Committee on Transit Safety and Security • AP050 - Standing Committee on Bus Transit Systems XI. DATE AND SUBMITTED BY June 30, 2023 Submitted by Steve Yaffe, Proprietor of Yaffe Mobility Consulting and friend of the Transportation Research Board Truck and Bus Safety Committee ACS60, 1638 Emerywood Dr., Charlotte NC 28210, yaffe@ymobility.info, 803-398-9100 130 24-F-02 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Culture Reform: Psychological Health and Safety at the Workplace-The Missing Elements of Successful Workforce Retention and Recruitment in Transit. II. RESEARCH PROBLEM STATEMENT In March of 2023, APTA released a report addressing the workforce shortage. That study noted that 32% of former transit workers quit due to problems with management. These were detailed as transparency in decision-making, support during incidents, and general communication. Former transit workers ranked 'listening to concerns' as the agencies' number one action to encourage workers to stay. The report’s recommendations include building agency culture and morale improvement. Further, the report’s toolkit emphasizes creating safe spaces for employees from marginalized groups and general employee engagement, recognition, and acknowledgment. Among the research gaps identified are "What have agencies tried to improve workforce morale, and what has been the most effective?" The transit industry can benefit greatly from focusing on psychological health and safety in the workplace and other questions concerning organizational culture. Recent literature posits that psychological safety, mindfulness, and attention to dignity at work present concepts, pathways, and tools to improve retention and recruitment strategies as well as overall organizational culture. Research shows that attention to these subjects can increase productivity, innovation, employee satisfaction, and long-term retention. The additional benefits to agencies can be measured by reducing accidents, injuries, incidents, absenteeism, healthcare costs, and litigation. The nontechnical skills, often referred to as soft skills, are, in reality, critical skills that have an enduring effect on culture. Training in these skill sets can cure a multitude of negative interactions responsible for overly negative and toxic work cultures. At least three of the hot topics of the transit industry, DEI, safety, and retention, can be successfully addressed using these tools and skill development organization wide. For example, all three can be addressed, in part, by enhancing communications skills up and down an organization’s hierarchy and peer-to-peer. To a large extent, these skills have only recently been explored in transit research. The transit industry has recognized and acted upon workforce recruitment and retention issues for decades. However, little attention has been focused on identifying and reforming components of organizational culture that strongly influence recruitment and retention. As noted above, the current workplace research and literature have focused on various new concepts designed to address retention and employee wellbeing, safety, mental health, productivity, and creativity. The transit industry would benefit from research examining how this industry and others have begun implementing psychological health and safety, mindfulness-based practices, and similar initiatives. III. OBJECTIVE The primary objective of this research is to identify and evaluate innovative methods and approaches for strengthening organizational culture. Culture reform aims to improve transit agencies' retention, recruitment, and organizational culture. This may include items that might not be labeled as features of organizational culture but nevertheless contribute to the culture, as broadly defined, ‘the way things are done’ in the organization, including mindfulness-based techniques and strategies that would improve listening, team and leadership communications, mindful organizing and other approaches that help establish a sense of psychological safety in the workplace. The research should also identify, define and quantify the relationship between the transit industry's safety culture and organizational culture. 131 24-F-02 IV. RESEARCH PROPOSED The research should start with a literature review summarizing how psychological safety, mindfulness, and emotional well-being in the workplace can be cultivated to improve retention and recruitment in the transit industry. This research will document the status of existing culture change efforts in transit agencies, including the reasoning behind those initiatives and the methods and approaches being taken. For example, some agencies have consolidated all Human Resource functions in a single office, Chief People Office, which reports to the CEO and monitors and seeks to improve the organizational culture. Other agencies have hired consultants to address culture change. (See VTA RFP). Still, other agencies have expanded programs that focus on employee recognition. This research should also identify the efforts of transit agencies and other industry organizations such as APTA, FTA, USDOT, and TRB to improve the organizational culture in their organization. The researchers should focus on, but not be limited to, training programs, other initiatives, and policies and procedures. The researchers should also report on the outcomes of the above-implemented interventions, where available. They should document the process that each of these agencies or organizations undertook to implement in rebuilding organizational and safety culture. This research should also cite the catalysts for this change and document the events that led the leadership or board to seek these organizational changes. This could include possible board discussions, lawsuits, or other external pressures. The research should also identify any restructurings in these organizations that enabled success in culture change. The research should also document successful practices in other industries which have addressed organizational culture change. Some organizations, for example, have a chief morale officer to address morale issues. For example, many hospitals and universities have instituted an Ombuds office to provide confidential advice to those employees in conflict at work. Also, the Federal Government has created mediation programs called REDRESS in several agencies, including the United States Postal Service, to address and hopefully resolve conflict. Particular attention should be paid to how organizations design and implement soft skills or non-technical skills training to address the issues above, such as psychological safety and mindfulness. Identifying any success stories in safety culture that can be ported over to the organizational culture would be suitable for case studies. They should identify best practices from other transportation-related industries, such as aviation and rail, but also in high-reliability organizations. The research should include a toolkit or guidance tools. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $350,000 Research Period: 24 months 132 24-F-02 VI. URGENCY AND PAYOFF POTENTIAL Transit agencies have long grappled with recruitment and retention problems. This problem has only been exacerbated by the COVID-19 pandemic. Operator shortages have caused service cuts in many agencies in the US and Canada. Employee shortages, however, have not been limited to operating titles but have affected many departments. Much of the literature to date has not touched on culture change as the missing element in the search for better retention and recruitment tools. Culture change can also have a profound effect on diversity, equity, and inclusion goals while at the same time improving employee and passenger safety. Improvements in workplace culture would also allow for improvements in customer service. Providing a psychologically safe workplace can result in savings beyond recruitment and retention to employee attendance, healthcare costs, lawsuits, and other budgetary relief to the transit industry. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This research will support the following U.S. DOT strategic goals: Safety: enhancing psychological safety on the job is a prerequisite for the physical safety of the employees and the riding public. Equity: a non-toxic organizational culture in transit agencies is fundamental to a thriving workforce. Recognizing the dignity of all is this step toward the goal of equity. Without equity among the workforce, there can be no equity for the communities that transit services. Climate and sustainability: Should the employee shortages of the last several years continue, there can be no viable public transportation system, and without a public transport system, the climate goals cannot be reached. Organizational excellence: The proposed research is directly aligned with organizational excellence. Without a competitive organizational culture, the DOT’s mission of inclusive and innovative culture cannot be achieved. This research is also aligned with the TCRP 's following strategic priorities. Priority 1) Place the Public Transportation Customer First. As noted above, a constantly improving organizational culture will result in better customer service. 3) Continuously Improve Public Transportation. Continuous organizational culture improvement will result in continuous improvement in public transportation. 5) Revitalize Transit Organizations. The heart of any organization is its culture. Revitalizing the culture of the transit agencies is a must for this priority. VIII. RELATED RESEARCH “Transit Workforce Shortage.” American Public Transportation Association, March 2023. https://www.apta.com/research-technical-resources/research-reports/transit-workforce-shortage/. TCRP Report 77: Managing Transit’s Workforce in the New Millenium TCRP Report 240: Bus Operator Workforce Management: Practitioner’s Guide 133 24-F-02 Watt, Ed. How Neutral Third-Party Intervention Can Improve Retention in the Transit Industry, March 12, 2023. https://transweb.sjsu.edu/research/2252-Retention-Transit-Industry Watt, Ed. “Fixing Toxic Workplaces.” Perspectives on Work, Labor Employment Relations Association September 2023. Cornell University Press. (Forthcoming) Organizational Culture and Climate Transformation - VTA Accessed June 30, 2023. https://www.vta.org/sites/default/files/202112/RFP%20S21342%20Organizational%20Change%20%26%20Climate%20Transformation.pdf The culture effect: Why a positive workplace culture is the new currency. Accessed June 29, 2023. https://www.shrm.org/hr-today/trends-and-forecasting/research-andsurveys/documents/2021%20culture%20refresh%20report.pdf. DeCasperis, Ilyssa. “Council Post: What HR Needs to Understand about Employees’ ‘invisible Backpacks’ and How Past Experiences Shape Outlook.” Forbes, May 10, 2023. https://www.forbes.com/sites/forbeshumanresourcescouncil/2023/05/09/what-hr-needs-to-understandabout-employees-invisible-backpacks-and-how-past-experiences-shapeoutlook/?utm_content=248183855&utm_medium=social&utm_source=linkedin&hss_chan nel=lcp-18007999&sh=6e13ffcb49c3. Edmondson, Amy C. The Fearless Organization: Creating Psychological Safety in the Workplace for Learning, Innovation, and Growth. Hoboken (N.J.): John Wiley & Sons, 2019. ISO 45003: Psychological Health and Safety at Work (2022) • The first global standard on managing psychological health and safety in the workplace. • Simple actions to manage psychological health and safety and improve employee well-being Martin, Megan. “Fostering Psychological Safety in the Workplace,” May 28, 2021. https://www.forbes.com/sites/forbescoachescouncil/2021/05/28/fostering-psychological-safety-in-theworkplace/?sh=29a350804773 Hicks, Donna, and Desmond Tutu. Dignity: Its essential role in resolving conflict. New Haven: Yale University Press, 2021. Hodson, Randy. Dignity at Work. East Sussex: Cambridge University Press, 2001 Gibson, C.B., Thomason, B., Margolis, J., Groves, K., Gibson, S., & Franczak, J. (2023) Dignity inherent and earned: The experience of dignity at work. Academy of Management Annals, 17(1): 218-267. https://doi.org/10.5465/annals.2021.0059 Hicks, Donna. Leading with dignity how to create a culture that brings out the best in people. New Haven: Yale University Press, 2018 “Our People and Culture: Southwest Airlines.” and Culture | Southwest Airlines. Accessed May 1, 2023. https://www.southwest.com/citizenship/people/#:~:text=Employees%20are%20treated%20with%20the,ex ternally%20with%20every%20Southwest%20Customer. Valcour, Monique. “The Power of Dignity in the Workplace.” Harvard Business Review, November 2, 2014. https://hbr.org/2014/04/the-power-of-dignity-in-the-workplace. 134 24-F-02 “Why U.S. Frontline Workers Are Quitting.” Harvard Business Review, March 14, 2022. https://hbr.org/2022/03/why-u-s-frontline-workers-are-quitting. Donald Sull, Charles Sull. “Toxic Culture Is Driving the Great Resignation.” MIT Sloan Management Review, January 11, 2022. https://sloanreview.mit.edu/article/toxic-culture-is-driving-the-greatresignation/. Reb, Jochen, and Atkins Paul W B. Mindfulness in organizations: Foundations, research, and applications. Cambridge: Cambridge University Press, 2017. Practical Uses of Mindfulness during Organizational Change, University of Pennsylvania, Ann-Marie A.Behringer, Masters Theses. IX. PERSON(S) DEVELOPING THE PROBLEM Ed Watt Principal, WattADR 140Beach 126th Street Rockaway Park, NY 11694 Edwa3@aol.com X. PROCESS USED TO DEVELOP PROBLEM STATEMENT The problem statement was written by an individual, with consultation with: Michael Coplen President and Founder TrueSafety Evaluation, LLC (703) 705-1046 mcoplen@truesafetyeval.com https://truesafetyeval.com/ XI. DATE AND SUBMITTED BY June 30, 2023 Ed Watt Principal, WattADR 140Beach 126th Street Rockaway Park, NY 11694 Edwa3@aol.com 135 24-F-03 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Enriching Transit’s Workforce: Recruiting and Retaining Individuals with Disabilities II. RESEARCH PROBLEM STATEMENT The Transportation Research Board and the transportation industry have long recognized the need to attract, develop, and retain a diverse group of workers to fill the varied positions that enrich our industry. 1 Especially now, as ridership rates increase and transit agencies struggle to fill open positions, innovative strategies are needed to ensure the recruitment and retention of a diverse transit workforce. This approach, recognizing the critical contributions made by individuals from diverse backgrounds, is also reflected in the Federal Government’s Justice40 initiative. Often overlooked in efforts to recruit a diverse transit workforce is the pool of potential employees who have disabilities. In 2021, the Bureau of Labor statistics reported that only 19.1 percent of persons with a disability were employed, while 63.7% of persons without a disability were employed. 2 Additionally, 29 percent of workers with a disability were employed part time, compared with 16 percent for those with no disability, reflecting the persistent challenge of underemployment of this population. Individuals with disabilities represent a viable recruitment pool for the transportation sector. However, a lack of knowledge about how to recruit and retain individuals with disabilities, along with administrative structures that can tend to “silo” disabled workers into units disconnected from workforce development opportunities, may be a challenge for transportation hiring managers. In fact, in a recent study conducted by the National Center for Mobility Management, an FTA funded national technical assistance center, researchers found little emphasis by university transportation programs on strategies to educate future transportation planners about disability topics. In addition, university professionals were not knowledgeable about strategies used by their department or university to recruit students with disabilities into transportation preparation programs. 3 Ron Brooks, Founder and CEO of Accessible Avenue, 30-year transit industry veteran and lifelong member of the disability community: “As the public transit industry begins to fully embrace a true commitment to authentic equity, it is critical that people with disabilities are part of that picture. As an industry, we already know that effectively serving a diverse community means leadership and personnel that is similarly diverse, so if we’re serving people with disabilities, we need people with disabilities to join us as leaders and employees. But we can’t even begin when we don’t know where we stand. It’s that old adage; ‘You can’t manage what you don’t measure. Truer words were never spoken.” Now is the time to expand our transit workforce pool. There is an alignment between the supply of potentially qualified yet overlooked transportation personnel across employment levels and the demand for skilled professionals in the tightest labor market in 40 years. Through a multi-stepped research process, this work will capture information about recruitment and retention strategies, aggregate findings into replicable models, develop and package learning to communicate to the field, and serve as the foundation for future research to facilitate a robust transit workforce that is benefited by the inclusion of individuals with disabilities. 1 Learner, A.D. (Sept-Oct 2019). Help wanted: people, organizations, jobs, and businesses for tomorrow’s transportation. Transportation Research Board: TR News. Retrieved from https://onlinepubs.trb.org/onlinepubs/trnews/trnews323.pdf. 2 Bureau of Labor Statistics. 2021. Persons with a Disability: Labor Force Characteristics – 2021. BLS News Release (USDL-220317). https://www.bls.gov/news.release/pdf/disabl.pdf 3 Shanley, J. 2022. Higher Education Practices to Prepare Future Transportation Professionals Regarding Disability, Accessibility, and Mobility Management. NCMM. https://nationalcenterformobilitymanagement.org/wpcontent/uploads/2022/06/MM-SAT-Information-Brief-Final-05-12-2022.pdf 136 24-F-03 III. OBJECTIVE This research seeks to: 1) Discover strategies and practices used across the transportation industry that focus on the recruitment and retention of individuals with disabilities. 2) Engage industry leaders with disabilities in developing recruitment and retention models, along with appropriately-aligned internal organizational structures, that facilitate the representation of individuals with disabilities across the transportation workforce. 3) Identify and suggest replicable capacity-building tools that can be used by the industry to advance and enrich their workforce with employees with disabilities. 4) Determine what types of additional data collection may help advance further research and action in the field. IV. RESEARCH PROPOSED The primary research approach would utilize mixed qualitative methods with the goal of compiling extensive data about current industry practices. This would include: • A review of the current literature in the area, using the NCMM report as a base. • Surveys, interviews, and focus groups with: o Transit industry professionals working on creating opportunities for people with disabilities. o National and community-based organizations focused on creating employment opportunities for people with disabilities. o Education and training programs for transit industry professionals with program components related to people with disabilities. o People with disabilities currently employed in transit. • Case studies of programs in transit and selected related industries that have focused on and had success reaching out to and hiring people with disabilities, including discussion of strategies and lessons learned. • Data analysis using labor market and skills data pulled from various public and proprietary sources, such as EMSI-Burning Glass. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $290,000 Research Period: 18 months 15 months for the initial work, including any fieldwork needed 3 months for final report writing, revision, and review VI. URGENCY AND PAYOFF POTENTIAL Based on previous qualitative research and conversations with stakeholders and contacts in the industry, there is currently a lack of hiring and attention to hiring of people with disabilities into public transit careers. This is despite convergent challenges and opportunities that might logically lead policymakers and agency leaders to invest in new hiring initiatives – namely, the current shortage and urgent need for transit workers, with hiring rates in public transit well below present and future industry needs, and high rates of unemployment among individuals with disabilities (10.1% vs. an overall rate of 5.1%). 4 4 Bureau of Labor Statistics. 2022. Persons with a Disability: Labor Force Characteristics Summary. [Economic News Release]. https://www.bls.gov/news.release/disabl.nr0.htm#:~:text=Unemployment%20The%20unemployment% 20rate%20for,for%20those%20without%20a%20disability 137 24-F-03 As referenced previously, a new brief from the Easterseals Partner on the National Center for Mobility Management, one of two FTA technical assistance (TA) centers involved in the drafting of this problem statement, identifies shortcomings in the integration of subject matter related to accessibility and ADA compliance into transportation planning curricula, and in the recruitment of people with disabilities into these programs. Operated by the International Transportation Learning Center, the Transit Workforce Center (TWC), the other FTA TA center involved in the drafting of this problem statement, has been working to compile more robust data about workforce demographics and future needs in the public transit sector. The sector is faced with a demographic challenge in the form of an aging workforce in which many individuals are nearing retirement. 5 As discussed in a recent TWC brief on the topic of bus operator recruitment, the median age of bus service and urban transit workers is 52.7. 6 Overall, the transit workforce is expected to grow; the Bureau of Labor Statistics projects an annual average of 24,600 bus operator job openings for 2020 to 2030. 7 In a March 2022 policy brief, APTA reports that more than nine in ten public transit agencies are having difficulty hiring new employees, with bus operations positions being the most difficult to fill. 8 In light of the Justice40 federal hiring initiative, it is crucial to emphasize diversity, equity, inclusion, and accessibility in devising effective recruitment and retention strategies for sustainable infrastructure sectors. Potential challenges in the implementation of recommendations produced through this research project may involve the administrative structure of a number of agencies, including the fact that staff with expertise relevant to inclusion efforts may not be situated in the part of the organization responsible for hiring. More broadly, the localized administrative structure of public transit management will require the provision of technical assistance and extensive dissemination of best practice information to ensure widespread adoption of strategies that expand recruitment of individuals with disabilities. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This research would support several DOT Strategic Goals, specifically, aiming to improve American infrastructure and pursue innovation in service and performance. The project is also aligned with the TCRP Strategic Priorities of Continuous Improvement and Revitalization of Transit Organizations. Transit is a critical part of American infrastructure, and investments in the frontline and administrative workforce are crucial to transit’s successful operation and expansion; transit cannot run and support communities in the absence of enough skilled workers to run it. Expanding the worker pool and pipeline by creating career pathways that affirmatively encourage and include people with disabilities will help improve and revitalize this critical part of our infrastructure, both generally and in a manner consistent with a fully operational commitment to diversity, equity, inclusion, and accessibility. In addition, this research will help address the potential challenges noted in Section VI, exploring and providing findings and recommendations regarding often “siloed” administrative structures that fail to integrate transit agency units focusing on riders with disabilities with agency units focused on recruitment, retention, and workforce development. Understanding and providing recommendations in this area will also help to support TCRP’s strategic goals cited above. 5 4 Jack Clark. Testimony before the House Transportation Infrastructure Subcommittee on Highways. March 13, 2019. https://transportation.house.gov/imo/media/doc/Testimony-%20Clark.pdf. Kreider, B., Wang, X., Nevins, D. 2022. “Bus Driver Recruitment and Retention in Challenging Times.” [Briefing Report]. Transit Workforce Center. https://www.transitworkforce.org/bus-operator-recruitment-and-retention/, 7 Bureau of Labor Statistics. Table 1.7: Occupational projections, 2020–30, and worker characteristics, 2020. https://www.bls.gov/emp/tables/occupational-projections-and-characteristics.htm. 8 Dickens, M. 2022. “Workforce Shortages Impacting Public Transportation Recovery.” APTA. https://www.apta.com/wpcontent/uploads/APTA-SURVEY-BRIEF-Workforce-Shortages-March-2022.pdf 6 138 24-F-03 A focus on a diverse workforce comprised of individuals with disabilities is a key objective for the FTAfunded National Center for Mobility Management in its 2022 workplan; studying the composition of the current transit workforce and identifying strategies to improve recruitment of the future transit workforce is a key mandate of the FTA-funded Transit Workforce Center. Further, the TRB Committee on Accessible Transportation and Mobility (AME50) is working on a special issue of Transportation Research Record (TRR) with a chapter focused on disability and employment in the transportation industry. This is an emerging and critical topic that warrants additional research. VIII. RELATED RESEARCH We propose this problem statement because much research is needed in this critical area. There is a significant body of research, policy work, and accessibility recommendations related to people with disabilities as transit riders, but very little focused on people with disabilities as transit workers, along with an understanding of inclusion and accessibility in the context of the workplace. The NCMM brief discussed earlier is one example of new research investigating the issue from a broader perspective. Research and data related to DEIA considerations in public transit is available on the TWC Resource Center, maintained by the ITLC/TWC, but, again, there are few resources related to people with disabilities as actual or prospective transit workers, because very little work has been done. IX. PERSON(S) DEVELOPING THE PROBLEM From the ITLC / TWC: Xinge Wang, Deputy Director. xwang@transportcenter.org https://www.transitworkforce.org/about-us/ From Easterseals / NCMM - Judy Shanley, Ph.D., NCMM Partner Director. jshanley@easterseals.com https://nationalcenterformobilitymanagement.org/about-us/who-we-are/ X. PROCESS USED TO DEVELOP PROBLEM STATEMENT This problem statement is a collaboration between Easterseals-National Center for Mobility Management and Transit Workforce Center. XI. DATE AND SUBMITTED BY Submitted June 17, 2022 by Xinge Wang, Deputy Director, International Transportation Learning Center/Transit Workforce Center, xwang@transportcenter.org 139 24-G-01 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Effect of Real-World Brake Activity on Emission Inventory II. RESEARCH PROBLEM STATEMENT On-road vehicles (e.g., cars, buses, trucks) emit inhalable particles, which may cause adverse health effects [1, 2], from two major sources: one is the exhaust system via the tailpipe, while the other is non-exhaust source such as brake wear, tire/road wear, clutch wear and road dust resuspension. The former has been extensively characterized and regulations have been taking effects on reducing those diesel and gasoline exhaust particulate emissions over the past decades (e.g., Truck and Bus 2010 [3]). Compared to tailpipe emissions, much less research has been conducted on non-exhaust emissions and no regulations have been applied to them, mainly due to the challenges in measurement and control. A latest study funded from California Air Resource Board (CARB) and conducted by the PI’s of this proposal found out that the contribution of non-tailpipe particulate emissions has already exceeded that of tailpipe particulate emissions in California highways in 2020 [4]. Similar conclusion was drawn from a study in Canada. A general consensus is non-tailpipe emissions have exceeded that of tailpipe emissions in developed world (EU, North America, and Japan). This is consistent with CARB’s internal calculation using the updated EMFAC factors [5], as shown in Figure 1. The on-going electrification of transportation systems and zero-emission vehicle campaigns are expected to lead to much more disproportionately higher fraction of non-tailpipe particulate emissions compared to the current and past. In addition, brake and tire wear particles are composed of various metals, rubber compounds, and organics which includes adhesives. The severity of their health effect has not been studied in detail yet, but a recent study indicated high correlation between antioxidant depletion and non-tailpipe emissions factors (especially non- tailpipe brake events) based on receptor modeling (see Figure 2). Figure 1. PM2.5 emissions predicted with EMFAC2017 (courtesy of CARB). To further investigate the brake and tire wear related impact, it is of importance to build up a comprehensive emissions inventory. However, most of the existing emission inventory is calculated from the speedcorrected emissions factors determined from the laboratory study using a brake dynamometer, which is a type of inertia dynamometer. This calculation has major uncertainties thus may not be reliable for the basis 140 24-G-01 of regulation or policy enactment, because realistic brake activities/maneuvers have not been properly accounted for. One of the key challenges lie in the absence of real-world brake activity measurements. Please note road wear, tire wear, and brake wear emissions occur during braking. On the other hand, tire and road wear emissions occur during acceleration events. Figure 2. Spearman correlation between antioxidant depletion and different emissions factors (courtesy of Dr. Greg Evans, Univ. of Toronto). III. OBJECTIVE To address the aforementioned issue, the research team proposes herein to measure real-world brake activities of a large volume of vehicles traversing major highway segments and/or signalized intersections by using advanced roadside sensing technologies, e.g., LIDAR (Light Detection And Ranging) and HD camera, and leveraging deep learning-based computer vision algorithms. This is an innovative approach which no one else has attempted yet. The method is non-intrusive, which can collect massive data and therefore is ideal to understand real-world brake activities for a large volume of vehicles. More specifically, LIDAR will detect, classify, and track individual vehicles passing the effective area (150 m in radius), and will extract respective high-resolution speed profiles (up to 10 Hz). Camera will be used to detect brake events with image processing techniques to determine on-and- off of the brake light and brake period of each occurrence for each individual vehicle. Information from both LiDARs and cameras will be fused to set up a comprehensive database of detailed traffic flow trajectories with brake activity (if any) flags. It is noted that the research team has already deployed roadside LiDAR(s) in a previous project collecting high-resolution traffic data at an intersection (i.e., University Ave. and Iowa Ave.) in Riverside, California, as illustrated in Figure 3. 141 24-G-01 Figure 3. A roadside LiDAR sensor installed at the Intersection of University Ave. and Iowa Ave. in Riverside, CA. (Source: [6]) IV. RESEARCH PROPOSED To achieve the above goal, the following aims or tasks are proposed: Aim/Task 1 – Literature review and information collection The research team will first conduct research on related studies on this project and available resources to support subsequent tasks. The topics may include but are not limited to: 1) real-world traffic data sources, such as California Freeway Performance Measurement System [7] and Google Traffic (via Google Search Console API) to help determine the study site (within the Inland Empire) for brake event data collection; 2) experimental setup references/guidance to facilitate data collection; 3) computer vision (CV) techniques that can be potentially used or modified for brake event detection (over point cloud data and image processing); 4) impacts of brake activities on particulate emissions; and 5) relationship between nontailpipe particulate emissions and public health. Aim/Task 2 – Real-world traffic data collection Based on the findings from Task 1, the research team will identify appropriate study sites (2 ~ 3) within the vicinity of Riverside or San Bernardino County, (ideally) including both urban arterial and freeway scenarios. To take advantage of existing resources, the intersection of University Ave. and Iowa Ave. will be one of the candidate sites and the research team will further explore one or two near highway location(s) as another candidate test site(s). Once the study sites are identified, the research team will prepare and set up roadside traffic surveillance systems (i.e., LiDAR and HD camera) to collect brake activities of vehicles. The entire system (consisting of multiple sensors) needs to be calibrated first to mitigate any spatio-temporal synchronization issues in the downstream task(s). For LiDAR detection, the research team will leverage one of our recent studies [8] on infrastructure-based advanced sensing technique, where pillar-wise features are extracted from point cloud data to detect, segment, classify and track vehicles. For video clips from HD camera, the research team will apply state-of-the-art computer vision algorithm(s) to detect brake events via the tail-light 142 24-G-01 indication. The research team will also test and validate machine learning algorithms for both LiDAR and camera detection with sample labeled datasets. If necessary, the process of model re-training and model fine-tuning will be iterated. Aim/Task 3 – Data fusion and brake activity database construction After the data collection from roadside sensors and data processing with the edge computer (running computer vision algorithms), both high-resolution vehicle trajectories and brake events of the target traffic flow will be available. A data fusion module will be developed to associate individual vehicle trajectory with its brake events (if any) such as on-and-off of the brake light and brake period of each occurrence by synchronizing two information sources in both space and time. Data cleaning may be required considering the potential noise in real-world measurements and imperfection of perception algorithms. Based on the fused information, a real-world brake activity database will be constructed and supplemented for the purpose of non-tailpipe emissions inventory and related research. Figure 4 illustrates the schematic diagram of the proposed approach. Vehicle Trajectories Database Inventory Emission Figure 4. System architecture of the proposed data collection and processing pipeline. Aim/Task 4 – Online town halls as a way to learn about stakeholder opinion on complex technology and environmental issues In this task, we will conduct public stakeholder meetings in the City of Riverside to engage the public in the research findings and their implications. As a part of this task, we will create accessible, non-technical reading materials summarizing the results of the proposed research on particulate dispersion along with policy implications of the findings that will help city residents understand the science and then participate in an informed deliberative discussion and to derive actionable insights based on informed public opinion on policy options that result from the research. The informed discussion among stakeholders will enhance public understanding of the policy implications of the proposed research and will provide insights to the research team about public interests and priorities in the Inland region. Co-PI has developed a new, research-based model for stakeholder engagement on local-level policy and planning, and we propose to use this model as part of the socio-technical element of the project. His model enables substantive, constructive and “deliberative” online engagement between government officials and local residents [9-11]. Collaborative technology can help government officials understand the considered opinions of residents on complex policy topics. We propose to collaborate with the City of Riverside staff and city council members to understand how diverse Riverside residents view the tradeoffs and priorities 143 24-G-01 regarding the complex environmental implications as we transition to electric vehicles (EVs). While EVs reduce tailpipe emissions, which helps to decarbonize the transportation sector, they also harm the environment in other ways, including the particulate matter dispersion at the center of this research project as well as the environmental and human consequences of composition and manufacture of EV batteries [12]. Government officials often have a hard time understanding the views of their constituents, and especially so for the opinions of residents who come from vulnerable and underserved communities who often find their voices drowned out in public meetings, and who do not have the resources to directly influence policy making. To learn more about residents’ views about the tradeoffs between transitioning to EVs and increases in particulate matter, and other policy questions that result from the research, we plan to collaborate with Nathan Mustafa, Deputy Public Works Director for the City of Riverside, and city council members, to host a series of deliberative online town halls using a free, web-based online town-hall platform called Prytaneum. Developed by TeCD-Lab at UC Riverside, Prytaneum is a new platform that allows public officials to address questions and comments posed by members of the public while, in real time, the public participants comment on and “like” one another’s questions. A neutral moderator decides which constituent-suggested questions to pose to the public official(s). Prytaneum has the ability to gives priority to questions from demographic groups that tend to be underrepresented in public hearings on environmental matters (e.g., renters or underserved communities). We will recruit diverse participants to the Prytaneum events by hiring a 20% FTE outreach engagement specialist, to be located in the UCR Center for Healthy Communities, who will work with the city and local stakeholder groups to diversity the meeting attendees. The outreach engagement specialist also will lead all event planning and design. Working with the PI and city officials, the outreach specialist will develop scientifically accurate, ideologically balanced reading material regarding the technical aspects of geographic particulate dispersion to read in advance of the online event. When the residents are provided accessible reading material, they can express informed, considered options on scientific questions as opposed to “top of the head” opinions that are normally elicited in survey research. Task 4 also will enhance the development of Prytaneum. We propose to fund a 10% FTE developer position who will implement two improvements to the platform. First, the developer will incorporate real time language translation, which is an essential function for hosting public meetings especially in California. Real time language translation requires not only connecting a translation API but redesigning the UIUX to accommodate translation. Second, the developer will implement a toxicity filter, which is a customizable tool that automates filtering of hostile and abusive messages, which in turn makes the forums safer and more constructive. When participating on Prytaneum, community members have ample opportunities to share their perspectives, and the text data it collects allows for opinion mining of the insights that is substantially more informative to public officials than ordinary survey research. Through Prytaneum, we can learn the local residents’ and stakeholders’ considered opinions on specific scientific topics and questions, for example, inquiring about the decision of the focus group members (as consumers) to switch to electric cars and what their decision would have been had they known the implications for particulates and other tradeoffs. This study will quantify brake activity of a large number of vehicles in real-world for the first time and will contribute to the accuracy of non-tailpipe emissions inventory. 144 24-G-01 Project Deliverables In this project, the research team will provide the following major deliverables: • Literature review • Fused dataset/database on real-world brake activities of vehicles • Public and stakeholder opinion about the policy implications of the research for Riverside • Final report Other deliverables may include journal publications, conference papers, and presentations. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $400,000 Research Period: 24 months VI. REFERENCES [1] A. J. Cohen et al., “Estimates and 25-year trends of the global burden of disease attributable to ambient air pollution: an analysis of data from the Global Burden of Diseases Study 2015”, The Lancet, vol. 389, no. 10082, pp. 1907–1918, May 2017, doi: 10.1016/S01406736(17)30505-6. R. Tong, J. Liu, W. Wang, and Y. Fang, “Health effects of PM2.5 emissions from on- road [2] vehicles during weekdays and weekends in Beijing, China”, Atmos. Environ., vol. 223, p. 117258, Feb. 2020, doi: 10.1016/j.atmosenv.2019.117258. [3] California Air Resource Board (CARB), “Final regulation order: truck and bus regulation”, Available at: https://www.arb.ca.gov/regact/2010/truckbus10/truckbus10.htm. X. Wang et al., “Evidence of non-tailpipe emission contributions to PM2.5 and PM10 near [4] southern California highways”, Environmental Pollution, Vol. 317, January 2023, 120691. [5] CARB, “EMission FACtor (EMFAC)”, Available at: https://arb.ca.gov/emfac/ [6] Z. Bai et al., “Cyber mobility mirror: a deep learning-based real-world object perception platform using roadside LiDAR”, IEEE Transactions on Intelligent Transportation Systems (accepted), Available at: https://arxiv.org/abs/2202.13505. California Department of Transportation (Caltrans), “California freeway performance [7] measurement system (PeMS)”, Available at: https://pems.dot.ca.gov/. Z. Bai et al., “PillarGrid: deep learning-based cooperative perception for 3D object detection from [8] onboard-roadside LiDAR”, 2022 IEEE 25th International Conference on Intelligent Transportation Systems (ITSC), Macau, China, October 2022, pp. 1743-1749 [9] M. Neblo, K. Esterling and D.M.J. Lazer. 2018. “Politics with the people: building a directly representative democracy”, New York, N.Y.: Cambridge University Press. W. Minozzi, R. Kennedy, K.M. Esterling, M.A. Neblo and R. Jewell. 2023. “Testing the benefits [10] of public deliberation.” American Journal of Political Science, forthcoming. 145 24-G-01 [11] M.A. Neblo, W. Minozzi, K.M. Esterling, J. Green, J. Kingzette, DMJ Lazer. 2017. “The need for a translational science of democracy.” Science 355 (6328), 914-915. [12] A. Steckelberg, H. Dormido, R. Mellen, S. Rich and C. Brown. 2023. “The underbelly of electric vehicles: What goes into making EVs, where it comes from and at what human cost.” Los Angeles Times, April 27, 2023 VII. DATE AND SUBMITTED BY June 6, 2023 Heejung Jung, Professor, University of California, Riverside (951) 827-2262 heejung@engr.ucr.edu 146 24-G-02 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Applying Asset Management Principles to Advanced Driver Assistance Systems (ADAS) II. RESEARCH PROBLEM STATEMENT Advanced Driver Assistance Systems (ADAS) are an emerging technology that is already beginning to help transit agencies increase safety, improve yard efficiency, and reduce operational costs. The most conventional functions of ADAS include lane keeping assist, precision docking or parking, and adaptive cruise control. As ADAS-enabled vehicles enter the industry, there remains a lack of proper guidance on how to manage such systems through their lifecycle. This lack of guidance is driven by the rapid evolution of this technology in transit: only four years after the launch of the first automated, demonstration shuttle in downtown Las Vegas, in 2021, New Flyer announced the first battery electric bus with Level 4 automation, per Figure 1. ADAS’ attractiveness partially stems from its potential to make significant safety improvements for passengers and operational staff alike. The National Highway Traffic Safety Administration reported on ADAS crash data, stating the “systems [are] capable of detecting pedestrians comprised 52% of all police-reported crashesinvolving pedestrians and 90% of fatal vehiclepedestriancrashes” (Yanagisawa et al., 2017). As high-level autonomy is implemented in public transport vehicles, and particularly as transit agencies begin to purchase these systems for long-term use, transitagencies should treat ADAS as assets within the bus vehicle parent asset to optimize their value. Transit agencies will need guidance from original equipment manufacturers (OEMs), software providers, and asset management experts to ensure that the implementation ofthis emerging technology is safe, cost-effective, and integrable with existing fleets. Asset Management considers an end-to-end lifecycle analysis, an approach that spans from design and procurement, through operations and maintenance, and finally, into disposal.1 Figure 1: New Flyer Battery-Electric Bus Launch Timeline For agencies that receive federal funding, the Federal Transit Administration (FTA) requires detailed Transit Asset Management (TAM) plans, which must include an inventory based on an asset hierarchy. ADAS installed on buses will soon need to be included within the overall bus asset hierarchy and into TAM plans to minimize operational, safety and financial risks. The FTA directly identifies this lack of standards in implementing ADAS, stating, "at present, product availability is limited, and lifecycle costs and cost-effectiveness have generally not been quantified."2 Regarding useful life, the FTA adds that “manufacturers are developing novel vehicle designs for which there is currently limited information on vehicle performance.”3 Surveying agencies that stand to benefit from automation provides the potential to safely and effectively deploy ADAS into public transit by applying lessons learned through experience to other stakeholders who have not yet had that experience firsthand. Collectively, asset management 1 Asset Management Anatomy, The Institute of Asset Management (IAM), December 2015 2 Strategic Transit Automation Research (STAR) plan, Federal Transit Administration, January 2018, p31. 3 FTA Frequently Asked Questions: Transit Bus Automation Policy, July 11, 2019, p7. 147 24-G-02 provides a holistic lens to view the incorporation and standardization of this new technology into the asset-intensive transit industry, before ADAS becomes mainstream. Safety is naturally paramount in transit, and ADAS underpins a safer transit future; therefore, it is criticalto develop a set of guidelines to incorporate this new system. The AAA Foundation reported that if ADAS is installed on all vehicles, there is potential to help to prevent or mitigate roughly 40% of all crashes involving passenger vehicles, and 37% of all injuries and 29% of all fatalities that occurred in those crashes. However, while these capabilities have the potential to significantly support safer operations, they also pose potential hazards if the sensors and devices enabling the features are not properly maintained. Due to the adolescence of this technology, there is an unknown realm of the life span and long-term performance for each piece of equipment. This research seeks to identify the gaps in existing knowledge dealing with the application of asset management principles to ADAS for transit agencies to support these systems throughout their life cycle. III. OBJECTIVE The final product of this research is a detailed literature review of an “As-Is” assessment of current practices of ADAS through an asset management lens, followed by a report of recommended practices providing guidance on applying ADAS asset on-board bus vehicles. As ADAS matures, the roles and responsibilities of OEM and transit agencies will inevitably evolve. Through these two phases, this research seeks to: (a) document any gaps currently observed in such roles, (b) provide guidance on the requirements for considering ADAS as assets, and (c) identify and tabulate the impact ADAS technology has on safety. The next section, Research Proposed, breaks down the research needed. IV. RESEARCH PROPOSED ADAS utilizes automated technology such as cameras and sensors to detect potential hazards and driver limitations and respond accordingly by alerting drivers and in some cases taking direct action. ADAS provides features such as lane keeping assistance, forward collision warning, pedestrian detection, active parking assist, and night vision. These automated features are beginning to be implemented in public transportation systems. Mobileye also assisted Washington State Transit Insurance Pool and the TRB to run a pilot program which presents safety and economic benefits of ADAS technology.4 The AAA Foundation for Traffic Safety Research predicts that ADAS technology has the potential to prevent 29% of all deaths in crashes that involve passenger vehicles. Currently, the roles of transit agencies, OEMs, and software providers play in the implementation and maintenance process for ADAS is ambiguous. As this technology is implemented into more public transit systems, there is increasing need to standardize guidance for each phase of managing ADAS in the asset’s lifecycle. Research currently offers an abundance of technical information regarding ADAS but acknowledges a lack of guidance on the implementation, operations, and maintenance side. A report released by HAN University of Sciences and TNO Innovation for Life in 2020 shows benefits to implementing ADAS, but emphasizes a need for minimum (technical) requirements to be set and for all ADAS to comply with the same standards that state what the system is capable of and more importantly what it is not capable of. 5 To accomplish necessary guidelines for ADAS, transit will need to start considering ADAS as value- generating assets. Using asset management strategies, such as planning, monitoring, and risk management, will provide a safe and efficient transition to ADAS inclusion in transit vehicles. The research team would conduct interviews with those directly involved in ADAS projects as well as asset management professionals at the same agency to obtain the full spectrum of current practices. The research will include asset management principles associated with periodic maintenance of ADAS assets, performance management, asset risk and associated training for individuals performing these functions. ADAS asset renewals and capital planning activities that are linked to ADAS assets will be researched to understand the existing landscape. 4 Mobileye, Washington State Study Shows Benefits of Mobileye Shield™ Collision Avoidance and Blind Spot Detection System, February 1, 2019. 5 HAN University of Sciences and TNO Innovation for Life, How to maximize the road safety benefits of ADAS? 148 24-G-02 Transit agencies must also to more deeply understand how to manage ADAS obsolescence to avoid any downstream barriers that delay, or entirely prevent, mass ADAS adoption. Understanding the implementation process through an asset management approach will reduce potential larger technical issues. Below is an outline of additional factors to consider during this research. Note that this list is not intended to be exhaustive, but rather a representative sample of the topics transit agencies will need to consider. Information to inform this intended analysis can be obtained from interviews with agencies that have piloted ADAS on their fleets, research reports on ADAS deployments with transit or non-transit vehicles, and known best practices in transit asset management. 1. Marketplace Analysis: Before identifying gaps in ADAS standards, this first analysis would determine the universe of related equipment, sensors, and standards that are currently on the market. This understanding of capabilities, though rapidly evolving, will underpin the maintenance needs that follow. o Matrix of ADAS sensor OEMs o Products and components o Existing standards 2. Asset Lifecycle Costs: For transit agencies to make decisions on adding ADAS to their fleets, they need a holistic picture of lifecycle costs, a gap that the FTA STAR plan has identified.6 o Capital / procurement o Replacement Costs o Maintenance Cost o Disposal cost o Expected reduction in sensor costs 3. Integration Assessment: As these new assets are incorporated into existing fleet hardware and systems, agencies are unaware of what to expect, and this portion of the analysis seeks to identify what those challenges are. o With existing enterprise asset management systems o Interoperability with different vendors o Data management and infrastructure 4. ADAS Asset Register: As required by FTA TAM plan rule, every asset from each of the asset category and asset class is required to be captured in an asset register. Therefore, just like any other conventional asset type ADAS assets need to be captured in an asset repository to act as a backbone of the asset management activity (provide parent-child relationships to raise work orders against assets at the right level, enable material management and cost capture at the right level, as well as capturing defects and other day to day maintenance activities). o Asset Inventory o Asset Hierarchy o Asset condition assessment 5. ADAS Asset Attributes: Like many conventional asset types within transit buses such as propulsion systems, braking, farebox, etc., certain characteristics need to have defined parameters and guidelines that drive maintenance routines. o Sensor degradation o Sensor Type o Sensor Model and Manufacturer o Sensor Characteristics o Sensor Useful Life o Sensor Cost 6 Ibid 2. 149 24-G-02 o Acquisition Date o Shelf life o Spare parts o Warranty V. 6. Maintenance Requirements: Once the attributes themselves are established, ADAS will need to undergo regular maintenance to ensure safe operation and optimal performance o Periodic inspections and calibration o Compliance checks and audits o Specialist resources (knowledge and equipment) 7. Related Practices & Responsibilities: As these assets become incorporated in mainstream transit, other unknowns are related to the responsibility breakdown between automation equipment vendors, bus OEMs, and agencies. Given an eventual shift in responsibility over to transit agencies, these responsibilities should be mapped out early to support a scalable transition that allows for safe operation, high bus availability, low costs, and flexibility. o OEM roles and responsibilities o Labor force assessment (operation and maintenance) o Training ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Across two proposed phases, this research effort would require approximately $400k in funding, over twoyears. The first phase of this research period is Phase I: An “As-Is” Assessment. This assessment will conduct a detailed As-Is assessment on how Asset Management principles are considered within the context of ADAS assets. This will involve a detailed literature review followed by a report that highlightsfindings based on existing practices. Phase I is predicted to require a budget of $150k. The second half ofthe research period is Phase II: Recommendations. This portion’s objective is to perform a gap-analysis based on the findings identified during the “As-Is” assessment and Asset Management best practices to provide a guidance document that stipulate what aspects of Asset Management principals should be considered when dealing with ADAS assets on-board bus vehicles. Phase II projects a cost estimate of $250k, driven by the rapidly evolving technology and associated ongoing research around developments, as well as the interdisciplinary nature of the topic. The research period to complete both phases is two years. VI. URGENCY AND PAYOFF POTENTIAL The urgency of Applying Asset Management Principles to ADAS is driven by the rapid pace of technology advancement. There is a risk that the assets could become outdated between when automated vehicles are ordered and when they are fully incorporated into fleets. The obsolescence associated with annual upgrades in ADAS sensor technology may have dramatic impacts to preventative maintenance best practices. Since ADAS directly impacts the driver of any vehicle, any malfunction presents a high- risk consequence for safety; therefore, standards and guidance of ADAS is utmost important. The TCRP reports from the safety benefits included in ADAS in 2016 a “collision avoidance warning system pilot coordinated by the Washington State Transit Insurance Pool for its members, it was estimated that the total annual net benefits from collision claims reduction due to the technology would increase from $1.1 million in year 5 of the pilot to $2.1 million in year 14. While buses equipped with the system logged 352,129 miles and 23,798 operating hours, they had no collisions with bicyclists or pedestrians during thepilot. In addition, the authors reported a large reduction in near-miss events.”71 These areas of potentially securing a high level of safety is where the expected payoff is aimed to achieve. ADAS offers improvement in the decision-making process which in turn reduces the number of accidents. Bringing ADAS to mainstream means of transportation offers high payoff, but only provided there are standardizedguidelines are introduced along the new technology. 7 National Academies of Sciences, Engineering, and Medicine 2020. Current Practices in the Use of Onboard Technologies to Avoid Transit Bus Incidents and Accidents. Washington, DC: The National Academies Press. 150 24-G-02 VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES The FTA STAR plan acknowledges the need to better understand emerging ADAS technology. Due to the uncertainty around to transit automation technology and its operational applications, it is important for transit agencies to partner with industry leaders to ensure deployment plans adhere to local, state, and federal policy guidelines. The FTA recognizes that new job functions will likely be created through automated technologies. For agencies that receive federal funding, the Federal Transit Administration (FTA) requires detailed Transit Asset Management (TAM) plans, which must include an inventory based on an asset hierarchy. ADAS will soon need to be included within this bus asset hierarchy and into TAM plans to minimize operational, safety and financial risks. The TCRP’s goals focus on emerging transportation, fostering information exchanges, and supporting a highperforming multimodal transportation system; all which ADAS technology plays a significant role in when applied to public transit. Surveying agencies that stand to benefit from automation provides the potential to safely and effectively deploy ADAS into mass public transit. Additionally, this research team is aware that some perceive this advanced technology as a “taker of jobs,” where union buy-in is critical to successfully deploy ADAS. While ADAS may take over parts of the decision-making, especially in the yards and other controlled areas early-on, it should be noted that the introduction of ADAS also creates additional jobs in design and maintenance of such assets. The FTArecognizes that new job functions will likely be created through automated technologies, per the Transit Bus Automation Policy FAQs. With these new opportunities, the FTA requires paid retraining programs and protected employees’ collective bargaining agreements. 8 The increased safety and ongoing research around labor impacts of automation outweigh the investments and changes expected during adoption. VIII. RELATED RESEARCH This research can reference leading university publications around autonomous vehicle development and standards. Looking both internationally and domestically will enable the project team to uncover information not yet available in the United States, while also make sure findings are grounded in what is possible and required within the United States. For example, AALTO University in Finland is researching autonomous driving.9 A literary piece from the Transport Research International Documentation (TRID) presents another example of underdeveloped ADAS technology: Virginia Tech University is conducting research on the safety and consequences of partial automated driving for which asset management can help dictate complications and responsibilities accordingly. Using available research databases, including TRID, to uncover additional references will be an important first step in this research project. However, because this technology is new, there may not be existing research reports and data to back up the entirety of the research project. The project team expects to overcome this challenge through two methods. The first is direct engagement with technology deployers, especially transit agencies, who have firsthand experience with this technology but may not have been able to publish all of their results or findings at this time, especially as they reach into more disparate topic areas like asset management. Scheduling interviews with those directly involved in these projects aswell as asset management professionals at the same agency will help these valuable insights be captured for this research. The second method will be to learn from the findings of technologies that are similar to ADAS but may have been more heavily utilized by transit agencies to date, such as onboard computers, onboard devices such as automatic passenger counters and automatic vehicle locators, and connected vehicle onboard units. Managing these types of technology assets is likely similar to how ADAS sensors and devices will need to be managed, so these learnings can help provide a pathway for how similar technologies can be adopted and managed in the coming years. Additionally, the research can reference literature on how international transport entities are integrating ADAS. Such bodies applying automation include: 8 Ibid 3. 151 24-G-02 • • • • • Virginia Tech Transportation Institute10 Ford of Europe11 Connecticut Dept of Transportation (CTDOT)12 American Association of State Highway and Transportation Officials (AASHTO) AV Recommendations13 Mass Transit Magazine14 • • China Commercial ADAS Industry Report 15 Solaris Bus 16 We anticipate the following committees would be interested in the Applying Asset Management Principles to Advanced Driver Assistance Systems (ADAS) research paper: • • IX. TRB • AJE30: Committee on Transportation Asset Management • AHD60: Maintenance Fleet and Equipment Committee • ACS60: Committee on Truck and Bus Safety • AP050: Committee on Bus Transit Systems APTA • Emerging and Innovative Technology subcommittee • Automated Transit Technical Forum PERSON(S) DEVELOPING THE PROBLEM 1) Severin Skolrud, Automated Vehicle Program Lead, Zero-Emission Market Lead-Capital District (WSP) Member: APTA Technologies for Vehicle Automation and Connectivity Subcommittee /Research & Technology Committee Address: 1015 Half St. SE, Suite 650, Washington, DC 20003 Mobile: 202.427.6154 2) Nilmino Roberts, Asset Management Principal Consultant (WSP) Member: APTA Bus Technical Maintenance Committee, APTA Technologies for Vehicle Automation and Connectivity Subcommittee / Research & Technology Committee Address: One Penn Plaza, New York, NY 10019 Mobile: 646.467.6278 9 Aalto University, Intelligent Robotics 10 Virginia Tech Transportation Institute, Center for Automated Vehicle Systems 11 Ford of Europe Hazard Warning Case Study 12 Connecticut Department of Transportation, Strategic Plan for Connected and Automated Vehicles (CAV), March29, 2021. 13 AASHTO AV Recommendations 14 Mass Transit Magazine, Paving the Way to Automated Driving Technologies. 15 Commercial ADAS Industry Report 16 Solaris Bus, Solaris and Poznań University of Technology work on advanced driver assistance system intendedfor electric buses, January 15, 2020. 152 22-G-02 3) Katie McLaughlin, Connected/Automated Vehicle Consultant (WSP) Member: Young Professionals in Transportation – Detroit, ITS Michigan 500 Griswold St., Suite 2600, Detroit, MI 48226 Office: 313.202.1179 4) Tanay Gupta, Technical Program Management (WSP) Member: APTA Emerging and Innovative Technology Subcommittee, APTA Automated Transit Technical Forum; Friend: TRB Standing Committee on Innovative Public Transportation Services and Technologies Address: 1 E Pratt St., 3rd Floor, Baltimore, MD 21202 Office: 202.370.2918 5) Mariah Theologidy, Transit Vehicle Specialist (WSP) Address: 1100 W. Town and Country Rd., Suite 200, Orange, CA 92868 Mobile: 714.564.2774 X. PROCESS USED TO DEVELOP PROBLEM STATEMENT This problem statement has been formed by WSP employees, through a collaboration between the Asset Management, Zero Emissions, C/AV, and Transit & Rail teams. While building Transit Automation expertise, the team realized a gap in guidance on implementing ADAS into transit as assets. After further research on the STAR plan, it became clear that the FTA saw this gap at the federal level. These teams therefore decided to collaborate by developing this problem statement to support scalable growth of automation technology in transit, which will further agencies’ goals of safety, reliability, cost-efficiency, and world-class customer service. Figure 2: Mobileye provides object detection solutions for both transit buses and major automotive manufacturers. As the cost for sensors continues to drop, bus automation features and capabilities will become more commonplace and provide transit agencies increased safety features. 153 24-H-01 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Towards better consideration of toilet access in public transport planning II. RESEARCH PROBLEM STATEMENT This study aims to provide a public transport grounding for toilet suffering in US cities to move research, policy, action, and investment toward prioritizing reliable and reasonable access to adequate, safe and clean toilet as a valuable component of strategies and commitments for delivering sustainable, equitable, inclusive, and accountable public transport experience to the American public. Public transport users and operators have long complained and continue to complain that they experience a great deal of toilet suffering and personal hygiene uncertainty in their interactions with public transport systems (Lazo, 2015; Brown, 2012). For health-at-risk commuters including the aged, pregnant women, and people who travel with children or provide caring responsibilities generally in their transport experience, the impact of the marginalization of toilet provision in transportation and urban planning can be particularly troubling for them. Further, ultimately, the efficiency and safety of public transport systems rely, in turn, on the safety and well-being of the workers in the performance of their jobs. This suggests that any work performance-related problems that undermine public transport workers’ personal health and safety can also affect the health and safety of the public transport system. In the case of operators for instance, research shows that toilet suffering can have major impacts on their personal health (e.g. cause urinary tract and kidney infections) and impair their ability to concentrate while operating the machineries–be they buses or trains (Attoh, 2019; Boateng, 2023). These make toilet access challenges in public transport context a labor and an occupational health as well as a transport safety issue. Yet toilet researchers have paid little attention towards systematizing public transport users and operators’ toilet access complaints into data to inform a better integration of toilet access considerations into public transport and urban planning. Focus has primarily been on civil rights or social justice concerns, revolving around racial separation of bathrooms (Beach, et al 2022; Garcia et al 2004); women’s continuing lack of potty parity (Molotch, 2008; Moore, 2001); bathroom disability- (un)friendliness (Kafer, 2016; Serlin, 2017); and other similar issues including the recent debates and campaigns about (de-)gendering bathrooms (Colker, 2017). Thus, there is limited transport research on persisting lack of toilet access in American cities. Yet the phenomenon poses important sustainable transport concerns that could benefit from knowledge building and further learning as well as policy, action, and investment. First, nature calls do not always happen at a convenient time or location. They happen on “a schedule not of our own making” (Molotch, 2010). This suggests that one could not reschedule their need “to go” just because their mode of transport is poorly aligned with their excretory needs. Thus, anxiety around toilet access is likely to be a critical determiner of transport mode choice as well as play into the quality of travel by public transport– particularly in the case of health-at-risk commuters including the aged, pregnant women and commuters who provide caring responsibilities in their public transport experience. However, the influence of toilet access considerations on mobility decisions and choices has received little attention in transportation research in the US. Further, Kafui Ablode Attoh of CUNY School of Labor and Urban Studies has shown that, apart from the perennial issues of wages and pensions, toilet suffering is becoming one of the key catalysts for strike and other industrial actions in the public transport sector (Attoh, 2019). Media reports seem to support this assessment. On June 30, 2015, Milwaukee County Transit System bus drivers authorized a strike to demand improved bathroom breaks (Jannene, 2015). On June 28, 2018, in Hartford Connecticut, CTtransit operators too organized a protest against lack of bathroom breaks (Blanks, 2018). The members of the Amalgamated Transit Union Local 689 went on a similar protest in Virginia on July 11, 2019 (Pascale, 2019). Today, transport companies’ are struggling to attract and retain enough qualified operators, with media and other reports pointing to deficient access to toilet as one of the critical poor working conditions driving the labor crisis (Transit Center, 2019; 2022). Thus, as one union president quizzed “How many people [will] want to work [in a 154 24-H-01 sector] where you can’t go to the bathroom without having an issue [with your employers] or getting assaulted [by passengers]” (Transit Center, 2019)? Toilet access continues to add fuel to disruptive industrial actions and labor issues generally in the public transport sector, raising a need for a deeper research focus on the topic. Another labor and health related issue that raises a need for a deeper focus on toilet access in public transport context is public transport operators’ strategies for coping with their deficient access to toilet while on the job. Media reports suggest that the operators’ strategies include developing “systems” to “hold it in” (ATU, 2019; Boateng, 2023). This is concerning because research shows that people who cannot urinate when their bladder is full experience cognitive or attention impairments equivalent to staying awake for 24 hours or having a blood alcohol level of 0.05% (Lewis et al 2011). To put this into perspective, the US federal law that makes driving a commercial motor vehicle while drunk a “major violation” pegs the offense’s alcohol concentration at 0.04 or greater (FMCSA, 2019), raising a need for a scholarly focus on the safety and other implications of operators’ coping responses to their deficient access to toilet while on the job. Overall, there is inadequate scholarly attention to the sustainable public transport concerns linked to the persisting toilet suffering in US cities, with the result that the concerns currently remain poorly analyzed in less rigorous non-scholarly grey sources including media (Lazo, 2015) blog (Morrissey, 2011) and internship (Kessler and Gonzales, 2014) sources. A similar attention gap exists in the policy sphere: A review of the many ongoing and completed sponsored projects published on TRB website (Transportation Research Board, n.d.) shows that the FTA and TCRP have not invested in learning how to better integrate toilet access needs into public transport planning. As occurring in Europe (TFL, 2021; Marshall, 2015), opportunities exist for toilet data to be integrated into the General Transit Feed Specification (GTFS) systems being built by US transit agencies (see e.g., McHugh, 2013) so passengers and operators can get information on toilet access in their interactions with public transport systems. Yet this potential remains unexplored. This study aims to systematize the grey literature on toilet access in public transport context in US cities as well as generate data to fill the current gap in transportation research and policy on the sustainable public transport implications of the marginalization of toilet provision in transportation and urban planning. Thus, it aims to provide a public transport grounding for toilet suffering in US cities to move research, policy, action, and investment toward prioritizing reliable and reasonable access to adequate, safe and clean toilet as a valuable component of strategies and commitments for delivering sustainable, equitable, inclusive, and accountable public transport experience. While keeping in mind the overall US context, the study will deep dive the cases of New York, Chicago and Los Angeles–three American cities–where the marginalization of toilet provision in public transport and urban planning is clear (QS Supplies, 2023). III. OBJECTIVE The study’s overarching objective is to 1) systematize the grey literature on toilet access and public transportation in US cities 2) conduct surveys and interviews with passengers, workers, unions, transport agencies, civil society organizations and relevant technology companies to generate more systematic data and analyses on the problem of toilet access and implications and 3) explore the potential of integrating toilet location data into the GTFS systems being built by US transit agencies so passengers and operators can get information on toilet access. These objectives will be explored around the following research questions: 1. What is the current state of toilet access in relation to key public transport modes in major US cities? To what extent do toilet access issues surface in media or public controversies/conversations, key urban and transportation planning documents and priorities of US cities? And what factors, interests, and actors (or their lack thereof) have significance for understanding how these dynamics play out and their outcomes in the selected cities? 155 24-H-01 2. 3. 4. IV. What have been study participants experience with “accidents”, near misses, lateness, humiliation or abrupt changes to itinerary linked to personal hygiene management while traveling? And to what extent have such experiences since influenced their mobility decisions and transport mode choices generally and preference for public transport in particular? What systems–including formal and informal ones–do passengers and public transport workers currently rely on to access toilet while away from home and what avenues exist for improving and scaling these existing systems and which actors are better placed to lead such a change? What potentials exist for integrating toilet data into GTFS systems to improve access to information on toilets for public transport passengers and operators? RESEARCH PROPOSED The marginalization of toilet provision in transportation and urban planning has deep implications for sustainable public transport and cities. Yet, as shown in Section II, these issues have received inadequate attention in transportation research and policy. This project aims to generate data and systematized analyses to fill the gap. The project will rely on information from both secondary and primary sources. For the secondary information, keywords such as “public toilet in US cities”, “restroom/toilet access” “public toilet and public transport in US” will be employed to conduct searches on Google and in the search engines of local news agencies and the official websites of the selected cities. This will help to have an index of the extent to which toilet access feature in local public/media conversations/controversies, urban and transport planning, policy documents and priorities. The information from these grey sources will also make up for the inadequate scholarly materials on the topic. For the primary data, self-administered questionnaires and interview guides will be designed based on the research objectives and questions proposed in Section III to engage passengers, workers, unions, transport agencies, civil society organizations and relevant technology companies or agencies across three main US cities: New York, Chicago and Los Angeles. The key data that the surveys and interviews will aim to gather and quantify will include information on how toilet access considerations influence study participants’ mobility decisions and transport mode choices and their implications. Other key issues that the surveys and interviews will explore will include participants’ encounters with “accidents”, near misses, lateness, humiliation or abrupt changes to travel plans linked to personal hygiene needs while interacting with public transport systems. The study will also collect data on the political economy of toilet provision or consideration in transportation and urban planning. Thus, it will engage city authorities, transit companies and agencies and other relevant stakeholders on how toilet access considerations sit or conflict with other transportation and urban planning goals, how they are resolved and the range of factors, interests, and actors (or their lack thereof) that have significance for understanding what considerations get prioritized and how and why. The study will also engage the stakeholders for public toilet location data and explore how they can be integrated into GTFS systems so passengers and operators can get information on toilet access in their interactions with public transport systems. Regarding deliverables, in addition to the final report to be submitted to TCRP, the research team envisages producing scholarly articles and synthetizing the project findings into policy and news briefs, and blog posts to facilitate knowledge building, agenda setting and research interest in the topic. The PI is with the Consortium for Sustainable Urbanization (CSU), the New York-based not-for-profit organization that convenes private and public sector actors and institutions to share and circulate ideas on building sustainable cities. The research team intends to leverage CSU’s platform, partner resources and networks to ensure this research is heard by the key actors who hold purse strings and influence at company, city, state and federal levels to stimulate a shift towards making toilet access more effectively valued and embedded in urban and transportation planning in the US. Approval for the ethical requirements of the study will be sought from the Institutional Review Board of the Climate School of Columbia University. 156 24-H-01 V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $250,000 Research Period: 18 months (including 3 months for review and revision of a draft final report) VI. URGENCY AND PAYOFF POTENTIAL The need for data and systematized analyses on the under researched issue of toilet suffering in public transport context to inform a better integration of toilet access into public transport and urban planning is urgent today than ever. First, some evidence are emerging internationally that toilet access seems to be a critical influence of mobility decisions and choices with some commuters reporting deficient access to toilet as a key reason for avoiding public transport (Slater and Jones, 2018; Jones and Slater, 2018). Comparable data and analyses on US situation will be helpful to inform policies for stimulating improved public transport ridership and, in turn, reduce private vehicle dependency and all the pollution, road traffic fatalities and other socio-environmental harms that come with it. Also, the additional revenue that will accrue from improved public transport ridership will be timely considering that transport companies are making losses due to the continuing impact of the COVID-19 pandemic and even long before the pandemic (Office of the State Deputy Comptroller for the City of New York, 2022; EBP US, Inc. 2021). Toilet access continuing fueling of industrial actions and labor issues generally in the public transport sector also makes a compelling case for this research. Industrial actions and labor challenges generally tend to result in multiple problems including service cuts and longer wait and commute times for riders, undermining the efficiency and reliability of public transport. Already, the public transport sector is struggling to win public interest–only 5% of all workers in the US patronized public transport in 2019 (Burrows et al., 2021)– making it more important than ever for a deeper focus on the persisting challenges that contribute to undermining its efficiency and reliability. Implementation of the study findings is likely to be met with the same or similar levels of resistance that general campaigns for improved access to more safe and clean restrooms in US cities are currently facing. These include concerns about high cost of constructing, maintaining and policing toilet facilities (Jaffe, 2013; Transit Center, 2019). Part of the reason the campaigns have not been able to cut through these resistances is that there is not enough data on the various potentially high opportunity costs of not providing the facilities. Studies like this, which carefully document and quantify such costs linked to safety, poor ridership and labor crises can help overcome the resistance and, in turn, stimulate a social mental shift to demand and support prioritizing access to more safe and clean toilets in transportation and urban planning generally. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES First, the problem statement raises critical public transport safety and health issues. This includes the concern that operators’ tactics for coping with their deficient access to toilet while on the job such as “holding it in” can increase the risks of urinary tract infections and renal damage, as well as road traffic crashes as operators lose concentration. These make the toilet access issue a labor and an occupational health as well as a public transport safety issue. The study objective of generating data and systematized analyses to address these safety and public health concerns can advance the US DOT/FTA strategic goal of seeking to “make transportation system safer for all people” including the workers and the passengers they serve. The study also aims to generate ideas to align public transport planning and delivery to toilet access needs of commuters so they may shift from personal cars and patronize public transport more. Such an outcome will advance the US DOT/FTA “climate and sustainability” goal of 157 24-H-01 making public transport a central component of strategies and commitments for reducing “greenhouse gas emissions and transportation-related pollution”. Finally, toilet suffering in public transport context has long featured and continues to feature loudly in the long list of charges the US public level against the public transport system. The lack of toilet facilities causes public urination and defecation which are unsightly, undermining the quality of commuters’ transport experience including being subjected to the health and other effects of toilet suffering and the defiling of public spaces with human excreta. Contributing ideas to address such a broad customer concern advances the TCRP strategic priority of placing the critical needs of “the public transportation customer first” in its endeavors. Overall, the project addresses the FTA/US DOT strategic goals of “safety” and “climate and sustainability” and TCRP strategic priority of placing the needs of “the public transportation customer first’” in its endeavors. VIII. RELATED RESEARCH The PI and the Co-PI have developed sustained research programs on mobility reforms in Africa including a focus on the working lives of public transport operators (Boateng et al., 2022; Klopp, 2021). They have, however, begun to explore the issues from a global comparative perspective, including examining the experiences in Global North countries. For instance, at the October 2022 NYC TransportationCamp ‘Unconference’ held in Queens, the PI presented a paper on US public transport operators’ deficient access to toilet while on the job. He later updated the analysis and published the findings in the Proceedings of the Transportation Research Board 102nd Annual Meeting (Boateng, 2023). The paper was based on media and other grey materials. The three experts who refereed it, however, took the considered view that the topic could benefit from empirical learning. The Project Advisor on the other hand is one of the key voices in US toilet research and policy community. He has been actively publishing (see e.g., Molotch, 2008; 2010) and engaging in the public realm, circulating commentaries to shape media and policy discourses on toilet access in the country (Molotch, 2015; 2018). The research team’s complementary backgrounds in public transport and toilet research appropriately position us to undertake the proposed task of generating data and systematized analyses on the under researched issue of toilet suffering in public transport context to inform a better integration of toilet access into transportation and urban planning in the US. IX. PERSON(S) DEVELOPING THE PROBLEM 1. Dr Festival Godwin Boateng, Principal Investigator Director, Consortium for Sustainable Urbanization, New York Email: bfsvl1988@gmail.com Phone: 929 842 69 17 2. Dr Jacqueline M Klopp, Co-Principal Investigator Director, Center for Sustainable Urban Development, Columbia University Climate School, New York Email: jk2002@columbia.edu Phone: 917 817 46 88 158 24-H-01 3. Prof Harvey Molotch, Project Advisor Emeritus Professor of Social & Cultural Analysis and Sociology New York University Email: hm30@nyu.edu Phone: 917 208 7381 X. PROCESS USED TO DEVELOP PROBLEM STATEMENT The problem statement is the product of three individuals (see their details in section ix) with interest in public toilet and public transport research and policy. XI. DATE AND SUBMITTED BY June 26, 2023 Submitted by Festival Godwin Boateng 159 24-H-02 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE Innovations for Equitable Rural Transit Economic Benefit Analyses II. RESEARCH PROBLEM STATEMENT Several limited Cost-Benefit Analyses (CBA) studies have been conducted for rural public transportation over the years with varying results. A core challenge is that rural transit provides services in larger areas of lower populations, often with minimal prior use of transit and long-established personal travel patterns. Inevitably, rural transit costs exceed revenues, build-up of usage will be slow, and the financial outcome exclusive of societal economic benefits will be weak. The societal beneficiaries of rural transit are challenging to define, in part because areas are so large and target populations so diffuse and of many different types. The benefits are also difficult to quantify in part because of a lack of suitable methodologies and limitations of baseline data. Current standard appraisal schemes and available methodologies are seen as a barrier when quantifying benefits of rural transit. Additionally, little is known about any differing CBA impacts rural transit has for individuals with and without disabilities. Public transportation access helps to promote equity and opportunity within communities for people who have been systematically divested for economic, physical, and social reasons. We need to better understand the equity issues and to incorporate them into the appraisal schemes when gauging the societal benefits that transit provides to rural communities (e.g., reduction in foregone trips, access to health care, mobility for persons with disabilities, social connectedness, aging-in-place). The economies of scale that are evident for urban transit may not apply for rural communities. Instead, the economic impacts manifest when quality transit services provide access to work and education, which promotes local businesses and bolsters labor supply in rural areas. III. OBJECTIVE The objective of this research is to identify current and emerging practices in defining benefits and impacts associated with rural transit, in forecasting/quantifying them and in assigning monetary values. This research will identify and develop new methods/tools to assess the broader benefits and impacts of public transit with consideration of mobility equity and other socio-economic aspects for rural communities. IV. RESEARCH PROPOSED Task 1. Review literature of Cost-Benefit Analysis (CBA), Economic Impact Analysis (EIA), Multiple Account Evaluation (MAE), and other methods/tools of evaluating the benefits and impacts of rural transit in the United States. Task 2. Synthesize measures of equity and identify innovative equity measures that target rural areas. Task 3. Based on existing guides on transit surveys (e.g., TCRP 2017), design survey protocols (including sample stratification) to collect baseline data that can be used to inform equity and economic benefits and impacts and costs while controlling for transit service type (fixed route, demand response), demographics, and transportation connectivity. These baseline data can be used by rural communities where resources are lacking. Task 4. Identify existing transit surveys for rural communities that describe the characteristics of current users of transit and what influences their demand. 160 24-H-02 Task 5. Identify emerging methods and develop new tools where existing approaches are insufficient to quantify the monetary values of equity benefits and other overlooked benefits and impacts central to rural transit service. Benefit categories of interest include but are not limited to local employment, local businesses, local household incomes, access to healthcare, indirect impacts on walking, energy use, etc. Cost-benefit analysis should be careful about double-counting and differentiating economic transfer from net gains. Benefits should be differentiated from economic impacts, with the appropriate tools used for each. Task 6. Make recommendations for an assessment framework that provides rural communities the tools and a practical guide to select and implement appropriate tools to assess the equity and economic benefits and impacts of transit services. Highlight at least three use cases that span various levels of transit provision (estimating the benefits and impacts of implementing a new service where none exists, maintaining current service levels, or expanding service) to justify the expenditures for providing, retaining, or expanding transit services. V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $300,000 Research Period: 24 months VI. URGENCY AND PAYOFF POTENTIAL We need a better understanding of equity and opportunity measurements for rural public transportation. About 46 million people live in non-metro counties in the United States, according to 2020 census data (Economic Research Service 2021). 1 While the population in many rural counties has been stagnant or in decline, the population of older adults in these areas has increased, creating an increased need for services (Mattson and Mistry 2022). 2 Further, the rural population has also become more racially and ethnically diverse, as the percentage of non-white residents in non-metro counties increased from 20% in 2010 to 24% in 2020 (Johnson and Lichter 2022). 3 Many of the counties with the highest percentages of older adults, people with disabilities, and people living in poverty are in rural areas (Mattson and Mistry 2022). 4 Increased distances in rural areas to health care, work, grocery stores, pharmacies, and other important locations impact the ability of drivers and non-drivers alike to reach necessary destinations. The closure of healthcare facilities in rural areas has further created difficulties for rural residents in accessing health care. More than 100 rural hospitals have closed in the past decade – and 300 more are in financial distress (American Hospital Association 2022). 5 This research will identify available tools and methodologies (including gaps) needed by policy makers. Policy makers often seek to provide needed connections for residents seeking to reach destinations including job-training, job opportunities, healthcare, and grocery stores. This area of inquiry will be useful both in justifying and improving transit services and in justifying economic investments to bring those needed destinations to rural jurisdictions – particularly healthcare due to the closure trends among rural hospitals. 1 Dobis, E., T. P. Krumel, Jr., J. Cromartie, K. L. Conley, A. Sanders, and R. Ortiz. (2021). Rural America at a Glance. Economic Research Service, U.S. Department of Agriculture. 2 Mattson, J., and D. Mistry. (2022). Rural Transit Fact Book. Small Urban and Rural Center on Mobility, Upper Great Plains Transportation Institute, North Dakota State University. 3 Johnson, K., and D. Lichter. (2022). Growing Racial Diversity in Rural America: Results from the 2020 Census. National Issue Brief #163, Carey School of Public Policy, University of New Hampshire. 4 Mattson and Mistry, Rural Transit Fact Book 5 American Hospital Association (2022). Rural Hospital Closures Threaten Access: Solutions to Preserve Care in Local Communities. 161 24-H-02 VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES This problem statement developed and proposed by AP055 TRB’s Standing Committee on Rural, Intercity Bus, and Specialized Transportation will increase and advance the knowledge of equity and contribute to the literature for transit systems, especially in rural areas. This work will identify the past benefit-cost analysis studies and expand upon the work by developing a new model that rural agencies can use to include the measurement of equity within the analysis. This aligns with the Federal Transit Administrations’ goal of improving equity. VIII. RELATED RESEARCH Much research has been devoted to analyzing the benefits and costs of transit provision (TCRP 2017), but none has fully considered the equity and economic benefits that are germane to rural communities for justifying provision or expansion of their transit services. 6 Many benefits that are heavily studied for urban areas, such as reduction in vehicle trips and parking costs and shifting land use patterns, play a tangential part in the economic analyses of rural transit. The benefits that matter the most for rural areas are overlooked or ambiguously measured. Mattson (2020) studied a variety of public transit benefits for rural and small urban areas in Minnesota and highlighted the challenges to place dollar values to several benefit terms. 7 Among them are equity, relocation cost savings, intangible benefits, and productivity. This calls for new ways to measure a wide array of benefits and to incorporate them into conventional economic analyses such as benefit-cost analysis (BCA) and multiple account evaluation (MAE). IX. PERSON(S) DEVELOPING THE PROBLEM • • • • • X. Jill Hough, Program Director - Small Urban and Rural Center on Mobility, North Dakota State University, PO Box 6050, Dept. 2880, Fargo, North Dakota 58108, 701-793-1364, jill.hough@ndsu.edu Jeremy Mattson, Associate Professor of Transportation, North Dakota State University, PO Box 6050, Dept. 2880, Fargo, North Dakota, 58108, 701-231-5496, Jeremy.w.mattson@ndsu.edu Yiyi Wang, Assistant Professor of Civil Engineering, San Francisco State University, SCI 247, San Francisco, California, 94132, 415-405-3956, yiyiwang@sfsu.edu Steve Yaffe, Yaffe Mobility Consulting, 1638 Emerywood Dr, Charlotte, NC 28210, 803-3989100 yaffe@mobility.info Brendon Finn, Transport Consultant, ETTS Ltd., Ireland, brendanfinn@yahoo.com PROCESS USED TO DEVELOP PROBLEM STATEMENT The problem statement was developed and written in collaboration among a subset of AP055 Committee members and friends of the committee from universities and consulting firms. 6 Weisbrod, G. et al (2017) TCRP Synthesis 128. Practices for Evaluating the Economic Impacts and Benefits of Transit. https://nap.nationalacademies.org/catalog/24768/practices-for-evaluating-the-economic-impacts-and-benefits-of-transit 7 Mattson, J. (2020) Measuring the Economic Benefits of Rural and Small Urban Transit Services in Greater Minnesota. Research Project Final Report. Upper Great Plains Transportation Institute. North Dakota State University. URL: https://www.dot.state.mn.us/research/reports/2020/202010.pdf 162 24-H-02 XI. DATE AND SUBMITTED BY June 30, 2023 Submitted by AP055 Committee Chair Jill Hough, North Dakota State University, PO Box 6050; Dept. 2880; Fargo, ND 58108, 701-793-1364, jill.hough@ndsu.edu XII. CO-SPONSORS • • • • • • AP055 Standing Committee on Rural, Intercity Bus, and Specialized Transportation AME50 Standing Committee on Accessible Transportation and Mobility AJE50 Standing Committee on Economics & Finance AP090 Standing Committee on Transit Data National Rural Transit Assistance Program Community Transportation Association of America 163 24-H-03 OUTLINE FOR TCRP PROBLEM STATEMENTS I. PROBLEM TITLE (Post-)COVID-19 Elasticities of Public Transit Service Frequency Changes II. RESEARCH PROBLEM STATEMENT The COVID-19 pandemic has forced many transit authorities to make tough choices regarding the financing and operation of transit networks. In addition, over the last 25 years, transit planning practice and policy evolved from providing service over the entire service area (i.e., coverage-based policy) to placing limited transit resources (in the form of transit operational subsidies, often colloquially referred to as vehicle hours, and limited capital investment, such as bus stop improvements and signal priority) to corridors that suggest higher ridership benefits from the allocation of the limited vehicle hours (i.e., market-based policy). The main concept is that by increasing service levels in the most promising corridors, consumer utility increases and consumers will respond by using transit in greater numbers. In short, there is an elasticity related to changes in transit service levels that has been effect both by changes in transit planning over the past decades, and exacerbated by COVID-19 related network and operations changes. Several policy considerations support this policy shift, including efficiency (obtaining the most passengers for the least money), effectiveness (placing service where is can do the most good for the most people or meet the most policy needs, such as urban development) and fiscal (since more passengers results in more fare revenue, which can then be reinvested to provide more service). However, while planners and managers understand intuitively that more service in the right places will result in more passengers relative to other allocations of service, empirical data to support this hypothesis is outdated and somewhat conflicting. Most practitioners use TCRP 95(c) as a resource and reference to understand and cite elasticities for changes in service frequency, but the studies referenced are at least 50 years old, creating hesitation among decision makers in accepting this source. III. OBJECTIVE The objective of this research is to develop new and updated research documenting recent changes in transit service levels and developing new transit elasticity resources that take into account (post-)COVID operating costs. It is anticipated that the research will be objective, inclusive of North America, exclusive of other service factors (i.e., fare changes, etc.) and provide a range of elasticities in reasonable ranges (i.e., service frequency changes where the base frequency is between 1-5 minutes, between 6-8 minutes, between 9-12 minutes, between 13-15 minutes, etc). The anticipated products are expected to become the new standard resource and reference to understand and cite elasticities for changes in service frequency. The final product will include: 1. Case Study Summaries: Case Studies on between ten to fifteen agencies/operators to identify systemwide elasticities resulting from changes to service frequencies and identify corridor-related elasticities resulting from service frequency changes on a specific corridor (for example, along five miles of an arterial). Case studies will include a summary of other factors that could have impacted ridership changes other than service frequency increases (such as new development, changes in fares, sociodemographic factors, etc.). 2. Identification of Elasticities Resulting from Changes in Service Frequency: This will be reported as a range, as the average, and as the median, for both systemwide and corridor definitions. 3. Recommendations for application 164 24-H-03 IV. RESEARCH PROPOSED The following information will be gathered to conduct this research: 1. Data on transit service changes in North America (and Australia/New Zealand if relevant and feasible) over the last 20 years that resulted in changes in service frequencies on statistically significant portions of the route network (including portions with infrequent ridership). 2. Case Studies on between ten to fifteen agencies/operators to identify systemwide elasticities resulting from changes to service frequencies and identify corridor-related elasticities resulting from service frequency changes on a specific corridor (for example, along five miles of an arterial). 3. From case studies, identify other factors that could have impacted ridership changes other than service frequency increases (such as new development, changes in fares, sociodemographic factors, etc.). 4. Recommend further research needs on this topic. The following research steps will be taken: 1. A literature search will be used to identify and classify the agencies that have made service changes resulting in service frequency changes. 2. A survey will be used for those agencies identified in the literature search to further investigate the details and data related to changes in ridership, service frequencies, etc. 3. Interviews will be conducted with the agencies/operators identified from the survey results to develop the case studies. 4. Validation, using NTD and other available reports, will be used in the case studies to provide additional confidence in the information provided in the case studies. Finally, the report will include: 1. Description of Study Methodology 2. Case Study Summaries 3. Identification of Elasticities Resulting from Changes in Service Frequency. This will be reported as a range, as the average, and as the median, for both systemwide and corridor definitions. 4. Recommendations for further research V. ESTIMATE OF THE PROBLEM FUNDING AND RESEARCH PERIOD Recommended Funding: $300,000 Research Period: 18 – 24 months Approximately four months for the literature search and research into the new focus areas, twelve months documenting and analyzing the case studies and conducting the survey and interviews, three months for the validation analysis and drafting the report, and a final three months for review and revision of a draft final report. VI. URGENCY AND PAYOFF POTENTIAL As practitioners develop transit routing and network restructuring proposals, decision makers often demand an estimate of the anticipated benefits. Additional ridership is a key benefit; identifying the tradeoffs between often sparse coverage service and service increases in successful corridors is critical. Citing research that is more than 50 years old is problematic in this environment. Updating research and summarizing a range of elasticities for changes in transit service levels can provide decision makers (and transit managers) with higher degrees of confidence in their plans and network changes. In addition, because fare revenues can represent anywhere from 30% to 60% of a transit operator’s budget, 165 24-H-03 understanding the fare generating potential of transit network redesign resulting from the elasticities of changes in service levels is fiscally significant. VII. RELATIONSHIP TO FTA STRATEGIC RESEARCH GOALS, TCRP STRATEGIC PRORITIES, and/or TRB STRATEGIC, CRITICAL, AND EMERGING ISSUES I. Place the Public Transportation Customer First Changes in transit service planning has been exacerbated by COVID-19 related network and operations changes. Developing service changes with the customer’s needs in mind is essential to the success of any transit authority. II. Enable Transit to Operate in a Technologically Advanced Society Better operations data (including real time, open access, etc.) allows for more nuanced elasticity analyses. State-of-the-art technology and innovations in data analysis allow for modern decision making processes and place transit customer satisfaction and agency health at the forefront. III. Continuously Improve Public Transportation Fare revenues can represent anywhere from 30% to 60% of a transit operator’s budget, and understanding the fare generating potential of transit network redesign resulting from the elasticities of changes in service levels is fiscally significant, and can help to continuously improve public transportation. IV. Flourish in the Multimodal Environment The multimodal environment is enabled by technology. Advancements in technology can be incorporated into transit to ensure bus and rail are modes available to multimodal riders and transit is at the center of new services such as Mobility as a Service. V. Revitalize Transit Organizations By increasing service levels in the most promising corridors, consumer utility increases and consumers will respond by using transit in greater numbers. This will result in increased ridership and revenue potential for transit agencies, and allow transit to flourish as the primary pillar of a healthy mobility system in many regions. VIII. RELATED RESEARCH • TCRP Report 95: Traveler Response to Transportation System Changes Handbook, Third Edition: Chapter 9, Transit Scheduling and Frequency (2004) • TCRP Report 95: Traveler Response to Transportation System Changes Handbook, Third Edition: Chapter 10, Bus Routing and Coverage (2004) • TCRP Report 95: Traveler Response to Transportation System Changes Handbook, Third Edition: Chapter 14, Road Value Pricing - Traveler Response to Transportation System Changes (2003) IX. PERSON(S) DEVELOPING THE PROBLEM • Anthony Bruzzone, Associate Principal, ARUP: anthony.bruzzone@arup.com +1-415-957-9445 • Matthew Ciborowski: Associate transportation planner, ARUP: matthew.ciborowski@arup.com +1-617349-9288 • Dea van Lierop: Assistant Professor, Utrecht University: d.s.vanlierop@uu.nl +31-030-253-1367 • Candace Brakewood: Assistant Professor, University of Tennessee: cbrakewo@utk.edu +1-865-9747706 166 24-H-03 X. PROCESS USED TO DEVELOP PROBLEM STATEMENT This statement was developed through the AP030 Transit Marketing and Fare Policy committee. XI. DATE AND SUBMITTED BY Dea van Lierop Assistant Professor, Utrecht University Vening Meineszgebouw A Princetonlaan 8a, Room 6.02 3584 CB Utrecht The Netherlands Submission date: June 17th, 2022 167

TCRP Screening Panel FY24: Agenda, Members & Strategic Plans

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