THE URBAN TRANSPORTATION MONITOR

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1 THE URBAN TRANSPORTATION MONITOR 2014 Law ley Pub li ca tions. All Rights Re served. VOL 28, NO 9 NO VEM BER 21, 2014 Bi cy cle Fa tal i ties on the Rise in US as More Com mu ters Opt for Bik ing Dra matic Sta tis ti cal Changes in Age and Loca tion of Fatal i ties The num ber of bicy clists killed in motor vehi cle crashes has been increas ing in recent years after decades of prog ress in reduc ing fatal ity rates. A new report from the Gov er nors High way Safety Asso ci a - tion (GHSA) notes that the num ber of bicy clists killed each year in the United States increased 16 per cent between 2010 and 2012, from 621 in 2010 to 722 in Dur ing the same time period, other motor vehi cle fatal i ties increased just one percent. Allan Wil liams, who authored Spot - light on High way Safety: Bicy clist Safety for the GHSA, also found remark able changes in bicy cle crash pat terns, espe - cially related to age and loca tion. Wil - liams says from 1975 to 2012, the per cent age of fatally injured bicy clists youn ger than 20 decreased from 79 per cent of the total to 16 per cent. The per cent age of adult bicy clists 20 and older who were killed climbed from 21 per cent to 84 percent. Male bicy clists con tinue to die at a much higher rate than females. The research revealed that the per cent age of fatally injured bicy clists who are males grew from 82 per cent in 1975 to 88 per cent in Males age 20 and older accounted for 74 per cent of the bicy clist deaths in 2012, fol lowed by males youn ger than 20 at 14 per cent. Females age 21 and older rep re sented 10 per cent of the deaths, and youn ger females accounted for just two per cent of the fatalities. Please turn to Page 4 Inside Sur veys....page 12 Requests for Pro pos als....page 23 Confer ences...page 24 A bicycle and pedestrian friendly environment at Times Square in New York City. (Photo: Courtesy of / Laura Sandt) Life Cycle Cost Anal y sis Could Help Save Transportation Dollars ASCE and Eno say Pub lic Sec tor Could Learn from Pri vate Sec tor about Long-Term Analysis A new report from the Amer i can Soci ety of Civil Engi neers (ASCE) and the Eno Cen ter for Trans por ta tion is encour ag ing life cycle cost anal y sis (LCCA) as a means to save money on trans por ta tion pro jects. ASCE and Eno rec og nize that when fund ing is tight, deci sion-mak ers and elected offi cials tend to focus on up-front costs with lit tle atten tion to future costs. Their report urges pol icy mak ers to start shift ing that trans por ta tion focus from the short-term to long-term by using LCCA. The report, "Max i miz ing the Value of Invest ment Using Life Cycle Cost Anal y - sis," defines LCCA as a data-driven tool that pro vides a detailed account of the total costs of a pro ject over its expected life. Some agen cies that have already adopted LCCA have suc cess fully saved sig nif i - cant sums of money. How ever, the report acknowl edges that there are still many chal lenges to cre at ing or expand ing the use of LCCA in trans por ta tion. A sur vey by ACSE and Eno found that while most transportation officials agree Please turn to Page 6

2 THE URBAN TRANSPORTATION MONITOR, NOVEMBER 21, 2014, VOL. 28, NO. 9 Page 2 London Congestion Charge has Unintended Benefit Re duc ing Traf fic Ac ci dents Traf fic is Mov ing Faster and Surprisingly More Safely since In tro duc tion of Charge When Lon don de cided to hit mo tor ists with a con ges tion charge, the goal was to help ease con ges tion and get traf fic mov - ing. A new re port finds the charge has also helped about 500 peo ple avoid se ri ous in - jury or death. The uni ver sity find ings in di cate the charge has re duced traf fic ac ci dents in cen - tral Lon don by 30 a month a 40 per cent re duc tion. Ac ci dents that re sult in death or se ri ous in jury also fell, by just un der four a month or 45 a year. While the charge for ve hi cles en ter ing the city cen ter had ear lier been cred ited with re duc ing traf fic and cut ting travel times, for the first time, re search ers at Lan - cas ter Uni ver sity in the United King dom and the Uni ver sity of Wis con sin-mil wau - kee de cided to take a look at its af fect on traffic accidents and their severity. Lancas - ter s Colin Green says that when a 5 con - ges tion charge was in tro duced in 2003, cars were spend ing about a third of their time in peak hours at a com plete stand still. It was ex pected the charge would help re - duce traf fic vol ume, which could mean fewer ac ci dents. How ever, he says that with traf fic mov ing faster, there was also the chance ac ci dent rates could rise, par tic - u larly in dense ar eas where cars, cy clists and pe des tri ans share the road. On the whole, the num ber of traf fic ac - ci dents in the United King dom has steadily de clined over the past de cade, so the re - search ers also needed to try to fig ure out how much of any ac ci dent rate re duc tion in Lon don could ac tu ally be at trib uted to the con ges tion charge. They de cided to com - pare what was hap pen ing in Lon don to Brit ain s 20 other most pop u lous cit ies and con trasted the change in ac ci dents in the con ges tion charge zone to the change over the same period in the other cities. In the end, the re search ers con cluded the con ges tion charge did lead to fewer ac ci - dents in Lon don s city cen ter. How ever, they also de cided to ex plore whether there was any neg a tive spill-over from the pol - icy, in terms of the charge just mov ing more traf fic to other parts of Lon don. So, they ex - am ined ar eas in both a 2 km and 5 km ra dius surrounding the congestion zone. Colins says that what they found was a large pos i tive spill-over. The sur round - ing ar eas ex pe ri enced about 20 fewer to tal ac ci dents a month, with 3.5 fewer se ri ous or fa tal ac ci dents. In ad di tion, the re sults showed that ac ci dents and in ju ries were re - duced dur ing the time pe ri ods the charge was not in ef fect and for ex empt ve hi cles, such as bi cy cles, motorcycles, taxis and buses. A con ges tion charg ing sign in Lon don. (Photo: Cour tesy of Trans port for Lon don) Because more bicyclists started using the streets when the charge went into ef - fect, there was an ini tial in crease in ac ci - dents in volv ing bi cy clists, but the trend re versed in Colin spec u lates bi cy - clists may have ei ther be come more ex pe - ri enced at city cycling or given up. The re search ers also sug gest a more ex pen sive charge could have an even greater ef fect on traf fic safety. The ini tial charge of 5 for pri vate and com mer cial ve hi cles en ter ing the con ges tion zone be - tween 7:00 a.m. and 6:30 p.m. on week - days was in creased to 8 in It in - creased again to 10 in Over that time, the re search ers con cluded that each one-pound in crease in the charge cut ac ci - dents by five per month. Mo tor ists wish ing to en ter the city s con ges tion charge zone typ i cally pur - chase passes on line. The sys tem is en - forced through the use of video cam eras and a li cense plate rec og ni tion system. For more in for ma tion, visit: aBM_1_BM_2_c.uk/71071/1/ LondonCongestionCharge.pdf The Urban Trans por ta tion Mon i tor, ISSN , is pub lished monthly, except dur ing Jan u ary and August (10 issues per year), by Law - ley Pub li ca tions, 6813 Jer e miah Ct., Fairfax Sta - tion, VA 22039, Tel: (703) , Fax: (703) , edi tors@lawleypub lications.com. Sub scrip tions $295 per year. Peri - od i cals post age paid at Fairfax, VA. POSTMASTER: Please send address changes to The Urban Trans por ta tion Mon i tor, P.O. Box 12300, Burke, VA The Urban Trans por ta tion Mon i tor pub lishes cur rent news on all modes and aspects related to urban trans por ta tion. Law ley Pub li ca tions is an inde pend ent and pri vately owned orga ni za tion. Copy right 2014, Law ley Pub li ca tions. All Rights Reserved. Repro duc tion, includ ing pho - to copy ing and fac sim ile or elec tronic trans mis - sion, in whole or in part with out writ ten per mis sion from the Edi tor is expressly pro hib ited. Law ley Pub li ca tions assumes no respon si bil ity or lia bil ity of any kind for the accu racy or com - plete ness of the infor ma tion herein, or for addi - tional or changed infor ma tion sub se quent to the date the mate rial was received and/or pub lished. Publisher/Editor: Dan iel B. Rathbone, Ph.D., P.E. Man ag ing Edi tor: Clarissa Reeves, M.Ed. Senior Edi tor/writer: Carol Ochs

3 THE URBAN TRANSPORTATION MONITOR, NOVEMBER 21, 2014, VOL. 28 NO. 9 Page 3 Potential Benefits Exist for Private Investors in Managed Lane Financing In vest ment An a lyst Rec om mends Traf fic Fore cast ers Do a Better Job of Con vey ing Those Benefits Traf fic con sul tants need to up their game when it co mes to tell ing po ten tial in ves tors the traf fic story be hind their man aged lane pro jects. That s the word from con sul - tant Rob ert Bain, writ ing in last month s is - sue of In fra struc ture In ves tor. In his ar ti cle, How do you put a price on roads? Bain says pub lic trans por ta tion agen cies are in creas ingly look ing to ward pri vate in ves tors to sup port priced man - aged lane con cepts. How ever, there are many chal lenges in pro vid ing the key ana - lyt ics that will make in ves tors un der stand and rec og nize the po ten tial in these projects. Bain is an infrastructure investment an - a lyst, au thor and for mer di rec tor with Stan - dard and Poor s. He runs RBconsult, a spe - cialist consultancy which undertakes tech - ni cal and com mer cial due dil i gence of can - di date road and rail pro jects for international investors. Ac cord ing to Bain, man aged lanes are un der go ing a con struc tion boom in the U.S. There are cur rently 22 priced man - aged lane pro jects op er a tional in the coun - try and more than 30 in de vel op ment, but he says the big gest de vel op ment is that man aged lanes are mov ing from sin gle cor ri dor-based ini tia tives to en tire net - works. This trend can al ready be seen in Texas and Florida and is get ting un der way in Cal i for nia. In fact, the San Fran cisco Metropolitan Transportation Commission es ti mates the Bay Area will have more than 500 miles of Express lanes by Like snow flakes, no two man aged lane pro jects are ex actly alike, and be cause they are still a rel a tively new con cept, there s not much of a track re cord of how they work. So, traf fic fore cast ing can be a chal - lenge. Bain says that from his re cent re - view of seven man aged lane pro jects, it is clear that dif fer ent mod el ing tech niques are be ing em ployed on dif fer ent stud ies by different traffic consultants. He notes that con sul tants gen er ally use a tra di tional model aug mented by one or more off-model spreadsheets. For ex am ple, Bain says spread sheets are of ten used to han dle toll di ver sion, al - low ing for a wide range of be hav ioral in - Managed lanes on I-10 in Houston. (Photo: Cour tesy of TxDOT) flu ences to be in cor po rated to ex plain route choice, and to cap ture the im pact of fu - ture-year peak spread ing. Spread sheets may also be used for con ges tion-re lated trip sup pres sion, since tra di tional mod els sel - dom in cor po rate any feed back from trip costs to trip gen er a tion and revenue calculations. Bain acknowledges that traditional toll road mod el ling can be tough enough, but priced man aged lanes add even more com - plex i ties. Some lanes may al low high oc cu - pancy vehicles or vehicles of a particular type, such as hy brids, to travel toll-free or at a dis count and those terms can change by time of day. Toll sched ules may be com - plex, with pric ing de pend ent on dis tance, sec tion of road way, time pe riod and day of the week. With dy namic pric ing, there may be a range of rules and trig gers that af fect toll ing. Bain says all of these fac tors com - bine to make the spread sheets mas sive, and when that hap pens, transparency commonly suffers. He notes there are some man aged lane at trib utes which work in traf fic fore cast - ers fa vor. For in stance, Bain cites brownfield pro jects that are typ i cally built in es tab lished, heavily-con gested cor ri - dors which pro vide a his tory of de mand and, some times, in sight into pos si ble lev els of sup pressed de mand. An other fac tor in fa vor of man aged lanes is their at trac - tive na ture as they can of fer time sav ings and trip reliability to users. In ad di tion, Bain says a num ber of man aged lanes op er ate in a rel a tively sim ple, con tained com pet i tive con text, com pet ing against them selves as man - aged lanes of fer an al ter na tive to gen eral pur pose lanes in a sin gle cor ri dor. Fi nally, he says, they tend to ramp-up quickly as the con di tions on the com pet ing fa cil i ties are clearly visible to drivers. Still, Bain points out that many chal - lenges re main for traf fic fore cast ers: De ter min ing mar ket cap ture the pro - por tion of to tal cor ri dor traf fic that will use the man aged lanes En sur ing they are us ing the ap pro pri ate value(s) of time, as this dic tates us age and im pacts the rev e nue line. Ac count ing for the ge om e try of the pro - ject, as ex press pipes with one en trance and exit are eas ier to fore cast that those with multiple access points. Ac count ing for ve hi cle oc cu pancy, as occupancy may affect eligibility to use the lanes. Please turn to Page 4

4 THE URBAN TRANSPORTATION MONITOR, NOVEMBER 21, 2014, VOL. 28 NO. 9 Page 4 Con tin ued from Page 1 Bi cy cle Fa tal i ties on the Rise in US Lo ca tion was a big fac tor in the fa tal i ties as com mut ing by bi cy cle has grown in pop u - lar ity. The re port found that 69 per cent of the bi cy clist deaths oc curred in ur ban ar eas in 2012, up from 50 per cent in Ac - cord ing to the Cen sus Bu reau, the num ber of bi cy cling com mu ters jumped 62 per cent from 2000 to GHSA re ports that 37 per cent of the deaths in 2012 oc curred at in ter sec tions. Still, the GHSA notes that the fa tal ity num - bers don t tell the whole story be cause it is hard to ac count for just how many more bi - cy clists are tak ing to the roads. While the num ber of bi cy clist deaths has been on an in crease in re cent years, the num bers are still among the low est since 1975, when the Fatality Analysis Reporting System (FARS) data were first com piled. In 1975, there were 1,003 bicyclist deaths. Through out the years, bi cy clists have ac - counted for about two per cent of to tal fa tal i - ties each year, with a range from 1.5 to 2.3 per cent. In 2012, bi cy clists ac counted for 2.2 percent of all motor vehicle-related deaths. A lack of hel met use and al co hol im - pair ment con tinue to be ma jor fac tors in the fa tal i ties. In 2012, two-thirds or more of fa tally in jured bi cy clists were not wear - ing hel mets, and 28 per cent of rid ers age 16 and older had blood al co hol con cen tra - tions (BAC) of.08 or higher. That com - pares with 33 per cent of fa tally in jured passenger vehicle drivers. Wil liams says it s no ta ble that the per - centage of fatally injured bicyclists with high BACs has re mained rel a tively con - stant since the early 1980s and did not mir - ror the sharp drop in al co hol-im paired driv ing that oc curred among pas sen ger ve - hi cle driv ers in the 1980s and early 1990s. GHSA Ex ec u tive Di rec tor Jon a than Adkins says hel met laws are an ef fec tive coun ter mea sure against death and in jury, but there are no states with uni ver sal hel - met laws. While 21 states and the Dis trict of Co lum bia have hel met laws for chil - dren, 29 have no bi cy cle hel met laws at all. In a 2012 na tional sur vey, 46 per cent of adult bi cy clists said they never wore hel - mets. The GHSA cites stud ies in Aus tra lia and Can ada that in di cate hel met laws cov - er ing adults do in crease hel met use and re - duce in ju ries, but hel met laws for adults in the U.S. have been controversial. Com plete Streets pol i cies that take into con sid er ation all modes of travel when build ing or im prov ing ex ist ing road ways are an other tac tic to com bat bi cy clist deaths. The GHSA re port says re search con firms that cy cle paths that pro vide a physical separation between bicycles and mo tor ve hi cles pro vide the best safety. How ever, the re port ac knowl edges that such paths are rarely fea si ble. Other op - tions in clude marked bike lanes, bi cy cle bou le vards, bike boxes at in ter sec tions and separate bicycle traffic signs with advance green lights for cyclists. Bi cy clists can take some steps on their own to im prove their safety. Wear ing re - flec tive cloth ing and us ing lights can be im por tant since many col li sions take place dur ing darkness. Over all, the num ber of bi cy clists killed in mo tor ve hi cle crashes in creased in 22 states be tween 2010 and Six states Cal i for nia, Florida, Illinois, New York, Mich i gan and Texas ac counted for 54 per cent of all fa tal i ties. Among those six, Florida saw a 45 jump in fa tal i ties while Mich i gan ex pe ri enced a 34 per cent drop dur ing the time pe riod, though nore re cent fig ures in di cate the rate in Mich i gan went up again in Wil liams points out that these six states all have large pop u la tions and many ur ban cen ters and likely re flect a high level of bi cy cle ex po sure and interaction with motor vehicles. For more in for ma tion, visit: f/spotlights/bikes_2014.pdf or con tact Amadie Hart at ahart@ghsa.org. Con tin ued from Page 3 Po ten tial Ben e fits Ex ist for Pri vate In ves tors in Man aged Lane Fi nanc ing Ac count ing for con di tions in the gen eral pur pose lanes, as man aged lane use can be very sen si tive to small changes in those lanes. Fore cast ing based on driv ers per cep - tions of re al ity, as these per cep tions are com monly in cor rect and driv ers may initially greatly overestimate their time sav ings in the man aged lanes and later catch on to the re al ity. Ac count ing for high peak-pe riod tolls that can dra mat i cally in crease the sen si - tiv ity of rev e nue to traf fic. Ac count ing for the im pact that high peak-pe riod tolls may have on driv ers de ci sions to re-time their travel. Deal ing with the thin ev i dence base for benchmarking and sense check ing, since over half the ex ist ing price man - aged lane pro jects have opened since Bain con cludes that rat ing agen cies A bi cy cle crash scene in Wash ing ton D.C. (Photo: Cour tesy of / Laura Sandt) seem to like man aged lane pro jects and a num ber have re ceived in vest ment-grade rat ings. How ever, get ting those rat ings will gen er ally re quire stron ger credit met - rics than toll road sector norms. An other in ves tor-pos i tive fac tor is the trend away from toll-ex empt ve hi cle cat e go ries as many of the planned man - aged lane de ploy ments are big-ticket new builds (rather than HOV lane con ver - sions), and strong rev e nue gen er a tion will be re quired in support. Bain s fi nal warn ing to traf fic fore cast - ers is that as the met rics be come more com - plex, fore cast ers need to be able to con vey what he calls the traf fic story; a con cise and lucid narrative that accompanies the fore casts tell ing us not only what the num - bers are but why and what they mean. For more in for ma tion, visit:

5 THE URBAN TRANSPORTATION MONITOR, NOVEMBER 21, 2014, VOL. 28 NO. 9 Page 5 Low-Cost Sign, Sig nal, and Pave ment Mark ing Im prove ments Can Save Lives South Carolina Pro gram Shows Ben e fits of Sys tem atic In ter sec tion Treat ments; 20% Crash Reduction Cost of $4.2 mil lion Per Year to Im prove Over 700 In ter sec tions A case study in South Carolina in di cates rel a tively mod est steps, such as better signs and pave ment mark ings, can yield big im prove ments when it co mes to in ter - section safety. South Carolina s De part ment of Trans - por ta tion (SCDOT) has been work ing with the Federal Highway Administration since 2008 on a new ap proach to cut ting fa tal i - ties at in ter sec tions. In stead of look ing at prob lem in ter sec tions on a costly case by case ba sis, the pro gram was de signed to iden tify safety im prove ments that could be de ployed sys tem at i cally at intersections across the state. SCDOT now says pre lim i nary re sults in di cate a crash re duc tion rate of about 20 per cent at the in ter sec tions im proved dur - ing the first year of the pro ject. It cau tions that these sta tis tics are based on sim ple anal y sis cal cu la tions and are not yet val i - dated us ing well known Em pir i cal Bayes meth ods. How ever, the de part ment says that at a cost of only about $4.2 mil lion per year to im prove over 700 in ter sec tions, it is very clear that the safety im prove ments im ple mented have a pos i tive ben e - fit-to-cost ra tio, met ex pec ta tions and -- most importantly -- have saved lives. To be gin, SCDOT used a five-year anal y sis of state wide crash data to iden tify 2,204 in ter sec tions to be im proved un der the South Carolina In ter sec tion Safety Im - ple men ta tion Plan (ISIP). The anal y sis re - vealed that 44 per cent of all in ter sec tion crashes oc curred at 1.3 per cent of the in ter - sec tions in the state, based on a per-in ter - sec tion thresh old of five or more crashes within the five-year time pe riod. The in ter - sec tions slated for im prove ment were cho - sen based on those find ings and in cluded a va ri ety of intersection types and locations. Since most roads in South Carolina are un der SCDOT ju ris dic tion, it was n t nec - essary to differentiate ownership between state and lo cal roads. Nearly 95 per cent of road way fa tal i ties oc cur on state-main - tained roads. Fol low ing the FHWA s In ter sec tion Safety Im ple men ta tion Plan Pro cess, SCDOT de vel oped a sys tem atic plan to Improved pavement markings are one of the tools applied in South Carolina (Photo: Cour tesy of SCDOT) make mod i fi ca tions us ing low-cost treat - ments, such as signs and pave ment mark - ings. Sig nal ized in ter sec tions also were treated with low-cost im prove ments spe cif - i cally re lated to the traf fic sig nals and associated infrastructure. Sign age for all in ter sec tions in cluded: Dou ble up (left and right) sign ing Over sized sign ing with high-in ten sity fluorescent sheeting Ad vance Street Name signs (W16-8) on In ter sec tion Warn ing signs Retroreflective sign post pan els So lar-pow ered, sign-mounted bea cons Replacement of additional safety related signs (e.g., Do Not En ter, One Way, etc.) within 500 feet of the in ter sec tion Pave ment mark ing im prove ments in cluded: Prop erly placed stop bars (4-8 off set and per pen dic u lar to the main line) Dashed edge lines to de lin eate the main - line and turn bays and es tab lish points of conflicting traffic Lane ar rows and word mes sages in ac - cor dance with stan dard draw ings, gen - eral notes and specifications Ad di tion of cross walks Sig nal ized in ter sec tion im prove ments in cluded: One sig nal head per lane Sup ple men tal near side signal heads Backplates with retroreflective bor ders 12" LED sig nal in di ca tions Pe des trian treat ments such as push but - ton in di ca tors and pe des trian count - down sig nals South Carolina used funds from the fed - eral High way Safety Im prove ment Pro - gram to im ple ment the pro gram, and it con tracted out the work so it could be com pleted more quickly. SCDOT pro - vided one gen eral tem plate draw ing for each of the four types of in ter sec tion sig - nal ized, four-way stop-con trolled, two-way stop con trolled and T-type stop con trolled in the bid doc u ments so po - ten tial bid ders had gen eral in for ma tion about the type of treat ments needed at each intersection type. Ultimately, four different contractors in stalled the im prove ments at the sig nal - ized in ter sec tions. For the rest, a sin gle, Please turn to Page 6

6 THE URBAN TRANSPORTATION MONITOR, NOVEMBER 21, 2014, VOL. 28 NO. 9 Page 6 Con tin ued from Page 1 Life Cy cle Cost Anal y sis Could Help Save Pub lic Trans por ta tion that long-term costs should be con sid ered in de ci sion-mak ing, only 48 per cent of prac ti tio ners said their agen cies could ef - fec tively pre dict fu ture costs. The re port says most of the lim ited trans por ta tion fund ing dol lars are in vested with out con - sid er ing the long-term op er at ing costs. The LCCA prin ci ple has been used more widely in the pri vate sec tor where the re port s au thors say there is typ i cally a need to de fend fi nan cial in vest ment needs and de ci sions with an an a lyt i cal tool, es pe - cially since there may be mul ti ple po ten tial uses for the avail able funds. The re port says that in the pub lic sec tor, there is lit tle in cen tive to use LCCA, and that is one of the bar ri ers to its widespread implementation. Six case stud ies in cluded in the re port il lus trate the ef fec tive ness of LCCA in the pub lic sec tor and show how bar ri ers to LCCA can be over come. For ex am ple, the re port cites $30 mil lion in sav ings by the Penn syl va nia De part ment of Trans por ta - tion since the 1980s, $140 mil lion saved on an air port run way ex pan sion pro ject at the Port Au thor ity in New York and New Jer - sey, and $300 mil lion saved on a rail pro - ject at the Re gional Transit District in Denver. The re port finds that the ben e fits of LCCA have not been prop erly com mu ni - cated and when the ben e fits are rec og - nized, LCCA s in clu sion in the de ci - sion-mak ing pro cess must be done through an it er a tive pro cess that is trans - parent. It notes LCCA s implementation should be pur posely sen si tive to other, non-an a lyt i cal con sid er ations," and it con - cludes the pub lic sec tor could learn a lot from the private sector in regard to LCCA. ASCE and Eno of fer rec om men da tions for of fi cials at the fed eral, state and lo cal level. At the fed eral level, the re port rec om - mends: Tie fund ing to per for mance by hav ing Con gress give the U.S. De part ment of Trans por ta tion greater au thor ity to hold grant ees ac count able to per for mance stan dards, al low ing USDOT to tie per - for mance to dis cre tion ary fund ing and re ward ing states that make the most cost-effective decisions. Launch a dis cre tion ary grant tar geted to ward as set man age ment by hav ing Con gress in tro duce a dis cre tion ary grant pro gram that pro vides fund ing specifically to aid in asset management. Use an LCCA-driven cost-ef fec tive ness rank ing to in form the State wide Trans - por ta tion Im prove ment Pro gram and Trans por ta tion Im prove ment Pro gram by hav ing Con gress di rect states and MPOs to rank their STIP and TIP pro - jects from most to least cost-ef fec tive. Im prove data re sources by the cre ation of data col lec tion stan dards and the ex - pan sion of data re ten tion pol i cies. Fund a de vel op ment course for LCCA lead ers through USDOT. At the state and lo cal level, the re port recommends: Es tab lish an LCCA pi lot pro gram that al lows the agency to en sure man age able im ple men ta tion and gives pro gram lead ers a chance to dem on strate to the whole agency the util ity of the pro cess. Introduce state level legislation since pro grams where fund ing is le gally tied to the re sults of the LCCA and other econ omy anal y sis have the stron gest like li hood of lon gev ity. Ded i cate fund ing to workforce de vel op - ment so staff can mean ing fully in cor po - rate LCCA into the de ci sion-mak ing pro cess. Part ner with the pri vate sec tor to help pub lic sec tor em ploy ees learn from their pri vate sec tor coun ter parts. The re port is win ning praise from In ter na - tional Bridge, Tun nel and Turn pike As so - ciation Executive Director and CEO Patrick Jones. He says it shines a bright light on the prin ci ple that mak ing a larger upfront in vest ment in build ing new or re - pair ing old in fra struc ture can be the smart - est move be cause the over all in vest ment will be smaller over the life of the pro ject. Jones notes that prin ci ple de serves much greater at ten tion than it is re ceiv ing to day. Jones is hope ful that by in creas ing use of LCCA in trans por ta tion plan ning, states and lo cal i ties can avoid the sur prise out-year cost bal loons that re sult from less ro bust upfront anal y sis. For more in for ma tion, visit: Con tin ued from Page 5 Low-Cost Sign, Sig nal and Pave ment Mark ing Im prove ments Can Save Lives state wide low-bid con tract was cho sen for sev eral rea sons -- uni for mity of im ple men - ta tion, ad min is tra tive ef fi cien cies and economies of scale. The FHWA says over all pub lic re ac tion to the pro gram has been good, but there were some ini tial com plaints. Some peo ple ob jected to the larger, brighter sign age, es - pe cially when it was close to pri vate prop - erty or in his toric dis tricts. How ever, FHWA says the neg a tive feed back slowed over time as cit i zens be gan to better un der - stand the safety ben e fits of the new signage. A more de tailed anal y sis of the pro gram is ex pected out next year, pos si bly in the spring. Mean time, in for ma tion about this sys tem atic ap proach is be ing widely dis - sem i nated by the FHWA and through var i - ous meet ings, and other states, such as Florida, Georgia, Massachusetts, Tennes - A right-an gle ac ci dent at an in ter sec tion. (Photo: cour tesy of the FHWA) see and Lou i si ana, are de vel op ing or have al ready es tab lished their own Intersection Safety Plans. For more in for ma tion, visit: ources/fhwasa12021/.

7 THE URBAN TRANSPORTATION MONITOR, NOVEMBER 21, 2014, VOL. 28 NO. 9 Page 7 Metro Sys tems Show ing Growth around the World Nearly 540 Metro Lines are Serv ing More Than 150 Mil lion Pas sen gers per Day The In ter na tional As so ci a tion of Pub lic Trans port (UITP) re ports that world metro sys tems are grow ing rap idly and metro lines can now be found in 148 cit ies across the globe. Since the year 2000, more than 45 new sys tems have been built and metro lines now carry more than 150 mil lion pas - sen gers per day. Ac cord ing to UITP, two-thirds of the world s met ros are lo cated in Asia and Eu - rope. Asia counts 50 metro lines and Eu - rope 45. There are 16 sys tems in Eur asia, 16 in Latin Amer ica, 15 in North Amer ica and six in the Mid dle East and North Af rica (MENA) re gion. Asia s metro sys tems carry more than 70 mil lion pas sen gers per day, nearly half the world to tal, over 3045 miles of track. The 15 lines in North Amer - ica carry 11 mil lion pas sen gers a day over 932 miles of track. UITP de fines metro as an ur ban guided trans port sys tem, mostly on rail, run ning on an ex clu sive right-of-way with out any in ter fer ence from other traf fic or level cross ings and mostly with some de gree of drive au to ma tion and train pro - tec tion. Metro lines al low high-ca pac ity trains to run with short head ways and high com mer cial speed and are suit able for high passenger flows. To be in cluded in UITP s count, the lines had to run trains com posed of a min i - mum of two cars and with a to tal ca pac ity of at least 100 pas sen gers. Sub ur ban rail - ways and sus pended sys tems were not in - cluded, but sys tems based on light rail, mono rail or mag netic lev i ta tion tech nol - ogy were in cluded if they met all other criteria. Met ros are be ing built at an in creas ing pace. From the 1970s to 2000, ap prox i - mately 25 new sys tems were added each de cade. Since 2000, more than 45 new sys - tems have be gun op er a tion 23 of them in Asia. UITP re ports that the MENA re gion ac counted for the larg est per cent age growth. It opened four of its six met ros since the turn of the cen tury. Latin Amer - ica added six of its 16 metro sys tems since In 2013 alone, new sys tems opened in: Brescia, It aly; Yongin, South Ko rea; and Harbin and Zhengzhou, China. To kyo has the world s busi est metro with close to 3.3 bil lion pas sen ger trips per year. Mos cow is the busi est sys tem out side of Asia with 2.4 bil lion an nual pas sen ger trips. New York City s sub way sys tem ranks high est in ridership in North Amer ica with 1.7 bil lion, and Mex ico City is tops in Latin Amer ica with 1.6 billion. Not only are new sys tems be ing built. UITP found that many cit ies are ex pand ing old sys tems. There are now 9,000 metro sta tions in the world and 6,835 miles of line infrastructure. The average line length is ap prox i mately 12.4 miles, and the av er age dis tance be tween sta tions is just under 4,000 feet. Shang hai leads the world in length. Its metro sys tem mea sures more than 311 miles of in fra struc ture. Beijing co mes in sec ond. Eu rope has the high est net work den sity with an av er age inter-sta tion dis - tance of ap prox i mately 0.6 miles. Den sity is low est in Eur asia at an av er age of 0.9 miles. The world s metro sys tems are also be - ing up dated to meet pas sen gers de mands for internet con nec tiv ity. UITP found that 77 per cent of the metro sys tems sur veyed pro vide some level of internet ac cess 73 per cent in sta tions and 58 per cent on-board metro trains. Over the next one to three years, 68 per cent of met ros plan to in - crease their ef forts to ex pand broad band con nec tiv ity while only five per cent have no such plans. Fig ures in the re port come from a da ta - base com piled by UITP us ing of fi cial com pany or other au thor i ta tive sources. UITP has more than 1,300 mem ber com - pa nies in 92 countries. For more in for ma tion, visit: or con tact An drew Can - ning at andrew.canning@uitp.org. The L'Enfant Plaza Metro station in Washington D.C. (Photo: Cour tesy of WMATA, by Larry Levine)

8 THE URBAN TRANSPORTATION MONITOR, NOVEMBER 21, 2014, VOL. 28 NO. 9 Page 8 Co lum bia, MO Vot ers Re ject New Means of Road Funding Op po nents of Higher De vel op ment Fees Win the Day Vot ers in Co lum bia, Mis souri, have struck down an at tempt to raise the city s de vel - op ment fees to help fi nance road con struc - tion. On Elec tion Day, vot ers re jected Prop - o si tion 2 by a mar gin of 55 per cent to 45 per cent. The prop o si tion would have changed the city s cur rent de vel op ment fee from a flat 50 cents per square foot to a tiered sys tem. If passed, the city planned to as sess a fee of $1 per square foot on res i - den tial con struc tion, $1.50 on low-im pact non res i den tial con struc tion and $2 on high-im pact non res i den tial con struc tion. The im pact fees would have been based on the amount of traf fic gen er ated by the de - vel op ment during peak afternoon travel times. Coun cil man Ian Thomas, a strong pro - po nent of Prop o si tion 2, ar gued the in - creased development fee was necessary to keep up with Co lum bia s grow ing pop u la - tion. He said that with the city grow ing by about 3,000 new res i dents per year, the city needs to spend about $10 mil lion per year on new col lec tor and ar te rial roads and to ex pand ex ist ing roads. He noted that the cur rent de vel op ment fee pro vided about 15 per cent of that cost, with the tax pay ers cov er ing the re main ing 85 per cent. Prop o - si tion 2 would have in creased the de vel op - ers con tri bu tion to 35 per cent and reduced the burden on taxpayers to 65 percent. A co ali tion of real es tate and de vel op - ment in ter ests, Cit i zens for a Better Co - lum bia, ar gued the hike in the de vel op ment A concrete pour at Scott Blvd., Columbia, MO (Photo: Cour tesy of the Columbia Public Works Dept.) Im prove ments to Scott Blvd. in Co lum bia, MO due to sig nif i cant new de vel op ment. (Photo: Cour tesy of the Co lum bia Pub lic Works Dept.) fee would in crease the cost of liv ing for res i dents. The group claimed that in - creases in de vel op ment fees would sim ply be passed along to res i dents in ways such as higher gro cery store prices or higher rents. The anti-prop 2 forces were the clear win ners in fi nanc ing lead ing up to the elec tion. The Co lum bia Tri bune re ports op po nents raised at least $170,000 to pro - mote their views while the pro-prop 2 cam paign com mit tee raised about $5,000. Pro po nents stressed the de vel op ment fee was not a tax sim ply a one-time charge paid by de vel op ers on new con - struc tion pro jects. Thomas ar gued the mod est in crease would go di rectly to - ward the fi nanc ing of new roads needed to han dle the in creased traf fic that serves new de vel op ments. He pointed out that Co lum bia has been grow ing rap idly and sales tax rev e nues have been hurt by tax-free on line shop ping, so pay ing for new roads was becoming increasingly difficult. In the months be fore the elec tion, 176 peo ple re sponded to a Thomas sur vey in which he asked how much of the cost of growth should be cov ered by new de vel op - ment charges. More than half of those re - spond ing thought de vel op ers should cover 80 to 90 per cent of the fees for the ex pan - sion of sys tems such as wa ter, sewer, storm wa ter, elec tric ity and roads. Just over a third felt de vel op ers should pay about two-thirds of the costs. On the is sue of col lec tor and ar te rial road costs alone, 16 per cent of the re spon - dents thought de vel op ers should cover 100 per cent of the costs. An other 25 per cent thought de vel op ers should cover 80 to 90 per cent, and 15 per cent re sponded 60 to 70 percent. How ever, the op po nents mes sage won the day. In ad di tion to rais ing fears about higher prices for con sum ers, the op po - nents ar gued that mak ing de vel op ment more ex pen sive in Co lum bia could stall the city s growth overall. For more in for ma tion, visit: html.

9 THE URBAN TRANSPORTATION MONITOR, NOVEMBER 21, 2014, VOL. 28 NO. 9 Page 9 New Re search In di cates Cell Phone Bans Don t Re duce Ac ci dents But Us ing a Cell Phone While Driv ing Can Be Dangerous A controversial new study indicates Cali - for nia s 2008 ban on hand-held cell phone use by driv ers had no ef fect on ac ci dent rates in the state a find ing that came as a sur prise to the study s au thors in light of other stud ies on the risk of cell phone use while driv ing. Researchers Nicholas E. Burger of the RAND Cor po ra tion, Dan iel T. Kaffine of the Uni ver sity of Col o rado Boul der and Bob Yu of the Col o rado School of Mines ex am ined ac ci dent rates on Cal i for nia road ways in the six months be fore and af - ter the state s cell phone ban went into ef - fect on July 1, Kaffine says our ini - tial idea was to es ti mate the re duc tion in ac ci dents, and then do a ben e fit-cost anal y - sis to see if the ben e fits of the re duced ac ci - dents out weighed the costs. I was think ing we d see re duc tions in accidents in the range of 5-10 percent. In stead, Kaffine says that af ter they col - lected the data and be gan dig ging into the anal y sis they re al ized there was no ev i - dence of a re duc tion in ac ci dents af ter ac - count ing for fac tors such as weather, gas prices, traf fic den sity and to tal miles driven. But Kaffine is quick to point out that does n t nec es sar ily mean that cell phone use is not risky. It s en tirely pos si - ble that cell phone use is risky, but ban ning its use is in ef fec tive for a number of reasons. For ex am ple, Kaffine says prior re - search has sug gested there is some com pli - ance when cell phone bans go into ef fect, but it is pos si ble that rel a tively safe driv - ers com ply, while rel a tively risky driv ers do not. In ad di tion, he notes that even those who com ply may sim ply sub sti tute an other risky be hav ior. He points out that re search has sug gested that hands-free/bluetooth may be just as dis - tract ing as hand-held use. The Na tional Safety Coun cil s Cell Phone Fact Sheet cites a New Eng land Jour nal of Med i cine re port that found driv - ers who use hand-held or hands-free cell phones are four times more likely to be in - volved in a crash. The fact sheet also notes that about 30 re search stud ies have con - cluded there is an in creased crash risk when us ing a cell phone and driving. The U.S. gov ern ment s website for Dis - tracted Driv ing, says sim ply, All dis trac tions en dan ger driver, pas sen ger and by stander safety. How ever, a Wayne State Uni ver sity study pub lished in the Jan u ary 2012 jour nal Ep i de mi ol ogy points out that two in flu en tial early stud ies of cellphone use and crash risk may have over es ti mated the risk of chat ting on a cellphone while driving. Kaffine says, It s im por tant to rec og - nize that an ac tiv ity may be bad in some sense, but ban ning it does n t al ways pro - duce the ex pected re sults if peo ple can sub - sti tute other bad ac tiv i ties. For in stance, the re search ers cite a study on the ef fect of a Mex ico City law that bans driv ing on cer tain days based on li cense plates. The law was in tended to help cut pol lu tion, but pol lu tion rates did n t change. In stead, re - search ers found that peo ple were driv ing more on the days they could drive, buy ing sec ond cars so they could always drive or using taxis. While Kaffine s study only looked at Cal i for nia road ways, he says the re sults should be fairly generalizable, at least to other states with sim i lar fines and sim i lar ac tiv i ties cov ered un der the ban. He notes that higher fines might en cour age more com pli ance and a re duc - tion in ac ci dents, and more gen eral bans on dis tracted driv - ing ac tiv i ties may cut down on pos si ble sub sti tute bad ac tiv i - ties and reduce accidents. There has been mixed re ac - tion to the study, Did Cal i for - nia s hand-held cell phone ban re duce ac - ci dents? Kaffine says some peo ple have re sponded, Well ob vi ously en force ment is a prob lem, I see peo ple talk ing on their phones all the time, so we need to in crease en force ment. Still oth ers have coun - tered, These re sults show that the ban is use less, so we should get rid of it." Ul ti mately, Kaffine says more re - search is needed to better un der stand what types of pol i cies work or do not work and why. The com plete study can be found in the jour nal Trans por ta tion Re search Part A: Pol icy and Prac tice. For more in for ma tion, visit: ortation-research-part-a-policy-and-prac tice/. An anti-distracted driver poster. (Photo: Cour tesy of Distraction.gov)

10 THE URBAN TRANSPORTATION MONITOR, NOVEMBER 21, 2014, VOL. 28 NO. 9 Page 10 Transportation Tort Liability: Case in Review California Court of Appeals Clarifies Limits of Public Entity Failure In 2009, a mother was killed, and her daugh ter in jured, cross ing at a marked pe - des trian cross ing in Pas a dena, Cal i for nia. Her fam ily filed suit against the City, al leg - ing a dan ger ous con di tion of pub lic prop - erty in that the cross walk and street mark - ings were faded, the light ing was min i mal, and a tree par tially ob scured a sign warn - ing of the cross walk. They claimed the City failed to prop erly main tain the cross walk and to place, main - tain, and re pair ap pro pri ate sign age, light - ing, and strip ing at, or on, the cross walk and ad ja cent road way. Fur ther, they claimed the City had prior no tice of these con di tions and at ten dant dan ger and risk, as there had been three prior ac ci dents at the site which had re sulted in phys i cal in ju - ries and a fa tal ity. De spite this, the City had failed to make any nec es sary re pairs or im - prove ments to the cross walk or roadway prior to the collision. The City re sponded by mov ing for sum - mary judg ment, ar gu ing that as a mat ter of law, no dan ger ous con di tion of pub lic prop erty caused the ac ci dent, so as to sub - ject it to liability. As ev i dence, the City sub mit ted the ac - ci dent re port; po lice pho to graphs taken on the night of the ac ci dent; and dec la ra tions from the in ves ti gat ing po lice of fi cer, the City s traffic engineer, its engineer responsi ble for streets and side walks, its claims co or di na tor, and an ex pert civil and traf fic en gi neer who ob served the ac ci dent scene once dur ing the day and again on the year an ni ver sary of the ac ci dent at the same time of evening as the accident had occurred. The trial court granted sum mary judg - ment for the City, find ing that plain tiffs did not es tab lish a dan ger ous con di tion ex - isted. Fur ther, it said the plain tiffs al le ga - tions of faded cross ing and street mark ings and ob struc tion of sign age was, in es sence, equiv a lent to an ar gu ment that the City failed to pro vide signs and mark ings; but un der the stat ute, nei ther a pub lic en tity nor a pub lic em ployee is li a ble... for an in - jury caused by the fail ure to pro vide traf fic or warn ing sig nals... un less... [it] was nec - es sary to warn of a dan ger ous con di tion The crosswalk at the intersection of Washington Blvd. and Bresee Avenue in Pasadena, CA where the fatal pedestrian accident took place. (Photo: Cour tesy, Google, Inc.) which plaintiffs failed to prove existed. The court also re jected plain tiffs ar gu - ment that in-road or other light ing would make the in ter sec tion safer. It found this to be not rel e vant both be cause the is sue was whether the in ter sec tion at the time of the ac ci dent was in a dan ger ous con di tion, not whether it could be made safer, and be - cause those items were not re quired of the City. The court also found that plain tiffs had failed to es tab lish that the prior ac ci dents at the in ter sec tion were sim i lar to the in ci - dent at is sue, as two of those in ci dents oc - curred be fore changes were made to the cross walk to bring it into the phys i cal con - di tion it was in at the time of the accident at bar. Plain tiffs ap pealed con tend ing that tri - able is sues of ma te rial fact ex isted, and there fore, the trial court erred in its judg - ment. The Court of Ap peal dis agreed, af - firmed the City s im mu nity, and awarded the City its costs on ap peal. It found that none of the un dis puted facts dem on strated a dan ger ous con di tion of pub lic prop erty as a mat ter of law. These facts in cluded that the road way where the ac ci dent oc curred was di rec - tion ally straight in flat ter rain, with a speed limit of 35 miles per hour and with traf fic di vided by painted dou ble yel low lines. Cross ing this was a road way with one traf - fic lane in each di rec tion; at the cross ing was a painted 14 foot wide cross walk with the words PED XING painted in it and side walks with bump outs at the lo - ca tion of the cross walk. Yel low, metal pe - des trian-cross ing signs were lo cated on both the north and south sides of the cross - walk, and there were streetlights at each of the in ter sec tion s cor ners, with dec o ra tive light ing also pres ent. Fur ther, the driver of the ve hi cle that hit the pe des tri ans had macular degeneration in one or both eyes. Re gard ing the faded mark ings and the tree ob struct ing the cross walk sign, the Court of Ap peal held that the ab sence of mark ings or signs can not cre ate a dan ger - ous con di tion of pub lic prop erty and that the lack of mark ings or signs is not a dan - ger ous con di tion. It noted that pub lic en ti - ties are im mu nized for li a bil ity for ac ci - dents caused by fail ure to pro vide sig nals, signs, mark ings etc. to warn of a dan ger ous con di tion un less that con di tion would not be rea son ably ap par ent to, and would not have been an tic i pated by, a person exercising due care. Please turn to Page 11

11 THE URBAN TRANSPORTATION MONITOR, NOVEMBER 21, 2014, VOL. 28 NO. 9 Page 11 Con tin ued from Page 8 Transportation Tort Liability It called this the con cealed trap stat ute and gave ex am ples of its ap pli ca tion, in - clud ing where the pub lic en tity fails to post signs warn ing of a sharp or poorly banked curve ahead; or of a hid den in ter sec tion be - hind a prom on tory; or where a de sign de - fect in the road way causes mois ture to freeze and cre ate an icy road sur face, a fact known to the pub lic en tity but not to un sus - pect ing mo tor ists; or where road work is be ing per formed on a high way. No such con di tion had been iden ti fied by plain tiffs. As to the min i mal light ing, it noted the un dis puted ev i dence of dec o ra tive light ing and streetlights at each cor ner of the in ter - sec tion. How ever, it found that in any case, a pub lic en tity is un der no duty to light its streets, and that the ab sence of street light - ing is it self not a dan ger ous con di tion. Sim i larly, a pub lic en tity is not li a ble for fail ing to pro vide brighter lights; as the City had no duty to light its streets in the first place, it could not be li a ble for fail ing to pro vide mea sures to improve the lighting quality. It held that the three prior ac ci dents at the in ter sec tion did dem on strate sub stan - tial sim i lar ity to the case at bar and noted that a stricter de gree of sub stan tial sim i lar - ity is re quired when other ac ci dent ev i - dence is of fered to show a dan ger ous con di - tion. It quoted a pre ce dent-set ting case where a prior Court had held that the other ac ci dent must be con nected in some way with a thing... and noted that plain tiffs had failed to con nect any of the prior ac ci dents with any thing that sug gested a phys i cal de fect in the prop erty constituted a dangerous condition. Finally, it rejected plaintiffs arguments that the City s fail ure to re paint the cross - walk mark ings ac cord ing to a cer tain sched ule, or that it had iden ti fied the in ter - sec tion as one that could be made safer, con sti tuted a dan ger ous con di tion. As to the mark ings, it held that the City had no duty to cre ate them so it could not be li a ble for fail ing to re paint them sooner. It noted that ac cord ing to the Ve hi cle Code, there is a le gal cross walk at ev ery in ter sec tion whether it is marked or not. Also, that the City s fail ure to fol low its pro posed re - paint ing sched ule did not cre ate a dan ger - ous con di tion, nor did its rec og ni tion of a po ten tial to in crease pub lic safety by im - ple ment ing ad di tional pre cau tion ary mea - sures prove the condition at the time of the accident was statutorily dangerous. Growth in Smart High way Sys tems Seen around the World New Re port of fers De tailed Anal y sis of Smart High way Mar kets A new re port de scribes smart high ways as the latest revolution in the transportation in dus try, and it pre dicts a com pound an - nual growth rate of more than 17 per cent in the smart high ways mar ket be tween 2014 and To help trans por ta tion stake - holders learn more about this mar ket, MarketsandMarkets has re leased a de - tailed anal y sis of the in dus try. The re port goes by the lengthy ti tle: Smart High way Mar ket by Tech nol ogy (In tel li gent Trans por ta tion Man age ment, Intelligent Traffic Management, Commu - ni ca tions, Mon i tor ing), and by Dis play (Variable Message Signs, Digital Signage) Global Fore cast to 2019, and it is avail able for pur chase at the MarketsandMarkets website. The study has nu mer ous ob jec tives: To an a lyze the smart high ways mar ket with em pha sis on high-growth tech nol - o gies, dis plays, de ploy ments, ser vices, and ge og ra phies To pro vide com pet i tive in tel li gence from mar ket share anal y sis To analyze revenue growth strategies from the mar ket size and fore cast sta tis - tics To an a lyze the op por tu ni ties for the stake holders through the study of the com pet i tive land scape in the smart high - ways mar ket To pro vide in sights on core com pe ten - cies and key growth strat e gies of com pa - nies in the smart high ways mar ket To fore cast the rev e nues of the smart high ways mar ket and its var i ous submarkets with re spect to five re gions, namely North Amer ica (NA), Latin Amer ica (LA), Eu rope (EU), Mid dle East and Af rica (MEA), and Asia-Pa cific (APAC) In the smart high way re port, the tech nol ogy com po nent is di vided into in tel li gent trans - por ta tion man age ment, in tel li gent traf fic man age ment and com mu ni ca tion and mon - i tor ing sys tems. It looks at the mar kets for lane de par ture warn ing (LDW) sys tems, au to matic num ber plate rec og ni tion (ANPR), incident detection systems, radio frequency identification (RFID), electronic toll col lec tion sys tems, GPS, real-time traf - fic management systems, radio networks, emer gency net works, data net works, traf fic man age ment, weather man age ment and video sur veil lance. In terms of ser vices, it an a lyzes man aged service, maintenance and operation service and consultancy service. It analyzes the mar ket for dis plays, such as vari able mes - sage signs and dig i tal sign age, and by de - ploy ment on prem ise or on the cloud. The re port iden ti fies the stake holders in the smart high way mar ket as trans por - ta tion ser vice pro vid ers, IT sup pli ers, ITS tech nol ogy sup pli ers, in te grated ser vice pro vid ers, man u fac tur ers, toll col lec tion au thor i ties and con trac tors, traf fic and pro ject en gi neers, gov ern ment plan ning de part ment and third-party lo gis tics pro - vid ers. It says notable market players in clude Alcatel Lu cent, Siemens AG, Indra, Kapsch AG, LG CNS and Xerox Corporation. Re search ers as sess var i ous ap - proaches be ing taken in key coun tries around the world and pro vide anal y sis of pro posed and on go ing pro jects on tech - nol o gies and IT so lu tions by var i ous coun tries for set ting up the smart high way in fra struc ture. They also ad dress the ex - pected mar ket rev e nue for these var i ous tech no log i cal ap proaches and high light the rev e nue po ten tial for smart highway services, such as cloud services. For more in for ma tion, visit: rch.asp?search=smart+highway+market.