Ongoing WIST R&D Activity

This listing reflects the information provided to the Working Group for
Weather Information for Surface Transportation (WG/WIST) in response to
a request for information sent out to the surface transportation weather
community in April 2006. It's not all in the same format and some
reports do not contain the same level of detail; however, it's a start.
We believe there are other WIST-related R&D activities going on that we
have not heard from yet. We will continue to reach out to gather this
data so we can help improve the crossflow of information not only within
the weather community, but also with and within the surface
transportation community.

If you know of other WIST-related R&D activity going on, please have
someone contact Frank Estis at <frank.estis@noaa.gov> or telephone
301-427-2056, ext 27, to have that activity included here.

Additionally, the WG/WIST made a review of these WIST-related R&D
activity reports and assigned an "activity" category from its needs
matrix (e.g., Observations, Data Management, Decision Support Systems)
that it thought the R&D activity supported and made a decision if it
only supported one surface transportation sector (e.g., road, rail,
pipeline) or two or more\...a few fell in the cross cutting category. 
You can find the assignment of this information at the end of each write
up. Please let us know if you agree with our assessment. We also
tabulated our findings to see where we had the most and least activity
going on; here is a picture of the results.

![](media/image1.wmf)

American Association of State Highway and Transportation Officials
(AASHTO)

AASHTO -- 1 Winter Maintenance Technical Service Program (WMTSP) Snow
and Ice Cooperative Program (SICOP)

AASHTO -- 2 Statewide Incident Reporting Systems

Winter Maintenance Technical Service Program (WMTSP) Snow and Ice
Cooperative Program (SICOP)

1.  What is the name of the research project being conducted/sponsored?

> AASHTO Winter Maintenance Technical Service Program (WMTSP) Snow and
> Ice Cooperative Program (SICOP) developed a Computer-Based Training
> (CBT) program that teaches road-weather science needed in field
> maintenance operations for snow and ice control. AASHTO is currently
> revising this CBT program to educate field maintenance personnel when
> new research is completed and ready for field operations
> implementation. For example, National Cooperative Highway Research
> Program (NCHRP) published NCHRP Report 526, "Snow and Ice Control:
> Guidelines for Materials and Methods" that identified the climatic,
> site and traffic conditions that affect the selection of snow and ice
> control strategies and tactics to achieve agency objectives. AASHTO
> does this by taking technical research results and using adult
> learning principles achieves technology transfer through the use of
> computer-based training administered either in an individual or group
> setting that is appropriate for the maintenance job and employee
> classification.

2.  Who is conducting the research?

> Usually Transportation Research Board through their National
> Cooperative Research Program. The NCHRP annual research program totals
> about \$25 million.

3.  What surface transportation weather-related problem are you trying
    to solve and what surface transportation safety, mobility or
    efficiency benefits do you see resulting from your efforts?

> For the AASHTO WMTSP it is related to winter maintenance operations
> which usually translates to snow and ice control and other weather
> related conditions which affect mobility and safety.

4.  What report or action prompted or helped shape this effort to be
    started (e.g., report recommendation, DOT project)?

    a.  *U.S. Weather Research Program: National Need, Vision, &
        Interagency Plan for FY 2000-2006*

    b.  *Weather Information for Surface Transportation - National Needs
        Assessment Report,* NOAA/OFCM, December 2002

    c.  The AMS *Policy Forum* focused on *"Weather and Highways"* in
        November 2003.

    d.  National Academy of Sciences' (NAS) Board on Atmospheric
        Sciences and Climate (BASC) and Transportation Research Board
        (TRB) report, *Where the Weather Meets the Road\--A Research
        Agenda for Improving Road Weather Services*, January 16, 2004.

    e.  Draft NOAA-FHWA Partnering Plan, last revised on July 1, 2004.

AASHTO-1

f.  *Weather Issues in Transportation Report on Research Focus Groups
    and Recommendations for Future Action September 2004*, Prepared by
    Iowa Department of Transportation and Center for Transportation
    Research and Education.

g.  Intelligent Transportation Society of America, Weather Information &
    Applications Special Interest Group (WIA-SIG), *Transportation
    Weather Research and Development Needs to Support ITS,* Version 0.0,
    Date: 18 September 2005. Prepared by: National Center for
    Atmospheric Research

h.  COST 309 Road Weather Conditions - COST is an intergovernmental
    framework for European **Co**operation in the field of
    **S**cientific and **T**echnical Research, allowing the coordination
    of *nationally funded* research on a European level. COST Actions
    cover basic and pre-competitive research as well as activities of
    public utility.

i.  *Siting Guidelines for Road Weather Information Systems (RWIS) and
    Environmental Sensor Stations (ESS)* posted at
    [www.fhwa.dot.gov/weather/](http://www.fhwa.dot.gov/weather/).

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5.  When are the results of the research expected to be available for
    others to use?

Results are available now.

6.  What is your vision (3-10+ years) of how weather information will be
    used to optimize surface transportation operations and safety, and
    what specific hurdles must be overcome to reach such a vision?

> That vision and hurdles to overcome are well laid out in reference
> 4.d. above. It is also well defined in SAFETEA-LU Section 5308 what
> needs to be accomplished in the next four years.

Area and Need Supported: Roadway -- Education, Outreach and Awareness

AASHTO-1

Statewide Incident Reporting Systems

**NCHRP 20-7**

**Proposed Research Problem Statement**

*Submitted by:*

AASHTO Subcommittee on Systems Operations and Management

John Conrad, Chair

**TITLE**

Statewide Incident Reporting Systems

**PROBLEM STATEMENT**

> Current versions of the House and Senate reauthorization legislation
> include new requirements for states DOTs to develop and maintain
> "Statewide Incident Reporting Systems." There is currently no guidance
> or common understanding of what qualifies as a statewide incident
> reporting system and is required to develop or maintain such a system.

**OBJECTIVE**

> The purpose of the proposed project would be to lay the groundwork for
> an AASHTO business and technology plan to collaboratively meet the
> prospective requirements of Statewide Incident Reporting Systems under
> reauthorization.

**SCOPE OF WORK**

> Conduct background research and convene a workshop to frame and
> explore the following questions:

-   What systems & capabilities exist to detect incidents on the
    National Highway System, where are there geographic and
    technological gaps, and what are emerging alternatives to address
    gaps and evolve national incident detection coverage?

-   What initiatives have been taken to fuse NHS incident data across
    multiple states or nationally, and what public and private sector
    efforts are investigating alternatives for NHS incident data fusion
    nationally?

-   Is a single or virtual national traffic operations center or NHS
    incident reporting center needed, what capabilities should it
    provide, and what activities are underway to evaluate or plan for
    such a center?

> AASHTO - 2
>
> Provide a report that includes:

-   Research findings

-   Workshop outcomes

-   Recommendations

-   Potential future strategies and next steps

**FUNDING REQUESTED**

It is estimated that this will be a six month project and will require
\$60,000.

CONTACT PERSON

Mr. John Corbin

Chair, Task Force on Incident Management

Subcommittee on Systems Operations and Management

State Traffic Engineer

Wisconsin DOT

john.corbin@dot.state.wi.us

\(608\) 266-0459

Mr. Gummada Murthy

Chair, Task Force on Traveler Information

Subcommittee on Systems Operations and Management

Director, Maintenance and Operations Programs

Washington State DOT

<murthyg@wsdot.wa.gov>

\(360\) 705-7801

Area and Need Supported: Roadway -- Performance Measures and
Weather-related Crash Reporting

AASHTO -- 2

National Aeronautics and Space Administration

(NASA)

NASA -- 1 Crosscutting Solutions: Solutions Network

> Surface Transportation
>
> Crosscutting Solutions: Solutions Network

Surface Transportation

1\. Name of the research project being conducted/sponsored.

Crosscutting Solutions: Solutions Network Surface Transportation

2 Who is conducting the research?

> NASA Applied Sciences Directorate using informal collaboration, though
> formal arrangements, such as MOU/MOA, are anticipated: FWHA, NOAA,
> USACE, Various State DOTs. Points of contact are: Martin Frederick,
> Deputy Director, NASA Applied Sciences, Washington, DC and William D.
> Graham, Applied Sciences Directorate, Stennis Space Center,
> Mississippi.

3 What surface transportation weather-related problem are you trying to
solve and what surface transportation safety, mobility or efficiency
benefits do you see resulting from your efforts?

> Roadway Sector specific analysis of weather impacts, mitigation
> actions and information needs, specifically: optical and thermal
> characterization of roadways using satellite remote sensing data.

4 What prompted this effort to be started (e.g., report recommendation,
DOT project)?

5 When are the results of the research expected to be available for
others to use?

Area and Need Supported: Roadway -- Observations

> Roadway -- Decision Support Systems

NASA-1

Department of Transportation (DOT)

Volpe Center

Federal Transit Administration (FTA)

Federal Highway Administration (FHWA)

DOT/Volpe Center -- 1 Aviation Weather Roadmap

DOT/Volpe Center -- 2 Road Weather Management Support

DOT/Volpe Center -- 3 Railroad Weather Analysis and Support

# DOT/FTA -1 Impacts of Climate Change on Transportation -- Gulf Coast Case Study

DOT/FTA -- 2 Desert Air Quality Comprehensive Analysis

FHWA -- 1 Maintenance Decision Support System (MDSS) Functional
Prototype

FHWA -- 2 MDSS Pooled Fund Study (PFS) Project

FHWA -- 3 Clarus Initiative -- the Nationwide Surface Transportation
Weather Observing and Forecasting System

FHWA -- 4 Vehicle Infrastructure Integration (VII) Initiative

FHWA - 5 Traffic Management Center (TMC) Integration

FHWA -- 6 Empirical Studies on Traffic Flow in Inclement Weather

FHWA -- 7 Weather Response System (WRS) Prototype

FHWA -- 8 Integrated Precipitable Water Vapor using Nationwide
Differential Global Positioning System Program

FHWA -- 9 *iFlorida* -- Surface Transportation Security and Reliability
Information System Model Deployment

FHWA -- 10 Aurora Program Research Projects

+-----------------------------+----------------------------------------+
| **Program Name**            | **Aviation Weather Roadmap**           |
+-----------------------------+----------------------------------------+
| Lead Agency                 | DOT/Federal Aviation Administration    |
+-----------------------------+----------------------------------------+
| Collaborating Agency        | DOT/Volpe Center                       |
+-----------------------------+----------------------------------------+
| Lead Agency Point of        | Jackie Hill                            |
| Contact                     |                                        |
+-----------------------------+----------------------------------------+
| Program Point of Contact    | Tom Seliga                             |
+-----------------------------+----------------------------------------+
| WIST R&D Area(s) Being      | -   Surface and tower weather          |
| Studied                     |     phenomena                          |
|                             |                                        |
|                             | -   Weather sensors                    |
|                             |                                        |
|                             | -   Weather processors                 |
|                             |                                        |
|                             | -   Forecast products                  |
+-----------------------------+----------------------------------------+
| Type of Program/Application | -   Assessment                         |
|                             |                                        |
|                             | -   Performance                        |
|                             |                                        |
|                             | -   Situational awareness              |
|                             |                                        |
|                             | -   Recommendations                    |
+-----------------------------+----------------------------------------+

Area and Need Supported: Airport Ground Operations -- Observations

> Airport Ground Operations - Modeling, Forecasts, Warnings,
>
> Advisories and Verification

DOT/Volpe Center -- 1

+-----------------------------+----------------------------------------+
| **Program Name**            | **Road Weather Management Support**    |
+-----------------------------+----------------------------------------+
| Lead Agency                 | DOT/Federal Highway Administration     |
+-----------------------------+----------------------------------------+
| Collaborating Agency        | DOT/Volpe Center                       |
+-----------------------------+----------------------------------------+
| Lead Agency Point of        | Paul Pisano 202-366-1301               |
| Contact                     |                                        |
+-----------------------------+----------------------------------------+
| Program Point of Contact    | Michael Rossetti 617494-2020           |
+-----------------------------+----------------------------------------+
| WIST R&D Area(s) Studied    | -   Day-to-day operational effects of  |
|                             |     the weather on transportation      |
|                             |                                        |
|                             | -   Research and investment needs      |
|                             |                                        |
|                             | -   Technology transfer activities     |
+-----------------------------+----------------------------------------+
| Type of Program/Application | -   Applications                       |
|                             |                                        |
|                             | -   Multimodal effects                 |
|                             |                                        |
|                             | -   Freight transportation             |
+-----------------------------+----------------------------------------+

Area and Need Supported: Roadway -- Education, Outreach and Awareness

DOT/Volpe Center -- 2

+-----------------------------+----------------------------------------+
| **Program Name**            | **Railroad Weather Analysis and        |
|                             | Support**                              |
+-----------------------------+----------------------------------------+
| Lead Agency                 | DOT/Federal Railroad Administration    |
+-----------------------------+----------------------------------------+
| Collaborating Agency        | DOT/Volpe Center                       |
+-----------------------------+----------------------------------------+
| Lead Agency Point of        | Len Allen 202-493-6329                 |
| Contact                     |                                        |
+-----------------------------+----------------------------------------+
| Program Point of Contact    | Michael Rossetti 617-494-2020          |
+-----------------------------+----------------------------------------+
| WIST R&D Area(s) Being      | -   Railroad weather phenomena         |
| Studied                     |                                        |
|                             | -   ITS applications                   |
|                             |                                        |
|                             | -   Technology transfer                |
+-----------------------------+----------------------------------------+
| Type of Program/Application | -   Occasional reports                 |
|                             |                                        |
|                             | -   Ad hoc support                     |
+-----------------------------+----------------------------------------+

Area and Need Supported: Railway -- Observations

DOT/Volpe Center -- 3

# Impacts of Climate Change on Transportation -- Gulf Coast Case Study

## Project Description

### Purpose

-   To develop region-specific knowledge about the impacts of climate
    change on transportation in the western Gulf Coast area through an
    in-depth synthesis and analysis of existing data

-   To identify key risks and issues of concern to transportation
    decision-makers in the western Gulf Coast region

-   To develop a methodological approach for regional analysis of the
    impacts of climate change on transportation that can be applied to
    analyses of impacts in other regions

### Targeted Geographic Area

-   Western Gulf Coast coastline, from the Mexican border in Texas to
    the New Orleans, Louisiana metropolitan area

-   Focus on selected metropolitan areas and key energy and industry
    resources

### Research Approach

-   Multi-year phased project with products generated by phase

-   Research collaboration with appropriate Federal partners, including
    detailed scope development and contracting mechanism(s)

### Potential Partners (Contact) -- partial list

[Federal Agencies]{.underline}

-   NASA / Earth Science (Roger King)

-   USGS / National Wetlands Research Center (Virginia Burkett)

-   FEMA / National Hurricane Program (John Gambel)

-   EPA / Sea Level Rise project (Jim Titus)

-   EPA / Climate Change Research Program (tbd)

-   US Army Corp of Engineers (J. Rolf Olsen, others tbd)

-   NOAA (tbd)

    [State and Local Agencies]{.underline}

-   Texas DOT (tbd)

-   Louisiana DOT (tbd)

-   Houston/Galveston MPO (Alan Clarke)

    DOT/FTA - 1

    [Research Institutions]{.underline}

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-   Louisiana State University

-   

### Resources

-   Resource requirements determined by phase in consultation with
    partners

-   Estimated total cost: \$500,000 - \$3M over 3 phases, depending on
    scope, budget, and partner funding

## 

## Gulf Coast Case Study -- Preliminary Research Concept

## Phase 1 -- Synthesis of Existing Data and Information

### Climate and Weather Projections 

-   How are climate and weather patterns projected to change, over what
    time frames, in the Gulf Coast region? What is the range of
    variation in projections from different models? What is the degree
    of scientific certainty in these projections? Consider:

    -   Sea levels

    -   Subsidence

    -   Hurricanes and severe storms

    -   Precipitation rates, frequency, duration

    -   Temperatures

### Critical Infrastructure and Facilities

-   What transportation infrastructure in the Gulf Coast may be at risk
    due to these changes in climate and weather patterns?

    -   Highways and street networks

    -   Rail lines

    -   Ferries

    -   Airports

    -   Ports, freight terminals

    -   Draw bridges

    -   Tolls

-   What key users and facilities in the Gulf Coast may be at risk due
    to these changes in climate and weather patterns?

    -   Fire and rescue facilities

    -   Emergency response teams

    -   Hospitals, schools, and other key public services facilities

    -   Military facilities

    -   Industry infrastructure (petroleum, chemical, other commodities)

        DOT/FTA - 1

-   What changes in climate and weather are most significant for
    specific facilities and users?

**Phase 1 Anticipated Products:**

-   Synthesis of existing weather and climate data and model projections
    with locations of key infrastructure and facilities, including GIS
    overlays.

-   Recommendation of specific metropolitan areas and/or facilities for
    in-depth analysis of impacts and risks.

**Phase 1 Anticipated Costs:** \$100,000 - \$300,000

## Phase 2 -- Assessment of Potential Impacts and Risks for Infrastructure, Operations, Maintenance, and Safety

-   How would the projected changes in climate and weather affect
    existing key infrastructure and facilities?

-   What are the long-range transportation plans for key metropolitan
    regions in the western Gulf Coast? How do these relate to projected
    climate changes in the region? Consider:

    -   Plans for new infrastructure

    -   Plans for capacity expansion

    -   Municipal or regional growth plans

-   How will the projected changes in climate and weather affect the
    safe and efficient management and operation of the transportation
    network in the Gulf Coast? Consider:

    -   Flooding of surface infrastructure

    -   Marine navigation during extreme weather

    -   Flight operations during extreme weather

    -   Evacuations during hurricanes and severe storms

    -   Interruptions in freight and energy flows

-   What are the relative risks of climate change to different aspects
    of the transportation network in the Gulf Coast? Which of these
    impacts represent the highest risks to the Gulf Coast region as a
    whole, and to specific communities and users? Consider:

    -   Relative severity of projected impacts

    -   Degree of certainty / probability of projected impacts

    -   Time frame within which impacts are likely to occur

    -   Communities and populations impacted

    -   Economic impacts

    -   Impacts on energy resources and national energy security

    -   Existing adaptation and response strategies of transportation
        agencies and other partners / institutions

        DOT/FTA - 1

    -   Resources and capabilities available to develop response
        strategies

    -   Options and feasibility of transportation responses

-   Which represent the highest priorities for the development of
    response strategies by the transportation community?

-   Are there aspects of long-range plans that may need to be
    reconsidered to incorporate climate change information?

**Phase 2 Anticipated Products:**

-   Overview report of the range of potential impacts of climate change
    on transportation infrastructure and facilities in the western Gulf
    Coast, and their relative risks to Gulf Coast communities,
    businesses, and the nation as a whole.

-   In-depth assessment of selected high priority impacts on specific
    metropolitan areas and/or facilities.

-   Improved tools for decision-making

**Phase 2 Anticipated Costs:** \$300,000 -- 2,000,000

## Phase 3 -- Assessment of Response Strategies

-   What are the options for response and adaptation that transportation
    managers can consider to avoid or adapt to the specific risks
    identified? Consider:

    -   Changes in infrastructure location

    -   Engineering and design responses

    -   Operational strategies

    -   Modal shifts

-   What potential strengths, weaknesses, costs, and feasibility
    concerns should transportation decision makers consider in assessing
    these response options?

-   Are there aspects of long-range plans that may need to be
    reconsidered to incorporate climate change information?

**Phase 3 Anticipated Products:**

-   Report summarizing the options for response available to
    transportation decision makers, and criteria for assessing these
    options for local application.

Phase 3 Anticipated Costs: \$100,000 -- \$700,000

Area and Need Supported: Cross Cutting -- Modeling, Forecasts, Warnings,
Advisories, and

> Verification
>
> Cross Cutting -- Decision Support Systems
>
> DOT/FTA -- 1

Desert Air Quality Comprehensive Analysis

PERFORMING ORGANIZATION: Desert Research Institute (DRI)

PROBLEM STATEMENT:  Transportation affects air quality via vehicle
exhaust emissions, suspended road dust, road construction and repair.
These emissions are large contributors to excessive concentrations of
PM~2.5~ and PM~10~ (particles with aerodynamic diameters less than 2.5
and 10 µm), ozone (O~3~), and carbon monoxide (CO), all of which are
regulated by National Ambient Air Quality Standards (NAAQS).

PROJECT SCOPE/DESCRIPTION:  This project develops and demonstrates
cost-effective and practical methods to reduce the uncertainties in
transportation emissions estimates and to quantify contributions from
outside of a metropolitan planning area. The project will develop the
first remote sensing system for transportation particle emissions that
can be used with available instruments for remote sensing of CO and VOC.
It will also show how state and local agencies can use advanced
Geographical Information Systems (GIS) and meteorological models to
evaluate the effects of transportation changes on ambient concentrations
and to estimate contributions from distant sources to urban pollutant
levels.

MAJOR PROJECT MILESTONES:

> 1.      Test system.
>
> 2.      Conduct a major field campaign in the Las Vegas metropolitan
> area to obtain vehicle emissions information during summer and winter
> months.
>
> 3.      Supply the results to the Regional Transportation Commission
> and help them interpret the results to understand how traffic
> management decisions affect vehicle emissions distributions for
> different scenarios.

DELIVERABLES:  Publications and reports that document and disseminate
results of the vehicle emissions measurements and that also provide an
evaluation of the impact of vehicle exhaust emissions on intelligent
transportations systems planning.  Four manuscripts were submitted to
scientific journals in May 2003. A fifth manuscript is about to be
submitted for publication. Given the built-in delays involving reviewing
and the revision and editing processes, it will likely be a year before
any articles actually appear in print. All articles carry acknowledgment
of our support from the FTA. The five scientific journals are *Applied
Optics, Environmental Science and Technology, Atmospheric Environment,
Science of the Total Environment, and the Journal of the Air and Waste
Management Association.* Copies of all five manuscripts will be in the
appendices of the Phase 1 (manuscripts 1, 2, 3) and Phase 2 (manuscripts
4,5) final reports.

DOT/FTA - 2

START DATE:  09/6/2001

PLANNED COMPLETION DATE:  01/31/2006

STATUS OF PROJECT:  When the original Phase 3 statement of work for the
State of Nevada Air Quality Study was written over two years ago (May
17, 2001), it was believed that the vehicle emissions remote sensing
system should be designed (and utilized) for long-term, unattended
operation at a single fixed roadside location. However, extensive
field-testing in 2002 determined that the system is much more effective
in characterizing vehicle emissions in a metropolitan and/or regional
area by operating it as a transportable system that can be located in
different transportation environments. For example, it was found that
characterizing the fleet distribution of vehicle emissions in the Las
Vegas area required short-term (days) sampling at each of approximately
ten selected urban locations in order to obtain a good representation of
the vehicle population. To the contrary, long-term monitoring at a
single location does not provide the comprehensive information that is
needed by transportation planners. Therefore, the system is now being
optimized for rapid deployment and short-term use at multiple locations
rather than long-term operation at a single location.

Field testing has also revealed that particulate emissions by most
on-road vehicles are lower than expected. In fact, part of the
above-described optimization of the equipment is to increase the
sensitivity of the system to detect the lower particle emissions from
late-model vehicles. Furthermore, the realization that on-road vehicles
are generally low emitters highlights the role of non-road emissions,
specifically diesel operated mobile (e.g., construction equipment) and
stationary (e.g., electrical generators). To that end, and in keeping
with DRI\'s mandate with this Federal Transit Administration (FTA)
project to develop complementary sponsorship from other agencies, DRI
has begun a project funded by the Department of Defense, under the
Strategic Environmental Research and Development Program (SERDP), to
characterize off-road diesel emissions of criteria pollutants.
Conveniently, the non-road measurements required for the SERDP study
require a portable remote sensing system as designed for the FTA work.

A twelve-month no-cost extension of the FTA work to September 30, 2005
will permit the development of the portable remote sensing system and
coordination with the related SERDP work as described above. All of this
will greatly strengthen the impact of this FTA-sponsored study.

**Statement of Work:**

Task 1 - Design a second-generation on-road sensor implementing
improvements based on what has been learned in the preliminary field
tests of the first system.

Task 2 - Construct the new system, create the software for operation,
and complete an acceptance test.

DOT/FTA - 2

Task 3 - Conduct a field campaign in the Las Vegas metropolitan area to
obtain vehicle emissions information during summer and winter months.

Task 4 - Supply the on-road results to the Regional Transportation
Commission of Southern Nevada and help them interpret the results to
understand the dependence of vehicle emissions distributions on the
seasons of the year and other factors. Include preliminary information
on the impact of off-road sources.

Task 5 - Manage the project and create reports and publications.

Area and Need Supported: Roadway -- Observations

Roadway -- Modeling, Forecasts, Warnings, Advisories, and

> Verification

DOT/FTA -- 2

Maintenance Decision Support System (MDSS) Functional Prototype

PROGRAM NAME: **Maintenance Decision Support System (MDSS) Functional
Prototype** (www.rap.ucar.edu/projects/rdwx_mdss/index.html)

LEAD AGENCY / COLLABORATING AGENCIES: The U.S. DOT Federal Highway
Administration (FHWA) is the sponsoring agency. Collaborating agencies
involved in prototype development include the Army Cold Regions Research
and Engineering Laboratory (CRREL), the National Center for Atmospheric
Research (NCAR), the Massachusetts Institute of Technology -- Lincoln
Laboratory (MIT/LL), the NOAA Forecast Systems Laboratory (FSL), and the
NOAA National Severe Storms Laboratory (NSSL).

LEAD AGENCY POINT OF CONTACT: Paul Pisano, FHWA Road Weather Management
Program, 202-366-1301, paul.pisano@fhwa.dot.gov

PROGRAM POINT OF CONTACT: Bill Mahoney, NCAR, 303-497-8426,
mahoney@ucar.edu

WIST R&D AREA(S) BEING STUDIED: Modeling and Forecasts, and Improved
Decision Support Systems

TYPE OF PROGRAM / APPLICATION: Application Development. The functional
prototype that integrates Environmental Sensor Station (ESS) data,
advanced numerical weather prediction models, pavement chemical
concentration algorithms, pavement temperature models and computer-coded
winter maintenance rules of practice to generate customized winter road
treatment recommendations for maintenance personnel. The prototype was
successfully demonstrated and tested over two winter seasons in Iowa.
During the 2004/2005 winter season, the demonstration domain was moved
to Colorado to incorporate terrain effects.

Area and Need Supported: Roadway -- Decision Support Systems

> Roadway - Modeling, Forecasts, Warnings, Advisories, and Verification

DOT/FHWA -1

MDSS Pooled Fund Study (PFS) Project

PROGRAM NAME: **MDSS** **Pooled Fund Study (PFS) Project**
(http://mdss.meridian-enviro.com/)

LEAD AGENCY / COLLABORATING AGENCIES: South Dakota DOT is the lead
agency. Collaborating agencies include the Colorado DOT, Indiana DOT,
Iowa DOT, Minnesota DOT, North Dakota DOT, the FHWA Road Weather
Management Program, and Aurora (an international partnership of public
agencies). Meridian Environmental Technology (a private vendor) is the
consultant developing the system.

LEAD AGENCY POINT OF CONTACT: David Huft, South Dakota DOT,
605-773-3358, dave.huft@state.sd.us

PROGRAM POINT OF CONTACT: David Huft, South Dakota DOT, 605-773-3358,
dave.huft@state.sd.us

WIST R&D AREA(S) BEING STUDIED: Modeling and Forecasts, and Improved
Decision Support Systems

TYPE OF PROGRAM / APPLICATION: Application Development. The Pooled Fund
Study MDSS utilizes modules from the functional prototype MDSS to create
operational applications for maintenance personnel in collaborating
state DOTs.

Area and Need Supported: Roadway -- Decision Support Systems

> Roadway -- Modeling, Forecasts, Warnings, Advisories, and
>
> Verification

DOT/FHWA -2

Clarus Initiative -- the Nationwide Surface Transportation Weather
Observing and Forecasting System

PROGRAM NAME: **Clarus Initiative -- the Nationwide Surface
Transportation Weather Observing and Forecasting System**
(www.clarusinitiative.org)

LEAD AGENCY / COLLABORATING AGENCIES: The U.S. DOT FHWA Intelligent
Transportation Systems (ITS) Joint Program Office is the lead agency.
Other members of the Clarus Initiative Management Team (IMT) are the
FHWA Road Weather Management, NOAA, the Intelligent Transportation
Society of America, the American Meteorological Society (AMS), the
Institute of Transportation Engineers (ITE), the Transportation Research
Board (TRB) and the American Association of State Highway and
Transportation Officials (AASHTO). The Clarus Initiative Coordinating
Committee (ICC) is an interdisciplinary source of expertise and guidance
with participants from the U.S. and State DOTs, NOAA, other federal
agencies, the private sector and academia.

LEAD AGENCY POINT OF CONTACT: James Pol, FHWA ITS Joint Program Office,
202-366-4374, james.pol@fhwa.dot.gov

PROGRAM POINT OF CONTACT: Paul Pisano, FHWA Road Weather Management
Program, 202-366-1301, paul.pisano@fhwa.dot.gov

WIST R&D AREA(S) BEING STUDIED: Observations, Modeling and Forecasts,
Weather Information Dissemination, and Improved Decision Support Systems

TYPE OF PROGRAM / APPLICATION: Basic Research and Application
Development. Clarus (which is Latin for \"clear\") is an initiative to
develop and demonstrate an integrated surface transportation weather
observing data management system, and to establish a partnership to
create a Nationwide Surface Transportation Weather Observing and
Forecasting System. The objective of Clarus is to provide information to
all transportation managers and users to alleviate the effects of
adverse weather (e.g., fatalities, injuries and delays).

Area and Need Supported: Roadway -- Observations

Roadway -- Data Management

Roadway -- Weather Information Dissemination

DOT/FHWA -3

Vehicle Infrastructure Integration (VII) Initiative

PROGRAM NAME: **Vehicle Infrastructure Integration (VII) Initiative**

LEAD AGENCY / COLLABORATING AGENCIES: The U.S. DOT Intelligent
Transportation Systems (ITS) Joint Program Office is the lead agency.
Collaborators include a consortium of automobile manufacturers.

LEAD AGENCY POINT OF CONTACT: James Pol, FHWA ITS Joint Program Office,
202-366-4374, james.pol@fhwa.dot.gov

PROGRAM POINT OF CONTACT: James Pol, FHWA ITS Joint Program Office,
202-366-4374, james.pol@fhwa.dot.gov

WIST R&D AREA(S) BEING STUDIED: Observations, and Weather Information
Dissemination

TYPE OF PROGRAM / APPLICATION: Basic Research. The VII Initiative will
examine the feasibililty of creating an enabling communications
infrastructure to support vehicle-to-vehicle and
vehicle-to-infrastructure communications across the nation.
Vehicle-based environmental sensors will provide new observational
opportunities to sense weather and road conditions. Mobile observation
data and derived information could serve transportation applications and
enhance surface weather forecasts. Under the VII, Initiative research
will be conducted and technologies will be advanced. Applications using
VII data will be created in other initiatives such as Clarus.

Area and Need Supported: Roadway -- Observations

Roadway -- Weather Information Dissemination

DOT/FHWA -4

Traffic Management Center (TMC) Integration

PROGRAM NAME: **Traffic Management Center (TMC) Integration**

LEAD AGENCY / COLLABORATING AGENCIES: The U.S. DOT Federal Highway
Administration (FHWA) is the sponsoring agency. Battelle is the
consultant performing the work.

LEAD AGENCY POINT OF CONTACT: Paul Pisano, FHWA Road Weather Management
Program, 202-366-1301, paul.pisano@fhwa.dot.gov

PROGRAM POINT OF CONTACT: Chris Cluett, Battelle, 206-528-3333,
cluett@battelle.org

WIST R&D AREA(S) BEING STUDIED: Improved Education and Outreach, and
Improved Decision Support Systems

TYPE OF PROGRAM / APPLICATION: Basic Research and Application
Development. This project aims to better understand weather information
integration in TMC operations and decision making. The project will
document a baseline condition that defines the current
state-of-the-practice, and develop future concepts and methods that
could be implemented to enhance use of weather information in TMCs.
Extensive data were collected from 38 TMCs to form an understanding of
approaches to weather information integration. The project has just
completed the baseline condition documentation and will begin to develop
future concepts soon

Area and Need Supported: Roadway -- Decision Support Systems

Roadway -- Education, Outreach, Awareness

Roadway - Weather Information Disemination

DOT/FHWA -5

Empirical Studies on Traffic Flow in Inclement Weather

PROGRAM NAME: **Empirical Studies on Traffic Flow in Inclement Weather**

LEAD AGENCY / COLLABORATING AGENCIES: The U.S. DOT Federal Highway
Administration (FHWA) is the sponsoring agency. Cambridge Systematics is
the consultant performing the work.

LEAD AGENCY POINT OF CONTACT: Paul Pisano, FHWA Road Weather Management
Program, 202-366-1301, paul.pisano@fhwa.dot.gov

PROGRAM POINT OF CONTACT: Dan Ketchmer, Cambridge Systematics

WIST R&D AREA(S) BEING STUDIED: Improved Decision Support Systems

TYPE OF PROGRAM / APPLICATION: Basic Research. The empirical studies
will investigate and quantify the impacts of various weather events on
traffic flow parameters and driver behavior. The consultant is currently
developing a plan to collect weather data, pavement condition data and
traffic flow data (e.g., average speed and travel time) in different
regions of the country. Initially the work will focus on precipitation
impacts on freeways. Future work may be conducted on the impacts of
other weather events (e.g., low visibility and high winds) and human
factors.

Area and Need Supported: Roadway -- Education, Outreach, Awareness

DOT/FHWA -6

Weather Response System (WRS) Prototype

PROGRAM NAME: **Weather Response System (WRS) Prototype**

LEAD AGENCY / COLLABORATING AGENCIES: The U.S. DOT Federal Highway
Administration (FHWA) is the sponsoring agency.

LEAD AGENCY POINT OF CONTACT: Paul Pisano, FHWA Road Weather Management
Program, 202-366-1301, paul.pisano@fhwa.dot.gov

PROGRAM POINT OF CONTACT: Roemer Alfelor, FHWA Road Weather Management
Program, 202-366-9242, roemer.alfelor@fhwa.dot.gov

WIST R&D AREA(S) BEING STUDIED: Improved Decision Support Systems

TYPE OF PROGRAM / APPLICATION: Basic Research and Application
Development. The FHWA is working with the Missouri DOT to prototype and
test a Weather Response System that will bring NWS forecast products
into TMCs to assist managers with planning. The prototype will be used
to conduct an assessment in order to identify the most important
requirements of an enhanced WRS that may be used for operations.

Area and Need Supported: Roadway -- Decision Support Systems

Roadway -- Weather Information Dissemination

DOT/FHWA -7

Integrated Precipitable Water Vapor using Nationwide Differential Global
Positioning System Program

PROGRAM NAME: **Integrated Precipitable Water Vapor using Nationwide
Differential Global Positioning System Program**
(www.tfhrc.gov/its/ndgps/02072.htm)

LEAD AGENCY / COLLABORATING AGENCIES: The lead agency is the U.S. DOT
Turner-Fairbank Highway Research Center. The NDGPS program is
implemented jointly with the U.S. DOT Federal Highway Administration,
Federal Railroad Administration, and Office of the Secretary of
Transportation; the U.S. Coast Guard; the U.S. DOC National Geodetic
Survey and Forecast Systems Laboratory; and the U.S. DoD Air Force and
Army Corps of Engineers.

LEAD AGENCY POINT OF CONTACT: James Arnold, Turner-Fairbank Highway
Research Center, 202-493-3265, James.A.Arnold@fhwa.dot.gov

PROGRAM POINT OF CONTACT: James Arnold, Turner-Fairbank Highway Research
Center, 202-493-3265, James.A.Arnold@fhwa.dot.gov

WIST R&D AREA(S) BEING STUDIED: Observations, and Modeling and Forecasts

TYPE OF PROGRAM / APPLICATION: Basic Research and Application
Development. GPS surface observation system packages were installed at
NDGPS sites to calculate the Integrated Precipitable Water Vapor from
measurements of the GPS signal delay caused by atmospheric water vapor.
This data is fed into NWS forecast models, providing improved short-term
weather forecast for all users, including transportation departments.

Area and Need Supported: Roadway -- Observations

Roadway -- Modeling, Forecasts, Warnings, Advisories, and

Verification

DOT/FHWA -8

*iFlorida* -- Surface Transportation Security and Reliability
Information System Model Deployment

PROGRAM NAME: ***iFlorida* -- Surface Transportation Security and
Reliability Information System Model Deployment** (www.iflorida.net)

LEAD AGENCY / COLLABORATING AGENCIES: The U.S. DOT FHWA is the
sponsoring agency. Collaborating entities involved in system development
are the Florida DOT, the University of North Florida, PBS&J (a
consultant), and Meteorlogix (a private vendor).

LEAD AGENCY POINT OF CONTACT: James Pol, FHWA ITS Joint Program Office,
202-366-4374, james.pol@fhwa.dot.gov

PROGRAM POINT OF CONTACT: Jerry Woods, Florida DOT,
jerry.woods@dot.state.fl.us

WIST R&D AREA(S) BEING STUDIED: Observations, Modeling and Forecasts,
and Weather

Information Dissemination

TYPE OF PROGRAM / APPLICATION: Basic Research and Application
Development. The program will integrate data collection, monitoring and
transportation management systems to illustrate how transportation,
hurricane evacuation, weather information and security management can be
integrated technically and organizationally. The weather component of
the program will expand Road Weather Information Systems (RWIS)
capabilities, incorporate specific location data into forecast models to
improve spatial precision and accuracy, generate time-sliced forecasts
for each road segment in the Florida Interstate Highway System, and
provide critical weather and roadway travel conditions information to
users (e.g., travelers, law enforcement, traffic managers and emergency
managers) to facilitate decision-making.

Area and Need Supported: Roadway -- Observations

Roadway -- Weather Information Dissemination

Roadway -- Modeling, Forecasts, Warnings, Advisories and

Verification

DOT/FHWA -9

Aurora Program Research Projects

PROGRAM NAME: **Aurora Program Research Projects**
(www.aurora-program.org/projectsu.cfm)

LEAD AGENCY / COLLABORATING AGENCIES: Aurora is an international
partnership of public agencies who work together to perform joint
research activities in the area of RWIS. Aurora members include DOTs in
Alaska, Illinois, Indiana, Iowa, Minnesota, New York, Pennsylvania,
Tennessee, Virginia and Wisconsin; the Ontario and Quebec Ministries of
Transportation; and the Swedish Road Administration.

LEAD AGENCY POINT OF CONTACT: Dennis Burkheimer, Iowa DOT,
dennis.burkheimer@dot.state.ia.us

PROGRAM POINT OF CONTACT: Chris Albrecht, Iowa State University Center
for Transportation Research and Education, calbrech@iastate.edu

WIST R&D AREA(S) BEING STUDIED: Observations, Modeling and Forecasts,
Weather Information Dissemination, Improved Decision Support Systems,
Improved Education and Outreach, and Improved Performance Measures

TYPE OF PROGRAM / APPLICATION: Basic Research, Application Development
and Sensor Development. Ongoing research projects include:

-   Benchmarking the Performance of RWIS Forecasts

-   Development of Road Weather ESS Observation Systems

-   Guidelines for Testing, Installation, Maintenance, and Calibration
    of Pavement Sensors

-   Hot Plate Snow Gauge Demonstration

-   Improved Frost Forecast Model - Phase II

-   Integration of Road Weather Information with Traffic Data

-   Intelligent Image-Based Winter Road Condition Sensor - Phase III

-   Interjurisdictional Traveler Information Exchange

-   Investigation of the Variability of Snow Cover Conditions

-   Laser Road Surface Sensor

-   MDSS PFS Support

-   Mobile Weather and Road Condition Reporting

-   New Road Condition Sensor

-   Off-the-Shelf Component RWIS

-   Pavement Temperature Sensor Accuracy

-   Road Weather Training Program for Improved Winter Response

-   Standardized Weather and Road Condition Information Presentation

-   Using RWIS to Trigger Spring Load Restrictions

-   Winter Weather Severity Index Enhancements

DOT/FHWA -10

Area and Need Supported: Roadway -- Observations

Roadway -- Weather Information Dissemination

Roadway -- Modeling, Forecasts, Warnings, Advisories and

Verification

Roadway -- Decision Support Systems

Roadway -- Education, Outreach, Awareness

Roadway -- Performance Measures and Weather-Related Crash

> Reporting
>
> DOT/FHWA-10

University of Wisconsin

University of Wisconsin -- 1 Road Weather Safety Audit

Road Weather Safety Audit

1.  What is the name of the research project being conducted/sponsored?

Road Weather Safety Audit

2.  Who is conducting the research?

WisDOT Traffic Operations Safety Lab (a University of Wisconsin
organization)

3.  What surface transportation weather-related problem are you trying
    to solve and what surface transportation safety, mobility or
    efficiency benefits do you see resulting from your efforts?

> The effort grew out of the fog-related crash on I-43 in 2002 that
> killed 10 people. The goal is to better understand precisely what
> types of weather are impacting the roadways and where they are
> occurring. The plan is to incorporate the results into the roadway
> planning process and then include mitigation measures where deemed
> appropriate.

4.  What report or action prompted or helped shape this effort to be
    started (e.g., report recommendation, DOT project)?

> The report of the WisDOT Road Weather Safety Task Force. This group
> was convened after the I-43 crash and made numerous recommendations.
> One of them was the development of the road weather safety audit.

5.  When are the results of the research expected to be available for
    others to use?

> 2007

6.  What is your vision (3-10+ years) of how weather information will be
    used to optimize surface transportation operations and safety, and
    what specific hurdles must be overcome to reach such a vision?

> The biggest advance will be in VII. I see us being able to gather data
> from numerous vehicles and quickly disseminate information about
> weather and road conditions to all drivers. This will likely be very
> costly, but a program like Clarus is a big step forward. The key will
> be in the development of technology to get the information quickly
> back to the drivers.

Area and Need Supported: Roadway -- Decision Support Systems

University of Wisconsin -- 1

Mitretek Systems (Mitretek)

Mitretek -- 1 Vehicles as Mobile Sensing Platforms for Meteorological
Observations: Introductory Research during a Winter Season

Vehicles as Mobile Sensing Platforms for Meteorological Observations:
Introductory Research during a Winter Season

1.  What is the name of the research project being conducted/sponsored?

> Vehicles as Mobile Sensing Platforms for Meteorological Observations
> \-\-- Introductory Research during a Winter Season

2.  Who is conducting the research?

> The U.S. Department of Transportation Intelligent Transportation
> Systems (ITS) Joint Program Office, the Federal Highway Administration
> Office of Transportation Operations and Mitretek Systems are jointly
> funding this project.

3.  What surface transportation weather-related problem are you trying
    to solve and what surface transportation safety, mobility or
    efficiency benefits do you see resulting from your efforts?

> Mitretek Systems has begun to investigate the utility of collecting
> and analyzing weather and pavement data from vehicles. This
> foundational research will provide one of the first comprehensive
> discussions on comparing vehicle-based data to more traditional in
> situ sites. This research will also provide temperature profile
> comparisons between vehicles and begin to look at individual vehicle
> biases (e.g., heat signatures) as well as the how placement of sensors
> affects temperatures under different weather conditions. It is hoped
> that this research will serve as a foundation for further weather
> research related to the FHWA Vehicle Infrastructure Integration (VII)
> Initiative.

Primary analytical objectives for this project include determining if:

-   sensors in vehicles have an inherent bias due to heat generated by
    their own engine, heat generated by other vehicles or heat reflected
    or radiated from the road surface

-   the placement of sensors in different locations on the same vehicle
    generates profiles with significant biases

-   the placement of sensors in the same locations but on different
    vehicles yields significantly different results

-   weather conditions along the test route provides significantly
    different readings from the closest in situ observing site (e.g. ESS
    or ASOS)

-   different weather phenomena (e.g., sun angle, cloudiness,
    precipitation) cause significant changes in observations

Mitretek - 1

4.  What report or action prompted or helped shape this effort to be
    started (e.g., report recommendation, DOT project)?

This work grew out of a combination of a number of factors:

i.  Mitretek's support to ITS JPO Tier 1 Clarus Initiative that defines
    the use of mobile sensors for the collection of weather and pavement
    condition data

ii. The availability at Mitretek of a fully instrumented wireless mobile
    lab (van) that was funded by the FHWA ITS JPO.

iii. The availability of Mitretek funded equipment and internal research
     and development funds

iv. The creation of the VII Day 1 Applications that include the
    collection and dissemination of real-time mobile weather and
    pavement condition data

> These factors prompted Mitretek to develop a test plan proposal for
> presentation to the FHWA. The proposal was accepted and work began in
> October 2005.

5.  When are the results of the research expected to be available for
    others to use?

An initial report of findings is expected in early June 2006.

6.  What is your vision (3-10+ years) of how weather information will be
    used to optimize surface transportation operations and safety, and
    what specific hurdles must be overcome to reach such a vision?

> The biggest benefits from VII will not likely occur in the 3-10 year
> time period. The infrastructure hurdles and the efforts just to obtain
> and begin processing weather-related information will be daunting.
> However in the 10-20 year time horizon, as a sufficient number of
> vehicles transmit direct and inferred weather data there is great
> potential for advances in surface transportation research which could
> translate into operations.
>
> For example, as millions of new vehicle-based observations stream into
> the Clarus data management system of the future, scientists will begin
> to study the countless micro-climatologies along America's landscape.
> And as these become understood, meteorologists will be forced to
> rethink near surface and boundary layer meteorological theories. The
> data could spur new air/land numerical modeling schemes and new
> theories on boundary layer interactions. In conjunction with new radar
> technologies (e.g., Phased Array Radar and CASA systems) and higher
> resolution satellite data (e.g. NPOESS and GOES-R), new numerical
> models that describe the lower atmosphere could be developed.

Area and Need Supported: Roadway -- Observations

Mitretek -- 1

National Oceanic and Atmospheric Administration

(NOAA)

NOAA - 1 Meteorological Assimilation Data Ingest System (MADIS)

NOAA -- 2 Climate Reference Network -- Railroads

NOAA -- 3 Climate Change and Transportation

NOAA -- 4 Proposed Update to the Standard Project Hurricane (SPH) and
Probable Maximum Hurricane (PMH) Indices

Meteorological Assimilation Data Ingest System (MADIS)

1.  What is the name of the research project being conducted/sponsored?

> Meteorological Assimilation Data Ingest System (MADIS)

2.  Who is conducting the research?

> NOAA Earth System Research Laboratory/ Global Systems Division (GSD) /
>
> Information Systems Branch/ Data Acess and Quality Control Section

3.  What surface transportation weather-related problem are you trying
    to solve and what surface transportation safety, mobility or
    efficiency benefits do you see resulting from your efforts?

> Each year about 7,400 people die and 700,000 are injured in 1.5
> million weather-related crashes on the Nation's highways and roads.
> The economic impact is \$42 billion in annual loss attributed to
> adverse road weather. Surveys and assessments of traffic managers and
> road maintenance engineers have helped identify three fundamental
> deficiencies: lack of relevant surface weather observations and road
> condition data; lack of road/environmental awareness; and lack of
> relevant weather and environmental analysis and prediction information
> (i.e., high resolution and at the transportation surface). Those who
> use the Nation's complete surface transportation system (defined as
> roads, rails, transit, and pipeline networks) need more timely,
> accurate, and relevant environmental information to support their
> decisions. Forty-nine states have invested in over 2300 (as of FY
> 2005) Road Weather Information Systems (RWIS) along the Nation's
> highways to support road maintenance and traffic management, providing
> meteorological variables such as pressure, temperature, winds, and
> road variables such as pavement and sub-pavement temperatures and road
> condition. In addition, weather and water, hydrology, diffusion of
> particulates, and numerous other applications require data to be
> integrated from a multitude of sources, quality-controlled, and
> distributed to NOAA customers through existing interfaces and web
> services. However, a system to integrate these observations
> nationally, and into multi-use formats for the weather, water, and
> transportation sectors, does not yet exist within the NWS.
>
> NOAA would deliver timely and accurate surface weather information and
> upper air data to the Nation via the transition of MADIS from research
> into operations. The result would be near real-time data sets---
> instead of individual data--- for numerous surface transportation and
> environmental applications such as input to models; basis for traffic
> management or road maintenance decisions; traveler information
> services; and data to improve weather, diffusion modeling, and
> hydrologic warnings and forecasts by NOAA and the private sector
> (applies to all NOAA essential services).

NOAA -- 1

4.  What report or action prompted or helped shape this effort to be
    started (e.g., report recommendation, DOT project)?

    a.  *Weather Information for Surface Transportation - National Needs
        Assessment Report,* NOAA/OFCM, December 2002

    b.  The AMS *Policy Forum* focused on *"Weather and Highways"* in
        November 2003.

    c.  National Academy of Sciences' (NAS) Board on Atmospheric
        Sciences and Climate (BASC) and Transportation Research Board
        (TRB) report, *Where the Weather Meets the Road\--A Research
        Agenda for Improving Road Weather Services*, January 16, 2004.

    d.  Draft NOAA-FHWA Partnering Plan, last revised on July 1, 2004.

    e.  The FHWA Maintenance Decision Support System need for RWIS data

    f.  The FHWA Clarus system project.

5.  When are the results of the research expected to be available for
    others to use?

> Now: Quality-controlled, integrated MADIS datasets, with software
> support to aid in end user data access, are currently available to the
> meteorological and surface transportation communities from a
> quasi-operational system operated by GSD, For more information, see
> http://madis.noaa.gov.

6.  What is your vision (3-10+ years) of how weather information will be
    used to optimize surface transportation operations and safety, and
    what specific hurdles must be overcome to reach such a vision?

> GSD, the NWS, and the FHWA are working together to transition MADIS
> from NOAA Research to operational status within the NWS at the
> Telecommunications Operations Center in Silver Spring, MD. Once the
> initial transition has been made, we will also work with FHWA to
> converge the MADIS and Clarus systems, thereby offering enhanced
> products and services available to the surface transportation
> community.

Area and Need Supported: Cross Cutting -- Data Management

Cross Cutting -- Weather Information Dissemination

NOAA -1

Climate Reference Network -- Railroads

NOAA is undertaking some transportation-related research that we are
undertaking  in the Climate Reference Network of  NOAA in partnership
with four railroads in Canada and the USA.\
\
The Canadian National Railway in partnership with the Union-Pacific RR,
the Norfolk-Southern RR, and CSX RR has asked the Climate Reference
Network to locate rail temperature experiment packages at least three
and possibly as many as five CRN station locations. \
\
This five-year experiment is based on an increasing number of rail
breakages, misalignments, fractures, and lowered tensile strength due to
extreme high temperatures of railway rails.  These rail faults due to
high temperatures have led to an increased incidence or RR train
derailment in both the USA and in Canada.\
\
CRN sites have been selected by the Canadian PI due to the siting
characteristics of CRN stations, the precision measurement and
redundancy of the instrumentation, and the ability of the stations to
not only measure temperature but also solar radiation, infrared
radiation (ground temperature), and precipitation.  Backfitted
installation of relative humidity instrumentation and/or soil
moisture/soil temperature packages (initially planned for forthcoming
NIDIS support) is also being considered for the candidate CRN stations
below.\
\
Candidate stations for this railroad experiment package are:\
       Sioux Falls, SD  (station operational and commissioned)\
       Batesville, AR  (station not yet installed)\
       Yuma, AZ   (station not yet installed)\
                and/or\
       Desert Rock, NV  (station operational and commissioned)\
       Death Valley, CA  (station operational and commissioned)\
       Jornada, NM  (if the Yuma station is not installed soon)\
       An Alabama station (if the Batesville station is not installed
soon).\
\
The first experiment package is slated for installation at the Sioux
Falls SD CRN station at the end of the Summer 2006- along with the
installation of a Canadian Reference Climate Station (RCS) at the same
location.  The Canadian RCS stations use the same technology, data
format, data delivery, and data QA/QC algorithms as the US CRN stations.

Area and Need Supported: Railroad - Observations

NOAA - 2

Climate Change and Transportation

1.  Name of the research project being conducted/sponsored.

     Climate change and transportation

2.  Who is conducting the research?

Thomas C. Peterson, Phd, Marjorie McGuirk, and Tamara Houston with the  
              NOAA/National Climatic Data Center

3.  What surface transportation weather-related problem are you trying
    to solve and what surface transportation safety, mobility or
    efficiency benefits do you see resulting from your efforts?

We are examining the weather parameter thresholds identified in the WIST
assessment report and developing climatologies of those parameters by
looking at the spatial and temporal trends and projecting forward with
climate change scenarios. 

4.  What prompted this effort to be started (e.g., report
    recommendation, DOT project)?

A DOT Federal Highway Administration Memorandum of Understanding with
NOAA/NCDC to provide climate support to transportation.

5.  When are the results of the research expected to be available for
    others to use?

A commissioned paper will be submitted to the NRC Transportation
Research Board in October 2006.  Climatic summaries for transportation
related parameters will continue to be developed over the next two
years.

 

6.  Finally, we would be interested in your vision (3-10+ years) of how
    weather information will be used to optimize surface transportation
    operations and safety, and what specific hurdles must be overcome to
    reach such a vision.

Through climate analysis we will be able to compare localities in
different DOT regions and also examine the change in time at any one
location of weather parameters that have significant impact on safety,
efficiency, and mobility.

Area and Need Supported: Cross Cutting - Education, Outreach, and
Awareness

Cross Cutting - Decision Support Systems

Cross Cutting - Modeling, Forecasts, Warnings, Advisories, and

> Verification

NOAA -- 3

Proposed Update to the Standard Project Hurricane (SPH) and Probable
Maximum Hurricane (PMH) Indices

1.  Name of the research project being conducted/sponsored.

We are conducting research for the U.S. Army Corps of Engineers
regarding reanalysis of the Standard Project Hurricane (SPH) indices
that are used for civil engineering building criteria along the nation's
coasts. This project titled "*Proposed Update to the Standard Project
Hurricane (SPH) and Probable Maximum Hurricane (PMH) Indices",* is
currently being conducted for the central Gulf of Mexico coast, which
includes New Orleans and the areas affected by Hurricane Katrina in
2005. The primary focus of our work is to determine the return period
for the central pressures of hurricanes along the Gulf of Mexico coast,
which is used by the Army Corps for determining engineering
specifications for structures, such as levees, flood walls, ports and
port facilities (docks, roads, rails, pipelines, etc). Future efforts
will encompass the entire Gulf and Atlantic coasts of the U.S.

2.  Who is conducting the research?

The Principle Investigators for the project include the following
personnel at the NOAA National Climatic Data Center:

PI:                    David Levinson, Ph.D. -- Physical Scientist,
Climate Monitoring Branch\
Co-PI:              Russell Vose, Ph.D. -- Chief, Climate Analysis
Branch\
Co-PI:              Michael Squires -- Meteorologist, Climate Analysis
Branch

 This research is being conducted under contract for the U.S. Army Corps
of Engineers, New Orleans District Office, as well as the Risk
Assessment Group (RAG) for the Army Corps' Coastal Hydraulics Laboratory
in Vicksburg, MS.

3.  What surface transportation weather-related problem are you trying
    to solve and what surface transportation safety, mobility or
    efficiency benefits do you see resulting from your efforts?\
    \
    The surface transportation weather-related problem that we are
    addressing with our research is the building standards for
    transportation infrastructures. These are derived from the return
    period analysis, which is based essentially on the magnitude of the
    storm surge along the coast. Coastal storm surge is generated by
    winds and the associated atmospheric pressure in hurricanes and
    other coastal storms, and therefore our research has focused on the
    observed central pressures of hurricanes over the period
    1900-present.

NOAA - 4

4.  What prompted this effort to be started (e.g., report
    recommendation, DOT project)?

Massive loss of infrastructure (levees, flooded roads, threatened and
damaged port and other facilities) due to the effects of Hurricane
Katrina in late August 2005.

5.  When are the results of the research expected to be available for
    others to use?

Preliminary results have been reported to the US Army Corps of
Engineers, which showed that previously published standards for
engineering specifications may be inadequate. Final results for the
central Gulf of Mexico coast are expected at the end of FY06. Analyses
will be conducted for other zones along the Gulf and Atlantic coasts
over the next two years, depending on funding availability.

6.  Finally, we would be interested in your vision (3-10+ years) of how
    weather information will be used to optimize surface transportation
    operations and safety, and what specific hurdles must be overcome to
    reach such a vision.

 \
From our perspective, there are two critical parts related to near-term
(3-5 years) and longer-term (5-10+ years) research related to weather
and climate information for surface transportation:

 1) Reanalysis of return periods: Return periods for storm-related
parameters must be routinely reassessed to insure that design criteria
and building codes are sufficient to withstand storm surges, extreme
winds and other weather impacts. Many of the relevant parameters have
not been reassessed in over a decade, especially along the nation's
coasts, and given the observed changes in climate over the past several
decades it's essential to develop new criteria based on more recent
data.

  2) Climate change scenarios: Given the observed changes in climate
since the 1970's, along with current projections of climate change
expected during the 21^st^ century, it's imperative that weather and
climate related impacts on surface transportation be assessed using
climate change scenarios. This can be accomplished using existing
research on relevant parameters (i.e., sea level rise, winds,
precipitation intensity and temperature extremes), but also through
modeling applications.

Area and Need Supported: Cross Cutting - Education, Outreach, and
Awareness

Cross Cutting - Decision Support Systems

Cross Cutting - Modeling, Forecasts, Warnings, Advisories, and

> Verification

NOAA - 4

New Jersey Department of Transportation

New Jersey Department of Transportation -- 1 Stability and Accuracy of
HCM Level of Service in Darkness and Adverse Weather

Stability and Accuracy of HCM Level of Service in Darkness and Adverse
Weather

1.  What is the name of the research project being conducted/sponsored

Stability and Accuracy of HCM Level of Service in Darkness and Adverse
Weather

2.  Who is conducting the research?

> Principal Investigator: Dr. Steven Chien
>
> Associate Professor
>
> Dept. of Civil and Environmental Engineering
>
> New Jersey Institute of Technology, Newark, NJ 07102
>
> Tel. (973) 596-6083
>
> Fax. (973) 596-6454
>
> E-mail: chien@adm.njit.edu

3.  What surface transportation weather-related problem are you trying
    to solve and what surface transportation safety, mobility or
    efficiency benefits do you see resulting from your efforts?

> a\. Roadway capacity and level of service for highway under adverse
> weather conditions
>
> b\. Mobility and efficiency under adverse weather conditions

4.  What prompted this effort to be started (e.g., report
    recommendation, DOT project)?

    a.  A research project sponsored by New Jersey Department of
        Transportation (NJDOT) and Federal Highway Administration
        (FHWA-USDOT)

5.  When are the results of the research expected to be available for
    others to use?

> April 2008.

6.  Finally, we would be interested in your vision (3-10+ years) of how
    weather information will be used to optimize surface transportation
    operations and safety, and what specific hurdles must be overcome to
    reach such a vision.

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a.  Minimize accident rates through identification of dangerous
    locations and installation of crash avoidance systems under various
    adverse weather conditions.

b.  Minimize travel time and travel time variance based on predicted
    weather information to improve on-time performance and unexpected
    delay.

c.  Diverting traffic from roadways with severe weather conditions to
    safer or less congested routes.

d.  Minimize evacuation time and delay based on severed weather
    conditions.

Area and Need Supported: Roadway -- Decision Support Systems

New Jersey Department of Transportation -- 1

The Weather Channel

The Weather Channel -1 HiRad (High Resolution Aggregate Data)

HiRad (High Resolution Aggregate Data)

1.  What is the name of the research project being conducted/sponsored?

> HiRad (High Resolution Aggregate Data)

2.  Who is conducting the research?

The Weather Channel and WSI's Peter Neilley.

3.  What surface transportation weather-related problem are you trying
    to solve and what surface transportation safety, mobility or
    efficiency benefits do you see resulting from your efforts?

> The Weather Channel (TWC) has built a significant computer system to
> collect, synthesize, and disseminate weather observations or "current
> conditions" to its US customer base.  This system called HiRAD is in
> wide use on TWC's weather.com website and will soon be employed on the
> new IntelliStar platforms that are distributed in cable headends
> across the continental United States (some 1,200 individual service
> areas).
>
> The HiRAD system uses all available surface observation reports from
> National Weather Service and military reporting stations that include
> the common ASOS observing platform, and Federal Aviation
> Administration reporting stations that include the AWOS observing
> system.  Added to this are other forms of observations such as Doppler
> weather radar, GOES satellite, real-time lightning strikes, and
> weather models and climatology. These inputs undergo rigorous quality
> control analysis and are then used to produce high-resolution
> synthetic and nearly continuous fields of current conditions such as
> temperature, relative humidity, dew point, current weather,
> visibility, cloud cover, barometric pressure and pressure tendency,
> wind direction, wind speed and gust information, ceiling, and other
> derived fields such as wind chill and heat index.

The advantage of the HiRad approach is twofold:

> \[1\] Synthetic observations can be estimated at any location within
> the continental US.  This helps The Weather Channel make your local
> weather reporting much more relevant in that current conditions for
> cities, towns, or other landmarks that lie near a local service area
> -- but do not have physical ground-based weather sensors - can be
> provided.
>
> \[2\] The incoming observations undergo rigorous quality control
> checks that filter out missing, bad or faulty observations -- a
> chronic problem with the existing network or approach. 

The Weather Channel -- 1

> In some cases, a current condition location selected from the HiRAD
> data will coincide precisely with the position of a known
> surface-based sensor.  For example, if O'Hare Airport is selected as a
> current condition point for one of the STAR current conditions
> products, we know that O'Hare airport routinely reports observations
> under the identifier KORD.  In such cases, as long as that KORD report
> falls within 20 minutes of the HiRAD reporting time, the actual KORD
> conditions will be shown.  Beyond 20 minutes the HiRAD system
> considers the older report from KORD to be past its "freshness date"
> and will endeavor to produce a current or more timely synthetic set of
> conditions.

4.  What report or action prompted or helped shape this effort to be
    started (e.g., report recommendation, DOT project)?

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a.  *U.S. Weather Research Program: National Need, Vision, & Interagency
    Plan for FY 2000-2006*

b.  *Weather Information for Surface Transportation - National Needs
    Assessment Report,* NOAA/OFCM, December 2002

c.  The AMS *Policy Forum* focused on *"Weather and Highways"* in
    November 2003.

d.  National Academy of Sciences' (NAS) Board on Atmospheric Sciences
    and Climate (BASC) and Transportation Research Board (TRB) report,
    *Where the Weather Meets the Road\--A Research Agenda for Improving
    Road Weather Services*, January 16, 2004.

e.  Draft NOAA-FHWA Partnering Plan, last revised on July 1, 2004.

f.  *Weather Issues in Transportation Report on Research Focus Groups
    and Recommendations for Future Action September 2004*, Prepared by
    Iowa Department of Transportation and Center for Transportation
    Research and Education.

g.  Intelligent Transportation Society of America, Weather Information &
    Applications Special Interest Group (WIA-SIG), *Transportation
    Weather Research and Development Needs to Support ITS,* Version 0.0,
    Date: 18 September 2005. Prepared by: National Center for
    Atmospheric Research

h.  COST 309 Road Weather Conditions - COST is an intergovernmental
    framework for European **Co**operation in the field of
    **S**cientific and **T**echnical Research, allowing the coordination
    of *nationally funded* research on a European level. COST Actions
    cover basic and pre-competitive research as well as activities of
    public utility.

i.  Other: consumer needs

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5.  When are the results of the research expected to be available for
    others to use?

> The HiRAD system has been in use for over one year and has
> demonstrated extremely good accuracy and reliability.  HiRAD was the
> subject of three recent academic papers presented at the 2006 annual
> meeting of the American Meteorological Society, and HiRAD patents that
> describe the overall approach to synthesize current conditions as well
> as specific details on the estimation of the present weather (whether
> it's raining, snowing, dry etc.) are currently working their way
> through the US Patent government approval process.

The Weather Channel -- 1

6.  What is your vision (3-10+ years) of how weather information will be
    used to optimize surface transportation operations and safety, and
    what specific hurdles must be overcome to reach such a vision?

> The traveler/consumer desires easy access to timely and accurate
> weather data to help make decisions that could impact surface
> transportation operations and safety in a positive manner (e.g. fewer
> accidents). Specific challenges include the dissemination of such data
> (e.g. where does vehicle access/integration fit in?), the aggregation
> of different types and formats of data, the timeliness and accuracy of
> said data, and the seamless data access across state boundaries.
>
> One project currently on-going that could help address some of these
> challenges is CLARUS. CLARUS and other surface transportation projects
> like it will definitely optimize future operations and safety in the
> surface transportation world.

Area and Need Supported: Cross Cutting -- Data Management

Cross Cutting -- Weather Information Dissemination

The Weather Channel -- 1

Ohio Department of Transportation

Ohio Department of Transportation -1 Safety and Winter Maintenance

Safety and Winter Maintenance

1.  What is the name of the research project being conducted/sponsored?

Safety and Winter Maintenace

2.  Who is conducting the research?

> Roya Amjadi\
> Roadway and Transportation Safety Engineer\
> Ohio Department of Transportation, District 12\
> 5500 Transportation Blvd.\
> Garfield Hts., OH 44125\
> Phone: 216-584-2305\
> Fax: 216-584-2278\
> E-mail: <ramjadi@dot.state.oh.us>

3.  What surface transportation weather-related problem are you trying
    to solve and what surface transportation safety, mobility or
    efficiency benefits do you see resulting from your efforts?

> The research is based on the use of the statistical analysis of
> historical crash data for highways.  In a case study, I have been
> successful in showing that the locations that have already been
> identified (by safety studies conducted for the \"non-winter related
> crashes\") as hazardous locations on Cuyahoga County\'s major freeways
> in Northeast Ohio, have the greatest impact on increasing crash
> numbers on average by 50% (77% on IR77 and 67% on IR480) in the winter
> weather condition.\
> \
> The research findings may be used effectively in redesigning a
> customized winter maintenance operation for each route and each
> location, offering methods to optimize the process using the
> Engineering System Analysis. In addition to the customized winter
> maintenance operations, several other areas have been examined and
> have been identified for redesigning or adding to the operation.\
>  \
> In order to identify (successfully and effectively) the hazardous
> locations and their contribution to winter related crashes, I have
> recommended use of a software package being developed. Also, my
> findings strongly suggest implementation of safety project for new and
> improved designs to reduce winter related crashes.  

4.  What prompted this effort to be started (e.g., report
    recommendation, DOT project)?

5.  When are the results of the research expected to be available for
    others to use?

Ohio Department of Transportation - 1

6.  Finally, we would be interested in your vision (3-10+ years) of how
    weather information will be used to optimize surface transportation
    operations and safety, and what specific hurdles must be overcome to
    reach such a vision.

Area and Need Supported: Roadway -- Decision Support Systems

Roadway -- Education, Outreach and Training

Ohio Department of Transportation -- 1

Western Transportation Institute

WTI -- 1 Evaluation of the UDOT Weather Operations/RWIS Program: Phase I

WTI -- 2 Impacts of Weather on Rural Highway Operations (Showcase
Evaluation #2)

WTI -- 3 Development of a Surface Transportation Weather Decision
Support Tool and Strategic Plan for Improved Highway Operations in
Montana

WTI -- 4 Development of a Roadway Weather Severity Index (Showcase
Evaluation #16)

WTI -- 5 WeatherShare

Evaluation of the UDOT Weather Operations/RWIS Program: Phase I

1.  What is the name of the research project being conducted/sponsored?

Evaluation of the UDOT Weather Operations/RWIS Program: Phase I

2.  Who is conducting the research?

Xianming Shi, Ph.D.

Program Manager, Winter Maintenance & Effects

Western Transportation Institute

College of Engineering

Montana State University

PO Box 174250

Bozeman, MT 59717-4250

<Xianming_s@coe.montana.edu>

Phone: (406) 994-6486

Christopher Strong, P.E.

Western Transportation Institute

College of Engineering

Montana State University

PO Box 174250

Bozeman, MT 59717-4250

<ChirsS@coe.montana.edu>

Phone: (406) 994-7351

3.  What surface transportation weather-related problem are you trying
    to solve and what surface transportation safety, mobility or
    efficiency benefits do you see resulting from your efforts?

> The objectives of this research are to examine the business case of
> the Utah Department of Transportation (UDOT) Weather Operations/ RWIS
> Program, and to preliminarily assess its effectiveness and benefits. A
> comprehensive evaluation would answer the following fundamental
> questions:

-   Is the information provided by the Program accurate, reliable, and
    easy to use? Is the Program delivering the products it is supposed
    to? Are the customers satisfied with the service provided by the
    Program?

-   How is the institutional performance of the Program?

-   Is the information provided by the Program changing users' behavior,
    and if so, how?

WTI -1

-   Is the information provided to UDOT personnel (maintenance staff,
    control room operators, incident management teams or IMTs, etc.)
    valuable in their operations?

-   Is the Program adding value to outside users (general public,
    National Weather Service, Utah Highway Patrol, U.S. Forest Service,
    etc.) beyond what is available from existing sources?

-   What impact does this Program have on UDOT's goals and objectives,
    in terms of overall mobility, safety, efficiency, productivity,
    environmental conservation, and customer satisfaction?

> In light of funding constraints, the research team will take a phased
> approach to evaluation. The Phase I evaluation and will focus on
> direct benefits of the Program to construction management/contractors,
> winter maintenance operations, etc. Further evaluation of other
> benefits will be explored in future phases, such as better traveler
> information, accident reduction, value added to UDOT training and risk
> management, and benefits to programs outside UDOT.
>
> The research may also provide UDOT with an evaluation mechanism to
> consistently measure the performance of the Program on an annual
> basis. The research results will allow UDOT to justify the investment
> in the Weather Operations/ RWIS Program and to determine how the
> Program can be continually improved to meet its customers' needs.

4.  What report or action prompted or helped shape this effort to be
    started (e.g., report recommendation, DOT project)?

    a.  *Weather Information for Surface Transportation - National Needs
        Assessment Report,* NOAA/OFCM, December 2002

    b.  The AMS *Policy Forum* focused on *"Weather and Highways"* in
        November 2003.

    c.  Boselly, S.E. (2001). *Benefit/Cost Study of RWIS and Anti-icing
        Technologies*. Final report prepared for NCHRP.

5.  When are the results of the research expected to be available for
    others to use?

Phase I: Ongoing.

6.  What is your vision (3-10+ years) of how weather information will be
    used to optimize surface transportation operations and safety, and
    what specific hurdles must be overcome to reach such a vision?

> Weather information can be used to optimize the winter highway
> maintenance operations and facilitate the use of more proactive
> practices (such as anti-icing versus deicing and sanding). In order to
> reach such a vision, the departments of transportation will need:

WTI -1

a.  An improved RWIS network;

b.  Improved integration of weather information from various sources
    into a single source easily accessible by the user (such as
    WeatherShare for Northern California or the Clarus Initiative for
    the nation);

c.  Reliable & site-specific local weather forecasts (such as those
    provided by the Weather Operations Program at the Utah Department of
    Transportation);

d.  Improved pavement temperature forecasting models taking into account
    the impact of terrains, traffic and maintenance practices;

e.  A mobile data collection platform such as vehicle-based surface
    temperature and salinity sensors;

f.  Significant amount of research; and

g.  Last but not the least, the cultural transition to overcome the
    resistance to change and to be more proactive (vs. reactive).

Area and Need Supported: Roadway -- Observations

Roadway -- Education, Outreach and Training

Roadway -- Performance Measures and Weather-Related Crash

> Reporting

WTI -1

Impacts of Weather on Rural Highway Operations (Showcase Evaluation #2)

1.  What is the name of the research project being conducted/sponsored?

Impacts of Weather on Rural Highway Operations (Showcase Evaluation #2)

2.  Who is conducting the research?

Christopher Strong, P.E.

Western Transportation Institute

College of Engineering

Montana State University

PO Box 174250

Bozeman, MT 59717-4250

<ChirsS@coe.montana.edu>

Phone: (406) 994-7351

Jaime Eidswick, P.E.

Western Transportation Institute

College of Engineering

Montana State University

PO Box 174250

Bozeman, MT 59717-4250

<jeidswick@coe.montana.edu>

Phone: (406) 444-3237

3.  What surface transportation weather-related problem are you trying
    to solve and what surface transportation safety, mobility or
    efficiency benefits do you see resulting from your efforts?

> The objective of this project is to study the effect of adverse
> weather conditions and grade on traffic volume and speed and highway
> capacity. The work will include collecting data, analyzing data,
> developing a methodology for predicting road capacities and speeds
> during adverse weather, and comparing these findings to other studies.
>
> In order to reliably assess the expected benefits of any new system,
> it is important to have an accurate estimate of the baseline
> condition. However, there is limited baseline data for highway
> capacity and speeds in rural environments during weather events, major
> traffic incidents, construction, or similar activities. This limits
> how confident one can be about the extent to which transportation
> system improvements, including intelligent transportation systems
> (ITS), may enhance system capacity and reduce traveler delay.

WTI - 2

> There have been studies conducted to assess the impact of weather
> events on highway capacity; however, the results have not proven very
> conclusive. For example, a 1991
>
> investigation concluded that reductions in highway capacity due to
> adverse weather ranged from 7 to 56 percent. This represents a very
> wide range of possibilities, and does little to lend credibility to
> any estimated benefits resulting from ITS deployment. The goal of this
> project is to find a better way to estimate road, capacities with
> greater accuracy. A couple of recent studies, in Idaho and Iowa, have
> sought to address this question through the correlation of data
> collected from various detection technologies combined with
> information about weather conditions, such as visibility, snow and
> rain. These efforts represent a promising start in this area. This
> work will be built upon, also with consideration given to the grades
> experienced in the Rural California/Oregon Advanced Transportation
> Systems (COATS) project, where the terrain is often mountainous and
> mountain passes represent some of the most significant safety
> challenges in the region.

4.  What report or action prompted or helped shape this effort to be
    started (e.g., report recommendation, DOT project)?

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a.  The project impetus came through the Rural California-Oregon
    Advanced Transportation Systems (COATS) ITS Planning project,
    jointly funded by the California and Oregon Departments of
    Transportation, with some funding from the USDOT University
    Transportation Centers program.

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5.  When are the results of the research expected to be available for
    others to use?

Final report will be available soon.

6.  What is your vision (3-10+ years) of how weather information will be
    used to optimize surface transportation operations and safety, and
    what specific hurdles must be overcome to reach such a vision?

> The main motivation of this project was to improve quantification of
> the impacts of weather on rural highway operations. This
> quantification can help to evaluate true benefit-cost metrics of
> various alternatives that may be used to improve highway operations
> during winter weather (e.g. traveler information, different
> maintenance operations, etc.).
>
> A long-term vision is that there would be predictability in travel
> across the country, even during adverse weather conditions. This
> requires improved quantification of the relationship between weather
> and safety, and between weather and operations. Further research is
> needed in both of these areas.

Area and Need Supported: Roadway -- Decision Support Systems

WTI - 2

Development of a Surface Transportation Weather Decision Support Tool
and Strategic Plan for Improved Highway Operations in Montana

1.  What is the name of the research project being conducted/sponsored?

> Development of a Surface Transportation Weather Decision Support Tool
> and Strategic Plan for Improved Highway Operations in Montana

2.  Who is conducting the research?

Steve Albert

Director, Western Transportation Institute

College of Engineering

Montana State University

PO Box 174250

Bozeman, MT 59717-4250

<Stevea@coe.montana.edu>

Phone: (406) 994-6114

3.  What surface transportation weather-related problem are you trying
    to solve and what surface transportation safety, mobility or
    efficiency benefits do you see resulting from your efforts?

> The objectives of this project are to improve winter road maintenance
> decision making in Montana, recommend improvements in the use of
> current equipment, identify training requirements, develop a concept
> for a new decision support tool.
>
> In order to provide for safe and efficient winter highway maintenance
> and operations, the Montana Departments of Transportation must know of
> the current and forecasted road-weather conditions; have confidence
> that the information is accurate and reliable; and evaluate those
> conditions so that maintenance staff can allocate resources to manage
> the conditions. To help address these issues, MDT has deployed a
> road-weather information system (RWIS) including 59 environmental
> sensor stations throughout the state. Maintenance staff also has
> access to a variety of other sources of information that can be used
> to help in winter maintenance. However, MDT has found that these
> different sources of information are not used as fully as anticipated
> and that the purchased systems do not meet their long-term
> expectations. Western Transportation Institute has teamed with Meyer
> Mohaddes and Associates to evaluate how MDT uses RWIS and other tools
> to make winter maintenance decisions, recommend improvements in the
> process and equipment, and determine an appropriate tool to provide
> decision support. In order to meet the functional requirements of MDT,
> WTI and Meyer Mohaddes will take a systems engineering approach to
> understand the user perspectives. An early task will be a review of
> research and an examination of the state-of the-practice in other
> states and of neighboring communities. MDT maintenance staff will
>
> WTI -3
>
> be surveyed and interviewed in order to gain a full understanding of
> their needs. Once user needs are understood, MDT and Meyer Mohaddes
> will develop a concept for a decision support tool. Finally, the team
> will collect the necessary guidelines, contact information, and other
> data that will be included in the decision support tool. It is
> envisioned that the decision support tool will be developed with
> additional funds after this project has finished.

4.  What report or action prompted or helped shape this effort to be
    started (e.g., report recommendation, DOT project)?

    a.  *Weather Information for Surface Transportation - National Needs
        Assessment Report,* NOAA/OFCM, December 2002

5.  When are the results of the research expected to be available for
    others to use?

Final report available at
<http://www.coe.montana.edu/wti/wti/pdf/428468_Final_Report.pdf>

6.  What is your vision (3-10+ years) of how weather information will be
    used to optimize surface transportation operations and safety, and
    what specific hurdles must be overcome to reach such a vision?

NA

Area and Need Supported: Roadway -- Decision Support Systems

Roadway -- Education, Outreach and Training

WTI -3

Development of a Roadway Weather Severity Index (Showcase Evaluation
#16)

1.  What is the name of the research project being conducted/sponsored?

Development of a Roadway Weather Severity Index (Showcase Evaluation
#16)

2.  Who is conducting the research?

Christopher Strong, P.E.

Western Transportation Institute

College of Engineering

Montana State University

PO Box 174250

Bozeman, MT 59717-4250

<ChirsS@coe.montana.edu>

Phone: (406) 994-7351

3.  What surface transportation weather-related problem are you trying
    to solve and what surface transportation safety, mobility or
    efficiency benefits do you see resulting from your efforts?

> The purpose of this study is to research and develop a weather
> severity index that would be appropriate for roadways. The objectives
> of the index are to correlate with winter maintenance costs, correlate
> with the relative hazards of weather-related driving conditions
> experienced by motorists, use data that is already available, and be
> easy-to-use and interpret.
>
> Weather can have a significant impact on rural highway operations. For
> example, highway agencies in the United States spend more than \$2
> billion per year on winter maintenance activities. Adverse winter
> weather, along with other weather challenges such as fog, rain, and
> wind, can significantly increase crash frequency on otherwise benign
> roadways.\
> Because of the significant variability in weather across years during
> the same season, it is difficult to quantify the effect that weather
> may have, positively or negatively, on highway operations. It is also
> difficult to "correct" for the effects of weather when identifying the
> advantages or disadvantages of various operational and safety
> improvements.
>
> A weather index for roadways would help in such situations. Although a
> weather severity index for roadways has not been developed, severe
> weather indices have been developed for application in many other
> fields, such as wildlife ecology, icebreaking on the Great Lakes, and
> degree days for household utilities. In every case, these indices tend
> to have

WTI - 4

> higher values with more extreme (e.g. colder or hotter) weather. For
> surface transportation, extreme conditions may not necessarily be the
> best measure of weather severity. Moreover, while daily or monthly
> averages may be adequate for other applications, it is not clear
> whether this is true for surface transportation.
>
> The purpose of this study is to research and develop a weather
> severity index that would be appropriate for roadways. The desired
> attributes of the index are as follows.

a.  The index would directly correlate with winter maintenance costs.
    For example, a 10 percent increase in the index value might equate
    to a 10 percent increase in maintenance costs.

b.  The index would correlate with the relative hazards of driving
    conditions experienced by motorists, including snow, blowing snow,
    ice, frost, rain, fog and wind. This correlation could be shown by
    the relative accident frequencies on the same segment of roadway
    during years of significantly differing weather conditions.

c.  The index would use data that is already available, such as through
    the National Weather Service (NWS) or RWIS stations.

d.  The index would be easy to use and interpret.

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4.  What report or action prompted or helped shape this effort to be
    started (e.g., report recommendation, DOT project)?

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a.  This research was motivated through the evaluation of a weather- and
    safety-related dynamic warning system being evaluated through the
    California-Oregon Advanced Transportation Systems (COATS) Showcase
    project.

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5.  When are the results of the research expected to be available for
    others to use?

Final report available at
<http://www.coe.montana.edu/wti/wti/pdf/426711_final_report.pdf>

6.  What is your vision (3-10+ years) of how weather information will be
    used to optimize surface transportation operations and safety, and
    what specific hurdles must be overcome to reach such a vision?

> By quantifying the relationship between weather and safety, one can
> help to assess the potential risk associated with various weather
> conditions, and provide appropriate traveler information and
> maintenance response. This would help to reduce crash frequency and
> severity during these conditions. This project showed that there is
> some quantifiable relationship between weather and safety, but
> additional research is necessary in order to produce some reliable
> benefits.

Area and Need Supported: Roadway -- Decision Support Systems

Roadway -- Education, Outreach and Training

WTI - 4

WeatherShare

1.  What is the name of the research project being conducted/sponsored?

WeatherShare

2.  Who is conducting the research?

Xianming Shi, Ph.D.

Program Manager, Winter Maintenance & Effects

Western Transportation Institute

College of Engineering

Montana State University

PO Box 174250

Bozeman, MT 59717-4250

<Xianming_s@coe.montana.edu>

Phone: (406) 994-6486

3.  What surface transportation weather-related problem are you trying
    to solve and what surface transportation safety, mobility or
    efficiency benefits do you see resulting from your efforts?

> Caltrans (California Department of Transportation) District 2 and
> other regional incident responders identified a need for access to all
> of the available road weather data from one single source. The
> existing deficiencies in the current system are listed below.

-   Many weather stations exist in the region but access to the
    information is through various interfaces, some of which are
    complicated for non-expert users.

-   There is overlapping and lack of integration in the existing weather
    data sources.

-   Caltrans RWIS (road weather information system) information is
    available only via the Caltrans website, where relevant road weather
    information from other sources is not available.

-   For Caltrans RWIS, the user can only view weather station data one
    station at a time (no overall view).

-   No one outside of Caltrans can view the pavement measurements.

-   Caltrans RWIS data is perceived to be inaccurate at times.

-   Access to the Caltrans RWIS information is limited to the
    vendor-provided application and historical weather data are only
    available through the vendor.

WTI - 5

> The use of road and weather data in the area has not yet reached its
> full potential, leaving room for improvement in integrating existing
> data from various sources and enabling easier access to the
> information.
>
> The objective of the WeatherShare project is to streamline currently
> available weather data from Caltrans Roadway Weather Information
> Systems (RWIS) sites, National Weather Service sites, the U.S. Forest
> Service, and other sources available in the Redding area into one
> accessible source in a manner that is easily accessible by incident
> responders and potentially the traveling public.
>
> By compiling all the road weather data into one user-friendly
> interface, every regional incident response agency will have a better
> tool to use when responding to roadway incidents under adverse weather
> conditions or in natural disasters. Furthermore, the traveling public
> will have a better source when making travel decisions. As a framework
> to improve the quality and accessibility of road weather information
> provided to transportation decision-makers, the WeatherShare system
> would facilitate the use of road and weather data and encourage their
> applications in new programs.
>
> The WeatherShare system will allow users to view a compilation of all
> available road and weather information from various sources in the
> region. The system will greatly increase the efficiency of situation
> assessments for roadway maintenance, incident management, emergency
> medical response, traveler safety, fire suppression, flood management,
> and homeland security applications, among others.

4.  What report or action prompted or helped shape this effort to be
    started (e.g., report recommendation, DOT project)?

    a.  *Weather Information for Surface Transportation - National Needs
        Assessment Report,* NOAA/OFCM, December 2002

    b.  The AMS *Policy Forum* focused on *"Weather and Highways"* in
        November 2003.

    c.  National Academy of Sciences' (NAS) Board on Atmospheric
        Sciences and Climate (BASC) and Transportation Research Board
        (TRB) report, *Where the Weather Meets the Road\--A Research
        Agenda for Improving Road Weather Services*, January 16, 2004.

    d.  Ballard, Lisa et. al. 2002. *Handbook and Final Report: Assess
        Caltrans RWIS*. Bozeman, Montana: Western Transportation
        Institute, Montana State University for the California
        Department of Transportation.

5.  When are the results of the research expected to be available for
    others to use?

> Phase I: Completed. Proof-of-concept system available at
> <http://www.WeatherShare.org/> Phase II: Ongoing. With expanded
> geographical coverage and enhanced functionality.

WTI -5

Publications:

> [Shi X.]{.underline}, Wang S., Turnbull I., Chu M., and Albert S. A
> Regional Pilot Weather Information System for Surface Transportation
> and Incident Management. *Proceedings of the Transportation Research
> Board Annual Meeting*, January 22-26, 2006, Washington, D.C.  
>
> [Shi X.]{.underline}, Wang S., Turnbull I., Chu M., and Albert S.
> WeatherShare: An Integrated, User-friendly Surface Transportation
> Weather System for Northern California. *12th World Congress on
> Intelligent Transportation Systems.* San Francisco, California.
> November 6-10, 2005

6.  What is your vision (3-10+ years) of how weather information will be
    used to optimize surface transportation operations and safety, and
    what specific hurdles must be overcome to reach such a vision?

> More timely, accurate, reliable, and user-friendly road and weather
> information is critical in supporting surface transportation and to
> aid all transportation managers and users in alleviating the effects
> of adverse weather. WeatherShare has served as a regional showcase and
> proof-of-concept for this national priority.
>
> The abundance of available road and weather observation data, coupled
> with the lack of integration of such data, presents great
> opportunities for leveraging resources and improving the surface
> transportation weather information systems. Due to the involvement of
> multiple stakeholders and the complexity of institutional and
> technical issues, it is important to develop partnerships among
> organizations in order to promote the successful integration of road
> and weather data from various sources.
>
> In building a successful ITS system that can meet the users' needs, it
> is crucial to involve the users and stakeholders from its very early
> stages of design and development and throughout its lifecycle. Even
> for a relatively small ITS project, the systems engineering approach
> is still very valuable in "building the customer voice in the
> product", and it might be more important to follow the philosophy of
> systems engineering than to strictly follow its standard
> documentation. A phased approach should be utilized to minimize
> potential risks and the management of user expectations is the key to
> the project's success.

Area and Need Supported: Cross Cutting -- Data Management

Cross Cutting -- Weather Information Dissemination

WTI -- 5

U.S. Environmental Protection Agency

(EPA)

EPA -- 1 Winter storms, freezing/frozen precipitation

EPA -- 2 Heavy precipitation event warnings

EPA -- 3 Air Quality Forecasting

Winter storms, freezing/frozen precipitation

PROGRAM NAME: NOAA, NSF

LEAD AGENCY / COLLABORATING AGENCIES: \[NC State University / NWS \]

LEAD AGENCY POINT OF CONTACT: John Fountain

PROGRAM POINT OF CONTACT: Gary Lackmann (gary@ncsu.edu)

R&D AREA(S) BEING STUDIED: Winter storms, freezing/frozen precipitation

TYPE OF PROGRAM (BASIC RESEARCH/APPLICATION): We are doing both basic
research and applications via our collaboration with the NWS. The basic
research involves the study and identification of important physical
processes during winter storms, including both thermodynamics and the
dynamics of the atmosphere. The application involves two distinct
components, one being modification and improvement of numerical forecast
models, the other being pattern-recognition studies intended to benefit
forecasters with the NWS.

Area and Need Supported: Cross Cutting -- Modeling, Forecasts, Warnings,
Advisories and

Verification

EPA -- 1

Heavy precipitation event warnings

PROGRAM NAME: NOAA, NSF

LEAD AGENCY / COLLABORATING AGENCIES: \[NC State University / NC DOT \]

LEAD AGENCY POINT OF CONTACT: Sethu Raman

PROGRAM POINT OF CONTACT: Sethu Raman (sethu_raman@ncsu.edu)

R&D AREA(S) BEING STUDIED: Heavy precipitation event warnings

TYPE OF PROGRAM (APPLICATION): The State Climate Office of North
Carolina and the NC Dept. of Transportation are collaborating on an
automated heavy precipitation event, warning system that would warn NC
DOT so resources could be redirected as well as for public warning.

Area and Need Supported: Cross Cutting -- Modeling, Forecasts, Warnings,
Advisories and

Verification

EPA - 2

Air Quality Forecasting

PROGRAM NAME: US EPA

LEAD AGENCY / COLLABORATING AGENCIES: \[US EPA / NOAA\]

LEAD AGENCY POINT OF CONTACT: S.T. Rao

PROGRAM POINT OF CONTACT: Kenneth Schere (schere_kenneth@epa.gov)

R&D AREA(S) BEING STUDIED: Air Quality Forecasting

TYPE OF PROGRAM (APPLICATION): National Air Quality forecasting is a
relatively new collaboration between the US EPA, NOAA/ARL and NOAA/NCEP.
Air Quality forecasts have the potential to be used for various
components of WIST including visibility forecast that could affect
surface travel.

Area and Need Supported: Cross Cutting -- Modeling, Forecasts, Warnings,
Advisories and

Verification

EPA -- 3

University of North Florida

(UNF)

UNF -- 1 Several R&D activities are grouped here

1.  Florida Road Weather Information System

2.  FHWA iFlorida Project  a National ITS Demonstration Project (RWIS
    portion)

3.  Traffic Crash Reporting and Mapping System Pilot Project for the
    State of Florida

4.  Florida Road Wetting Safety Project

5.  Expansion of Hurricane Evacuation Bridge Wind Sensor Project

6.  High-resolution Realtime Weather Research and Forecast (WRF)
    Modeling of Thunderstorms and Hurricanes for Transportation Safety
    and Emergency Management

Research at University of North Florida (UNF)

In addition to Hurricane related data, analysis and WRF modeling
research the University of North Florida's Advanced Weather Information
Systems Laboratory, within the College of Computing, Engineering, and
Construction, conducts cross-disciplinary research in weather impacts on
transportation and the role of the Road Weather Information System
(RWIS) in the Intelligent Transportation System (ITS).  See:
  <http://www.itsflorida.org/2005-weather-presentation.php>[\
]{.underline}\
The AWIS Lab recently constructed the first two phases of the Florida
Road Weather Information System (FL RWIS) and has made them compatible
with the NOAA GSD MADIS system and Florida Mesonet in real-time,
assisted the NOAA NWS offices in ingesting\
RWIS datasets, and most recently, worked with FL DOT to install sonic
anemometers on high level hurricane evacuation bridges on the North and
Central Florida Interstate Highway System for the coming hurricane
season.   This latter project incorporates our five years experience in
wireless environmental sensor networks; including TCP/IP networking of
the data and microprocessor power management for solar powered remote
sensors.   

1.  Several Research Projects at UNF are recently completed or in
    planning over the next three years:

    a.  **Florida Road Weather Information System** (Phase I and II)
        recently completed.  Phase III is not yet funded, and may not be
        funded due to higher FL DOT priorities.

        i.  University of North Florida's Advanced Weather Information
            Systems (AWIS) Laboratory (partnering with FL DOT ITS, NWS
            WFOs, Florida State University, NOAA GSD MADIS, FL DOT
            Region 2).

        ii. Impact of rain, wind, and visibility on Interstate road
            traffic.  To date, better NWS forecasts along I-10 now that
            it is no longer a data void area.  Current research project
            with FHP (see below) is trying to quantify that impact on
            accidents, as well as improve accident response.

        iii. Joint initiative by UNF, FSU, DOT and the NWS WFO's in
             North Florida (JAX and TLH), funded by FL DOT ITS office.

        iv. Data from \~25 RWIS sites in North and Central Florida are
            currently available in MADIS, FL DOT Traffic Management
            Centers and NWS WFO's.  Phase III (if funded) would allow
            kiosks in the Interstate Rest Areas and Welcome Centers, 511
            extension, etc.

    b.  **FHWA iFlorida Project  a National ITS Demonstration Project
        (RWIS portion)** completed December 2005.

        i.  University of North Florida's Advanced Weather Information
            Systems (AWIS) Laboratory (partnering with FL DOT ITS,
            Meteorologix, NWS WFO's, NOAA GSD MADIS, FL DOT Region 5 and
            several contractors not directly in RWIS portion).

UNF-1

ii. Impact of rain, wind, and visibility on Interstate road traffic.
     Better traffic control in FL DOT Region 5, Central Florida (Orlando
    to Cape Canaveral area) Hurricane Evacuation route wind sensors on
    high level bridges (I-95, I-295, I-4 and SR 528 causeway to Cape).

iii. Joint initiative by UNF AWIS Lab, FL DOT ITS, Meteorologix, FL DOT
     Region 5  funded by FHWA.

iv. Data and traffic control measures are in place and currently
    operating in Central Florida and FL DOT Region 2 & 5 Traffic
    Management Centers.  Data is available to NOAA and Meteorologix via
    GSD MADIS.

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c.  **Traffic Crash Reporting and Mapping System Pilot Project for the
    state of Florida** in review for FHWA funding.

    i.  University of North Florida's Advanced Weather Information
        Systems (AWIS) Laboratory (partnering with FL Highway Patrol.)

    ii. Crash modality and location in a remotely accessible, Web-served
        GIS database by highway mile and environmental conditions.

    iii. Joint initiative by UNF AWIS Lab, FL Highway Patrol

    iv. If funded, this web service should be functioning within a year,
        prototype already developed.

d.  **Florida Road Wetting Safety Project** (unfunded)

    i.  University of North Florida's AWIS Laboratory (partnering with
        FL Highway Patrol and FL DOT Region 2.) Newly formed\
        Northeast Florida ITS Consortium may consider this project.

    ii. Using Doppler radar rain rates mapped to GIS database of road
        conditions (wear, type pavement, oil buildup, etc) for each
        Interstate Highway mile to provide near real-time safety alerts
        to TMCs, NWS WFOs and public.

    iii. Joint initiative by UNF AWIS Lab, FL DOT Region 2 and FHP.

    iv. Project paper presented at ESRI GIS Conference (2005) and ITS
        Florida Annual Conference "Weather Day" Dec 2005. This project
        is anticipated to require two years, primarily due to difficulty
         in database development for the highway conditions.  Weather
        component could be completed in a year, it has been prototyped
        and code developed for the Doppler data transformations.

e.  **Expansion of** **Hurricane Evacuation Bridge Wind Sensor Project**
    (unfunded)

    i.  University of North Florida's AWIS Laboratory (partnering with
        FL Highway Patrol and FL DOT Regions and Emergency Managers).

    ii. Safety from high wind impact from Hurricanes (and Nor'easters)
        on high level bridges on Interstates and to barrier islands.

    iii. Initiative by UNF AWIS Lab, and surrounding county Emergency
         Managers, FHP.

UNF-1

iv. Depending on timing of funds, procurement and number of bridges
    funded this could be a one to three year project.\
    There are huge economies of scale to this particular project (as in
    the RWIS).   Up to ten bridges could be added in one year with\
    immediate funding.

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f.  **High-resolution Realtime Weather Research and Forecast (WRF)
    Modeling of Thunderstorms and Hurricanes for Transportation Safety
    and Emergency Management** (unfunded)

    i.  University of North Florida's AWIS Laboratory

    ii. Improved short timescale (\~24-48 hour prognostics) of
        convective rain, hurricanes, and winds for transportation safety
        and Emergency Management.

    iii. Proposed by University of North Florida's AWIS Laboratory for
         Congressional Earmark.  Information will be shared with NOAA
         offices, Multimodal Transportation Industry, FL DOT and
         Emergency Management.  (see IHC 59 and 60 presentations)

    iv. Depending on timing of funds, system could be in place by Summer
        07 Hurricane Season.  Computation facility will be ready late
         this summer, communications by Florida Lambda Rail (
        <http://www.flrnet.org/infrastructure.cfm),> terabyte database
        and high-performance IBM Linux cluster will be online in the
        College of Computing, Engineering and Construction's new complex
        computing and data center.  The AWIS Laboratory's WRF modeling
        project will be the first priority user. The University has
        spent over \$500 K of internal funds to acquire bandwidth and
        computational capability to develop the center.

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2.  Vision ideas: One could say that the technical aspects in this field
    (while challenging) are generally in the "engineering" realm, rather
    than scientific unknowns.  Rather it is the human side of this
    endeavor that is most vexing for a researcher, and this problem is
    the one we must overcome.  \
    \
    Getting the collaborative body of "transportation" professionals
    (with understandably wide backgrounds) to move in the same direction
    takes several years of trust and interaction to initiate. It would
    seem that weather will always lose in priority to new roadway and
    "bricks and mortar" infrastructure, but that may not deliver the
    maximum value for the dollar spent.\
     \
    Rapid changes in personnel in the middle of a project seem to me to
    be the norm.  It was quite amazing to be on the sideline and see the
    change in attitudes the 2004 hurricane season made, but that lesson
    learned is already fading as people who did well are promoted to new
    positions, and the new team may not have had such challenging
    experience.  So unless good projects are elevated at the National
    level and the successes widely broadcast in the community,  the
    short term (1-3 year) impact will be rather small.  

  \
UNF-1

3.  We have much more hope that 10 years from now with NERON and state
    Mesosnets and the RWIS (and Clarus) integrated both regionally and
    Federally; and when we can leverage regionally-run
    convective-topography scale models tuned to each region; then we can
    establish the credibility and teamwork to have a significant impact
    on transportation safety and efficiency.

> That will require a level of research funding and commitment not seen
> to date, followed by a huge technology transfer effort to
> "operationalize" improved research results.  

Area and Need Supported: Roadway -- Observations

Roadway -- Data Management

Roadway -- Weather Information Dissemination

Roadway -- Decision Support Systems

Roadway -- Performance Measures and Weather-Related Crash

> Reporting
>
> Cross Cutting -- Modeling, Forecasts, Warnings, Advisories and
>
> Verification

UNF-1

Department of Defense (DOD)

Army

DOD/Army -- 1 Integrated Road/Rail Information System

Integrated Road/Rail Information System

PROGRAM NAME   **Integrated Road/Rail Information System**

LEAD AGENCY / COLLABORATING AGENCIES   **SDDC / TRANSCOM J3-METOC**

LEAD AGENCY POINT OF CONTACT   **Paul Allred (757-599-1190,
Paul.allred@tea.army.mil)**

PROGRAM POINT OF CONTACT   **Todd Smith (717-763-7211,
<tsmith@geodecisions.com)> / Major Doug Clark, DSN 779-2018**

WIST R&D AREA(S) BEING STUDIED:

> IRRIS is a web-based geospatial transportation information intelligent
> server developed in 1999 for use by the Transportation Engineering
>
> Agency (TEA), a major subordinate command of the Military Surface
> Deployment and Distribution Command (SDDC, formerly the Military
> Traffic Management Command). IRRIS was designed to assist TEA in their
> analysis of infrastructure readiness within CONUS. IRRIS has since
> evolved to provide worldwide infrastructure and near-real-time data
> for decision makers. IRRIS taps multiple data sources (including an
> hourly feed from Defense Transportation Tracking System(DTTS)), and
> integrates the data to provide information in support of a broad range
> of transportation information requirements. One of its capabilities is
> tracking arms, ammunition and explosives movements (using DTTS data
> feeds) to allow SDDC operational staff to monitor and enforce
> commercial carrier compliance with DoD safety, security and
> performance requirements.
>
> Now more than ever, homeland security, safety, and the efficient
> mobility of troops and equipment are critical during a national
> emergency. IRRIS is a first-of-its-kind Web-based portal to military
> and U.S. infrastructure information. The application is an easy-to-use
> logistics tool that leverages cutting-edge technology. It provides
> real-time information necessary for enhanced decision-making to
> organize military and emergency personnel and track military convoys
> and freight globally. IRRIS technology is designed to provide timely
> and relevant information about road conditions, construction,
> incidents, and weather to facilitate the rapid deployment of military
> assets. It requires no expensive user software, hardware, or
> training.  
>
> This product was developed an open system, so it can easily
> incorporate information from various databases. This flexibility
> allows IRRIS technology to accommodate the varying needs of military
> and government agencies. Other potential IRRIS applications include
> intermodal management systems, emergency management systems, and U.S.
> asset management and emergency action plans.
>
> DOD/Army -- 1
>
> Critical information about assets vital to America's security, such as
> airports, dams, water plants, nuclear power plants, power grids, and
> bus and commuter rail lines and facilities, can be integrated into an
> IRRIS-like system. Military and security force locations can be
> identified and tracked in real time. Decision support functionality
> can also be integrated for quick response and effective resource
> deployment. Plume analysis can be used as a probability analysis tool
> to depict the effects of hazardous materials and/or explosives on any
> geographic area. A data query tool enables logistics and emergency
> personnel to have on-demand access to "narrowed down" data sets to
> make better business decisions.

TYPE OF PROGRAM / APPLICATION   **APPLICATION DEVELOPMENT**

Area and Need Supported: Cross Cutting -- Weather Information
Dissemination

Cross Cutting -- Decision Support Systems

Cross Cutting -- Data Management

> DOD/Army -- 1

University of North Dakota's

Surface Transportation Weather Research Center (STWRC)

STWRC -- 1 Road Weather Field Research Facility (RWFRF)

STWRC -- 2 Roadway Environment Blowing Snow (REBS)

STWRC -- 3 Spring Load Restrictions (SLR)

STWRC -- 4 Pavement Precipitation Accumulation Estimation System (PPAES)

Road Weather Field

Research Facility (RWFRF)

The University of North Dakota Road Weather Field Research Facility
(RWFRF) was established in 2004 to provide dedicated resources for both
short- and long-term studies of roadway weather condition monitoring and
prediction.

Located adjacent to Interstate 29 in northeastern North Dakota, the Road
Weather Field Research Facility is a joint effort of the North Dakota
Department of Transportation and the University of North Dakota Surface
Transportation Weather Research Center. The RWFRF provides a unique,
dedicated *in situ* research infrastructure to investigate physical
features associated with surface and sub-surface pavement condition
response to varying seasonal weather conditions. The collocation of
numerous precision measurement systems for the surface and lower
atmosphere provide a unique test and validation facility for existing
and future Environmental Sensor Station sensor technology.

Measurements collected at the field research facility include both
quantities intrinsic to both atmospheric and pavement conditions. The
suite of measurements has been carefully designed to optimize the
University of North Dakota's road weather research efforts. Present
research activities include roadway environment blowing and drifting
snow, pavement precipitation accumulation estimation, pavement condition
modeling, validation of road weather forecasting methods, and spring
load restriction modeling.

Primary instrumentation includes:

• 2-, 5-, 10-, and 15-meter sonic anemometer 2-D wind sensors

• 2-, 5-, 10-, and 15-meter air temperature and relative humidity
sensors

• Surface barometric pressure sensor

• Precision precipitation gauge and precipitation rate sensors

• Array of ultrasonic snow depth sensors

• Snow pack temperature sensors

• Pavement temperature / condition sensors (also includes various
experimental commercial and university sensor designs)

• Sub-surface (to 2-meter depth) temperature probes

• Net radiometers (over roadway and natural turf)

• Video disdrometers (for snow mass flux measurements)

• Remote sensing road surface temperature and road surface state sensors

• Video-based visibility monitoring sensors

Data management is performed by an on-site computing facility. Real-time
data communications is supported between the RWFRF and the University of
North Dakota Surface Transportation Weather Research Center via a
high-speed (T-1) communications link. Access to data is provided to
collaborators and interested research organizations through a web
portal.

For interested collaborators or for additional information on RWFRF
resources, contact Ms. Jennifer Hanson (701-777-2479).

STWRC - 1

The Road Weather Field Research Facility has established a broad
collaboration with public and private groups within the road weather
community. Present collaboration and instrumentation support is provided
by:

*North Dakota Department of Transportation,*

*Minnesota Department of Transportation,*

*Iowa Department of Transportation,*

*AURORA Pooled Fund Study,*

*ThomTech Design, LLC,*

*Meridian Environmental Technology, Inc.,*

*National Aeronautics and Space Administration,*

*University of North Dakota Departments of Atmospheric Sciences,*

*University of North Dakota Department of Electrical Engineering,*

*University of North Dakota Department of Mechanical Engineering, and*

*University of North Dakota Surface Transportation Weather Research
Center*

Area and Need Supported: Roadway -- Observations

Roadway -- Data Management

Roadway -- Weather Information Dissemination

Roadway -- Education, Outreach and Training

STWRC - 1

Roadway Environment Blowing Snow (REBS)

The impact of blowing and drifting snow onto highways is a major winter
mobility and safety concern for rural highways across the United States
and Canada. In lieu of widespread mechanical blowing and drifting snow
suppression efforts, the use of winter road maintenance actions by state
and local agencies is required to maintain a desired level of service of
roadways during blowing snow weather conditions. Providing support for
these winter road maintenance efforts during blowing snow conditions has
been identified as a priority research area by a state pooled fund
research program. This multi-state pooled fund program is presently
developing an operationally deployed Maintenance Decision Support System
(MDSS).

Supporting this pooled fund MDSS research, the University of North
Dakota Surface Transportation Weather Research Center (UND STWRC) has
undertaken to provide an advanced prediction algorithm for roadway
blowing and drifting snow as part of its ongoing major surface
transportation weather research mission that began in 1995.

To better understand the physical, computational, and operational
aspects of blowing snow analyses and predictions for winter maintenance
operations, the UND STWRC is conducting a multi-facetted study to
document the influence of roadway and near-roadway vegetation on blowing
snow susceptibility, establish a quantifiable measurement system for
determining the snow mass flux across roads during a blowing snow event,
and to establish a two-dimensional roadway environment blowing snow
(REBS) modeling system for predicting the severity of blowing snow for
discrete segments along a roadway.

**Blowing Snow Susceptibility Index**

The characterization of the vegetative holding capacity of snow in and
near a roadway is under investigation along a major U.S. highway and
Interstate system in northeastern North Dakota. A method for documenting
vegetative growth prior to the onset of winter has been developed that
provides a geospatial database corresponding to the snow holding
capacity along test road segments. The accumulation of snow and the
depletion of snow holding capacity within these test sections are
monitored during the winter season along with the occurrence of blowing
snow and the associated weather conditions. The data have been reduced
to establish a blowing snow susceptibility index (BSSI) that can be used
to initialize a roadway blowing snow model.

**Snow Mass Flux Measurement**

Blowing snow only occurs when dynamic or static transport wind speed
thresholds are exceeded. The amount of snow mass that is transported as
a function of the wind speed above these threshold values also depends
in part upon the amount and age of snow adjacent to the roadway, the air
temperature, the relative humidity of the air, and the distance of open
space adjacent to the roadway. The resulting reduction of visibility due
to the blowing snow or the change in pavement conditions due to snow
drifting across the roadway is related to the snow mass flux over and
above the roadway.

STWRC - 2

To establish a quantitative measure of snow mass flux occurring across a
roadway during various intensities of blowing and/or drifting snow
events, an innovative measurement system has been incorporated at the
UND STWRC Road Weather Field Research Facility through collaboration
with the NASA Goddard Space Science Research Center. Using video
disdrometer technology developed by NASA for characterizing the mass
flux of falling precipitation, UND STWRC researchers have adapted the
technology to quantify the snow mass flux of blowing snow.

**Roadway Environment Blowing Snow Prediction**

The goal of the UND STWRC Road Environment Blowing Snow (REBS) transport
modeling system is to provide a prediction of blowing snow conditions
along a roadway network. The foundation of the REBS prediction system is
the integration of established methods of data assimilation, mesoscale
weather prediction modeling, and snow transport modeling into an
operational prediction system aligned with a road network. The REBS
prediction system provides hourly values for the total particle number
concentration of blowing snow, the snow particle size distribution, and
an estimate of snow mass flux vertical profiles through the sublimation
layer along a road network. The REBS predictions are combined with a
maintenance decision support system for the estimation of impacts to
winter maintenance operations, the estimation of driver visibility, and
the energy flux of snow mass-related heat transfer due to blowing and
drifting snow on pavement surfaces.

During the 2005-2006 winter season, the REBS prediction system was part
of a field demonstration test of an eight state pooled fund Maintenance
Decision Support System (MDSS). Upon completion of the current UND STWRC
research, the REBS technology will be transferred to an operational
status as an active part of the pooled fund MDSS deployment effort.

Area and Need Supported: Roadway -- Observations

Roadway -- Decision Support Systems

STWRC - 2

Spring Load Restrictions (SLR)

**Road Surface Damage**

Every year hundreds of millions of dollars of damage to roadways occurs
in the United States due to freezing and thawing of sub-surface soils
(Transportation Research Board, 2001). This damage may result from the
following factors:

• Road structure,

• Frost susceptibility of the soil,

• Subgrade conditions,

• Groundwater conditions,

• Temperature,

• Precipitation, and

• Traffic (Simonsen and Isacsson, 1999).

Damage to the roadways can be in the form of:

• Surface cracks,

• Ruts, or

• Break-up of pavement

**Spring Load Restrictions (SLR)**

Spring Load Restrictions (SLR) are necessary to help protect highways
from damage which can cause untimely and expensive delays for the
transportation industry, and the public who rely on the road network.
Load restrictions also help to avoid higher road maintenance costs as
well as vehicle wear and tear. In order to minimize damage to road
surfaces, axle weights must be reduced during the spring thaw period.
Damaged road surfaces cause delays and extra costs for highway
maintenance and vehicle wear and tear.

**SLR Placement**

The objective is to identify a more effective method of placing SLRs.
Precise placement of SLRs would prolong the life of a low volume road by
taking the extra weight off the road during its most vulnerable time of
the year. The approach taken here is to couple a pavement/subpavement
model with an atmospheric model to determine if subpavement road
conditions can be forecasted two to three weeks in advance of applying
SLRs. This would provide the transportation community with a predictive
tool for placing and removing SLRs.

The SLR model is a combination of a pavement model (currently the
Enhanced Integrated Climate Model) and an atmospheric model (Global
Forecasting System). Inputs required to run the model include:

-   Subsurface Temperatures

STWRC - 3

-   Soil Properties and pavement profiles

-   Observed atmospheric data

-   Long-range prediction of atmospheric parameters

The output data is verified against the measured subsurface
temperatures. SLR model outputs include:

-   Frost/thaw depth

-   Subsurface temperature profile

Area and Need Supported: Roadway -- Modeling, Forecasts, Warnings,
Advisories and

Verification

Roadway -- Decision Support System

STWRC - 3

Pavement Precipitation Accumulation Estimation System

(PPAES)

**Precipitation and Surface Transportation**

Wintertime precipitation has serious impacts on surface vehicular
transportation. It is estimated that adverse weather and associated
adverse road conditions contribute to about 1,200,000 vehicular crashes
that result in 800,000 injuries, 7,000 fatalities, and \$42 billion in
economic costs each year. Of that, it was estimated from 1999 data that
falling snow/sleet plays a role in about 199,000 vehicle crashes that
result in 63,000 injuries and 680 fatalities each year. Because
falling-snow/sleet-related vehicle crashes comprise a significant
percentage of the estimated total number vehicle crashes (199,000 of
1,200,000; 16.58%), injuries (63,000 of 800,000; 7.88%), and fatalities
(680 of 7000; 9.7%) resulting from adverse weather and associated
adverse road conditions, it is obvious that the personal and economic
tolls of wintertime precipitation impacts on surface transportation are
high. Moreover, these percentages hold only for vehicle crashes in which
snow/sleet was occurring at the time of the crash; they do not include
vehicle crashes that resulted from previous wintertime precipitation
that, for instance, may have deteriorated road conditions. Thus, these
estimates of wintertime precipitation impacts on surface vehicular
transportation, while significant, are low.

**Precipitation and Road Maintenance**

Millions of dollars are spent each year on winter maintenance of
roadways. In performing this maintenance, Department of Transportation
(DOT) personnel face the difficult task of maximizing traveler mobility
and safety while minimizing expenditures on resources such as chemicals,
personnel, and equipment. With the development of the Maintenance
Decision Support Systems (MDSSs;
[http://mdss.meridian-enviro.com/]{.underline};
[http://www.rap.ucar.edu/projects/rdwx_mdss/]{.underline}), DOT's are
realizing maintenance benefits afforded by the delivery of accurate
information regarding both road and weather conditions in an integrated,
visual interface. Consequently, MDSSs are enabling DOTs to enhance
wintertime roadway maintenance and, thus, traveler mobility, while also
conserving resources and expenditures.

**Winter Precipitation Monitoring Hurdles**

The determination of precipitation occurrence and amount (e.g., snow
depth) is particularly challenging in the winter owing to several
factors, all of which are related to limitations of observing systems.
Surface observations are limited in their spatial density, resulting in
a 'blurred' picture of wintertime precipitation occurrence. Furthermore,
they provide limited information regarding snowfall amounts. Radar data,
on the other hand, provide excellent spatial and temporal resolution,
but limited coverage. In fact, radar coverage is more limited for
wintertime precipitation than for summertime precipitation because
wintertime systems tend to

STWRC - 4

be shallower and, thus, radars overshoot them more often. Satellite
data, while potentially helping with coverage problems associated with
radar and surface data, suffer from greater inaccuracies and have not
been used to estimate wintertime precipitation occurrence and amount in
all types of wintertime precipitating systems in real time.

**PPAES**

Because of the impacts wintertime precipitation has on both surface
vehicular transportation and roadway maintenance and because of the
challenges associated with estimating wintertime precipitation
occurrence and amounts, the Pavement Precipitation Accumulation
Estimation System (PPAES) has been developed. PPAES is designed to
provide:

> • areal indications of precipitation occurrence, rates, and amounts,
>
> • precipitation occurrence, rates, and amounts along roadways,
>
> • precipitation types and their associated occurrence, rates, and
> amounts, and
>
> • accuracy that is unmatched by current systems owing to the
> integration of information from multiple observation platforms.

PPAES utilizes information from multiple observation platforms,
including surface observations, radar data, satellite data, and
model/analysis data. Furthermore, PPAES is designed to take advantage of
the strengths of each of the observation platforms and, in doing so, to
compensate for weaknesses in other observation platforms. PPAES is
centered on its radar processing routines, which provide the initial
estimates of wintertime precipitation occurrence and amount. From there,
satellite data are being used to fill in radar coverage gaps. Surface
data are then applied to refine precipitation occurrence areas and
precipitation rates, where possible. Finally, model/analysis data are
being used to estimate precipitation types (e.g., rain, snow, freezing
rain, etc.) and, in the future, areas where virga (falling hydrometeors
like raindrops or snowflakes that are not reaching the ground) is
causing problems.

PPAES is in its latter stages of development, with its core radar
routines operational, the precipitation type routines about to come
online, and the satellite and surface routines scheduled to become
operational before the beginning of the 2006-2007 winter season. In
addition, verification and validation of PPAES elements is currently
underway, and will be continued as new components become operational in
order to document the accuracy of PPAES and to enable continued PPAES
enhancements.

Area and Need Supported: Roadway -- Observations

Roadway -- Data Management

Roadway -- Modeling, Forecasts, Warnings, Advisories and

Verification

STWRC -- 4

Iowa Department of Transportation

Iowa DOT -- 1 Modified Wisconsin DOT\'s Winter Severity Index

Iowa DOT -- 2 Upgrade/Expansion of RWIS ESS System

Modified Wisconsin DOT\'s Winter Severity Index

Weather R&D:

The Iowa DOT is currently involved in some research and development
efforts.  It has recently modified the Wisconsin DOT\'s winter severity
index and is planning to use it for various reasons: mainly performance
measurement and to aid in the research of other winter projects, like
new practices, de-icing chemicals, blades, etc., by factoring out the
impact of weather severity.  

This was prompted by Iowa DOT needs. 

The report on the index and its success in the intended uses is not
planned, but Ms. Tina Greenfield, Iowa DOT RWIS Coordinator, can be
contacted at 515-233-7746 for more information.

 

 

Vision:

Expect the mobile RWIS concept to greatly expand.  Mobile communications
are becoming cheaper, faster, and more reliable as the years pass. 
Furthermore, there are a number of non-contact pavement sensors
available or in development.  The traveling public will become more
interested in road condition reports if the information comes in quicker
and with more resolution, as is possible with mobile units.  The hurdles
that must be overcome are problems getting started\--such as figuring
out how to design and manage mobile data and how to convince the public
to provide this information from their fleet/vehicles.  The public also
has to learn that the information is available, where to find it, what
limitations the data has, and how they can use it.

Area and Need Supported: Roadway - Decision Support Systems

Roadway - Performance Measures and Weather-Related Crash

Reporting

Iowa DOT - 1

Upgrade/Expansion of RWIS ESS System

Weather R&D:

Iowa DOT plans an upgrade/expansion of its RWIS ESS system, including
visibility capabilities and traffic speed/volume information. 
Furthermore, Iowa DOT intends to expand its public website (
[www.dotweatherview.com](http://www.dotweatherview.com/) ) to include
the new data and hopefully provide a more effective display system.  The
DOT also plans, or rather, is hoping, to receive federal ITS funds to
equip its fleet with GPS for automatic resource tracking and road
condition reporting. 

These projects were prompted by Iowa DOT needs. 

A report is pending.

Vision:

Expect the mobile RWIS concept to greatly expand.  Mobile communications
are becoming cheaper, faster, and more reliable as the years pass. 
Furthermore, there are a number of non-contact pavement sensors
available or in development.  The traveling public will become more
interested in road condition reports if the information comes in quicker
and with more resolution, as is possible with mobile units.  The hurdles
that must be overcome are problems getting started\--such as figuring
out how to design and manage mobile data and how to convince the public
to provide this information from their fleet/vehicles.  The public also
has to learn that the information is available, where to find it, what
limitations the data has, and how they can use it.

Area and Need Supported: Roadway - Observations

Roadway -- Weather Information Dissemination

Roadway -- Data Management

IOWA DOT -- 2

Iowa State University

Iowa Sate University -- 1 Center for Weather Impacts on Mobility and
Safety

> (C-WIMS)

Center for Weather Impacts on

Mobility and Safety (C-WIMS)

1.  What is the name of the research project being conducted/sponsored?

We have conduct several weather related transportation research project
through a variety of sponsors but mostly sponsored by the Iowa DOT. We
have created an organization for the conduct of transportation weather
research -- our program is the Center for Weather Impacts on Mobility
and Safety (C-WIMS). Although we have managed project involving
metrology faculty at Iowa State University, the bulk of research
involves weather impacts on traffic safety and traffic operation. For
example, we just completed an examination of four years of traffic flow
data from around the Twin Cities area to determine the impacts of wind,
rain, snow, cold temperature, and visibility on traffic speed and
roadway capacity. We have also done very extensive traffic safety
studies measuring the impact of snow and ice on traffic safety.

2.  Who is conducting the research?

Faculty and staff at Iowa State University.

3.  What surface transportation weather-related problem are you trying
    to solve and what surface transportation safety, mobility or
    efficiency benefits do you see resulting from your efforts?

We are only now beginning to understand the impacts of weather on
safety, behavior, and traffic flow. For example, below I have shown the
results of ten years of crash data for the state of Iowa. The red line
is number of crashes that occurred during each month of the winter (over
10 years) and, as you would expect, it peaks in January. The green line
is a measure of traffic exposure to snowfall across the entire state.
Because there is more traffic in urban areas the measure weights a one
inch snow fall in an urban area higher than a one inch snow fall in a
low traffic rural area. The blue line is the ratio of crashes divided by
traffic exposure to snow. The trend is downward as the progresses.
Although it seems obvious, this graph shows that over the winter,
drivers learn how to drive safely on snow and ice. You might think this
is obvious but I never expected a reduction of over three times during
the winter season -- this has big policy implications.

Iowa Sate University -- 1

![](media/image2.wmf){width="5.996527777777778in"
height="4.332638888888889in"}

4.  What report or action prompted or helped shape this effort to be
    started (e.g., report recommendation, DOT project)?

We started working on transportation weather issues long before any of
the listed reports were published.

5.  When are the results of the research expected to be available for
    others to use?

Most of this information is available on web site. See:
http://www.ctre.iastate.edu/cwims/index.cfm

6.  What is your vision (3-10+ years) of how weather information will be
    used to optimize surface transportation operations and safety, and
    what specific hurdles must be overcome to reach such a vision?

Our vision is pretty simple. Over the next 10 year we need to become
proactive about the management of transportation in the face of better
weather information and better weather decision support models. The
biggest impediment will be our inability to regulate and enforce

Iowa Sate University -- 1

rules to make our highways safer and more efficient. For example, crash
fatalities on rural Iowa highway that occur on pavements covered by snow
and ice are more common than crashes involving drunk drivers. Our
society has decided that it will not tolerate drunk drivers but our laws
don't allow us to regulate/change speed limits for the current
conditions or curtail driving when the conditions are unsafe.

Area and Need Supported: Roadway -- Observations

Roadway -- Weather Information Dissemination

Roadway -- Modeling, Forecasts, Warnings, Advisories and

Verification

Roadway -- Decision Support Systems

Roadway -- Education, Outreach, Awareness

Roadway -- Performance Measures and Weather-Related Crash

> Reporting

Iowa Sate University -- 1