November/December 2004
Another Rain Delay
by Paul Pisano and Lynette Goodwin
Roadway managers are tackling the problem of weather-induced congestion head-on.
![A typical view from the driver's seat for motorists traveling during wet weather. Rain, sleet, snow, and fog complicate highway transportation, making driving conditions hazardous and often causing worse-than-normal congestion.](images/pisano1.jpg) |
A typical view from the driver's seat for motorists traveling during wet weather. Rain, sleet, snow, and fog complicate highway transportation, making driving conditions hazardous and often causing worse-than-normal congestion. |
Sandy wakes up to a wet morning,
looks out the window at
the light rain, and immediately
knows that her drive to work will be
miserable. A drive that normally
takes her 30 minutes on a dry day
will take longer—and it is anyone's
guess how much longer—because
traffic just cannot seem to handle
the conditions. She knows she will
see more fender-benders on the side
of the road and will keep her fingers
crossed that she does not get rea rended
by a driver following too
closely behind her and not accommodating
for the poor driving conditions.
If she hurries, she can leave a little early, but a quick check on the
morning news reveals a morning
commute that already is going from
bad to worse. "It's just a light rain,"
Sandy says to herself, "why does it
have to be such a mess?"
The reason for Sandy's frustration
and why her commute will take
longer is actually due to a number of
complex and interrelated factors,
including the weather, roadway environment,
driver behavior, and technology.
Although managers cannot
change the weather, they can control
the impact of weather on roadways,
with varying degrees of success.
Indeed, traffic managers are making
great strides toward solving the problem
of weather-induced congestion.
Rather than being reactionary—waiting for weather-induced congestion
or crashes to occur before taking
action—many transportation
managers across the country have
adopted proactive management practices
to improve the safety of the
highway system. In other words,
these agencies have embraced the
principle that weather events are
nonrecurring incidents that can be
predicted, observed, and mitigated.
How Weather Affects Roads
To understand the complex interactions
between weather and roads, it
is first necessary to consider the
impacts that various types of
weather have on the roadways, and
the ways in which these impacts
affect both traffic flow and related
operations. Roadway managers typically
divide weather impacts on
roadways into four categories:
- Loss of pavement friction due
to wet, snow-covered, or icy
conditions
- Restricted visibility due to fog,
falling rain, or vehicle spray
- Lane obstruction due to standing
water or plowed or blowing snow
- Infrastructure damage (such as a
washed-out road)
The first three impacts lie within
the realm of maintenance and operational
strategies, but infrastructure
damage typically requires a significant
reconstruction response.
Factors Affected by Weather that
Cause Congestion and Potential Solutions |
Factors |
Solutions |
Pavement friction |
- Roadway maintenance such as snow and ice control (such as
anti-icing)
- Design and construction (such as open-graded asphalt)
|
Lane obstruction |
- Roadway maintenance (such as snow and ice control, cleaning
storm drains)
- Construction/hydraulic design
|
Visibility |
- Fog dispersion
- Vehicle design (such as tires)
|
Traffic control devices |
- Weather-responsive traffic control devices
|
Driver behavior |
- Enforcement of speed limits
- Variable speed limits (regulatory or advisory)
- Targeted traveler information: weather-related dynamic messages;
pretrip and en route road weather information (such as via the
Internet or 511); and in-vehicle information systems
- Educational campaigns
|
Crash risk |
- Targeted incident management (such as positioning tow trucks
based on predicted weather conditions)
|
Travel demand |
- Targeted traveler information (to affect departure time and
route choice)
- Access control
|
Vehicle performance |
- Vehicle design and maintenance (ranging from basic engine
and tire upkeep to weather-based vehicle control systems)
- Targeted incident management (such as courtesy patrols)
|
Source: FHWA |
Loss of friction, restricted visibility,
and lane obstruction affect traffic
flow in a variety of ways, causing a
reduction in speed, an increase in
speed variance, and a reduction in
roadway capacity. Furthermore,
these impacts also affect other operational
aspects of overall system
performance. Vehicle performance
(traction), for example, affects the
capability and behavior of the driver.
Changes in travel demand may result
from people deferring trips and
changing departure times. On one
hand, transit riders may opt to drive
to avoid getting wet en route to the
bus or train station, whereas snow
may induce other drivers to take rail
to avoid the hazardous driving conditions.
And control devices such as
traffic signals, which were designed
for clear, dry conditions, may perform
at suboptimal levels. As a result,
weather not only hampers the
performance of overall system operations,
but it also jeopardizes safety
and increases the risk of crashes.
![Motorists are traveling on a slush covered rural road after a storm. Using strategically placed environmental sensors along roadways, managers can monitor snowfall and temperatures to determine optimal times and strategies for treatments.](images/pisano2.jpg) |
Motorists are traveling on a slush covered rural road after a storm. Using strategically placed environmental sensors along roadways, managers can monitor snowfall and temperatures to determine optimal times and strategies for treatments. |
What this means for motorists is
that the trip from Point A to Point B
is going to take longer. How much
longer depends on a number of
factors, especially traffic volume,
weather intensity (including the
length and severity of the event),
and the amount of dirt and oil on
the roads that has accumulated since
the previous weather event.
When expressed in terms of statistics,
the magnitude of the impact
of weather on traffic flow becomes
apparent: speeds may drop by 10
percent for light rain and 16 to 40
percent for heavy rain or snow; capacity
can decrease by 11 to 19
percent; and delays can increase by
11 to 50 percent. Clearly these impacts
are large enough to warrant
action—and solutions exist to manage
or reduce the impact of these
factors.
To achieve performance-driven,
21st-century highway operations,
roadway managers are learning to
manage the system under all conditions,
including adverse weather. The
following success stories from North
Carolina, New Jersey, Minnesota, and
California represent just a sampling
of the many strategies that road
managers have at their disposal,
including weather-responsive traffic
control devices, anti-icing techniques, and pretrip and en route road
weather information.
![During snowstorms, the New Jersey Turnpike Authority posts messages on its variable message signs to encourage motorists to adjust their driving behavior to ensure a safe trip.](images/pisano3.jpg) |
During snowstorms, the New Jersey Turnpike Authority posts messages on its variable message signs to encourage motorists to adjust their driving behavior to ensure a safe trip. |
Weather-Related Signal Timing, Charlotte, NC
In North Carolina, the Charlotte
Department of Transportation (DOT)
manages 615 traffic signals with a
computerized control system. In the
central business district, the city
uses weather-related signal timing
plans at 149 signals to reduce traffic
speeds during severe weather. Signal
timing also can be employed at
more than 350 intersections controlled
by closed-loop systems.
System Components: The traffic
signal control system comprises
signal controllers located at city
intersections, a closed-circuit television
(CCTV) surveillance system,
twisted-pair cable and fiber-optic
cable communication systems, and a
signal system control computer in
the traffic operations center. Images
from more than 25 CCTV cameras
on major arterial routes are transmitted
to the operations center and
displayed on video monitors. Traffic
managers can select and download
various timing plan patterns (stored
in the computer) to field controllers
via the communication systems.
![Excessive rain washed out this rural road, requiring closure until the flood waters subsided. With advance warning, road managers can predict and plan for contingencies before severe weather events happen.](images/pisano4.jpg) |
Excessive rain washed out this rural road, requiring closure until the flood waters subsided. With advance warning, road managers can predict and plan for contingencies before severe weather events happen. |
System Operations: System operators
assess traffic and weather
conditions by observing CCTV
video images and reviewing
weather forecasts.
Forecast data are
available through
radio and television
broadcasts, the
Web site for the
National Oceanic
and Atmospheric
Administration's National
Weather Service,
and a private
weather service vendor.
When operators
observe heavy rain,
snow, or icy conditions,
they access the
signal computer and
manually implement
weather-related timtiming
plans. To slow the speed of
traffic, these signal timing plans
increase the cycle length—which is
typically 90 seconds—while offsets
and splits remain the same. During
offpeak periods operators also may
select peak-period timing patterns,
which are designed for lower
traffic speeds.
After initiating the weather-related
signal timing plans, operators
monitor traffic flow on the roadways.
If warranted by field conditions,
operators can increase cycle
lengths to further reduce traffic
speeds. When weather conditions
return to normal, operators access
the central computer to restore normal
time-of-day and day-of-week
timing plans.
Transportation Outcome: When
weather-related signal timing is engaged,
travel speeds decrease by 8 to
16 kilometers per hour (5 to 10
miles per hour). By selecting signal
timing plans based on prevailing
weather conditions, traffic managers
improve roadway safety by reducing
speeds and minimizing the probability
and severity of crashes.
Speed Management, New Jersey
While retiming traffic signals can
help reduce speeds in an urban
center, an advanced traffic management
system (ATMS), coupled with
variable message signs, is a common
tool for monitoring road weather
and adjusting speed limits accordingly
on highways and interstates.
![Signs like these posted throughout the New Jersey Turnpike advise motorists of roadway conditions and appropriate speed limits for the current conditions.](images/pisano5.jpg) |
Signs like these posted throughout the New Jersey Turnpike advise motorists of roadway conditions and appropriate speed limits for the current conditions. |
The New Jersey Turnpike Authority
operates an ATMS to control
237.9 kilometers (148 miles) of the
turnpike—one of the Nation's most
heavily traveled freeways. Various
subsystems monitor road and
weather conditions, manage traffic
speeds, and notify motorists of hazardous
conditions. Speed management
and traveler information techniques
are helping the turnpike
authority improve roadway safety in
the presence of fog, snow, and ice.
![This weather station mounted along the New Jersey Turnpike provides real-time data to the traffic operations center, which in turn disseminates up-tothe- minute guidance to motorists.](images/pisano6.jpg) |
This weather station mounted along the New Jersey Turnpike provides real-time data to the traffic
operations center, which in turn disseminates up-tothe- minute guidance to motorists. |
System Components: ATMS control
computers are located at the
turnpike traffic operations center in
New Brunswick, NJ. A wireless communication
system using Cellular Digital Packet Data
technology facilitates
data transmission
between field components
and the central
control systems. A
vehicle detection
subsystem, composed
of inductive loop
detectors and remote
processing units, collects
speed and volume
data and detects
traffic congestion. A
CCTV subsystem enables
operators to
verify road conditions
visually.
The turnpike's road
weather information
system includes 30
environmental sensor
stations deployed along the turnpike
to gather data. Nine stations detect
wind speed and direction, precipitation
type and rate, barometric pressure,
air temperature and humidity,
and visibility distance. Pavement
temperature and condition data are
collected at 11 sites, while 10 other
stations simply monitor visibility
distance.
|
![Anti-icing chemicals spray in a radial pattern from a nozzle embedded in the roadway .](images/pisano8.jpg) |
The Minnesota DOT uses anti-icing
technology to prevent key bridges
like this one (top) in Minneapolis
from freezing during the winter.
Anti-icing chemicals spray in a
radial pattern from a nozzle
embedded in the roadway (bottom). |
The turnpike authority conveys
traveler information to motorists
through 113 dynamic message signs,
12 highway advisory radio transmitters,
and a variable speed limit (VSL)
subsystem. More than 120 VSL sign
assemblies are positioned along the
freeway at 3.2-kilometer (2-mile)
intervals. Sign assemblies include
speed warning signs, which display
messages like "REDUCE SPEED
AHEAD" and the reason for speed
reductions, noting "FOG," "SNOW,"
or "ICE."
System Operations: Traffic and
emergency management personnel
in the traffic operations center monitor
environmental data to determine
when to reduce the speed limit.
When reductions are warranted, sign
assemblies are manually activated to
decrease speed limits in 5-miles-perhour,
mi/h (8-kilometers-per-hour,
km/h) increments from 50, 55, or
65 mi/h (80.4, 88.4, or 104.5 km/h) to 30 mi/h (48.2 km/h), depending
on prevailing conditions. System
operators also may disseminate regulatory
and warning messages via
message signs and highway advisory
radio. State police officers enforce
the lower speed limits by issuing
summonses to drivers exceeding the
posted limit. When the vehicle detection
and road weather information
subsystems indicate that traffic
and weather conditions have returned
to normal, the original speed
limits are restored.
"Effective coordination between
the operating agency and State police
is critical," says Solomon Caviness,
assistant traffic engineer with the
New Jersey Turnpike Authority. "To
ensure credibility, the agency and
police department should optimize
communication to provide motorists
with up-to-the-minute, clear, and concise
information and guidance on
appropriate speeds during adverse
weather conditions."
Transportation Outcome: According
to Caviness, speed management
and dissemination of traveler information
improve safety by reducing
the frequency and severity of
weather-related crashes.
Anti-Icing/Deicing System, Minnesota DOT
Other technologies that can help
improve the safety of roadways
during inclement weather are antiicing
and deicing systems. Several
Minnesota DOT districts installed
fixed maintenance systems on
curved and super-elevated bridges
that are prone to slippery pavement
conditions. On Interstate 35,
the department installed an
automated anti-icing system on
a 594-meter (1,950-foot), eightlane
bridge near downtown
Minneapolis. The bridge deck was
susceptible to freezing due to
moisture rising from the Mississippi
River below. On average,
25 crashes occurred on the bridge
each winter, causing significant
traffic congestion.
System Components: The automated
anti-icing system includes
storage tanks, a pump and delivery
system, environmental sensors, four
motorist warning signs with flashing
beacons, and a control computer
located in the district office. An
enclosure houses the pump, an
11,734-liter (3,100-gallon) chemical
storage tank, a 379-liter (100-gallon)
water storage tank, and control
mechanisms. Liquid potassium acetate
is pumped through the delivery
system to 38 valve bodies installed
in the median barrier. The
valves direct the anti-icing chemical
to 76 spray nozzles. Sixty-eight
nozzles are embedded in the bridge
decks of both northbound and
southbound lanes. The nozzles are
installed in the center of travel lanes
at a spacing of 16.8 meters (55 feet).
Eight barrier-mounted nozzles are
located at the north end of the
bridge to spray approach and
exit panels.
Minnesota DOT installed two
types of environmental sensor stations
on the bridge. The first is
equipped with air and subsurface
temperature sensors, pavement temperature
and condition sensors, and
precipitation type and intensity sensors.
The second sensor station includes
only pavement temperature
and condition sensors. The environmental
sensors determine whether
the pavement is wet or dry and
whether the pavement temperature
is low enough for surface moisture
to freeze.
System Operations: The control
computer continuously polls the
environmental sensors to gather
data used to predict or detect the
presence of black ice or snow.
When predetermined threshold
values are met, the computer automatically
activates flashing beacons
on bridge approach ramps to alert
motorists. The computer also
checks the chemical delivery system
for leaks and initiates one of 13
spray programs. Each program activates
different valves in various
spray sequences and at different
frequencies based upon prevailing
environmental conditions. An average
spray cycle dispenses 128.7
liters (34 gallons) of potassium acetate
(that is, 45.4 liters or 12 gallons
per lane mile) over 10 minutes.
Conventional treatment strategies
(like plowing, sanding, and salting)
supplement automated anti-icing
when slush or snow accumulates on
the bridge deck.
At the end of each winter season,
Minnesota DOT staff inspects the
anti-icing system and reconfigures it
to spray water instead of potassium
acetate. Over the summer, the system is manually activated on a
monthly basis to ensure proper operation
of the pump and delivery.
Department staff reinspects the system
in the fall before reconfiguring
it for winter operations.
Transportation Outcome: In the
first year of operation, the automated
anti-icing treatment significantly
improved roadway safety,
achieving a 68-percent decline in
winter crashes. Mobility improved
as well because fewer crashes
translated into reduced traffic congestion.
Installing the bridge antiicing
system also improved productivity
by lowering material
costs and enhancing winter maintenance
operations throughout the
district.
"We've been very satisfied with
how well the anti-icing system
works," says Christine Beckwith,
maintenance research engineer at
Minnesota DOT. "Following the successful
installation on I-35 West in
Minneapolis, we've moved out of
the research phase and have accepted
anti-icing systems as a technology
that we will use again in the
future. In fact, we're installing a new
system on I-35 East in St. Paul in
the fall of 2004."
To view the department's final
report, visit www.dot.state.mn.us/metro/maintenance/Anti-icing%20evaluation.pdf.
|
![Video stills of water flowing through the creek are updated every minute on the Web](images/pisano10.jpg) |
The city of Palo Alto, CA, installed
water-monitoring equipment on a
light pole (not shown) high above
the San Francisquito Creek (shown
here at West Bayshore Road, left) so
it would not get carried away during
a flood event. Video stills of water
flowing through the creek (bottom) are
updated every minute on the Web
at www.city.palo-alto.ca.us/earlywarning/video.html. |
Flood Warning System, Palo Alto, CA
In February 1998, several days of
heavy rainfall caused the San
Francisquito Creek to overflow its
banks, flooding the city of Palo Alto,
CA. Because residents and emergency
managers were caught off
guard, the event prompted the city
to develop a flood warning system.
Later that year, Palo Alto launched a
Web-based warning system that has
become an integral part of the city's
emergency management operations
system. When flood conditions exist,
emergency managers use automated
surveillance techniques to inform
the public.
System Components: Water level
sensors, a rain gauge, flood basin
detectors, tide monitors, and a CCTV
camera help road managers assess
field conditions. The city installed
ultrasonic sensors at five bridge
locations to detect high water or
flood conditions. The sensors use
acoustics or sound waves to measure
the distance from a transducer
to the water surface. Water level
readings are transmitted to the water,
gas, and storm drain Supervisory
Control and Data Acquisition
(SCADA) system via the city's telephone
and radio communication
networks. A digital subscriber line
transmits still video
images from one bridge
site to the emergency
operations center.
System Operations:
Real-time and historical
water level data and
video images are posted
on the city's "Creek
Level Monitor" Web site,
where road managers
and residents alike can
easily access the information.
Current water
levels, 12-hour water
level trends, 24-hour rainfall, annual
rainfall, current temperatures, and
tidal data are updated every minute
on the SCADA system and posted on
the server for Web site updates every
3 minutes.
Emergency managers access this
information to plan response actions
and to alert residents. In the event
of a flood threat, an automatic telephone
warning system at the emergency
operations center dials all city
residents and businesses in threatened
areas to advise them of potential
flood conditions.
Transportation Outcome: Prior to
installing the flood warning system,
emergency management personnel
had to travel to bridge locations to
monitor the storm drain system
visually and check water levels by
hand. Drain system status and water
level readings were radioed to the
emergency operations center every
20 minutes. By eliminating the need
for field measurements, the monitoring
system enhances the productivity
of city staff and provides timely
access to traveler information to
improve public safety.
Says John Ballard, supervisor of
public works with the city of Palo
Alto: "The success of the program is
incredible. This is the Number 1
looked-at link on the Web site for the city of Palo Alto in the winter.
We literally get thousands of hits."
|
The "Creek Level Monitor" Web site managed by the city of Palo Alto, CA, features real-time data on current temperatures, water levels for various creeks, and 12-hour trends in water depths. |
The flood monitoring system is so
popular with the community, Ballard
says his team continuously updates
and improves the Web site and
monitoring equipment. "With interest
from engineers at nearby
Stanford University as well as public
school students and teachers, we
have made dozens of modifications
to improve the system, like adding
rain gauges, expanding the scale of
the trends showing water depth, and
applying more user-friendly colors
and icons on the Web site."
Next Steps
These examples, along with research
conducted by FHWA (such as a report
Test and Evaluation Project
No. 28: Anti-icing Technology, Field
Evaluation Report, FHWA-RD-97-
132), show that the benefits accrued
from road weather solutions are
well documented and often outweigh
the costs.
Despite these and other advances
in managing roads during inclement
weather, much remains to be done.
Today's road weather information
systems have demonstrated the ability
to provide relevant information, but coverage is haphazard in terms
of the overall highway network.
Many state-of-the-practice solutions
used today tend to be spot-specific,
typically focusing on repeatable
weather problems.
To achieve 21st-century operations,
however, requires a more holistic,
systems approach. That means
reaching beyond the case-by-case
problems to observe and predict
traffic over the entire network and
under all weather conditions. To do
so requires timely, accurate, and
relevant information about weather
and road conditions.
Several efforts are underway to
build the systems that meet these
information needs. Likewise, institutional
achievements are underway,
such as building a working relationship between the transportation and
weather communities. As the technologies
and the relationships mature,
these systems will become
ubiquitous and serve as the basis for
a host of tailored products and services
that improve the operation of
the Nation's roadways.
FHWA is working actively with
State partners and other Federal
agencies, such as the National Oceanic
and Atmospheric Administration,
to advance the practice and
state of the art of road weather information
systems. Empirical traffic
flow studies, for example, will help
quantify the impacts of inclement
weather on the transportation network
and feed new weather-responsive
traffic algorithms. This work
also will support FHWA's Next Generation
Simulation Program, which is
developing behavioral algorithms
that will improve the quality and
performance of simulation tools,
providing superior accuracy for
nonideal conditions.
Also underway is a study to integrate
weather information into traffic
management centers, which will
document the different types of road
weather information received by the
centers, including how they obtain
their information and how operational
responses change depending
on the type and severity of various
weather events. The Missouri DOT
is creating a prototype weather response
system to demonstrate decision-
support tools that will be tailored
for different types of users, including
traffic managers, transit agencies,
maintenance supervisors, and law
enforcement agencies. Another tool,
the Maintenance Decision Support
System prototype provides winter
maintenance managers with recommendations
for road treatments.
Advanced Decision Support for Winter Maintenance
Maintaining safe and efficient roads during winter is an increasingly complex
endeavor for State and local departments of transportation (DOTs). To help develop
solutions for these agencies, FHWA invested in high-risk research, directing a
consortium of U.S. national laboratories to build a user-friendly system that bridges
the gap between cutting-edge weather forecasting and winter maintenance rules
of practice.
The result of these efforts is the Maintenance Decision Support System (MDSS),
which generates route-specific forecasts of weather and pavement conditions as
well as recommendations for winter road treatment strategies, chemical application
rates, and treatment timings. A stakeholder group, including DOT personnel
from more than half of the States, along with private sector and academic interests,
helped guide the effort. A working prototype was tested and evaluated over
two winters in central Iowa with great success.
As the system matures, FHWA and its partners will shift their focus to technology
transfer efforts. This includes making the results of the MDSS research and
development available to the private sector and working with companies in the
private sector to simplify the integration of MDSS capabilities into their winter
maintenance technology product lines. It also includes providing support to State
highway agencies as they look at using the MDSS and procuring these services
from the private sector. FHWA officials expect that this kind of innovative technology
will help improve the level of service, efficiency, and cost-effectiveness of State
and local DOT operations, resulting in safer and more efficient travel conditions for
all users of the surface transportation system.
For more information on the MDSS project, please visit the Projects and Programs
page of the FHWA Road Weather Management Program Web site at
www.ops.fhwa.dot.gov/weather/mitigating_impacts/programs.htm#3. |
Finally, because accurate forecasts
at the earth's surface are critically
important to managing adverse
weather impacts on roads, FHWA
recently defined a new initiative
called the Nationwide Surface Transportation
Weather Observing and
Forecasting System. The objective is
to design, demonstrate, and deploy
an integrated observational network
and data management system for
road weather. The system will combine
observations from fixed sensors
on the roadside, in vehicles, and in
remote locations such as satellites.
The data will be assimilated and
Signs like this one notify motorists in Minneapolis, MN, when anti-icing
activities are in progress on local bridges.
made available to public and private
providers of weather information,
who will then process the data to
create forecasts appropriate for road
users. The 5-year effort will begin by
demonstrating the system's capabilities
on a regional level and then
refine the solutions for eventual
deployment nationwide.
|
Signs like this one notify motorists in Minneapolis, MN, when anti-icing activities are in progress on local bridges. |
Epilogue
Sandy wakes up to a wet morning,
looks out the window at the light
rain, and immediately knows that
her drive to work will be just like
any other morning, taking her about
30 minutes. Through her home computer,
which is linked to the city's
road weather information system,
she can access updates on weather
conditions and drive times.
On her way to work, she will see
fewer crashes because drivers effectively
staggered their trips and are
driving in a more uniform manner,
which keeps traffic moving smoothly.
Dynamic message signs provide appropriate
speed limits and travel
times, and the traffic signals automatically
account for the changes in
driver behavior under the adverse
conditions. If by chance she encounters
another vehicle encroaching on
an intersection, then she also knows
that her vehicle-based control system
will provide the appropriate alerts to
help avoid a collision. "Sure, this rain
is a mess," Sandy says to herself, "but
at least I know my commute will not
suffer for it."
Paul Pisano is the team leader for
the Road Weather Management
Team in the Office of Transportation
Operations at FHWA. Pisano has
worked in several offices at FHWA
over the past 19 years, and in his
current capacity, he is responsible
for the program that addresses the
impacts of weather on all aspects of
the highway system, including winter
maintenance, traffic management,
and traveler information.
Lynette Goodwin is a lead transportation
engineer in the Intelligent
Transportation Systems Division of
Mitretek Systems. She currently supports
the FHWA Road Weather Management
Program. Goodwin holds a
bachelor's degree in civil engineering
from Howard University and a
master's degree in engineering management
from The George Washington
University.
For more information, visit http://ops.fhwa.dot.gov/weather/index.asp
or contact Paul Pisano at 202-366-1301 or paul.pisano@fhwa.dot.gov.
Other Articles in this issue:
Operational Solutions to Traffic Congestion
Regional Collaboration to Improve Safety, Reliability, and
Security
Traffic Incident Management
Work Zones That Work
Another Rain Delay
Putting Travelers in the Know
Red Light, Green Light
Managed Lanes
Reliability: Critical to Freight Transportation