While technologies are clearly instrumental in transitioning away from fossil fuel-based energy and toward a decarbonized economy, decisions about which technologies are prioritized, how they are implemented, and the policies that drive these changes will have profound effects on people and communities, with important implications for equity, jobs, environmental and energy justice, health, and more. The National Academies of Sciences, Engineering, and Medicine Committee on Accelerating Decarbonization in the United States: Technology, Policy, and Societal Dimensions was tasked with assessing the broad range of technological, policy, and societal dimensions of decarbonizing the U.S. economy. The committee produced a 2021 report that provides the U.S. government with a roadmap of equitable and robust decarbonization policies. The next report of the committee will address the broader range of policy actors who play a role in equitable energy transition. To inform its deliberations, the committee hosted a 1-day workshop on July 26, 2022 to discuss critical issues of equity and justice during the energy transition. The goal of the workshop, titled Pathways to an Equitable and Just Transition: Principles, Best Practices, and Inclusive Stakeholder Engagement, was to move beyond energy technologies and elicit ideas and insights to inform the development of principles, best practices, and actionable recommendations for a broad range of policy actors and stakeholders in order to fully operationalize equity, justice, and inclusion. This publication summarizes the presentations and discussion of the workshop. Table of Contents Front Matter Overview 1 Public Health, Safety, and Community Resilience 2 Jobs and Workforce Development Opportunities 3 Equitable Access to Transition Technologies, Infrastructure, and Programs 4 Energy Affordability and Burdens 5 Discussion of Pathways for the Energy Transition Appendix A: Statement of Task Appendix B: Workshop Agenda

Spills of Emulsified Fuels: Risks and Response is part of an evolving body of work conducted by the National Research Council (NRC) to help inform debate and decision-making regarding the ecological consequences of releases associated with the widespread use of fossil fuels. Like earlier NRC reports, it attempts to understand the chemical, physical, and biological behavior of a complex mix of compounds that make up various petroleum hydrocarbon-based fuels. The specific risk factors presented by emulsified fuels are difficult to characterize, mainly because there have been no spills of emulsified fuels to date, and thus there is little practical experience with these products.

Transportation engineers have used editions of the Highway Capacity Manual (HCM) in their analyses for decades. The HCM is the fundamental reference for concepts, performance measures, and analysis techniques for evaluating the multimodal operation of streets, highways, freeways, and off-street paths. This 7th Edition contains new information, including new planning-level methods for connected and automated vehicles; a completely revised procedure for analyzing two-lane highways; a new procedure for evaluating systems of freeways and arterials with queue spillback; and updated methodologies for pedestrian operations at uncontrolled and signalized crossings.

Since CAFE standards were established 25 years ago, there have been significant changes in motor vehicle technology, globalization of the industry, the mix and characteristics of vehicle sales, production capacity, and other factors. This volume evaluates the implications of these changes as well as changes anticipated in the next few years, on the need for CAFE, as well as the stringency and/or structure of the CAFE program in future years.

The Mobile Source Emissions Factor (MOBILE) model is a computer model developed by the U.S. Environmental Protection Agency (EPA) for estimating emissions from on-road motor vehicles. MOBILE is used in air-quality planning and regulation for estimating emissions of carbon monoxide (CO), volatile organic compounds (VOCs), and nitrogen oxides (NOx) and for predicting the effects of emissions-reduction programs.1 Because of its important role in air-quality management, the accuracy of MOBILE is critical. Possible consequences of inaccurately characterizing motor-vehicle emissions include the implementation of insufficient controls that endanger the environment and public health or the implementation of ineffective policies that impose excessive control costs. Billions of dollars per year in transportation funding are linked to air-quality attainment plans, which rely on estimates of mobile-source emissions. Transportation infrastructure decisions are also affected by emissions estimates from MOBILE. In response to a request from Congress, the National Research Council established the Committee to Review EPA's Mobile Source Emissions Factor (MOBILE) Model in October 1998. The committee was charged to evaluate MOBILE and to develop recommendations for improving the model.

Steel is a common component of U.S. infrastructure, but that steel can corrode when buried in soil, rock, or fill. Steel corrosion is estimated to cost the United States 3-4 percent of its gross domestic product every year, and it can lead to infrastructure failure, loss of lives, property, disruption of energy and transportation systems, and damage to the environment. Although the mechanisms of steel corrosion are well understood, limited data on subsurface corrosion and the inability to measure corrosivity directly make accurate corrosion prediction through modeling a challenge. When hazardous levels of corrosion does occur, it is difficult to determine whether the cause was related to site selection, engineering decisions, changes in subsurface conditions, or a combination of these factors. This report explores the state of knowledge and technical issues regarding the corrosion of steel used for earth applications (e.g., for ground stabilization, pipelines, and infrastructure foundations) in unconsolidated earth or rock in different geologic settings. The report summarizes mechanisms of steel corrosion, assesses the state of practice for characterizing factors in the subsurface environment that influence corrosion and corrosion rates, and assesses the efficacy and uncertainties associated with quantitative, field, and laboratory methods for predicting corrosion. The industries and experts most involved with managing buried steel should collaborate to improve multidisciplinary understanding of the processes that drive buried steel corrosion. Developing a common lexicon related to buried steel corrosion, generating new data on corrosion through collaborative long-term experiments, sharing and managing data, and developing new data analytical techniques to inform infrastructure design, construction, and management decisions are key. Industries, experts, and regulators should collaboratively develop decision support systems that guide site characterization and help manage risk. These systems and new data should undergird a common clearinghouse for data on corrosion of buried steel, which will ultimately inform better and more efficient management of buried steel infrastructure, and protect safety and the environment. Table of Contents Front Matter Summary 1 Introduction 2 Fundamentals of Steel Corrosion, Industry Applications and Approaches, and Sources of Corrosion Data 3 Subsurface Environment 4 Corrosion of Buried Steel 5 Corrosion Protection for Buried Steel 6 Standard and Evolving Subsurface Characterization 7 Standard and Evolving Monitoring Practices 8 Predictive Modeling 9 Conclusions and Recommendations References Appendix A: Biographical Sketches of Committee Members Appendix B: Meeting Agendas and Workshop Appendix C: Acronyms and Abbreviations

Medium- and heavy-duty trucks, motor coaches, and transit buses - collectively, "medium- and heavy-duty vehicles", or MHDVs - are used in every sector of the economy. The fuel consumption and greenhouse gas emissions of MHDVs have become a focus of legislative and regulatory action in the past few years. This study is a follow-on to the National Research Council's 2010 report, Technologies and Approaches to Reducing the Fuel Consumption of Medium-and Heavy-Duty Vehicles. That report provided a series of findings and recommendations on the development of regulations for reducing fuel consumption of MHDVs. On September 15, 2011, NHTSA and EPA finalized joint Phase I rules to establish a comprehensive Heavy-Duty National Program to reduce greenhouse gas emissions and fuel consumption for on-road medium- and heavy-duty vehicles. As NHTSA and EPA began working on a second round of standards, the National Academies issued another report, Reducing the Fuel Consumption and Greenhouse Gas Emissions of Medium- and Heavy-Duty Vehicles, Phase Two: First Report, providing recommendations for the Phase II standards. This third and final report focuses on a possible third phase of regulations to be promulgated by these agencies in the next decade. Table of Contents Front Matter Summary 1 Introduction 2 Setting the Stage: Regulatory Horizons, Challenges, and Influences 3 Certification, Compliance, and Enforcement 4 Powertrain Technologies 5 Technologies for Reducing the Power Demand of MHDVs 6 Projected Benefits of Technologies on Fuel Consumption 7 Hybrid and Electric Powertrain Technologies 8 Battery Technology for Medium- and Heavy-Duty Hybrid and Electric Vehicles 9 Freight Operational Efficiency 10 Intelligent Transportation Systems and Automation 11 Manufacturing Considerations 12 Costs and Benefits 13 Alternative and Complementary Regulatory Approaches Appendix A: Committee Biographies Appendix B: Disclosure of Conflicts of Interest Appendix C: Committee Activities Appendix D: Summary of Analysis of Engine and Vehicle Combinations Appendix E: Description of Drive Cycles Used for Compliance Appendix F: Summary of Committee's First Report: Reducing the Fuel Consumption and Greenhouse Gas Emissions of Medium- and Heavy-Duty Vehicles, Phase Two: First Report Appendix G: Acronyms and Abbreviations

Boston's Central Artery/Tunnel Project, a 7.8-mile system of bridges and underground highways and ramps, is the most expensive public works project ever undertaken in the United States. The original cost estimate of $2.6 billion has already been exceeded by $12 billion, and the project will not be completed until 2005, seven years late. The Massachusetts Turnpike Authority (MTA), the public steward of the project, requested that the National Research Council carry out an independent assessment of the project's management and contract administration practices, with a focus on the present situation and measures that should be taken to bring the project to a successful conclusion. This report presents the committee's findings and recommendations pertaining to cost, scheduling, and transitioning from the current organization dominated by consultants to an operations organization composed largely of full-time MTA staff. The report recommends that MTA establish an external, independent, peer-review program to address technical and management issues until the transition to operations and maintenance is complete; begin a media campaign now to teach drivers how to use the new system safely; and develop, immediately implement, and maintain a comprehensive security program.

While there is a limited data on safety-sensitive professionals, substance use disorders potentially affect pilots and flight attendants at the same rate as the general population - around 15 percent - but due to the high-risk nature of their jobs, aircraft operators are held to a higher standard for substance misuse on the job. To protect the safety of the public and the aviation workforce, the Human Intervention Motivation Study (HIMS) and the Flight Attendant Drug and Alcohol Program (FADAP) were launched to help treat critical aviation workers - pilots and flight attendants, respectively - who misuse substances. In response to a congressional mandate, this new report reviews available evidence on the effectiveness of HIMS and FADAP and offers recommendations for improving these programs. Table of Contents Front Matter Summary 1 Introduction 2 Brief Descriptions of the Human Intervention and Motivational Study and the Flight Attendant Drug and Alcohol Program 3 Evidence-Based Practices for Identifying and Treating Substance Use Disorders 4 A Program Evaluation Overview for Support of Pilots and Flight Attendants with Substance Use Disorders 5 Outcomes of the Human Intervention and Motivation Study (HIMS) and the Flight Attendant Drug and Alcohol Program (FADAP): Analysis of the Available Evidence 6 Summary Assessment: Conclusions and Recommendations References Appendix A: Other Alcohol and Drug Programs in the Transportation Sector Appendix B: Speakers, Papers, and Literature Review Data Gathering Appendix C: Communications between the Committee and the FAA, HIMS, ALPA, and Congressional Staff Appendix D: Committee Member Biosketches Appendix E: Disclosure of Unavoidable Conflict of Interest

Medium- and heavy-duty trucks, motor coaches, and transit buses - collectively, "medium- and heavy-duty vehicles", or MHDVs - are used in every sector of the economy. The fuel consumption and greenhouse gas emissions of MHDVs have become a focus of legislative and regulatory action in the past few years. Reducing the Fuel Consumption and Greenhouse Gas Emissions of Medium- and Heavy-Duty Vehicles, Phase Two is a follow-on to the National Research Council's 2010 report, Technologies and Approaches to Reducing the Fuel Consumption of Medium-and Heavy-Duty Vehicles. That report provided a series of findings and recommendations on the development of regulations for reducing fuel consumption of MHDVs. This report comprises the first periodic, five-year follow-on to the 2010 report. Reducing the Fuel Consumption and Greenhouse Gas Emissions of Medium- and Heavy-Duty Vehicles, Phase Two reviews NHTSA fuel consumption regulations and considers the technological, market and regulatory factors that may be of relevance to a revised and updated regulatory regime taking effect for model years 2019-2022. The report analyzes and provides options for improvements to the certification and compliance procedures for medium- and heavy-duty vehicles; reviews an updated analysis of the makeup and characterization of the medium- and heavy-duty truck fleet; examines the barriers to and the potential applications of natural gas in class 2b through class 8 vehicles; and addresses uncertainties and performs sensitivity analyses for the fuel consumption and cost/benefit estimates.

Nearly everyone experiences fatigue, but some professions-such as aviation, medicine and the military-demand alert, precise, rapid, and well-informed decision making and communication with little margin for error. The potential for fatigue to negatively affect human performance is well established. Concern about this potential in the aviation context extends back decades, with both airlines and pilots agreeing that fatigue is a safety concern. A more recent consideration is whether and how pilot commuting, conducted in a pilot's off-duty time, may affect fatigue during flight duty. In summer 2010 the U.S. Congress directed the Federal Aviation Administration (FAA) to update the federal regulations that govern pilot flight and duty time, taking into account recent research related to sleep and fatigue. As part of their directive, Congress also instructed FAA to have the National Academy of Sciences conduct a study on the effects of commuting on pilot fatigue. The Effects of Commuting on Pilot Fatigue reviews research and other information related to the prevalence and characteristics of commuting; to the science of sleep, fatigue, and circadian rhythms; to airline and regulatory oversight policies; and to pilot and airline practices. The Effects of Commuting on Pilot Fatigue discusses the policy, economic, and regulatory issues that affect pilot commuting, and outlines potential next steps, including recommendations for regulatory or administrative actions, or further research by the FAA. Table of Contents Front Matter Summary 1 Introduction 2 The U.S. Airline Industry and Pilot Commuting 3 Aviation Safety and Pilot Commuting 4 Sleep, Wakefulness, Circadian Rhythms, and Fatigue 5 Pilot Commuting and Fatigue Risk 6 Reducing the Risk of Fatigue from Commuting Bibliography and References Acronyms Glossary Appendix A: Airlines, Associations, and Groups That Provided Written Input Appendix B: Public Meeting Agendas Appendix C: Summary of Stakeholder Response to Committee Request for Input Appendix D: Qualitative Analysis of Selected Public Comments to Proposed FAA Rules Appendix E: Mainline Airlines Departures by City Appendix F: Regional Airlines Departures by City Appendix G: Biographical Sketches of Committee Members and Staff

All phases of road development?from construction and use by vehicles to maintenance?affect physical and chemical soil conditions, water flow, and air and water quality, as well as plants and animals. Roads and traffic can alter wildlife habitat, cause vehicle-related mortality, impede animal migration, and disperse nonnative pest species of plants and animals. Integrating environmental considerations into all phases of transportation is an important, evolving process. The increasing awareness of environmental issues has made road development more complex and controversial. Over the past two decades, the Federal Highway Administration and state transportation agencies have increasingly recognized the importance of the effects of transportation on the natural environment. This report provides guidance on ways to reconcile the different goals of road development and environmental conservation. It identifies the ecological effects of roads that can be evaluated in the planning, design, construction, and maintenance of roads and offers several recommendations to help better understand and manage ecological impacts of paved roads. Table of Contents Front Matter Summary 1 Introduction 2 History and Status of the U.S. Road System 3 Effects of Roads on Ecological Condiditons 4 Ameliorating the Effects of Roads 5 Legal Context for Planning and Policy 6 Planning and Assessment 7 Integrating Obstacles and Opportunities 8 Conclusions and Recommendations References Appendix A: Biographical Information on Committee Members Appendix B: Spatial Scale of Road Effects on Ecological Conditions: Annotated Bibliography Appendix C: Congressional Declaration of National Environmental Policy, National Environmental Policy Act of 1969

Every year roughly 100,000 fatal and injury crashes occur in the United States involving large trucks and buses. The Federal Motor Carrier Safety Administration (FMCSA) in the U.S. Department of Transportation works to reduce crashes, injuries, and fatalities involving large trucks and buses. FMCSA uses information that is collected on the frequency of approximately 900 different violations of safety regulations discovered during (mainly) roadside inspections to assess motor carriers' compliance with Federal Motor Carrier Safety Regulations, as well as to evaluate their compliance in comparison with their peers. Through use of this information, FMCSA's Safety Measurement System (SMS) identifies carriers to receive its available interventions in order to reduce the risk of crashes across all carriers. Improving Motor Carrier Safety Measurement examines the effectiveness of the use of the percentile ranks produced by SMS for identifying high-risk carriers, and if not, what alternatives might be preferred. In addition, this report evaluates the accuracy and sufficiency of the data used by SMS, to assess whether other approaches to identifying unsafe carriers would identify high-risk carriers more effectively, and to reflect on how members of the public use the SMS and what effect making the SMS information public has had on reducing crashes. Table of Contents Front Matter Summary 1 Introduction 2 Overview, Evaluations, and Criticisms of the Safety Measurement System 3 Applications of Item Response Theory Models in Other Contexts and Public Release and Transparency 4 Applying Item Response Theory Models to Highway Safety 5 Extensions of and Implementation of the Item Response Theory Model to the Safety Measurement System 6 Data Availability and Quality Bibliography Appendix A: Agendas from Open Portions of Panel Meetings Appendix B: Details of the Safety Measurement System Algorithm Appendix C: Item Response Theory Example Using Motor Carrier Management Information System Data - Jacob Spertus Appendix D: Biographical Sketches of Panel Members and Staff Committee on National Statistics

Evidence from the public health sector demonstrates that health care is only one of the determinants of health, which also include genes, behavior, social factors, and the built environment. These contextual elements are key to understanding why health care organizations are motivated to focus beyond their walls and to consider and respond in unprecedented ways to the social needs of patients, including transportation needs. In June 2016 the National Academies of Sciences, Engineering, and Medicine held a joint workshop to explore partnerships, data, and measurement at the intersection of the health care and transportation sectors. This publication summarizes the presentations and discussions from the workshop. Table of Contents Front Matter 1 Introduction 2 Transportation to Health-Related Destinations 3 Cross-Sector Collaboration to Provide Transportation Services in Urban Settings 4 Cross-Sector Collaboration to Provide Transportation Services in Rural/Small Urban/Suburban Settings 5 Report Back from Breakout Groups 6 Data Sources and Tools for Understanding and Addressing Health-Related Transportation Needs 7 Connecting Patients to Transportation: Incentives and Return on Investment 8 Reflections on the Workshop Appendix A: References Appendix B: Workshop Agenda Appendix C: Environmental Scan Appendix D: Biosketches of Speakers and Discussants Appendix E: Structured Annotated Bibliography

There are approximately 4,000 fatalities in crashes involving trucks and buses in the United States each year. Though estimates are wide-ranging, possibly 10 to 20 percent of these crashes might have involved fatigued drivers. The stresses associated with their particular jobs (irregular schedules, etc.) and the lifestyle that many truck and bus drivers lead, puts them at substantial risk for insufficient sleep and for developing short- and long-term health problems. Commercial Motor Vehicle Driver Fatigue, Long-Term Health and Highway Safety assesses the state of knowledge about the relationship of such factors as hours of driving, hours on duty, and periods of rest to the fatigue experienced by truck and bus drivers while driving and the implications for the safe operation of their vehicles. This report evaluates the relationship of these factors to drivers' health over the longer term, and identifies improvements in data and research methods that can lead to better understanding in both areas. Table of Contents Front Matter Summary 1 Introduction PART I: BACKGROUND 2 The Trucking and Bus Industries 3 Consequences of Fatigue from Insufficient Sleep 4 Hours-of-Service Regulations PART II: CURRENT RESEARCH DATA AND METHODS 5 Data Sources 6 Research Methodology and Principles: Assessing Causality PART III: CURRENT RESEARCH FINDINGS 7 Fatigue, Hours of Service, and Highway Safety 8 Fatigue and Health and Wellness 9 Technological Countermeasures for and Corporate Management of Fatigue PART IV: RESEARCH DIRECTIONS 10 Research Directions for Fatigue and Highway Safety 11 Research Directions for Studying the Impact of Fatigue on Commercial Motor Vehicle Drivers' Health and Wellness Glossary References Appendix: Biographical Sketches of Panel Members and Staff Committee on National Statistics

The electric vehicle offers many promises-increasing U.S. energy security by reducing petroleum dependence, contributing to climate-change initiatives by decreasing greenhouse gas (GHG) emissions, stimulating long-term economic growth through the development of new technologies and industries, and improving public health by improving local air quality. There are, however, substantial technical, social, and economic barriers to widespread adoption of electric vehicles, including vehicle cost, small driving range, long charging times, and the need for a charging infrastructure. In addition, people are unfamiliar with electric vehicles, are uncertain about their costs and benefits, and have diverse needs that current electric vehicles might not meet. Although a person might derive some personal benefits from ownership, the costs of achieving the social benefits, such as reduced GHG emissions, are borne largely by the people who purchase the vehicles. Given the recognized barriers to electric-vehicle adoption, Congress asked the Department of Energy (DOE) to commission a study by the National Academies to address market barriers that are slowing the purchase of electric vehicles and hindering the deployment of supporting infrastructure. As a result of the request, the National Research Council (NRC)-a part of the National Academies-appointed the Committee on Overcoming Barriers to Electric-Vehicle Deployment. This committee documented their findings in two reports-a short interim report focused on near-term options, and a final comprehensive report. Overcoming Barriers to Electric-Vehicle Deployment fulfills the request for the short interim report that addresses specifically the following issues: infrastructure needs for electric vehicles, barriers to deploying the infrastructure, and possible roles of the federal government in overcoming the barriers. This report also includes an initial discussion of the pros and cons of the possible roles. This interim report does not address the committee's full statement of task and does not offer any recommendations because the committee is still in its early stages of data-gathering. The committee will continue to gather and review information and conduct analyses through late spring 2014 and will issue its final report in late summer 2014. Overcoming Barriers to Electric-Vehicle Deployment focuses on the light-duty vehicle sector in the United States and restricts its discussion of electric vehicles to plug-in electric vehicles (PEVs), which include battery electric vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs). The common feature of these vehicles is that their batteries are charged by being plugged into the electric grid. BEVs differ from PHEVs because they operate solely on electricity stored in a battery (that is, there is no other power source); PHEVs have internal combustion engines that can supplement the electric power train. Although this report considers PEVs generally, the committee recognizes that there are fundamental differences between PHEVs and BEVs. Table of Contents Front Matter Summary 1 Introduction 2 The Customers, Manufacturers, and Dealers 3 The Charging Infrastructure 4 The Electric Grid Appendix A--Committee Biographical Information Appendix B--Statement of Task Appendix C--Meetings and Presentations Appendix D--Technical Specifications

Advancing the state of aviation safety is a central mission of the National Aeronautics and Space Administration (NASA). Congress requested this review of NASA's aviation safety-related research programs, seeking an assessment of whether the programs have well-defined, prioritized, and appropriate research objectives; whether resources have been allocated appropriately among these objectives; whether the programs are well coordinated with the safety research programs of the Federal Aviation Administration; and whether suitable mechanisms are in place for transitioning the research results into operational technologies and procedures and certification activities in a timely manner. Advancing Aeronautical Safety contains findings and recommendations with respect to each of the main aspects of the review sought by Congress. These findings indicate that NASA's aeronautics research enterprise has made, and continues to make, valuable contributions to aviation system safety but it is falling short and needs improvement in some key respects. Table of Contents Front Matter SUMMARY 1 INTRODUCTION AND OVERVIEW 2 NASA'S AVIATION SAFETY RESEARCH PRIORITIZATION 3 REVIEW OF SAFETY RESEARCH OBJECTIVES 4 KEY FINDINGS AND RECOMMENDATIONS Appendix A Statement of Task Appendix B Committee Biographical Information Appendix C Presentation List from the 2009 Aviation Safety Program Technical Conference Appendix D Safety R&T Challenges from the Decadal Survey of Civil Aeronautics Appendix E NASA-Identified R&T Challenges from the Decadal Survey of Civil Aeronautics Appendix F Acronyms

In the past few years, interest in plug-in electric vehicles (PEVs) has grown. Advances in battery and other technologies, new federal standards for carbon-dioxide emissions and fuel economy, state zero-emission-vehicle requirements, and the current administration's goal of putting millions of alternative-fuel vehicles on the road have all highlighted PEVs as a transportation alternative. Consumers are also beginning to recognize the advantages of PEVs over conventional vehicles, such as lower operating costs, smoother operation, and better acceleration; the ability to fuel up at home; and zero tailpipe emissions when the vehicle operates solely on its battery. There are, however, barriers to PEV deployment, including the vehicle cost, the short all-electric driving range, the long battery charging time, uncertainties about battery life, the few choices of vehicle models, and the need for a charging infrastructure to support PEVs. What should industry do to improve the performance of PEVs and make them more attractive to consumers? At the request of Congress, Overcoming Barriers to Deployment of Plug-in Electric Vehicles identifies barriers to the introduction of electric vehicles and recommends ways to mitigate these barriers. This report examines the characteristics and capabilities of electric vehicle technologies, such as cost, performance, range, safety, and durability, and assesses how these factors might create barriers to widespread deployment. Overcoming Barriers to Deployment of Plug-in Electric Vehicles provides an overview of the current status of PEVs and makes recommendations to spur the industry and increase the attractiveness of this promising technology for consumers. Through consideration of consumer behaviors, tax incentives, business models, incentive programs, and infrastructure needs, this book studies the state of the industry and makes recommendations to further its development and acceptance. Table of Contents Front Matter Summary 1 Introduction 2 Plug-in Electric Vehicles and Charging Technologies 3 Understanding the Customer Purchase and Market Development Process for Plug-in Electric Vehicles 4 Government Support for Deployment of Plug-in Electric Vehicles 5 Charging Infrastructure for Plug-in Electric Vehicles 6 Implications of Plug-in Electric Vehicles for the Electricity Sector 7 Incentives for the Deployment of Plug-in Electric Vehicles Appendixes Appendix A: Biographical Information on the Committee on Overcoming Barriers to Electric-Vehicle Deployment Appendix B: Meetings and Presentations Appendix C: International Incentives

Technologies and Approaches to Reducing the Fuel Consumption of Medium- and Heavy-Duty Vehicles evaluates various technologies and methods that could improve the fuel economy of medium- and heavy-duty vehicles, such as tractor-trailers, transit buses, and work trucks. The book also recommends approaches that federal agencies could use to regulate these vehicles' fuel consumption. Currently there are no fuel consumption standards for such vehicles, which account for about 26 percent of the transportation fuel used in the U.S. The miles-per-gallon measure used to regulate the fuel economy of passenger cars. is not appropriate for medium- and heavy-duty vehicles, which are designed above all to carry loads efficiently. Instead, any regulation of medium- and heavy-duty vehicles should use a metric that reflects the efficiency with which a vehicle moves goods or passengers, such as gallons per ton-mile, a unit that reflects the amount of fuel a vehicle would use to carry a ton of goods one mile. This is called load-specific fuel consumption (LSFC). The book estimates the improvements that various technologies could achieve over the next decade in seven vehicle types. For example, using advanced diesel engines in tractor-trailers could lower their fuel consumption by up to 20 percent by 2020, and improved aerodynamics could yield an 11 percent reduction. Hybrid powertrains could lower the fuel consumption of vehicles that stop frequently, such as garbage trucks and transit buses, by as much 35 percent in the same time frame.

TRB Special Report 207: Transportation Professionals: Future Needs and Opportunities Aware assesses future professional needs in highway and mass transit agencies in federal, state, and local government. This study also examines the role of consulting firms in satisfying the future professional requirements of highway and transit agencies. A large number of professionals who entered highway and mass transit organizations during the past 30 years are expected to retire soon, particularly those who helped build the nation's Interstate system. Unless there is careful planning, this loss of professional capability could impair the ability of these agencies to maintain the nations's transportation system effectively.

For the past few years, the Corps has been working on what is known as the Restructured Upper Mississippi River-Illinois Waterway Feasibility Study, the heart of which is a multibillion-dollar proposal to double the length of up to a dozen locks on the river. The Research Council first reviewed the feasibility study in 2001 during controversies over the accuracy of models being used by the Corps to justify lock expansion based on increased demand for barge transportation. More than 100 million tons of cargo-half of it grain destined for international markets, the other half goods such as construction materials, coal, and chemicals-are shipped along the navigation system each year. The locks, which along with dams allow barges to traverse uneven river depths, were originally designed for "tows" of barges up to 600 feet long, but the length of a typical tow has increased, forcing the Corps to look for ways to relieve congestion. The book finds the U.S. Army Corps of Engineers has made good progress in broadening its proposed plan for navigation improvements on the Upper Mississippi River-Illinois Waterway system to give greater consideration to ecological restoration. However, the plan still does not provide sufficient economic justification for expanding locks on the rivers because of flaws in the models the Corps used to predict demand for barge transportation. Little attention is paid to inexpensive, nonstructural navigation improvements that could help better manage existing levels of barge traffic. The revised plan has been usefully expanded to include many creative and potentially useful ecosystem restoration measures. These measures, however, should be more firmly grounded in river science principles and more broadly consider ways the river's ecology might affect or be affected by navigation, recreation and other uses. Table of Contents Front Matter Executive Summary 1 Introduction 2 The Upper Mississippi River-Illinois Waterway System 3 Technical Issues 4 Implementation References Appendix A: Mississippi River and Illinois Waterway System Appendix B: National Research Council Board Membership and Staff Appendix C: Committee Member and Staff Biographies

Weather has broad and significant effects on the roadway environment. Snow, rain, fog, ice, freezing rain, and other weather conditions can impair the ability of drivers to operate their vehicles safely, significantly reduce roadway capacity, and dramatically increase travel times. Multiple roadway activities, from roadway maintenance and construction to shipping, transit, and police operations, are directly affected by inclement weather. Some road weather information is available to users currently, however a disconnect remains between current research and operations, and additional research could yield important safety and economic improvements for roadway users. Meteorology, roadway technology, and vehicle systems have evolved to the point where users could be provided with better road weather information through modern information technologies. The combination of these technologies has the potential to significantly increase the efficiency of roadway operations, road capacity, and road safety. Where the Weather Meets the Road provides a roadmap for moving these concepts to reality. Table of Contents Front Matter Executive Summary 1 Introduction 2 The Road Weather System of the Future 3 Current Meteorological and Transportation Activities Relevant to Road Weather 4 Opportunities to Enhance the Road Weather System 5 Implementing Improved Road Weather Research and Management Programs Closing Thoughts References Appendix A: Statement of Task Appendix B: Biographical Sketches of Committee Members and Staff Appendix C: Presentations to the Committee

The FreedomCAR and Fuel Partnership is a collaborative effort among the Department of Energy (DOE), the U.S. Council for Automotive Research (USCAR), and five major energy companies to manage research that will enable the vision of "a clean and sustainable transportation energy future." It envisions a transition from more efficient internal combustion engines (ICEs), to advanced ICE hybrid electric vehicles, to enabling a private-sector decision by 2015 on hydrogen-fueled vehicle development. This report, which builds on an earlier NRC report, The Hydrogen Economy: Opportunities, Costs, Barriers, and R&D Needs, presents an evaluation of the Partnership's research efforts on hydrogen-fueled transportation systems, and provides findings and recommendations about technical directions, strategies, funding, and management. Table of Contents Front Matter Executive Summary 1 Introduction 2 Major Crosscutting Issues 3 Vehicle Subsystems 4 Hydrogen Production, Delivery, and Dispensing 5 Overall Assessment Appendix A U.S. Council for Automotive Research (USCAR) Consortia Appendix B Organization Chart for the U.S. Department of Energy?s Office of Energy Efficiency and Renewable Energy (as of August 2004) Appendix C Biographical Sketches of Committee Members Appendix D Presentations and Committee Meetings Appendix E Participants in Hydrogen Storage Projects for FY04 and FY05 Appendix F Acronyms and Abbreviations

This is the most recent report of the National Research Council's Standing Committee to Review the Research Program of the Partnership for a New Generation of Vehicles (PNGV), which has conducted annual reviews of the PNGV program since it was established in late 1993. The PNGV is a cooperative R&D program between the federal government and the United States Council for Automotive Research (USCAR, whose members are DaimlerChrysler, Ford Motor Company, and General Motors) to develop technologies for a new generation of automobiles with up to three times the fuel economy of a 1993 midsize automobile. The reports review major technology development areas (four-stroke direct-injection engines, fuel cells, energy storage, electronic/electrical systems, and structural materials); the overall adequacy of R&D efforts; the systems analysis effort and how it guides decisions on R the progress toward long-range component and system-level cost and performance goals; and efforts in vehicle emissions and advanced materials research and how results target goals. Unlike previous reports, the Seventh Report comments on the goals of the program, since the automotive market and U.S. emission standards have changed significantly since the program was initiated. Table of Contents Front Matter Executive Summary 1. Introduction 2. Development of Vehicle Subsystems 3. Vehicle Engineering Developments 4. Program Overview 5. PNGV's Response to the Sixth Report References Appendix A: Biographical Sketches of Committee Members Appendix B: The PNGV Response to Recommendations in the Sixth Report Appendix C: Presentations and Committee Activities Appendix D: United States Council for Automotive Research Consortia Acronyms and Abbreviations

The surface transportation system is vital to our nation's economy, defense, and quality of life. Because threats against the system have hitherto been perceived as minor, little attention has been paid to its security. But the world is changing, as highlighted by dramatic incidents such as the terrorist chemical attack on the Tokyo subway in 1995. As a consequence, security concerns are now attracting more attention?appropriately so, for the threat is real, and responding to it is hard. Although the surface transportation system is remarkably resilient, it is also open and decentralized, making a security response challenging. Research and development can contribute to that response in important ways. Some important themes emerge from analysis of this strategy. First, a dual-use approach, in which security objectives are furthered at the same time as other transportation goals, can encourage the implementation of security technologies and processes. Second, modeling could be used more to develop a better understanding of the scope of the security problem. Third, DOT can play an important role in developing and disseminating information about best practices that use existing technologies and processes, including low-technology alternatives. Finally, security should be considered as part of a broader picture, not a wholly new and different problem but one that is similar and closely connected to the transportation community's previous experience in responding to accidents, natural disasters, and hazardous materials. Table of Contents Front Matter Executive Summary 1 Introduction and Background 2 Assessing Vulnerability 3 Establishing a Research and Development Strategy 4 Applying the Methodology: Some Specific Research and Development Topics 5 A Vision for the Future References Appendix A: Background on Systems Theory Appendix B: The Likely Course of Development of Chemical and Biological Attacks Biographical Sketches of Committee Members