Texas A&M Transportation Institute https://tti.tamu.edu Saving Lives, Time and Resources. Tue, 10 Dec 2019 16:05:40 +0000 en-US hourly 1 https://wordpress.org/?v=5.2.5 https://tti.tamu.edu/wp-content/uploads/2017/12/cropped-tti-square-with-sailboat-and-block-620-transparent-32x32.png Texas A&M Transportation Institute https://tti.tamu.edu 32 32 143648224 Texas Drivers Face Longest Delays on Houston, Austin Freeways https://tti.tamu.edu/news/texas-drivers-face-longest-delays-on-houston-austin-freeways/ Tue, 10 Dec 2019 16:05:40 +0000 https://tti.tamu.edu/?p=82173 Vehicles on a congested roadway in El Paso.Fueled by the state’s steady growth and healthy economy, Houston’s West Loop this year repeats its 2018 rank as the most gridlocked corridor in the state. Interstate 35 in central Austin comes in a close second, with the Southwest and Eastex Freeways in Houston and Dallas’ Woodall Rodgers Freeway rounding out the top five.

Researchers from the Texas A&M Transportation Institute use traffic volume and speed data to compile the annual listing of the most crowded roadways in Texas, comparing the time it takes to travel on a congested roadway against the time needed to travel the same corridor in uncongested conditions.

The tally changes little from year to year for the most congested roadways. Only 13 road segments are new to this year’s top 100. A total of 92 are concentrated in Texas’ four biggest metro areas, but roadway delay is becoming more common in urban areas of varying sizes. This year’s complete list of congested road rankings includes 1,854 segments spread across 66 counties, available online at Texas’ Most Congested Roadways 2019.

The Texas Department of Transportation — in an initiative known as Texas Clear Lanes — has increased efforts to address roadway gridlock, largely through two voter-approved funding initiatives directing more resources to the State Highway Fund for non-tolled projects.

“TxDOT’s mission is ‘Connecting you with Texas’, and we are focused on getting people where they need to go efficiently and reliably by paying attention to where improvements are needed most,” said Marc Williams, TxDOT’s deputy executive director. “Congestion relief is a priority for our top chokepoints as we balance the many demands on our roadways across the state.”

The analysis again this year includes a focus on how freight congestion affects highway corridors across Texas. Road segments plagued by the greatest truck congestion are found in Austin, Houston and on the U.S.-Mexico border near Laredo.

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TTI, Houston TranStar Win Awards for Roadway Flood-Warning System https://tti.tamu.edu/news/tti-houston-transtar-win-awards-for-roadway-flood-warning-system/ Mon, 09 Dec 2019 17:05:19 +0000 https://tti.tamu.edu/?p=82170

Houston residents often experience heavy rainfall events that make travel more difficult and even dangerous. In collaboration with Houston TranStar, the Texas A&M Transportation Institute (TTI) developed a real-time flood-warning tool to educate motorists on high-risk flood areas during severe storms. Houston TranStar’s website and traffic map, seen by over three million unique visitors during Hurricane Harvey, informs travelers as they determine routes through the Houston region. | Learn more about the Houston TranStar flood-warning system.

This past year, TTI and Houston TranStar won an Intelligent Transportation Society of Texas Award for the flood-warning system. The project also received the Texas Public Works Association’s Technical Innovation Award and, along with the Harris County Flood Control District (HCFCD), a Technology Award at the Emergency Management Association of Texas’s Symposium.

The National Operations Center of Excellence (NOCoE) recently announced the winners of the 2nd annual NOCoE Transportation Systems Management and Operations (TSMO) Awards. Out of 46 entries for the awards, NOCoE chose Houston TranStar’s flood-warning technology as the winner in the “Best TSMO Project” category. The award recognizes TSMO projects, in response to a specific event, that use innovative practices to save lives, time and money. TSMO award winners will be recognized at the American Association of State Highway and Transportation Officials Spring Meeting May 26–29, 2020, in Kansas City, Missouri.

“Hurricane Harvey remains fresh in Houston’s memory, and the world’s not likely to forget the photos and videos shared of residents climbing into boats on vast bodies of water,” notes Mike Vickich, TTI senior systems analyst. “With this TSMO project, Houston TranStar met a need for safety information during these types of situations. The flood-warning system has evolved into a critical resource for governments and other entities to put safety measures in place for the public.”

The roadway flood-warning system is the result of a collaborative effort by TTI, Houston TranStar, HCFCD and the Texas Department of Transportation. The tool combines rainfall and stream elevation data with real-time traffic information to show areas with a high likelihood of roadway flooding. Travelers can avoid these areas where there might be water in the road and plan out alternate routes through the region.

“Our project enhances traveler safety in the Greater Houston region by giving motorists reliable information to avoid roadways that are highly likely to be flooded,” explains Dinah Massie, Houston TranStar executive director.

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We Know Where You Travel Every Day, But We Don’t Really Care Who You Are https://tti.tamu.edu/news/we-know-where-you-travel-every-day-but-we-dont-really-care-who-you-are/ Thu, 05 Dec 2019 14:42:16 +0000 https://tti.tamu.edu/?p=82159 What We're Thinking by By Ed Hard, Shawn Turner, and Michael Martin. We know where you travel every day, but we don’t really care who you are.By Ed Hard, Shawn Turner, and Michael Martin

Every day, your travel may be recorded, thanks to the apps on your mobile communication device.

Whether our phones tell us about storm warnings, travel times, or lunch specials, we have enabled them to do so by clicking ‘yes’ when we’re prompted that an app wants to know our location. (Most of us typically don’t click ‘no,’ or read a verbose privacy policy before clicking ‘yes.’)

Smart phone apps, including those for weather, shopping, and social connection, transmit location information from tens of millions of devices in the U.S. every minute of every day. Companies collect the data from app developers and sell it for a variety of uses, and there’s no shortage of data shoppers out there, comprising a huge commercial enterprise built exclusively around knowing exactly where you are all the time. That mobile location industry began as a way to target advertisements for various businesses, but it’s evolved into something much bigger – and for many people, something much more intrusive and worrisome.

A 2016 Pew Research study found that most Americans are increasingly nervous about losing control of their personally identifiable information.

But interest in your minute-by-minute whereabouts isn’t limited to those who want you to buy their sandwiches or sporting goods. Researchers, too, want to know where you go, how you get there (car, bus, subway, walk, bike, or scooter), the route you choose, and how long the trip takes.

Given the concerns over data privacy, we understand if you’re not entirely okay with that at first blush. So, we’d like to explain why what seems like needless nosiness is actually good for all of us in the long run. Especially when it comes to your tax money.

Let’s begin with a simple distinction. There are two kinds of groups wanting to know about how and where you travel every day (and when and for how long): Those trying to sell you something, and those trying to give you something.

In the first group are companies buying your location data so they can entice you to visit certain retailers, restaurants, or other establishments. The second group includes transportation researchers and planners who use travel info to better manage traffic and help inform billions of dollars in future investments. (That’s us). And by the way, your individual travel data by itself is of little value to us, but anonymously combined with info from thousands or millions of other travelers, it’s a gold mine of insight to identify and address traffic inefficiencies.

Traffic congestion costs the U.S. more than $160 billion every year (according to the Texas A&M Transportation Institute), and crash expenses exceed $800 billion (according to the National Highway Traffic Safety Administration). Managing growth requires that we provide travelers with more and better transportation options. That’s a very expensive undertaking, so it’s vital that our future transportation systems operate in ways that promise a high investment return for both efficiency and safety. To ensure that, transportation departments need to know everything possible about the trips people take, including when and where and how they make those trips.

We’ve actually been collecting traveler information (known in geek speak as “origin-destination data”) for decades, simply by asking people to fill out surveys, or interviewing them at places like highway rest stops. For a time, that worked pretty well. But it’s getting much more costly (not to mention less practical and safe) to collect information directly from travelers. Modern data collection methods yield at least ten times the information we can extract from manual collection, at a fraction of the cost.

The clear answer to our data dilemma is to collect what we need through crowd-sourced methods, the same way it’s done by people trying to sell you something. But at every turn, we are mindful and respectful of your privacy. Honestly, we’re only interested in where and how the dots on the map move throughout the day. We have zero interest in who the dots represent.

A personal right to privacy isn’t spelled out in the U.S. Constitution, but it’s generally accepted as something we feel is owed to us. And to find technology and privacy at a crossroads is actually nothing new. Long before he became a U.S. Supreme Court Justice, Louis Brandeis witnessed the emergence of technology (in the form of the portable camera) and argued “for the protection of the person and for securing to the individual the right to be let alone.”

There are ways to honor that right while at the same time gathering the information we need to make smart and frugal transportation planning decisions. To do so involves a balancing act.

One thing that smart phone users can do is be more informed consumers, limiting how much their apps can trace. And in fact, even if every single person who used a smart phone turned off half of their location-enabling apps, we would still have more than enough pings to do our analysis and planning work.

One thing that transportation professionals can do – as we do now – is ensure that the information we use is anonymous, thoroughly scrubbed of any personal identifiers. Again, all we care about is where the dots on the map go; whether you’re associated with one of those dots is none of our business.

Just remember, there are two kinds of organizations wanting to know about where you drive every day. There are those that want to help you spend your money, and those that want to help you save it. Count us in group number 2.

Ed Hard is a research scientist at the Texas A&M Transportation Institute. Shawn Turner is a senior research engineer at TTI, and Michael Martin is an assistant research scientist at TTI.

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TTI’s Amy Epps Martin Earns Prestigious Honor as ASCE Fellow https://tti.tamu.edu/news/amy-epps-martin-elected-fellow-of-american-society-of-civil-engineers/ Mon, 25 Nov 2019 16:44:05 +0000 https://tti.tamu.edu/?p=82116 center: Amy Epps Martin and Joan Walker.
Amy Epps Martin (left) at the 1992 ASCE National Concrete Canoe Competition in Fort Collins, Colorado, with her rowing partner, Joan Walker (right), and their fathers.

Texas A&M Transportation Institute (TTI) Research Engineer Amy Epps Martin has been elected an American Society of Civil Engineers (ASCE) Fellow, an honor awarded to ASCE members who are mentors and leaders in the civil engineering profession.

Founded in 1852, ASCE is the oldest engineering society in the United States and includes over 150,000 members in 177 countries. The society’s vision is for civil engineers to become global leaders who help build a better quality of life.

Epps Martin first joined ASCE as an undergraduate student at the University of California, Berkeley. She participated in the ASCE National Concrete Canoe Competition (NCCC) in Orlando, Florida, and Fort Collins, Colorado. “We won the national championship both years (1991 and 1992),” says Epps Martin. Through the ASCE NCCC, ASCE students gain practical experience and leadership and project management skills by designing, building and racing a concrete canoe.

Now, she’s focused on giving back to the next generation. “I serve as a mentor to my graduate students (over 40 so far) and post-doctoral researchers (three so far) as well as researchers younger than me,” notes Epps Martin.

Through her research at TTI, Epps Martin has developed sustainable practices for asphalt materials, performance-based specifications for asphalt pavement materials, and design and construction guidelines for specialty asphalt mixtures. In April 2019, she was elected as director-at-large on the Association of Asphalt Paving Technologists board of directors.

Epps Martin also teaches civil engineering materials courses as a professor in the Texas A&M University Zachry Department of Civil and Environmental Engineering. “My TTI research in safe, sustainable asphalt technologies is directly discussed in my stacked CVEN 417/653 Bituminous Materials course,” she says.

With over 22 years at TTI and Texas A&M, Epps Martin continues to make an impact on civil engineering students and researchers, mentoring them in class while conducting research.

“We would like to congratulate Amy Epps Martin on being elected ASCE Fellow, a distinction awarded to fewer than three percent of ASCE members,” says ASCE Executive Director Tom Smith. “Dr. Epps Martin achieved this distinction through a unanimous vote of the membership applications review committee.”

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Winfree Emphasizes Timing as Key to the Future of Transportation in GRIDSMART’s #talkITS Magazine Article https://tti.tamu.edu/news/winfree-emphasizes-timing-as-key-to-the-future-of-transportation-in-gridsmarts-talkits-magazine-article/ Tue, 19 Nov 2019 16:52:01 +0000 https://tti.tamu.edu/?p=82113 Graphic of smart city with vehicles communication with each other.
Smart roadway infrastructure — part of the transportation system of the future — requires a discussion involving multiple, interconnecting factors.

Texas A&M Transportation Institute (TTI) Agency Director Greg Winfree explores the outer reaches of tomorrow’s transportation system — along with the tools and resources needed to get there — in a recent #talkITS magazine article. His article, “Timing is Everything: Technology, education, and tomorrow’s transportation workforce,” was published in the Fall 2019 issue of the #talkITS magazine.

View a PDF of the article

Visit the online magazine

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Our Concept of Mobility is Transforming — But 3 Roadway Realities Are Unchanged https://tti.tamu.edu/news/our-concept-of-mobility-is-transforming-but-3-roadway-realities-are-unchanged/ Fri, 15 Nov 2019 15:46:06 +0000 https://tti.tamu.edu/?p=82108 Our concept of mobility is transforming — but 3 roadway realities are unchanged. What We're Thinking by Greg Winfree.By Gregory Winfree

This is not your grandfather’s mobility landscape. Not even your father’s. Not even close.

Thanks to the sharing economy, we have more here-to-there options today than we would have dared to imagine a decade ago. And transportation today depends almost as much on smartphones as it does on steering wheels.

How we define, provide and experience mobility is transforming at a screamer pace. At the same time, though, three things about how we get around don’t seem to be changing at all, and their implications could hamper our otherwise rapid progress.

We still prefer a solo commute. Roadway gridlock is on a steady growth trend, according to the 2019 Urban Mobility Report released in August by the Texas A&M Transportation Institute. Our research spotlights the direct link between job growth and traffic, so a strong economy only adds to the gridlock problem.

Travel delay cost the average commuter 54 hours and $1,010 last year. The lure of a less painful experience in carpool lanes might push a few of us to share rides, or maybe opt for public transportation. But still, roughly three-quarters of American commuters drive to work alone in their cars. Ride-hailing options don’t do much to change that picture, as the share of ride-splitting customers constitutes roughly 20 percent of Uber and Lyft trips. Those companies may have revolutionized how we get around, but they’ve not done much to dissuade us from our solitary tendencies.

We still pay for infrastructure the same way we did in 1932. The Federal tax on gasoline started that year, at one cent per gallon. For its entire history, it’s been a unit tax, not a sales tax, so the amount of the tax doesn’t change, no matter what the price of gas may be. The last time Congress raised the tax was in 1993, when it was set at 18.4 cents per gallon, where it’s been ever since. The cost of building and repairing roads and bridges, however, has steadily increased along with inflation, so the tax pays for barely half what it did a quarter century ago. As our needs grow along with population every year, our funding shrinks.

The most obvious remedy would be to raise the tax. But there’s little political interest in that idea. Alternatively, we could charge drivers a mileage fee in lieu of the tax; a few states have been exploring that option. I’m not making an argument for either approach; my point is that the status quo is unsustainable. No matter how quickly mobility may change, our need for reliable roads and bridges will remain for years to come. We should be talking more about how we’ll pay for them.

We still accept roadway fatalities as a price we pay for mobility. About 40,000 Americans die every year on our roadways — an average of 110 every day. If 100 people died every day because of plane crashes, we would ground flights while experts found the cause and leaders took aggressive action to stop the carnage. If 100 deaths every day were tied to a single food product, that commodity would be yanked from store shelves across the country in a matter of hours. But where’s the urgency to reduce roadway deaths? Unless the person who dies is someone we know, we have become anesthetized to this public health crisis.

That’s not to say, however, that we haven’t progressed in terms of safety. Roadway deaths would no doubt be more common were it not for infrastructure improvements like crash cushions and energy-absorbing guardrails. Seat belts and air bags have made crashes more survivable, while features like automatic braking, adaptive cruise control, and lane control assistance have made them less likely.

And technology may save us yet again if the promise of self-driving cars can be fully realized. Automated travel can prevent the vast majority of crashes caused by human error. That would be truly transformative, but it’s not going to happen until self-driving cars become ubiquitous. We’re at least a couple of decades out from that breakthrough time.

Our mobility future is rich with new potential, at the same time that it’s imperiled by old complications. But here’s the good news: Americans can do hard stuff. We have created ways to move ever more swiftly and efficiently across continents, oceans and skies. If we can do those things, certainly we can make our system more efficient, more financially sustainable and safer, by leveraging new solutions.

Maybe reducing traffic congestion calls for reducing roadway demand as much as adding roadway supply. Maybe paying for roads and bridges should reflect how we travel as much as what fuels what we drive. And maybe there are better ways to improve driver behavior that don’t require us to change a lot of laws. Maybe; we won’t know until we try.

There’s no reason why the next 10 years in transportation can’t be exciting and fruitful. It’ll mean doing some hard stuff, but just remember, we’re good at that.

Gregory Winfree is the agency director of the Texas A&M Transportation Institute and a former U.S. assistant secretary of transportation.

This article was originally published in The Hill, November 9, 2019.

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Safer Roads or Faster Movie Downloads? Let’s Choose Wisely https://tti.tamu.edu/news/safer-roads-or-faster-movie-downloads-lets-choose-wisely/ Tue, 12 Nov 2019 20:26:04 +0000 https://tti.tamu.edu/?p=82102 What We're Thinking banner. Text: Safer roads or faster downloads? Let's choose wiselyBy Gregory Winfree and Larry Head

The next big decision may have nothing to do with immigration or health care. Instead, it may be about either faster movie downloads or safer roads.

The Federal Communications Commission is reconsidering whether an important slice of the radio spectrum should be offered for expanded Wi-Fi use, or if it should be retained for its originally intended purpose — to allow cars to talk to each other and share vital safety messages that promise to prevent vehicle crashes. Congress set aside part of the 5.9 GHz domain in 1999 to enable intelligent transportation systems using dedicated short-range communication, or DSRC. However, the wireless industry wants the band for augmented entertainment purposes, leaving safety interests to rely upon nascent 5G or other unproven spectrum-sharing technologies.

There is no room for second-guessing the demonstrated life-saving purpose and potential of DSRC. Three points make this case a compelling one.

1. DSRC already has been applied in hundreds of locales to test its efficacy for uses including traffic signal prioritization and traffic management. Experiments in Michigan, Wyoming, New York, Arizona, Florida and other states are already proving DSRC’s virtues. In fact, a national signal phase and timing, or SPaT, challenge has been issued to achieve deployment of DSRC infrastructure with SPaT broadcasts in at least one corridor or network in each of the 50 states by January 2020, with 26 states currently committed. And for anyone saying that 20 years is too long for observation and trial efforts, let’s remember that cellphone development involved more than 20 years of continued refinement before reaching its current level of reliability and quality.

2. DSRC is a mature technology capable of transmitting safety messages about things such as blind spots and collision warnings 10 times per second, meaning it can prevent crashes beginning immediately upon deployment. While 5G holds promise and should be put to use when fully tested and available, it is at least three or more years out from being worthy as a DSRC surrogate.

3. A Rand Corp. study in 2018 cited that opening the 5.9 GHz band to expanded Wi-Fi use would add between $60 billion and $106 billion to U.S. gross domestic product annually. Such an estimate of economic benefit is certainly huge, but it pales in comparison to the $800 billion cost assigned to traffic crashes every year by NHTSA — an immense toll that takes into account medical costs and lost productivity. In the cost/benefit debate, the numbers simply don’t add up in favor of Wi-Fi.

By rolling out its self-driving car in 2014, Google stoked widespread fascination and excitement about what great things are possible with autonomous vehicles. And that’s a good thing. But to fully realize the benefits of autonomous travel requires connectivity. And reliable, high-speed connectivity requires DSRC — or an equivalent that is ready and available today.

The auto industry and government agencies have made immense strides in safety since the first Model T’s rolled out a century ago. Airbags and automatic braking have made cars more secure. Guardrails and asphalt technology have made roads safer. Even so, 40,000 Americans die in crashes every year.

Humans require two or three seconds to respond to a traffic hazard. DSRC can send 20 or 30 safety messages in the same time. Putting DSRC to work tomorrow would help us reduce road deaths by more than half. Toyota and General Motors primed the pump in 2018 by announcing their intent to include DSRC-enabled systems on their cars, but the industry recently has hit the pause button because of a lack of government commitment to preserve the radio spectrum for DSRC application. Understandably, automakers don’t want to be left with the modern-day equivalent of warehouses full of Betamax video recorders.

Let’s move forward to validate the nation’s smart and successful public investment in DSRC and remove the uncertainty that hinders continued investment by the global auto industry. Human lives are riding on this big decision.

This article was originally published in Automotive News, November 5, 2019.

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Winfree Speaks to TTI, UT Austin Collaboration in GPS World Magazine Article https://tti.tamu.edu/news/winfree-speaks-to-tti-ut-austin-collaboration-in-gps-world-magazine-article/ Tue, 05 Nov 2019 16:01:39 +0000 https://tti.tamu.edu/?p=82093 Dignitaries at the Bush Combat Development Complex groundbreaking.
Groundbreaking ceremony of the Bush Combat Development Complex at The Texas A&M University System’s RELLIS Campus.

Texas A&M Transportation Institute (TTI) Agency Director Greg Winfree comments on TTI’s collaborative partnership with The University of Texas at Austin in a recent GPS World magazine article. Winfree also serves as a board member for the Resilient Navigation and Timing Foundation. The Oct. 12 groundbreaking of the Bush Combat Development Complex at The Texas A&M University System’s RELLIS Campus presents an opportunity for the two universities to team up on research exploring assured positioning, navigation and timing systems.

Read the full article

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Epps Honored by Bob M. Gallaway Award, Creation of Dr. Jon Epps TXAPA/TxDOT Quality Seal Coat Awards Program https://tti.tamu.edu/news/epps-honored-by-bob-m-gallaway-award-creation-of-dr-jon-epps-txapa-txdot-quality-seal-coat-awards-program/ Fri, 01 Nov 2019 14:34:21 +0000 https://tti.tamu.edu/?p=82089 The Bob M. Gallaway Award presented to Jon Epps.
Dr. Epps’s Bob M. Gallaway Award.

Texas A&M Transportation Institute (TTI) Executive Associate Director Jon Epps received the Bob M. Gallaway Award from the Texas Asphalt Pavement Association (TXAPA)/Texas Department of Transportation (TxDOT) Seal Coat Committee Sept. 18, 2019. The committee also announced the creation of the Dr. Jon Epps TXAPA/TxDOT Quality Seal Coat Awards Program. TXAPA was founded with just 11 members in 1944 and has grown into one of the largest asphalt pavement associations in the United States. Its mission is “to enhance the quality, performance, and usage of asphalt pavement through technical, educational, and training services.”

Epps has spent 40 years in the seal coat industry, but he points to his mentors and colleagues over the years for their inspiration and wisdom in guiding him in his career. In the 1970s, Epps worked with TxDOT on seal coat projects involving both Bill Stockton (now TTI deputy agency director) and the late Bob Gallaway (long-time TTI supporter and Texas A&M University professor emeritus). “It’s an honor to receive this award,” says Epps. “The award has been around for years, and Gallaway was my mentor early in my career.”

The award Epps received was established in honor of Gallaway “for his many years of outstanding service to the seal coat industry and whose leadership and technical expertise and educational endeavors have resulted in the immeasurable enhancement of a major product used in the construction and maintenance of our nation’s road and street system.”

Certificate commemorating the creation of the Dr. Jon Epps TXAPA/TxDOT Quality Seal Coat Awards Program.
The Dr. Jon Epps TXAPA/TxDOT Quality Seal Coat Awards Program.

Today, Epps embraces Gallaway’s legacy by encouraging others in the industry. Recently, he’s worked with TTI Research Engineer Cindy Estakhri and TTI Research Specialist Darlene Goehl on workshops designed to improve seal coat quality. Outside TTI, Epps works with industry professionals serving as committee co-chairs, such as TxDOT Director of Engineering and Safety Operations Michael Lee and Missouri Petroleum Vice President of Texas Operations and Chair of the TXAPA/TxDOT Seal Coat Committee Kevin King.

Epps’s people-first attitude inspired the TXAPA/TxDOT Seal Coat Committee to create the Dr. Jon Epps TXAPA/TxDOT Quality Seal Coat Awards Program. Epps notes, “The awards program is intended to recognize outstanding planning, design and construction of high-quality seal coats. It encourages a high level of performance and generates healthy competition.”

TXAPA has worked with Epps over the years on numerous projects. “Dr. Epps has done so much for the seal coat industry in Texas,” says Harold Mullen, TXAPA executive vice president. “Though he’s not one to list his accomplishments, we’re proud to congratulate him on the Bob M. Gallaway award, and we believe the Dr. Jon Epps TXAPA/TxDOT Quality Seal Coat Awards Program allows us to tap into his heart for others in the industry.”

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Winfree Publishes First Column For Traffic Technology International Magazine https://tti.tamu.edu/news/winfree-publishes-first-column-for-traffic-technology-international-magazine/ Mon, 28 Oct 2019 15:42:12 +0000 https://tti.tamu.edu/?p=82084 Drawing of Greg Winfree on a motorcycle.Texas A&M Transportation Institute Executive Director Greg Winfree is a new columnist in the magazine, Traffic Technology International. His first column, “Connected mobility must benefit rural roads, too,” was published in the November/December issue. Winfree’s column is named “The Mode Warrior.”

The column may be viewed at either of the following links.

View a PDF of the column

Visit the online magazine

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