Volpe Center: Transportation Strategic Plans

Public/Private Partnerships: Implications for Innovation in Transportation

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Attachment A: Transportation Partnership Opportunities

The National Science and Technology Council (NSTC) was created in 1993 to ensure that the federal investment in research and technology is 1) coordinated to assure efficient use of federal funds; 2) focused on projects identified by users, industry, and other stakeholders as being the most critical to achieving success in agencies' missions; and 3) limited to areas where it is clear that major public benefits can be achieved only through cost-shared federal research.

With major involvement of the transportation and research communities, the NSTC Committee on Transportation Research and Development (R&D)¹² developed the first Transportation Science and Technology Strategy in 1997 to help Congress, the White House, and federal agency heads to establish national transportation R&D priorities and coordinated research activities.

The S&T Strategy articulates national transportation goals and defines specific initiatives that can expedite the research process and speed the introduction of new technologies into transportation systems and operations. The Strategy focuses on cooperation, coordination and partnering among federal agencies, but each initiative also reflects either an existing or potential public-private partnership addressing national strategic transportation goals. With initiatives being added and refined, this document reflects the September 1997 edition. Please note that some initiative titles have changed.

These partnerships represent areas in which a strong public sector component is necessary, due to market failures and institutional and other impediments that could otherwise delay or preclude achieving the desired public benefits. However, since the transportation enterprise rests primarily with the private sector and state and local governments, collaboration with these parties is necessary to the technical success and ultimate shape and implementation of most of the NSTC initiatives. Although private sector participation in these partnerships is subject to the possible conflicts, issues and incompatibilities noted elsewhere in this report, the value of collaborative efforts warrants their being actively pursued.

The following descriptions of existing and potential NSTC Partnership Initiatives indicate many opportunities for private and non-federal participation in NSTC initiatives, some already occurring and some still in the future. The information presented here suggests some of the possibilities; it is hoped that this material will stimulate thinking on additional ways in which public-private collaborations can enhance the achievement of national transportation goals.

A. National Science and Technology Council Partnership Initiatives

1. Aviation Safety Research Alliance

The Aviation Safety Research Alliance addresses the need to reduce the aviation accident rate as air traffic doubles over the next decade, as called for by the White House Commission on Aviation Safety and Security. Together with other partners, the FAA, NASA, and DOD will accomplish this through a coordinated program to 1) identify and conduct the research needed to meet the safety goal and 2) work with industry to deploy research results in the form of new safety technologies.

Needs/Opportunities for Non-Federal and Private-Sector Partnering. Achievement of major safety advances in aviation will necessarily include aircraft manufacturers, air carriers, and aviation professionals in ongoing analytical programs with industry to determine the root causes of accidents and develop intervention strategies. Each party brings to this endeavor specialized knowledge and a necessary perspective on the implications of each strategy.

Roles. The predominant federal role in this initiative lies in taking the leading efforts to identify and conduct the research needed to meet the national aviation safety goal. While specific implementation areas will also be primarily federal (e.g., certification, standards, air traffic control), in many aspects industry will have the major role in deployment of research results in the form of new safety technologies and operational practices.

Motivations. Safety is the primary public sector motivation. There is a very strong and explicit federal responsibility to seek the highest possible level of safety for the traveling public. The aviation industry, in addition to having a traditionally strong commitment to safety, bears the sometimes-enormous cost of major crashes. Further, even maintenance of current accident rates as traffic continues to grow could yield a frequency of crashes that would diminish the attractiveness of air travel to the public. In general, the motivations of each element are mutually consistent and compatible.

Resources. In the aggregate, FAA, DOD, and NASA embody knowledge and experience with aviation safety and underlying technologies that is unmatched in the world. Aircraft and component manufacturers, air carriers, and other aviation system stakeholders can provide a rich depth of experience with specific technologies and operations, and appreciation for the overall practical context in which safety initiatives and improvements are applied.

Legal/Institutional Context. FAA and DOD have very strong and specific functional responsibilities concerning aviation safety, and NASA has for many decades worked closely with the aeronautics community in conducting R&D to advance relevant technologies. Since the aviation industry is highly sensitive to the cost (which it bears) of implementing safety measures, disagreement is possible in terms of the cost-effectiveness or overall attractiveness of specific approaches. The FAA's mandate to consider cost-effectiveness can also create tension with aviation system stakeholders whose primary focus is safety alone. Joint research efforts with equipment manufacturers can raise problems associated with competitive considerations within the industry.

2. Next-Generation Global Air Transportation

Anticipating the future growth in air traffic, the government-industry Next-Generation Global Air Transportation partnership is developing the communication, navigation, and surveillance (CNS) and air traffic management systems required to make "free flight" a reality. "Free flight" refers to an airspace system that greatly increases user flexibility to plan and fly preferred routes, saving both fuel and time and affording more efficient use of airspace. This activity essentially transfers the free flight concept to an operational setting prior to full deployment.

Needs/Opportunities for Non-Federal and Private-Sector Partnering. This partnership initiative embodies the application of rapidly advancing CNS technologies and new operational procedures to air traffic management functions that are essentially FAA responsibilities, also building on related NASA research. The economic and operational implications for air carriers are substantial, and implementation will significantly affect aircraft avionics. Thus, rapid progress and deployment of a cost-effective system will require a real partnership among airlines, manufacturers, and equipment suppliers.

Roles. The basic infrastructure elements of the Air Traffic Management (ATM) system are federally owned and operated (e.g., the Global Positioning System (GPS), FAA augmentations and overall ATM infrastructure), and FAA must establish the system architecture and operational practices and coordinate all facets of the system internationally. However, the broad CNS technology advances on which the system is based and will evolve are predominantly developed within the private sector, and many aspects of implementation will be the responsibility of air carriers and aircraft manufacturers. The industry will necessarily play a major role in system design, evaluation, and implementation, including identification of necessary refinements and evolution of the technologies, supporting methodologies, procedures, and functional capabilities.

Motivations. Mobility is the primary public objective. Safe, reliable, efficient, and consistent air transportation is also essential to the nation's economic well being, and providing the ATM function is a fundamental government responsibility. The success of the industry, for both manufacturers and operators, is determined by the ability of the air system to provide the necessary transportation capacity - both domestic and global - with maximum efficiency.

Resources. The federal side brings to this partnership a full understanding of what is required for effective and efficient air traffic management and analysis of potential system architectures, technology, and procedures, as well as a capability for R&D necessary for generation of new system elements. The private sector provides the perspective of users and equipment suppliers, and contributes an unmatched source of real-world operational experience by which to assess system implementation. It will be central in operational testing and evaluation, and in developing a smooth transition path.

Legal/Institutional Context. The next-generation air traffic management system will be global and will draw on satellite-based navigation, positioning, timing and communication systems that serve many other functions as well. The GPS, which is at the heart of the system, is funded and managed for defense purposes, and many complex issues arise in achieving an appropriate balance in its characteristics and support among the many users and the uses to which it is put. Many parties, including foreign governments and airlines, have a strong interest in system decisions. Global compatibility of avionics and system concepts is highly important to air carriers. Some key technical factors will depend on internationally agreed frequency allocations. Technical issues relating to system reliability and integrity are accompanied by questions of liability for any possible failure.

3. Next-Generation Transportation Vehicles

The Next-Generation Transportation Vehicles partnership (formerly, Next-Generation Vehicles and Ships) addresses the problems of petroleum dependence, global warming, and pollution through research leading to the development of highway vehicles, locomotives, and ships that are better designed and more efficient. It has three major thrusts: 1) continue the PNGV and Advanced Technology Transit Bus (ATTB) activities and supplement them by also focusing on improvements in medium- and heavy-duty-vehicle fuel efficiency; 2) support the development, test, and demonstration of non-electric high-speed rail technology; and 3) demonstrate and develop the marine application of fuel cells.

Needs/Opportunities for Non-Federal and Private-Sector Partnering. The federal government does not manufacture and sell vehicles. Implementation of advances in vehicle technology only occurs when private firms exploit and incorporate innovations in their products. In addition, their knowledge of the full spectrum of technologies and applications associated with personal and commercial vehicles is a necessity for effective incorporation of research-based advances.

Roles. In some cases, such as the personal motor vehicle, there is a highly functional and effective marketplace in operation. The federal role then lies primarily in relatively basic research, with industry playing the main role in development. Even here, public concern for safety, minimal environmental impact, and fuel efficiency may not be fully reflected by the market, warranting public investment in development of prototypes that can give reality and visibility to important innovations. In other cases, uncertainty on the part of either manufacturers or potential buyers may require greater federal involvement to stimulate application of valuable innovations, as in the case of alternative-fuel buses, rail vehicles or ships. The ultimate users-whether state/local agencies or companies-must be strongly involved to assure that their needs are met.

Motivations. The primary motivation for federal efforts in next-generation vehicles is concern to achieve reduced environmental impacts through greater fuel efficiency, which also contributes to national security through reducing dependence on imported petroleum. There is also a strong federal interest in advancing the competitive position of the industry, which plays a major role in the U.S. economy. Manufacturer participation is largely based on the potential for new products, competitive advantage vis à vis foreign firms, and reduced likelihood of mandates and regulations.

Resources. Depending on the mode, the federal contribution may lie predominantly in conducting supporting research, funding of prototypes, or evaluation and demonstration of advances. The private sector role focuses on vehicle development and test, and state and local agencies can be critical as test beds.

Legal/Institutional Context. Given the largely private-sector framework for vehicle research, key issues can involve the relative competitive position of different vendors, concerns over the proper federal role in supporting product development, and complexities associated with multinational companies.

4. National Intelligent Transportation Infrastructure

The National Intelligent Transportation Infrastructure (NITI) refers to the integrated electronics, communications, and hardware and software elements that can support ITS. It is a communication and information "backbone" that will enable ITS products and services to work together to save time and lives. Analogous to the local- and wide-area networks used in many workplaces, the NITI will allow surface transportation to be managed as a seamless entity by integrating transportation and management information systems across both modal and jurisdictional lines¾within a region and, where appropriate, across the country.

Needs/Opportunities for Non-Federal and Private-Sector Partnering. The technology for the NITI is virtually all coming from an energetic private sector, and the customers are, to a large degree, either state and local governments or operators of vehicle fleets, whether private or public sector. It is the users who best understand the needs, and the vendors who are expert in the technologies. However, deployment of the NITI is impeded by uncertainties over costs, benefits, performance and a lack of technical standards. Further, the degree to which national impact is achieved will depend on having an integrated and interoperable system.

Roles. The private sector can maintain the technology R&D efforts necessary to assure continuing product improvements and injection of the most recent advances. A strong federal role is a necessity in advancing deployment and demonstration, assessing results objectively, and facilitating the development of subsystem and interoperability standards. As users, local governments are critical in shaping the system design and deployment.

Motivations. The federal interest lies predominantly in the improved mobility and safety that the NITI will foster, with additional environmental benefits and improved national economic performance. The private sector seeks broadened markets, and state and local entities are primarily concerned with meeting their responsibilities to provide effective and efficient transportation facilities and services.

Resources. The primary resource offered by the federal partners, aside from deployment funding, is the ability to provide a vision for the overall system and to support and stimulate national consensus, standards and interoperability. It is also able to support specific activities addressing compatibility with current regulations, frequency spectrum allocation, and international coordination. The private sector brings both its technical expertise and an understanding of the marketplace and problems developing the market. State and local agencies can offer an in-depth understanding of the system requirements and potential non-technical impediments to NITI applications.

Legal/Institutional Context. As a practical matter, many challenges arise in NITI applications that often involve coordination and integration among many adjacent jurisdictions. Since the NITI markets are potentially very large, it is important that federal efforts do not give an advantage to a particular vendor and that federal R&D and investment policy not be inappropriately influenced by suppliers.

5. Intelligent Vehicle Initiative

The IVI (formerly, Smart Vehicles and Operators) is a government-industry program to accelerate the development and commercialization of safety- and mobility-enhancing driver-assistance systems. Overall emphasis is on four key areas: 1) evaluation of the benefits of IVI products, including collision-avoidance technologies, vision enhancements, and adaptive cruise control; 2) development of industry-wide standards for these products; 3) system prototyping; and 4) field test evaluations of the most promising products.

Needs/Opportunities for Non-Federal and Private-Sector Partnering. Systems associated with the IVI will predominantly be deployed through incorporation into new personal automobiles and commercial vehicles. The automobile industry and its suppliers will necessarily be the focus of this outcome, and these parties have extensive relevant background information. However, safety advances, which are the primary objective of the program, have not generally stimulated strong market forces, leaving much of the exploratory and feasibility research phase, including analysis of benefits, to the federal government.

Roles. Topics of specific federal activity include analyses to clarify the potential value of various driver-assistance functional capabilities, exploratory research to assess conceptual approaches, system evaluations, leadership in generating and validating performance specifications and design guidelines, active support in developing voluntary interface, and system standards. In addition, integration of fixed highway infrastructure and vehicle-based systems will be implemented as needed. The private sector has the role of developing integrated systems that achieve maximum practicable safety performance at costs consistent with a broad market.

Motivations. Safety is the dominant public sector motivation. Federal participation is primarily driven by the expectation of significant reductions in deaths and injuries associated with motor vehicle crashes, which represent over 90 percent of all transportation-related fatalities - in excess of 40,000 per year. The automobile manufacturers are highly supportive of reducing the national toll, but are necessarily focused on offering vehicles that are of enhanced attractiveness and therefore command greater investment from the public.

Resources. Federal understanding and experience in highway safety, including extensive databases, coupled with its objectivity and system-level perspective, will be coupled with significant explicit expenditures on concept exploration and assessment. The vehicle manufacturing community has not only the ability to develop practical systems and integrate them into vehicles, but also a rich understanding of motorist preferences and interaction with vehicle systems in general.

Legal/Institutional Context. The highly competitive nature of the industry poses a challenge in structuring its participation, as does the issue of foreign manufacturers. Industry also can have misgivings based on federal regulatory authority in this area, which could be exercised if clear cost-effectiveness were established but market forces prove inadequate for widespread adoption. This also involves broad product liability concerns.

6. Transportation and Sustainable Communities

The Transportation and Sustainable Communities initiative (formerly, Local Environmental Assessment Systems) explores how sustainable transportation and land use can help to achieve a balance among the often conflicting goals of economic growth, environmental quality, and sustainability. It will further federal agencies' efforts to work with each other and with other governments, the private sector, and the public to expand understanding of the consequences of transportation choices; develop better forecasting, planning, and assessment tools; conduct technology research; and develop sustainable community and transportation initiatives.

Needs/Opportunities for Non-Federal and Private-Sector Partnering. The success of this initiative will depend on effective partnerships with public sector organizations, including Metropolitan Planning Organizations; local governments; regional and state transportation, environmental, energy, and social service agencies; transportation providers; Tribal governments; universities and research centers; the private sector; civic organizations; and advocacy groups.

Roles. Much of the expertise, innovation, and responsibility for transportation and environmental programs rests with state and local governments, regional institutions, business, and other non-federal stakeholders. These organizations will be responsible for developing visions and actions to improve the balance of economic, environmental, and social considerations in local communities. A key federal role is to provide resources for research and technical assistance, incentives for experimentation and innovation, and dissemination of best practices through education and outreach.

Motivations. Environmental benefits are the focal point of this initiative. Important federal and non-federal public-sector motivations for this initiative are the impacts of transportation systems and land development patterns on air and water pollution, widespread congestion, inefficient land consumption, ecosystem degradation, and global climate change. (For example, transportation accounts for about one third of total domestic greenhouse gas emissions.) The Administration is committed to addressing the problem of climate change, as demonstrated by the President's October 1997 climate change proposal. The private sector is generally less motivated in this area, although there are potential markets in the development of new products and services.

Resources. Federal agencies bring to this initiative a broad perspective and overview of the societal impacts of non-sustainable activities. With federal funding, state and local agencies have the experience and insight to refine, test and evaluate a broad range of innovative sustainability concepts. The private sector has specific knowledge needed to understand and make effective use of innovative technologies that support sustainability.

Legal/Institutional Context. Achieving sustainable communities will require many changes that may be adversely perceived by specific stakeholders, and will call for coordinated actions among many public- and private-sector organizations. Political support for this topic is uncertain. For example, although TEA-21 authorizes significant funding for a Transportation and Community and System Preservation Pilot Program, legislation has been introduced that would prohibit use of FY 2000 funds by DOT "for activities related to sustainable transportation."

7. Transportation Infrastructure Assurance

The Transportation Infrastructure Assurance partnership (formerly, Total Terminal Security) is developing and implementing measures to improve the security of transportation information systems, passenger and freight terminals, and other infrastructure, as well as of the people and cargo using or transiting them. It addresses 1) the physical security of transportation terminals; 2) the security of vital communication and information systems; and 3) the development and dissemination of information about security incidents and assessments of threats to transportation facilities and operations.

Needs/Opportunities for Non-Federal and Private-Sector Partnering. The breadth and complexity of protecting transportation infrastructure from the many potential threats will require a concerted and integrated effort by all involved organizations, both public and private. Sophisticated technology, comprehensive protective practices, appropriate regulations and standards, and a truly system-level perspective necessarily require all parties to develop solutions together.

Roles. In many cases the federal government has the responsibility to establish a legal and regulatory framework that assures compliance with basic countermeasures and protective strategies, and that overcomes compartmentalization of responsibilities by carriers, terminal operators, facility owners, law enforcement agencies and others. Objective evaluation of equipment and practices is also necessary to assure the best possible implementation. Vendors carry the major responsibility for development of advanced technologies, and those organizations implementing security must assure that all parties fully understand their operations and the implications of alternative strategies.

Motivations. This initiative addresses national security. The federal government is primarily motivated by its responsibility for assuring the security of people and goods in the transportation system, and thereby supporting the viability of the system. Public and private organizations with operational responsibility for transportation facilities, and users of those facilities, similarly seek security for users, freedom from disruption or disaster, and efficient compliance with regulations and recommended procedures. Equipment and service vendors share these goals, while being primarily motivated by the desire to provide effective and competitive products.

Resources. The federal government's defense and law enforcement functions enable it to play a strong role in understanding various security threats and applying a wide range of countermeasures. Particularly in the national laboratories, the government has a very high level of scientific expertise that can be applied to the very challenging technical problems that arise in surveillance and detection systems. The government also is in a position to have a broad perspective on the totality of the system. Facility operators and users have an awareness and understanding of practical operational considerations that are a necessity in designing and implementing effective systems. Vendors typically have expertise in application of specific technologies and production of cost-effective systems.

Legal/Institutional Context. By its nature, security efforts involve highly sensitive information that must be carefully safeguarded. Security systems must also be seamless, in the sense that no gaps arise as users transition from one location, jurisdiction, or function to another. The potentially great consequences of security lapses also raise liability issues among involved parties.

8. Enhanced Goods and Freight Movement at Domestic and International Gateways

Building on earlier investments in technology, port infrastructure, and freight terminals, this partnership is being developed to facilitate information exchange and technology demonstrations that promote the deployment of innovative logistics practices and information technologies at freight gateways. Initial efforts will focus on technology applications and demonstrations at the nation's border crossings and corridors, particularly with respect to innovations such as electronic commerce, electronic vehicle identification and location, smart cards for fee payment, and automated gates.

Needs/Opportunities for Non-Federal and Private-Sector Partnering. Physically, ports and border crossings represent the intersection of nations and modes of transport. However, equally important is the interaction occurring at them among institutional entities: governmental regulators and inspectors, local authorities, cargo carriers, terminal operators, and others. The overall process that occurs at these gateways is typically a collaborative activity involving many players from both the public and private sector. While some elements of this initiative may lie predominantly in one sector or the other, most require a significant degree of coordination, integration, and standardization among the various players.

Roles. Regulatory oversight, provision of public infrastructure, and enhancement of national security are fundamental federal responsibilities associated with border crossings, ports and terminals, and other freight facilities. Basic transportation infrastructure at border gateways and waterways is a primary role of the federal government. At each border crossing, many federal agencies perform functions related to customs inspection, immigration checks, enforcing the standards for food/agricultural products, and vehicle safety checks. In general, the primary federal functions are controlling border and waterway operations for national security objectives and ensuring the availability of freight rail service and compliance with commercial motor vehicle safety. On the other hand, the transportation functions that the gateways exist to serve are predominantly private sector operations. At ports, it is the carriers and terminal operators (whether public or private) that will be the users (and purchasers) of innovative technologies. At border crossings, infrastructure will be largely federal, but still requires integration with private sector technology and operations.

Motivations. At the highest level, the federal interest lies in removing impediments to the nation's economic efficiency and competitiveness, including defense mobility, while assuring the security of borders and full adherence to laws and regulatory requirements. Encouragement of the joint use of military facilities and collaborative DOD efforts to develop next-generation container movement capabilities provide added incentives. The federal necessity to achieve efficient coordination with agencies such as the U.S. Customs Service and the Immigration and Naturalization Service is also a key motivating factor. Ports, freight terminals, and border crossings affect a broad array of state, local, and private carrier stakeholders receptive to the application of advanced technologies to improve the efficiency of international freight operations.

Resources. The federal side provides a detailed understanding of the regulatory and legal functions to be performed at gateways, as well as the funding for infrastructure to support those functions. It also has a broad perspective on the national importance of interoperability, standardization, and seamless movement of goods. State and local governments and port authorities contribute a rich understanding of gateway planning, design, and operation, and are the implementers of terminal-area demonstrations.

Legal/Institutional Context. Many institutional complications arise due to the overlapping or interacting jurisdictions associated with most gateways and requirements for a sufficient degree of equipment and data standardization and interoperability. Establishment of design and performance standards and system architecture for advanced technology, such as freight radio frequency identification devices and dedicated short-range communications systems, are among the functions that require a strong federal coordinating and facilitating role.

9. Monitoring, Maintenance, and Rapid Renewal of the Physical Infrastructure

This partnership will create an environment that fosters an unprecedented level of collaboration and synergy on infrastructure research, demonstration, testing, evaluation, and technology transfer to state and local agencies. The partners will collaborate both on developing new technologies and on accelerating market acceptance of existing products.

Needs/Opportunities for Non-Federal and Private-Sector Partnering. Federal research relating to transportation infrastructure - primarily road facilities, but also including ports and airports - can only be shaped, evaluated, and applied through participation of users and facility operators.

Roles. The federal government has a stewardship role in disbursing fuel tax revenues for infrastructure construction and enabling the most effective use of those funds through research to improve materials and practices. To a large degree, state and local governments, and independent transportation authorities are responsible for infrastructure construction and maintenance, so they are best equipped to bring a practical perspective. The private sector has expertise concerning specific current construction materials and practices.

Motivations. The primary federal motivation for this initiative is to advance the technologies that enable public transportation funds to be expended as efficiently as possible, and to ensure that users get the best possible performance and the most infrastructure for their money. At the state and local level, better materials can enable a fixed budget to go further in meeting transportation needs. The private sector is seeking products that will permit them to serve their customers better and develop new products.

Resources. The federal participants offer a broad and extensive experience and a national perspective on the system that is sensitive to the needs in all areas of the country. State and local governments have a practical understanding of the real-world environment, workforce capabilities and skills, and the value of various infrastructure characteristics. The private sector has experience in converting new approaches into viable products and educating customers.

Legal/Institutional Context. The very large number of jurisdictions and vendors can be a serious impediment to diffusion of knowledge concerning new materials and practices. The very long lifetime sought in infrastructure complicates the evaluation process.

10. Accessibility for Aging and Transportation-Disadvantaged Populations

This partnership focuses on improving the mobility of the elderly and transportation-disadvantaged through better management of paratransit, advanced technologies, and livable communities. One component consists of developing, deploying, and testing a regional paratransit program that uses selected information technologies, including automatic vehicle location, geographic information systems, computer-aided dispatch, and electronic fare collection.

Needs/Opportunities for Non-Federal and Private-Sector Partnering. Information technology holds real potential for improving paratransit services. However, two issues currently limit paratransit operators' abilities to improve their services through technology: 1) the high costs of the necessary information and communication systems and 2) the need for interagency coordination to maximize use of existing capital and resources and to realize service efficiencies. Resolution of these issues requires effective collaboration and partnership among private and public paratransit providers; local, state, and federal agencies; and information technology companies.

Roles. In this partnership, the role of paratransit providers is to coordinate their scheduling and service delivery by providing trips to all customers within a service region, through use of off-the-shelf information and communication systems. The role of government agencies is to facilitate such coordination through grants, technical assistance, and regulatory reform where required. Finally, the role of private companies is to participate in initial service demonstrations to validate the system design.

Motivations. The focus of this initiative is mobility. For service providers and government agencies participating in the partnership, the goal is to expand service while reducing operating costs. For the private sector, the primary motivation is the potential to develop a broad new market by demonstrating the efficacy of regional paratransit operations.

Resources. Resources available for this partnership include federal and state grants to transit agencies, paratransit operators, human service agencies, and area agencies on aging; financial support from employers and retail centers looking to attract workers or new customers; and technology components from vendors or system integrators.

Legal/Institutional Context. There is some question whether current federal regulations permit paratransit providers to use categorical funds for serving other groups; for example, providers today cannot use Temporary Assistance for Needy Families (TANF) funding to pay for any trip unless a welfare recipient is on the vehicle. Another issue is interagency cooperation: although the technology appears to be available, there remains a need for far greater coordination among providers at the local and regional levels.

11. Enhanced Transportation Weather Services

The Enhanced Transportation Weather Services partnership addresses the transportation impacts of adverse weather through the development of comprehensive weather information systems. One element will make use of state-of-the art weather radar, observing systems, and forecasting methods to demonstrate and evaluate an integrated weather information system-first within a "pilot" Midwestern region and eventually throughout North America. A second component is the Aviation Weather Analysis and Forecasting Program, which will improve access to and delivery of aviation weather information and reduce the consequences of weather events by generating weather observations, warnings, and forecasts with higher resolution and greater accuracy.

Needs/Opportunities for Non-Federal and Private-Sector Partnering. Public agencies predominate in collection of meteorological data and generation of forecasts, but specialized or localized forecasting is increasingly performed by the private sector. Numerous agencies need to collaborate in generating the necessary data for localized weather services.

Roles. The federal role is to bring together data from many sources and to develop means of generating weather predictions that can be applied on a very localized and near-term basis. The private sector focuses on enhancing and tailoring this information to meet the needs of specific customer groups.

Motivations. The public sector motivation is, first, to enhance transportation safety through more-timely warnings, and, second, to foster enabling technologies for more responsive, appropriate, and efficient operation of transportation system maintenance and services in times of inclement weather. In addition, benefits to the transportation sector help to justify investments to improve the entire weather service infrastructure in the nation. The private sector seeks the raw materials to develop new products and markets.

Resources. Public sector resources include the substantial infrastructure and capabilities of the National Weather Service and other agencies working with weather data and services. The private sector has extensive experience with consumers of specialized weather services and how best to present such information.

Legal/Institutional Context. The primary institutional issue that arises in this area is the concern of the private sector that public weather services will provide a level of detail that inhibits development of their markets. Coordination among the several federal agencies, each with its own mission and responsibilities, is also a challenge.

B. Potential Areas for New Initiatives

Consideration is being given to development of NSTC Partnership Initiatives in several new areas. Two that have advanced the furthest are Maritime Safety and Space Transportation.

1. Maritime Safety

Targeted research and development in the areas of human factors, vessel technology, and advanced information systems have the potential to significantly advance the prevention of maritime casualties. Topics that could be addressed include advanced training technologies for mariners; improved small vessel designs and structures; real-time weather systems; GPS applications; and integration of sea-based and land-based intelligent systems for traffic management and rapid emergency response.

The federal government has a strong mandated responsibility for the safety of ports and waterways, but many of the needed advances, including improved vessels and information technology applications, are primarily the responsibility of the private sector. Marine safety is an end in itself from the federal perspective, and offers reduced costs, greater operational efficiency, and potential markets to the private sector.

2. Space Transportation

Without affordable and reliable access to space, the future of the space program and the U.S. space transportation industry are hindered by the high cost, low reliability, and poor operability of payload launch. A partnership among NASA, the FAA, and U.S. aerospace and related companies could take advantage of the respective strengths of government and industry and lead to development and demonstration of pre-competitive, next-generation technology that will enable the development of full-scale, highly competitive, and reliable space transportation.

Continuation of the trend toward commercialization of near-earth space transportation can best be accomplished through exploiting NASA's experience and research capabilities and DOT's understanding of the commercial space launch industry in concert with the market-oriented perspective and specialized technical skills of private-sector firms. On the federal side, the primary motivation would be to assure that the nation makes the most beneficial and economically productive use of space-based systems, and that U.S. firms have predictable and efficient access to space. Those firms, in turn, must appropriately establish competitive positions in existing markets and create new products and services.

¹² In 1998, the Transportation R&D Committee became a subcommittee under a new NSTC Committee on Technology.

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