Page:America's Highways 1776–1976.djvu/358

 At the same time, there was high interest and strong urging from scientists and technologists in the Department of Commerce and elsewhere to push the Bureau of Public Roads beyond its historic materials and physical research and undertake so-called “soft” research in operations, human factors, systems analysis, safety, society and the environment. Research programing and management could no longer be a loose collection of a number of separate, isolated, totally unrelated studies. The problems were too complex and the resources too small. Comprehensive, integrated and balanced research was the only answer. Starting in 1963, a multidisciplined task force reviewed a wide range of problems and opportunities for solution in the human, physical, environmental and public policy fields. This culminated in the creation of “A National Program of Research and Development for Highway Transportation,” which officially began in 1965.

If the National Program could be summed up in three words, they would be coordination, concentration and flexibility. The Federal Highway Administrator called it a program to coordinate and concentrate our efforts on the most urgent problems with flexibility, responsiveness and recognition of local and regional problems. The program consisted of detailed work plans and problem statements for each; it served as a stimulus and guide for R&D efforts to develop and apply solutions rapidly.

The National Program was directed to three issues of highest concern—highway safety, urban transportation, and reduction in the costs of construction and maintenance. These issues were important because of the considerable human losses and $10 billion annual costs of accidents; the increasing problems of congestion, pollution and adverse socioeconomic impacts; and the critical need to optimize technological processes and cost.

In 1970 when the National Program was 5 years old, FHWA initiated a new, nationally designed and coordinated program for highway research and development called the Federally Coordinated Program of Research and Development in Highway Transportation (FCP). The FCP was specially designed to meet the needs of the customer–highway program managers and operating personnel in State and local agencies as well as the general public. It was also designed to be particularly responsive to urgent new problems in the environment, energy and resource conservation, utilization of waste, the integration of multitransportation goals, and increasing the efficiency of the present system.

For a number of years, there had been a strong movement throughout the highway community to expand and strengthen the practical utilization of research. The problems of highway transportation were becoming too large, and it seemed that too little was being accomplished in putting the information gained from research to work.

Both AASHO and FHWA acted in the late 1960’s to formalize implementation. It was suggested that each State name a high-level implementation coordinator and each FHWA region organize an implementation committee. Both of these suggestions were carried out, but a national program still did not develop. It seems that plans, procedures and resources were lacking. There still was no formal national focus. Skilled promotion was needed to gain managerial support, to overcome inertia and reluctance to change, and to secure the essential ingredients of public acceptance.

In response to this need, FHWA in 1970 created a separate Office of Development. Thus a formal, substantial program was begun and within a couple of years, the resources, plans, procedures and programs were prepared. Development/implementation has become a full and substantial partner in the business of “research to practice.”

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