were effective in implementing the first SHRP. Beyond engaging state departments of transportation (DOTs), which remain the primary user group, mechanisms must be established to engage metropolitan planning organizations and local governments, law enforcement, firefighters, emergency medical services, railroads, utility companies, automobile manufacturers, university researchers, and others, depending on the specific products under consideration. SHRP 2 implementation should also be coordinated with other technology transfer and dissemination processes, even as a focus on the uniqueness and branding potential of SHRP 2 products is maintained.
Recommendation 2: The Federal Highway Administration (FHWA) should serve as the principal implementation agent for SHRP 2 , in partnership with the American Association of State Highway and Transportation Officials (AASHTO), the National Highway Traffic Safety Administration (NHTSA), and the Transportation Research Board ( TRB). NHTSA should exercise a leadership role in the long-term stewardship of the safety database.
The SHRP 2 implementation agent should have a national scope, extensive knowledge of the highway field, experience with implementing research results and new technologies, established relationships with transportation agencies, and the ability to provide funding and technical support to state DOTs and other potential users of SHRP 2 products. The committee considered three organizations of national scope as candidates for this role: FHWA, AASHTO, and TRB. All three organizations are active in promoting highway innovation; all have experienced staff and access to potential users of SHRP 2 results. TRB and AASHTO have relatively small staffs, nearly all of whom are located in the Washington, D.C., area. Either organization would need to undergo significant restructuring to administer the SHRP 2 implementation program, including hiring many new staff and establishing a presence or mechanisms to provide timely, on-site support to users of SHRP 2 products throughout the country.
Promoting technology has been central to FHWA’s mission since its earliest predecessor agency, the Office of Road Inquiry, was established in 1893. It has long-established relationships with state DOTs, including field offices in each state with staff who work closely with state DOT staff, in addition to expertise in Washington and a multidisciplinary highway research center in