National Academies Press: OpenBook

Visualization for Project Development (2006)

Chapter: Chapter Two - Visualization Overview

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Suggested Citation:"Chapter Two - Visualization Overview." National Academies of Sciences, Engineering, and Medicine. 2006. Visualization for Project Development. Washington, DC: The National Academies Press. doi: 10.17226/13986.
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Suggested Citation:"Chapter Two - Visualization Overview." National Academies of Sciences, Engineering, and Medicine. 2006. Visualization for Project Development. Washington, DC: The National Academies Press. doi: 10.17226/13986.
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Suggested Citation:"Chapter Two - Visualization Overview." National Academies of Sciences, Engineering, and Medicine. 2006. Visualization for Project Development. Washington, DC: The National Academies Press. doi: 10.17226/13986.
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Suggested Citation:"Chapter Two - Visualization Overview." National Academies of Sciences, Engineering, and Medicine. 2006. Visualization for Project Development. Washington, DC: The National Academies Press. doi: 10.17226/13986.
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Suggested Citation:"Chapter Two - Visualization Overview." National Academies of Sciences, Engineering, and Medicine. 2006. Visualization for Project Development. Washington, DC: The National Academies Press. doi: 10.17226/13986.
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Suggested Citation:"Chapter Two - Visualization Overview." National Academies of Sciences, Engineering, and Medicine. 2006. Visualization for Project Development. Washington, DC: The National Academies Press. doi: 10.17226/13986.
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Suggested Citation:"Chapter Two - Visualization Overview." National Academies of Sciences, Engineering, and Medicine. 2006. Visualization for Project Development. Washington, DC: The National Academies Press. doi: 10.17226/13986.
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Suggested Citation:"Chapter Two - Visualization Overview." National Academies of Sciences, Engineering, and Medicine. 2006. Visualization for Project Development. Washington, DC: The National Academies Press. doi: 10.17226/13986.
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Suggested Citation:"Chapter Two - Visualization Overview." National Academies of Sciences, Engineering, and Medicine. 2006. Visualization for Project Development. Washington, DC: The National Academies Press. doi: 10.17226/13986.
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Suggested Citation:"Chapter Two - Visualization Overview." National Academies of Sciences, Engineering, and Medicine. 2006. Visualization for Project Development. Washington, DC: The National Academies Press. doi: 10.17226/13986.
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Suggested Citation:"Chapter Two - Visualization Overview." National Academies of Sciences, Engineering, and Medicine. 2006. Visualization for Project Development. Washington, DC: The National Academies Press. doi: 10.17226/13986.
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5WHAT IS VISUALIZATION? Visualization is a simulated representation of proposed trans- portation improvements and their associated impacts on the surroundings in a manner sufficient to convey to the layperson the full extent of the improvement (2). The use of visualization to understand complex issues such as proposed designs is not a new phenomenon. It has been used in maps and drawings for centuries. A famous example of this is Charles Joseph Minard’s map of Napoleon’s inva- sion of Russia in 1812 (Figure 1). This map clearly conveys troop movement, size, and loss of life during the campaign into Russia (3). Visualization can accelerate conceptual approvals, identify less-than-obvious design flaws or opportunities, and ultimately reduce development costs before commencement of construc- tion. It has the ability to help with the analysis of multiple design elements, such as proposed buildings, roadways, and underground utilities. Seeing the proposed design in three- dimensional (3-D) instead of a series of two-dimensional (2-D) plans and elevations increases overall understanding, which can translate into schedule and budget savings. The nature of the technology provides the capability for quicker response times in implementing design changes. The technology can be used throughout the life cycle of a project plan—from the process flow of value engineering, to the project development and environment study phase, to design and construction. Visual tools can provide greater communication and concise understanding, which in turn can lead to quicker acceptance or approvals. A major strength of visual tools is their ability to clearly convey design issues. Designers will have the ability to view their concepts from multiple viewpoints, including view- points that are not feasible with standard photographic meth- ods. Critical issues such as roadway aesthetics, vertical and horizontal alignment fit, traffic flow, and line of sight can be identified. The general public can also obtain a greater under- standing of the project by viewing the proposed changes from a potentially unlimited number of viewpoints. Public outreach and support can be more effectively achieved. Although traditional methods of presenting 2-D design plans and charts for high-profile projects have often created addi- tional misunderstanding because these methods do not fully convey impacts in basic terms that the average person can visually understand, 3-D and other new visualization tools allow participants to better view specific locations and their proposed alternatives to obtain greater understanding. HISTORY OF VISUALIZATION WITHIN TRANSPORTATION DESIGN COMMUNITY As the transportation design community matured during the 20th century, visuals were used to convey proposed road- way designs. Before the advent of computers, traditional artist hand renderings and physical models (Figure 2) were created and used primarily for stakeholder approvals. Although effective, hand renderings only provided a limited number of viewpoints for the project. They were also based on artistic interpretation and thus were only approximate in their accuracy. Physical (i.e., scaled) models provided an excellent and accurate representation of the overall project site, but lacked the detail necessary to fully comprehend the design. They were also time consuming to create, expensive to build, and inflexible to deal with the changes of a typical project. Since the inception of CADD (computer-aided design and drafting), computerized visuals have been created by the trans- portation design community. The CADD discipline can trace its beginnings to the Sketchpad system developed by Ivan Sutherland in 1963 (4).Sutherland was able to connect the dis- play capabilities of the cathode ray tube with the computational abilities of the computer, and the interactive process with the light pen made it possible to create a system for designing mechanical parts. Sutherland’s system prompted automotive and aerospace companies to take notice and start their own projects to try to harness the power of the computer for their design needs. The late 1960s saw a flurry of activity in the CADD-related sector. Turnkey companies such as Calcomp, Computervision, and McAuto started creating and marketing software or hardware for this industry. These CADD-based visuals ranged from simple 2-D plots of plans and sections to 3-D renderings of proposed elevations. By the mid to late 1970s, CADD modeling was available through such programs as Intergraph’s Interactive Graphics Design Software (Figure 3). These applications ran on expensive mainframe systems. Because of the limitation of hardware processing speeds (68k), software capabilities, and the expense to operate these systems, 3-D visuals were diffi- cult to achieve. The results were simple, shaded models that CHAPTER TWO VISUALIZATION OVERVIEW

could only be created by an experienced CADD operator. Throughout the 1980s, CADD primarily ran on mainframe computers. In the early 1990s, hardware and software technologies rapidly advanced. Personal computers (PCs) were slowly replacing the mainframe-based workstations. PCs primarily used the Microsoft Windows operating systems, which helped enable software manufactures such as Autodesk and Bentley Systems to develop CADD applications for the PC. For the first time, designers and engineers could create CADD drawings and renderings on an affordable workstation platform. As the hardware technologies for desktop PCs advanced, new soft- ware tools were being developed that made it easier to create computerized visuals. By the early 2000s, CADD applications 6 became more sophisticated, allowing users to design and model much more effectively in 3-D. Autodesk’s 3-D Studio and Bentley Systems’ MicroStation, combined with other vendors, now offered integrated and affordable advanced 3-D modeling and rendering capabilities. To complement the CADD modeling, rendering, and ani- mation capabilities of transportation agencies, other software applications have been written. Presentation graphic pro- grams have simplified and improved how presentations are created and shown. For example, they have simplified the process of creating 35-mm slides and presenting them in a slide presentation. The steady advancement of other programs such as photo-editing applications has enabled visualization specialists to create seamless photo-simulations that blend the FIGURE 1 Charles Joseph Minard’s map of Napoleon’s march to Moscow during the invasion of Russia in 1812. (Courtesy: Graphics Press.) FIGURE 2 Physical model of the Corning Bypass project. (Courtesy: Bergmann Associates.) FIGURE 3 Intergraph workstation—1978.

73-D CADD model into a photograph. Today’s transportation planner has an extensive portfolio of affordable hardware and software applications to use for computerized visualization. WHY THE NEED FOR VISUALIZATION? The need for visualization within the transportation commu- nity can be traced back to two factors: (1) improvement to the design process and (2) public and stakeholder involvement. Both of these issues have driven the advancement and use of the technology. Improvement to Design Process CADD technology was initially devised to improve the drafting process by automating mundane routines such as border creation and text input. Vendors strived to improve the process so that higher-quality work could be produced with less labor. In the mid-1980s, cost–benefit analyses were conducted to justify the up-front expense of hardware and software needed to implement CADD. The investment for mainframe computers, workstations, and software utilities regularly exceeded $100,000 (5). To justify these expenses, analyses were conducted that measured and compared the performance of design production on a drafting table with the performance of a CADD system. The testing proved that using CADD, even with the sizable up-front costs, was war- ranted. Two-dimensional CADD (see Figure 4) greatly improved the drafting and design process. Benefits included the following: • Elimination of the need for tedious redraw (CADD could be used for productive design and analysis functions); • A common electronic database; • Reduced retrieval and print times for documents through a document management solution; • Improved information flow with workflow and e-mail tools; • Improved conformance with the ISO 9000 or Occupa- tional Health and Safety Administration regulations through better document control procedures; • Fewer lost, damaged, and misfiled documents; • Immediate availability of accurate information; • Streamlining of the change process; • Improvement in time to market; and • Improved quality. The success of 2-D CADD has led developers to improve CADD capabilities by incorporating 3-D tools within the soft- ware. Three-dimensional design was the next evolution of the CADD process. By initially generating the design in 3-D, the process of design can be improved, achieving better quality control, improved process flow, and a natural extension to developing visuals from the design. If the project is initially designed in 3-D, then creating renderings, animation, or sim- ulation will be a logical progression rather than an add-on application. Incorporating 3-D into the design process will lead to increased demand in the use of visualization tools. These visual tools translate into a variety of potential cost sav- ings, including the following: • Increased quality control, which leads to fewer con- struction changes and improved production schedules. • Better and more cost-effective design. Because visual tools help to understand the design alternatives more effectively, better design decisions can be made. • Increased communication and understanding. It is far easier to convey design ideas or options with visuals. The old adage “A picture is worth a thousand words” holds true with visualization. • Improved timetables for approvals. When the under- standing of a project is improved, acceptance by stake- holders or the public can be obtained more efficiently. Garnering rapid approvals or reducing approval times can be invaluable to costs savings on transportation design projects. Public and Stakeholder Involvement Public and stakeholder involvement is seen as a major rea- son for the need for visualization tools. The general public, resource agencies, and other stakeholders are continually exposed to 3-D computerized renderings and animation. Computerized visuals are used in the daily activities of most people, from the entertainment community (in which visualization is used for television commercials, print advertisement, movies, and much more) to industrial uses such as computer numerical control (6) machining and geo- graphic information system (GIS) applications. Computer- ized visuals dominate the public eye today. With this mind- set, the public expects and demands to see similar visuals at public presentations. This pressure has driven transporta- tion agencies to develop and implement visual tools for public outreach.FIGURE 4 2-D CADD roadway alternative plan.

USES OF VISUALIZATION WITHIN TRANSPORTATION DESIGN COMMUNITY People use visualization in ways that vary widely from dis- cipline to discipline. Within the transportation agency com- munity, several uses of visualization are in application today. • Design. As shown in the case studies in this synthesis, visualization enables planners and engineers to design more effectively and efficiently. Critical issues such as line-of-sight and site impacts can be better under- stood through the use of visual tools. Because engi- neers are currently charged with the task of designing 3-D projects, it seems particularly practical to use 3-D tools (see Figure 5). Completing the design using 3-D visualization tools enables engineers to better understand the design and construction process and to identify design flaws early in the process instead of during the construction phase, where expensive over- runs usually occur or where it may be too late to rem- edy the design flaw. • Human factors assessment. Visuals assist planners and designers in identifying the full range of human factors and interfaces (e.g., cognitive, organizational, physical, functional, and environmental) necessary to achieve an acceptable level of design and meet the functional requirements of the project. Results are realized in improved acquisition decisions, reduced training and maintenance costs, fewer human errors, improved safety, a higher probability of system success, and improved user acceptance. • Impact analysis. Visuals allow planners and designers to “see” project impacts before anything is built. Visu- als that help explain or justify certain aspects of a proj- ect are usually incorporated into one of two documents: (1) the environmental impact statement (EIS), which is a document produced during the project develop- ment and environment process that describes all likely impacts that will result from the project, or (2) the 8 project-specific aesthetic guidelines or visual quality manuals that some agencies have, such as the guide- lines of the Mn/DOT (7). • Construction sequencing. Visualization can be used to help planners comprehend complex construction sequencing issues (see Figure 6). Construction overruns are common and affect project budgets significantly. Almost all construction claims for overruns are based on design problems, usually because contractors claim that their jobs required more work than was outlined in the original plans. These design problems lead to more work and can be reduced or even eliminated through the use of 3-D CADD design and visualization. • Interference detection. If the design process is being completed in 3-D, a variety of visualization tools can automatically identify interferences during the CADD process. This process can be complicated, involving a significant number of plan sheets. Often it is difficult for the designer and decision maker to fully understand the impacts of a project because many plan sheets need to be cross-referenced. Three-dimensional applications can improve the overall understanding of the design by automating the process of identifying interferences FIGURE 6 Construction sequencing.FIGURE 5 3-D rendering. (Courtesy: Bergmann Associates.)

9and conflicts. For example, often details for piping or electrical components can reside on one set of plan sheets whereas the overall structural components for the project reside on another sheet. Traditional methods require constant referencing between those sheets. Three-dimensional interference detection improves this process. Three-dimensional software applications can also automatically call out constraints for interference detection or calculate sequencing processes. These visual tools assist the engineer in providing real-time feedback on the design. This visual feedback tool greatly improves the quality and accuracy of the design. • Funding and approval. To start the project planning process, transportation agencies need to garner funding and support from state agencies, such as metropolitan planning organizations, and federal agencies, such as FHWA. To assist in the funding process, visuals can be used to help stakeholders and decision makers better understand the overall project goals and impacts. • Public and stakeholder involvement. Used during the public involvement process, visualization can play a key role in acquiring support for the project; help citi- zens and stakeholders to make informed decisions; and foster enhanced relationships between transportation agencies, stakeholders, and the public. Many projects are ultimately decided by public acceptance. Because a significant portion of public opinion is driven by a mis- understanding of the project or by apprehension, it is important to make sure the public understands the design. Visualization improves understanding by better conveying to the public complicated design issues (see Figure 7). This improved understanding often leads to project consensus and approval. • Homeland security. Homeland security is a relatively new use for visualization. It has been greatly accelerated since September 11, 2001. Visuals created for a project can assist planners and security agencies in understand- ing security issues such as line-of-sight and structural integrity. Three-dimensional visuals combined with database applications such as GIS add a level of intelli- gence and detail to visual data. Visuals are now being used as vital planning tools instead of being a byproduct of the design process. VISUALIZATION TOOLS Key Factors in Determining What Tools Are Used The foundation of most computerized visualization tools is CADD data. CADD data can be derived from a variety of sources, such as survey data and field measurements. The data can be in 2-D or 3-D formats and can be simple or com- plex in design. Visual tools are used to enhance the CADD design and to convey it in a variety of formats. Key factors in deciding which visual tool to use include, but are not lim- ited to, the following: • Project goals. The most important factor in deciding which visual tool to use is the project goals. Visuals need to have a purpose or else they do not serve a viable function. For example, if the project requires an inter- active public outreach tool, web development tools would be used instead of static photo-simulations. The right tool is needed for the right job. Visualization can be critical to addressing conflicting objectives and/or values between the agency, stakeholders, and the public. • Project schedule. Another important factor in deciding which visual tool to use is the project schedule. The shorter the schedule, the less complex the visual tool needs to be. However, having a short schedule does not mean that the visual tool will be less effective; it sim- ply implies that a different approach to conveying the design is required. • Project budget. Once the project schedule and goals have been determined, project budgets can be set. These budgets are normally determined by the project man- ager. Currently, little to no formal information exists for project managers to access to help determine the visu- alization portion of the overall project budget. Project managers rely on information obtained either from experienced transportation agency members or through consultants associated with the project. • In-house knowledge and experience. To successfully create visuals for a project, experienced visualization specialists are required. These specialists need to have a diverse array of knowledge about a variety of visual- ization tools. Project goals cannot be met unless the staff available has the correct skill set. Types of Visual Tools Hand Rendering Hand rendering is the oldest visual tool used within the trans- portation design community. A hand rendering can be created FIGURE 7 Visual rendering of proposed site improvements at a U.S. Coast Guard Border Crossing Facility in Buffalo, New York.

by drawing or painting freehand images or tracing over existing CADD plans or elevations (see Figure 8). Although considered a “low-tech” visual solution, hand rending is still quite an effec- tive tool. Many engineers and architects would argue that the traditional method of hand rendering gives the drawing a human touch, whereas computerized rendering tends to look somewhat plastic. This argument has some validity, and only an experi- enced individual can produce electronic renderings that will sat- isfy the preferences of an experienced traditional renderer. Two-Dimensional Graphics Two-dimensional CADD data, graphics, and photography can be applied to a variety of visual applications (see Figure 9). Most meetings and public presentations rely on 2-D graphics to convey everything from demographics to budgets. This visual tool can be output to print mediums, web development, or electronic multimedia presentations. Two-dimensional graphic models may combine geometric models (also called vector graphics), digital images (also known as raster graph- ics), text to be typeset, mathematical functions, and more. These components can be modified and manipulated by 2-D geometric transformations such as translation, rotation, and scaling. Two-dimensional simulations or photo montages can be very efficient and effective on some projects. Computer Renderings Computer rendering can be used after the 3-D model has been completed. Once completed, the model is inserted into a ren- dering program, where it is assigned variables that assist in adding realism to the model. Elements such as color, texture, lighting, reflectivity, and shadow are defined within the model. The rendering program then computes these elements and produces a realistic rendering (see Figure 10). Inserting these variables into a rendering program and creating realis- tic output takes an artistic eye and can be one of the most time- 10 FIGURE 8 Hand rendering; the oldest visual tool used within the transportation design community. FIGURE 9 2-D CADD file and associated rendering. FIGURE 10 Toll plaza rendering. (Courtesy: SUNY at Buffalo.) consuming portions of creating visuals. Often, multiple ver- sions of the rendering are created until the proper “look” is achieved. The final product is a realistic rendering that can include environmental elements such as particles, lens flare, and subtle lighting and shading. Photo-Simulation Once the 3-D rendering has been created, it can be incorporated into an existing photograph using a photo-editing package (see Figure 11). The goal of the photo-simulation is to educate the observer while at the same time creating a seamless composite, whereby the computer graphics blend into the picture. Photo- simulation can provide the realism that the general public and the design industry expect to see in visuals. Computer Animation Computer animation is the art of creating moving images by using computers. It is a subfield of computer graphics and animation. Increasingly, computer animation renderings are

11 created by means of 3-D computer graphics, although 2-D computer graphics are still widely used. Sometimes the tar- get of the animation is the computer itself; sometimes the tar- get is another medium, such as film. Essentially, computer animation is a series of computer ren- derings that are strung together (see Figure 12). Time constraints need to be considered when deciding to use computer anima- tion, because rendering can be a time-consuming process. The computer systems must generate all the renderings necessary to create an animation, and it takes 30 frames (that is, renderings) to generate 1 s of computer animation (see Figure 13). Thus, for example, if it takes 5 min to generate one rendering, it will take 150 min to generate 1 s of computer animation: • 5 min to prepare each rendering. • 30 renderings to create each second of computer anima- tion. • 5 × 30 = 150 min to prepare each second of animation. FIGURE 11 Photo-simulation of existing conditions (top) and proposed conditions (bottom). FIGURE 12 Computer animation of Virgin River Arch Bridge. (Courtesy: Utah DOT.) If the project requires 60 s of computer animation, then, based on the 5-minutes-per-frame calculation, it will take 9,000 min, or 150 h, to render all the frames necessary to pro- duce the animation: • 150 min to prepare each second of computer animation. • 60 s of computer animation required for the project. • 60 × 150 = 9,000 min to prepare computer animation. • 9,000/60 min = 150 h. Production houses, consulting firms, and some trans- portation agencies use render farms or network-distributed rendering to improve processing and production time. A render farm is a computer cluster that renders computer- generated imagery. The rendering of images is a highly par- allelizable activity because each frame can be calculated independently. The main communication between proces- sors is the upload of the initial models and textures and the download of the finished images. Network-distributed ren- dering is the process of aggregating the power of several desktop computer workstations to collaboratively run a sin- gle computational task in a transparent and coherent way so that the workstations function as a single, centralized sys- tem. This form of rendering is used when a render farm is not practical or feasible. Instead of purchasing and main- taining a render farm, desktop workstations available on a network are used. Usually these workstations are accessed during the evening hours so as not to prohibit other uses of the workstations during the day. Overall, when using computer animation, careful consid- eration needs to be given for the production schedule owing to the amount of potential rendering time. Real-Time Simulation Based on virtual reality, real-time simulation is a graphical database technology that allows for interactive navigation

throughout a digital model. This visual database has the ability to foster rapid conceptual approvals, help identify design flaws, and reduce development costs before the commencement of construction. This technology has been pioneered by the U.S. military for flight and combat simu- lation and is rapidly becoming a key tool for the urban design and planning community. Cities such as Las Vegas, Nevada, and Cerritos, California, are currently using the technology to help with planning and design issues (8). Although traditional visualization methods have been used as a presentation tool, real-time simulation streamlines the complex phases of planning and designing a project by inte- grating multiple sets of plans and elevations and allowing the viewer to see them simultaneously instead of one sheet at a time. Being a database itself, real-time simulation can be linked to other databases, such as GIS applications, traffic simulation utilities, or facility management utilities. Without real-time simulation, these other databases are stand-alone and cannot be linked together. However, real-time simulation can view these database formats simultaneously and allow the user to navigate interactively throughout the digital model, thereby making the database “intelligent.” By dynamically linking real-time simulation to other databases, decision makers will have the ability to analyze various types of information. If the simulation is set up properly, it can interactively display tax base information, utility and building statistics, traffic simula- tions, and more. Real-time simulation technology has the added ability to interactively analyze multiple design options. Objects such as proposed buildings, roadways, and underground utilities 12 can be toggled on and off. This ability increases overall understanding, which can translate into schedule and budget savings. The nature of this technology allows for quicker response times in implementing design changes. Real-time simulation can be a key master planning tool. Because it is a database, it can be modified for years to come. As changes occur to the project, the database can be updated. Additional features, such as a proposed building or roadway conditions, can be incrementally added to the database. Ulti- mately, the database can be expanded to contain large met- ropolitan areas. The technology can be used throughout the life of a master plan, providing greater communication and concise understanding, which in turn will lead to quicker acceptance or approvals. The strength of real-time simulation lies within its interac- tivity. Designers will have the ability to view their concepts interactively. Critical issues such as building aesthetics and line of sight, which are security issues, can be easily identified. The general public can also obtain a greater understanding of the study by viewing the proposed changes from many per- spectives. Public outreach and support can be more effectively achieved. Other visualization tools for high-profile projects have often created additional misunderstanding because these methods do not fully convey impacts in basic terms that the average person can understand. With real-time simulation, participants can interactively move around a site to see every angle and obtain greater understanding (see Figures 14–17). Real-time simulation is a unique planning tool that can produce greater levels of communication and understand- ing. Users of this technology need to be aware that, unlike FIGURE 13 Frame count needed to generate 1 s of computer animation.

13 FIGURE 14 One angle of a 3-D simulation model of a building. FIGURE 15 One angle of a real-time 3-D simulation model of a proposed roadway. FIGURE 16 One angle of a real-time 3-D simulation model of a proposed public safety building. FIGURE 17 One angle of a real-time 3-D simulation model of a proposed building. computer animation, real-time simulation cannot render multiple light sources, shadows, or reflectivity. These capa- bilities are currently available only with computer rendering or animation. They are commonly used to provide greater realism to the computer model or when lighting or shadow studies are required for a project. Therefore, if the goal of the project is to show any of these details visually, real-time simulation should not be used. Web Development The Internet has revolutionized how information is conveyed and shared. The transportation design community has recog- nized web development as an important part of the overall project development process. Several categories of websites can be produced, including, but not limited to, the following: • Promotional sites. These sites typically serve as an online brochure to help increase public awareness for pending, upcoming, or active projects. They are usually static in content, but may involve some dynamic elements, such as information-gathering forms and database-driven elements. • Project-based sites. These sites allow the project to be managed from multiple and even remote locations by means of the Internet. Management tools such as project scheduling, e-mail, and file management can all take place on the Internet. Various levels of secu- rity can be assigned to ensure data integrity and accu- racy. With one common site, data for the project can be located quickly. Past problems of multiple file ver- sions can also be eliminated by a common project- based website. • Public outreach. These sites enable the general public to both access up-to-date project information and voice its opinions and concerns (see Figure 18). As the proj- ect progresses, the website can be updated with such information as project milestones, present and future traffic impacts, alternative transportation solutions, published meeting reports, and schedules. Multimedia Development Multimedia systems support the interactive use of text, audio, still images, videos, and graphics. Each of these elements must

14 FIGURE 20 Scene from a video production that combines photo-simulation, 3D digital modeling and animation, and computer-generated graphics. FIGURE 19 Multi-media graphic with “roll-over” capabilities. Roll-over capabilities allow the viewer to select an image within the graphic to see alternative images and text. Place your mouse over the colored areas for more information. FIGURE 18 Public outreach website.

15 be converted in some way from analog form to digital form before they can be used in a computer application. Thus, the distinction of multimedia is the convergence of previously diverse systems. Commonly, multimedia elements are con- sidered applications that are executed from a CD-ROM. The key advantage of this visual tool is its interactivity. The user has the ability to navigate at will throughout the multimedia system, using such features as “roll-over” capabilities to access alternative images, audio, or text (see Figure 19). Examples of multimedia tools include self-paced tutorials, informative project pieces, and outreach tools for stakeholder or public involvement. Video Production Video production combines the visual tools of photo-simu- lation, 3-D digital modeling and animation, and computer- generated graphics to create an informative depiction of a project (see Figure 20). The final product is an effective out- reach tool that can be shown multiple times and from most locations. Video productions can be aired on local cable access, and copies can be made available at various munic- ipal facilities in a variety of formats, including VHS, DVD, CD-ROM, and Beta-SP. Video production is the art and ser- vice of producing a finished video product to a customer’s requirement. Videos can satisfy a wide range of demands, from demonstrating safety features in dangerous environ- ments to providing training. An example of a more everyday application is a television news article. Video producers take an outline, produce a script, create storyboards, and begin production. This process often includes experts ranging from CADD staff to computer graphics technicians. The production is created, put on broadcast-quality tapes, edited, and presented in a draft or “guide” form. Sound tracks and visual effects are then added, and the final video is pre- sented. With the increasing use of video in a wide range of commercial and government functions, video production is a fast-growing industry.

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TRB's National Cooperative Highway Research Program (NCHRP) Synthesis 361: Visualization for Project Development explores the visual representation of proposed alternatives and improvements and their associated effects on the existing surroundings. The report examines the best practices and experiences within transportation agencies that are developing and incorporating visualization into the project development process.

Errata Notice

NCHRP Synthesis 361 contained incorrect information in two places on page 24. The last line in the paragraph under the heading "Organization" (column one) should read: In 1995, visualization became operational; a formal group was established that is still in place today. Also, the first line in the final paragraph in column two under the heading "Research and Development" should read: Visualization research is ongoing as the technology evolves.

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