The Mineta Transportation Institute at San Jose (Calif.) State University has attracted to its educational program a diverse group of students and faculty with a vast array of transportation expertise and experiences. Here, students can earn their Masters in Transportation Management (MSTM) and apply that knowledge to their careers.

This blog was created for students, alumni, and faculty, providing a glimpse into the transportation projects and experiences that contribute to the educational quality at MTI. Others with an interest in surface transportation management are welcome to comment or contribute.

Friday, December 4, 2009

Afghanistan: A marathon, not a prize fight


By Brian Michael Jenkins

President Obama's decision to send 30,000 additional troops to Afghanistan reflects a nation deeply divided on the war. There are compelling arguments on both sides.

Sober-minded observers see al Qa'ida, the reason the U.S. came to Afghanistan in the first place, as a spent force whose leaders are now in Pakistan. And the Taliban, while a hateful horde, are not America's problem. These war critics further point to the corruption of the Afghan government, the reluctance ofAmerica's allies, the strain on already stretched armed forces, and the added costs of the war on a distressed economy. All these are valid points.

Skeptics also correctly point out that large-scale deployments risk increasing local resentment, which the Taliban are quick to exploit. But above all, critics fear that the United States cannot achieve anything that looks like victory in Afghanistan, and will instead become entangled in an open-ended imperial mission. In their view, the United States should start winding down now.

Today, however, the president apparently sided with the equally thoughtful analysts who warned that leaving an undermanned U.S. force to flounder in Afghanistan, or ordering a full withdrawal, would be portrayed as a U.S. defeat. It would hurt American diplomacy elsewhere. America's jihadist foes would be buoyed by their victory, their determination strengthened -- an encouragement to further terrorist attacks. Perceptions count.

But more importantly, U.S. military withdrawal would leave Afghanistan in chaos, in which al Qa'ida and its allies, always resilient and opportunistic, would flourish. If further terrorist attacks did occur once U.S. troops were out, it would be even more difficult for them to return. Pakistan, meanwhile, would likely abandon its campaign against its own Taliban insurgents and instead seek new deals.

The troop reinforcements Obama ordered today are necessary to check Taliban advances, signal America's continuing commitment, keep allies on board, and exploit opportunities created by Pakistan's efforts on its side of the border.

But this debate has been unwisely distilled down to the number of troops Obama is willing to send to Afghanistan. Too much weight has been placed on this figure, as if there were precisely a right number. Any number greater than zero indicates a conviction that the United States can ultimately prevail. Obama has met that hurdle. The real question is how he can achieve victory with the troops he has committed..

The president can hope that by sending reinforcements now, commanders in the field will be able to turn a bad situation around fast, before political calculations inevitably necessitate a troop drawdown. But more troops mean more American casualties, more money, and expectations that Afghanistan can be "fixed" any time soon. A large U.S. deployment comes with a time table. It may not be a realistic one. A long contest is a given.

The U.S. time horizon must compare with that of the Cold War, not that of World War II. That will not go down well domestically. Americans' natural instinct is to go in big, get it done, and get out. But a slow, patient strategy, with limited aims, is the better bet – for America, and for Afghanistan.

However many more troops are deployed, the United States will not likely be able to drive the Taliban out of Afghanistan, their native land. At the same time, the Taliban cannot take over Afghanistan as long as U.S. and NATO forces remain there. Their strategy is to erode our will to stay.

The Taliban and al Qa'ida will likely welcome the commitment of 30,000 more U.S. troops, as well as another 5,000 from other countries. But they would likely be dismayed by a credible commitment that the United States will, if necessary, stay another 40 years.

It will take decades to develop national institutions, build effective Afghan army and police, raise the standard of living and change the pervasive culture of violence. Meanwhile, the metrics, milestones and timetables so appealing to American notions of management will serve only as markers for domestic partisan maneuver.

Americans must also be realistic about what they can expect from the Afghan government. Clearly it does not meet our standards, but the United States should decouple its military commitment from Afghanistan's political progress. The United States is in Afghanistan primarily for its own reasons – to prevent al Qa'ida and its jihadist allies from taking over. Democracy and good governance must be goals, not preconditions, of the U.S. presence.

The Afghans have their own skin in the game – literally. According to a recent poll, one in six say they or relatives have been the victims of violence or crime in the past year alone; 78% support democracy, but 51% are still afraid to vote. The United States should push for political progress while accepting imperfections.

The war will not be over in the 18 months the president has indicated for the beginning of a troop withdrawal, but reducing the American footprint in Afghanistan as soon as possible makes sense strategically. American forces have learned a great deal about counterinsurgency since 2003, but they are still not the best for the job, because however skilled, they are foreigners. The pacification of Afghanistan must ultimately be carried out by Afghans.

The United States can accelerate the slow process of building an Afghan national army by embedding allied soldiers in Afghan units, which they are doing, and by integrating Afghan and allied units. To get more Afghan soldiers quickly, the United States should simultaneously build up local and tribal defense forces, which require less training and can be fielded even faster. This is a traditional task for Special Forces and Marines.

These are irregular forces. Using them involves risks, revolts, betrayals. That is the nature of tribal warfare.
Tribal forces are opposed by the Afghan government and, until Iraq, unloved by American commanders. But from the Philippines to the Middle East, the United States has effectively mobilized indigenous irregulars to help defeat native insurgents.

In Vietnam, where I served with Special Forces, several thousand Americans recruited and managed an irregular self-defense force of 50,000 fighters – a ratio of roughly 25 to 1. We armed them, paid them, and took care of their families. Most of them came from the region's mountain tribes. Many of them were former Viet Cong guerrillas. They were highly effective because they fought on their own turf.

In Iraq, the key component of success was not simply the modest increase in American forces. It was a fundamental shift in strategy that included the recruitment – often for cash – of more than 100,000 Iraqi fighters, many of them former insurgents.

In Afghanistan, U.S. political and development officers could be embedded into local military teams, or military officers could be trained to take on additional development tasks. They would also be in the business of dispensing rewards to cooperative locals and outbidding the Taliban to recruit fighters. It is certainly cheaper and better to buy off the insurgents than to try to keep them from shooting at Americans and terrorizing Afghans.

There is nothing to negotiate with fanatics who subscribe to al Qaeda's brand of jihad, but the Taliban is more complicated than that and includes local chieftains with whom some political accommodations may be possible. The "terrorist" label should not prevent creative and pragmatic dialogue.

President Obama's decision does not end the public debate about America's goals and strategy. He has a hard sell. Americans believe “good” wars are short and lack patience for protracted entanglements. The president must explain that long-term commitments and pragmatic, limited strategies may defeat al Qa’ida where over-ambitious, hasty ones will certainly fail.

Brian Michael Jenkins, author of
Will Terrorists Go Nuclear? (Prometheus, 2008), is director of the Mineta Transportation Institute's National Transportation Security Center of Excellence. He also is senior advisor to the president of the RAND Corporation, a nonprofit institution that helps improve policy and decision-making through research and analysis.

Monday, November 23, 2009

Will Federal Stimulus Money Spark a High-Speed Rail Renaissance in the U.S.?

By Larry Greenemeier, Scientific American

The drive for energy conservation coupled with the recession has the U.S. switching policy tracks with its push to develop a high-speed rail transportation network. But does it have enough engineering expertise to do it right?

Although so-called bullet trains in France can travel at speeds approaching 575 kilometers per hour, their adoption in the U.S. has been more local than express. Now, 140 years after the transcontinental railroad's nearly 2,900 kilometers of track first connected both U.S. coasts, a number of states are hoping for a second golden age of rail, this time fueled by the Obama administration's pledge of billions of stimulus dollars for high-speed railway development.

To read more, go to Scientific American at www.scientificamerican.com/article.cfm?id=high-speed-rail

Friday, November 20, 2009

Asia Light Years Ahead of the US in Clean Tech Investment - Financial and Economic Consequence


Asia is investing hundreds of billions of dollars more than the US in clean technology, according to a new report by two research institutions. In the future, the US may be importing trillions of dollars of needed clean technology (and losing countless jobs to Asia) as a result.

In total, the report showed that China, Japan, and South Korea will invest about $509 billion in clean tech over the next 5 years, whereas the US (with our greenest President in decades, maybe ever) is only expected to invest $172 billion (about 3 times less) — this is assuming the climate and energy legislation in Congress passes.

If the US were to invest the same percentage of its Gross Domestic Product (GDP) as South Korea, it would invest almost $140 billion per year ($700 billion over this five year period)! Compared to China, the anticipated per-GDP investment ratio is 1:4 (US to China).

To continue reading, click on...
http://cleantechnica.com/2009/11/20/asia-light-years-ahead-of-the-us-in-clean-tech-investment-financial-and-economic-consequences/

Wednesday, November 18, 2009

Riding the Rails in Tokyo Is Overwhelming, But Easy
by Dave Demerjian, Autopia

With 882 stations on 14 lines, Tokyo’s amazing subway system is one of the largest — and busiest — in all the world. The system map is a twisted mass of squiggles that resembles a Jackson Pollock painting, and conditions on its trains give new meaning to the word "crowded." It all had me more than a little nervous as I headed to Tokyo for a business trip. [Read more at the link below.]

http://www.wired.com/autopia/2008/11/riding-the-rail/

Monday, November 2, 2009

Job Opportunity

The NEXTRANS Center (Region V Regional University Transportation Center) is currently seeking applications for the position of Managing Director (MD).

Position Title:
NEXTRANS Center Managing Director (0901129)
Purdue University Discovery Park

Location:
West Lafayette, Indiana

Job Description:
The NEXTRANS Center Managing Director (MD) implements the Center's strategic plan by overseeing the delivery of its research, education, and outreach programs and activities. The MD provides day-to-day supervision of Center staff, equipment and facilities. S/he serves as an operational liaison to the Center's executive committee, advisory council, affiliated faculty, external sponsors, internal business and academic units, and institutional and programmatic partners. The MD develops annual budgets, monitors finances, expenditures and cost-share reporting. S/he coordinates the research selection process for proposals and the development and execution of educational programs, outreach events, and sustainability initiatives. The MD is responsible for monitoring and collecting various data and information to ensure timely delivery of required publications, reports and performance indicators. S/he represents the Center at events and activities when delegated by the Center Director and performs other duties as assigned.

Required:
• Masters Degree in Engineering, Science, Business or allied fields
• Five or more years of professional experience
• Significant experience serving in a managerial role, and experience in a transportation-related field

Preferred:
• Ph.D.
• Experience with academic (faculty and administration) environment

Additional Information:
• FLSA: Exempt (Not Eligible for Overtime)
• Retirement Eligibility: TIAA/CREF Contributions Immediately

Apply for this position

http://purdue.taleo.net/careersection/wl/jobdetail.ftl?lang=en&job=83460

Learn more about the NEXTRANS Center
http://www.purdue.edu/discoverypark/nextrans

Wednesday, October 14, 2009


Here's an interesting article, with a link so you can continue reading...

Bush DOT Chief Discusses Reauthorization

By Lisa Caruso, National Journal

Mary Peters served as President George W. Bush's secretary of Transportation from 2006 to 2008 and as the head of the Federal Highway Administration from 2001 to 2005. During her tenure she proved an advocate of market-based approaches to transportation problems. An Arizona native, Peters returned to her home state in 2008 and is currently consulting for Zachry American Infrastructure, which promotes private investment in infrastructure projects, and the engineering firm HDR. She spoke this week with National Journal about how best to pay for the infrastructure improvements the country needs.

NJ: The surface transportation law expired at the end of last month, and Congress only extended it for 30 days. How much longer should it be extended in order to complete reauthorization -- until the end of the year, as House Transportation and Infrastructure Committee Chairman James Oberstar, D-Minn., has urged, or 18 months, which the administration and the Senate favor?

Peters: I would endorse where the administration and the Senate have been. If this is really important, we need to get it right, as opposed to rushing something through. We need to focus a little further out into the future so that we can get widespread agreement on what we need to do with the next program.

(To continue reading, go here: http://insiderinterviews.nationaljournal.com/2009/10/post-1.php)

Wednesday, September 30, 2009

Dubai Adds Its First Metro

We take the metro for granted, but in Dubai, it's a novelty. Note how excited the people are to have this kind of public transportation.

http://www.gulfnews.com/nation/Traffic_and_Transport/10347699.html

Tuesday, September 22, 2009

Career Resource for Transit Professionals

TransitTalent.com is a career resource for public transportation professionals, as well as a source of news and commentary relating to the world of public and private buses, passenger rail and other mass transit modes. The site includes. . .

• Job Listings
• Job Alert Feature
• Resume Database
• Listings of Solicitations (RFPs, IFBs, etc.)
• Daily News Updates
• Transit Commentary
• Annual Salary Survey

Employers can post job listings for just $75 for five weeks. For more information, visit http://www.transittalent.com/post_job_new.cfm or contact Kristen Force (address below).

You also may be interested in subscribing to TransitTalent's weekly newsletters. . .
• Transit Intelligence
• School Bus Intelligence
• New Jobs in Transit

Read recent newsletters and sign up for a subscription at www.transittalent.com/newsletter_archive.cfm

Kristen Force
Marketing Manager
TransitTalent.com
kristen.force@TransitTalent.com
(310) 375-6413

Thursday, September 17, 2009

World's Greatest Bullet Trains

Here's a link to an interesting article, with photos, about the world's most notable bullet trains.

http://kathika.com/information/20090917-006439/

Monday, September 14, 2009

Mineta Transportation Institute Publishes Study on Recruiting Candidates into Transportation Careers

Researchers Agrawal & Dill investigate factors that could lead planning and engineering students to specialize in transportation-related work.


San Jose, Calif., September 14, 2009 – The Mineta Transportation Institute (MTI) has published Report 08-03, Paving the Way: Recruiting Students into Transportation Careers. This report examines the factors that lead civil engineering undergraduates and urban planning masters’ students to specialize in transportation, as opposed to other sub-disciplines within the two fields.

“As Baby Boomers reach retirement, the transportation industry faces a growing shortage of professional engineers and planners,” said Dr. Asha Weinstein Agrawal, a principal investigator for the study. “One key strategy in solving this problem will be to encourage more civil engineering and urban planning students to specialize in transportation while completing their degrees. This way, employers will have a larger pool of quality recruits.”

However, very little is known about how these students choose a specialization. This report addresses that knowledge gap. The primary data collection methods were web-based surveys of 1,852 civil engineering undergraduates and 869 planning masters’ students. The study results suggest several steps the transportation industry can take to increase the number of civil engineering and planning students who wish to specialize in transportation.

Some of the report’s primary recommendations include broadening the students’ view of the transportation profession; developing course modules that highlight the interdisciplinary nature of transportation
planning; providing more and better publicized scholarships and research assistantships; changing women’s perception of the transportation profession as unwelcoming to them; having women transportation planners as guest speakers and mentors; and several other recommendations.

Besides Dr. Agrawal, the other principal investigator for the study was Dr. Jennifer Dill.

The free document can be downloaded from http://www.transweb.sjsu.edu/. Click “Research” and then “Publications.” Scroll down to the report.

Monday, August 24, 2009

Ernesto Chavez, Mineta Transportation Institute Graduate Student, Wins American Public Transportation Foundation Award

The Anaheim resident is a planning manager with the Los Angeles County Metropolitan Transportation Authority.

San Jose, Calif., August 19, 2009 – Ernesto Chavez has won the American Public Transportation Foundation (APTF) Donald C. Hyde Memorial Essay Award. He is a Master of Science in Transportation Management student at the
Mineta Transportation Institute (MTI) at San Jose State University and a transportation planning manager with the Los Angeles County Metropolitan Transportation Authority. He will be honored at an October awards program at the American Public Transportation Association’s annual conference in Orlando, Fla.

In May, the Anaheim resident was chosen to represent MTI at the annual Eno Transportation Foundation Leadership Development Conference in Washington, D.C. This conference brings transportation graduate students to the nation's capital for a better understanding of how U.S. transportation policy is made and implemented.

Yvette E. Conley, director of development for APTF, described Mr. Chavez as “a much deserving young professional.”

In his essay, he described his career path in public transportation and how he views transportation planners as consensus builders with the community. “Transportation solutions that are ultimately implemented are the result of a consensus building process,” he wrote. “My goal is to develop as a professional who can facilitate the transportation debate and help improve life in our cities.”

The mission of the APTF is to increase and retain the number of young professionals entering the public transportation field as a career in order to sustain growth and improvement throughout the industry.

Thursday, August 6, 2009

A Personal View of Japanese Train Systems

by Nina Rohlich, MSTM '09
Mineta Transportation Institute, San Jose, California

The time I spent living in some of the big cities in Japan—Kyoto, Osaka, and Tokyo—and experiencing the public transit system there are what originally got me interested in learning more about transportation issues here in the U.S. Ultimately, that interest led to my pursuit of a career and degree in the field.

What did I like most about the train systems in Japan?

After graduating from college, I joined the workforce in Japan and became one of millions of public transit daily commuters. What impressed me the most was the quality of the public transit systems, from the timeliness and frequency of the trains to the efficiency and clarity of the station designs, along with the comfort, cleanliness, and safety of the rail system. The information available to passengers both within train cars and at stations is extremely detailed and helpful. I especially liked how easy it was to navigate the complex subway systems. The signs clearly displayed where, when, and how to transfer between lines.

For example, the Tokyo Metro Tozai Line diagram showed the name of each stop on the line, including the number of minutes between other stations, the lines for transfers (represented by different colored circles), as well as the station number for each station (T-18).

Tozai Line Diagram:


Some diagrams inform which train car in to board so the riders are closest to their desired exits for transferring to another line or going to a specific location at a station. This type of information assists passengers to use their time efficiently, and it makes a smoother commute. One of the most useful features on the
Yamanote Line train cars in Tokyo is the display screen in each car above the doors. Here's a video link on youtube: http://www.youtube.com/watch?v=TGaiPKj9j0w. Notice it displays the entire loop line with the time it takes to get to each station (both English and Japanese), as well as transfer information for upcoming stops, any delays or incidents for the different lines, even which side the doors will open at the next stop. Given the number of people who use the system, every little bit of information helps passengers reach their destinations faster.

How was the rush hour commute?

One of my first memories of the morning commute in Tokyo was waiting for the train at Kasai Station, closest to my apartment on the
Tozai Line. I was waiting on the platform for the train only to find that it was packed when it arrived. I saw on the display sign that there was another train coming in two minutes, so I decided to wait rather than squeeze my way onto the train with the other commuters. I wondered why the other passengers didn’t just wait for the next train because this one was so packed. Two minutes later, the next train arrived even more crowded than the previous one. I waited for the next train, and two minutes later it was the same thing.

It turned out that the trains on the Tozai Line run over capacity during rush hour. I learned that it’s best just to squeeze your way in even when you see only a few inches of floor space. The
Tozai Line is one of the most crowded lines in Tokyo because it runs through the center of the city and connects directly to almost every other subway line in the Metro system. Interestingly enough, my station did not have the legendary station attendants who help to cram passengers on the train.

Did I ride the bullet train?

It seems odd to talk about Japan and transportation without mentioning the Shinkansen bullet trains. Below are a couple of pictures and notes about my most recent visit to Japan in December 2007. As a Christmas gift, I received tickets to ride on the newest Shinkansen train, the N700 Series.
http://en.wikipedia.org/wiki/N700_Series_Shinkansen. Again, I was amazed by the number of trips offered daily, the comfort, and the speed— it’s truly incredible.

Shinkansen today:

In addition to experiencing the newest that Japan high-speed rail has to offer, I took a trip to the Japan Railway Museum http://www.railway-museum.jp/en/index.html for a historical perspective and saw one of the first Shinkansen models from 1964. Amazing, isn’t it? That represents 45 years of high-speed rail!

Old Shinkansen at the Museum:

What do I miss most?

With the exception of the over-crowded trains, my experiences commuting in Japan were very positive. I miss the fast, reliable, clean, safe, and overall high-quality experience that the public transit systems in Japan offer. While it’s important to strive for similar service for public transit systems in the U.S., I know from my MTI classes that a number of factors make it challenging and even illogical to have comparable (not to mention profitable) systems here. As discussed in the Transportation Planning and Development class, there are historical, cultural, political, geographical, and economic reasons that make it difficult to create and maintain such systems in the United States. Additionally, the Transportation Funding and Finance class illustrated to a further degree the challenges of paying for public transportation.

Regardless, it’s important to learn from other transit systems around the world, to gather ideas and inspiration, and to see how we can make aspects of those public transportation systems work here in the U.S.
y





Tuesday, July 21, 2009

Interview with MTI student Matt Sandstrom


One of our students, Matt Sandstrom, worked at Ford Motor Company before coming to MTI to study transportation management. Considering the radical change underway at the Big Three, I sat down with Matt to get his take on the industry and find out how the Master of Science Transportation Management (MSTM) fits in to his career plan.

David Dias: I understand you worked for one of the Big Three automotive companies before coming to MTI. What kind of work did you do?
Matt Sandstrom: I worked at Ford Motor Company in Global Marketing, Sales, and Service. After nine months in Dearborn, Michigan, I was transferred to a field assignment in the Pacific Northwest. As a point of contact for dealerships in Portland, Seattle, and Alaska, I worked with dealership managers to launch marketing programs, resolve customer service issues, and improve sales processes as designated by Ford’s Customer Service Division. Later, I moved to California to work as a Fleet Zone Manager for Ford’s Commercial Vehicle Operations. In this role I spent my time with Ford’s largest fleet customers assisting fleet managers with dealer disputes, technical issues, technical training needs, back ordered parts, and warranty issues.

DD: Alternative fuel vehicles are all the buzz in the news lately. Did you do any work with alternative fuel or hybrid vehicles while working in the industry?
MS: Federal legislation requires that many municipal governments and utility companies operate a large percentage of their non-emergency vehicles on alternative fuels. Working with large municipalities, state highway patrol, and utility companies, I spent much of my time responding to concerns with biodiesel and other alternative fuels.

DD: While at Ford, did you suspect the Big Three were in serious trouble?
MS: There was definitely great fear that if the economy were to take a turn for the worse, very big problems would arise. It struck me as strange that a company as large as Ford or GM might not have the cash reserves to survive during a normal economic slowdown. On top of that, competition from foreign manufacturers was incredibly fierce. If you look at Big Three’s market share in California, it’s scary. I also remember going through multiple restructuring efforts. But, when CEO Alan Mulally took over for Bill Ford Jr. there was definitely a positive change in the company. Before Mulally, it was normal to hear executives urge dealers and employees to oppose any new CAFÉ standards. I find it a little ironic to see CEOs from the Big Three now supporting nationwide acceptance of California’s tougher emission standards in 2012. Honestly, the industry is face-to-face with many of the challenges it avoided for far too long. It hurts a lot more now that they have to face these challenges all at once. That might just be the difference between Ford and GM and Chrysler. Ford began facing its problems and digging its way out before the economy slipped into recession.

DD: Where and when did you develop your interest in Transportation Management?
MS: Having never lived outside the Midwest, I was awestruck by the progressive urban landscape in both Seattle and Portland. I came to wonder how Portland and Seattle could be so different from my Midwestern hometown of Cleveland, Ohio. In particular, while I worked in Portland I had a lot of fun learning about its transportation system and land use policies. I suppose my interest got the best of me and turned to MTI for guidance and to find a new career path.

DD: As far as I know, you are the only student enrolled in the MTI program from the Auto Industry. Why did you choose the program and what do you hope to accomplish with the degree?
MS: Sometimes I think people have a hard time understanding why I left Ford to study transportation management, as if they’re not related. Automobiles are the reason we have the Interstate Highway System, local streets and roads, and a host of transportation policies and programs. If you’re an executive at one of the Big Three, transportation policy can have a huge impact on the business. Whether it’s HOV lanes or emission requirements, it’s crucial that Detroit is paying attention to what Washington is doing. Things are really changing now and I think it’s a really exciting time to be studying transportation management.

DD: What kind of work are you doing now?
MS: I left Ford Motor Company in 2008 to work for the County of San Mateo. I’m still in a sales and marketing role, which is great. I’m working in economic and workforce development and it’s really rewarding work. Interestingly, there is a big tie to transportation and I’m able to incorporate some of this work into my studies at MTI. It turns out that transportation is a huge barrier to work for low-income adults. If you’re a single mom with three kids and little job training or education, it can be a real challenge to get the kids to daycare and get to work without a car. This is a big challenge for transportation managers and there aren’t a lot of good solutions out there, yet.

DD: How far along in the program are you?
MS: Just about halfway through. I’ve taken classes in transportation funding and finance, planning, marketing and communication, and of course, Dr. Haas’ introduction course.

DD: What are you getting out of the program?
MS: I’d like to believe I’m sharpening my communication skills and learning to be a better manager. That might not be what you expected to hear. MTI is not just about learning transportation management policies. It’s about training students to reach high level management positions in the field of transportation management. Obviously, you won’t get to these positions without exceptional written and verbal communication skills. This is where the program is really challenging me to improve. That said, I know a lot more about transportation management that I couldn't have learned on my own. I’d also be remiss if I didn’t mention my classmates and instructors/professors. For the transportation professional, the networking opportunities are top shelf.

DD: What do you hope to do when you finish the program? Do you see yourself working in the Auto Industry again?
MS: For now, I’m going to keep my options open. I think sales and marketing will continue to drive my economic engine and I’ve narrowed my career interest into two areas. I’d like to take my time deciding whether I want to work for the public or private sector long term. If I decide to stay in the public sector, I’d like to work as a director of marketing or communications for a major transit agency. If I go back to the private sector, I’d like to work for a major corporation that designs and sells transportation solutions and services that improve quality of life and enhance the livability of our cities. To me, this means less congestion, shorter commutes, fewer carbon emissions, and walkable streets. If an opportunity presents itself to work toward these goals in the auto industry, I can certainly see myself working there again. Wired Magazine recently ran a story suggesting the Big Three start thinking of themselves as transportation companies rather than automobile companies. I like the idea.

DD: Is there anything in the program that you think would benefit other auto industry employees?
MS: To me this seems to be an obvious question. It’s pretty clear that surface transportation policy presents a host of opportunities and threats that affect the auto industry. This has been the case since Henry Ford started selling Model Ts.