A New Traffic-Calming Device:
Speed Kidney
The speed kidney is a new
traffic-calming device that
consists of a raised and curved
area placed at the center of
any lane. Drivers can choose
to adopt a curved path,
moderating speeds but avoiding
disadvantages of speed humps
such as emergency response
delay, vehicle damage, and
vertical discomfort. Moreover,
it maintains uniform speeds
and produces less negative
environmental impacts than
speed humps with a similar cost.
BY ALFREDO GARCA, PH.D., ANA TSUI MORENO, M.S.,
AND MARIO A. ROMERO, PH.D.
28
Introduction
Speed tables, speed humps, and speed
bumps have been widely implemented
in urban streets and crosstown roads.
Their objective is to improve road safety
by lowering speeds and/or traffic volume.
Consequently, both crash frequency and
severity would be reduced.1 Several stud-
ies have been conducted to evaluate the
effectiveness of traffic-calming measures
on speed reduction and operating speed
over individual traffic-calming measures.
Their results have been summarized in
several publications.1
Even though traffic-calming measures
are usually installed in response to a public
complaint on neighborhood traffic, most
users reject traffic-calming measures be-
cause of their negative effects: drivers and
passengers suffer discomfort even if they
drive at a moderate and appropriate speed,
vehicles are damaged, and neighbors can
perceive more noise. In fact, speed humps
increase traffic noise level between 1 and 5
decibels (dBA) because of deceleration and
acceleration cycles.2 This causes higher
noise level variations that are more annoy-
ing than a constant noise level.
Another disadvantage of vertical traffic-
calming measures is that they affect all
vehicles, including emergency vehicles
and public transport. They increases the
response time of fire trucks3,4 and am-
bulances,5 and decrease the commercial
speed of buses. To overcome this problem,
the U.K. Department of Transport has
developed a code of practice6 to consult
emergency services on proposals to intro-
duce traffic-calming
measures and agree on
the means of imple-
menting those propos-
als. Furthermore, the lower speed lumps
were considered more adequate than speed
humps for fire-rescue vehicles.7 Imple-
menting these vertical traffic-calming
measures may also produce an irregular
speed profile, which results in higher fuel
consumption and emissions due to decel-
eration and acceleration cycles.8
To minimize the inconveniences of
speed tables, speed humps, speed bumps,
and speed lumps, a new traffic-calming
device, the speed kidney, was developed.
This paper provides geometric design,
technological development, field evalua-
tion, and implementation criteria for the
speed kidney.
Geometric Design
The speed kidney is composed of a main
speed hump and a complementary speed
hump disposed on the same cross-section
(Figure 1a and 1b). If passenger car drivers
adopt a straight path (Figure 2a and 2b),
they would ride the speed kidney with one
or two wheels over the main speed hump,
the same as a usual speed cushion or speed
table. Therefore, speeds would be reduced
because of vertical discomfort. However,
the shape of the main speed hump is dif-
ferent: it is curved. Moreover, it does not
occupy the entire street cross-section be-
cause it is located on the center of the lane.
Consequently, drivers could modify
their path, adapting it to the curvature
of the main speed hump to avoid both
vertical discomfort and mechanical dam-
age. The optimal path of a passenger car
would be curved, as a chicane or slight
zigzag (Figure 2c). The main speed
humps effective width is narrow enough
that wider vehicles, such as emergency
vehicles, trucks, or buses, could follow a
straight path straddling the main speed
hump, as with speed cushions, but pas-
senger cars would pass over with at least
one of their wheels. However, its width is
narrow enough that passenger cars can de-
velop a curved path without passing over
their wheels. Furthermore, cyclists can
traverse the device without deflection by
driving through the gaps between either
the main speed hump and the comple-
mentary speed hump or the speed kidney
and the edge line (or curb).
ITE JOURNAL / DECEMBER 2012
 (a) (b)

Figure 1. Speed kidney: (a) plan view; (b) cross-section at the midpoint.

The speed kidneys geometric design9

determined the initial values of the main
design variables, as well as the variations
in their range (Table 1).
The following procedure is used to
construct speed kidneys: (1) laying out
the contour on the site; (2) cleaning the
designated locations of dirt, loose stone,
and other debris; (3) milling; (4) paving;
(5) compacting; and (6) painting. Type
A asphalt concrete is used, with a 3/8-in.
maximum aggregate and penetration-grade
bitumen 40/50 (AC8 SURF 40/50 D).
Costs are similar to speed humps or speed (a) (b) (c)
tables. Prefabricated rubber speed kidneys
could also be affixed to the roadway. Figure 2. Speed kidney paths: (a, b) straight; (c) curved.
To ensure that trucks can safely strad-
dle the main speed hump on a straight Table 1. Recommended values.
path, the lane width should be at least 12
ft. (3.7 m). However, some streets are not Parameter Recommended Value Range
wide enough to implement a pair of speed Main Speed Kidney
kidneys. In that case, the sidewalk curb or Width W 4.4 ft. (135 cm) 4.34.6 ft. (130140 cm)
edge line should be modified to a curved Effective width O 5.6 ft. (170 cm) 55.7 ft. (150175 cm)
line following the speed kidney curva-
ture (Figure 2b), keeping the remaining Radius R Depends on operating speed 3366 ft. (1020 m)
sidewalk wide enough for pedestrians. Height H 3 in (7.5 cm) 2.43.2 in (68 cm)
The modified line could be composed of Entrance ramp slope ERS 12% 1015%
a single curve or three circular curves, as
Lateral ramp slope LRS 16.5% 1520%
a reverse curve. In any case, the central
curve and the speed kidney are concentric, Complementary Speed Hump
with the radius depending on the speed Width on each lane Wc 2.8 ft. (85 cm) 2.53.2 ft. (75100 cm)
kidney radius.9 Offset
On-street parking must be prohibited Main speed hump
on both sides of the speed kidney to allow complementary speed hump
Oi Depends on lane width 34 ft. (90120 cm)
drivers to safely perform a curved path.
Main speed humpshoulder Oe Depends on lane width 2.34 ft. (70120 cm)
Marking and signing were selected accord-

ITE JOURNAL / DECEMBER 2012 29

ing to a perception study carried out dur- pus street with actual drivers (Figure 3b), marking with a red flat top because it
ing the technological development.10 The and controlled tests in a specific test track provided a better contrast with the pave-
speed kidney is painted in red and white with 18 different geometries (Figure 3c). ment. The entrance and exit ramp were
(Figure 1), and a speed hump warning sign In the first stage, operating speed also red. A white triangle indicated the
must be installed.11 A supplemental warn- (km/h) was found to be approximately direction on the entrance ramp. Signs
ing plaque should be displayed in com- double the radius (m). In the second were also evaluated; the preferred sign,
bination with the warning sign with the stage, one-third of the drivers developed which could be adopted as supplemental
optimal path sketch (Figure 3). Because a curved path intuitively and the remain- warning plaque, was the plan view of the
the beginning of the speed kidney is not ing two-thirds went on straight ahead. speed kidney and the path followed by the
perpendicular to the road, snow plows will Operating speed was reduced from 30 to wheels (Figure 4).
not impact it and snow operations would 19 mph (49 to 31 km/h), and operating %IGHTEENDIFFERENTGEOMETRIESWERECON-
be easier than on curb-to-curb devices. speed was the same regardless of the ve- structed on the test track, with varying
HICLESPATH%VENTUALMARKINGANDSIGNING radii (32.8, 49.2, or 65.6 ft.; or 10, 15, or
Design Hypotheses WAS ALSO ASSESSED $RIVERS PREFERRED THE 20 m, respectively); entrance ramp slopes
The following design hypotheses were
based on the new traffic-calming measure:
s 0ASSENGERCARSPEEDSWOULDBEMOD-
erated instead of locally reduced: The
curved path allows cars to circulate
smoothly without hard brake appli-
cation, making speeds more uniform
along the segment.
s $RIVERSANDPASSENGERSDISCOMFORT
WOULDBEMINIMIZED$RIVERSTHAT
circulate at an adequate speed can
pass without any wheel over the (a) (b)
main speed hump.
s -ECHANICALDAMAGEONCARSWOULDBE
reduced: Vehicles do not have to go
over the speed kidney.
s $ELAYSONEMERGENCYVEHICLES
trucks, and buses would be mini-
mized: Wider vehicles can circulate
with a straight path without going
over the speed kidney.
s 2OADSAFETYWOULDBEINCREASED0AS-
senger car speeds are moderated. (c)
s .OISEWOULDBEREDUCEDCOMPARED
with speed humps, speed bumps, Figure 3. Speed kidney experimentation: (a) preliminary test; (b) first real implementation; and (c) test track.
SPEEDTABLESANDSPEEDLUMPS$E-
celeration and acceleration cycles are
minimized and trucks do not have to
change gear to go over a speed kidney.
s &UELCONSUMPTIONANDEMISSIONS
would be optimized compared with
speed humps, speed bumps, speed ta-
BLESANDSPEEDLUMPS$ECELERATION
and acceleration cycles are minimized
if they are adequately spaced.

Technological Development
To evaluate the speed kidney and validate
the design hypotheses, three tests were car-
ried out:9 a preliminary test with only the
contour marked on the pavement (Figure
3a), one first real implementation in a cam- Figure 4. Speed kidneys in Almussafes east ring-road.

30 ITE JOURNAL / DECEMBER 2012

(9.3 percent, 11.2 percent, 14.0 percent);
lateral ramp slopes (15.5 percent or 18.7
percent); and effective width (4.9, 5.4, 5.6,
or 5.7 ft.; or 1.50, 1.65, 1.70, or 1.75 m,
respectively). A 4.4 ft. (1.35 m) width was
adopted. The speed kidney height was a
constant 3 in. (7.5 cm) to allow drivers
to perceive it without causing them any
difficulty to go over it. A total of 4,188
tests were performed on the track with dif-
ferent vehicles: passenger cars, trucks, and
motorbikes.9 One conclusion was that a
speed kidney radius of 49.2 ft. (15 m) was
optimal for drivers; they could navigate
the curved path better, had a lower risk
perception than that for a speed kidney
of 32.8 ft. (10 m) radius, and were able
to moderate their speed better than with
a 65.6 ft. (20 m) radius speed kidney. The
optimal effective width was found to be
5.6 ft. (1.70 m), which was wide enough
to keep passenger cars out of a straight path
without passing their wheels over the main
speed hump. The entrance ramp slope op-
timal value was determined by taking into
account the perceived risk and comfort of
car drivers and passengers. Higher entrance
ramp slopes had the same risk perception
but lower comfort, so speeds were better
controlled. Lateral ramp slopes had no sta-
tistical significance on passenger car results,
but it affected motorbike drivers comfort
and risk perception. The best value was
16.7 percent, as the wider flat top was bet-
ter perceived by bikers. The test was also
designed to evaluate the perceived risk of
two vehicles travelling with a curved path
on opposite directions. It was found that
the perceived risk was insignificant on the
closest position, with one passenger car ap-
proaching the speed kidney with a curved
path and the opposite vehicle exiting the
speed kidney with a curved path.
Field Evaluation
The traffic-calming plan of the Almus-
safes east ring-road (Valencia province,
Spain) included seven speed kidneys,
among other traffic-calming measures
(Figure 4). The speed kidneys were de-
signed on three pairs and one isolated
device. The other measures were removing
three speed tables, adapting one speed ta-
ble to the current Spanish traffic-calming
guidelines, painting the median in red,
and establishing two lateral shifts.
ITE JOURNAL / DECEMBER 2012
Table 2. Speed kidney geometric characteristics
on Almussafes east ring-road.
Parameter Speed Kidney Pairs Isolated Speed Kidney
Main Speed Kidney
Width W 4.4 ft. (135 cm) 4.4 ft. (135 cm)
Effective width O 5.6 ft. (170 cm) 5.6 ft. (170 cm)
Radius R 49.2 ft. (15 m) 49.2 ft. (15 m)
Height H 3 in (7.5 cm) 3 in (7.5 cm)
Entrance ramp slope ERS 11.5% 11.5%
Lateral ramp slope LRS 16.7% 16.7%
Complementary Speed Hump
Width on each lane Wc 2.1 ft. (65 cm) 3.4 ft. (105 cm)
Offset
Main speed hump
Oi 3 ft. (90 cm) 3.3 ft. (100 cm)
complementary speed hump
Main speed humpshoulder Oe 2.3 ft. (70 cm) 3.3 ft. (100 cm)
Lane Width
Traffic lane WTL 10.8 ft. (3.3 m) 14.4 ft. (4.4 m)
Median WM 4.3 ft. (1.3 m) Concrete curb
Shoulder WS 2.64.3 ft. (0.81.3 m) 4.6 ft. (1.4 m)
A design speed of 30 mph (50 km/h) was term evaluation. More than 60 vehicles
adopted. Geometric characteristics of the were followed by the instrumented ve-
speed kidneys were determined according to hicle. On the long-term evaluation, spot
the results of the technological development speeds of 480 vehicles were measured with
(see Table 2). Several data collections12 were a laser speed sensor. The speed profiles
carried out to evaluate the performance of were uniform, the speed over the speed
the speed kidneys before their construction kidney was moderated, and the speed re-
(between June and October 2010), and af- duction from previous sections was lower
ter their implementation (April 2011). A than 3 mph (5 km/h). Average speed on
short-term evaluation was conducted in late speed kidneys was 24.2 mph (39 km/h) for
June 2011, and a long-term evaluation was passenger cars and 22.4 mph (36 km/h)
conducted in May 2012. for trucks, while operating speed was
Paths of 1,083 vehicles (15 percent 28.6 and 25.5 mph (46 and 41 km/h),
of trucks) and 625 vehicles (19 percent respectively. Speeds were similar among
of trucks) were observed on the short- paths, so speed selection may be a per-
and long-term evaluations, respectively. sonal choice instead of being correlated
Half the drivers adopted a curved path to speed. Average speeds and operating
after two months but one year after the speeds remained practically constant in
construction of the speed kidneys, this the long-term evaluation. Maximum ac-
percentage increased to 60 percent. Sur- celerations along the speed kidneys were
prisingly, trucks also developed curved also evaluated with the instrumented car.
paths even if they could go on with a All values were lower than the National
straight path straddling the main speed Highway Traffic Safety Administration
hump. In fact, the percentage of curved recommendation of 0.3 g.13 Ambulance
paths increased to almost 70 percent on behavior could be assumed as being similar
the long-term evaluation. to van behavior while fire truck behavior
Continuous speed and acceleration could be assumed as being similar to other
profiles of vehicles in free-flow conditions trucks. Consequently, the positive results
were obtained with an instrumented ve- on vans and trucks could be extrapolated
hicle on the initial scenario and the short- to ambulances and fire vehicles.
31
 Noise level was evaluated according
to the Spanish standards14 on one speed
table before and after the construction
of the speed kidneys and on one pair of
speed kidneys. A total of 533 passenger
cars and 173 trucks were characterized.
The sound pressure level (Leq) of pas-
senger cars agreed with the Kragh et al.15
estimate of 72 dBA for a passenger car at
a constant speed of 40 km/h. The Leq of
trucks (79.3 dBA at 35.3 km/h) was lower
than the Kragh et al.15 estimation for
heavy vehicles at the same constant speed.
s +EYDESIGNFEATURESARETHEWIDTH
effective width, radius, and entrance
The removal of three ramp slope.
s )FTHELANEWIDTHISNARROWERTHAN
speed tables and the 12 ft. (3.7 m), the sidewalk curb or
the edge line should be modified to
implementation of a curved line following the speed
kidney curvature.
speed kidneys and s 3PEEDHUMPWARNINGSIGNSSHOULDBE
installed at the location. A supplemen-
lateral shifts reduced tal warning plaque may be displayed in
combination with the warning sign to
fuel consumption by indicate the optimal path.
Main noise energy levels did not vary sig-
nificantly along the speed kidney for both
passenger cars and trucks, unlike noise
increases caused by the braking, wheel
impacting, and fast acceleration associated
with other traffic-calming measures. This
behavior was different from the remaining
speed table, where heavy vehicles noise
level increased by about 3 dBA due to
engine noise, heavy vehicle chassis noise,
gear shifting, and wheel impact.
The VT-Micro model was used to esti-
mate second-by-second fuel consumption
(l/sec.) and hydrocarbon, carbon monox-
ide, carbon dioxide, and nitrogen oxide
emissions (g/sec.) based on individual
level is compatible with land uses. Con-
speed profiles and individual accelera-
tion profiles.8
The removal of three speed tables and
the implementation of speed kidneys and
lateral shifts reduced fuel consumption
by 12 percent. Carbon dioxide emissions
behave similarly to fuel consumption, and
they were also reduced by 12 percent. Hy-
drocarbon, carbon monoxide, and nitro-
gen oxide emissions were reduced by 8
percent, 9 percent, and 10 percent, re-
less negative environmental impacts of
spectively, over the initial situation. There-
fore, the introduction of speed kidneys to
replace speed tables resulted in a globally
positive impact on fuel consumption and
vehicle emission rates of vehicles. The
speed kidney fuel consumption rate was
11 percent lower than for speed tables, and
the hydrocarbon, carbon monoxide, car-
bon dioxide, and nitrogen oxide emission
rates for speed kidney were 9 percent, 9
percent, 16 percent, and 12 percent lower
than speed tables, respectively.
Implementation Criteria
The following speed kidney criteria pres-
ditional information, including videos, can
ent guidelines for their installation:
32
s !SPEEDKIDNEYSmATTOPENTRANCE
12 percent. Carbon ramp, and exit ramp should be
painted red or yellow to improve driv-
dioxide emissions ERSPERCEPTIONOFTHEDEVICECURVATURE
A white triangle should be painted
behave similarly to on the entrance ramp to improve the
perception of the entrance ramp slope.
fuel consumption, s 6ERTICALDELINEATORSSHOULDBEUSED
to make speed kidneys visible to
and they were also snowplow operators.
reduced by 12 percent. Conclusions
Speed kidneys moderate speeds in ur-
ban streets and main roads through small
communities to ensure that the speed
s 3PEEDKIDNEYSCANBEINSTALLEDINLO
cal streets, collector streets, and main sequently, the new device can be used as
roads through small communities. a traffic-calming measure that improves
s 4HEYCANBEUSEDONBUSROUTESAND road safety and it is almost as inexpen-
emergency response routes. sive as speed humps. Moreover, it has five
s 4HEYACCEPTAWIDERANGEOFTRAFlC main advantages compared with other
volumes. raised traffic-calming measures: no affect
s -AXIMUMSPEEDLIMITMUSTBE on buses and emergency vehicles, speed
mph (50 km/h). moderation of passenger cars and motor-
s 4HEYCANNOTBEIMPLEMENTEDON bikes with less discomfort to passengers,
grades greater than 5 percent. bicycle friendly, no vehicle damage, and
s 4HEYSHOULDNOTBEINSTALLEDATINTER
sections or on horizontal or vertical noise, fuel consumption, and emissions.
curves. Speed kidneys have been developed in
s 4HEYREQUIRESUFlCIENTSTOPPINGSIGHT three stages: preliminary testing, implemen-
distance and should be located at a tation on a campus street, and more than
minimum distance to decision points 4,000 controlled tests on a specific test track
of 65 ft. (20 m). with 18 different geometries. Furthermore,
s 4HEYMUSTNOTBEUSEDASPEDESTRIAN a field evaluation of seven speed kidneys
crossings. was carried out on the east ring-road in
s 3PACINGSPEEDKIDNEYSBETWEEN Almussafes, Spain. The results fulfilled the
and 360 ft. (90 to 110 m) apart is main objectives of the speed kidney and
most effective at lowering the operat- verified the design hypotheses, determining
ing speed to the targeted range. the most adequate design of speed kidneys
s 4HEYMAYREQUIRELOSSOFPARKING by taking into account their functionality
places on outer sides of the road. ANDSUSTAINABILITYASWELLASUSERSSAFETY!D
s 'RADEANDSUPERELEVATIONMUSTBECON
sidered to ensure adequate drainage. be obtained from www.speedkidney.com.
ITE JOURNAL / DECEMBER 2012
Acknowledgments
The authors would like to thank the Center
for Studies and Experimentation of Public
Works (CEDEX) of the Spanish Ministry
of Public Works (PT-2007-052-23IAPM)
and the Education Department, Valencian
Government, Spain (ACOMP16/2010),
which subsidized the research. They would
also like to thank PAVASAL E.C.; the
Spanish Ministry of Public Works; ABER-
TIS; and the Infrastructure and Transpor-
tation Department, General Directorate
of Public Works, Valencian Government,
Spain, for their collaboration.
References
1. Ewing, R. and S. J. Brown. U.S. Traffic
Calming Manual. American Planning Associa-
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2. Bendtsen, H. and L. Larsen. Stoj Ved Bump
pa Veje (Noise from Road Humps). Danmarks
Transport Forskning, Report 2, 2001.
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Practice. Institute of Transportation Engineers.
Washington, DC: Federal Highway Administra-
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4. Atkins, C. and M. Coleman. The Influ-
ence of Traffic Calming on Emergency Response
Time. ITE Journal, Vol. 67 No. 8 (1997): 4246.
5. Garcia, A., A. T. Moreno, M. A. Romero,
and J. Perea. Evaluation of Effect of Traffic
Calming Measures on Ambulances. Emergen-
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6. Department for Transport. Emergency Ser-
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Traffic Advisory Leaflet 1/07. London, 2007.
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Chicago, 2012.
13. National Highway Traffic Safety Admin-
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Washington, DC: Department of Transporta-
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14. AENOR. NORMA UNE-ISO 1996-
2:2007 (Acstica- descripcin, medicin y evalu-
acin del ruido ambiental, parte 2: determinacin
de los niveles de ruido ambiental), 1996.
15. Kragh, J., H. Jonasson, B. Plovsing, A.
Sarinen, S. A. Storeheier, and G. Taraldsen.
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Av 1171/06, 2006.
ALFREDO GARCA,
Ph.D., is a professor of
highway engineering at the
Universitat Politcnica de
Valncia, Spain, and the
director of the Highway
Engineering Research Group. He is an expert
in the areas of highway geometric design, traffic
engineering, road safety, and traffic calming. He
CITY OF TAMPA
ATMS SOFTWARE TESTING AND EVALUATION
The City of Tampa (Florida) is soliciting ATMS
Central Software for testing and evaluation in
anticipation of procuring a preferred package
that will operate their 523 existing signals, with
expansion capability to 650 intersections, as well
as various Intelligent Transportation System (ITS)
is a member of several international technical
committees and editorial boards.
ANA TSUI MORENO,
M.S., is a researcher at
the Highway Engineering
Research Group at the Univer-
sitat Politcnica de Valncia,
Spain. She is currently finish-
ing her doctoral studies, and has conducted research
into traffic-calming device design and operational
effects, operational effects of passing maneuvers,
highway 3D coordination, and road safety.
MARIO A. ROMERO,
Ph.D., is the research
program manager at the
Center for Road Safety at
Purdue University. He has an
interdisciplinary education in
civil engineering and computer science, an MBA,
and a Ph.D. in transportation engineering. His
research interests are road safety, traffic operation
and management, traffic conflict techniques, and
new technologies application to road safety.
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Calming Device of Choice. ITE Journal, Vol.
79, No. 12 (2009): 2631.
8. Ahn, K. and H. Rakha. A Field Evaluation
Case Study of the Environmental and Energy Im-
pacts of Traffic Calming. Transportation Research
Record, Part D, Vol. 16, No. 16 (2009): 414424.
9. Garca, A., A. T. Moreno, and M. A.
Romero. Development and Validation of Speed
devices. Potential responders will be requested
to install and configure their software to support
an existing Alpha Test site that emulates the
Citys Ethernet/IP communication and control
network in order to demonstrate conformance to
the functional requirements of the new system. A
pre-defined set of criteria will be used to quanti-
tatively evaluate each responders ATMS Central
Software under identical conditions.
Potential responders who may desire to schedule a
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Kidney, a New Traffic-Calming Device. Transpor-
tation Research Record, Vol. 2223 (2011): 4353.
10. Garca, A., M. A. Romero, and A. T.
Moreno. Desarrollo Tecnolgico de un Nuevo
Moderador de Rrfico: Speed Kidney. Carret-
eras, Vol. 178 (2010): 1829.
11. Federal Highway Administration. Man-
ual on Uniform Traffic Control Devices, 2009.
12. Garcia, A., A. T. Moreno, C. Llorca, R.
Silvestre, and C. A. Kaffure. A Field Evaluation
of the Effectiveness of Speed Kidney. 4th Urban
ITE JOURNAL / DECEMBER 2012
software test and evaluation with the City can obtain
additional information on the functional requirements, the
evaluation criteria, and the test plan by contacting Nathan
Poole of Gannett Fleming at (813) 831-8870 or
npoole@gfnet.com. Responses to this advertisement must
be made by January 31, 2013. All software testing will be
performed at the City of Tampa-Hillsborough County
Expressway Authority Transportation Management Center,
located in Tampa, Florida or at the Gannett Fleming, Inc.
testing lab located in Tampa, Florida.
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