clean,green,smartbestpractices.its

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Clean, Green and Sm ar t Best Pract i ces Manual West Coast Corr i dor Coal i t ion

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Table o f Cont ent s

I n t r od u ct io n .......................................................4

Peer Review Advisory Board Roster ............................................................ 6

1 . Tr an spor t at ion Syst em s Analy sis .. .. .. .. .. .. .. .. .. .7Truck Freight Performance Measurement ................................................... 8Bottleneck Capacity Analysis .................................................................... 9Integrated ITS Planning for Goods Movement ............................................ 10EPA Smart Way Supply Chain Analysis ...................................................... 12Green Performance Measures for Transportation Systems .........................13Loop Detector-Based Vehicle Tracking to Evaluate System Performance ........15

Deployment Strategy for Integrated Bus Rapid Transit (BRT) .......................17Fully Featured Bus Rapid Transit (BRT) Corridor Development ...................18

2 . Trave le r I n fo rm at ion I n t eg ra t i on (T I I ) ........20I-5 Corridor Traveler Web Site ................................................................. 21Freight Travel Alert Notification System .................................................... 22Truck Smart Parking Strategy Analysis ..................................................... 23New Mobility Hub Networks an Integrated VMT Reduction Strategy .......... 25Safety Roadside Rest Area (SRRA) Hot Spots ............................................ 26

Ridesharing .......................................................................................... 27Carsharing ............................................................................................ 29Automobile Smart Parking ...................................................................... 31Transit Smart Parking ............................................................................ 32Public Transit EasyConnect ..................................................................... 34

3 . I n t e ll igen t T ranspor t a t i onI n f r ast r uc tu re ( I TI ) .. .. .. .. .. .. .. .. .. .. .. ... .. .. .. .. ..35

Vehicle Infrastructure Integration (VII) a.k.a. IntellidriveSM ......................... 36

IntellidriveSM Safety Applications USDOT / NHTSA Project ....................... 38IntellidriveSM Safety and Mobility Applications SafeTrip 21 ....................... 40IntellidriveSM Mobility Applications Mobile Millennium Project .................... 42Strategy Framework for New Technology Adoption ..................................... 43Active Traffic Management (ATM) ............................................................. 46Cascade Gateway / Border Congestion Relief Program ................................ 48Adaptive Transit Signal Priority ................................................................ 50


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Clean, Green and Sm ar t Best Pract ices Manu al West Coast Corr id or Coal i t io n

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4 . Clean er Fu els an d En gi n es .. .. . .. . .. . .. . .. . .. . .. . .. . .5 1Zero-Emission Vehicles (ZEVs) ................................................................ 52

California Clean Mobility Partnership (CCMP) ............................................. 55High-Performance Batteries .................................................................... 57Hybrid Electric Vehicles (HEVs) ................................................................ 60Plug-in Hybrid Electric Vehicles (PHEVs) ................................................... 63Hybrid Conversions / Retrofits ................................................................. 68Public Awareness / Acceptance / Adoption of Green Vehicles ....................... 70Cleaner Diesel West Coast Collaborative ............................................... 72Cleaner Diesel Cascade Sierra Solutions ............................................... 73Bridge to a Better Future Vehicle Exchange Program ................................75Cleaner Diesel American Trucking Associations ...................................... 76Cleaner Diesel Freight Rail Locomotives ................................................ 77

Hybrid Electric and Natural Gas Trucks ..................................................... 79Sustainable Transportation Energy Pathways (STEP) .................................. 83Algae as a Bio-Fuel ................................................................................ 86Interstate 5 Alternative Fuels Corridor ..................................................... 87Alternative Fuels Corridor Economic Feasibility .......................................... 89

5 . Law & Regu lat ion .. .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. 9 1Seamless Weigh Station Preclearance of Trucks ......................................... 92Single Source Multi-State Overweight / Oversize Permitting ........................ 96

Inductive Signature-Based Commercial Vehicle Classification System ........... 97Highway User Taxation Based on Miles Driven (VMT) .................................. 99Distance and Congestion-Based Dynamic Pricing ..................................... 103

Conclusion ......................................................104


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Along the way, we picked up genericinsights as well. For example:

There is a role for research,evaluation, and information

dissemination in all phases ofapplying an innovation. This needdoes not cease with initialdeployment; indeed, failure tocontinue evaluation could result inchronic under-deployment. Researchcan help innovations reach their fullpotential by alleviating barriers andaccelerating deployment throughpublic awareness and incentives forwidespread adoption.

At a time of major federalinvestment in infrastructure,innovative investments that:(1) rely on a uniform nationalstandard to be effective;(2) are necessary to meet federalrequirements; or (3) create highlyleveraged benefits relative to cost,are particular candidates for inclusion

in federally-funded investment.

The purpose of the Best PracticesManual is to offer an extensive menu ofproposed initiatives and currentlydeployed projects that can reduce theenvironmental footprint of thetransportation system by: (1) applyingnew fuel, drive-train, and othertechnologies, and/or (2) making thesystem more efficient in ways that

reduce its required level of resourceconsumption relative to a given amountof goods movement or personal travel.

Each initiative or project is presented inthe following format:

Concept a captioning phrase

Description what it does, how itworks Specifics operational experience,relevant data-points Status proposed or deployed

and on what timeline Financing actual or potential Contact name, title, phone, ande-mail information of principalsources

The Manual is designed to be inclusivein its range of topics while not engagingin the promotion of untested ideas, toqualify descriptions with current statusinformation, and to provide contact

information that can be used by anyoneseeking to perform due diligence on aspecific innovation. With this disclaimer,the Manual seeks to be ascomprehensive as possible in offering afull roster of ideas that can move thetransportation system toward beingClean, Green and Smart.

The Manual is intended to reach a wide

spectrum of transportation researchers,policymakers, operational managers,system users, media and the interestedpublic. Its goals are to serve as aclearinghouse for innovations, provide acontinuous update of information,support the networking of researcherswith each other and the private sector,and raise the level of awareness amongall parties who can help facilitate theprocess of adopting new technologies

and systems in transportation.

May each reader find the Manual avaluable source of information that canbecome part of the action agenda foryour agency or organization.

April 2009


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Advisory Board RosterClean, Gr een and Sm ar t Pr oj ect

Part of the Best Practices Manual process has been to recruit outstandingprofessionals for an Advisory Board that serves two functions: to keep the projectcurrent on status updates and the flow of experience from the field, and to providepeer review so that the Manual covers content in the most widely accessible andtechnically accurate manner. Those named below have agreed to serve on theAdvisory Board, which will be continuously involved in content updates andperiodically convened by e-mail, teleconference, and videoconference.

Mark Aggar, Transportation Program Manager, Microsoft CorporationLynn Averbeck, ITS Program Manager, Oregon DOTRob Bertini, Metropolitan Policy Center, Portland State UniversityPete Briglia, Associate Director, Transportation Northwest Regional Center, University of WashingtonBruce Carr, Director of Strategic Planning, Alaska RailroadChristina Casgar, Goods Movement Policy Manager/Freight Systems Developer,

San Diego Association of GovernmentsSarah Catz, Director, Center for Urban Infrastructure, UC IrvineBilly Conner, Director, Transportation Research Center, University of Alaska AnchorageGregg Dal Ponte, Administrator, Motor Carrier Transportation Division, Oregon DOTJeff Doyle, Alternative Fuels Corridor Project Manager, Washington State DOTGenevieve Giuliano, Director, METRANS Policy Center, USCMatt Hanson, Goods Movement Systems Developer, CaltransHau Hagedorn, Research Director, Oregon Transportation Research & Education ConsortiumMelissa Hewitt, ITS Project Consultant, Kimley-Horn AssociatesAmy Keiter, Oregon State Economic & Community Development DepartmentFelix Kramer, Founder, Cal-Cars (The California Cars Initiative)Greg Larson, Director, Office of Traffic Operations Research, Caltrans

Barbara Lewis, Office Chief, Innovative Finance, CaltransBill Legg, State ITS Operations Engineer, Washington State DOTWes Lum, Chief, Office of Safety Innovation, CaltransJD Margulici, Associate Director, California Center for Innovative TransportationEd McCormack, Civil & Environmental Engineering, University of WashingtonJames Misener, Executive Director, California Partners for Advanced Transit and Highways (PATH)Nancy Nihan, Director, Transportation Northwest Regional Center, University of WashingtonTom OBrien, Director, Center for International Trade & Transportation, CSU Long BeachMike Onder, Information Technology Systems Program Manager, FHWAJeff Ottesen, Director of Program Development, Alaska DOTLarry Orcutt, Chief, Division of Research & Innovation, CaltransJanet Ray, Corporate Communications, AAA WashingtonStephen Ritchie, Director, Institute of Transportation Studies, UC Irvine

Caroline Rodier, Senior Research Manager, Transportation Sustainability Research Center, UC BerkeleySteven Schladover, Research Engineer, California Partners for Advanced Transit and Highways (PATH)Susan Shaheen, Co-Director, Transportation Sustainability Research Center, UC BerkeleyElizabeth Stratton, Freight Policy and Project Manager, Washington State DOTDale Tabat, Manager, Truck Freight Programs & Policy, Washington State DOTTom Turrentine, Director of the Electric Vehicle Center, UC DavisJim Whitty, Manager, Transportation Operations,

Office of Innovative Partnerships & Alternative Funding, Oregon DOTJerry Wood, Director of Transportation, Gateway Cities Council of GovernmentsSusan Zielinski, Managing Director, SMART, University of Michigan


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1. Tran spor t a t ion System s Analys is

Goods Movem ent Bene f i t s :

Targets investments in freight infrastructure based onseverity of congestion and ability of specific improvementsto enhance system performance.

Enables motor carriers to reduce emissions and enhanceefficiency of operations through smart supply chainlogistics.

Personal Trave l Benef i t :

Enables more effective deployment of Bus Rapid Transit(BRT) as an alternative to personal automobile use.

Transpor t a t ion Sys tem Bene f i t :

Enables measurement of current vehicle emission levelsto evaluate feasibility and rate of progress in attaininggreenhouse gas reduction targets.


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Concept:

Tr uck Fre igh tPer fo rmanceMeasurement

Descr ip t ion : This research tests theviability of using commercially availableGPS-based data to track truckperformance within the central PugetSound region. The data is used tomonitor truck speeds and systemreliability as performance measures thatcan be applied to guide freightinvestment decisions and track project

effectiveness.

Speci f ics: The Washington StateDepartment of Transportation (WSDOT)and the TransNow Regional Center atthe University of Washington areanalyzing the data to assess how stateinvestments in freight highway projectsaffect system performance.

WSDOT has identified a number of ways

this research can help, such as: Prioritizing truck freight bottlenecksin the Central Puget Sound region byquantifying delay at each bottleneck. Measuring travel times and tripreliability between origins anddestinations; for example, from portto warehouse district or from fooddistribution center to the urban core. Analyzing the benefits of freightprojects by measuring their beforeand after performance to determinewhether, and by how much, theyreduce travel time and increase tripreliability for trucks.

Other potential uses for truck freightdata include:

Developing truck travel-speedadjustment factors for loop datacollectors by comparing GPS data for

trucks and cars. Providing real-time truck travelinformation on WSDOTs Web.Verifying the truck-trip travel times,origins and destinations currentlyused in state and regional freightmodels. Providing input for air qualitymodels and safety studies.

Sta tus : Researchers are receiving datainputs and will use the data that hasbeen collected to evaluate zone-to-zonetravel time and reliability. The pilotproject will extend through 2010 and a

final report will be provided to the statelegislature.

Financ ing: The Washington Legislature,with support of the Washington TruckingAssociation, funded this project.

Contacts :Edward McCormackResearch Assistant ProfessorTransNow, University of Washington

Phone: [email protected]

Dale TabatTruck Policy and Project ManagerWashington State

Department of TransportationPhone: [email protected]


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Concept:

Bot t leneckCapaci ty Analy s is

Descr ip t ion : This project examinestraffic behavior in freeway bottlenecks.Using data from at least 50 weekdays ina minimum of 20 bottleneck sites in SanDiego and elsewhere, the project

intends to calculateaverage time gaps andlane flow ratios fromtraffic counts and laneoccupancy data.

From this research, better planning,design, and management of freewaysystems can result by assessing andpredicting the bottleneck capacities ofcertain freeways.

Speci f ics: Traffic counts and laneoccupancy data will be gathered usingloop detectors, which are typicallyavailable at bottlenecks in the San

Diego area, and videotapes to ensure amanual count accompanies the loopdetectors. From these data, statisticalanalysis techniques will be used toidentify relationships among trafficvariables.

Sta tus : Deliverables at the end of theproject include a final report, aworkshop presentation, and animplementation package consisting of

the written descriptions of capacityanalysis procedures.

Financ ing: California Department ofTransportation (Caltrans)

Contacts :James H. BanksProfessor, College of Civil and

Environmental Engineering

San Diego State UniversityPhone: [email protected]

Hassan AboukhadijehCaltrans Project ManagerPhone: [email protected]


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Concept:

I n t eg ra ted I TS Plann ingfor Goods Movem ent

Speci f ics: The Gateway Cities Councilof Governments, representing cities onthe I-710 and I-605 corridors servingthe Ports of Long Beach and LosAngeles, commissioned Kimley-Hornand Associates tocoordinate astakeholderworking groupthat would exploreITS applications in

support ofimproving airquality andreducingcongestion causedby port-relatedtruck and rail traffic passing through theregion, with the goal of minimizingenvironmental and communitydisruption while maintaining the

economic vitality of a trade gateway.

The stakeholder group was remarkablydiverse, including railroads, truckingcompanies, freight expediters,warehouse and logistics companies, AAACalifornia, federal, state and regionaltransportation agencies, the ports, andindividual cities.

Sta tus : Kimley-Horn filed its Gateway

Cities ITS Integration Plan for GoodsMovement in August 2008. Thefollowing objectives were identified forfurther research and implementation:

Complete the detection andcommunication infrastructure onmajor roadways in the region,supporting ITS-based information to

be shared with trucks, dispatchers,rail operators, public agencies andindividual roadway users regardinglevels of congestion on I-710, I-605and key allowable truck route

arterials.

Collect anonymous truck-specificperformance data on speeds, idling,fuel consumption, acceleration, anddeceleration, to determine both thefunctionality of the system for goodsmovement and environmental effectsof congestion.

Establish a freight-focused traveler

information system specific to theGateway region that would providedrivers and dispatchers with real-time dynamic routing based on truck-experienced delays on freeways andarterials, turnaround times atterminals and queue delays atterminal gates.

Assess drayage times for container

pick-up at the ports and use thisinformation for drayage advisoriesand to develop a real-time containerscheduling system that has thepotential to improve air quality,reduce congestion, and improve thebottom line for trucking companiesand freight railroads.

(continued on next page)


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I n t eg ra ted I TS Plann ingfo r Goods Movement(continued)

Examine the potential to applydynamic congestion pricing (variable

tolling) to major routes as a demandmanagement tool in support of anoptimal daily distribution of activitylevels for port-related goodsmovement.

Apply technology-based detectionmethods to truck safety checks,given the lack of land for buildingnew inspection stations and the

potential for a quicker, more reliableand less labor-intensive truck safetycredentialing process.

Financ ing: Gateway Cities Council ofGovernments, California Department ofTransportation, and Federal HighwayAdministration funded the initial phaseof plan development.GCCOG has receivedfederal funds to begin

the next phase planimplementation.

Contacts :Jerry WoodProfessional EngineerDirector of Transportation and

Engineering, Gateway CitiesCouncil of Governments


Melissa HewittProfessional EngineerKimley-Horn and Associates, Inc.Phone: [email protected]


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Concept:

EPA Sm ar t W aySup ply Chain Analy s is

Descr ip t ion : Enabling goods-movement companies to assessthe environmental footprint oftheir operations can help them developsupply chain strategies managementtechniques and technologies thatincrease the amount of cargo moved pergallon of fuel on a fleet-wide basis.

Speci f ics: SmartWay packagesexisting EPA programs and agreements

with over 640 partners including railcarriers and most of the top truckingoperators, shippers, logistics firms andsuppliers. SmartWay is endorsed by theAmerican Trucking Associations.

These programs, with ongoingrefinements and updates, allowoperators to measure their climatechange footprint across transportmodes and to model and forecastemission reductions based on applyingnew technology, strategy and modes.

A variety of logistics strategies areavailable, include load-matching(coordinating loads with other fleets),more efficient routes (triangularrouting), off-peak delivery schedules,and utilizing inter-modal (rail) transportfor moving long-haul freight to regional

distribution centers.

SmartWay originated in climate changeconcerns, which created the need for amulti-modal CO2-footprint modelrelated to goods movement. Inseparablefrom this impact measure was thedemand from both government andindustry for efficiency ratings and

optimization of supply chain operations.Concern over climate change requiredindustry to inventory, benchmark, andachieve improvements. In this situation,

industry welcomed a

government role indeveloping a consistent,global methodology. EPA

focused on an approach that builtanalyses from activity modulesprovided by shippers and carriers. Thisdevelopment of standards based onindustry feedback is called the CharterPartner approach. The product isadaptable to commercial softwarepackages that can be used to guide

logistics decisions. Companies thatparticipate become SmartWay certified.

Sta tus : SmartWay assists participantswith demonstrations of advanced fuelsystems and other technologies,including SmartWay certification oftrucks and other vehicles. Activelyparticipating firms become SmartWay-certified by developing green supplychains based on specific operationalreview and redesign. Industry partnersare required to develop a three-yearprogram and monitor its progress.

Financing: Participants are eligible for arange of financial incentives including loanguarantees and access to public-privatecapital. After companies have made initialoutlays, the benefit of green supplychains is not only environmental; it is

economic, expressed in more efficientoperations and reduced purchases ofresource inputs.

Contact :Shan HoelTransGroup SmartWay partner, SeattlePhone: [email protected]


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Concept:

Green Per fo rm anceMeasur es forTranspor t a t ion Sys tem s

Descr ip t ion : Evaluate transportationsystem impacts on greenhouse gases,air pollution, and community quality oflife by including green metrics intransportation data collection andevaluation.

Speci f ics: The Portland TransportationArchive Listing (PORTAL) regional

transportation data archive wasestablished at Portland State Universityin 2004 to improve understanding of themetro regions transportation systemperformance.

The primary data sources for PORTALare 600 loop detectors on metro-areafreeways that stream data to servers at20-second intervals. The loops measurevehicle count, detector occupancy (a

surrogate for traffic density), andaverage speed in each lane. These dataare combined with incident, variablemessage sign, bus timing, and weatherdata. Currently computed performance

measures are vehicle miles traveled,vehicle hours traveled, travel time, anddelay.

PORTAL is now augmenting these

measures of transportation performancewith measures that assess theenvironmental, economic and socialsustainability of Portlands freewaysystem.

Environmental measures include traffic-generated carbon monoxide, nitrogenoxides, hydrocarbons, and carbondioxide, which contributes to climatechange. Economic and social measuresinclude the cost of delay and personalmobility in terms of person-hours andperson-miles of travel.

Sta tus : The PORTAL database is beingapplied as a policy tool to help assessvarious design, operational andbehavioral factors that affect the level ofvehicle travel; the efficiency of peak-hour and off-peak hour traffic flow; andthe level of fuel use and relatedpollution impacts.

The usefulness of the database for thesepurposes increases with a longer period

of data collection that enablesmeasurement of the impacts of eventsand trends. Accuracy of the newmeasures will increase as analyticalalgorithms are refined to convertmeasured data into assessments of keyindicators.



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Green Per fo rm ance Measuresfo r T ranspor t a t ion Sys tem s(continued)

Financ ing: Oregon Transportation

Research and Education Consortium(OTREC) funding sources include afederal Urban Transportation Centergrant and matching funds from the fourOregon university members of OTREC,the Oregon DOT, and public and privateproject partners.

Contacts :Robert BertiniCivil and Environmental Engineering

Portland State UniversityPhone: [email protected]

Alexander BigazziCivil and Environmental EngineeringPortland State UniversityPhone: [email protected]

Hau HagedornResearch Program Manager, OTRECPortland State UniversityPhone: [email protected]

Web site:http://portal.its.pdx.edu/


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Concept:

Loop Detect or -BasedVehic le Tr ack ingt o Evalu at e Syst em

Per fo rmance

Descr ip t ion : RTREID (Real-timeVehicle Re-identification) is a cost-effective, real-time vehicle trackingsystem that utilizes existing ILD(inductive-loopdetector) technology.The system providesaccurate corridor

travel time as well asanonymous vehiclepath information.The flexibility of thesystem application tosquare and roundsingle loop configurations allows RTREIDto be free of site-specific calibration andtransferability issues.

Speci f ics: Vehicle re-identification hasemerged due to its substantial potentialfor effective implementation of ATMIS(Advanced Transportation Managementand Information Systems). In studies ofvehicle re-identification, the main stressfalls on travel information, travel timeestimation, and origin-destinationestimation. RTREID has been developedin response to these data needs, and isdesigned to be implemented in real-time

with existing detection technology.

RTREID is an ILD-based vehicle trackingsystem that re-identifies vehicles bymatching inductive vehicle signaturesgenerated via advanced detector cards.The change in inductance resulting frompassage of a vehicle over a loopdetector makes it possible to measure

an inductive vehicle signature, whichideally is unique to that vehicle.

Advantages of employing an ILD-basedsystem include tracing vehicles

individually across multiple detectionstations without privacy concerns,relatively inexpensive deployment,reproducible vehicle signatures, lesscomplexity of analysis, and fewermarket penetration problems.

Computational resources intraffic operations and thebandwidth of fieldcommunication links are often

quite limited. Therefore,RTREID adopts a relativelysimple data compression andtransformation technique thatcould be integrated with asection-based freeway traffic

performance measurement system. Thesame research group developed RTPMS,an advanced surveillance system.RTPMS was successfully deployed as a

core module in a simulated real-timeenvironment using peak-period trafficdata collected along a 6.2 mile corridoron the I-405 Freeway in Irvine,California. Coverage spanned sixdetector stations to form five continuoussections.

The studies also indicate that the next-generation RTREID-2 is capable ofaccurately providing individual vehicle

tracking information and performancemeasurements such as travel time andspeed in a congested freeway corridor,utilizing data obtained from bothhomogenous and heterogeneous loopdetection systems.



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Loop Detector - BasedVehic le Track in gto Eva lua teSys tem Per fo rm ance(continued)

Sta tus : The RTPMS is currentlyundergoing a real-time implementationphase that consists of installation of awireless communications infrastructureon 18 detector stations along the I-405northbound freeway, followed by asystem shakedown operation. Inaddition to the mainline detectorstations, on-and-off ramp detectorlocations will be included in the system.

Data transmission is performed overwireless cards. Currently, the status andIP data are updated in the RTPMSdatabase at UC Irvines Institute ofTransportation Studies. RTPMS is beingtested and modified for stability toensure smooth data transmission fromthe field units.

The final step in evaluation of theperformance of RTPMS is setting upwireless communication along the I-405north corridor betweenState Route 133 and RedHill Avenue in Irvine.Completion of theimplementation phase willyield online real-timetravel performancemeasures generated byRTREID-2.

The ultimate goal isdeployment of the systemin multiple freeway andarterial corridors toprovide network-widecoverage and advancedtraffic surveillance. This

will facilitate the development offreeway origin-destination and routeperformance models. Whileimplementation of the RTPMS requiresan effort, its potential should readily

outweigh its cost in providing state-of-the-art measures of traffic performanceusing existing inductive loop detectorinfrastructure.

Financ ing: California Department ofTransportation

Contacts :Stephen G. RitchieDirector, Institute of

Transportation StudiesUniversity of California, IrvinePhone: [email protected]

Shin-Ting (Cindy) JengPostdoctoral Scholar, Institute of

Transportation StudiesUniversity of California, [email protected]


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Concept:

Dep loym ent St r a tegyf o r I n t e gr a t edBus Rapid Tr ansi t ( BRT)

Descr ip t ion : Bus Rapid Transit (BRT) isdifferent from traditional transit serviceby incorporating many rail transitfeatures. It also differs from traditionalrail due to flexibility and the possibilityfor incremental deployment. However,there is a lack of careful systematicanalysis on when each BRT elementshould be implemented. Absent such a

framework, deployment will bedetermined by the tradeoff between thecosts, ease of implementation (physicalconstraints andinstitutionalissues), andresultantbenefits.

Speci f ics: One of PATHs (Partners forAdvanced Transit and Highways) on-

going research projects is developing aplanning framework to determine a setof optimal combinations of BRTattributes given budgetary, institutional,and other types of constraints. A relatedissue is integrated deployment ofadvanced technologies. In almost allBRT deployments, ITS and bustechnologies have been applied to BRTin less than a fully integrated manner.

For example, the current bus datacommunication system has not yetconsidered many BRT features.Therefore, many of the add-on functionsand features cannot be integrated withthe current bus system. Anotherexample, a transit bus instrumentedwith advanced communication systems

(ACS), signal priority systems, and busarrival information functions is oftenequipped with three separatepositioning systems.

Moreover, data collected by advancedlocation and communication systems arenot integrated, and data collected fromone system often cannot be used by theother systems. Few application tools areavailable to take advantage of thesignificant amount of data collected bynew technologies. This non-integratedapproach to add-on technologiesincreases the cost of the BRT system andthe non-integrated systems complicate

maintenance and reduce the reliability ofthe overall system.

Status: NBRTI (National Bus RapidTransit Institute) at UC Berkeley proposesto conduct research on planning anddeployment strategies for integrated BRTsystems. This proposed study willsummarize the needs, issues and optionsrelated to BRT planning, design,technology implementation, operation,

and maintenance. The study will theninvestigate the cost / benefit implicationsof these options and develop a systematicmethodology for phased deployment andintegrated implementation of BRTtechnologies. The output of this researchwill provide transit agencies and BRT-interested professionals with criticalinformation and decision-support tools forthe planning, design and implementation

of a BRT system.

Contact :Wei-Bin ZhangCalifornia PATH and National Bus Rapid

Transit Institute (NBRTI)Institute of Transportation StudiesUniversity of California at [email protected]


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Concept:

Fu l l y Feat ur edBus Rapid Tr ansi t ( BRT)Cor r idor Deve lopm ent

Descr ip t ion : In 1994, the Lane TransitDistrict (LTD, Lane County, Oregon)began efforts to develop a fully featuredbus rapid transit (BRT) system. Afterconducting an Urban Rail FeasibilityStudy in 1995, BRT was determined tobe the cost-effective mode for theEugene-Springfield region. The BRTcorridor development concept became

an important piece inthe analysis of how tomeet statewidetransportation goalsduring the 2001Regional TransportationPlan (RTP) update. Theproject receivedapproval from theMetropolitan PlanningOrganization (MPO), LTD

Board, Eugene and Springfield CityCouncils, and the Lane County Board ofCommissioners. Shortly thereafter, LTDset to work incorporating as many lightrail elements as possible while planningfor potential corridors and developingoperational details.

Speci f ics: LTD began operation of afour-mile BRT corridor in January 2007and is on schedule to begin operation ofa second, seven-mile corridor in late2010. Named the EmX (EmeraldExpress), the BRT service features 10-minute frequencies, ADA accessibleraised platforms, stations spaced every1/3 mile, level boarding, and off-boardfare collection. Over 50 percent of thelength of the corridors consists of

dedicated lanes. In general, LTDincorporates green designs at eachstation with native vegetation. The 63-foot articulated vehicles have a rail-likeappearance, doors on both sides,

emerald green exterior, and a uniquelayout with inward facing raised seatingand on-board capacity for threebicycles.

The first corridor provides a four-miletrunk line connection between thedowntown transit centers of the cities ofEugene and Springfield. It serves theUniversity of Oregon and Sacred Heart

Medical Center, two

of the largestemployers andparticipants in LTDsGroup PassProgram. Becauseover 90 percent ofriders along thecorridor have pre-paid types of faremedia and monthly

bus passes, LTDdoes not yet collect fares. LTD staff hasdetermined that the high cost topurchase and install fare box machinesat the stations will not result in revenuegains until the second corridor is readyfor operation. That EmX corridor willallow a one-seat ride from downtownEugene to a new regional hospital andmall in Springfield.

Sta tus : Ridership on the first EmXcorridor has grown steadily. The corridorreplaced Route 11, which had anaverage of 2,660 weekday riders duringthe fall and spring of 2006.



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2 . Trave le r I n fo rm at ionI n t eg r at ion ( TI I )

Goods Movem ent Bene f i t s :

Provides motor carriers and drivers with comprehensiveinformation on travel conditions for efficient trip planningand on-road performance.

Provides personal travel information that encouragesdrivers to avoid congested routes and times and to utilizetransit, reducing the volume of private vehicles onhighways and arterials during peak hours when regionalfreight deliveries are most at risk of delay.


Empowers commuters and other travelers withinformation on the full range of options for car sharing,ridesharing, smart parking, and easy connection to transit.


Enables all system users to utilize a wider range ofoptions in making trip decisions, thereby minimizing timeloss and fuel consumption related to congestion and otherdelay factors.


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Concept:

I -5 Cor r i do rTr ave ler W eb Si t e

Descr ip t ion : A single Web source thatprovides detailed traveler informationfor Washington, Oregon, and California.The Web site allows truckers andmotorists to make informed decisionsprior to the start of a trip as well asmaking adjustments during the trip.

Speci f ics: The site compiles listings andinformation for truckers and motorists inthe tri-state I-5 corridor on rest areas,

local weather, truck stops, truck permitsand trucker restrictions and highlightsthe 511 phone line for current trafficinformation in Washington, Oregon, andNorthern California.

Sta tus : The Web site is live andprovides traveler information. However,based on input from state truckingassociations, truck drivers, and trucktransport operators, the site could

provide additional information. Initialdiscussions are underway onimprovements.

The unified Web address should providetruck drivers and truck transportoperators with information on roadwayand traffic conditions, weatherconditions, rest area and truck stopservices and parking availability, andinterstate permitting. Web site

information should include accident,incident and weather alerts, andconstruction activity currently orforecast as causing delay or detours; astatus map of available parking alongthe corridor provided by both state andprivate resources, potentially including areservation system; truck stop and restarea services and amenities; andpermitting for each state in the corridor,

including the possible development of asingle permit for all three states.

Financ ing: Washington State DOTdeveloped and hosts the travelerinformation website. No additionalfinancing is available for improvements.

Contact :Dale TabatManager, Truck Freight Program & Policy

Washington StateDepartment of Transportation


Web site:www.wsdot.wa.gov/partners/TIO/default.htm


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Concept:

Fr e ight Tr ave l A ler tNot i f i cat ion System

Descr ip t ion : Freight shippers andcarriers sign up for e-mail alerts ofroadway conditions and emergencynotifications for areas they select. Themessages are tailored to providespecific information useful to freighttransportation users.

Speci f ics: In 2007, the WashingtonDepartment of Transportation (WSDOT)developed an e-mail alert system to

communicate information on roadclosures, construction impacts, andemergency conditions that impactthe freight community. The FreightNotification System began withover 900 subscribers from truckingcompanies, shippers, retailers,wholesalers, government, andprivate companies. By the time ofthe I-5 closure in December 2007

and the I-90 closure in February2008, the subscriber list had grownto nearly 3,000. With the additionof the Washington and AmericanTrucking Associations, the systemhas over 3,400 subscribers and canreach an estimated 10,000 contactsthrough the freight notification system.

Freight messages are sent several timesa week to provide road conditions,

construction updates, overweight andflammable cargo restrictions, andinformation on safe and legal detoursfor trucks. This technology provides

reliable real-time information that helpsensure safe and efficient mobility offreight.

Sta tus : WSDOT has received significant

positive feedback from shippers andcarriers on the usefulness of thisnotification system. During the I-5closure of 2007 in particular, WSDOTwas praised for its effectivecommunication. Specifically, the emailupdates were identified as the mosthelpful tool for freight companies,followed by information on the WSDOTWeb site and Webcam reports. Usershave asked that a similar notification

system be used in other states.

Contact :Vickie SheehanCommunications ManagerFreight Systems DivisionWashington State DOT


To s ign up fo r f r e igh t a le r t s , go to :https://service.govdelivery.com/service/user.html?code=WADOT


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Concept:

Tru ck Sm ar t Park ingSt r a tegy Analys is

Descr ip t ion : An existing shortage ofprivate and public parking for trucks hasbeen intensified by federal rules limitingdriving shifts and mandating restperiods. In the search for scarce parkingspaces, drivers become fatigued andmore trucks are parked illegally onramps and shoulders,creating safetyhazards. The solutionis to expand capacity

and improveinformation aboutavailable truckparking.

Sta tus : In response to the shortage oftruck parking, the federal surfacetransportation funding act (SAFETEA-LU) authorizes a Truck Parking FacilitiesPilot Program. This is a four-part project

that builds on previous research byCalifornia PATH (Partners for AdvancedTransit and Highways) titled, Strategiesfor Linking Trucking and Smart ParkingTechnologies.

The second PATH project includes aproblem evaluation with expertinterviews, data analysis of the truckparking problem, funding opportunitiesto address the capacity needs,

interviews to understand institutional

barriers to implementing truck parkingsolutions in California, and workshops tobrief stakeholders on the problem anddevelop alternative deploymentstrategies.

There are five key research areas: First,the study addresses concerns abouttruck parking by reviewing the literatureand conducting expert interviews withCHP (California Highway Patrol)personnel and motor carriers. ITS(Intelligent Transportation System)solutions are then recommended.

Second, researchers conducted expert

interviews with Caltrans Office of GoodsMovement, Planning, and TrafficOperations, the Division of Research andInnovation, the CHP, Federal MotorCarrier Safety Administration, theNational TransportationSafety Board, theAmerican TruckingAssociations, and motorcarrier firms. As part of

these interviews,electronic commercialvehicle operatorscreening is considered.The intent is to identifyinstitutional barriers delaying ITSsolutions to the parking problem, andidentify steps to overcome thosebarriers.

Third, a behavioral analysis of 200 or

more truckers at the Port of Oaklandand other locations will be conducted toassess trucker perceptions of currentconditions, and responses to ITSsolutions such as a reservation system.



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Truck Sm ar t Park ingSt r a tegy Ana lysis(continued)

Fourth, interviews were conducted withexperts from parking technologycompanies (Clancy, Denso,ParkingCarma, Quixote, etc.) onproviding parking information totruckers by CB-radios, changeablemessage signs, mobile phones, on-board computers, parking sensors,PrePass commercial transponders, and/or traveler information radios.

Finally, a preliminary site analyses will

be conducted to identify suitablelocations to apply ITS technologies,including rest stops in Stockton andnorth of Sacramento. A field test will beorganized with rest stop operators,technology vendors, and trucking firmsto test the technologies.

Financ ing: SAFETEA-LU authorizes $25million for the establishment of a TruckParking Pilot Facilities Program.

California has received $4.5 million fromthat source and Caltrans has indicated itwants to work with Oregon andWashington to enhance truck SmartPark initiatives on the West Coast.

Moreover, this effort could also be linkedto the three-state Interstate 5Alternative Fuels Corridor initiative (seepage 87).

Contacts :Susan ShaheenCo-Director, Transportation

Sustainability Research CenterUniversity of California, BerkeleyPhone: 510-665-3483

[email protected]

Caroline RodierSenior Researcher, Transportation

Sustainability Research CenterUniversity of California, BerkeleyPhone: [email protected]


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Concept:

Rideshar ing

Descr ip t ion : Carpooling and vanpoolingreduce commute costs, save time

through access to HOV lanes, andrelieve pollution and congestion byreducing vehicle-miles traveled.Carpools are usually based onprivately-owned vehicles,vanpools on vans that arerented or supplied byemployers, non-profit agencies orgovernment.

Many public transit agencies andcommunity transit providers offer ride-matching services, connecting travelerswith similar schedules and routes. Atleast one private company (Microsoft)has gone farther to develop commutecompatibility profiles focused on ride-matching at a person-to-person level.This can be combined with personalpaging on a mobile phone call to informparticipants in virtual carpools of pre-

screened persons who are planning atrip at the same time.

Sta tus : In 2006 and 2007, InnovativeMobility Research (IMR) joined with the511 Regional Rideshare Program todevelop and implement an online surveyof the use of 511 for ridesharingpurposes. 511 is a free phone and Webservice in the Bay Area that providesreal-time information on trafficconditions, incidents and driving times,public transit schedules, routes andfares, carpool and vanpool referrals,bicycling, and other transportationinformation.

The survey results were used todetermine the effectiveness of 511 inencouraging individuals to switch fromdriving alone to using commuteralternatives, particularly carpooling and

vanpooling.

In March 2009, King CountyMetro (Seattle) and theWashington State Departmentof Transportation begandevelopment of an updated

Ridesharing application that providesride-matching services in the PacificNorthwest tri-state area of Washington,Oregon, and Idaho.

King County Metro originally partneredwith Puget Sound transit agencies in2001 on the development andimplementation of one of the first onlinevanpool and carpool ride-matchingservices available in the country. It wassubsequently expanded in 2005 to coverthe entire state of Washington andagain in 2007 to cover Boise and

Ketchum, Idaho.

The new application will provideimproved and expanded matchingcapability:

Map-based origin-destination andalong-the-route matching.

New types of rides commute,dynamic (same day), one-way, one-time, long distance.

Customizable matching for privategroups or special events (soccerteam, wedding, church, school).



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Rideshar ing(continued)

Ability to enter and maintain multipletrips by re-using selected matching

information.

Branding the Ridesharing Web site withthe look and feel of a company ororganization:

Ability to manage a GuaranteedRide Home program online.

Ability to run reports aboutemployee participation and showeffects of reduced trips and vehicle

miles traveled.

Provision of Commute ProgramManagement Tools:

Ability for employers to create andpromote transportation incentives.

Ability to track commuterparticipation through calendarregistration.

Longer term, the project is exploringopportunities to enhance the systemwith technologies to optimize rider/driver matching in real time andintegrate the requesting of riders/drivers with existing calendaring tools.

The go live date for the new applicationis January 2010.

Financ ing: By the sponsoring agenciesfor the Bay Area and Northwestprograms.

Contacts :Susan Shaheen

Co-Director, TransportationSustainability Research Center

University of California, BerkeleyPhone: [email protected]

Park WoodworthManager, Para-transit /

Rideshare OperationsKing County Metro Transit


Mark AggarDirector, Environmental

Technology StrategyMicrosoft [email protected]

Web site:RideshareOnline.com


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Concept:

Carshar ing

Descr ip t ion : Carsharing offers analternative to owning or leasing an auto.

It allows people to rent cars on a dailyor even hourly basis, paying only for thetime they use the car and the mileagethey drive. The operatorsof the Carsharing serviceprovide vehiclemaintenance, repair, andinsurance.

The environmental benefits of

Carsharing result from the behaviorsthat are encouraged by its use morecareful consideration of the need,duration and distance of auto trips, andof alternative modes including publictransit, biking, and walking.

Speci f ics: Members of a Carsharingprogram pick up and return vehicles atshared-use lots that are locatedthroughout an urban region orconcentrated around public transitstations, employers, or activity centers.Typically, the member makes anadvanced reservation, gains entrance to

the vehicle with a card or key, anddrives away. When finished with thetrip, the Carsharing member returns itto its home parking space, locks it, andleaves it for the next user.

This efficient use pattern has a clearbenefit in reduced parking demand atresidential locations and participating

public transit stationsand member employersites. It providesincentives for morethoughtful vehicle use,

which creates energy savings and airquality benefits.

One specific application of Carsharing isto facilitate public transit use throughstation car programs that facilitatetransit access for users whose finaldestination would otherwise be located

too far from the endpoint ofthe transit route. Theseusers complete the final legof their trip in station cars.

Carsharing is also anatural match to driverpopulations willing to testadvanced technologyvehicles. A decade ago,CarLink I was launched toallow employees of theLawrence LivermoreNational Laboratory accessto 12 compressed natural

gas Honda Civic autos for use betweena public transit station and work. Otherparticipant members could pick up thecars at the station and use them onevenings and weekends. Schedulingtechnology and vehicle tracking systemswere employed.



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Carshar ing(continued)

CarLink I resulted in a net reduction ofabout 20 vehicle miles per commuterper day. CarLink II, launchedin 2001, introduced moreadvanced vehicle access,reservation,and trackingtechnologies.

At theconclusion ofthe researchphase in July 2002, the projecttransitioned to the Carsharing providerFlexcar to manage as a commercial

enterprise (in 2007 Flexcar and Zipcarmerged and the operation is now knownas Zipcar).

Sta tus : As of July 2008, 19 U.S.

Carsharing programs claimed 279,174members sharing 5,838 vehicles.Canadas 14 organizations shared 1,667vehicles among 39,664 members. Thisinitial deployment represents a fractionof the potential if program design andpublic policy successfully addressbarriers to program expansion (seeAutomobile Smart Parking, page 31).

Financ ing: Carsharing is a new mode

and would benefit from sustained publicpolicy support that fosters its viability.For example, provision of dedicatedparking spaces and exemption fromtaxation levied on conventional carrentals could greatly aid expansion ofthis concept.

Contact :Susan ShaheenCo-Director, Transportation



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Concept:

Au tomob i l eSm ar t Park ing

Descr ip t ion : Advanced parkingsystems and technologies are used toassist drivers in locating availableparking places, thereby reducing timeloss, street congestion, distancetraveled and fuel consumed by driverstrying to park their vehicles. They oftenassist in electronic payment as well.

Speci f ics: Drivers can be informed ofparking lot location, capacity, and

spaces available by dynamic displays onelectronic message signs or by Internetor mobile phone. Automated paymentsystems can allow for seamlesstransactions that enhance trip efficiency.Information on space availability canenhance efficiency in using existingcapacity, while strengthening theeconomics of parking operations.

Parking availability or its scarcity inspecific locations influences the modetravelers use to commute and makeother trips. Where parking is restrictedintentionally as a demand managementtool to encourage public transit use,knowledge of space availability can helpstrengthen the link between policy goalsand an informed public response.

Sta tus : An effort known as SFpark isunderway in San Francisco to deploy asmart automobile parking system thatemploys dynamic pricing. The project ispart of USDOTs Urban Partnership

Agreement (UPA). An evaluation of thislarge-scale effort is being conductedthroughout San Francisco as part of theUPA.

Financ ing: Smart parking capabilitycreates market-based systems thathave the potential to pay for themselvesby increasing utilization rates, and thusimproving the economics of operatingparking facilities. By optimizing use of

existing capacity, smart parking can alsoreduce the need to add new parkinginfrastructure.


Sustainability Research CenterUniversity of California, BerkeleyPhone: 510-665-3483

[email protected]




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Concept:

Trans i t Sm ar t Park ing

Descr ip t ion : Parking is scarce atheavily used public transit stations, and

adding parking spaces is resisted as anadded cost for transit operations whichrequire a public subsidy. Transit SmartParking can expand effective parkingcapacity, transit ridership, andrevenues.

Speci f ics: In 2004 researchers at UCBerkeley, the California Department ofTransportation (Caltrans), the Bay AreaRapid Transit (BART) District,California Partners for AdvancedTransit and Highways (PATH),and private partners launched afield test of Smart Parking at theRockbridge BART station inOakland, where parking demandis high. Observational research revealedthat the free lot would fill by 7:30 a.m.,after which more than 30 cars wouldcycle through the lot looking for parking

and then leave.

Traffic sensors were impeded in thestations reserved lot to relay real-timeinformation to message signs on themajor in-bound route to alert drivers toparking availability. The sameinformation was provided by phone andInternet so drivers could either make anadvance reservation or drive directly tothe space and phone in a reservation.

Sta tus : Before-and-after surveys andfocus groups evaluated travel effects,economics, and technology in the fieldtest. A key finding: Commuters areparticularly receptive to smart parkingsystems linked to transit, where real-time information can be critical to

meeting a departure schedule. Surveyanalyses indicated a potential marketfor a daily paid parking service toattract new riders with relatively highincomes, high auto availability, and

variable work schedules or locations. Ifthis service were available, 28 percentof survey respondents said they woulduse BART more often.

The next phase of this research is a pilotprogram in San Diego that will deploysmart parking along five COASTER railtransit stations in the region.

This three-year pilot applies conceptsfrom the Smart Parking field operationaltest at the Rockridge BART station forthe San Diego COASTER commuter rail

system. These concepts include variablemessage signs alongside highwaysapproaching COASTER stations to alertdrivers of traffic conditions ahead andavailable parking spots at each station,smart cards or vehicle-basedtransponders to expedite paymenttransaction time for parking, and ashuttle service between privately andpublicly-owned parking structuresaround COASTER stations. A commercial

deployment strategy will followimplementation and evaluation of thepilot project.



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Transi t Sm ar t Park ing(continued)

Financ ing: The Rockbridge andCOASTER projects will evaluate the

assumption that the cost of sensors anddata transmission and the cost ofadditions to capacity would be offset byparking revenues and increased transitridership.


Sustainability Research CenterUniversity of California, Berkeley





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3 . I n t e ll igen t T ranspor t a t i onI n f r ast r u ct u r e ( I TI )

Goods Movem ent Bene f i t :

Supports technology development that enhances thecapability of motor carries to provide trip planning, travelconditions and safety information in the cab for access bydrivers.


Supports technology development that enhances collision

avoidance capability and real-time access to driverinformation on traffic conditions.


Deploys information technology to expedite the trafficflow of trucks, buses and autos on highways and arterialsunder all conditions of congestion level and incidentresponse.


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Concept:

Veh icle I n f r ast r uc tu reI n t eg r at io n ( VI I )a .k .a . I n t e l liDr i ve SM

Speci f ics: Vehicle InfrastructureIntegration (VII) is a flow of informationand a roadway infrastructure thatenables transportation to function as anintegrated system. A key attribute is thewidespread availability of data collectionby vehicles as traffic data probes. Thiscreates the potential for continuous andubiquitous information on traffic

conditions, roadwayconditions, incidents(including hazards) andaccidents, pinch-pointsand choke-points.

Such information provides the basis forcomprehensive diagnoses of systemperformance that could be of majorassistance in transportation planning,including management architecture to

develop infrastructure and schedulemaintenance on the basis of real-timeinformation of highway conditions.

At the individual level, the samecapability translates into trip planningcapacity. VII also has important safetyapplications in collision avoidancethrough inter-vehicle cooperation atintersections and in general traffic flow.On-board VII can provide downstreamtraffic information to automaticallyenable timely vehicle deceleration priorto arriving at a point of reduced trafficflow. Related to this is traffic smoothingthrough merge assistance, CooperativeAdaptive Cruise Control, and transitsignal priority. Computer simulationsusing vehicle probe data can determine

the optimal set speeds for smoothesttraffic flow.

VII can also shorten the gap betweenvehicles to increase throughput and

save fuel. VII-equipped vehicles cars,buses and trucks could be clusteredin managed lanes and truckways. Arecent test of truck platooning on adedicated truckway used DSRC-basedcommunication combined with sensorsand automatic control of engine, brakesand transmission to shorten separationsbetween trucks to as close as threemeters. The following truck achieved

10-15 percent fuel savings

while the lead truck saved 5-10 percent due to reducedaerodynamic drag. Withpassenger vehicles enabled byadaptive cruise control, acurrent experiment is

measuring how comfortable drivers willfeel with reduced gaps in vehiclespacing enabled by cooperative adaptivecruise control, which has the potential

to significantly increase vehiclethroughput.

Generally, safety is seen as the criticalapplication of VII, followed by improvedmobility based on communicationbetween vehicles and between thevehicle and the roadside.

Status : VII was initiated by USDOT in2004. There are several similar

programs in Europe and Japan. The2005 ITS World Congress in SanFrancisco showcased these capabilities,including a collision avoidancedemonstration. In 2007 Caltrans metwith USDOT to see how to accelerateVII nationally.



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Veh i cl e I n f r as t r uc tu reI n t e gr a t io n ( V I I )a .k .a . I n t e l l iDr i ve SM

(continued)

Five layers are required for successfulVII: ITS services, informationmanagement, a communicationsnetwork, communication nodes, and atransportation system. VII is based onthe interactions among them.

Recent progress on smart phonescombines a computer, GPS andtelephone shrunk into a smallpackage. Since May 2008 a device has

been available as an after-marketproduct that enables VII, and privacysafeguards are being put in place forcell phones that can be trackedlocationally.

Along with smart phones, the other majorVII technology is DSRC DedicatedShort-Range Communications. A nationalDSRC spectrum was adopted in 1999 dueto lobbying by ITS America. DSRC is

based on a network of roadside boxesthat have instantaneous connectivity ofthe kind required for collision avoidance.Research is underway on the beststrategy for deploying DSRC performance and network design, densityvariations required by transmission range,integration with other systems such asWi-Fi in delivering information to fast-moving cars.

Technology, commercial considerationsof deployment, and politics are allinvolved. Capability, marketability andacceptability must all be there. A keyrequirement is to achieve consensus onwireless communications technologyand standards. Implementation is amajor challenge due to multiple levels of

government and diverse prioritiesamong public and private sectorentities. Yet implementation delivers thelargest benefits at high levels of marketpenetration where network effects are

achieved.

Cell phones support VII services thatrelate to slowly changing situations liketraffic conditions but not to safetyfeatures like collision avoidance andgreen light enabling at intersections.DSCR technology is required for suchtime-critical functions.

Caltrans has partnered with Savari,

which built a DSRC interface betweenthe car and the roadside usingBluetooth and the mobile phone asaftermarket devices that consumerscould buy without waiting for automanufacturers to install. On-boardDSRC is a desirable approach and Savariis working on meeting the nationalstandard.

Financ ing: The broad-scale questionsabout VII are how it will be deployedand how it will be financed, includingthe kind of connection fees cell phoneand Wi-Fi service providers wouldcharge, and who would pay for theintegration of DSRC roadside and on-board units with Traffic ManagementCenters (TMCs).

Contact :

Steven ShladoverResearch Engineer, PATH (Partners for

Advanced Transit and Highways)UC Berkeley Institute for

Transportation StudiesPhone: [email protected]


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Concept:

I n te l l iDr i veSM

Safety Appl icat ion s USDOT / NHTSA Pr oj ect

Descr ip t ion : Roadway transportationactivity experiences six million crashesper year, 41,000 fatalities in 2007, andassociated economic costs of about$250 billion. In addition to fatalities andinjuries, traffic crashes account for 25percent of all congestion, creatingnearly $20 billion per year in relatedcost.

Environmentalcosts inunproductive fuelconsumption andcarbon emissions ofmotor vehicle inaccident-relatedcongestion havenot been calculatedbut are significant.

These impactssuggest a stark and compelling need todevelop and implement new, moreaggressive safety solutions for the U.S.transportation system. Among the mostpromising approaches is IntellidriveSM,formerly known as VehicleInfrastructure Integration (VII).

IntelliDriveSM combines advancedtechnologies in wirelesscommunications, on-board computerprocessing, vehicle-sensors, GPSnavigation, smart infrastructure, andothers that enable vehicles to identifythreats and hazards on the roadway andcommunicate this information to giveother drivers alerts and warnings.

At the core of IntelliDriveSM is anetworked environment supporting veryhigh speed transactions among vehicles(V2V), and between vehicles and

infrastructure components (V2I) orhand-held devices (V2D) to enablenumerous safety and mobilityapplications.

This capability to identify, collect,process, exchange, and transmit real-time data provides drivers with agreater situational awareness of theevents, potential, threats, and imminent

hazards within the

vehiclesenvironment.Supported bytechnologies thatintuitively andclearly presentalerts, advice, andwarnings, driverscan make better andsafer decisions.

When furthercombined withautomated vehicle-safety applications,IntelliDriveSM technology enables thevehicle to respond and react when thedriver does not.

Potential applications of IntelliDriveSM

include:

Vehicle-t o-vehicle (V2V). When a

vehicle brakes suddenly, a notice istransmitted to the surroundingvehicles, enabling them to eitherwarn drivers to stop or automaticallyapply the brakes if a crash isimminent.



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I n t e l l iDr i ve SM Safety App l ica t ion s USDOT / NHTSA Pro j ec t(continued)

Vehicle-to-infrastructure ( V2I) . Avehicle in an accident could transmitincident data time of incident, typeof crash, severity through aroadside infrastructure device tosystem operators who thenbroadcast regional warning thatalerts to drivers to slow down.Simultaneously, incident data couldbe transmitted directly to emergencydispatchers for emergency response.

Vehicle-to-others (V2D). A carturning right may be able to send analert to a bicyclists cell phone ordevice on the bike and avoid apotential collision.

Sta tus : The USDOT has conductedextensive research on the effectivenessof vehicle-based collisioncountermeasures for rear-end, roaddeparture, and lane change crashes.Field operational tests (FOTs) ofcollision warning systems have shownmeasurable benefits in reduction ofcrashes. However, the systems haveinherent shortcomings that reduce their

effectiveness such as misidentificationof stopped cars and out of pathobstacles for rear-end collision warningsystems, and map errors andmisidentified lane markings for roaddeparture crash warning systems.

The U.S. DOTs National Highway TrafficSafety Administration (NHTSA) and

Research and Innovative TechnologyAdministration are exploringenhancements in vehicle-to-vehicle(V2V) communications that couldimprove collision-warning systems over

the next four to six years and beyond.This research is intended to enhancecurrent and future automotive safetysystems such as adaptive cruise control,Emergency Electronic Brake Lights(EEBL) and intersection collisionavoidance.

Many of these applications are beingdeveloped today without V2Vcommunications. The potential forimproved performance over the existingautonomous systems could enhancecurrent safety systems and enable newsafety applications to save lives andreduce injuries.

The primary objective of this jointinitiative between U.S. DOT andmembers of the automobile industry isto determine if certain applications thatutilize Dedicated Short RangeCommunications (DSRC) can improveupon and/or enable the performance ofvehicle-based systems.

Financ ing: USDOT, NHTSA, andautomobile manufacturers.

Contact :Greg LarsonChief, Office of Traffic OperationsResearch, Division of Research and

Innovation, CaltransPhone: [email protected]


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Concept:

I n te l liDr i ve SM Safety andMobi l i ty Appl icat ion s SafeTr ip-21

Descr ip t ion : SafeTrip-21 is a U.S. DOTinitiative to find transformative ways ofusing existing technology to enhancesafety and mobility. The initiative seeksto explore the potential of extendingthis capability as far as possible in waysthat do not require deployment of DSRC(dedicated short-range communication),which requires major hardware

investment along roadways. The intentof SafeTrip-21 is to take the wirelesscommunication revolution on the roadand into the car to provide the travelerwith more route options, modal choicesand a safer trip, and to enablepedestrians andbicyclists to sendout informationabout their locationand position.

The connectedtraveler would beenabled to accessinformation beforeand during a trip so the trip may betaken efficiently and safely. Safety,speed, predictability, green footprint all these can be the focus of bestroute advisories customized into theinformation profile each driver wants.Such travel information would beprovided through a cell phone or otherconsumer handheld device, such as anaftermarket navigation unit.

Speci f ics: SafeTrip-21 is leveragingexisting technologies to empowerpeople who use the system and those

who manage thesystem. Smartphones will haveGPS chips thatwill provide

congestioninformation onroutes that havesensors andthose that dont.Among possibleapplications isdynamic routeguidance. The consumer informationdevice would tell the traveler aboutroad conditions, route alternatives and

modal choices (car, bus, rail transit).The device would also send and receivesignals regarding vehicle positions (V2Vcommunication) to enhance travelsafety.

Under SafeTrip-21, CaliforniaPATH is combining its existingresearch test-bed with the SanFrancisco Bay Areas roadway

infrastructure and Silicon Valleysongoing revolution in wirelessand personal computing. Thegoal is to develop applications -tell me about my trip, tell me

about my road, watch out for me thatPATH will implement and evaluate.

SafeTrip-21 project partners include theU.S. DOT, Caltrans, private industry(primarily Nokia, NAVTEQ and Nissan),

centers at the Institute of TransportationStudies, University of CaliforniaBerkeley California Center forInnovative Transportation (CCIT) andCalifornia PATH and the Americandriver.



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I n t e l l iDr i ve SM Safe ty and Mob i l i t yAppl ica t ion s SafeTr ip-2 1(continued)

One project premise is that the multi-band, multi-applications environmentthat underpins SafeTrip-21 will create inconsumers the desire and in the UnitedStates market the penetrationto widely deploy SafeTrip-21devices.

Sta tus : In the next year or soin Bay Area, a series ofapplications known as Group-Enabled Mobility and Safety

(GEMS) will be tested. One aimof GEMS is to provide agateway device a cell phone with webbrowser that can bring multiplecommunications frequencies to matchwith the correct application, be itsafety or mobility, that enables theconnected traveler.

The GE in GEMS means vehicles areengaged in a cooperative use of

communications with other vehicles andpedestrians. GEMS supports theconnected traveler by providing mobilityand safety information. PATH research

will determinewhat informationto provide and bywhat enablinghardwareapplications in a

system for drivers.In one GEMSapplication, theUC Berkeley,California PATH,and University of

Utah research teams are working withNAVTEQ to develop an Internet-baseddynamic routing system delivered on a

consumer handheld device such as a cellphone. The system aims to providetravelers with alternative routes thatcan avoid traffic jams and reducecommuting delays. Based on the Map24

interactive map platform provided byNAVTEQ, the screen shot shows a Webpage with fivealternative routesfrom downtownMountain View tothe OaklandInternationalAirport, rankingthem on real-timetraffic information.

Modal shift isenabled through providing transit andparking information through mobilephones and electronic signs and byallowing travelers on the San FranciscoPeninsula to access transit informationin real-time while they are in motion.

Financ ing: U.S. Department of

Transportation

Contact :James MisenerExecutive Director, PATH (Partners for

Advanced Transit and Highways)UC Berkeley Institute for


JD MarguliciAssociate Director, CCIT (California

Center for Innovative Transportation)UC Berkeley Institute for



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Concept:

I n te l l iDr i veSM

Mobi l i ty Appl icat ion s Mobi le Mi llenn iu m

Pro jec t

Descr ip t ion : Volunteers are invited toparticipate in the Mobile Millenniumtraffic pilot, a free public traffic-information system that uses the powerof communication toprovide the public withreal-time traffic conditions.

Avoiding traffic congestioncan save time, gasoline,greenhouse gasemissions, and stress.Mobile Millennium is apublic-private researchpartnership that aims toaddress these key societalissues by providing drivers with currenttraffic information where and when they

can use it to make informed traveldecisions that keep traffic flowing.

Sta tus : Researchers use anonymousspeed and position information gatheredby GPS-equipped cell phones, fuse itwith data from static traffic sensors, andbroadcast traffic information back to thephones. Data is gathered only fromlocations that are statistically significantfor traffic information. This careful

targeting minimizes bandwidth usage bycollecting only traffic-relevant data, andequally important, is privacy-aware.

The larger the number of people usingit, the better the system will work.Mobile Millennium encourages potentialparticipants to become an EarlyAdopter of this cutting-edge, developing

technology. Download the free softwareto your phone and tell your friends. Be aPart of Next-Gen Technology?

This is an active research project that

will be updated regularly based onparticipant feedback on product-specificissues people are having with thesoftware, including:

Will it work on my phone? How can I install it on my phone? How do I look at traffic on myphone? How can I get audio traffic reportson my phone in real time? When will arterial (side street)

information become available?

Mobile Millennium is trying to providedrivers with intelligent choices based oninformation that is out there but notcurrently available to consumers. Itdoes this by combining Navteq/Nokia-based detection, commercial (taxi cab,etc.) vehicle tracking, and cell phonereports from virtual lines.

Financ ing: The Mobile Millenniumtraffic information system is provided tousers for free jointly by Nokia, Navteq,and UC Berkeley, in partnership with theCalifornia and U.S. Departments ofTransportation.

Contact :JD MarguliciAssociate Director, CCIT (California

Center for Innovative Transportation)UC Berkeley Institute for


Web site:http://traffic.education.edu


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Concept:

St r a teg ic Fram ew ork fo rNew Techn o logyAdopt ion

Descr ip t ion : VII / IntelliDriveSM andalternative fuel vehicles are outstandingcurrent examples of promisinginnovations that require a strategicapproach to technology developmentand user acceptance. Innovationdeployment will be impacted by theextent to which this approach is utilized.

Speci f ics: Experience has shown thatthe following principles should befollowed to support widespread adoptionof innovative technologies:

Design in response to need:

Technology developers are oftentempted to create all-purposeproblem-solvers thatmaximize the

number offunctions andapplications. Butthis can createdevices socomplex that they impede useraccess to critical functions.Developers should instead focus onthe key function and simplify theuser interface that provides access tothat function.

For example, mobile phone usersseeking route information for asmart and safe trip must pagethrough several screens to reach thenavigation system with trafficinformation. This may be toocomplicated and slow for users

seeking accurate, reliable real-timeinformation. Far preferable would bea single safety-relevant icon and/or avoice interface pushed to the driverthat addresses the upcoming

situation.

Provide tr ustworthy inform ation:

Technology does not automaticallychange behavior. People must bewilling to make the behavioralchanges required to use a newtechnology. They need to know whatis available andhow they canaccess it, or it

will not beadopted. Atransportationtechnology mustmake a difference in the quality oftrip or travelers will not bother tolearn how to use the system.

For example, public willingness tomake trips in alternative fuel vehicles

is crucially dependent on informationabout travel distances versus vehiclerange, refueling station locations andthe cost and availability of refueling.When people leave their homes theyneed to have certainty if they are tomake decisions about new types ofdriving experiences. This requiresclear, easy-to-access informationdeveloped through the deliberatenetworking of multiple participants

who are building facilities andcapacity.



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St ra t eg ic Fram ew ork f o rNew Techno logy Adop t ion(continued)

Work through partnerships ofgovernm ent, un iversities, business,and consum ers to connect m issinglinks in technology deployment: Theprivate sector will move rapidly whenit sees a business case; for example,the pace of mobile phonedevelopment since 2007. When thishappens, a ubiquitous infrastructurecan be deployed without taxpayercosts. Government doesnt move thisfast but has the power to set

standards and create requirements.Another partner is university centersthat cooperate and coordinate tocombine research and experience.

CCIT (California Center on InnovativeTransportation) is a deployment entitythat bridges the private sector, publicagencies and academia. CCIT seeks tobe an early identifier of promisingtechnologies and of agencies willing to

champion innovations. It also focuses ontechnologies to enable capabilities thatexist but are not connected.

CCIT works through the push ofproject assistance for new technologythat can be developed by universitiesand adopted by the private sector, andby the pull of encouraging vendors topropose innovative demonstration

projects that put technologies on themap for government agencies.

An outstanding example of CCITstrategy is the Cal-France project, amajor advance that used mobile phonesas data probes and created thealgorithms to convert complex data intotools that generated results for VII /IntelliDriveSM. The work done by CCITand UC Berkeley researchers has

advanced the technologies to a newlevel, helping to create an innovationthat has a high potential fordeployment.

California PATH (Partners for AdvancedTransit and Highways) focuses onbridging the last mile from research todeployment. PATHs mission is toaccelerate the rate of new technology

implementation and adoption. PATHconducts applied prototype-orientedresearch and serves as a knowledgechampion for technical experts inovercoming institutional hurdles such asintellectual property (IP) licensing, solesource contracting, and lack of aninterface between the public sector andprivate users in developing performancestandards for technology.



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St ra t eg ic Fram ew ork f o rNew Techno logy Adop t ion(continued)

TSRC (Transportation SustainabilityResearch Center) focuses on alternativefuels and vehicles, and sustainablesolutions including those based onintelligent transportation systems.

TSRC conducts behavioral, economic,and technical studies as well asdeploying technology applications in thefield to develop green marketpathways for promising newtechnologies that connect transportation

system users with innovative productsand services beneficial to both societyand the environment.

CCIT, PATH, and TSRC are part of theInstitute of Transportation Studies,University of California, Berkeley.Caltrans is supporting the activities ofthese entities through a model based onfield tests, prototypes, pilots, anddeployment of research results.

Contacts :Larry OrcuttChief, Division of Research and

InnovationCalifornia Department of Transportation


JD MarguliciAssociate Director, CCIT

(California Center forInnovative Transportation)

UC Berkeley Institute forTransportation Studies


James MisenerExecutive Director, PATH

(Partners for AdvancedTransit and Highways)

UC Berkeley Institute forTransportation Studies


Susan ShaheenCo-Director, TransportationSustainability Research Center

University of California, BerkeleyPhone: [email protected]


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Concept:

Act ive Traf f i cManagem ent ( ATM)

Descr ip t ion : Active Traffic Managementis the use of multiple aspects ofIntelligent Transportation Systems (ITS)in real-time applications. ITS in turn isthe application ofinformationtechnology totransportation.

Speci f ics: Anysituation in which

the transportationsystem ischaracterized byvariable conditionsis a candidate for Active TrafficManagement. Prime examples include:ramp metering, tolls adjusted for trafficconditions (congestion pricing), variablespeed limits to ease the impact ofcongestion or incident response, and

signal synchronization to enhancethroughput and traffic flow.

Ramp metering adjusts green lightintervals for congestion levels.Congestion pricingadjusts tolls forpeak-hour and off-hour capacity.Variable speedlimits mitigate the

disruptivecompaction oftraffic as itapproachescongestion orincidents. Signalsynchronizationcan be adjusted on

a time-related basis or withelectronic detection of actualtraffic.

While each of these

clean,green,smartbestpractices.its

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