Clean, Green, and Smart...Clean, Green and Smart — Best Practices Manual — West Coast Corridor...

Clean, Green and Smart — Best Practices Manual — West Coast Corridor Coalition

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Clean, Greenand Smart

Best Practices

West CoastCorridor Coalition

June 2009


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Table of Contents

Introduction .......................................................4Peer Review Advisory Board Roster ............................................................ 6

1. Transportation Systems Analysis ...................7Truck Freight Performance Measurement ................................................... 8Bottleneck Capacity Analysis .................................................................... 9Integrated ITS Planning for Goods Movement ............................................10EPA Smart Way Supply Chain Analysis ......................................................12“Green” Performance Measures for Transportation Systems .........................13Loop Detector-Based Vehicle Tracking to Evaluate System Performance ........15Deployment Strategy for Integrated Bus Rapid Transit (BRT) .......................17“Fully Featured” Bus Rapid Transit (BRT) Corridor Development ...................18

2. Traveler Information Integration (TII) ........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 ............................................ 26Ridesharing .......................................................................................... 27Carsharing ............................................................................................ 29Automobile Smart Parking ...................................................................... 31Transit Smart Parking ............................................................................ 32Public Transit EasyConnect ..................................................................... 34

3. Intelligent Transportation Infrastructure (ITI) ...................................35Vehicle Infrastructure Integration (VII) a.k.a. IntellidriveSM ......................... 36IntellidriveSM 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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4. Cleaner Fuels and Engines ...........................51Zero-Emission Vehicles (ZEVs) ................................................................ 52California 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 ............................................... 73“Bridge to a Better Future” Vehicle Exchange Program ................................75Cleaner Diesel — American Trucking Associations ...................................... 76Cleaner Diesel — Freight Rail Locomotives ................................................ 77Hybrid 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 & Regulation ........................................ 91Seamless Weigh Station Preclearance of Trucks ......................................... 92Single Source Multi-State Overweight / Oversize Permitting ........................ 96Inductive 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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Introduction

The West Coast Corridor Coalition waslaunched in November 2001 bytransportation policy leaders inCalifornia, Oregon, Washington, andAlaska to address the looming challengeof goods movement in the Pacific states.

The region was absorbing a 40 percentshare of U.S. port-related freight, whichwas growing at a record pace. The factthat each major WestCoast port was locatedin a large urban areacompounded the goodsmovement challenge bycombining metro trafficwith long haul andregional freight.

The purpose of the West Coast CorridorCoalition was three-fold:

(1) To encourage freight systemsapproaches rather than a project-level focus in making majorinfrastructure investments.(2) To share best practices on freightoperations.(3) To develop a common voice onthe national role played by the WestCoast in moving U.S. imports andexports, and the need for nationalsupport for this role.

Five years into the Coalition’s work, aco-equal priority had emerged: Growingevidence of global climate change – theincreasing frequency of extremeweather events – and transportation’sinescapable part as a source of thisenvironmental risk and impact.

This new priority did not replace theCoalition’s original mission, but added a

new and necessary element to the workprogram. Moreover, since goodsmovement and personal travel relylargely on the same transportationsystem, impact the same environment,and would potentially benefit from manyof the same new technologies andpractices, both aspects of transportationneed to be addressed where they areintertwined.

To maximize its capacity for an effectiveresponse, the Coalition in 2007combined two committees: ITS(Intelligent Transportation Systems) andEnvironment. The intent was to gainleverage on the challenge by harnessingadvances in information technology thatcould empower advances in vehicle andenvironmental technology.

A commitment was made by theCommittee and the Coalition to gatherin a Best Practices Manual the mostpromising innovations and initiativesdealing with transportation-relatedimpacts on the environment and climatechange. The Manual would be issuedperiodically in hard copy, continuouslyupdated on line, and broadlydisseminated to policy makers, opinionleaders, and the interested public. Aspecific best practice would appear asthe featured case study in each “issue”of the Manual.

The document before you is the firstcompilation of West Coast best practicesserving the goals of “Clean, Green andSmart.” Our thanks to the outstandingpractitioners who provided theirresearch findings and practicalexperience.

(continued on next page)


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

• There is a role for research,evaluation, and informationdissemination 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 inclusionin 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 thatreduce 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 contactinformation 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 being“Clean, Green and Smart.”

The Manual is intended to reach a widespectrum 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 technologiesand 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, Green and Smart Project

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, CaltransBarbara 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 O’Brien, 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 IrvineCaroline 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. Transportation Systems Analysis

Goods Movement Benefits:

• 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 Travel Benefit:

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

Transportation System Benefit:

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


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Concept:

Truck FreightPerformanceMeasurement

Description: 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 projecteffectiveness.

Specifics: 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 waysthis 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 fortrucks and cars.• Providing real-time truck travelinformation on WSDOT’s Web.Verifying the truck-trip travel times,origins and destinations currentlyused in state and regional freightmodels.• Providing input for air qualitymodels and safety studies.

Status: 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 afinal report will be provided to the statelegislature.

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

Contacts:Edward McCormackResearch Assistant ProfessorTransNow, University of WashingtonPhone: [email protected]

Dale TabatTruck Policy and Project ManagerWashington State Department of TransportationPhone: [email protected]


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Concept:

BottleneckCapacity Analysis

Description: 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.

Specifics: Traffic counts and laneoccupancy data will be gathered usingloop detectors, which are typicallyavailable at bottlenecks in the SanDiego area, and videotapes to ensure amanual count accompanies the loopdetectors. From these data, statisticalanalysis techniques will be used toidentify relationships among trafficvariables.

Status: Deliverables at the end of theproject include a final report, aworkshop presentation, and animplementation package consisting ofthe written descriptions of capacityanalysis procedures.

Financing: California Department ofTransportation (Caltrans)

Contacts:James H. BanksProfessor, College of Civil and Environmental EngineeringSan Diego State UniversityPhone: [email protected]

Hassan AboukhadijehCaltrans Project ManagerPhone: [email protected]


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Concept:

Integrated ITS Planningfor Goods Movement

Specifics: 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 insupport ofimproving airquality andreducingcongestion causedby port-relatedtruck and rail traffic passing through theregion, with the goal of minimizingenvironmental and communitydisruption while maintaining theeconomic 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.

Status: Kimley-Horn filed its “GatewayCities 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 travelerinformation 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 containerpick-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.



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Integrated ITS Planningfor Goods Movement(continued)

• Examine the potential to applydynamic congestion pricing (variabletolling) 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 thepotential for a quicker, more reliableand less labor-intensive truck safetycredentialing process.

Financing: Gateway Cities Council ofGovernments, California Department ofTransportation, and Federal HighwayAdministration funded the initial phaseof plan development.GCCOG has receivedfederal funds to beginthe next phase – planimplementation.

Contacts:Jerry WoodProfessional EngineerDirector of Transportation and Engineering, Gateway Cities Council of GovernmentsPhone: [email protected]

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


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Concept:

EPA SmartWaySupply Chain Analysis

Description: 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.

Specifics: SmartWay “packages”existing EPA programs and agreementswith 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 (“triangular”routing), off-peak delivery schedules,and utilizing inter-modal (rail) transportfor moving long-haul freight to regionaldistribution 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 agovernment role indeveloping a consistent,global methodology. EPA

focused on an approach that builtanalyses from activity “modules”provided 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 guidelogistics decisions. Companies thatparticipate become SmartWay certified.

Status: 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 supply”chains is not only environmental; it iseconomic, expressed in more efficientoperations and reduced purchases ofresource inputs.

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


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Concept:

“Green” PerformanceMeasures forTransportation Systems

Description: Evaluate transportationsystem impacts on greenhouse gases,air pollution, and community quality oflife by including “green” metrics intransportation data collection andevaluation.

Specifics: The Portland TransportationArchive Listing (PORTAL) regionaltransportation data archive wasestablished at Portland State Universityin 2004 to improve understanding of themetro region’s 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 (asurrogate 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 thesemeasures of transportation performancewith measures that assess theenvironmental, economic and socialsustainability of Portland’s 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.

Status: 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 periodof 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” Performance Measuresfor Transportation Systems(continued)

Financing: Oregon TransportationResearch 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 EngineeringPortland 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 Detector-BasedVehicle Trackingto Evaluate SystemPerformance

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

Specifics: 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-timewith 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 vehiclesindividually 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 oftenquite 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 acore 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 vehicletracking 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-BasedVehicle Trackingto EvaluateSystem Performance(continued)

Status: 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 Irvine’s 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 readilyoutweigh its cost in providing state-of-the-art measures of traffic performanceusing existing inductive loop detectorinfrastructure.

Financing: 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:

Deployment Strategyfor IntegratedBus Rapid Transit (BRT)

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

Specifics: One of PATH’s (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 complicatemaintenance 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 implementationof 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:

“Fully Featured”Bus Rapid Transit (BRT)Corridor Development

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

Specifics: 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, twoof the largestemployers andparticipants in LTD’sGroup PassProgram. Becauseover 90 percent ofriders along thecorridor have pre-paid types of faremedia and monthlybus passes, LTD

does 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.

Status: 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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Fully Featured”Bus Rapid Transit (BRT)Corridor Development(continued)

Since operation of EmX began, the firstcorridor has an average of 5,000weekday riders in 2007, and an averageof 6,000 weekday riders in 2008. Withthe success of the first corridor, whichhas more than doubled ridership of theprevious regular service, theInternational TransportationDevelopment Program (ITDP)nominated LTD for a SustainableTransportation Award in January 2008.

Developers and city staff anticipate thatover time, commercial and high-densityresidential growth will align along thecorridors. A pilot project sponsored bythe Federal Transit Administration (FTA)for vehicle magnetic guidance willinform service design andimplementation for future corridors.

Financing: FTA funded the first four-mile corridor for a total of $24M (20percent local match) and the second,seven-mile corridor for a total of $41.3M(7 percent localmatch, 13 percentstate match).

Contact:Tom SchwetzDirector of Planningand DevelopmentLane Transit DistrictPhone: [email protected]


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2. Traveler InformationIntegration (TII)


• 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 CorridorTraveler Web Site

Description: 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.

Specifics: 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.

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

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

Contact:Dale TabatManager, Truck Freight Program & PolicyWashington State Department of TransportationPhone: [email protected]

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


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Concept:

Freight Travel AlertNotification System

Description: 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.

Specifics: In 2007, the WashingtonDepartment of Transportation (WSDOT)developed an e-mail alert system tocommunicate 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 2007and 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.

Status: WSDOT has received significantpositive 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 notificationsystem be used in other states.

Contact:Vickie SheehanCommunications ManagerFreight Systems DivisionWashington State DOTPhone: [email protected]

To sign up for freight alerts, go to:https://service.govdelivery.com/service/user.html?code=WADOT


23

Concept:

Truck Smart ParkingStrategy Analysis

Description: 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 capacityand improveinformation aboutavailable truckparking.

Status: 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 projectthat 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 expertinterviews 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 ofthese 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 ormore 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.



24

Truck Smart ParkingStrategy Analysis(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 willbe 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.

Financing: 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: [email protected]

Caroline RodierSenior Researcher, Transportation Sustainability Research CenterUniversity of California, BerkeleyPhone: [email protected]


25

Concept:

New MobilityHub Networks –an Integrated VMTReduction Strategy

Description: Create networks of “NewMobility Hubs” that allow people tomove from point of origin to destinationin the most efficient way, throughsoftware development that makesservers more powerful than in the past.

New Mobility Hub Networks link differentmodes of transport, including buses,trains, streetcars, clean-fuel taxis andcar-share or bike-share vehicles, toprovide convenient, practical door-to-door trips that the user finds preferableto traditional use of a single-occupancyvehicle.

Specifics: A range of innovations canlink different modes of transportationservices, IT technologies, and designsand infrastructures to provide integratedurban transportation choices enablingusers to select the best mode for eachpurpose.

Transportation systems can be designedto make travel by bus and rail transit,car-sharing and bicycle-sharing, andwalking all as easy and efficient aspossible, with emphasis on seamlessconnectivity among modes of travel.Modal transfer can be facilitated throughreal-time arrival, departure, availabilityand access information at public kiosks,via cell phone and through electronicsignage.

Where practical, augment thesetransport amenities with satellite offices

(remote work stations), day care, cafes,shops, entertainment, restrooms andshowers. For the user, New Mobility HubNetworks connect a full range oftransport with other services, productsand technologies. For the developer,Hubs have the virtue of being scalableand thus adaptable to retrofits andexpansions of existing sites, especiallythose that are or could be activitynodes.

The concept originally developed fromintegrated “Mobil Punkt” work inBremen, Germany in the late 1990sunder the leadership of Michael GlotzRichter, who continues to be an activeproject partner.

Status: Joint concept development bythe lead co-partners (see Financing,below) is currently underway. Otherparticipating entities, including Toronto,Ontario, are serving as sites for pilotprojects and field testing of concepts.Corporations including Royal DutchShell, Cisco, Cherokee, and GoLocohave participated in visioning sessionson the meaning of the New Mobility fortheir companies and globally.

Financing: The University of MichiganSMART (Sustainable Mobility andAccessibility Research andTransformation) Program catalyzes hubnetwork projects and partnerships incities. The Ford Motor CompanySustainable Business DevelopmentProgram has provided funding.

Contact:Susan ZielinskiManaging Director, SMARTUniversity of MichiganPhone: [email protected]


26

Concept:

Safety RoadsideRest Area (SRRA)Hot Spots

Description: To meet the increasingdemand for Internet access by thetraveling public, this project investigatedproviding travel-related information tothe public by kiosk, laptop computers,personal data assistants, and cellphones. Such information might includetransportation and safety advisories,including emergencies, road conditions,and road closures, tourist informationon local attractions and services such asparks, museums, hotels, andrestaurants, and historical informationon the region.

Status: The California Department ofTransportation (Caltrans) has partneredwith the Great Valley Center (GCV) tolaunch a field operational test ofwireless Internet and Internet kiosks attwo rest areas (Phillip S. Raine andEnoch Christoffersen) along State Route(SR) 99. Caltrans has developedrecommendations for the state based onstudy findings.

The objectives of this field test andrelated Wi-Fi technologies includeimproving traveler safety, reducingtraveler delays, promoting tourism oflocal natural, cultural, and historicalresources, and contributing toCalifornia’s economic development. Thisproject is a research evaluation of thefield test, including institutional, user,and financial analyses.

Contact:Susan ShaheenCo-Director, Transportation Sustainability Research CenterUniversity of California, BerkeleyPhone: [email protected]



27

Concept:

Ridesharing

Description: Carpooling and vanpoolingreduce commute costs, save timethrough 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.

Status: 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 andvanpooling.

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 andKetchum, 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).



28

Ridesharing(continued)

• Ability to enter and maintain multipletrips by re-using selected matchinginformation.

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 vehiclemiles 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.

Financing: By the sponsoring agenciesfor the Bay Area and Northwestprograms.


Park WoodworthManager, Para-transit / Rideshare OperationsKing County Metro TransitPhone: [email protected]

Mark AggarDirector, Environmental Technology StrategyMicrosoft [email protected]

Web site:RideshareOnline.com


29

Concept:

Carsharing

Description: 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 ofCarsharing 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.

Specifics: 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 through“station 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 a“natural” 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.



30

Carsharing(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).

Status: As of July 2008, 19 U.S.Carsharing programs claimed 279,174members sharing 5,838 vehicles.Canada’s 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).

Financing: Carsharing is a new modeand 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.



31

Concept:

AutomobileSmart Parking

Description: 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.

Specifics: Drivers can be informed ofparking lot location, capacity, andspaces 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.

Status: An effort known as SFpark isunderway in San Francisco to deploy asmart automobile parking system thatemploys dynamic pricing. The project ispart of USDOT’s Urban PartnershipAgreement (UPA). An evaluation of thislarge-scale effort is being conductedthroughout San Francisco as part of theUPA.

Financing: 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 ofexisting capacity, smart parking can alsoreduce the need to add new parkinginfrastructure.




32

Concept:

Transit Smart Parking

Description: Parking is scarce atheavily used public transit stations, andadding parking spaces is resisted as anadded cost for transit operations whichrequire a public subsidy. Transit SmartParking can expand effective parkingcapacity, transit ridership, andrevenues.

Specifics: 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 parkingand then leave.

Traffic sensors were impeded in thestation’s 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.

Status: 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, andvariable 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 railsystem. 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 commercialdeployment strategy will followimplementation and evaluation of thepilot project.



33

Transit Smart Parking(continued)

Financing: The Rockbridge andCOASTER projects will evaluate theassumption that the cost of sensors anddata transmission and the cost ofadditions to capacity would be offset byparking revenues and increased transitridership.




34

Concept:

Public TransitEasyConnect

Description: This effort focused onproviding bicycles, electric bicycles, andSegway Human Transporters (self-balancing electric vehicles) for shareduse at public transit stations to bridgethe “last mile” between public transitstations and employers. The low- speedmodes were usedfor commuting andday usethroughout theworkday.

The project teamincluded theCalifornia Department of Transportation(Caltrans), the Bay Area Rapid Transit(BART) District, California PATH, ContraCosta Centre, Contra Costa County, 511Contra Costa, the MetropolitanTransportation Commission (MTC), theBay Area Air Quality ManagementDistrict (AQMD), and private partners –Air Products & Chemicals, Inc.,Millennium Partners, Segway LLC, GiantBicycle, and eLock Technologies.

Specifics: EasyConnect was field testedat the Pleasant Hill BART stationbetween 2005 and 2007. This locationwas chosen because of its proximity toContra Costa Centre, a plannedbusiness and residential developmentand a “transit village.”

Fifteen businesses paid $150 per vehicleper month to join EasyConnect.Employees could use their choice ofpersonal transport vehicle after a shorttraining course. Conventional andelectric bicycles and Human

Transporters were donated to theprogram. Users could park them at workand use for travel to off-site meetings,for errands or lunch, and return them tothe BART station or an employer storagefacility at night.

Status: Contra Costa Centre hasassumed management of the program,which is now called “Green Fleet.”

Financing: Transportation DemandManagement (TDM) coordinators,together with area employers, typicallyfund such programs. In some cases,advertising generates additionalrevenue.


Caroline RodierSenior Researcher, TransportationSustainability Research CenterUniversity of California, BerkeleyPhone: [email protected]


35

3. Intelligent TransportationInfrastructure (ITI)

Goods Movement Benefit:

• 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 collisionavoidance 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.


36

Concept:

Vehicle InfrastructureIntegration (VII)a.k.a. IntelliDriveSM

Specifics: 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 trafficconditions, 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 todevelop 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 andsave 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 savingswhile 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 potentialto 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 similarprograms 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.



37

Vehicle InfrastructureIntegration (VII)a.k.a. IntelliDriveSM

(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 hasbeen 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 isbased 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” areachieved.

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.

Financing: 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]


38

Concept:

IntelliDriveSM

Safety Applications –USDOT / NHTSA Project

Description: 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 andinfrastructure 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 thevehicle’senvironment.Supported bytechnologies thatintuitively andclearly presentalerts, advice, andwarnings, driverscan make better andsafer decisions.When furthercombined with

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

Potential applications of IntelliDriveSM

include:

• Vehicle-to-vehicle (V2V). When avehicle brakes suddenly, a notice istransmitted to the surroundingvehicles, enabling them to eitherwarn drivers to stop or automaticallyapply the brakes if a crash isimminent.



39

IntelliDriveSM Safety Applications –USDOT / NHTSA Project(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 bicyclist’s cell phone ordevice on the bike and avoid apotential collision.

Status: The USDOT has conductedextensive research on the effectivenessof vehicle-based collisioncountermeasures for rear-end, roaddeparture, and lane change crashes.Field operational tests (FOT’s) ofcollision warning systems have shownmeasurable benefits in reduction ofcrashes. However, the systems haveinherent shortcomings that reduce theireffectiveness 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. DOT’s National Highway TrafficSafety Administration (NHTSA) and

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

Financing: USDOT, NHTSA, andautomobile manufacturers.

Contact:Greg LarsonChief, Office of Traffic OperationsResearch, Division of Research and Innovation, CaltransPhone: [email protected]


40

Concept:

IntelliDriveSM Safety andMobility Applications –SafeTrip-21

Description: 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 hardwareinvestment 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.

Specifics: SafeTrip-21 is leveragingexisting technologies to empowerpeople who use the system and those

who manage thesystem. Smartphones will haveGPS chips thatwill providecongestioninformation onroutes that havesensors – andthose that don’t.Among possibleapplications isdynamic routeguidance. The consumer informationdevice would “tell” the traveler aboutroad conditions, route alternatives andmodal 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 Area’s roadwayinfrastructure and Silicon Valley’songoing 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.



41

IntelliDriveSM Safety and MobilityApplications – SafeTrip-21(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.

Status: 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 the“connected traveler.”

The “GE” in GEMS means vehicles areengaged in a cooperative use ofcommunications with other vehicles andpedestrians. GEMS supports theconnected traveler by providing mobilityand safety information. PATH research

will determinewhat informationto provide and bywhat enablinghardwareapplications in asystem 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 Map24interactive map platform provided byNAVTEQ, the screen shot shows a Web

page 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.

Financing: U.S. Department ofTransportation

Contact:James MisenerExecutive Director, PATH (Partners for Advanced Transit and Highways)UC Berkeley Institute for Transportation StudiesPhone: [email protected]

JD MarguliciAssociate Director, CCIT (California Center for Innovative Transportation)UC Berkeley Institute for Transportation StudiesPhone: [email protected]


42

Concept:

IntelliDriveSM

Mobility Applications –Mobile MillenniumProject

Description: 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 gas emissions, and stress.Mobile Millennium is apublic-private researchpartnership that aims toaddress these key societalissues by providing drivers with currenttraffic information where and when theycan use it to make informed traveldecisions that keep traffic flowing.

Status: 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 carefultargeting 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 thatwill 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.”

Financing: 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 Transportation StudiesPhone: [email protected]

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


43

Concept:

Strategic Framework forNew TechnologyAdoption

Description: 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.

Specifics: 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-purpose“problem-solvers” thatmaximize thenumber 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 a“smart 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 upcomingsituation.

• Provide trustworthy information: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 itwill 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 vehiclesis 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 participantswho are building facilities andcapacity.



44

Strategic Framework forNew Technology Adoption(continued)

• Work through partnerships ofgovernment, universities, business,and consumers to connect missinglinks 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 doesn’t move thisfast but has the power to setstandards 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 tochampion 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 hasadvanced 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. PATH’s mission is toaccelerate the rate of new technologyimplementation 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.



45

Strategic Framework forNew Technology Adoption(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 transportationsystem 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 TransportationPhone: [email protected]

JD MarguliciAssociate Director, CCIT (California Center for Innovative Transportation)UC Berkeley Institute for Transportation StudiesPhone: [email protected]

James MisenerExecutive Director, PATH (Partners for Advanced Transit and Highways)UC Berkeley Institute for Transportation StudiesPhone: [email protected]

Susan ShaheenCo-Director, Transportation Sustainability Research CenterUniversity of California, BerkeleyPhone: [email protected]


46

Concept:

Active TrafficManagement (ATM)

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

Specifics: Anysituation in whichthe 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, andsignal 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 thedisruptivecompaction oftraffic as itapproachescongestion orincidents. Signalsynchronizationcan be adjusted on

a time-related basis or withelectronic detection of actualtraffic.

While each of theseapplications occurs on a site-specific basis, system-widecoordination is required foroptimal results from the

combination oframp metering, congestionpricing, variable speedlimits and signalsynchronization.

The last-named of these isa particular challengebecause, unlike the others,it is arterial and street-based, requiring the

cooperation of a large number ofseparate municipalities. Metropolitanplanning organizations are the naturalentities to take the lead.

Synchronization of traffic signals willbecome more important as the federalstimulus package funds highwayprojects whose construction can bemitigated in part by better signalcoordination.

Status: Transportation Northwest(TransNow) at the University ofWashington and the OregonTransportation Research & EducationConsortium (OTREC) at Portland Stateare among the entities developing field-data based algorithms to design andrefine traffic models. In Seattle, thePuget Sound Regional Council is takingthe lead in arterial signalsynchronization, which requirescooperation among many municipalities.



47

Active Traffic Management (ATM)(continued)

Funding: Improved signalizationrequires sustained funding. An exampleis Kansas City, Missouri, which makes$1.5 million per year available for thispurpose. In California, Proposition 1B(goods movement investment) includessignalization among activities qualifiedfor funding.

Contacts:Nancy NihanDirector, Transportation NorthwestUniversity of WashingtonPhone: [email protected]

Peter BrigliaAssociate Director, Transportation NorthwestUniversity of WashingtonPhone: [email protected],edu

Yinhai WangAssistant Professor, Civil & Environmental EngineeringUniversity of WashingtonPhone: [email protected]

Hau HagedornResearch Program Manager,Oregon Transportation Research and Education Consortium (OTREC)Portland State UniversityPhone: [email protected]

Simulated photo of Interstate-405’s proposedtwo-lane express toll system.


48

Concept:

Cascade Gateway /Border CongestionRelief Program

Description: The goal of the FHWATruck Border Congestion Relief (TBCR)Program is to identify and assistinternational land borderstates in implementinginnovative solutions toaddress land bordertravel-time delay andfacilitate trade and travelwithout compromising thevital mission of securingAmerica’s borders.

Specifics: The selection ofthe Cascade Gatewayproject for FHWA’s TBCRprogram gives theWashington StateDepartment of Transportation (WSDOT)priority access to innovative financingfor border-related projects. The goal ofthe overall project is to provide real-time traveler information to relievecongestion and maximize the efficientuse of transportation and bordersecurity resources in the CascadeGateway system.

The project will utilize real-time travelerinformation to relieve congestion andmaximize the efficient use oftransportation and border securityresources at the four WesternWashington/ British Columbia bordercrossings. When implemented, theproject will strengthen operation of theindividual crossings as a single border-crossing system.

The proposed project consists of threemain elements:

• Expand the Cascade Gatewaycross-border Advanced TravelerInformation System.• Pursue public-private partnershipsto develop a fiber optic backbonestretching approximately 80 milesalong the I-5 cross-border corridor.

• Foster regional, bi-national partnerships andexplore other opportunitiesfor innovate financing asallowable under federal andstate law to constructpriority projects within theCascade Gateway cross-border corridor.

Relieving congestion byproviding border-crossingwait-times, travelconditions, and corridor-segment travel-time

information to travelers and goods-carriers before and during their trip.



49

Cascade Gateway /Border Congestion Relief Program(continued)

Specifically:• Optimize distribution of cross-border travel demand.• Support dynamic destination-basedre-routing.• Improve interagencycommunication in incident responseand during resumption of traffic flowconditions.• Support compatibility withprivately-developed applications.• Facilitate compatibility andintegration of transportationinformation systems across theborder.• Identify opportunities for public-private development of improvedtraveler information products; forexample, extending the highbandwidth fiber on the I-5 corridorfrom Everett north to the border.

Status: WSDOT’s Cascade Gatewayproject was one of three selected byUSDOT in June 2008 under the TBCRprogram. An agreement was signed inJanuary 2009.

WSDOT is developing a project workplan for completion by summer 2009.WSDOT will work with USDOT to: 1) seta project schedule; 2) pursue acomprehensive planning process for ITSand border congestion relief programs;3) establish performance objectives forCascade Gateway project elements; and4) secure funding for projectimplementation.

Financing: The TBCR programcurrently receives no funding. and thereis currently no budget for the Cascade

Gateway project. The WSDOT NorthwestRegion / Mount Baker area will rely onits current planning budget to proceedwith developing a work plan for thisprogram. Additional funding will beneeded for other project elements suchas ITS design and identifying financingfor project implementation. The projectagreement provides an opportunity forWSDOT to request additional funds fromUSDOT.

Contact:Todd CarlsonAssistant Regional AdministratorWashington State Department of TransportationPhone: [email protected]


50

Concept:

Adaptive TransitSignal Priority (ATSP)

Description: Transit signal priority(TSP) is an operational strategy thatfacilitates the movement of busesthrough signalized intersections. It hasbeen identified as a critical technologyfor deployment of Bus Rapid Transit(BRT) and improvement of traditionaltransit services by reducing total traveltime, enhancing the reliability of transitservice and thus increasedridership. Despite theseadvantages, TSP has notseen widespreaddeployment for tworeasons: the concern oftraffic operation authoritiesthat frequent TSPoperations will deteriorate theperformance of signal control optimizedfor traffic flow, and the capital cost foroutfitting buses with the TSP system.

California PATH Program, in partnershipwith Caltrans and San Mateo TransitAuthority (Samtrans), are conducting aresearch program to investigate anAdaptive Transit Signal Priority (ATSP)concept that uses real-time GPSposition, bus movement information andhistorical bus travel behavior data topredict bus arrival time at anintersection. This provides much longerlead time to allow the traffic controllerto be ‘adaptive’ to the bus arrival as wellas the traffic situations, making itpossible to distribute the impact overseveral control cycles.

In order to allow the signal prioritysystem to better accommodate bus

signal priority calls while minimizing theimpact to the other traffic andmaintaining the coordination amongsignals, a signal priority algorithm thatis based adjustable cycle length signalcontrol scheme must be explored.

Status: PATH, in collaboration withCaltrans and San Mateo Transit District(Samtrans), have coordinated researchand developed ATSP by equipping buseswith Global Positioning Systems (GPS)that monitor bus movements andpredict bus arrival times. This will be

tested in this two-yearresearch project.

First-year research seeksto improve and refine theATSP system to make itsuitable for large-scaleimplementation. The

second year is dedicated to field tests,installing the system at multipleintersections along El Camino Real andon several buses. From these tests, theimpacts of the system will be evaluatedthrough data analysis and interviewswith personnel from Samtrans and citytraffic authorities.

Financing: Caltrans, PATH, andSamtrans

Contacts:Alexander SkabardonisDirector, California PATHPhone: [email protected]

Wei-Bin ZhangResearch Engineer, PATHPhone: [email protected]


51

4. Cleaner Fuels and Engines


• The shift to cleaner diesel, natural gas and hybrid powerenables freight rail and road operators to achieve fuel costsavings and emission reduction that protects theireconomic viability while maximizing permitted areas ofoperation.

• The use of cleaner engines and fuels in personal vehiclesreduces levels of air pollution and greenhouse gasemissions that can otherwise risk placing regions in airquality non-attainment status, with consequent restrictionson commerce and transportation funding.


• The shift to hybrid and electric vehicles enhances airquality while removing consumer vulnerability to gas priceswings and the economic risk of large dollar outflows toforeign oil suppliers.


• Energy security is enhanced by using domesticallyproduced power while progressing toward achievement ofgreenhouse gas reduction targets.


52

Concept:

Zero-Emission Vehicles(ZEVs)

Description: Awareness of theconnection between use of petroleum-based motor fuels, greenhouse gasemissions, and global climate changehas led to the concept of zero-emissionvehicles as a technology and policy goal.

Climate is a huge and complex systemwith enormous momentum. Someclimate change will continue regardlessof how fast we act. This change will beexpressed in the increasing frequency ofextreme weather events that are morevariable and more unpredictable.

The global human population is getting‘richer’ in the sense of using moretechnology. At the same time, humansubsistence populations need moreenergy for basics such as food and water.We will inevitably need to consume moreenergy. We are gaining in our technologybut not in environmental impacts becauseof ever-rising demand, especially fortransportation equipment and use.

The auto industry is experiencingtremendous growth in China, India andRussia. An additional 180 millionvehicles are forecast to be added by2020, bring the world total to 1 billion.Oil provides 96 percent of transportationenergy.

For the U.S., there is also the issue ofenergy security. We produce 10 percentof world oil and consume 25 percent of it,resulting in the outflow of $500 million to$1 billion a day, reliance on unstableforeign sources, and the prospect of“peak oil” in the face of surging oil

demand from developing nations.

This suggests the U.S. has come towhat Intel CEO Emeritus Andy Grovecalls a Strategic Inflection Point (SIP).He says, “We can move to new heightsif we recognize we are at a SIP on oil –or toward decline if we do not. We needa sense of urgency and a World War IIlevel of industrial response.”

Today the U.S. in a “great race” ontransportation technology. The nationalgoal is to move our entire societytoward energy efficiency for quality oflife. The organizational goal is to be aneco-innovator who contributes to asustainable mobile society.

While the goal is “Zero EmissionVehicles,” there is in fact no technologythat is truly zero in emissions. It isimportant to realize that all the energywe use on earth came from the sun inthe form of extraction of carbon fromthe atmosphere. The variable is amatter of cycle time. Fossil fuels mayrequire 100 million years or more totake form, while bio-fuels require one tofive years. If we could power ourvehicles by solar electricity and wind,the cycle time for transportation energycould be reduced to a single day.

The objective is to achieve this shortenergy cycle with a transportationsystem that maintains access, mobilityand flexibility while costing no more,and ultimately less. This can be done ifwe begin to electrify our groundtransportation system.

Electricity as fuel for transportation is adisruptive change. We have never



53

Zero-Emission Vehicles (ZEVs)(continued)

developed an alternative fuel forvehicles – but this time there is noturning back. Global climate change isthe driving factor in policychange. The transition isinevitable and urgent. Itinvolves huge challenges.We are blazing new groundin a perfect storm.

Specifics: Movement toward ZEVs as adominant part of the U.S. vehicle fleetdepends on a combination ofrequirements and incentives:

• Carbon reduction targets are beingwidely adopted at the national and statelevel. Experts including Dan Sperling,Director of the UC Davis Center forTransportation and a CARB member,believe greenhouse gas reductionmandates should be written so they arenarrow, targeted and specific, with firmtarget.

• Carbon content of fuels. A widelycited goal is to reduce CO2 output 70percent by 2050. Improvements ininternal combustion engine (ICE)technology have the potential tocontribute 30 percent of this 70 percentthrough a strategy that engineers label“reduce, reuse, recycle” of CO2 andother pollutants. In the U.S., individualvehicle performance is crucial becauseour dispersed pattern of developmentmeans reduced CO2 from transportationwill not come primarily from usingtransit.

Another strategy to reduce carboncontent and oil dependency is “energydiversity,” including bio-fuels to the

extent they result in CO2 reduction.

California has 10,000 gas stations, 120-130 compressed natural gas stationsthat are public, and six E85 ethanolstations. The greatest problem inconstructing alternative fuel stations is

local and state regulationby fire marshals, airquality districts, and thewater resources board.

Fire marshals approval would continueto be a challenge for electric vehiclerecharging stations, especially if theyrequire high power levels. If chargingcan be done at 110 volts and 1.5 kwh,fire safety is enhanced. Moreover, thatlevel of power is the preferred charginglevel for cars.

• De-carbonized electricitygeneration. Of the 70 percentreduction sought in CO2 output, 40percent depends on “clean” electricityproduction. Electricity is significantlyreliant on a 19th century fuel – coal.Today, 70 percent of electric powergeneration is carbon-based, 20 percentis nuclear and 10 percent is hydro. Thegoal is to de-carbonize through usingrenewable energy sources includingwind and solar to the greatest extentpossible.

A July 2007 study by the NationalResources Defense Council and theElectric Power Research Instituteestimated that if the U.S. vehicle fleetwere electric and powered entirely bycoal-fired plants, CO2 output would be25 percent lower than for a fleet of gas-powered autos.

Further gains rely on de-carbonizing(continued on next page)


54

Zero-Emission Vehicles (ZEVs)(continued)

electricity generation by integrating solar,wind, and other renewables and using theelectricity they generate to power forzero-emission capable vehicles.

A low-carbon fuel mix is a major goal atSouthern California Edison, which purchasesone-sixth of the nation’s wind power and 90percent of its solar power. Solar is theperfect partner with a home “battery” thatstores energy for domestic use. Thistechnology ties in with auto-relateddevelopments to create scalable marketconditions for both power and vehicles.

The problem of solar and wind is thatenergy generation is dependent onweather conditions and thusintermittent. As a result, currenttechnology requires a fossil fuel (NG/Diesel) backup. This could beameliorated by the availability of widelydistributed electrical energy storage.

Quebec Hydro, hydropower generates97 percent of its 41 million megawatts.The utility is developing wind power asthe complement and is moving towardmandatory carbon reductions. Thereason for this strategy is thathydropower is a perfect complement towind, since under windless conditionshydro can be used to fill in the deficit inreal time.

Financing: Electric vehicles – hybrids,plug-ins, and extended range – arepopular when energy costs for internalcombustion engines are high. Costdrives the search for energy efficiency.When gas is expensive, companies takea close look at fleet management andinitial deployment of alternative-fuelvehicles.

Gas prices of $4 a gallon reduce thehybrid payback period from 70-10 yearsto 5-7 years. Will the electric vehiclemarket go from zero to somethingenormous? Not without policy anddirection and incentives. A currentexample comes from the EnergyAdministration and Toyota: As economicslowdown dropped average gas prices inthe U.S. from $4.10 in July 2008 to$1.90 in March 2009, the averagelength of time to sell a Toyota Prius rosefrom 1.6 days to 76.6 days (48 timeslonger). The increase for a Camryhybrid was from 4.6 days to 156.2 days(34 times longer) – compared to anincrease from 28.1 days to 84.1 days (3times longer) for a gas powered Camry.

In response to this impact, expertsincluding Dan Sperling and Andy Groveadvocate a tough form of regulatoryintervention: Put a price floor undergasoline to eliminate the risk that pricedrops will dislocate the market forhybrid and electric vehicles. Othersemphasize making clean energyvehicles competitive by technologyadvances that bring down clean energycosts rather than seeking to make dirtyenergy expensive.

Contacts:Daniel SperlingDirector, Institute of Transportation StudiesUniversity of California, DavisPhone: [email protected]

Mark DuvallTransportation Program DirectorElectrical Power Research InstitutePhone: [email protected]


55

Concept:

California Clean MobilityPartnership (CCMP)

Description: The CCMP is a three-year(2007-2010) public-private collaborationto promote research and developmentof advanced vehicle technologies,alternative fuels, and intelligenttransport systems.

Specifics: UC Berkeley, UC Irvine, andToyota have joined in collaboration withkey strategic partners to establish andimplement a unique capability that: 1)incorporates the social and technicalresearch required to address Californiagoals for alternative fuels and vehicles;and 2) represents populations andtrends in both southern and northernCalifornia.

The project is supported by: 1) grantfunds made available under statelegislation through the California AirResources Board’s “Alternative FuelIncentive Program”; and 2) theprovision of vehicles, vehicle monitoringand data mining, emission testingfacilities, and technical support byToyota.

The CCMP Phase I research will analyze,assess, and inform the technical andmarket challenges and opportunities forplug-in (PHEV) and fuel-cell (FCHV)hybrids. Research elements include:

• Placing the vehicles in real-worldsettings and studying various aspectsof their performance, usage, anddriver response.• Developing test certificationprocedures for the next generation ofdual-fuel vehicles.

• Quantifying the grid impactsassociated with extensivedeployment of electric-drive vehicles.Modeling the impact of PHEV andFCHV deployment on future-year airquality.

The CCMP program has six keyelements: Household PlacementsAnalysis, PHEV Certification, Energy andEconomic Analysis, Urban Air QualityAssessment, Utility Grid Interaction, andEducation and Outreach MessageDevelopment.

The methodology for the social researchinvolves placing conventional hybridvehicles, PHEVs, and FCHVs intohouseholds in northern and southernCalifornia on a rotating basis of fourweeks for each of the three vehicles.The behavioral response to the vehiclesand fueling will be surveyed viaquestionnaires and interviews.

Status: At present, the social researcheffort has cleared all major contractualand human-subject requirements,project vehicles are being tested andequipped with GPS and telematicstechnology, and the initial group ofdrivers are being screened forparticipation. First placements ofvehicles are expected to begin in April2009 and to continue for a minimum ofone year in both northern and southernCalifornia.



56

California Clean MobilityPartnership (CCMP)(continued)

The following elements of technicalresearch have been completed: 1) tworounds of test certification research incollaboration with the ARB El MonteLaboratory, Toyota, Horiba, and theJapan National Traffic Safety andEnvironmental Laboratory; 2)compilation of the initial analysis of gridimpacts, in collaboration with SouthernCalifornia Edison; and 3) initial resultsfrom the air quality simulationperformed in collaboration with theCalifornia Energy Commission, the ARB,and the South Coast Air QualityManagement District.

Financing: State of California fundsauthorized by the Legislature throughAB 1118.


Tim LipmanCo-Director, Transportation Sustainability Research CenterUniversity of California, BerkeleyPhone: [email protected]


57

Concept:

High-performanceBatteries

Description: Batteries are in manyways the technology that will make orbreak the effort to produce Zero-Emission Vehicles (ZEVs). Advances inbattery capability have been describedas the “holy grail” on which all elsedepends in determining the pace anddegree of movement toward electricvehicles. “The battery is the key totechnological and commercial success ofplug-in electric hybrids (PHEVs). Todaywe can say the necessary requirementswill be met,” believes Fritz Kalhammerof Kalhammer Electrochemical andEnergy Technology. Those involved inthe EV effort closely monitor progresson battery technology.

Specifics: EPRI – The Electric PowerResearch Institute – is the major sourceof battery performance parameters.Batteries must be durable to handlecharge-depleting and charge-sustainingmodes. Each involves its ownelectrochemical impacts andconfigurations.

Nickel plate batteries, the most maturetechnology, are high-energy but havesafety problems with deep discharge,which can cause “thermal runaway” oncathodes.

Lithium-ion batteries can meet medium-range power density and energy densityrequirements, with a 15-year batterylife. Expect lithium ion installation firstin conventional hybrids and then inplug-in vehicles. Lithium titanate offerseven higher performance at high cycles.

Iron phosphate batteries are the safestand have excellent power but lowvoltage that could impede their use inplug-in vehicles. A possible solution is touse another phosphate such asmanganese.

It is difficult and costly to design 300-400 miles of electric vehicle range tocompete with the internal combustionengine (ICE). Each key capability – cost.life, power, range – have different “best”answers, so trade-offs are required tooptimize total performance.

Status: The current research directionis to de-emphasize high storagecapacity for hybrid vehicles and focus onplug-in vehicle requirements, which areevolving from high-power systems tohigh-energy systems,

The key criteria for a plug-in hybridelectric vehicle battery are: the power/energy density tradeoff, the packagingof usable energy, and cost/affordability.Batteries can be compared on a cell,module, or pack basis.

Installing the largest possible battery ina car puts less stress on it. This makessense for long use life. Shorter timeframes favor smaller batteries due tolower initial cost. The type of vehiclethat is built largely is a function ofbattery weight, which ranges between60 and 120 kilograms (130 – 260 lbs.).Battery integration into vehicles is arelatively neglected area.

Lithium ion has advanced so rapidly ithas become the technology of choicedue to high energy density compared to



58

High-performance Batteries(continued)

alternatives such as lead acid nickelcyanide. At the same time, its price hasdropped due to 15 years ofcommercialization in personalelectronics. Other promisingtechnologies are further out.

There are issues with lithium ion. Life-cycle performance is not wellunderstood. One criterion of technologyselection is how well the cells functiontogether. To this point, battery powerhas depended on bundling small cellsbut future development must take apath toward larger cells. Prismatic orrectangular cells may pack better andcool better than today’s cylindrical cells.

Nissan’s focus is advanced batterydevelopment. Its engineers believe thekey to packing power, energy anddensity into a lithium ion battery halfthe size of a conventional battery is“lamination,” a thin structure thatfacilitates layout flexibility in the vehicle.Technical tasks remain, includinginsulation of the lamination film.

Large-format cell development is crucialto bringing down costs. As size is scaledup, there will be a manufacturing issue.Storage of concentrated energy isunstable, and getting the heat out oflarger cells is a safety issue. Lithium ionis efficient in charging and dischargingbut is very sensitive to over- and under-charging. It generates heat that mustbe dealt with as part of cost-effectivethermal management to assure safetyat a system level.

The latest major development inlithium-ion batteries comes from

research by Gerbrand Ceder andByongwoo Kang at the MassachusettsInstitute of Technology. They focused onthe speed with which the ions are ableto enter and leave the electrodes, whichgoverns how fast a battery can becharged and recharged.

By finding a way to make the surface ofthe electrodes glassy rather thancrystalline the researchers created amedium that acts as a super-capacitor,conducting ions swiftly to the batterycore. The result is a material that, inexperimental batteries, was able tocharge and discharge in a few seconds.

Lithium ion is the current technology ofchoice, but there may be futureevolutions beyond it. In the words ofDan Sperling, Director of the UC DavisCenter for transportation, “Keeppressing forward on battery research.Recognize that lithium ion is just onestep.” Emerging battery technologiesinvolve advanced materials.

Financing: In February 2009, theObama administration announced $2billion in grants from the Recovery andReinvestment Act for development ofadvanced batteries to support the goalof putting 1 million American-madeplug-in hybrid vehicles on the road by2015.

Nations such as China and Japan viewbatteries as a critical technology, andtheir governments are makinginvestments based on this. Most batterycapability is in Asia because that iswhere personal mobile devices aremade. Battery costs follow a less steep



59

High-performance Batteries(continued)

Moore’s Law decline than transistors butgreater technical efforts couldaccelerate the rate of decline.

OEM’s (original equipmentmanufacturers) learned during the1990s that batteries are expensive andmay require subsidies. There are costand volume “thresholds of production”for economies of scale. The R&Dbusiness case doesn’t always pencil outwhen gas prices are low.

The key ingredient in consumeraffordability is that fuel savings arelarger than battery costs at massproduction price levels. A new plant witha 500,000 unit annual capacity forhybrid auto (HEV) batteries can beconstructed in about two years. Not asmuch is known about plug-in (PHEV)battery production but the timelineshould be similar. None of the bigmanufacturers are currently developingpure electric vehicle (EV) batteries.

Contacts:Mark DuvallTransportation Program DirectorElectrical Power Research InstitutePhone: [email protected]

Andrew FrankProfessor, Department of Mechanical and Aeronautical EngineeringUniversity of California, DavisChief Technology Officer, Efficient Drivetrains, Inc.Phone: 530-752-8120 / [email protected]


60

Concept:

Hybrid Electric Vehicles(HEVs)

Description: A robust and resilientenergy system requires sources ofenergy to be substitutable for eachother in generating power. This is thecase in stationary grids, which canutilize electricity generated from manydifferent sources. But it has not beenthe case in transportation. The dual-fuelcar that uses electricity first andgasoline when needed would changethis.

Eighty percent of US motorists drive anaverage of less than 40 miles a day.This means they could use hybrids witha 40-mile electric capability. The electricpower infrastructure can handle 50million dual-use vehicles that charge inthe off-peak. Use of such vehicles wouldcut U.S. gasolineuse in half. Thiswould not onlyslash our oilimports but changethe dynamics ofworld oil markets.

Given the role of transportation ingenerating CO2 emissions, no seriouscarbon reduction strategy is possiblewithout clean vehicle technology, andthe automobile is perhaps the mostamenable type of vehicle to “goelectric.”

Specifics: New enabling technologiesare timely, notably the advent of thehybrid electric vehicle (HEV) which isneither an internal combustion engine(ICE) nor an all-electric vehicle (EV). Itmay be some time before we have a

pure EV. The technology time sequenceis likely to be ICE – HEV – PHEV – EV.

Status: HEV offerings from majormanufacturers are burgeoning. Notableexamples in a wide-ranging fieldinclude:

Toyota — The Prius arriving in dealershowrooms during spring 2009 is thethird-generation of this best-sellingelectric-gas hybrid. Officially it is ratedat 50 mpg, up from 46 mpg on theprevious model. But at a recent Toyotapress event, journalists were invited tocompete forachieving the bestmileage on a 33.8-mile course. Usingcommon-sensetechniques thewinners like avoiding jackrabbit startsand using full electric power for a mileat a time, the winning team logged anamazing 94.6 mpg.

Nissan — In July 2007, Nissanintroduced the hybrid Altima inCalifornia and other ZEV states. Fuelconsumption and acceleration are betterthan in a standard Altima. Nissan’s long-term goal is to start globally massivesales of ZEVs in 2010-2012. Nissan willalso sell advanced batteries to otherOEMs.

Honda — Dubbed the Prius-fighter dueto its similar appearance, the HondaInsight is aimed at a different market. Itis “targeted toward thrifty eco-sensitivetypes,” says Alex Taylor of Fortunemagazine. The Insight scores in the low40s in miles per gallon and prices startjust under $20,000.



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Hybrid Electric Vehicles (HEVs)(continued)

Ford — The Ford Escape, celebratingthe sale of over 100,000 vehicles,shares with the Toyota Prius thedistinction of being among the earlygeneration hybrids. It has participatedin numerous test projects includingplug-in conversion (see below) and hasa 30 mile blended electric range with120 mpg. The Escape has been avaluable test bed for batterydevelopment and the discovery that it’snot just a matter of putting a largerbattery in a conventional car; allsystems on the vehicle must bedesigned aroundthe electric powertrain.

The new 41-mpgFord Fusion hybridis getting ravereviews for its gas-electric output of 191 horsepower, its52-mpg rating on mixed city-highwaydriving, and its price of about $25,000with applicable federal tax credit. Afterdriving the Fusion, auto reviewer DanNeil of the Los Angeles Times wrote,“So, somebody invented the car of thefuture and didn’t tell us?”

The Fusion’s Sanyo-supplied battery is 30percent smaller and 23 percent lighterthan the Escape battery and suppliesenough power to propel the Fusion atspeeds up to 47 mph all-electric – key tothe car’s high in-city mileage. Onetechnical advance in the Fusion is avariable-voltage converter that reducesheat loss during high-output.

Ford intends to follow the Fusion andMercury Milan hybrids with a by battery-

powered van in 2010 and a “family” ofhybrids by 2012.

GM — The Chevy Voltis designed around the40 mile per dayaverage for U.S.motorists. It is capableof providing pollution-free commuting while consuming about$1 worth of electricity to plug in a wallsocket at 110/120 volts for eight hoursor 220/240 volts for three hours. Whena trip exceeds 40 miles, a 1.4 litre four-cylinder gas engine fires up to power a53-kw AC generator that relieves the

battery pack as the source ofelectricity. The generator doesn’tfully recharge the pack, since thatcan be done at one-sixth the costby plugging in. But the hybridmode does provide extendedcapability to relieve “rangeanxiety.”

In addition to the Chevy Volt due nextyear, GM, which already sells eighthybrids, said 26 of the 33 cars it willmarket in 2015 won’t run on gasolinealone.

Chrysler — In September 2008Chrysler unveiled a Town & Countryminivan and a Jeep Wrangler based onan electric motor, a battery and a 1-litergasoline generator installed in anexisting vehicle platform. The vehiclescan travel 40 miles on battery powerbefore the generator kicks in to addanother 360 miles of range. They comewith front-wheel, rear-wheel, and all-wheel drive. Eight new hybrids orelectric vehicles have been promised by2015.



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Hybrid Electric Vehicles (HEVs)(continued)

Financing: Hybrid development mustsurmount two major hurdles. The first isthe basic challenge of putting a new andsomewhat more expensive platform onthe market in competition withconventional ICE vehicles.Toyota said last year that it was finallymaking money on the Prius after nearlya decade of production – this despitethe fact that the car was scarce relativeto demand and commanded a premiumprice during much of its sales history.Executives at other automakersacknowledge that they lose money onevery hybrid sold.The marketeconomics arehugely affected bythe pump price of gasoline (see Zero-Emission Vehicles, Financing section).

The next hurdle is huge uncertaintysurrounding the future of major automanufacturers, especially but not onlyin the U.S. Indeed, most major nationssubsidized parts of their auto industrylong before recent assistance to GM andChrysler by the U.S. government. Butwith state intervention comes statecontrol. Soon after GM’s CEO wasdisplaced by an administration-selectedmanager, talk was heard in Washington,D.C. that the Chevy Volt was “tooexpensive” to compete in themarketplace.

The root problem is that governmentbailout money may not be patientmoney due to taxpayer and politicaldemands for quick results, This worksagainst the ability to make long-terminvestments. But a countervailing forceis that government is more sensitive

than industry to climate change impactsand therefore more committed toresponses that address this issue.Sensing the situation, MichiganGovernor Jennifer Granholm inNewsweek magazine for April 13, 2009,made a strong case for the propositionthat “Even as automobiles go electric,Michigan wants to build them.”

Contacts:James BoydVice-Chair, California Energy CommissionPhone: [email protected]

Daniel SperlingDirector, Institute of Transportation StudiesUniversity of California, DavisPhone: [email protected]

Felix KramerFounder, CalCarsPhone: [email protected]

Bill ReinertNational Manager, Advanced Technology GroupToyota Motor [email protected]

Jonathan LaucknerVice President, Global Program ManagementGeneral Motors Corporation

Nancy GioiaDirector, Sustainable Mobility Technologies & Hybrid Vehicle ProgramsFord Motor Company


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Concept:

Plug-in HybridElectric Vehicles(PHEVs)

Description: PHEVs (Plug-in HybridElectric Vehicles) are coming along atthe same time as HEV (hybrid electrics).HEVs can be re-engineered to becomePHEVs.

Plug-ins could costless to build thanconventional hybridsbecause it is possibleto downsize theliquid-fuel engineand simplify thetransmission.Recharging permits asmaller, lighter,cheaper electrical unit and reduces CO2emissions 25 percent below aconventional hybrid.

All-electric vehicles (EVs) require ahigh-powered charge – but not PHEVs,which can use 110-volt power straightfrom the wall. On average, vehicles areparked 21+ hours a day. They can berecharged with 10-15 kwh, which canbe done in 6-10 hours. Charging time isnot an issue because the PHEV is adual-fuel vehicle that can be operationalif either fuel is available.

Specifics: According to knowledgeablesources, a reduction in annual output ofCO2 of up to 1 billion tons can beachieved by a shift to EVs. To get therewill require execution by vehiclemanufacturers, electric utilities andother players. This will take innovationand collaboration.

Remaining challenges for a PHEV includethe cost of a high-capacity batteryversus an internal combustion engine,user access to recharging, and the CO2intensity of electricity generation. To putthe matter in perspective, PHEVs canuse batteries one-third to one-fourth thesize of batteries in a pure EV. Thus thesame world battery production capacity

would serve up tofour times as manyPHEVs as EVs,displacing aproportionallygreater amount ofgas and oilconsumption.

Status: PHEVs canbecome zero-emission vehicles if

three areas are addressed: use ofgasoline and /or bio-fuels in autotechnology, smart grid developmentusing solar and wind, and a widelydistributed 110 volt plug-ininfrastructure.

Auto technology: PHEVs are dual-fuel asa back-up but they allow movementtoward zero emissions by use of solar,wind, renewables and non-corn ethanol,in a 90/10 ratio between electricity andliquid fuel. The full benefit requires asmaller ICE so there is room for a largeelectric battery. This combination shoulddeliver performance equal or superior toa conventional car. A key hardwaretechnology is a mechanical,continuously variable transmission thatis lighter and more efficient than anelectric motor.



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Plug-in HybridElectric Vehicles (PHEVs)(continued)

In 2010, major Japanese, European andAmerican and car companies will beoffering PHEVs. “Urban EVs” that meetshort-range travel needs should also bedeveloped. Smaller, neighborhoodvehicles can be made by a variety ofmanufacturers while only a few canbuild full size EVs.

California’s energy plan commits thestate to PHEV development. In 2005,the state’s Energy Commission took theunprecedented step of endorsing aspecific technology –PHEVs – andestablishing a researchand public educationcenter at UC Davis withan annual appropriationof $120 million fromutility taxes.

Professor Andy Frank ofUC Davis has been working on the PHEVfor 35 years. Batteries, electric motors,a reliable mechanical ContinuouslyVariable Transmission (CVT), andcomputers were the “missing links”when he began in 1972. Frank built thefirst PHEV in 1993. In the years thatfollowed he made PHEVs out of mainlineDetroit SUVs and passenger cars. All thecars Frank modified perform better thanstock, providing 60 miles of all-electricrange and, when sustaining the batterycharge in hybrid mode, double the fueleconomy of a conventional vehicle.

Google launched an initiative in 2007 toconvert HEVs to PHEVs. The companyfound a “compelling interest” in PHEVsdue to improvement in gas mileage and

reduction in greenhouse gases. At theGoogle campus, a parking structure with1.5 megawatts of solar panels on theroof and plug-ins enables employees tocharge their cars during the workday.

Google employees’ 74-124 mpgexperience is a real-world test. Thecompany has had professional driverscover a 2,000-mile segment of uniquesituations in a PHEV Prius conversionthat achieved up to 93.5 mpg, andmajor car companies say they can doeven better.

Smart grid: PHEVs can be seamlesslyintegrated with utilities and the power

grid. A coalition toaccelerate use of electricityand replace gasolinecovers 37 states and threeCanadian provinces. Itinvolves collaborationamong manufacturers,national labs and researchinstitutes.

The eastern part of Canada has theelectrical infrastructure needed forPHEVs. Every parking space is equippedwith a 110 volt, 1.5 kw waterproofoutlet used for engine block heating inthe winter time. This plug can also serveas a battery charger for PHEVs. The costof this infrastructure is obviouslymodest since it was installed simply forthe convenience of the general public.

In moving toward an all-electric groundtransportation system, efficiency hasthe highest near-term leverage becauseof the amount of time needed to buildclean generation facilities.



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A recent event organized in Washington,D.C. by Plug-In America revealed a highlevel of bipartisan interest in questionssuch as: How much demand will PHEVsplace on the grid? Will it beready? How can PHEVsmake the grid smarter?What policies are requiredto make this happen?

A study by the PacificNorthwest NationalLaboratories concludedthat the existing grid cansupport 80 percent of the current fleetof light-duty autos in North America ifthey became PHEVs today. This uselevel would require giving increasingattention to plugging into a greenergrid. Car companies are talking toelectric utilities just as they have talkedto the oil companies over the years.

To do their part, utilities need to makechanges that are as profound as thosefor automakers. Today’s grid works butis not smart. As a result it is a productthat utilities can’t inventory. Ways tostore electricity haven’t been developed,and so power is unidirectional – sent tothe consumer on demand, on a real-time basis. But the PHEV is not only atransportation vehicle, it is also a devicethat can store energy and feed it backto the grid. This technology is notexpensive, especially if the power levelrequired is held to 1.5 kwh 110 volts.

The smart grid will be a “switch yard”based on two-way sensors, advancedmetering and distributed computing,connected to end-use devices that

communicate with each other tooptimize electricity use and draw powerfrom the most available source in shortreal-time intervals.

Plug-in infrastructure: Connectingelectric cars to a charging grid isessential. This can be simple and easy

to use. But it will not besimple to build if it is requiredto support fast-charging,battery-swapping, and home/ business recharging, all ofwhich are being considered.

As the transportation systemmoves “beyond oil” toelectricity, vehicle recharging

capability needs to be part of newbuilding design in cities, includingresidential high-rises and commercialoffice buildings as well as privateresidences. Retrofitting of rechargecapability, especially in homes, will alsobe widely required.

There is need to integrate supportfacilities for electric vehicles as a designelement in urban development. Peoplewho can recharge their cars at work aswell as home will be more efficient ifthey don’t have to waste time andmental energy on the next recharge andsuch access will cause EV adoption ratesto accelerate, helping to meetgreenhouse gas reduction targets.

The City of San Jose is planning toinstall a large number of “smartlets” forcharging electric vehicles. These will beattached to “smart” street-light poleswith sensors that regulate the requiredlight intensity.



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In the 1990s Southern California Edison(SCE) installed a large number of 240-volt outlets for inductive charging thatcan now be used by PHEVs with theright infrastructure. Today’s technologydeveloped by the solar industry allowstwo-way transfer and storage of energybetween the battery and the grid. Thisrelates to “net zero energy” homes – aCalifornia standard for 2020. ThusPHEVs and EVs can become the energystorage system that has been thedream of electricity suppliers for the lastcentury, without the utility having to payfor the storage capacity.

SCE estimates that if PHEVs are chargedat night, there is currently enoughcapacity for 4 million such vehicles inSouthern California. In NorthernCalifornia, smart cars can follow theenergy profile of wind farms. Theseapplications will be enabled in part by“smart meters”- computer systems thatmanage as well as record energy use

It is even possible PHEV owners couldsave money by selling power back tothe grid. When the PHEV user allowshis battery to be used at times of gridpeaking, rather than a cash payment itmay be “smart” for the grid manager tosimply exchange expensive energy forlower-cost energy. This approach wouldallow the PHEV battery to be chargedessentially for free while the utilitysaves peaking charges and, ultimately,additions to peak capacity.

Smart charging using a “smart garage”allows the ultimate application ofvehicle-to-grid (V2G) power exchange.

V2G creates the “cash-back” vehicle asa source of energy to the grid through“smart charging” based on gridresponse. V2G combined with improvedefficiency in the grid could remove peakpricing power and neutralize fuel costsfor the PHEV user. Phase I is to use theexisting grid. Phase II is to integraterenewable sources.

In the 1990s Southern California Edison(SCE) installed a large number of 240-volt outlets for inductive/deductivecharging that can now be used byPHEVs. Today’s technology allows two-way transfer and storage of energybetween the battery and the grid. Thisrelates to “net zero energy” homes – aCalifornia standard for 2020.

SCE estimates that if PHEVs are chargedat night, there is currently enoughcapacity for 4 million such vehicles inSouthern California. In NorthernCalifornia, smart cars can follow theenergy profile of wind farms. Theseapplications will be enabled in part by“smart meters”- computer systems thatmanage as well as record energy use

It is even possible PHEV owners couldmake money by selling power back tothe grid. Smart charging using a “smartgarage” allows the ultimate application:vehicle-to-grid (V2G) power exchange.V2G creates the “cash-back” vehicle asa source of energy to the grid through“smart charging” based on gridresponse. V2G combined with improvedefficiency in the grid could remove peakpricing power and neutralize fuel costsfor the PHEV user. Phase I is to use theexisting grid. Phase II is to integraterenewable sources.



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Google’s PHEV fleet has demonstratedvehicle-to-grid power exchange withPG&E. “We have demonstrated theswing in taking a charge from the gridand giving it back,” says Dan Reicher,Director of Climate Change and energyinitiatives for Google.

If you can store energy in your car, theelectric utility can store energy in yourgarage as part of a distributed energysystem. The grid must become smarterto balance supply and demand, in atwo-way interaction with consumerswho become part of the smart grid.

A PHEV and home energy charging canminimize cost and maximize control forcustomers by giving them “intelligentcharging.” Related to this is “roamingcharging.” Wherever the vehicle goes ithas a “charging identity.” The smart gridand smart meters vary around thecountry but plug-in technology shouldbe standardized so PEVs are able tocharge even if communication with autility fails due to remote location orother cause.

Financing: Government subsidies couldhelp in adding plug-in locations atparking lot spaces, parking meters andelsewhere to provide both conventionaldeductive or special inductive charging.Similar incentives could be provided byutilities to subsidize or provide chargingoutlets in residential garages.

Contacts:Tom TurrentineDirector, PHEV CenterUniversity of California, DavisPhone: [email protected]

Felix KramerFounder, CalCarsPhone: [email protected]

James BoydVice-Chair, California Energy CommissionPhone: [email protected]


Ed KjaerDirector of Electric TransportationSouthern California Edison

Andrew FrankProfessor, Department of Mechanical and Aeronautical EngineeringUniversity of California, DavisChief Technology Officer, Efficient Drivetrains, Inc.Phone: 530-752-8120 / [email protected]


68

Concept:

HybridConversions / Retrofits

Description: The goal is to convert theworld vehicle fleet as fast as possible,using the full range of tools. There arecurrently about 100 PHEVs (Plug-inHybrid Electric Vehicles) in the world.How might we build 10 million PHEVs infour years? The car companies arefinally getting to it butthere are ways to movefaster by working on theentire existing fleet,replacing 10-15 percenta year through retrofitand a smaller fractionthrough new vehicles.

Specifics: The challenge of achieving ameaningful volume of dual-fuel vehiclescan be met by unleashing thedistributed infrastructure of auto repairshops to perform conversions. AndyFrank of University of California, Davis,and Hamid Arasto of Illinois Institute ofTechnology have shown this can bedone.

An inter-industry task force of electricutility, automobile, high-tech andacademic research could be assignedthe goal of putting 10 million dual-fuelvehicles on the road in four years.

This goal requires a balancing act ofbringing installers on line in proportionto conversions. The future ofconversions involves a “greening up” ofcars that will use technology not yetavailable from OEM’s (original vehiclemanufacturers). It is in part a costgame that is currently expensive butcoming down.

There is a spectrum of conversions fromlow-end and high-end. The variable isthe level of electricity use vs. gasolineuse, from 90/10 to 10/90. How do youdetermine the level of conversion? Howmuch gasoline do you want to save?How much electricity do you want touse? There is an economic case forevery one of these ratios. To reach theupper end of the ratio, a pure electricrange of 40 to 60 miles is required.

Status: In a 20,000-miletest of a large Chevypickup, Andy Frank hashad no failures of anysystem components andplans beta tests beginningwith fleets. The goal is a50 percent improvement

on mileage, with a 100-mile range as ahybrid. “We are at 33 percent andexpect getting to 40 percent soon.”Frank reports.

Manitoba Hydro used Hymotion 5 with alithium ion 5kwh battery to turn Priusinto a PHEV operating at temperaturesdown to -44F with the norm between -13F and +5F. Cold conditions make theengine kick in far more frequently, andmore fuel is used to operate theemission systems than the engine.

Performance held up but fuelconsumption was high – 40 - 45 mpgversus 150-200 mpg in June. Gasmileage of the Prius PHEV is like normalPrius mileage at low temperatures andlike a PHEV conversion at highertemperatures because the electric unitoperates more as it gets warmer.



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HybridConversions / Retrofits(continued)

Financing: Government could provide a50% tax credit for conversion costs. TheSBA can help guarantee loans toretrofitters. What is the cost of doingconversions? How does it compare tothe total the cost of not doingconversions? Government needs to helpget front-end costs down. After that,many experts believe the marketviability of conversions will carry itself.

There is a “black hole” at US EPA,California EPA, and California ARB withregard to retrofits. This shouldn’t be thecase given that reduction in fuelconsumption means a proportionalreduction in CO2 emissions.

Contact:Andrew FrankProfessor, Department of Mechanical and Aeronautical EngineeringUniversity of California, DavisChief Technology Officer, Efficient Drivetrains, Inc.Phone: 530-752-8120 / [email protected]


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Concept:

Public Awareness /Acceptance / Adoptionof Green Vehicles

Description: In the adoption of greenvehicles, a crucial part of the challengeis on the market and consumer siderather than on the technology side. Aprecondition for movement toward anew transportation technology issatisfying real-world customerexpectations and patterns of usage. Thecustomer will make a rational choice onboth economics (payback periods) andpatterns of use (driving habits) beforepurchasing an electric vehicle oralternative fuel vehicle.

Specifics: The internal combustionengine has been central to our lifestylesince the 1920s. Self-expression andindividual freedom have unfolded as acentral theme crucially linked to theauto. Giving up the car is the lastchange people will make – but they maybe willing to change how their caroperates.

We are witnessing a convergence offorces that creates a paradigm shift andenables the world to move forward.From a consumer standpoint, the newtechnologies need to work “just like theold ones.” Electricity and the automobileare partnered to shape American lifeover the last century. Now, they arepartnering to shape the future.

“We are at a remarkable moment whenall factors have come into play for thefirst time and have caught publicattention,” says Dan Reicher of Google.Jim Boyd, Vice-Chair and lead

commissioner for fuels policy on theCalifornia Energy Commission, believes“there is a convergence in California ofgovernment policy and public attitudes.This is the right issue at the right time.”

Steve Specker, CEO of the ElectricPower Research Institute (EPRI) says:“Looking into the far future, I am anoptimist. Looking at the next decade, Iam a realist. There are tough issues totackle. Looking at today, I am anactivist. We need to continue to moveconsumer awareness and acceptance ofEVs ahead.”

Lessons learnedabout marketdeployment ofhybrids andelectrics tell usthat research ontravel behavior isrelevant.Consumerresearch tells us niche markets (i.e., thePrius) provide strong customer identity.Other key ingredients to EV andalternative fuel vehicle adoption includeregulatory initiatives, financialincentives, retail practices, andinfrastructure.

Electric cars can either be seen as anadjustment people avoid making, or anopportunity for consumer involvement.Ed Kjaer, Director of Transportation forSouthern California Edison (SCE), sees ashift underway from the “passivecustomer” to the “informed customer”who understands cause and effect in theenergy system, to the “empoweredcustomer” who is an active player in adistributed energy system.



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Public Awareness / Acceptance /Adoption of Green Vehicles(continued)

Kjaer envisions a time when the smartgrid links to a smart meter, a connectedhome, and a PHEV. “Customers will beable to control their energy load througha rich menu of information andtechnology devices that tell them howmuch they are using andstrategies to reduce it.”

One important tool to help“make a market” is througheconomies of scale that driveprices down and make EVs competitiveis fleet purchases by government andmajor companies. Fleets are a keyenabler. They drive market solutionsthat will support mass solutions.

Status: SCE has the largest EV fleet inthe nation – 260 vehicles, with 12million miles of travel. The State ofCalifornia’s Zero Emission Vehiclemandate has resulted in much cleanervehicles across its fleet, validating theboldness of the law. The City of SanJose is committed to replace its fleetwith alternative fuel vehicles.

Government has a role to play – in thiscase to support technologies that enableconsumers to “go green.” In thecorporate sector, decision-making onfleet purchases by FedEx, UPS, USPS isthe subject of a dissertation by KevinNesbit at UC Davis.

The Transportation SustainabilityResearch Center (TSRC) at UC Berkeleyhas examined response to EVs,gasoline-electric hybrid vehicles, andhydrogen fuel cell vehicles from abehavioral perspective. The research

has been done in close collaborationwith Toyota, Nissan, and MercedesBenz. Studies have focused onbehavioral response to these vehiclesover time and in fleet settings (e.g.,carsharing).

Financing: A widely varied mix ofgovernment, university, and autoindustry and electric utility sources.

Contacts:Tom TurrentineDirector, PHEV CenterUniversity of California, DavisPhone: [email protected]

Ed KjaerDirector of Transportation ProgramsSouthern California Edison

Susan ShaheenCo-Director, Transportation Sustainability Research CenterUniversity of California, BerkeleyPhone: [email protected]

Tim LipmanCo-Director, Transportation Sustainability Research CenterUniversity of California, BerkeleyPhone: [email protected]


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Concept:

Cleaner Diesel –West CoastCollaborative

Description: A variety of tools can beutilized to reduce diesel emissionsrelative to goods movement needs.While not strictly an “alternativepropulsion technology,” cleaner dieselcan significantly change the way thesepower systems operate and perform.

Specifics: Diesel engine emissionscontribute to ozone (“smog”), air toxics,and fine particulates that are associatedwith heart and lung disease, asthma, andother adverse health effects includinglung-cancer from long-term exposure. Aparticular concern is asthma in children,who are more susceptible due to theirmore rapid breathing rate. Because ofthese effects, most Western states havemade diesel emission reduction a publichealth priority.

The West Coast Collaborative is apartnership among all levels ofgovernment, the private sector, andenvironmental groups along the WestCoast whose goal is to strategicallyreduce diesel emissions by focusing onthe most polluting engines and applyingthe most cost-effective use of funds toreduce air pollution and improve publichealth.

Status: Collaborative partners areimplementing specific programs for large-scale, regional diesel emission reductionfocused on locomotive and truck engineidling; port shoreline engine retrofits, on-shore power (cold ironing), and ship-based emission reduction; cleaner fueling

infrastructure for ports, rail and trucks;and construction equipment retrofits andcleaner fuels for large-scale highwayprojects (in partnership with Federalhighways’ congestion mitigation and airquality program.

Financing: Since June 2004, US EPA hasgranted over $14 million in funding,leveraging more than $40 million fromCollaborative partners to implement over90 projects along the West Coast. TheCollaborative has over 1,000 partners andhas reached out to Canada and Mexico toaddress reduction of diesel emissions.

The health benefits from diesel emissionreduction outweigh program costs by anestimated 13-to-1 ratio. For every federaldollar the Collaborative spends on theeffort, partners contribute one to tentimes that amount. The 2009 AmericanRecovery and Reinvestment Act includes$300 million in grant funding for cleanerdiesel programs. Each state will beawarded about $1.75 million, or 30percent of total funding, to create workplans for the program. The remaining 70percent — $156 million — will bedistributed through a competition whosecategories include deployment of EPA-certified clean diesel technologies,emerging clean-diesel technologies, andclean diesel financing programs based onlow-cost revolving loans or other tools tofinance fleet reductions of dieselemissions.

Contact:Peter MurchieU.S. Environmental Protection AgencyPhone: [email protected]

Web site:www.westcoastcollaborative.org


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Concept:

Cleaner Diesel –Cascade SierraSolutions

Description: Cascade Sierra Solutions(CSS) is a non-profit organization thatworks in partnership with the WestCoast Collaborative to reduce fuel useand emissions from heavy-duty dieselengines. CSS operates in Washington,Oregon and California with a primaryfocus on the Interstate 5 corridor.

Specifics: Diesel engine emissioncontrol technologies include:

• Oxidation catalyst – convertspollutants into harmless gases bymeans of oxidation.• Particulate filters – permit gases topass through but trap particulates.• Exhaust gas recirculation, catalyticreduction, and traps – reduces orconverts NOx.• Fuel additives – serve as catalystsfor reductions in particulates andhydrocarbons.• Low-viscosity lubricants –reduce engine, transmissionand drive train friction.• Alternative diesel fuels –can reduce emissions, usedsolely or in combination.

Apart from power traintechnologies, a variety ofproven tools for saving fuel andreducing emissions exist. At itsoutreach centers, CSS displayproducts and strategies thataddress the following aspectsof truck operation:

Idle reduction — On-board systemssuch as APU’s (Auxiliary Power Units)provide heating, cooling, andelectricity to the cab withoutrequiring the diesel engine to idle atrest stops or overnight. Truck plazaswith a ground source can allowtrucks to draw power for thesepurposes.

Improved aerodynamics — Anentire range of retrofits can reducedrag on both the tractor and trailerby a variety of fairings and otheradd-ons that cut air resistance andair turbulence. These features arebuilt into newer trucks.

Tire inflation and configuration —An automatic tire inflation (ATI)system on drive and trailer wheelscan generally pay for itself in justover two years by decreasing fuelconsumption and the risk of tirefailure due to under-inflation. Also,single wide-base tires save fuel byreducing vehicle weight, rollingresistance and aerodynamic drag.



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Cleaner Diesel –Cascade Sierra Solutions(continued)

Status: Through partnerships includingthe West Coast Collaborative and theNational Diesel Emissions ReductionProgram, and through its OutreachCenters, Cascade Sierra Solutions helpsraise awareness in the trucking industryof technologies that reduce emissionsand fuel consumption, and save money.CSS also takes an active role in helpingthe industry make the capitalinvestments required to apply thesetechnologies (see next section, “Bridgeto a Better Future” Vehicle ExchangeProgram).

Financing: Many trucking fleets andtruck owners do not have the initial

capital to invest in upgrades. CSS seeksto overcome this barrier by coordinatingavailable incentives, assisting with grantand tax credit applications, offeringfederally funded rebates and otherincentives, and offering affordableleasing and financing options. Use ofeach tool is based on demonstrating anattractive return on investment to thetrucking company owner.

Contact:Sharon BanksPresident, Cascade Sierra SolutionsPhone: [email protected]

Web site:www.cascadesierrasolutions.org


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Concept:

“Bridge to aBetter Future”Vehicle ExchangeProgram

Description: Cascade Sierra Solutions(CSS) proposes to take recent-vintageused trucks that no longer meetCalifornia’s stricter emissionrequirements, recondition them forimproved fuel economy and exhaustcontrol, and sell them at reasonableprices to Northwest operators so theycan retire older trucks. The exchangewill reduce diesel pollution by 80percent, greenhouse gas emissions by16 tons, and fuel consumption by 1,200gallons per truck per year.

Specifics: By national law, all dieseltruck engines built before 2007 need tobe upgraded or replaced by 2016. Portdrayage is a special concern because ittypically relies on older trucks to makeshort hauls in dense urban areas. Bystate law, Southern California portsmust retire pre-2004 trucks

immediately. Prior to this exchangeprogram, these trucks were simplybeing destroyed. The program enablesNorthwest ports to get 500 of their mostpolluting (pre-1994) trucks off the roadand replace them with refurbishedCalifornia trucks leased to currentlyeligible Washington operators.

Status: CSS has applied to theCalifornia Air Resources Board (CARB)for a policy ruling that authorizes theprogram. CARB has held off until atleast May 2009 in setting guidelines dueto a lack of state funding for purchase ofolder trucks.

Financing: A public-private partnershipcoordinated by Cascade Sierra Solutionsincludes U.S. Environmental ProtectionAgency, the West Coast Collaborative,Washington state, municipal and portagencies, and private financing. Theintent is to offer qualified applicantsoperating leases at $350-450 permonth, $100 of which will be invested inan interest-bearing account to be usedfor down-payment by the lessee onpurchase of a 2007 or newer truck whenrequired.

Contact:Sharon BanksPresident,Cascade Sierra SolutionsPhone: [email protected]

Web site:www.cascadesierrasolutions.org


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Concept:

Cleaner Diesel -American TruckingAssociations

Description: The American TruckingAssociations (ATA) recognizes andendorses the following steps to reducingdiesel emissions per ton-mile of goodsmovement:

(1) Engine upgrades and retrofits (forspecifics, see Cascade SierraSolutions).

(2) Setting fuel economy standardsand limiting maximum speeds. TheATA supports national fuel economystandards for trucks. A trucktraveling at 75 mph consumes 27percent more fuel than at 65 mph.The ATA has endorsed setting anational speed limit of 65 mph andinstalling speed governors on newtrucks that limit speeds to 68 mph.

(3) Utilizing more productive truckconfigurations and combinations.Because of a truck’s frontal mass andrear eddies of air, aerodynamicrefinements significantly affect fueluse, as does proper tire inflation,especially on rear axles where morethan half of fuel consumption isrequired.

(4) A more controversial strategy isfocused on the fact that a smallernumber of large trucks moves agiven cargo volume with less fuelthan a larger number of small trucks.Constraints on this shift includeweight limitations and safetyconcerns.

(5) “Smart driver” skills related tofuel efficiency begin with selecting anengine that has the proper torque –more important than horsepower toget the truck moving. Other skillsinclude proper shifting between gearswithout going to a higher rpm, andgearing to maintain a given speedwith minimal fuel use or even bycoasting, avoiding overuse ofcompression brakes and the resultingneed to accelerate to regain speed,and reducing idling time through useof alternative power units (APUs) andautomatic engine shut-off.

(6) Truck rest area and parkingdesign is not mentioned by the ATAbut could help. During rest periods,drivers often idle their engines toprovide heat or air conditioning forthe sleeper compartment, to keepthe engine warm in cold weather, orto provide electrical power for vehicleappliances. Reducing or eliminatingengine idling would be enabled byproviding alternative power, ideallyby plug-in electrical outlets.

Status: The American TruckingAssociations has recommended theabove steps to its members – operatorsand drivers – through its Web site andother communications.

Financing: Funding for engineupgrades is limited. Fuel saving and theefficiencies will actually save operatorand driver expenses.

Contact:American Trucking Associations


77

Concept:

Cleaner Diesel –Freight Rail Locomotives

Description: Recent improvements indiesel engine design approachbreakthrough levels with 90 percent lessparticulate emissions and 50 percentless nitrogen oxides (NOx) than 20years ago. New regulations will takeNOx to a 90 percent reduction. Relatedto this are cleaner fuels, including ultra-low sulfur and bio-dieselthat sharply reducesCO2 emissions.

Specifics: Advances indiesel technology applyto railroad locomotivesas fully as to trucks. Indeed, in tworegards, the importance of “greening”freight rail power may be even greaterthan for road vehicles.

First, the larger the platform, the moreflexibility exists in installing newpropulsion systems. Just as large truckscan accommodate power train and fuelsystem options not easily installed inlight-duty vehicles, so railroadlocomotives have the most flexiblespace layouts for new systems.

Next, rail is recognized as the mostefficient and least polluting mode formoving long-haul freight, with asubstantial advantage per ton-mile overhighway freight movement. Theeconomics have been recognized bylarge trucking firms, which have becomefreight railroads’ best customers. Freightis shipped to regional centers by rail anddelivery within the regions is made bytruck.

To fully capture the inherent cost andenvironmental advantage of rail requiresapplying the full range of advanceddiesel engine technologyto freight locomotives.

Status: The twodominant builders ofheavy freight rail enginesare Electro-Motive andGE. BNSF railroad recently purchased200 GE engines that burn 20 percentless fuel than their predecessors.Electro-Motive cites advances in itslatest-generation 4500 horsepower roadengines of 25-45 percent reduction inNOx and 40-60 percent reduction inparticulates. ElectroMotive also offers amidrange power unit with claimed fuelsavings up to 25 percent and emissionlevels below current federal guidelines.

Railpower Hybrid Technologies buildsEcoMotive, a selection of yard-and-roadswitching engines with up to 2800horsepower based on “battery-dominant” and “genset” technologies.The latter includes liquid-cooled“choppers” that provide higher tractiveeffort in lowerspeed ranges. In2007, EcoMotivereceived a EPAClean Airexcellence award.

Railpower also offers EcoCrane, the firstcontainer cargo handling technologybased on use of “plug-and-play” hybridpower at ports. The crane uses batterypack energy to lift container freight andreclaims the energy as the container islowered.



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Cleaner Diesel –Freight Rail Locomotives(continued)

Financing: Acquisition of cleaner diesellocomotives is primarily a businessdecision by long-haul, short-line, andsite-specific (ports, rail yards) freightrailroads negotiating purchaseagreements with manufacturers.

Contact:Electro-Motive Diesel, Inc.Phone: 800-255-5355

GE Locomotive

RailPower Hybrid Technologies Corp.Phone: 814-835-2212mailto:[email protected]

Web sites:www.EMDiesels.com

www.getransportation.com/na/en/locomotives.html

http://railpower.com


79

Concept:

Hybrid Electric andNatural Gas Trucks

Description: There is a high level ofinterest in green technology forvehicles, and none I potentially greenerthan large vehicles. Trucks and SUVsshould be a top priority because theyuse more fuel, and they canaccommodate larger batteries. Further,the success at ports with “cold ironing”makes truck stops early candidates forplug-in recharging capability.

Most hybrid vehicles combine aninternal combustion engine (ICE) as themain power source and varioussecondary power and energy storagemodes, including electric and hydraulicsystems. Dual power systems enablethe capture of energy otherwise lostduring braking and use it to boost themain engine, enabling more efficientoperation.Because of their larger size and moreflexible layout capacity, truck platformsare more amenable than autos to dual-source hybrid power systems and tostorage capacity for alternative fuelssuch as liquefied natural gas (LNG),compressed natural gas (CNG) andhydrogen.

Specifics: Offerings in this field areburgeoning. Among notable examples:

Cummins Westport offers an LNGsystem for heavy trucks to combine theadvantages of low-carbon, low-emissionfuel and a price advantage of up to 25percent – $1.97 per DEG vs. $1.62 pergallon in a March 2009 example. LNGfuel capacity is equivalent to 33 to 112diesel equivalent gallons.

Natural gas is composed primarily ofmethane, which burns more cleanlythan gasoline because it has morehydrogen and less carbon. Use ofnatural gas reduces NOx emissions 33percent and greenhouse gases 20percent below the same engine in agas-powered mode, according to a 2007US EPA and California ARB certification.Cummins plans to meet new 2101 EPAstandards by combining exhaust gasrecirculation, particulate filters, selectivecatalytic reduction (SCR) and highpressure direct injection.

Kenworth is installing the 450 hpWestport ISX-G 15-litre engine as afactory-installed option in its “time-proven workhorse,” the T800 heavytruck. Kenworth says the result is lower



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Hybrid Electric and Natural GasTrucks(continued)

fuel costs and reduced emissionswithout sacrificing horsepower ortorque. Also Kenworth has theCummins/Westport ISL-G 8.9L 2010EPA complaint engine as a factoryoption in the T800SH and the T470configurations. This product is offeredwith LNG or CNG fuel systems.

Kenworth also offersthe T270 Class 6and T370 Class 7hybrids. Thesemedium-duty truckscombine a PACCARPX-6 300 hp gasengine with a 340-volt battery pack.The hybrid systemincludes an integraltransmission-mounted motor-generatorand a dedicated power managementsystem to switch between the twomodes of operation.

In slower traffic the parallel hybridpower system, developed with Eaton,acts as an electric motor utilizing powerfrom the battery pack. “Regenerativebraking” is used to generate and storeelectricity, which provides almost 60horsepower with 310 ft/lbs of torque.Electrical power is then used to assistthe diesel engine during acceleration. Anelectric power “take-off” option allowsenergy to be drawn from the batteriesfor off-engine operation.

Coca-Cola Corp. bought 120 of theinitial run of hybrids in April 2008 andreported the vehicles increased fuelefficiency by 32 percent while reducing

emissions by 37 percent.

Freightliner offers a hydraulic hybridwalk-in van chassis, a hybrid electricmotor home chassis, and a hybridelectric commercial bus chassis. Theycombine a diesel ICE and an electricmotor driven by lithium ion batteries. An“energy management system” selectsthe most efficient mode at each point ofoperation. Freightliner notes thatconstant battery recharging through

operation of the dieselengine and byregenerative brakingresults in “no need toplug into an electricalsource to rechargebatteries.”

Preliminary test resultson the van chassisshowed a 50-70percent improvement

in fuel economy in stop-and-go traffic,compared to all-diesel power with anautomatic transmission. The vehicle canoperate as a hybrid or in an engine-off,all-electric mode. Options including idle-off and air brakes provide 8-9 percent ofthe fuel economy gains. The platform iscertified for EPA 2010 emissionrequirements.

Electric Vehicles International (EVI)offers a light truck with 170 – 240horsepower based on an LNG / CNG /gas powered ICE plus lithium phosphateor lead acid batteries. It also offers a 2-person all-electric utility vehicle with a40-mile range, 35 mph maximum speedand 1500 kg (3300 lb) cargo capacityon a flatbed.



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Hybrid Electric andNatural Gas Trucks(continued)

EV Power Systems is focusing ontrucks, which consume more power thanautos. Their basic rule is, don’t changethe power train or emission controls.Design the retrofit so it is transferable.EV’s equipment fits behind thetransmission and looks like aGM dual-kit system with thecasing removed. It is based onintercepting a signal from thepedal to the control panel.

Balqon in 2007 began work onthe prototype of the world’smost powerful short-rangeheavy-duty electric truck. Funded by thePort of Los Angeles and the South CoastAir Quality Management District, thetruck is now in use at the Port and iscapable of hauling a fully loaded 40-footcontainer with zero emissions.Performance includes a top speed of 40mph, a maximum range of 60 milesempty and 40 miles loaded, and a full-charging time of 3-4 hours. In 2009, thePort placed an order with Balqon for fiveon-road electric drayage trucks and 20electric container terminal tractors.

UPS is beginning to test a newtechnology for its delivery trucks. Anassembly of pumps, tanks and high-pressure hydraulic fluids replace thetransmission so that during accelerationthe truck burns no gas. Instead,hydraulic fluid stored in a high-pressuretank powers a pump motor that turnsthe truck’s axle. When the truck isrunning at steady speed, the dieselengine re-pressurizes the fluid, as doesthe capture of kinetic energy when thetruck is braking.

The Northwest Hybrid TruckConsortium is a project of the WestCoast Collaborative to purchase 10 ofthe cleanest hybrid diesel-electric utilitytrucks available. These trucks willproduce nearly 40 percent fewergreenhouse gas emissions and up toone-third fewer soot and smog relatedemissions by shutting off their engines

and using battery powerin the field. The newhybrid technology couldalso add up to 60% in fueleconomy. The project isamong the first to applythis technology to utilityfleet vehicles.

The consortium was formed by KingCounty (Seattle), Washington in 2005and now includes the entire CentralPuget Sound region. The Consortium isworking with WestStart-CALSTART, anon-profit that has developed a hybridtruck commercialization strategy withtruck manufacturers, technologycompanies and fleet operators.

Financing: The following are examplesof hybrid economics drawn from abovesources:

Kenworth — The company estimatesthat a hybrid truck can cost $40,000more than a conventional unit withsimilar specifications, but that premiumwill be paid off in four to five years byreduced fuel consumption of up to 50percent in the utility version. Estimatesare based on gas mileage of 10 mpg forits medium-duty hybrids versus 6 mpgfor a gas-only counterpart.



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Hybrid Electric andNatural Gas Trucks(continued)

Balqon — The drayage model is pricedat $208,000 while the yard hostler is$189,000. Purchase of these vehicles isfunded as part of a $15 million, five-year Technology Advancement Program(TAP) as part ofthe Clean AirAction Plan of thePorts of LosAngeles and LongBeach.

UPS — The UPStechnology was developed by US EPAscientist Charles Gray. After studying hiswork, UPS concluded the technologywould add about $7,000 to the$40,000-50,000 base cost per truck.But EPA said savings could be as muchas $50,000, with CO2 reductions of30% or more. After reviewing thisanalysis, UPS decided to proceed withtest deployment.

The Northwest Hybrid Truck Consortiumproject leverages $250,000 from USEPA with $1.5 million from members ofthe Consortium.

Contacts:Wayne ElsonU.S. Environmental Protection AgencyPhone: [email protected]

Tony BrownEnvironmental Protection AgencyPhone: [email protected]

Cummins WestportPhone: 604-264-4734 / [email protected]@cummins.com

Kenworth Truck Co.Phone: 425-828-5000 / [email protected]

Freightliner Custom Chassis Corp.Phone: 800-545-8831

Electric Vehicles International (EVI)Art Robins, VP – OperationsPhone: [email protected]

Web sites:http://LNGtrucks.westport.com

http://freightlinerchassis.com

http://www.evi-usa.com/


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Concept:

SustainableTransportation EnergyPathways (STEP)

Description: An almost total reliance ofthe U.S. transportation system on oil isincreasingly at odds with considerationsof energy security, long-term energysupply, national balance-of-payments,and greenhouse gas impacts on globalclimate change. Alternative forms ofenergy appear to be an inevitableelement in sustainable transportation.Yet, each potential alternative involvestechnology development, vehicle andinfrastructure deployment, andconsumer acceptance.

Status: STEP is a four-year outreachand research program intended toaddress the logistical, operational, andtechnical problems associated with analternative fuel-based economy.

The main objectives are to developmethods, theories, and tools forconsistent, and transparent comparisonsof alternative energy and vehiclepathways, and to apply these tools tocompare four pathways based onhydrogen, electricity, bio-fuels and fossilfuels,

The hydrogen pathway is the mostadvanced, due to a research andoutreach and research program (2003-2006) that addressed logistical,operational, and technical issuesassociated with the transition to ahydrogen-based system.Four research tracks were covered:analysis and design of fuel distributioninfrastructure; economic and

environmental analyses; marketanalyses and forecasts for infrastructureand vehicles; and pathways andscenarios. To achieve results in eachtrack, there were five tasks completed.

The first task was vehicle demandanalysis – purchasing behavior, regionalcharacteristics, response to vehiclefueling schemes, timing, and potentialniche markets for hydrogen fuel cells inauxiliary power units (APUs), heavyduty transit, internal combustion engine(ICE) vehicles, and fleet purchases.

The second task was a design analysisof hydrogen fuel distributioninfrastructure (cost, operational issues,technology) This was the principalactivity of the whole program. Keyresearch areas included infrastructurenetwork, interaction with electricitysystems, real-life capacity, logistics,transport constraints (right of way andsitting).

Based on this analysis, a hydrogenbusiness and policy strategy wasadopted by major stakeholders as thebasis for transition to a hydrogeneconomy. Reports were publisheddescribing this strategy.

The fourth task was estimating the cost,energy requirements, andenvironmental impacts of hydrogenpathways. Air pollutant and greenhousegas emissions and lifecycle costscharacterize this analysis.



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Sustainable Transportation EnergyPathways (STEP)(continued)

The goal was to study the policyimplications and value propositions of ahydrogen economy.

The fifth task included potential specialprojects such as hydrogen productiontechnologies and infrastructure sittingtechnologies. Research conducted underthe Hydrogen Pathways Programsummarizes the hydrogen tractincluding investigation of electricity/hydrogen systems, the impact ofalternative policies, infrastructuredevelopment strategies, and regionaltransition case studies.

The bio-fuels pathway will explore thework of California Biomass Collective atthe University of California, Davis,including the analysis of bio-refineryproduction systems, environmental andland-use impacts, infrastructurestrategies, and vehicle analysis.

The electricity track includes productionmethods, time-of-day charging impacts,and total grid capacity. Research willalso be done on consumer behavior and

preferences for electricdrive attributes,including all-electricvehicle range andcharging times.

The fossil fuels trackaddresses petroleum-based fuels as thedominant form oftransportation energy,and the potential forsources, including coalwith carbonsequestration, oilshale, and tar sands.

In a separate butrelated researchproject, Caltrans, PATHand Mercedes-BenzResearch andDevelopment NorthAmerica, Inc. arestuding the processesinvolved in operatinghybrid fuel-cell electricvehicles in a fleetsetting, includingsupport for a fuelinginfrastructure.

The study will useMercedes-Benz’s “F-Cell” vehicle equippedwith a hybridized fuelcell and a batterypower system coupledwith an electronicmotor/power controllerpropulsion system.



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Sustainable Transportation EnergyPathways (STEP)(continued)

The project will include “ride-n’-drive”clinics in Sacramento and Richmond,California with approximately 100participants at each site. Caltrans andPATH will arrange focus groups toassess the response to hydrogen carsand infrastructure. Additional focusgroups will be arranged with carsharingparticipants and a plan for a next phase“pilot program” will be developed.

Financing: The hydrogen pathwayprogram was funded by auto companies(General Motors, Honda, Toyota, Nissan,and Subaru), Caltrans, governmentagencies (USDOT, EPA, DOE, NaturalResources Canada), and energycompanies (BP, Chevron, ShellHydrogen, ConocoPhillips, ExxonMobil,PG&E, TOTAL, Sempra Energy, IndianOil, Air Products, and Petrabras). Theongoing program is funded by the samegroup of companies and agencies.

Contacts:Joan OgdenDirector, Sustainable Transportation Energy Pathways (STEP)University of California, DavisPhone: [email protected]


Susan ShaheenCo-Director, TransportationSustainability Research CenterUniversity of California, BerkeleyPhone: [email protected]

Timothy LipmanAssistant Research Engineer, Transportation Sustainability Research CenterUniversity of California, [email protected]


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Concept:

Algae as a Bio-Fuel

Description: A group of researchersand investors believe fast-growingstrains of algae could hold the key tothe future of the bio-fuel industry.

Specifics: Algaemultiplies rapidly,contains large amounts ofvegetable oil, can begrown in brackish andsaline environments thatsupport almost no othercommercial activity, anddoes not have acompeting use as afoodstuff when used as a fuel.

Status: Allied Minds, a Boston-basedprivate investment firm that specializesin licensing university research, hasteamed with University of Washingtonbiology professor Rose Ann Cattolico tolaunch start-up company AXI to createfast-growing strains of algae for use asa bio-fuel.

A number of operators in the bio-fuelsindustry think algae reactors couldproduce far higher yields than soybeansor corn, making bio-fuels commerciallyviable while avoiding the economic andmoral issues involved in “food for fuel”uses.

Allied Minds Vice President Erik Rabinssays the intent is for AXI to become theprimary supplier of algae strains for thealgae-to-biofuel industry, usingCattolico’s method to improve thegrowth rate and energy productivity ofvirtually any strain of algae. AXI,formerly Voltan Biofuel, won thew award

for the best clean-tech idea at UW’sCenter for Innovation andEntrepreneurship 2008 competition.

Other Seattle-area firms are pursuingrelated breakthroughs. Bionvitas isfocused on producing micro-algae in

high volumes; Indenture,on algae-to-fuelconversion; Blue MarbleIndustry on marine algaeharvest methods. Theregion’s largest firm, theBoeing Company, saysalgae could become one ofthe most promisingsources of jet bio-fuel forthe aviation industry.

Financing: University research andprivate funds.

Contact:Rose Ann CattolicoProfessor of Biology, University of WashingtonDirector, Cattolico LaboratoriesPhone: 206-9363 / [email protected]


87

Concept:

Interstate 5AlternativeFuels Corridor

Description: About 95 percentof U.S. transport relies onpetroleum-based fuels. Hybridand alternative fuel vehicles arebeing developed but a limitedretail market for purchasingthe fuels they require is aconstraint on the purchaseof these vehicles.

In 2008, Washington,Oregon and Californialaunched a three-stateeffort to explore thepossibility of developingstate-owned land athighway rest areas in theInterstate 5 corridor assites that would offerincentives for servicestation operators to sellalternative fuels.Knowledge of this intentwas a factor in the USDOTdesignation of I-5 as a“Corridor of the Future” in2007.

Specifics: In August 2008, the threestate DOTs filed an application with theFederal Highway Administration (FHWA)to qualify the I-5 alternative fuelscorridor as Special Experimental Project(SEP) Number 15 in the category,“Explore Alternative and InnovativeApproaches to Overall ProjectDevelopment Process.”

As part of the application, a waiver wasrequested to remove a prohibition onthe use of land within the right-of-wayof a federal highway for “automotiveservice stations” or other privatecommercial operations and lift certain

restrictions on the use of safetyrest areas (SRAs). SEP-15approval would have beenthe most direct course toobtaining the waiver.

The National Associationof Truck Stop Operators(NATSO) saw the pilotproject as a competitivethreat and urged FHWA todeny the waiver. A well-organized interest group,NATSO had successfullylobbied Congress torepeal part of theprevious transportationappropriations bill thatcontained the authorityand program to allowtruck electrificationprojects.

In November 2008, thestates filed a projectdescription with FHWAthat emphasized theintent to minimizecompetitive issues. Thefiling said the proposal

would exclude conventional fuel sales inall locations, and would not provide sitesin areas that already had “anestablished retail distribution network”for alternative fuels. It excluded motorvehicle repair, lodging, and sale ofalcoholic beverages from co-locatedcommercial services.



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Interstate 5Alternative Fuels Corridor(continued)

It promised full input from localbusinesses near each site. It stressedthat the project was transitional to anew fuels era rather than a permanentpresence in the marketplace.

Status: In January 2009, the stateswere informed by USDOT of acompromise solution to approve theproject as part of the Interstate OasisProgram, whose guidance principles canbe amended through the FederalRegister. A 30-60 day public comment

period was set for February and March.USDOT stated its intention to make therevisions in the Oasis programnecessary to approve the project afterthis process was complete.

Contacts:Jeff DoyleDirector, Public/Private Partnerships, Washington State DOTPhone: [email protected]

James WhittyDirector, Office of Innovative Partnerships and Alternative FundingOregon Department of TransportationPhone: [email protected]

Barbara LewisOffice Chief, Innovative FinanceDivision of Budgets, California Department of TransportationPhone: [email protected]


89

Concept:

AlternativeFuels CorridorEconomic Feasibility

Description: In support of the tri-stateeffort, the Office of Public/PrivatePartnerships of the Washington StateDepartment of Transportation (WSDOT)commissioned PB Consultants toevaluate the economic feasibility of analternative fuel corridor in theWashington portion of I-5. PB deliveredits final report to WSDOT on January 23,2009.

Specifics: Using data basedon industry experience for2007, the consultantsdeveloped an economic modelof the typical gas station.They found that a typicalstation annually sold $4.1million in gasoline at a 6percent profit margin($233,000) while theconvenience store at thestation generated $1.4 millionin revenue at a 31 percentmargin (440,000). Averageannual operating costs for thecombined facility were$533,000 including credit cardfees. Thus, net revenuesaveraged $230,000. The costto open a retail gas stationaveraged $2.0 – 2.4 milliondepending on location.

These costs and cash flows were used tomodel a lease-based transactionbetween the operator and the state,based on cost-sharing of sitedevelopment and risk-sharing on cash

flow outcomes. Financial models werealso adjusted for specific types ofalternative fuels including ethanol, bio-diesel, electricity, and hydrogen(compressed natural gas was not part ofthe analysis). The analysis evaluatedthe degree to which supply chainconstraints on each fuel type wouldaffect cost competitiveness andavailability of product.

A crucial factor impacting consumerwillingness to rely on a network ofalternative fueling stations is spacing –the ability of the I-5 corridor to providea sufficient number of stations to ensurethat drivers can use the corridor forextended trips outside urban areas. The

study’s “station spacing analysis” used350 miles as a reference point forgasoline-powered vehicles and set bio-diesel at 400 miles, ethanol at 250miles, hydrogen at 120 – 300 miles, andelectric vehicles at 60 – 200 miles.



90

AlternativeFuels CorridorEconomic Feasibility(continued)

I-5 in Washington State spans 275miles, which means in most cases analternative fuel vehicle could traversethe state with one fueling event. Theneed for someredundancy iscounterbalanced bythe fact that “thestationscontemplated inthis study are notmeant to competewith existing orfuture stations on non-state ownedland. As such, a limited number ofstations in more rural locations ispreferable” – assuming a largerconcentration of wholly private stationsin urban areas.

The study found specific rest area sitesbased on a “conservative” limit of 120miles between facilities. Then the studydescribed the infrastructure features ofeach type of fueling and its relation toother on-site retail services, which weredeliberately constrained to minimizedirect competition with commercial gasstations and truck stops.

Status: The Washington State study willbe combined with parallel researchefforts in California to create acomprehensive picture of requirementsand optimal design features on analternative fuels corridor covering theentire length of Interstate 5.

Financing: The study examined theprobable degree of required state andprivate participation in developing and

operating the network. It assumed analternative fuel station would need a 15percent annual internal rate of return(IRR). Where modeling showed an IRRbelow this level, the state could makean up-front contribution to capital costsof station development. Where the IRRwas projected above 15 percent, thestate could collect a fixed percent of

revenue as part of the rent paidby the operator for use of stateland.

PB Consulting projected bio-fuelsstations would reach positive cashflow in 5 – 6 years while electricand hydrogen stations wouldrequire 8 – 10 years to become

profitable. The strongest profitperformance for reaching an IRR above15 percent was projected to be an “all-fuels” station that provided bio-diesel,ethanol, electric andhydrogen refueling.This finding especiallyfits the profile of asmall network ofstations located onstate land.

The study concludesby reviewing thechallenge of gaining aconsensus fromgovernments withpermitting authority, service providerswith profitability goals, and consumerswith reliability needs.

Contact:Jeff DoyleDirector, Public/Private Partnerships, Washington State DOTPhone: [email protected]


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5. Law & Regulation (L/R)

Goods Movement Benefit:

• Expedites motor carrier regulation procedures throughautomated, interoperable information technologies.


• Provides drivers with tradeoff choices between cost andtravel time through use of “value pricing” – variable tollingrelated to level of congestion.


• Provides a basis for adequate long-term system fundingcovering infrastructure maintenance and capacityinvestments by basing taxation of actual level of systemuse rather than type of fuel use.


92

Concept:

Seamless Weigh StationPreclearance of Trucks

Description: Create a national policyfor truck transponders used inpreclearance systems so any regulatorycompliant truck can be weighed-in-motion and signaled toproceed past open weighstations without stopping.Congress can act to mandatetransponder interoperabilityacross jurisdictions to allowfor seamless freightmovement on major highwayand trade corridors such asInterstate 5.

Specifics: Many statesoperate weigh stationpreclearance systems utilizinghigh-speed weigh-in-motionscales, automatic vehicleidentification equipment and on-boardtransponders that serve as two waycommunication devices between theroadside and the truck, providing thefunctional equivalent of an electroniclicense plate for trucks to transmit andreceive signals as they approach weighstations.

These systems save motor carriers timeand the cost of fuel by eliminatingmillions of unnecessary stops. Theysave states money by increasing weighstation capacity without a need toexpand static platform scales, allowingbetter management of the growingstream of truck traffic and helpingstates enforce safety regulations byscreening trucks to determine whichneed inspection. Preclearance systemsalso contribute to reduced vehicle

emissions affecting human health andclimate change.

Some states see so much value inpreclearance that they providetransponders at no cost to truckoperators who regularly stop at weighstations. But restrictive policies createinterstate inefficiencies that force

regulatory compliant trucksto stop at weigh stationsbecause preclearancesystem providers in somestates do not allow otherstates to read and interactwith the transponders theyhave issued.

The PrePass preclearanceprogram used in 28 statesis run by a public-privatepartnership called HELP Inc.– Heavy Vehicle ElectronicLicense Plate. HELP has arestrictive policy that

prevents its transponders from beingenrolled in any other system, such asOregon’s Green Light or the NORPASSsystem used in Washington, six otherstates and two provinces. This limitationis despite the fact that Green Light andNORPASS have both stated that theywould freely allow Prepass transpondersto enroll and operate in their respectivesystems.

As a result, regulatory compliant motorcarriers with a PrePass transponder geta red light as they approach OregonGreen Light or Washington NORPASSweigh stations. Their only recourse is toreturn their Prepass transponder toPrepass and obtain a free Oregon



93

Seamless Weigh StationPreclearance of Trucks(continued)

Green Light transponder that can beenrolled in any system, including Prepass.

Moreover, all states, including California,that are under contract with PrePass areprohibited from accessing and sharinginformation regarding precleared trucksfor safety or other enforcementpurposes with other states or withoperators.

Despite some marketing claims, truckswith transponders in states that accessthe bypass event data are not subject toincreased regulatory scrutiny? Forexample, in the Green Light systemODOT simply records the same licenseplate information it manually recordseach time a truck pulls into a weighstation. Transponder-equipped trucksactually get less scrutiny than othertrucks. One of the main reasons ODOTuses the Green Light system is toidentify safe and legal carriers and allowthem to continue uninterrupted. As a

result, ODOT can concentrate on trucksthat may need more attention.

Status: The U.S. DOT’s CommercialVehicle Information Systems andNetworks program (CVISN) wasdesigned to ensure that states deployinteroperable systems. But the FederalMotor Carrier Safety Administration(FMCSA) has not addressed the impasseover transponders.

The June 26, 2000, edition of TransportTopics covered this issue. It quoted MikeOnder, Information Technology SystemsProgram Manager for USDOT: “Theymarket to [trucking] that thisinformation is private. When they signup with a state, they agree [the state]won’t get access to the data. That goesagainst the CVISN architecture. PrePassis hurting interoperability.”

The magazine also quoted Jeff Secrist,CVISN Coordinator, Federal MotorCarrier Safety Administration:“(Truckers) want to be able to travelunencumbered nationwide withoutcoping with different preclearance

programs. From a safetyperspective, there’s amajor benefit in sharinginformation . . . so thatunsafe vehicles can’ttravel between states.HELP - PrePass doesn’tallow other systems tohave access to its data.And that means it can’tbe compliant.”



94


FMCSA has the ability to require thatstates comply with all legitimate datarequests to support driver hours-of-service enforcement efforts and it canmake such compliance a condition forstates to continue to be eligible toreceive federal grant dollars from theMotor Carrier Safety AssistanceProgram.

Whether a state has madeuse of such data inregulatory enforcement isnot the question. Thequestion is whether stateand federal investigatorswho have historicallymade legitimate use ofsuch data should beincreasingly denied suchdata.

Absent FMCSA exercisingclear authority, there aretwo other alternative courses of actionto achieve seamless preclearance fortrucks.

Alternative 1 – Federal legislationenacted by Congress with the followingprovisions:

1) Declare that transponders must befreely interoperable amongjurisdictions and preclearancesystems that weigh and identify U.S.trucks should be integrated,consistent with the CVISN program.

2) Clarify that states and theirauthorized employees may enroll, atthe request of a carrier, any

interoperable transponder forlegitimate regulatory purposes anduse transponders for such purposes,including the receipt of signals thatlink its unique identifier to a motorcarrier’s records.

3) Declare that weigh stationrecords, whether collectedelectronically or manually, must beavailable for states’ legitimateregulatory enforcement purposes.

Alternative 2 – Utilize technologyadvancements to retire transponders asthe basis of vehicle identification,replacing them with Radio-frequencyIdentification (RFID) chips and/orlicense plate readers. These would beused in combination with roadsidereader boards to communicate weighstation bypass decisions to driversapproaching an open scale, thusachieving the goals of seamlesspreclearance and authorized record-keeping. (Such an approach wouldretain provisions of the above legislationrelating to these goals).



95


The vehicle license plate has long been aunique identifier. By shifting from manualto electronic license plate readers, statescould utilize sophisticated opticalcharacter recognition plate-reading abilitythat can digitize alpha-numeric charactersinto a database.

Another tool that can be usedsimultaneously is the RFID chipattached to the plate for verification.RFID is employed globally for cargocontainer identification. With RFID, theelement of communication back to thedriver necessary for preclearanceoperations would need to be addressedby addition of a roadside reader board.

Financing: The proposed legislationoutlined above as Alternative 1 createsno significant cost issues. States andcarriers are already paying fortransponders. Moreover, interoperabilitymay bring down unit costs throughstandardization of transponder design.

Alternative 2 would obsolete asubstantial investment in transponders

and AVI devices, and would require newinvestment in replacement technology.If preclearance is license plate-based,motor carriers would have added costs,but some states might achieveoffsetting personnel cost savings and/orcost avoidance opportunities byreplacing manual plate reading withelectronic reading.

Contacts:David McKaneGreen Light ManagerMotor Carrier Transportation DivisionOregon Department of TransportationPhone: [email protected]

Anne FordAdministrator, Commercial Vehicle ServicesWashington State Department of TransportationPhone: [email protected]

Stan NorikaneData Weigh-in-MotionCalifornia Department of TransportationPhone: [email protected]


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Concept:

Single Source Multi-State Overweight /Oversize Permitting

Description: WASHTO – the WesternAssociation of State Highway andTransportation Officials – has teamedwith twelve westernstates to provideregional single-tripoverweight/oversizepermits.

Specifics:Washington and Oregon, together withArizona, Colorado, Idaho, Louisiana,Montana, Nevada, New Mexico,Oklahoma, Texas and Utah have enteredinto an agreement that authorizes theissuance of the Western RegionalPermit.

Contacts:Each state’s contact can be found at:

www.wsdot.wa.gov/NR/rdonlyres/C43BCA33-4F74-43C4-B10F-9AD745168744/0/Permit_Brochure.pdf

This permit may be issued by the entry,origin, destination or pass-through stateif the cargo does not exceed prescribedsize and weight and isoperating on theroutes listed. Themember states havedeveloped a list ofspecial conditionswithin each state thatapply to the operation of the envelopevehicle. This list must accompany allregional overweight/oversize permits.

Status: The program is active.

Financing: The state of issuance willcollect the fees for all member states inwhich the vehicle is permitted for travel.These fees can be paid by credit card,cash, cashiers check or otherguaranteed funds.


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Concept:

InductiveSignature-basedCommercial VehicleClassification System

Description: This research study bythe University of California - Irvineyielded (1) the development andprototype implementation of a newhigh-fidelity inductive loop sensor calledthe Blade; and (2) a ground-breakingcommercial vehicle classification systembased on vehicle “signatures” obtainedfrom the Blade inductive sensortechnology.

The Blade couples with advancedsignature-based inductive loop detectorcards to yield detailed vehicle signaturesthat show distinct wheel spikes thatindicate the location of axle assemblies.

Using advanced numerical analysismethods, these signatures were used toprovide accurate and comprehensiveclassification of commercial vehicles.The detail of classification isunprecedented, due to the system’sability to profile individual componentsof multi-unit vehicles by their axle and,

more importantly, body configuration.This detail provides the potential toyield useful insights on travel behaviorand the impacts of different commercialvehicle types associated with variousindustrial activities.

The unique configuration of Bladeinductive sensors also allows accurateinductive signature data to berecoverable even in stop-and-gosituations where acceleration anddeceleration effects can potentiallydistort signature data and affectsurveillance accuracy.

Specifics: This study solved theproblem of obtaining reliable inductivesignature data under adverse trafficconditions, such as those found in peakfreeway congestion periods and inarterial streets heavily influenced byintersection delays.

Where previously vehicle inductivesignatures would be irreversiblydistorted by acceleration or decelerationeffects, they are now corrected andusable. This is essential in freewayapplications, where there has beentremendous interest in obtainingaccurate performance measures thathave not been previously availableunder peak congestion periods when thevehicle signature quality degrades dueto acceleration-deceleration distortion.Correction is achieved by applying theSPRINTS transformation modeldeveloped through Blade research, andpaves the way for accurate trafficperformance measurements to revealaccurately the severity of congestionand delay experienced on freeways aswell as arterial networks.



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Inductive Signature-basedCommercial VehicleClassification System(continued)

Until now, the classification system thatbest combines reliability and detail isthe axle-based FHWA scheme F usingautomated vehicle classifiers. However,this system still leaves a void in thecomprehensiveunderstanding ofcommercial vehicletravel behavior andimpacts, due to theirinherentheterogeneity. Thenewly developedclassification systemyields a more detailedaxle classificationscheme with axle classification accuracyof ninety-nine percent shown on anindependent test data set.

More importantly, the new systemintroduces body unit classificationschemes consisting of nine drive-unitbody configurations and ten trailer-unitbody configurations, revealing detailedinformation regarding the function ofthe drive and trailer units of eachcommercial vehicle.

Status: In the study, many of the nineclasses were under-represented in themodel development data set. Hence, thereal-world heterogeneity of vehicleswithin those classes may not be wellrepresented, and could result in highrates of misclassification. This suggeststhat the commercial vehicleclassification system will require furthercalibration with a larger and morecomprehensive data set beforeimplementation.

The results obtained from this studyindicate remarkable potential forproviding enhanced commercial vehicleprofile analysis through theimplementation of this system. Suchinformation is critical to reveal exposurerates and travel behavior of specificcommercial vehicle types to evaluatethe multi-faceted impacts of commercial

vehicle impacts.

The Blade inductivesensors used in thisstudy are a prototypesurface-mountedversion, which haslimited operationallifespan suitable only forresearch purposes. Thespecifications for a

permanent version of the inductivesensors are currently being developedto allow Blade to be functionallydeployed on the roadway to provide thebenefits of enhanced commercial vehiclesurveillance that were demonstrated inthis research study.

Financing: California Department ofTransportation, University of CaliforniaTransportation Center

Contacts:Stephen G. RitchieDirector, Institute of Transportation StudiesUniversity of California, IrvinePhone: 949) [email protected]

Yeow Chern Andre TokPostdoctoral Scholar, Institute of Transportation StudiesUniversity of California, [email protected]


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Concept:

Highway User TaxationBased on Miles Driven(VMT)

Description: The total context ofconcern about basing highway financingon a motor fuel tax includes imported oilcosts, energy security, greenhousegases, and “peak oil,” with the impliedneed for conservation. Policy isconflicted, since it both relies on andseeks to reduce the use of petroleum-based fuels. Thus, there is nationalinterest in a mileage-based tax.

Specifics: The TransportationCommission chairs of California,Oregon, and Washington recently co-signed a letter to members of Congressurging that federal law encourage statesto develop alternative methods ofhighway funding such as vehicle milestraveled (VMT) fees.

“We ask Congress to confirm thefeasibility of a VMT-based fee system bymandating the federal government tofully explore a transitionfrom the gas tax to afunding system tied moredirectly to road use andimpact on the road system,”the chairs wrote. Theynoted that fluctuating fuelprices and reduced fuelconsumption make fueltaxes an unreliable andunsuitable funding source.

The trio called uponCongress to “set anaggressive timetable” forcompletion of a new VMT-

based fee system “through well fundedresearch and development efforts toidentify the best option for systemdesign and technology.”

The three Transportation Commissionchairs are John Chalker of California,Gail Achterman of Oregon, and DanO’Neal of Washington. They are the toppolicymakers on transportation in thethree states and they collaborate as theWest Coast Transportation Commission.

VMT fees are a centerpiecerecommendation in a report justreleased by a bipartisan nationalTransportation Finance Commission andU.S. Transportation Secretary RayLaHood has said he favors VMT fees asa substitute for the gasoline tax, whichis proving insufficient to fund roads.

The day after LaHood spoke in favor ofthe road use tax, White House PressSecretary Robert Gibbs said a VMT “isnot and will not be the policy of theObama administration.”



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Highway User TaxationBased on Miles Driven (VMT)(continued)

It is not clear whether the cause of thisinternal dispute can be resolved bytreating VMT fees as a phased-in sourceof revenue rather than as an immediatereplacement for the gas tax.

The chairs’ letter outlines the results ofthe Oregon pilot program in whichnearly 300 vehicles drivenby volunteer citizens wereequipped with GPS-basedunits and charged for milestraveled. “This testdemonstrated the mileagefee raises substantialrevenue in a way that isrelatively simple to pay,collect and administer -without revenue erosion forfuel efficiency,” they noted.

A similar project in thePuget Sound area thatdeducted fees from prepaidaccounts showed that sucha fee “directly impactstravel decisions andreduces congestion, while raisingtransportation revenue” the letter says.

The chairs believe a key conclusion fromthese two studies is that a VMT feeserves to advance several prioritiessimultaneously: reducing congestion,reducing emissions, encouraging theuse of alternate modes, and identifyinga sustainable long-term fundingmethodology.

Status: The three states envisage amulti-state effort in the Interstate 5corridor to take the concept further

towards implementation.

During 2006-07, a trial program inPortland equipped about 300 cars withpassive receivers of satellite signals anda mileage reader, similar to a tolltransponder reader that transmits awireless communication to a databasewhere mileage fees are applied. Driversof these vehicles were taxed 1.2¢ permile driven – equivalent to the state’s24¢ gas tax on a car averaging 20 miles

per gallon.

In addition to nationalconcerns, the Oregonexperiment is motivated inpart by an intention to “beaggressive in terms oflooking at electric cars andhybrids and plug-ins and allthese options, and at thesame time continue toinvest in our roads andinfrastructure,” according toGovernor Ted Kulongoski’soffice spokesman RemNivens. GovernorKulongoski proposesexpansion to $5,000 ofOregon’s already

substantial tax credit for purchase ofelectric vehicles. Combined with federalsubsidies, this would allow Oregoniansto save up to $12,500 on the purchaseof an all-electric car. Success of theseincentives would accelerate declines ingas tax revenue.

The Governor has proposed requiringinstallation of mileage-counting devicesonly in new vehicles and chargingmileage only on Oregon roads.



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Highway User TaxationBased on Miles Driven (VMT)(continued)

Drivers from outside the state would becharged the gas tax. However, theinterstate aspect (especially given thatPortland is a bi-state metro area)immediately raises the question of afederal policy that would affectmanufacturers nationally. This prospectis increased by the fact that the statesof Ohio, Pennsylvania, Colorado, RhodeIsland, Minnesota, and Texas have alsoexpressedinterest inphasing out thegas tax andreplacing it with atax on milesdriven.

Financing:Oregon hasacknowledged that it would not be ableto make the change without assistancefrom the federal government or aconsortium of states. Oregon DOT hasmade a proposal to Congress that thenext federal transportation authorizationbill should set a six-year timetable tocomplete development of a mileage-based highway user tax system thatwould be implemented in the followingsix-year cycle.

This commitment would include fundingto identify and design the best systemand operating technology. The ODOTproposal calls for working groups withinUSDOT and an independent oversightbody. The proposal also would give theUSDOT Secretary authority to requireon-board equipment in new vehicles tospeed the transition to the new tax.

A sensitivepolitical issue,notwithstandingapparenttechnicalsolutions, isassuring theprivacy of tripinformation.Another important issue, as notedabove, is whether the new tax wouldentirely replace or partly supplementmotor fuel taxes for freight and/orpersonal vehicles.

Contacts:John ChalkerChair, California Transportation CommissionPhone: 916-654-4245

Gail AchtermanChair, Oregon Transportation CommissionPhone: 503-986-3450

Dan O’NealChair, Washington State Transportation CommissionPhone: 360-705-7070

James WhittyDirector, Office of Innovative Partnerships and Alternative FundingOregon Department of TransportationPhone: [email protected]

Lynn AverbeckProject Director, Office of Innovative Partnerships and Alternative FundingOregon Department of TransportationPhone: [email protected]


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Concept:

Distance andCongestion-BasedDynamic Pricing

Description: Vary highway user toll bya combined calculation based ondistance traveled and level ofcongestion measured on a real-timebasis.

Specifics: The San Diego Association ofGovernments has developed a nationallyrecognized application of variable tolling/ value pricing on Interstate 15. Everyfew minutes, the automated systemrecalculates the toll rate based on thelevel of traffic in the I-15 corridor tomake sure traffic flows freely in theExpress Lanes.

Status: When another eight miles ofExpress Lanes opened recently on I-15,a new distanced-based dynamic pricingsystem was also launched. Under thisstate-of-the-art system, transponder-equipped FasTrak customers accessingthe Express Lanes pay a toll based onthe distance they travel in the lanes anda rate per mile for their entry location,adjusted for level of congestion.

The toll rate posted on signs locatedjust before each of the entrances to theExpress Lanes will state the minimumtoll drivers can expect to pay if theyenter the facility, regardless of theireventual exit location. The signs alsowill advise on one or more possiblefares for longer trips to upcomingfreeway interchanges.

If traveling to a destination somewherebetween the first possible exit point and

the next major freeway interchange, thetraveler can expect to pay a toll thatfalls between the minimum and the tollto go all the way to the interchange.

The new FasTrak system is the mostadvanced in the world. A sophisticatedidentification system based on individualtransponders tracks where and wheneach vehicle enters and exits the lanes,automatically calculates the toll, andflags violators for enforcement by theCalifornia Highway Patrol.

The eight miles of added Express Laneson I-15 will have new conveniencesincluding multiple entrances and exits,and an upgraded “dynamic tolling”system. Direct access ramps – anothernew feature – allow users to enter andexit the Express Lanesfrom the transit stationsalong I-15. The transitstations provide parkingfor carpoolers/vanpoolers and transitriders.

San Diego built strong support for thetoll lanes by using part of the revenuefor improved transit service, creating awin-win for three constituencies: driverswilling to pay a toll to save time in anexpress lane, drivers using general-purpose lanes that became lesscrowded, and transit riders who gainedservice improvements paid for by autotolls.

Contact:Derek ToupsProject ManagerAssociate Regional Planner, San Diego Association of GovernmentsPhone: [email protected]


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Conclusion

It is axiomatic that if the best of what isbeing done anywhere were being doneeverywhere, the system it serves wouldfunction well. The findings offered heredescribe best practices and bestconcepts. At the moment, they are farfrom universally applied.

The “Clean, Green and Smart” project isabout the power of connection - notonly connection among technologies,strategies and policies but connectionamong people who believe in an open-source environment to identify, developand implement innovations.

A network such as this, with its vastrange of content, can only be heldtogether by the intelligence, energy andcommitment of its participants. Workingseparately in specific areas of effort, weare united by an intention to make amajor contribution that will helpreconcile human mobility withenvironmental survival. The goal is tocreate a partnership between the planetand its people, applied through theunique West Coast spirit that combineshigh technology with high quality of life.

The intent of this document is todescribe a specific path by which eachof us may participate in building such alegacy. In the words of Chief JusticeOliver Wendell Holmes, Jr., “Each of usmust be part of the great issues of ourtime, at the peril of being judged not tohave lived.” Thus the legacy is not onlyfor the collective future but is personalhistory for each of us.

In our time, perhaps the greatestservice we can perform is to connectlarge and complex bodies of knowledgewith the sense of possibility about apreferred future – and then to provide acritical path for moving in that direction.

By combining creativity with discipline,the intent is to offer a “Clean, Greenand Smart” Best Practices Manualstructured for effectiveness and impactso that its contribution to our individualand collective legacy is solid and secure.If so, we will have done part of thenecessary work.


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