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

Clean, Green and Smart

Best Practices

West Coast Corridor Coalition

June 2009

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

Table of Contents

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

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

2. Traveler Information Integration (TII) ...... 20 I-5 Corridor Traveler Web Site ...... 21 Freight Travel Alert Notification System ...... 22 Truck Smart Parking Strategy Analysis ...... 23 New Mobility Hub Networks — an Integrated VMT Reduction Strategy ...... 25 Safety Roadside Rest Area (SRRA) Hot Spots ...... 26 Ridesharing ...... 27 Carsharing ...... 29 Automobile Smart Parking ...... 31 Transit Smart Parking ...... 32 Public Transit EasyConnect ...... 34

3. Intelligent Transportation Infrastructure (ITI) ...... 35 Vehicle Infrastructure Integration (VII) a.k.a. IntellidriveSM ...... 36 IntellidriveSM Safety Applications — USDOT / NHTSA Project ...... 38 IntellidriveSM Safety and Mobility Applications — SafeTrip 21 ...... 40 IntellidriveSM Mobility Applications — Mobile Millennium Project ...... 42 Strategy Framework for New Technology Adoption ...... 43 Active Traffic Management (ATM) ...... 46 Cascade Gateway / Border Congestion Relief Program ...... 48 Adaptive Transit Signal Priority ...... 50

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

4. Cleaner Fuels and Engines ...... 51 Zero-Emission Vehicles (ZEVs) ...... 52 California Clean Mobility Partnership (CCMP) ...... 55 High-Performance Batteries ...... 57 Hybrid Electric Vehicles (HEVs) ...... 60 Plug-in Hybrid Electric Vehicles (PHEVs) ...... 63 Hybrid Conversions / Retrofits ...... 68 Public Awareness / Acceptance / Adoption of Green Vehicles ...... 70 Cleaner Diesel — West Coast Collaborative ...... 72 Cleaner Diesel — Cascade Sierra Solutions ...... 73 “Bridge to a Better Future” Vehicle Exchange Program ...... 75 Cleaner Diesel — American Trucking Associations ...... 76 Cleaner Diesel — Freight Rail Locomotives ...... 77 Hybrid Electric and Natural Gas Trucks ...... 79 Sustainable Transportation Energy Pathways (STEP) ...... 83 Algae as a Bio-Fuel ...... 86 Interstate 5 Alternative Fuels Corridor ...... 87 Alternative Fuels Corridor Economic Feasibility ...... 89

5. Law & Regulation ...... 91 Seamless Weigh Station Preclearance of Trucks ...... 92 Single Source Multi-State Overweight / Oversize Permitting ...... 96 Inductive Signature-Based Commercial Vehicle Classification System ...... 97 Highway User Taxation Based on Miles Driven (VMT) ...... 99 Distance and Congestion-Based Dynamic Pricing ...... 103

Conclusion ...... 104

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

Introduction new and necessary element to the work program. Moreover, since goods movement and personal travel rely The West Coast Corridor Coalition was largely on the same transportation launched in November 2001 by system, impact the same environment, transportation policy leaders in and would potentially benefit from many California, Oregon, Washington, and of the same new technologies and Alaska to address the looming challenge practices, both aspects of transportation of goods movement in the Pacific states. need to be addressed where they are intertwined. The region was absorbing a 40 percent share of U.S. port-related freight, which To maximize its capacity for an effective was growing at a record pace. The fact response, the Coalition in 2007 that each major West combined two committees: ITS Coast port was located (Intelligent Transportation Systems) and in a large urban area Environment. The intent was to gain compounded the goods leverage on the challenge by harnessing movement challenge by advances in information technology that combining metro traffic could empower advances in vehicle and with long haul and environmental technology. regional freight. A commitment was made by the The purpose of the West Coast Corridor Committee and the Coalition to gather Coalition was three-fold: in a Best Practices Manual the most (1) To encourage freight systems promising innovations and initiatives approaches rather than a project- dealing with transportation-related level focus in making major impacts on the environment and climate infrastructure investments. change. The Manual would be issued (2) To share best practices on freight periodically in hard copy, continuously operations. updated on line, and broadly (3) To develop a common voice on disseminated to policy makers, opinion the national role played by the West leaders, and the interested public. A Coast in moving U.S. imports and specific best practice would appear as exports, and the need for national the featured case study in each “issue” support for this role. of the Manual. Five years into the Coalition’s work, a The document before you is the first co-equal priority had emerged: Growing compilation of West Coast best practices evidence of global climate change – the serving the goals of “Clean, Green and increasing frequency of extreme Smart.” Our thanks to the outstanding weather events – and transportation’s practitioners who provided their inescapable part as a source of this research findings and practical environmental risk and impact. experience. This new priority did not replace the (continued on next page) Coalition’s original mission, but added a

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

Along the way, we picked up generic • Description – what it does, how it insights as well. For example: works • Specifics – operational experience, • There is a role for research, relevant data-points evaluation, and information • Status – proposed or deployed – dissemination in all phases of and on what timeline applying an innovation. This need • Financing – actual or potential does not cease with initial • Contact – name, title, phone, and deployment; indeed, failure to e-mail information of principal continue evaluation could result in sources chronic under-deployment. Research can help innovations reach their full The Manual is designed to be inclusive potential by alleviating barriers and in its range of topics while not engaging accelerating deployment through in the promotion of untested ideas, to public awareness and incentives for qualify descriptions with current status widespread adoption. information, and to provide contact information that can be used by anyone • At a time of major federal seeking to perform due diligence on a investment in infrastructure, specific innovation. With this disclaimer, innovative investments that: the Manual seeks to be as (1) rely on a uniform national comprehensive as possible in offering a standard to be effective; full roster of ideas that can move the (2) are necessary to meet federal transportation system toward being requirements; or (3) create highly “Clean, Green and Smart.” leveraged benefits relative to cost, are particular candidates for inclusion The Manual is intended to reach a wide in federally-funded investment. spectrum of transportation researchers, policymakers, operational managers, The purpose of the Best Practices system users, media and the interested Manual is to offer an extensive menu of public. Its goals are to serve as a proposed initiatives and currently clearinghouse for innovations, provide a deployed projects that can reduce the continuous update of information, environmental footprint of the support the networking of researchers transportation system by: (1) applying with each other and the private sector, new fuel, drive-train, and other and raise the level of awareness among technologies, and/or (2) making the all parties who can help facilitate the system more efficient in ways that process of adopting new technologies reduce its required level of resource and systems in transportation. consumption relative to a given amount of goods movement or personal travel. May each reader find the Manual a valuable source of information that can Each initiative or project is presented in become part of the action agenda for the following format: your agency or organization. • Concept – a captioning phrase April 2009

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

Advisory Board Roster Clean, Green and Smart Project

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

Mark Aggar, Transportation Program Manager, Microsoft Corporation Lynn Averbeck, ITS Program Manager, Oregon DOT Rob Bertini, Metropolitan Policy Center, Portland State University Pete Briglia, Associate Director, Transportation Northwest Regional Center, University of Washington Bruce Carr, Director of Strategic Planning, Alaska Railroad Christina Casgar, Goods Movement Policy Manager/Freight Systems Developer, San Diego Association of Governments Sarah Catz, Director, Center for Urban Infrastructure, UC Irvine Billy Conner, Director, Transportation Research Center, University of Alaska – Anchorage Gregg Dal Ponte, Administrator, Motor Carrier Transportation Division, Oregon DOT Jeff Doyle, Alternative Fuels Corridor Project Manager, Washington State DOT Genevieve Giuliano, Director, METRANS Policy Center, USC Matt Hanson, Goods Movement Systems Developer, Caltrans Hau Hagedorn, Research Director, Oregon Transportation Research & Education Consortium Melissa Hewitt, ITS Project Consultant, Kimley-Horn Associates Amy Keiter, Oregon State Economic & Community Development Department Felix Kramer, Founder, Cal-Cars (The California Cars Initiative) Greg Larson, Director, Office of Traffic Operations Research, Caltrans Barbara Lewis, Office Chief, Innovative Finance, Caltrans Bill Legg, State ITS Operations Engineer, Washington State DOT Wes Lum, Chief, Office of Safety Innovation, Caltrans JD Margulici, Associate Director, California Center for Innovative Transportation Ed McCormack, Civil & Environmental Engineering, University of Washington James Misener, Executive Director, California Partners for Advanced Transit and Highways (PATH) Nancy Nihan, Director, Transportation Northwest Regional Center, University of Washington Tom O’Brien, Director, Center for International Trade & Transportation, CSU Long Beach Mike Onder, Information Technology Systems Program Manager, FHWA Jeff Ottesen, Director of Program Development, Alaska DOT Larry Orcutt, Chief, Division of Research & Innovation, Caltrans Janet Ray, Corporate Communications, AAA Washington Stephen Ritchie, Director, Institute of Transportation Studies, UC Irvine Caroline Rodier, Senior Research Manager, Transportation Sustainability Research Center, UC Berkeley Steven Schladover, Research Engineer, California Partners for Advanced Transit and Highways (PATH) Susan Shaheen, Co-Director, Transportation Sustainability Research Center, UC Berkeley Elizabeth Stratton, Freight Policy and Project Manager, Washington State DOT Dale Tabat, Manager, Truck Freight Programs & Policy, Washington State DOT Tom Turrentine, Director of the Electric Vehicle Center, UC Davis Jim Whitty, Manager, Transportation Operations, Office of Innovative Partnerships & Alternative Funding, Oregon DOT Jerry Wood, Director of Transportation, Gateway Cities Council of Governments Susan Zielinski, Managing Director, SMART, University of Michigan

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

1. Transportation Systems Analysis

Goods Movement Benefits:

• Targets investments in freight infrastructure based on severity of congestion and ability of specific improvements to enhance system performance.

• Enables motor carriers to reduce emissions and enhance efficiency of operations through “smart” supply chain logistics.

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 levels to evaluate feasibility and rate of progress in attaining greenhouse gas reduction targets.

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

Concept: Other potential uses for truck freight Truck Freight data include: • Developing truck travel-speed Performance adjustment factors for loop data Measurement collectors by comparing GPS data for trucks and cars. • Providing real-time truck travel Description: This research tests the information on WSDOT’s Web. viability of using commercially available Verifying the truck-trip travel times, GPS-based data to track truck origins and destinations currently performance within the central Puget used in state and regional freight Sound region. The data is used to models. monitor truck speeds and system • Providing input for air quality reliability as performance measures that models and safety studies. can be applied to guide freight investment decisions and track project effectiveness.

Specifics: The Washington State Department of Transportation (WSDOT) and the TransNow Regional Center at the University of Washington are Status: Researchers are receiving data analyzing the data to assess how state inputs and will use the data that has investments in freight highway projects been collected to evaluate zone-to-zone affect system performance. travel time and reliability. The pilot project will extend through 2010 and a WSDOT has identified a number of ways final report will be provided to the state this research can help, such as: legislature. • Prioritizing truck freight bottlenecks in the Central Puget Sound region by Financing: The Washington Legislature, quantifying delay at each bottleneck. with support of the Washington Trucking • Measuring travel times and trip Association, funded this project. reliability between origins and destinations; for example, from port Contacts: to warehouse district or from food Edward McCormack distribution center to the urban core. Research Assistant Professor • Analyzing the benefits of freight TransNow, University of Washington projects by measuring their “before Phone: 206-543-3348 and after” performance to determine [email protected] whether, and by how much, they reduce travel time and increase trip Dale Tabat reliability for trucks. Truck Policy and Project Manager Washington State Department of Transportation Phone: 360-705-6990 [email protected]

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

Concept: Bottleneck Contacts: James H. Banks Capacity Analysis Professor, College of Civil and Environmental Engineering Description: This project examines San Diego State University traffic behavior in freeway bottlenecks. Phone: 619-594-7051 Using data from at least 50 weekdays in [email protected] a minimum of 20 bottleneck sites in San Diego and elsewhere, the project Hassan Aboukhadijeh intends to calculate Caltrans Project Manager average time gaps and Phone: 916-654-8630 lane flow ratios from [email protected] traffic counts and lane occupancy data.

From this research, better planning, design, and management of freeway systems can result by assessing and predicting the bottleneck capacities of certain freeways.

Specifics: Traffic counts and lane occupancy data will be gathered using loop detectors, which are typically available at bottlenecks in the San Diego area, and videotapes to ensure a manual count accompanies the loop detectors. From these data, statistical analysis techniques will be used to identify relationships among traffic variables.

Status: Deliverables at the end of the project include a final report, a workshop presentation, and an implementation package consisting of the written descriptions of capacity analysis procedures.

Financing: California Department of Transportation (Caltrans)

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

Concept: be shared with trucks, dispatchers, Integrated ITS Planning rail operators, public agencies and individual roadway users regarding for Goods Movement levels of congestion on I-710, I-605 and key “allowable truck route” Specifics: The Gateway Cities Council arterials. of Governments, representing cities on the I-710 and I-605 corridors serving • Collect anonymous truck-specific the Ports of Long Beach and Los performance data on speeds, idling, Angeles, commissioned Kimley-Horn fuel consumption, acceleration, and and Associates to deceleration, to determine both the coordinate a functionality of the system for goods stakeholder movement and environmental effects working group of congestion. that would explore ITS applications in • Establish a freight-focused traveler support of information system specific to the improving air Gateway region that would provide quality and drivers and dispatchers with real- reducing time dynamic routing based on truck- congestion caused experienced delays on freeways and by port-related arterials, turnaround times at truck and rail traffic passing through the terminals and queue delays at region, with the goal of minimizing terminal gates. environmental and community disruption while maintaining the • Assess drayage times for container economic vitality of a trade gateway. pick-up at the ports and use this information for drayage advisories The stakeholder group was remarkably and to develop a real-time container diverse, including railroads, trucking scheduling system that “has the companies, freight expediters, potential to improve air quality, warehouse and logistics companies, AAA reduce congestion, and improve the California, federal, state and regional bottom line” for trucking companies transportation agencies, the ports, and and freight railroads. individual cities. (continued on next page) Status: Kimley-Horn filed its “Gateway Cities ITS Integration Plan for Goods Movement” in August 2008. The following objectives were identified for further research and implementation:

• Complete the detection and communication infrastructure on major roadways in the region, supporting ITS-based information to

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

Integrated ITS Planning for Goods Movement (continued)

• Examine the potential to apply dynamic congestion pricing (variable tolling) to major routes as a demand management tool in support of an optimal daily distribution of activity levels for port-related goods movement.

• Apply technology-based detection methods to truck safety checks, given the lack of land for building new inspection stations and the potential for a quicker, more reliable and less labor-intensive truck safety credentialing process.

Financing: Gateway Cities Council of Governments, California Department of Transportation, and Federal Highway Administration funded the initial phase of plan development. GCCOG has received federal funds to begin the next phase – plan implementation.

Contacts: Jerry Wood Professional Engineer Director of Transportation and Engineering, Gateway Cities Council of Governments Phone: 562-663-6850 [email protected]

Melissa Hewitt Professional Engineer Kimley-Horn and Associates, Inc. Phone: 818-227-2790 [email protected]

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

Concept: optimization of supply chain operations. EPA SmartWay Concern over climate change required industry to inventory, benchmark, and Supply Chain Analysis achieve improvements. In this situation, industry welcomed a Description: Enabling goods- government role in movement companies to assess developing a consistent, the environmental footprint of global methodology. EPA their operations can help them develop focused on an approach that built supply chain strategies – management analyses from activity “modules” techniques and technologies – that provided by shippers and carriers. This increase the amount of cargo moved per development of standards based on gallon of fuel on a fleet-wide basis. industry feedback is called the Charter Partner approach. The product is Specifics: SmartWay “packages” adaptable to commercial software existing EPA programs and agreements packages that can be used to guide with over 640 partners including rail logistics decisions. Companies that carriers and most of the top trucking participate become SmartWay certified. operators, shippers, logistics firms and suppliers. SmartWay is endorsed by the Status: SmartWay assists participants American Trucking Associations. with demonstrations of advanced fuel systems and other technologies, These programs, with ongoing including SmartWay certification of refinements and updates, allow trucks and other vehicles. Actively operators to measure their “climate participating firms become SmartWay- change footprint” across transport certified by developing “green” supply modes and to model and forecast chains based on specific operational emission reductions based on applying review and redesign. Industry partners new technology, strategy and modes. are required to develop a three-year program and monitor its progress. A variety of logistics strategies are available, include load-matching Financing: Participants are eligible for a (coordinating loads with other fleets), range of financial incentives including loan more efficient routes (“triangular” guarantees and access to public-private routing), off-peak delivery schedules, capital. After companies have made initial and utilizing inter-modal (rail) transport outlays, the benefit of “green supply” for moving long-haul freight to regional chains is not only environmental; it is distribution centers. economic, expressed in more efficient operations and reduced purchases of SmartWay originated in climate change resource inputs. concerns, which created the need for a multi-modal CO2-footprint model Contact: related to goods movement. Inseparable Shan Hoel from this impact measure was the TransGroup — SmartWay partner, Seattle demand from both government and Phone: 206-577-4803 industry for efficiency ratings and [email protected]

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

Concept: measures are vehicle miles traveled, “Green” Performance vehicle hours traveled, travel time, and delay. Measures for Transportation Systems PORTAL is now augmenting these measures of transportation performance with measures that assess the Description: Evaluate transportation environmental, economic and social system impacts on greenhouse gases, sustainability of Portland’s freeway air pollution, and community quality of system. life by including “green” metrics in transportation data collection and evaluation.

Specifics: The Portland Transportation Archive Listing (PORTAL) regional transportation data archive was established at Portland State University Environmental measures include traffic- in 2004 to improve understanding of the generated carbon monoxide, nitrogen metro region’s transportation system oxides, hydrocarbons, and carbon performance. dioxide, which contributes to climate change. Economic and social measures The primary data sources for PORTAL include the cost of delay and personal are 600 loop detectors on metro-area mobility in terms of person-hours and freeways that stream data to servers at person-miles of travel. 20-second intervals. The loops measure vehicle count, detector occupancy (a Status: The PORTAL database is being surrogate for traffic density), and applied as a policy tool to help assess average speed in each lane. These data various design, operational and are combined with incident, variable behavioral factors that affect the level of message sign, bus timing, and weather vehicle travel; the efficiency of peak- data. Currently computed performance hour and off-peak hour traffic flow; and the level of fuel use and related pollution impacts.

The usefulness of the database for these purposes increases with a longer period of data collection that enables measurement of the impacts of events and trends. Accuracy of the new measures will increase as analytical algorithms are refined to convert measured data into assessments of key indicators.

(continued on next page)

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

Green” Performance Measures for Transportation Systems (continued)

Financing: Oregon Transportation Research and Education Consortium (OTREC) funding sources include a federal Urban Transportation Center grant and matching funds from the four Oregon university members of OTREC, the Oregon DOT, and public and private project partners.

Contacts: Robert Bertini Civil and Environmental Engineering Portland State University Phone: 503-725-4249 [email protected]

Alexander Bigazzi Civil and Environmental Engineering Portland State University Phone: 503-725-4285 [email protected]

Hau Hagedorn Research Program Manager, OTREC Portland State University Phone: 503-725-2833 [email protected]

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

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

Concept: an inductive vehicle signature, which Loop Detector-Based ideally is unique to that vehicle.

Vehicle Tracking Advantages of employing an ILD-based to Evaluate System system include tracing vehicles individually across multiple detection Performance stations without privacy concerns, relatively inexpensive deployment, Description: RTREID (Real-time reproducible vehicle signatures, less Vehicle Re-identification) is a cost- complexity of analysis, and fewer effective, real-time vehicle tracking market penetration problems. system that utilizes existing ILD (inductive-loop Computational resources in detector) technology. traffic operations and the The system provides bandwidth of field accurate corridor communication links are often travel time as well as quite limited. Therefore, anonymous vehicle RTREID adopts a relatively path information. simple data compression and The flexibility of the transformation technique that system application to could be integrated with a square and round section-based freeway traffic single loop configurations allows RTREID performance measurement system. The to be free of site-specific calibration and same research group developed RTPMS, transferability issues. an advanced surveillance system. RTPMS was successfully deployed as a Specifics: Vehicle re-identification has core module in a simulated real-time emerged due to its substantial potential environment using peak-period traffic for effective implementation of ATMIS data collected along a 6.2 mile corridor (Advanced Transportation Management on the I-405 Freeway in Irvine, and Information Systems). In studies of California. Coverage spanned six vehicle re-identification, the main stress detector stations to form five continuous falls on travel information, travel time sections. estimation, and origin-destination estimation. RTREID has been developed The studies also indicate that the next- in response to these data needs, and is generation RTREID-2 is capable of designed to be implemented in real-time accurately providing individual vehicle with existing detection technology. tracking information and performance measurements such as travel time and RTREID is an ILD-based vehicle tracking speed in a congested freeway corridor, system that re-identifies vehicles by utilizing data obtained from both matching inductive vehicle signatures homogenous and heterogeneous loop generated via advanced detector cards. detection systems. The change in inductance resulting from passage of a vehicle over a loop detector makes it possible to measure (continued on next page)

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

Loop Detector-Based will facilitate the development of Vehicle Tracking freeway origin-destination and route to Evaluate performance models. While System Performance implementation of the RTPMS requires (continued) an effort, its potential should readily outweigh its cost in providing state-of- Status: The RTPMS is currently the-art measures of traffic performance undergoing a real-time implementation using existing inductive loop detector phase that consists of installation of a infrastructure. wireless communications infrastructure on 18 detector stations along the I-405 Financing: California Department of northbound freeway, followed by a Transportation system shakedown operation. In addition to the mainline detector Contacts: stations, on-and-off ramp detector Stephen G. Ritchie locations will be included in the system. Director, Institute of Data transmission is performed over Transportation Studies wireless cards. Currently, the status and University of California, Irvine IP data are updated in the RTPMS Phone: 949-824-4214 database at UC Irvine’s Institute of [email protected] Transportation Studies. RTPMS is being tested and modified for stability to Shin-Ting (Cindy) Jeng ensure smooth data transmission from Postdoctoral Scholar, Institute of the field units. Transportation Studies University of California, Irvine The final step in evaluation of the [email protected] performance of RTPMS is setting up wireless communication along the I-405 north corridor between State Route 133 and Red Hill Avenue in Irvine. Completion of the implementation phase will yield online real-time travel performance measures generated by RTREID-2.

The ultimate goal is deployment of the system in multiple freeway and arterial corridors to provide network-wide coverage and advanced traffic surveillance. This

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

Concept: (ACS), signal priority systems, and bus Deployment Strategy arrival information functions is often equipped with three separate for Integrated positioning systems.

Bus Rapid Transit (BRT) Moreover, data collected by advanced location and communication systems are Description: Bus Rapid Transit (BRT) is not integrated, and data collected from different from traditional transit service one system often cannot be used by the by incorporating many rail transit other systems. Few application tools are features. It also differs from traditional available to take advantage of the rail due to flexibility and the possibility significant amount of data collected by for incremental deployment. However, new technologies. This non-integrated there is a lack of careful systematic approach to add-on technologies analysis on when each BRT element increases the cost of the BRT system and should be implemented. Absent such a the non-integrated systems complicate framework, deployment will be maintenance and reduce the reliability of determined by the tradeoff between the the overall system. costs, ease of implementation (physical constraints and Status: NBRTI (National Bus Rapid institutional Transit Institute) at UC Berkeley proposes issues), and to conduct research on planning and resultant deployment strategies for integrated BRT benefits. systems. This proposed study will summarize the needs, issues and options Specifics: One of PATH’s (Partners for related to BRT planning, design, Advanced Transit and Highways) on- technology implementation, operation, going research projects is developing a and maintenance. The study will then planning framework to determine a set investigate the cost / benefit implications of optimal combinations of BRT of these options and develop a systematic attributes given budgetary, institutional, methodology for phased deployment and and other types of constraints. A related integrated implementation of BRT issue is integrated deployment of technologies. The output of this research advanced technologies. In almost all will provide transit agencies and BRT- BRT deployments, ITS and bus interested professionals with critical technologies have been applied to BRT information and decision-support tools for in less than a fully integrated manner. the planning, design and implementation of a BRT system. For example, the current bus data communication system has not yet Contact: considered many BRT features. Wei-Bin Zhang Therefore, many of the add-on functions California PATH and National Bus Rapid and features cannot be integrated with Transit Institute (NBRTI) the current bus system. Another Institute of Transportation Studies example, a transit bus instrumented University of California at Berkeley with advanced communication systems [email protected]

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

Concept: dedicated lanes. In general, LTD “Fully Featured” incorporates “green” designs at each station with native vegetation. The 63- Bus Rapid Transit (BRT) foot articulated vehicles have a rail-like Corridor Development appearance, doors on both sides, emerald green exterior, and a unique layout with inward facing raised seating Description: In 1994, the Lane Transit and on-board capacity for three District (LTD, Lane County, Oregon) bicycles. began efforts to develop a fully featured bus rapid transit (BRT) system. After The first corridor provides a four-mile conducting an Urban Rail Feasibility trunk line connection between the Study in 1995, BRT was determined to downtown transit centers of the cities of be the cost-effective mode for the Eugene and Springfield. It serves the Eugene-Springfield region. The BRT University of Oregon and Sacred Heart corridor development concept became Medical Center, two an important piece in of the largest the analysis of how to employers and meet statewide participants in LTD’s transportation goals Group Pass during the 2001 Program. Because Regional Transportation over 90 percent of Plan (RTP) update. The riders along the project received corridor have pre- approval from the paid types of fare Metropolitan Planning media and monthly Organization (MPO), LTD bus passes, LTD Board, Eugene and Springfield City does not yet collect fares. LTD staff has Councils, and the Lane County Board of determined that the high cost to Commissioners. Shortly thereafter, LTD purchase and install fare box machines set to work incorporating as many light at the stations will not result in revenue rail elements as possible while planning gains until the second corridor is ready for potential corridors and developing for operation. That EmX corridor will operational details. allow a one-seat ride from downtown Eugene to a new regional hospital and Specifics: LTD began operation of a mall in Springfield. four-mile BRT corridor in January 2007 and is on schedule to begin operation of Status: Ridership on the first EmX a second, seven-mile corridor in late corridor has grown steadily. The corridor 2010. Named the EmX (Emerald replaced Route 11, which had an Express), the BRT service features 10- average of 2,660 weekday riders during minute frequencies, ADA accessible the fall and spring of 2006. raised platforms, stations spaced every 1/3 mile, level boarding, and off-board fare collection. Over 50 percent of the (continued on next page) length of the corridors consists of

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

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

Since operation of EmX began, the first corridor has an average of 5,000 weekday riders in 2007, and an average of 6,000 weekday riders in 2008. With the success of the first corridor, which has more than doubled ridership of the previous regular service, the International Transportation Development Program (ITDP) nominated LTD for a Sustainable Transportation Award in January 2008.

Developers and city staff anticipate that over time, commercial and high-density residential growth will align along the corridors. A pilot project sponsored by the Federal Transit Administration (FTA) for vehicle magnetic guidance will inform service design and implementation for future corridors.

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

Contact: Tom Schwetz Director of Planning and Development Lane Transit District Phone: 541-682-6203 [email protected]

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

2. Traveler Information Integration (TII)

Goods Movement Benefits:

• Provides motor carriers and drivers with comprehensive information on travel conditions for efficient trip planning and on-road performance.

• Provides personal travel information that encourages drivers to avoid congested routes and times and to utilize transit, reducing the volume of private vehicles on highways and arterials during peak hours when regional freight deliveries are most at risk of delay.

Personal Travel Benefit:

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

Transportation System Benefit:

• Enables all system users to utilize a wider range of options in making trip decisions, thereby minimizing time loss and fuel consumption related to congestion and other delay factors.

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

Concept: Status: The Web site is live and I-5 Corridor provides traveler information. However, based on input from state trucking Traveler Web Site associations, truck drivers, and truck transport operators, the site could Description: A single Web source that provide additional information. Initial provides detailed traveler information discussions are underway on for Washington, Oregon, and California. improvements. The Web site allows truckers and motorists to make informed decisions The unified Web address should provide prior to the start of a trip as well as truck drivers and truck transport making adjustments during the trip. operators with information on roadway and traffic conditions, weather Specifics: The site compiles listings and conditions, rest area and truck stop information for truckers and motorists in services and parking availability, and the tri-state I-5 corridor on rest areas, interstate permitting. Web site local weather, truck stops, truck permits information should include accident, and trucker restrictions and highlights incident and weather alerts, and the 511 phone line for current traffic construction activity currently or information in Washington, Oregon, and forecast as causing delay or detours; a Northern California. status map of available parking along the corridor provided by both state and private resources, potentially including a reservation system; truck stop and rest area services and amenities; and permitting for each state in the corridor, including the possible development of a single permit for all three states.

Financing: Washington State DOT developed and hosts the traveler information website. No additional financing is available for improvements.

Contact: Dale Tabat Manager, Truck Freight Program & Policy Washington State Department of Transportation Phone: 360-705-6990 [email protected]

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

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

Concept: reliable real-time information that helps Freight Travel Alert ensure safe and efficient mobility of freight. Notification System Status: WSDOT has received significant Description: Freight shippers and positive feedback from shippers and carriers sign up for e-mail alerts of carriers on the usefulness of this roadway conditions and emergency notification system. During the I-5 notifications for areas they select. The closure of 2007 in particular, WSDOT messages are tailored to provide was praised for its effective specific information useful to freight communication. Specifically, the email transportation users. updates were identified as the most helpful tool for freight companies, Specifics: In 2007, the Washington followed by information on the WSDOT Department of Transportation (WSDOT) Web site and Webcam reports. Users developed an e-mail alert system to have asked that a similar notification communicate information on road system be used in other states. closures, construction impacts, and emergency conditions that impact the freight community. The Freight Notification System began with over 900 subscribers from trucking companies, shippers, retailers, wholesalers, government, and private companies. By the time of the I-5 closure in December 2007 and the I-90 closure in February 2008, the subscriber list had grown to nearly 3,000. With the addition of the Washington and American Trucking Associations, the system has over 3,400 subscribers and can reach an estimated 10,000 contacts Contact: through the freight notification system. Vickie Sheehan Communications Manager Freight messages are sent several times Freight Systems Division a week to provide road conditions, Washington State DOT construction updates, overweight and Phone: 360-705-7904 flammable cargo restrictions, and [email protected] information on safe and legal detours for trucks. This technology provides

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

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

Concept: barriers to implementing truck parking Truck Smart Parking solutions in California, and workshops to brief stakeholders on the problem and Strategy Analysis develop alternative deployment strategies. Description: An existing shortage of private and public parking for trucks has There are five key research areas: First, been intensified by federal rules limiting the study addresses concerns about driving shifts and mandating rest truck parking by reviewing the literature periods. In the search for scarce parking and conducting expert interviews with spaces, drivers become fatigued and CHP (California Highway Patrol) more trucks are parked illegally on personnel and motor carriers. ITS ramps and shoulders, (Intelligent Transportation System) creating safety solutions are then recommended. hazards. The solution is to expand capacity Second, researchers conducted expert and improve interviews with Caltrans’ Office of Goods information about Movement, Planning, and Traffic available truck Operations, the Division of Research and parking. Innovation, the CHP, Federal Motor Carrier Safety Administration, the Status: In response to the shortage of National Transportation truck parking, the federal surface Safety Board, the transportation funding act (SAFETEA- American Trucking LU) authorizes a Truck Parking Facilities Associations, and motor Pilot Program. This is a four-part project carrier firms. As part of that builds on previous research by these interviews, California PATH (Partners for Advanced electronic commercial Transit and Highways) titled, “Strategies vehicle operator for Linking Trucking and Smart Parking screening is considered. Technologies.” The intent is to identify institutional barriers delaying ITS The second PATH project includes a solutions to the parking problem, and problem evaluation with expert identify steps to overcome those interviews, data analysis of the truck barriers. parking problem, funding opportunities to address the capacity needs, Third, a behavioral analysis of 200 or interviews to understand institutional more truckers at the Port of Oakland and other locations will be conducted to assess trucker perceptions of current conditions, and responses to ITS solutions such as a reservation system.

(continued on next page)

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

Truck Smart Parking California has received $4.5 million from Strategy Analysis that source and Caltrans has indicated it (continued) wants to work with Oregon and Washington to enhance truck Smart Fourth, interviews were conducted with Park initiatives on the West Coast. experts from parking technology Moreover, this effort could also be linked companies (Clancy, Denso, to the three-state Interstate 5 ParkingCarma, Quixote, etc.) on Alternative Fuels Corridor initiative (see providing parking information to page 87). truckers by CB-radios, changeable message signs, mobile phones, on- Contacts: board computers, parking sensors, Susan Shaheen PrePass commercial transponders, and/ Co-Director, Transportation or traveler information radios. Sustainability Research Center University of California, Berkeley Finally, a preliminary site analyses will Phone: 510-665-3483 be conducted to identify suitable [email protected] locations to apply ITS technologies, including rest stops in Stockton and Caroline Rodier north of Sacramento. A field test will be Senior Researcher, Transportation organized with rest stop operators, Sustainability Research Center technology vendors, and trucking firms University of California, Berkeley to test the technologies. Phone: 510-665-3524 [email protected] Financing: SAFETEA-LU authorizes $25 million for the establishment of a Truck Parking Pilot Facilities Program.

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

Concept: (remote work stations), day care, cafes, New Mobility shops, entertainment, restrooms and showers. For the user, New Mobility Hub Hub Networks – Networks connect a full range of an Integrated VMT transport with other services, products and technologies. For the developer, Reduction Strategy Hubs have the virtue of being scalable and thus adaptable to retrofits and Description: Create networks of “New expansions of existing sites, especially Mobility Hubs” that allow people to those that are or could be activity move from point of origin to destination nodes. in the most efficient way, through software development that makes The concept originally developed from servers more powerful than in the past. integrated “Mobil Punkt” work in Bremen, Germany in the late 1990s New Mobility Hub Networks link different under the leadership of Michael Glotz modes of transport, including buses, Richter, who continues to be an active trains, streetcars, clean-fuel taxis and project partner. car-share or bike-share vehicles, to provide convenient, practical door-to- Status: Joint concept development by door trips that the user finds preferable the lead co-partners (see Financing, to traditional use of a single-occupancy below) is currently underway. Other vehicle. participating entities, including Toronto, Ontario, are serving as sites for pilot Specifics: A range of innovations can projects and field testing of concepts. link different modes of transportation Corporations including Royal Dutch services, IT technologies, and designs Shell, Cisco, Cherokee, and GoLoco and infrastructures to provide integrated have participated in visioning sessions urban transportation choices enabling on the meaning of the New Mobility for users to select the best mode for each their companies and globally. purpose. Financing: The University of Michigan Transportation systems can be designed SMART (Sustainable Mobility and to make travel by bus and rail transit, Accessibility Research and car-sharing and bicycle-sharing, and Transformation) Program catalyzes hub walking all as easy and efficient as network projects and partnerships in possible, with emphasis on seamless cities. The Ford Motor Company connectivity among modes of travel. Sustainable Business Development Modal transfer can be facilitated through Program has provided funding. real-time arrival, departure, availability and access information at public kiosks, Contact: via cell phone and through electronic Susan Zielinski signage. Managing Director, SMART University of Michigan Where practical, augment these Phone: 734-763-1190 transport amenities with satellite offices [email protected]

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

Concept: Safety Roadside Contact: Susan Shaheen Rest Area (SRRA) Co-Director, Transportation Hot Spots Sustainability Research Center University of California, Berkeley Description: To meet the increasing Phone: 510-665-3483 demand for Internet access by the [email protected] traveling public, this project investigated providing travel-related information to Caroline Rodier the public by kiosk, laptop computers, Senior Researcher, Transportation personal data assistants, and cell Sustainability Research Center phones. Such information might include University of California, Berkeley transportation and safety advisories, Phone: 510-665-3524 including emergencies, road conditions, [email protected] and road closures, tourist information on local attractions and services such as parks, museums, hotels, and restaurants, and historical information on the region.

Status: The California Department of Transportation (Caltrans) has partnered with the Great Valley Center (GCV) to launch a field operational test of wireless Internet and Internet kiosks at two rest areas (Phillip S. Raine and Enoch Christoffersen) along State Route (SR) 99. Caltrans has developed recommendations for the state based on study findings.

The objectives of this field test and related Wi-Fi technologies include improving traveler safety, reducing traveler delays, promoting tourism of local natural, cultural, and historical resources, and contributing to California’s economic development. This project is a research evaluation of the field test, including institutional, user, and financial analyses.

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

Concept: The survey results were used to Ridesharing determine the effectiveness of 511 in encouraging individuals to switch from driving alone to using commuter Description: Carpooling and vanpooling alternatives, particularly carpooling and reduce commute costs, save time vanpooling. through access to HOV lanes, and relieve pollution and congestion by In March 2009, King County reducing vehicle-miles traveled. Metro (Seattle) and the Carpools are usually based on Washington State Department privately-owned vehicles, of Transportation began vanpools on vans that are development of an updated rented or supplied by Ridesharing application that provides employers, non-profit agencies or ride-matching services in the Pacific government. Northwest tri-state area of Washington, Oregon, and Idaho. Many public transit agencies and community transit providers offer ride- King County Metro originally partnered matching services, connecting travelers with Puget Sound transit agencies in with similar schedules and routes. At 2001 on the development and least one private company (Microsoft) implementation of one of the first online has gone farther to develop commute vanpool and carpool ride-matching compatibility profiles focused on ride- services available in the country. It was matching at a person-to-person level. subsequently expanded in 2005 to cover This can be combined with personal the entire state of Washington and paging on a mobile phone call to inform again in 2007 to cover Boise and participants in “virtual” carpools of pre- Ketchum, Idaho. screened persons who are planning a trip at the same time. The new application will provide improved and expanded matching Status: In 2006 and 2007, Innovative capability: Mobility Research (IMR) joined with the • Map-based origin-destination and 511 Regional Rideshare Program to along-the-route matching. develop and implement an online survey of the use of 511 for ridesharing • New types of rides – commute, purposes. 511 is a free phone and Web dynamic (same day), one-way, one- service in the Bay Area that provides time, long distance. real-time information on traffic conditions, incidents and driving times, • Customizable matching for private public transit schedules, routes and groups or special events (soccer fares, carpool and vanpool referrals, team, wedding, church, school). bicycling, and other transportation information.

(continued on next page)

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

Ridesharing (continued)

• Ability to enter and maintain multiple trips by re-using selected matching information.

Branding the Ridesharing Web site with the look and feel of a company or organization: • Ability to manage a Guaranteed Financing: By the sponsoring agencies Ride Home program online. for the Bay Area and Northwest programs. • Ability to run reports about employee participation and show Contacts: effects of reduced trips and vehicle Susan Shaheen miles traveled. Co-Director, Transportation Sustainability Research Center Provision of Commute Program University of California, Berkeley Management Tools: Phone: 510-665-3483 • Ability for employers to create and [email protected] promote transportation incentives. Park Woodworth • Ability to track commuter Manager, Para-transit / participation through calendar Rideshare Operations registration. King County Metro Transit Phone: 206-263-4494 Longer term, the project is exploring [email protected] opportunities to enhance the system with technologies to optimize rider/ Mark Aggar driver matching in real time and Director, Environmental integrate the requesting of riders/ Technology Strategy drivers with existing calendaring tools. Microsoft Corporation [email protected] The go live date for the new application is January 2010. Web site: RideshareOnline.com

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

Concept: the vehicle with a card or key, and Carsharing drives away. When finished with the trip, the Carsharing member returns it Description: Carsharing offers an to its home parking space, locks it, and alternative to owning or leasing an auto. leaves it for the next user. It allows people to rent cars on a daily or even hourly basis, paying only for the This efficient use pattern has a clear time they use the car and the mileage benefit in reduced parking demand at they drive. The operators residential locations and participating of the Carsharing service public transit stations provide vehicle and member employer maintenance, repair, and sites. It provides insurance. incentives for more thoughtful vehicle use, The environmental benefits of which creates energy savings and air Carsharing result from the behaviors quality benefits. that are encouraged by its use – more careful consideration of the need, One specific application of Carsharing is duration and distance of auto trips, and to facilitate public transit use through of alternative modes including public “station car” programs that facilitate transit, biking, and walking. transit access for users whose final destination would otherwise be located too far from the endpoint of the transit route. These users complete the final leg of their trip in station cars.

Carsharing is also a “natural” match to driver populations willing to test advanced technology vehicles. A decade ago, CarLink I was launched to allow employees of the Lawrence Livermore National Laboratory access to 12 compressed natural Specifics: Members of a Carsharing gas Honda Civic autos for use between program pick up and return vehicles at a public transit station and work. Other shared-use lots that are located participant members could pick up the throughout an urban region or cars at the station and use them on concentrated around public transit evenings and weekends. Scheduling stations, employers, or activity centers. technology and vehicle tracking systems Typically, the member makes an were employed. advanced reservation, gains entrance to (continued on next page) 29 Clean, Green and Smart — Best Practices Manual — West Coast Corridor Coalition

Carsharing enterprise (in 2007 Flexcar and Zipcar merged and the operation is now known (continued) as Zipcar).

Status: As of July 2008, 19 U.S. Carsharing programs claimed 279,174 members sharing 5,838 vehicles. Canada’s 14 organizations shared 1,667 vehicles among 39,664 members. This initial deployment represents a fraction of the potential if program design and public policy successfully address barriers to program expansion (see Automobile Smart Parking, page 31).

Financing: Carsharing is a new mode and would benefit from sustained public policy support that fosters its viability. CarLink I resulted in a net reduction of For example, provision of dedicated about 20 vehicle miles per commuter parking spaces and exemption from per day. CarLink II, launched taxation levied on conventional car in 2001, introduced more rentals could greatly aid expansion of advanced vehicle access, this concept. reservation, and tracking Contact: technologies. Susan Shaheen At the Co-Director, Transportation conclusion of Sustainability Research Center the research University of California, Berkeley phase in July 2002, the project Phone: 510-665-3483 transitioned to the Carsharing provider [email protected] Flexcar to manage as a commercial

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

Concept: Status: An effort known as SFpark is Automobile underway in San Francisco to deploy a smart automobile parking system that Smart Parking employs dynamic pricing. The project is part of USDOT’s Urban Partnership Description: Advanced parking Agreement (UPA). An evaluation of this systems and technologies are used to large-scale effort is being conducted assist drivers in locating available throughout San Francisco as part of the parking places, thereby reducing time UPA. loss, street congestion, distance traveled and fuel consumed by drivers Financing: Smart parking capability trying to park their vehicles. They often creates market-based systems that assist in electronic payment as well. have the potential to pay for themselves by increasing utilization rates, and thus Specifics: Drivers can be informed of improving the economics of operating parking lot location, capacity, and parking facilities. By optimizing use of spaces available by dynamic displays on existing capacity, smart parking can also electronic message signs or by Internet reduce the need to add new parking or mobile phone. Automated payment infrastructure. systems can allow for seamless transactions that enhance trip efficiency. Contact: Information on space availability can Susan Shaheen enhance efficiency in using existing Co-Director, Transportation capacity, while strengthening the Sustainability Research Center economics of parking operations. University of California, Berkeley Phone: 510-665-3483 Parking availability – or its scarcity – in [email protected] specific locations influences the mode travelers use to commute and make Caroline Rodier other trips. Where parking is restricted Senior Researcher, Transportation intentionally as a demand management Sustainability Research Center tool to encourage public transit use, University of California, Berkeley knowledge of space availability can help Phone: 510-665-3524 strengthen the link between policy goals [email protected] and an informed public response.

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

Concept: meeting a departure schedule. Survey Transit Smart Parking analyses indicated a potential market for a daily paid parking service to Description: Parking is scarce at attract new riders with relatively high heavily used public transit stations, and incomes, high auto availability, and adding parking spaces is resisted as an variable work schedules or locations. If added cost for transit operations which this service were available, 28 percent require a public subsidy. Transit Smart of survey respondents said they would Parking can expand effective parking use BART more often. capacity, transit ridership, and revenues. The next phase of this research is a pilot program in San Diego that will deploy Specifics: In 2004 researchers at UC smart parking along five COASTER rail Berkeley, the California Department of transit stations in the region. Transportation (Caltrans), the Bay Area Rapid Transit (BART) District, California Partners for Advanced Transit and Highways (PATH), and private partners launched a field test of Smart Parking at the Rockbridge BART station in Oakland, where parking demand is high. Observational research revealed This three-year pilot applies concepts that the free lot would fill by 7:30 a.m., from the Smart Parking field operational after which more than 30 cars would test at the Rockridge BART station for cycle through the lot looking for parking the San Diego COASTER commuter rail and then leave. system. These concepts include variable message signs alongside highways Traffic sensors were impeded in the approaching COASTER stations to alert station’s reserved lot to relay real-time drivers of traffic conditions ahead and information to message signs on the available parking spots at each station, major in-bound route to alert drivers to smart cards or vehicle-based parking availability. The same transponders to expedite payment information was provided by phone and transaction time for parking, and a Internet so drivers could either make an shuttle service between privately and advance reservation or drive directly to publicly-owned parking structures the space and phone in a reservation. around COASTER stations. A commercial deployment strategy will follow Status: Before-and-after surveys and implementation and evaluation of the focus groups evaluated travel effects, pilot project. economics, and technology in the field test. A key finding: Commuters are particularly receptive to smart parking (continued on next page) systems linked to transit, where real- time information can be critical to

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

Transit Smart Parking (continued)

Financing: The Rockbridge and COASTER projects will evaluate the assumption that the cost of sensors and data transmission and the cost of additions to capacity would be offset by parking revenues and increased transit ridership.

Contact: Susan Shaheen Co-Director, Transportation Sustainability Research Center University of California, Berkeley Phone: 510-665-3483 [email protected]

Caroline Rodier Senior Researcher, Transportation Sustainability Research Center University of California, Berkeley Phone: 510-665-3524 [email protected]

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

Concept: Transporters were donated to the Public Transit program. Users could park them at work and use for travel to off-site meetings, EasyConnect for errands or lunch, and return them to the BART station or an employer storage Description: This effort focused on facility at night. providing bicycles, electric bicycles, and Segway Human Transporters (self- Status: Contra Costa Centre has balancing electric vehicles) for shared assumed management of the program, use at public transit stations to bridge which is now called “Green Fleet.” the “last mile” between public transit stations and employers. The low- speed Financing: Transportation Demand modes were used Management (TDM) coordinators, for commuting and together with area employers, typically day use fund such programs. In some cases, throughout the advertising generates additional workday. revenue.

The project team Contact: included the Susan Shaheen California Department of Transportation Co-Director, Transportation (Caltrans), the Bay Area Rapid Transit Sustainability Research Center (BART) District, California PATH, Contra University of California, Berkeley Costa Centre, Contra Costa County, 511 Phone: 510-665-3483 Contra Costa, the Metropolitan [email protected] Transportation Commission (MTC), the Bay Area Air Quality Management Caroline Rodier District (AQMD), and private partners – Senior Researcher, Transportation Air Products & Chemicals, Inc., Sustainability Research Center Millennium Partners, Segway LLC, Giant University of California, Berkeley Bicycle, and eLock Technologies. Phone: 510-665-3524 [email protected] Specifics: EasyConnect was field tested at the Pleasant Hill BART station between 2005 and 2007. This location was chosen because of its proximity to Contra Costa Centre, a planned business and residential development and a “transit village.”

Fifteen businesses paid $150 per vehicle per month to join EasyConnect. Employees could use their choice of personal transport vehicle after a short training course. Conventional and electric bicycles and Human

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

3. Intelligent Transportation Infrastructure (ITI)

Goods Movement Benefit:

• Supports technology development that enhances the capability of motor carries to provide trip planning, travel conditions and safety information “in the cab” for access by drivers.

Personal Travel Benefit:

• Supports technology development that enhances collision avoidance capability and real-time access to driver information on traffic conditions.

Transportation System Benefit:

• Deploys information technology to expedite the traffic flow of trucks, buses and autos on highways and arterials under all conditions of congestion level and incident response.

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

Concept: the optimal “set speeds” for smoothest Vehicle Infrastructure traffic flow. Integration (VII) VII can also shorten the gap between a.k.a. IntelliDriveSM vehicles to increase throughput and save fuel. VII-equipped vehicles — cars, buses and trucks — could be clustered Specifics: Vehicle Infrastructure in managed lanes and truckways. A Integration (VII) is a flow of information recent test of truck platooning on a and a roadway infrastructure that dedicated truckway used DSRC-based enables transportation to function as an communication combined with sensors integrated system. A key attribute is the and automatic control of engine, brakes widespread availability of data collection and transmission to shorten separations by vehicles as traffic data probes. This between trucks to as close as three creates the potential for continuous and meters. The following truck achieved ubiquitous information on traffic 10-15 percent fuel savings conditions, roadway while the lead truck saved 5- conditions, incidents 10 percent due to reduced (including hazards) and aerodynamic drag. With accidents, pinch-points passenger vehicles enabled by and choke-points. adaptive cruise control, a current experiment is Such information provides the basis for measuring how comfortable drivers will comprehensive diagnoses of system feel with reduced gaps in vehicle performance that could be of major spacing enabled by cooperative adaptive assistance in transportation planning, cruise control, which has the potential including management architecture to to significantly increase vehicle develop infrastructure and schedule throughput. maintenance on the basis of real-time information of highway conditions. Generally, safety is seen as the critical application of VII, followed by improved At the individual level, the same mobility based on communication capability translates into trip planning between vehicles and between the capacity. VII also has important safety vehicle and the roadside. applications in collision avoidance through inter-vehicle cooperation at Status: VII was initiated by USDOT in intersections and in general traffic flow. 2004. There are several similar On-board VII can provide downstream programs in Europe and Japan. The traffic information to automatically 2005 ITS World Congress in San enable timely vehicle deceleration prior Francisco showcased these capabilities, to arriving at a point of reduced traffic including a collision avoidance flow. Related to this is traffic smoothing demonstration. In 2007 Caltrans met through merge assistance, Cooperative with USDOT to see how to accelerate Adaptive Cruise Control, and transit VII nationally. signal priority. Computer simulations using vehicle probe data can determine (continued on next page)

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

Vehicle Infrastructure government and diverse priorities Integration (VII) among public and private sector a.k.a. IntelliDriveSM entities. Yet implementation delivers the (continued) largest benefits at high levels of market penetration where “network effects” are Five layers are required for successful achieved. VII: ITS services, information management, a communications Cell phones support VII services that network, communication nodes, and a relate to slowly changing situations like transportation system. VII is based on traffic conditions but not to safety the interactions among them. features like collision avoidance and green light enabling at intersections. Recent progress on smart phones DSCR technology is required for such combines a computer, GPS and time-critical functions. telephone “shrunk” into a small package. Since May 2008 a device has Caltrans has partnered with Savari, been available as an after-market which built a DSRC interface between product that enables VII, and privacy the car and the roadside using safeguards are being put in place for Bluetooth and the mobile phone as cell phones that can be tracked aftermarket devices that consumers locationally. could buy without waiting for auto manufacturers to install. On-board Along with smart phones, the other major DSRC is a desirable approach and Savari VII technology is DSRC — Dedicated is working on meeting the national Short-Range Communications. A national standard. DSRC spectrum was adopted in 1999 due to lobbying by ITS America. DSRC is Financing: The broad-scale questions based on a network of roadside boxes about VII are how it will be deployed that have instantaneous connectivity of and how it will be financed, including the kind required for collision avoidance. the kind of connection fees cell phone Research is underway on the best and Wi-Fi service providers would strategy for deploying DSRC – charge, and who would pay for the performance and network design, density integration of DSRC roadside and on- variations required by transmission range, board units with Traffic Management integration with other systems such as Centers (TMCs). Wi-Fi in delivering information to fast- moving cars. Contact: Steven Shladover Technology, commercial considerations Research Engineer, PATH (Partners for of deployment, and politics are all Advanced Transit and Highways) involved. Capability, marketability and UC Berkeley Institute for acceptability must all be there. A key Transportation Studies requirement is to achieve consensus on Phone: 510-665-3514 wireless communications technology [email protected] and standards. Implementation is a major challenge due to multiple levels of

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

Concept: SM IntelliDriveSM At the core of IntelliDrive is a networked environment supporting very Safety Applications – high speed transactions among vehicles USDOT / NHTSA Project (V2V), and between vehicles and infrastructure components (V2I) or hand-held devices (V2D) to enable Description: Roadway transportation numerous safety and mobility activity experiences six million crashes applications. per year, 41,000 fatalities in 2007, and associated economic costs of about This capability to identify, collect, $250 billion. In addition to fatalities and process, exchange, and transmit real- injuries, traffic crashes account for 25 time data provides drivers with a percent of all congestion, creating greater situational awareness of the nearly $20 billion per year in related events, potential, threats, and imminent cost. hazards within the vehicle’s Environmental environment. costs in Supported by unproductive fuel technologies that consumption and intuitively and carbon emissions of clearly present motor vehicle in alerts, advice, and accident-related warnings, drivers congestion have can make better and not been calculated safer decisions. but are significant. When further combined with These impacts automated vehicle-safety applications, suggest a stark and compelling need to IntelliDriveSM technology enables the develop and implement new, more vehicle to respond and react when the aggressive safety solutions for the U.S. driver does not. transportation system. Among the most promising approaches is IntellidriveSM, Potential applications of IntelliDriveSM formerly known as Vehicle include: Infrastructure Integration (VII). • Vehicle-to-vehicle (V2V). When a IntelliDriveSM combines advanced vehicle brakes suddenly, a notice is technologies in wireless transmitted to the surrounding communications, on-board computer vehicles, enabling them to either processing, vehicle-sensors, GPS warn drivers to stop or automatically navigation, smart infrastructure, and apply the brakes if a crash is others — that enable vehicles to identify imminent. threats and hazards on the roadway and communicate this information to give (continued on next page) other drivers alerts and warnings.

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

IntelliDriveSM Safety Applications – Research and Innovative Technology USDOT / NHTSA Project Administration are exploring (continued) enhancements in vehicle-to-vehicle (V2V) communications that could • Vehicle-to-infrastructure (V2I). A improve collision-warning systems over vehicle in an accident could transmit the next four to six years and beyond. incident data — time of incident, type This research is intended to enhance of crash, severity — through a current and future automotive safety roadside infrastructure device to systems such as adaptive cruise control, system operators who then Emergency Electronic Brake Lights broadcast regional warning that (EEBL) and intersection collision alerts to drivers to slow down. avoidance. Simultaneously, incident data could be transmitted directly to emergency dispatchers for emergency response.

• Vehicle-to-others (V2D). A car turning right may be able to send an Many of these applications are being alert to a bicyclist’s cell phone or developed today without V2V device on the bike and avoid a communications. The potential for potential collision. improved performance over the existing autonomous systems could enhance current safety systems and enable new safety applications to save lives and reduce injuries.

The primary objective of this joint Status: The USDOT has conducted initiative between U.S. DOT and extensive research on the effectiveness members of the automobile industry is of vehicle-based collision to determine if certain applications that countermeasures for rear-end, road utilize Dedicated Short Range departure, and lane change crashes. Communications (DSRC) can improve Field operational tests (FOT’s) of upon and/or enable the performance of collision warning systems have shown vehicle-based systems. measurable benefits in reduction of crashes. However, the systems have Financing: USDOT, NHTSA, and inherent shortcomings that reduce their automobile manufacturers. effectiveness such as misidentification of stopped cars and out of path Contact: obstacles for rear-end collision warning Greg Larson systems, and map errors and Chief, Office of Traffic Operations misidentified lane markings for road Research, Division of Research and departure crash warning systems. Innovation, Caltrans Phone: 916-657-4369 The U.S. DOT’s National Highway Traffic [email protected] Safety Administration (NHTSA) and

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

Concept: who manage the IntelliDriveSM Safety and system. Smart phones will have Mobility Applications – GPS chips that SafeTrip-21 will provide congestion Description: SafeTrip-21 is a U.S. DOT information on initiative to find transformative ways of routes that have using existing technology to enhance sensors – and safety and mobility. The initiative seeks those that don’t. to explore the potential of extending Among possible this capability as far as possible in ways applications is that do not require deployment of DSRC dynamic route (dedicated short-range communication), guidance. The consumer information which requires major hardware device would “tell” the traveler about investment along roadways. The intent road conditions, route alternatives and of SafeTrip-21 is to take the wireless modal choices (car, bus, rail transit). communication revolution on the road The device would also send and receive and into the car to provide the traveler signals regarding vehicle positions (V2V with more route options, modal choices communication) to enhance travel and a safer trip, and to enable safety. pedestrians and bicyclists to send Under SafeTrip-21, California out information PATH is combining its existing about their location research test-bed with the San and position. Francisco Bay Area’s roadway infrastructure and Silicon Valley’s The “connected ongoing revolution in wireless traveler” would be and personal computing. The enabled to access goal is to develop applications - information before tell me about my trip, tell me and during a trip so the trip may be about my road, watch out for me – that taken efficiently and safely. Safety, PATH will implement and evaluate. speed, predictability, green footprint – all these can be the focus of “best SafeTrip-21 project partners include the route” advisories customized into the U.S. DOT, Caltrans, private industry information profile each driver wants. (primarily Nokia, NAVTEQ and Nissan), Such travel information would be centers at the Institute of Transportation provided through a cell phone or other Studies, University of California consumer handheld device, such as an Berkeley – California Center for aftermarket navigation unit. Innovative Transportation (CCIT) and California PATH – and the American Specifics: SafeTrip-21 is leveraging driver. existing technologies to empower (continued on next page) people who use the system and those

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

IntelliDriveSM Safety and Mobility consumer handheld device such as a cell Applications – SafeTrip-21 phone. The system aims to provide (continued) travelers with alternative routes that can avoid traffic jams and reduce One project premise is that the multi- commuting delays. Based on the Map24 band, multi-applications environment interactive map platform provided by that underpins SafeTrip-21 will create in NAVTEQ, the screen shot shows a Web consumers the desire and in the United page with five States market the penetration alternative routes to widely deploy SafeTrip-21 from downtown devices. Mountain View to the Oakland Status: In the next year or so International in Bay Area, a series of Airport, ranking applications known as “Group- them on real-time Enabled Mobility and Safety” traffic information. (GEMS) will be tested. One aim of GEMS is to provide a Modal shift is gateway device – a cell phone with web enabled through providing transit and browser – that can bring multiple parking information through mobile communications frequencies to match phones and electronic signs and by with the “correct” application, be it allowing travelers on the San Francisco safety or mobility, that enables the Peninsula to access transit information “connected traveler.” in real-time while they are in motion.

The “GE” in GEMS means vehicles are Financing: U.S. Department of engaged in a cooperative use of Transportation communications with other vehicles and pedestrians. GEMS supports the Contact: connected traveler by providing mobility James Misener and safety information. PATH research Executive Director, PATH (Partners for will determine Advanced Transit and Highways) what information UC Berkeley Institute for to provide and by Transportation Studies what enabling Phone: 510-665-3612 hardware [email protected] applications in a system for drivers. JD Margulici In one GEMS Associate Director, CCIT (California application, the Center for Innovative Transportation) UC Berkeley, UC Berkeley Institute for California PATH, Transportation Studies and University of Phone: 510-642-5929 Utah research teams are working with [email protected] NAVTEQ to develop an Internet-based dynamic routing system delivered on a

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

Concept: technology. Download the free software IntelliDriveSM to your phone and tell your friends. Be a Part of Next-Gen Technology?” Mobility Applications – Mobile Millennium This is an active research project that will be updated regularly based on Project participant feedback on product-specific issues people are having with the Description: Volunteers are invited to software, including: participate in the Mobile Millennium • Will it work on my phone? traffic pilot, a free public traffic- • How can I install it on my phone? information system that uses the power • How do I look at traffic on my of communication to phone? provide the public with • How can I get audio traffic reports real-time traffic conditions. on my phone in real time? • When will arterial (side street) Avoiding traffic congestion information become available? can save time, gasoline, greenhouse gas Mobile Millennium is trying to provide emissions, and stress. drivers with intelligent choices based on Mobile Millennium is a information that is “out there” but not public-private research currently available to consumers. It partnership that aims to does this by combining Navteq/Nokia- address these key societal based detection, commercial (taxi cab, issues by providing drivers with current etc.) vehicle tracking, and cell phone traffic information where and when they reports from “virtual lines.” can use it to make informed travel decisions that keep traffic flowing. Financing: The Mobile Millennium traffic information system is provided to Status: Researchers use anonymous users for free jointly by Nokia, Navteq, speed and position information gathered and UC Berkeley, in partnership with the by GPS-equipped cell phones, fuse it California and U.S. Departments of with data from static traffic sensors, and Transportation. broadcast traffic information back to the phones. Data is gathered only from Contact: locations that are statistically significant JD Margulici for traffic information. This careful Associate Director, CCIT (California targeting minimizes bandwidth usage by Center for Innovative Transportation) collecting only traffic-relevant data, and UC Berkeley Institute for equally important, is privacy-aware. Transportation Studies Phone: 510-642-5929 The larger the number of people using [email protected] it, the better the system will work. Mobile Millennium encourages potential Web site: participants to “become an Early http://traffic.education.edu Adopter of this cutting-edge, developing

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

Concept: seeking accurate, reliable real-time Strategic Framework for information. Far preferable would be a single safety-relevant icon and/or a New Technology voice interface “pushed” to the driver Adoption that addresses the upcoming situation. Description: VII / IntelliDriveSM and • Provide trustworthy information: alternative fuel vehicles are outstanding Technology does not automatically current examples of promising change behavior. People must be innovations that require a strategic willing to make the behavioral approach to technology development changes required to use a new and user acceptance. Innovation technology. They need to know what deployment will be impacted by the is available and extent to which this approach is utilized. how they can access it, or it Specifics: Experience has shown that will not be the following principles should be adopted. A followed to support widespread adoption transportation of innovative technologies: technology must make a difference in the “quality of • Design in response to need: trip” – or travelers will not bother to Technology developers are often learn how to use the system. tempted to create all-purpose “problem- For example, public willingness to solvers” that make trips in alternative fuel vehicles maximize the is crucially dependent on information number of about travel distances versus vehicle functions and range, refueling station locations and applications. But the cost and availability of refueling. this can create When people leave their homes they devices so need to have certainty if they are to complex that they impede user make decisions about new types of access to critical functions. driving experiences. This requires Developers should instead focus on clear, easy-to-access information the key function and simplify the developed through the deliberate user interface that provides access to networking of multiple participants that function. who are building facilities and capacity. For example, mobile phone users seeking route information for a “smart and safe” trip must page

through several screens to reach the (continued on next page) navigation system with traffic information. This may be too complicated and slow for users

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

Strategic Framework for New Technology Adoption (continued)

• Work through partnerships of government, universities, business, projects that put technologies on the and consumers to connect missing map for government agencies. links in technology deployment: The private sector will move rapidly when An outstanding example of CCIT it sees a business case; for example, strategy is the Cal-France project, a the pace of mobile phone major advance that used mobile phones development since 2007. When this as data probes and created the happens, a ubiquitous infrastructure algorithms to convert complex data into can be deployed without taxpayer tools that generated results for VII / costs. Government doesn’t move this IntelliDriveSM. The work done by CCIT fast but has the power to set and UC Berkeley researchers has standards and create requirements. advanced the technologies to a new Another partner is university centers level, helping to create an innovation that cooperate and coordinate to that has a high potential for combine research and experience. deployment.

CCIT (California Center on Innovative California PATH (Partners for Advanced Transportation) is a deployment entity Transit and Highways) focuses on that bridges the private sector, public bridging the “last mile” from research to agencies and academia. CCIT seeks to deployment. PATH’s mission is to be an “early identifier” of promising accelerate the rate of new technology technologies and of agencies willing to implementation and adoption. PATH champion innovations. It also focuses on conducts applied prototype-oriented technologies to enable capabilities that research and serves as a “knowledge exist but are not connected. champion” for technical experts in overcoming institutional hurdles such as CCIT works through the “push” of intellectual property (IP) licensing, sole project assistance for new technology source contracting, and lack of an that can be developed by universities interface between the public sector and and adopted by the private sector, and private users in developing performance by the “pull” of encouraging vendors to standards for technology. propose innovative demonstration (continued on next page)

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

Strategic Framework for Contacts: New Technology Adoption Larry Orcutt (continued) Chief, Division of Research and Innovation TSRC (Transportation Sustainability California Department of Transportation Research Center) focuses on alternative Phone: 916-654-8877 fuels and vehicles, and sustainable [email protected] solutions including those based on intelligent transportation systems. JD Margulici Associate Director, CCIT TSRC conducts behavioral, economic, (California Center for and technical studies as well as Innovative Transportation) deploying technology applications in the UC Berkeley Institute for field to develop “green” market Transportation Studies pathways for promising new Phone: 510-642-5929 technologies that connect transportation [email protected] system users with innovative products and services beneficial to both society James Misener and the environment. Executive Director, PATH (Partners for Advanced CCIT, PATH, and TSRC are part of the Transit and Highways) Institute of Transportation Studies, UC Berkeley Institute for University of California, Berkeley. Transportation Studies Caltrans is supporting the activities of Phone: 510-665-3612 these entities through a model based on [email protected] field tests, prototypes, pilots, and deployment of research results. Susan Shaheen Co-Director, Transportation Sustainability Research Center University of California, Berkeley Phone: 510-665-3483 [email protected]

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

Concept: a time-related basis or with Active Traffic electronic detection of actual traffic. Management (ATM) While each of these Description: Active Traffic Management applications occurs on a site- is the use of multiple aspects of specific basis, system-wide Intelligent Transportation Systems (ITS) coordination is required for in real-time applications. ITS in turn is optimal results from the the application of combination of information ramp metering, congestion technology to pricing, variable speed transportation. limits and signal synchronization. Specifics: Any situation in which The last-named of these is the transportation a particular challenge system is because, unlike the others, characterized by it is arterial and street- variable conditions based, requiring the is a candidate for Active Traffic cooperation of a large number of Management. Prime examples include: separate municipalities. Metropolitan ramp metering, tolls adjusted for traffic planning organizations are the natural conditions (congestion pricing), variable entities to take the lead. speed limits to ease the impact of congestion or incident response, and Synchronization of traffic signals will signal synchronization to enhance become more important as the federal throughput and traffic flow. stimulus package funds highway projects whose construction can be Ramp metering adjusts green light mitigated in part by better signal intervals for congestion levels. coordination. Congestion pricing adjusts tolls for Status: Transportation Northwest peak-hour and off- (TransNow) at the University of hour capacity. Washington and the Oregon Variable speed Transportation Research & Education limits mitigate the Consortium (OTREC) at Portland State disruptive are among the entities developing field- compaction of data based algorithms to design and traffic as it refine traffic models. In Seattle, the approaches Puget Sound Regional Council is taking congestion or the lead in arterial signal incidents. Signal synchronization, which requires synchronization cooperation among many municipalities. can be adjusted on (continued on next page)

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

Active Traffic Management (ATM) (continued)

Funding: Improved signalization requires sustained funding. An example is Kansas City, Missouri, which makes $1.5 million per year available for this purpose. In California, Proposition 1B (goods movement investment) includes signalization among activities qualified for funding.

Contacts: Nancy Nihan Director, Transportation Northwest University of Washington Simulated photo of Interstate-405’s proposed two-lane express toll system. Phone: 206-543-8255 [email protected]

Peter Briglia Associate Director, Transportation Northwest University of Washington Phone: 206-685-1795 [email protected],edu

Yinhai Wang Assistant Professor, Civil & Environmental Engineering University of Washington Phone: 206-616-2696 [email protected]

Hau Hagedorn Research Program Manager, Oregon Transportation Research and Education Consortium (OTREC) Portland State University Phone: 503-725-2833 [email protected]

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

Concept: The proposed project consists of three Cascade Gateway / main elements: • Expand the Cascade Gateway Border Congestion cross-border Advanced Traveler Relief Program Information System. • Pursue public-private partnerships Description: The goal of the FHWA to develop a fiber optic backbone Truck Border Congestion Relief (TBCR) stretching approximately 80 miles Program is to identify and assist along the I-5 cross-border corridor. international land border • Foster regional, bi- states in implementing national partnerships and innovative solutions to explore other opportunities address land border for innovate financing as travel-time delay and allowable under federal and facilitate trade and travel state law to construct without compromising the priority projects within the vital mission of securing Cascade Gateway cross- America’s borders. border corridor.

Specifics: The selection of Relieving congestion by the Cascade Gateway providing border-crossing project for FHWA’s TBCR wait-times, travel program gives the conditions, and corridor- Washington State segment travel-time Department of Transportation (WSDOT) information to travelers and goods- priority access to innovative financing carriers before and during their trip. for border-related projects. The goal of (continued on next page) the overall project is to provide real- time traveler information to relieve congestion and maximize the efficient use of transportation and border security resources in the Cascade Gateway system.

The project will utilize real-time traveler information to relieve congestion and maximize the efficient use of transportation and border security resources at the four Western Washington/ British Columbia border crossings. When implemented, the project will strengthen operation of the individual crossings as a single border- crossing system.

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

Cascade Gateway / Gateway project. The WSDOT Northwest Border Congestion Relief Program Region / Mount Baker area will rely on (continued) its current planning budget to proceed with developing a work plan for this Specifically: program. Additional funding will be • Optimize distribution of cross- needed for other project elements such border travel demand. as ITS design and identifying financing • Support dynamic destination-based for project implementation. The project re-routing. agreement provides an opportunity for • Improve interagency WSDOT to request additional funds from communication in incident response USDOT. and during resumption of traffic flow conditions. Contact: • Support compatibility with Todd Carlson privately-developed applications. Assistant Regional Administrator • Facilitate compatibility and Washington State integration of transportation Department of Transportation information systems across the Phone: 360-757-5980 border. [email protected] • Identify opportunities for public- private development of improved traveler information products; for example, extending the high bandwidth fiber on the I-5 corridor from Everett north to the border.

Status: WSDOT’s Cascade Gateway project was one of three selected by USDOT in June 2008 under the TBCR program. An agreement was signed in January 2009.

WSDOT is developing a project work plan for completion by summer 2009. WSDOT will work with USDOT to: 1) set a project schedule; 2) pursue a comprehensive planning process for ITS and border congestion relief programs; 3) establish performance objectives for Cascade Gateway project elements; and 4) secure funding for project implementation.

Financing: The TBCR program currently receives no funding. and there is currently no budget for the Cascade

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

Concept: signal priority calls while minimizing the impact to the other traffic and Adaptive Transit maintaining the coordination among Signal Priority (ATSP) signals, a signal priority algorithm that is based adjustable cycle length signal Description: Transit signal priority control scheme must be explored. (TSP) is an operational strategy that facilitates the movement of buses Status: PATH, in collaboration with through signalized intersections. It has Caltrans and San Mateo Transit District been identified as a critical technology (Samtrans), have coordinated research for deployment of Bus Rapid Transit and developed ATSP by equipping buses (BRT) and improvement of traditional with Global Positioning Systems (GPS) transit services by reducing total travel that monitor bus movements and time, enhancing the reliability of transit predict bus arrival times. This will be service and thus increased tested in this two-year ridership. Despite these research project. advantages, TSP has not seen widespread First-year research seeks deployment for two to improve and refine the reasons: the concern of ATSP system to make it traffic operation authorities suitable for large-scale that frequent TSP implementation. The operations will deteriorate the second year is dedicated to field tests, performance of signal control optimized installing the system at multiple for traffic flow, and the capital cost for intersections along El Camino Real and outfitting buses with the TSP system. on several buses. From these tests, the impacts of the system will be evaluated California PATH Program, in partnership through data analysis and interviews with Caltrans and San Mateo Transit with personnel from Samtrans and city Authority (Samtrans), are conducting a traffic authorities. research program to investigate an Adaptive Transit Signal Priority (ATSP) Financing: Caltrans, PATH, and concept that uses real-time GPS Samtrans position, bus movement information and historical bus travel behavior data to Contacts: predict bus arrival time at an Alexander Skabardonis intersection. This provides much longer Director, California PATH lead time to allow the traffic controller Phone: 510-642-9166 to be ‘adaptive’ to the bus arrival as well [email protected] as the traffic situations, making it possible to distribute the impact over Wei-Bin Zhang several control cycles. Research Engineer, PATH Phone: 510-665-3515 In order to allow the signal priority [email protected] system to better accommodate bus

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

4. Cleaner Fuels and Engines

Goods Movement Benefits:

• The shift to cleaner diesel, natural gas and hybrid power enables freight rail and road operators to achieve fuel cost savings and emission reduction that protects their economic viability while maximizing permitted areas of operation.

• The use of cleaner engines and fuels in personal vehicles reduces levels of air pollution and greenhouse gas emissions that can otherwise risk placing regions in air quality non-attainment status, with consequent restrictions on commerce and transportation funding.

Personal Travel Benefit:

• The shift to hybrid and electric vehicles enhances air quality while removing consumer vulnerability to gas price swings and the economic risk of large dollar outflows to foreign oil suppliers.

Transportation System Benefit:

• Energy security is enhanced by using domestically produced power while progressing toward achievement of greenhouse gas reduction targets.

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

Concept: demand from developing nations. Zero-Emission Vehicles This suggests the U.S. has come to (ZEVs) what Intel CEO Emeritus Andy Grove calls a Strategic Inflection Point (SIP). Description: Awareness of the He says, “We can move to new heights connection between use of petroleum- if we recognize we are at a SIP on oil – based motor fuels, greenhouse gas or toward decline if we do not. We need emissions, and global climate change a sense of urgency and a World War II has led to the concept of zero-emission level of industrial response.” vehicles as a technology and policy goal. Today the U.S. in a “great race” on Climate is a huge and complex system transportation technology. The national with enormous momentum. Some goal is to move our entire society climate change will continue regardless toward energy efficiency for quality of of how fast we act. This change will be life. The organizational goal is to be an expressed in the increasing frequency of eco-innovator who contributes to a extreme weather events that are more sustainable mobile society. variable and more unpredictable. While the goal is “Zero Emission The global human population is getting Vehicles,” there is in fact no technology ‘richer’ in the sense of using more that is truly zero in emissions. It is technology. At the same time, human important to realize that all the energy subsistence populations need more we use on earth came from the sun in energy for basics such as food and water. the form of extraction of carbon from We will inevitably need to consume more the atmosphere. The variable is a energy. We are gaining in our technology matter of cycle time. Fossil fuels may but not in environmental impacts because require 100 million years or more to of ever-rising demand, especially for take form, while bio-fuels require one to transportation equipment and use. five years. If we could power our vehicles by solar electricity and wind, The auto industry is experiencing the cycle time for transportation energy tremendous growth in China, India and could be reduced to a single day. Russia. An additional 180 million vehicles are forecast to be added by The objective is to achieve this short 2020, bring the world total to 1 billion. energy cycle with a transportation Oil provides 96 percent of transportation system that maintains access, mobility energy. and flexibility while costing no more, and ultimately less. This can be done if For the U.S., there is also the issue of we begin to electrify our ground energy security. We produce 10 percent transportation system. of world oil and consume 25 percent of it, resulting in the outflow of $500 million to Electricity as fuel for transportation is a $1 billion a day, reliance on unstable disruptive change. We have never foreign sources, and the prospect of “peak oil” in the face of surging oil (continued on next page)

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

Zero-Emission Vehicles (ZEVs) extent they result in CO2 reduction. (continued) California has 10,000 gas stations, 120- developed an alternative fuel for 130 compressed natural gas stations vehicles – but this time there is no that are public, and six E85 ethanol turning back. Global climate change is stations. The greatest problem in the driving factor in policy constructing alternative fuel stations is change. The transition is local and state regulation inevitable and urgent. It by fire marshals, air involves huge challenges. quality districts, and the We are blazing new ground water resources board. in a perfect storm. Fire marshals approval would continue Specifics: Movement toward ZEVs as a to be a challenge for electric vehicle dominant part of the U.S. vehicle fleet recharging stations, especially if they depends on a combination of require high power levels. If charging requirements and incentives: can be done at 110 volts and 1.5 kwh, fire safety is enhanced. Moreover, that • Carbon reduction targets are being level of power is the preferred charging widely adopted at the national and state level for cars. level. Experts including Dan Sperling, Director of the UC Davis Center for • De-carbonized electricity Transportation and a CARB member, generation. Of the 70 percent believe greenhouse gas reduction reduction sought in CO2 output, 40 mandates should be written so they are percent depends on “clean” electricity narrow, targeted and specific, with firm production. Electricity is significantly target. reliant on a 19th century fuel – coal. Today, 70 percent of electric power • Carbon content of fuels. A widely generation is carbon-based, 20 percent cited goal is to reduce CO2 output 70 is nuclear and 10 percent is hydro. The percent by 2050. Improvements in goal is to de-carbonize through using internal combustion engine (ICE) renewable energy sources including technology have the potential to wind and solar to the greatest extent contribute 30 percent of this 70 percent possible. through a strategy that engineers label “reduce, reuse, recycle” of CO2 and A July 2007 study by the National other pollutants. In the U.S., individual Resources Defense Council and the vehicle performance is crucial because Electric Power Research Institute our dispersed pattern of development estimated that if the U.S. vehicle fleet means reduced CO2 from transportation were electric and powered entirely by will not come primarily from using coal-fired plants, CO2 output would be transit. 25 percent lower than for a fleet of gas- powered autos. Another strategy to reduce carbon content and oil dependency is “energy Further gains rely on de-carbonizing diversity,” including bio-fuels to the (continued on next page) 53 Clean, Green and Smart — Best Practices Manual — West Coast Corridor Coalition

Zero-Emission Vehicles (ZEVs) (continued) Gas prices of $4 a gallon reduce the hybrid payback period from 70-10 years electricity generation by integrating solar, to 5-7 years. Will the electric vehicle wind, and other renewables and using the market go from zero to something electricity they generate to power for enormous? Not without policy and zero-emission capable vehicles. direction and incentives. A current example comes from the Energy A low-carbon fuel mix is a major goal at Administration and Toyota: As economic Southern California Edison, which purchases slowdown dropped average gas prices in one-sixth of the nation’s wind power and 90 the U.S. from $4.10 in July 2008 to percent of its solar power. Solar is the $1.90 in March 2009, the average perfect partner with a home “battery” that length of time to sell a Toyota Prius rose stores energy for domestic use. This from 1.6 days to 76.6 days (48 times technology ties in with auto-related longer). The increase for a Camry developments to create scalable market hybrid was from 4.6 days to 156.2 days conditions for both power and vehicles. (34 times longer) – compared to an increase from 28.1 days to 84.1 days (3 The problem of solar and wind is that times longer) for a gas powered Camry. energy generation is dependent on weather conditions and thus In response to this impact, experts intermittent. As a result, current including Dan Sperling and Andy Grove technology requires a fossil fuel (NG/ advocate a tough form of regulatory Diesel) backup. This could be intervention: Put a price floor under ameliorated by the availability of widely gasoline to eliminate the risk that price distributed electrical energy storage. drops will dislocate the market for hybrid and electric vehicles. Others Quebec Hydro, hydropower generates emphasize making clean energy 97 percent of its 41 million megawatts. vehicles competitive by technology The utility is developing wind power as advances that bring down clean energy the complement and is moving toward costs rather than seeking to make dirty mandatory carbon reductions. The energy expensive. reason for this strategy is that hydropower is a perfect complement to Contacts: wind, since under windless conditions Daniel Sperling hydro can be used to fill in the deficit in Director, Institute of real time. Transportation Studies University of California, Davis Financing: Electric vehicles – hybrids, Phone: 530-752-7434 plug-ins, and extended range – are [email protected] popular when energy costs for internal combustion engines are high. Cost Mark Duvall drives the search for energy efficiency. Transportation Program Director When gas is expensive, companies take Electrical Power Research Institute a close look at fleet management and Phone: 650-855-2591 initial deployment of alternative-fuel [email protected] vehicles. 54 Clean, Green and Smart — Best Practices Manual — West Coast Corridor Coalition

Concept: • Quantifying the grid impacts California Clean Mobility associated with extensive deployment of electric-drive vehicles. Partnership (CCMP) Modeling the impact of PHEV and FCHV deployment on future-year air Description: The CCMP is a three-year quality. (2007-2010) public-private collaboration to promote research and development The CCMP program has six key of advanced vehicle technologies, elements: Household Placements alternative fuels, and intelligent Analysis, PHEV Certification, Energy and transport systems. Economic Analysis, Urban Air Quality Assessment, Utility Grid Interaction, and Specifics: UC Berkeley, UC Irvine, and Education and Outreach Message Toyota have joined in collaboration with Development. key strategic partners to establish and implement a unique capability that: 1) incorporates the social and technical research required to address California goals for alternative fuels and vehicles; and 2) represents populations and trends in both southern and northern California. The methodology for the social research involves placing conventional hybrid The project is supported by: 1) grant vehicles, PHEVs, and FCHVs into funds made available under state households in northern and southern legislation through the California Air California on a rotating basis of four Resources Board’s “Alternative Fuel weeks for each of the three vehicles. Incentive Program”; and 2) the The behavioral response to the vehicles provision of vehicles, vehicle monitoring and fueling will be surveyed via and data mining, emission testing questionnaires and interviews. facilities, and technical support by Toyota. Status: At present, the social research effort has cleared all major contractual The CCMP Phase I research will analyze, and human-subject requirements, assess, and inform the technical and project vehicles are being tested and market challenges and opportunities for equipped with GPS and telematics plug-in (PHEV) and fuel-cell (FCHV) technology, and the initial group of hybrids. Research elements include: drivers are being screened for participation. First placements of • Placing the vehicles in real-world vehicles are expected to begin in April settings and studying various aspects 2009 and to continue for a minimum of of their performance, usage, and one year in both northern and southern driver response. California. • Developing test certification procedures for the next generation of (continued on next page) dual-fuel vehicles.

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

California Clean Mobility Partnership (CCMP) (continued)

The following elements of technical research have been completed: 1) two rounds of test certification research in collaboration with the ARB El Monte Laboratory, Toyota, Horiba, and the Japan National Traffic Safety and Environmental Laboratory; 2) compilation of the initial analysis of grid impacts, in collaboration with Southern California Edison; and 3) initial results from the air quality simulation performed in collaboration with the California Energy Commission, the ARB, and the South Coast Air Quality Management District.

Financing: State of California funds authorized by the Legislature through AB 1118.

Contacts: Susan Shaheen Co-Director, Transportation Sustainability Research Center University of California, Berkeley Phone: 510-665-3483 [email protected]

Tim Lipman Co-Director, Transportation Sustainability Research Center University of California, Berkeley Phone: 510-642-4501 [email protected]

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

Concept: Iron phosphate batteries are the safest High-performance and have excellent power but low voltage that could impede their use in Batteries plug-in vehicles. A possible solution is to use another phosphate such as Description: Batteries are in many manganese. ways the technology that will make or break the effort to produce Zero- It is difficult and costly to design 300- Emission Vehicles (ZEVs). Advances in 400 miles of electric vehicle range to battery capability have been described compete with the internal combustion as the “holy grail” on which all else engine (ICE). Each key capability – cost. depends in determining the pace and life, power, range – have different “best” degree of movement toward electric answers, so trade-offs are required to vehicles. “The battery is the key to optimize total performance. technological and commercial success of plug-in electric hybrids (PHEVs). Today Status: The current research direction we can say the necessary requirements is to de-emphasize high storage will be met,” believes Fritz Kalhammer capacity for hybrid vehicles and focus on of Kalhammer Electrochemical and plug-in vehicle requirements, which are Energy Technology. Those involved in evolving from high-power systems to the EV effort closely monitor progress high-energy systems, on battery technology. The key criteria for a plug-in hybrid Specifics: EPRI – The Electric Power electric vehicle battery are: the power/ Research Institute – is the major source energy density tradeoff, the packaging of battery performance parameters. of usable energy, and cost/affordability. Batteries must be durable to handle Batteries can be compared on a cell, charge-depleting and charge-sustaining module, or pack basis. modes. Each involves its own electrochemical impacts and Installing the largest possible battery in configurations. a car puts less stress on it. This makes sense for long use life. Shorter time Nickel plate batteries, the most mature frames favor smaller batteries due to technology, are high-energy but have lower initial cost. The type of vehicle safety problems with deep discharge, that is built largely is a function of which can cause “thermal runaway” on battery weight, which ranges between cathodes. 60 and 120 kilograms (130 – 260 lbs.). Battery integration into vehicles is a Lithium-ion batteries can meet medium- relatively neglected area. range power density and energy density requirements, with a 15-year battery Lithium ion has advanced so rapidly it life. Expect lithium ion installation first has become the technology of choice in conventional hybrids and then in due to high energy density compared to plug-in vehicles. Lithium titanate offers even higher performance at high cycles. (continued on next page)

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

High-performance Batteries research by Gerbrand Ceder and (continued) Byongwoo Kang at the Massachusetts Institute of Technology. They focused on alternatives such as lead acid nickel the speed with which the ions are able cyanide. At the same time, its price has to enter and leave the electrodes, which dropped due to 15 years of governs how fast a battery can be commercialization in personal charged and recharged. electronics. Other promising technologies are further out. By finding a way to make the surface of the electrodes glassy rather than There are issues with lithium ion. Life- crystalline the researchers created a cycle performance is not well medium that acts as a super-capacitor, understood. One criterion of technology conducting ions swiftly to the battery selection is how well the cells function core. The result is a material that, in together. To this point, battery power experimental batteries, was able to has depended on bundling small cells charge and discharge in a few seconds. but future development must take a path toward larger cells. Prismatic or Lithium ion is the current technology of rectangular cells may pack better and choice, but there may be future cool better than today’s cylindrical cells. evolutions beyond it. In the words of Dan Sperling, Director of the UC Davis Nissan’s focus is advanced battery Center for transportation, “Keep development. Its engineers believe the pressing forward on battery research. key to packing power, energy and Recognize that lithium ion is just one density into a lithium ion battery half step.” Emerging battery technologies the size of a conventional battery is involve advanced materials. “lamination,” a thin structure that facilitates layout flexibility in the vehicle. Financing: In February 2009, the Technical tasks remain, including Obama administration announced $2 insulation of the lamination film. billion in grants from the Recovery and Reinvestment Act for development of Large-format cell development is crucial advanced batteries to support the goal to bringing down costs. As size is scaled of putting 1 million American-made up, there will be a manufacturing issue. plug-in hybrid vehicles on the road by Storage of concentrated energy is 2015. unstable, and getting the heat out of larger cells is a safety issue. Lithium ion Nations such as China and Japan view is efficient in charging and discharging batteries as a critical technology, and but is very sensitive to over- and under- their governments are making charging. It generates heat that must investments based on this. Most battery be dealt with as part of cost-effective capability is in Asia because that is thermal management to assure safety where personal mobile devices are at a system level. made. Battery costs follow a less steep

The latest major development in (continued on next page) lithium-ion batteries comes from

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

High-performance Batteries (continued)

Moore’s Law decline than transistors but greater technical efforts could accelerate the rate of decline.

OEM’s (original equipment manufacturers) learned during the 1990s that batteries are expensive and may require subsidies. There are cost and volume “thresholds of production” for economies of scale. The R&D business case doesn’t always pencil out when gas prices are low.

The key ingredient in consumer affordability is that fuel savings are larger than battery costs at mass production price levels. A new plant with a 500,000 unit annual capacity for hybrid auto (HEV) batteries can be constructed in about two years. Not as much is known about plug-in (PHEV) battery production but the timeline should be similar. None of the big manufacturers are currently developing pure electric vehicle (EV) batteries.

Contacts: Mark Duvall Transportation Program Director Electrical Power Research Institute Phone: 650-855-2591 [email protected]

Andrew Frank Professor, Department of Mechanical and Aeronautical Engineering University of California, Davis Chief Technology Officer, Efficient Drivetrains, Inc. Phone: 530-752-8120 / 707-678-2700 [email protected]

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

Concept: pure EV. The technology time sequence Hybrid Electric Vehicles is likely to be ICE – HEV – PHEV – EV. (HEVs) Status: HEV offerings from major manufacturers are burgeoning. Notable Description: A robust and resilient examples in a wide-ranging field energy system requires sources of include: energy to be substitutable for each other in generating power. This is the Toyota — The Prius arriving in dealer case in stationary grids, which can showrooms during spring 2009 is the utilize electricity generated from many third-generation of this best-selling different sources. But it has not been electric-gas hybrid. Officially it is rated the case in transportation. The dual-fuel at 50 mpg, up from 46 mpg on the car that uses electricity first and previous model. But at a recent Toyota gasoline when needed would change press event, journalists were invited to this. compete for achieving the best Eighty percent of US motorists drive an mileage on a 33.8- average of less than 40 miles a day. mile course. Using This means they could use hybrids with common-sense a 40-mile electric capability. The electric techniques the power infrastructure can handle 50 winners like avoiding jackrabbit starts million dual-use vehicles that charge in and using full electric power for a mile the off-peak. Use of such vehicles would at a time, the winning team logged an cut U.S. gasoline amazing 94.6 mpg. use in half. This would not only Nissan — In July 2007, Nissan slash our oil introduced the hybrid Altima in imports but change California and other ZEV states. Fuel the dynamics of consumption and acceleration are better world oil markets. than in a standard Altima. Nissan’s long- term goal is to start globally massive Given the role of transportation in sales of ZEVs in 2010-2012. Nissan will generating CO2 emissions, no serious also sell advanced batteries to other carbon reduction strategy is possible OEMs. without clean vehicle technology, and the automobile is perhaps the most Honda — Dubbed the Prius-fighter due amenable type of vehicle to “go to its similar appearance, the Honda electric.” Insight is aimed at a different market. It is “targeted toward thrifty eco-sensitive Specifics: New enabling technologies types,” says Alex Taylor of Fortune are timely, notably the advent of the magazine. The Insight scores in the low hybrid electric vehicle (HEV) which is 40s in miles per gallon and prices start neither an internal combustion engine just under $20,000. (ICE) nor an all-electric vehicle (EV). It may be some time before we have a (continued on next page)

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

Hybrid Electric Vehicles (HEVs) powered van in 2010 and a “family” of (continued) hybrids by 2012.

Ford — The Ford Escape, celebrating GM — The Chevy Volt the sale of over 100,000 vehicles, is designed around the shares with the Toyota Prius the 40 mile per day distinction of being among the early average for U.S. generation hybrids. It has participated motorists. It is capable in numerous test projects including of providing pollution- plug-in conversion (see below) and has free commuting while consuming about a 30 mile blended electric range with $1 worth of electricity to plug in a wall 120 mpg. The Escape has been a socket at 110/120 volts for eight hours valuable test bed for battery or 220/240 volts for three hours. When development and the discovery that it’s a trip exceeds 40 miles, a 1.4 litre four- not just a matter of putting a larger cylinder gas engine fires up to power a battery in a conventional car; all 53-kw AC generator that relieves the systems on the vehicle must be battery pack as the source of designed around electricity. The generator doesn’t the electric power fully recharge the pack, since that train. can be done at one-sixth the cost by plugging in. But the hybrid The new 41-mpg mode does provide extended Ford Fusion hybrid capability to relieve “range is getting rave anxiety.” reviews for its gas- electric output of 191 horsepower, its In addition to the Chevy Volt due next 52-mpg rating on mixed city-highway year, GM, which already sells eight driving, and its price of about $25,000 hybrids, said 26 of the 33 cars it will with applicable federal tax credit. After market in 2015 won’t run on gasoline driving the Fusion, auto reviewer Dan alone. Neil of the Los Angeles Times wrote, “So, somebody invented the car of the Chrysler — In September 2008 future and didn’t tell us?” Chrysler unveiled a Town & Country minivan and a Jeep Wrangler based on The Fusion’s Sanyo-supplied battery is 30 an electric motor, a battery and a 1-liter percent smaller and 23 percent lighter gasoline generator installed in an than the Escape battery and supplies existing vehicle platform. The vehicles enough power to propel the Fusion at can travel 40 miles on battery power speeds up to 47 mph all-electric – key to before the generator kicks in to add the car’s high in-city mileage. One another 360 miles of range. They come technical advance in the Fusion is a with front-wheel, rear-wheel, and all- variable-voltage converter that reduces wheel drive. Eight new hybrids or heat loss during high-output. electric vehicles have been promised by 2015. Ford intends to follow the Fusion and Mercury Milan hybrids with a by battery- (continued on next page)

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

Hybrid Electric Vehicles (HEVs) than industry to climate change impacts (continued) and therefore more committed to responses that address this issue. Financing: Hybrid development must Sensing the situation, Michigan surmount two major hurdles. The first is Governor Jennifer Granholm in the basic challenge of putting a new and Newsweek magazine for April 13, 2009, somewhat more expensive platform on made a strong case for the proposition the market in competition with that “Even as automobiles go electric, conventional ICE vehicles. Michigan wants to build them.” Toyota said last year that it was finally making money on the Prius after nearly Contacts: a decade of production – this despite James Boyd the fact that the car was scarce relative Vice-Chair, California Energy to demand and commanded a premium Commission price during much of its sales history. Phone: 916-654-3787 Executives at other automakers [email protected] acknowledge that they lose money on every hybrid sold. Daniel Sperling The market Director, Institute of economics are Transportation Studies hugely affected by University of California, Davis the pump price of gasoline (see Zero- Phone: 530-752-7434 Emission Vehicles, Financing section). [email protected]

The next hurdle is huge uncertainty Felix Kramer surrounding the future of major auto Founder, CalCars manufacturers, especially but not only Phone: 650-599-9992 in the U.S. Indeed, most major nations fkramer@calcars.org subsidized parts of their auto industry long before recent assistance to GM and Bill Reinert Chrysler by the U.S. government. But National Manager, Advanced with state intervention comes state Technology Group control. Soon after GM’s CEO was Toyota Motor Company displaced by an administration-selected [email protected] manager, talk was heard in Washington, D.C. that the Chevy Volt was “too Jonathan Lauckner expensive” to compete in the Vice President, Global Program marketplace. Management General Motors Corporation The root problem is that government bailout money may not be patient Nancy Gioia money due to taxpayer and political Director, Sustainable Mobility demands for quick results, This works Technologies & Hybrid Vehicle against the ability to make long-term Programs investments. But a countervailing force Ford Motor Company is that government is more sensitive

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

Concept: Plug-in Hybrid Remaining challenges for a PHEV include the cost of a high-capacity battery Electric Vehicles versus an internal combustion engine, (PHEVs) user access to recharging, and the CO2 intensity of electricity generation. To put the matter in perspective, PHEVs can Description: PHEVs (Plug-in Hybrid use batteries one-third to one-fourth the Electric Vehicles) are coming along at size of batteries in a pure EV. Thus the the same time as HEV (hybrid electrics). same world battery production capacity HEVs can be re-engineered to become would serve up to PHEVs. four times as many PHEVs as EVs, Plug-ins could cost displacing a less to build than proportionally conventional hybrids greater amount of because it is possible gas and oil to downsize the consumption. liquid-fuel engine and simplify the Status: PHEVs can transmission. become zero- Recharging permits a emission vehicles if smaller, lighter, three areas are addressed: use of cheaper electrical unit and reduces CO2 gasoline and /or bio-fuels in auto emissions 25 percent below a technology, smart grid development conventional hybrid. using solar and wind, and a widely distributed 110 volt plug-in All-electric vehicles (EVs) require a infrastructure. high-powered charge – but not PHEVs, which can use 110-volt power straight Auto technology: PHEVs are dual-fuel as from the wall. On average, vehicles are a back-up but they allow movement parked 21+ hours a day. They can be toward zero emissions by use of solar, recharged with 10-15 kwh, which can wind, renewables and non-corn ethanol, be done in 6-10 hours. Charging time is in a 90/10 ratio between electricity and not an issue because the PHEV is a liquid fuel. The full benefit requires a dual-fuel vehicle that can be operational smaller ICE so there is room for a large if either fuel is available. electric battery. This combination should deliver performance equal or superior to Specifics: According to knowledgeable a conventional car. A key hardware sources, a reduction in annual output of technology is a mechanical, CO2 of up to 1 billion tons can be continuously variable transmission that achieved by a shift to EVs. To get there is lighter and more efficient than an will require execution by vehicle electric motor. manufacturers, electric utilities and other players. This will take innovation (continued on next page) and collaboration.

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

Plug-in Hybrid reduction in greenhouse gases. At the Electric Vehicles (PHEVs) Google campus, a parking structure with (continued) 1.5 megawatts of solar panels on the roof and plug-ins enables employees to In 2010, major Japanese, European and charge their cars during the workday. American and car companies will be offering PHEVs. “Urban EVs” that meet Google employees’ 74-124 mpg short-range travel needs should also be experience is a real-world test. The developed. Smaller, neighborhood company has had professional drivers vehicles can be made by a variety of cover a 2,000-mile segment of unique manufacturers while only a few can situations in a PHEV Prius conversion build full size EVs. that achieved up to 93.5 mpg, and major car companies say they can do California’s energy plan commits the even better. state to PHEV development. In 2005, the state’s Energy Commission took the Smart grid: PHEVs can be seamlessly unprecedented step of endorsing a integrated with utilities and the power specific technology – grid. A coalition to PHEVs – and accelerate use of electricity establishing a research and replace gasoline and public education covers 37 states and three center at UC Davis with Canadian provinces. It an annual appropriation involves collaboration of $120 million from among manufacturers, utility taxes. national labs and research institutes. Professor Andy Frank of UC Davis has been working on the PHEV The eastern part of Canada has the for 35 years. Batteries, electric motors, electrical infrastructure needed for a reliable mechanical Continuously PHEVs. Every parking space is equipped Variable Transmission (CVT), and with a 110 volt, 1.5 kw waterproof computers were the “missing links” outlet used for engine block heating in when he began in 1972. Frank built the the winter time. This plug can also serve first PHEV in 1993. In the years that as a battery charger for PHEVs. The cost followed he made PHEVs out of mainline of this infrastructure is obviously Detroit SUVs and passenger cars. All the modest since it was installed simply for cars Frank modified perform better than the convenience of the general public. stock, providing 60 miles of all-electric range and, when sustaining the battery In moving toward an all-electric ground charge in hybrid mode, double the fuel transportation system, efficiency has economy of a conventional vehicle. the highest near-term leverage because of the amount of time needed to build Google launched an initiative in 2007 to clean generation facilities. convert HEVs to PHEVs. The company found a “compelling interest” in PHEVs (continued on next page) due to improvement in gas mileage and

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

Plug-in Hybrid communicate with each other to Electric Vehicles (PHEVs) optimize electricity use and draw power (continued) from the most available source in short real-time intervals. A recent event organized in Washington, D.C. by Plug-In America revealed a high Plug-in infrastructure: Connecting level of bipartisan interest in questions electric cars to a charging grid is such as: How much demand will PHEVs essential. This can be simple and easy place on the grid? Will it be to use. But it will not be ready? How can PHEVs simple to build if it is required make the grid smarter? to support fast-charging, What policies are required battery-swapping, and home to make this happen? / business recharging, all of which are being considered. A study by the Pacific Northwest National As the transportation system Laboratories concluded moves “beyond oil” to that the existing grid can electricity, vehicle recharging support 80 percent of the current fleet capability needs to be part of new of light-duty autos in North America if building design in cities, including they became PHEVs today. This use residential high-rises and commercial level would require giving increasing office buildings as well as private attention to plugging into a greener residences. Retrofitting of recharge grid. Car companies are talking to capability, especially in homes, will also electric utilities just as they have talked be widely required. to the oil companies over the years. There is need to integrate support To do their part, utilities need to make facilities for electric vehicles as a design changes that are as profound as those element in urban development. People for automakers. Today’s grid works but who can recharge their cars at work as is not smart. As a result it is a product well as home will be more efficient if that utilities can’t inventory. Ways to they don’t have to waste time and store electricity haven’t been developed, mental energy on the next recharge and and so power is unidirectional – sent to such access will cause EV adoption rates the consumer on demand, on a real- to accelerate, helping to meet time basis. But the PHEV is not only a greenhouse gas reduction targets. transportation vehicle, it is also a device that can store energy and feed it back The City of San Jose is planning to to the grid. This technology is not install a large number of “smartlets” for expensive, especially if the power level charging electric vehicles. These will be required is held to 1.5 kwh 110 volts. attached to “smart” street-light poles with sensors that regulate the required The smart grid will be a “switch yard” light intensity. based on two-way sensors, advanced metering and distributed computing, (continued on next page) connected to end-use devices that

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

Plug-in Hybrid V2G creates the “cash-back” vehicle as Electric Vehicles (PHEVs) a source of energy to the grid through (continued) “smart charging” based on grid response. V2G combined with improved In the 1990s Southern California Edison efficiency in the grid could remove peak (SCE) installed a large number of 240- pricing power and neutralize fuel costs volt outlets for inductive charging that for the PHEV user. Phase I is to use the can now be used by PHEVs with the existing grid. Phase II is to integrate right infrastructure. Today’s technology renewable sources. developed by the solar industry allows two-way transfer and storage of energy In the 1990s Southern California Edison between the battery and the grid. This (SCE) installed a large number of 240- relates to “net zero energy” homes – a volt outlets for inductive/deductive California standard for 2020. Thus charging that can now be used by PHEVs and EVs can become the energy PHEVs. Today’s technology allows two- storage system that has been the way transfer and storage of energy dream of electricity suppliers for the last between the battery and the grid. This century, without the utility having to pay relates to “net zero energy” homes – a for the storage capacity. California standard for 2020.

SCE estimates that if PHEVs are charged SCE estimates that if PHEVs are charged at night, there is currently enough at night, there is currently enough capacity for 4 million such vehicles in capacity for 4 million such vehicles in Southern California. In Northern Southern California. In Northern California, smart cars can follow the California, smart cars can follow the energy profile of wind farms. These energy profile of wind farms. These applications will be enabled in part by applications will be enabled in part by “smart meters”- computer systems that “smart meters”- computer systems that manage as well as record energy use manage as well as record energy use

It is even possible PHEV owners could It is even possible PHEV owners could save money by selling power back to make money by selling power back to the grid. When the PHEV user allows the grid. Smart charging using a “smart his battery to be used at times of grid garage” allows the ultimate application: peaking, rather than a cash payment it vehicle-to-grid (V2G) power exchange. may be “smart” for the grid manager to V2G creates the “cash-back” vehicle as simply exchange expensive energy for a source of energy to the grid through lower-cost energy. This approach would “smart charging” based on grid allow the PHEV battery to be charged response. V2G combined with improved essentially for free while the utility efficiency in the grid could remove peak saves peaking charges and, ultimately, pricing power and neutralize fuel costs additions to peak capacity. for the PHEV user. Phase I is to use the existing grid. Phase II is to integrate Smart charging using a “smart garage” renewable sources. allows the ultimate application of vehicle-to-grid (V2G) power exchange. (continued on next page)

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

Plug-in Hybrid Financing: Government subsidies could Electric Vehicles (PHEVs) help in adding plug-in locations at (continued) parking lot spaces, parking meters and elsewhere to provide both conventional Google’s PHEV fleet has demonstrated deductive or special inductive charging. vehicle-to-grid power exchange with Similar incentives could be provided by PG&E. “We have demonstrated the utilities to subsidize or provide charging swing in taking a charge from the grid outlets in residential garages. and giving it back,” says Dan Reicher, Director of Climate Change and energy Contacts: initiatives for Google. Tom Turrentine Director, PHEV Center If you can store energy in your car, the University of California, Davis electric utility can store energy in your Phone: 530-752-6500 garage as part of a distributed energy [email protected] system. The grid must become smarter to balance supply and demand, in a Felix Kramer two-way interaction with consumers Founder, CalCars who become part of the smart grid. Phone: 650-599-9992 [email protected] A PHEV and home energy charging can minimize cost and maximize control for James Boyd customers by giving them “intelligent Vice-Chair, California Energy charging.” Related to this is “roaming Commission charging.” Wherever the vehicle goes it Phone: 916-654-3787 has a “charging identity.” The smart grid [email protected] and smart meters vary around the country but plug-in technology should Daniel Sperling be standardized so PEVs are able to Director, Institute of charge even if communication with a Transportation Studies utility fails due to remote location or University of California, Davis other cause. Phone: 530-752-7434 [email protected]

Ed Kjaer Director of Electric Transportation Southern California Edison

Andrew Frank Professor, Department of Mechanical and Aeronautical Engineering University of California, Davis Chief Technology Officer, Efficient Drivetrains, Inc. Phone: 530-752-8120 / 707-678-2700 [email protected]

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

Concept: Hybrid There is a spectrum of conversions from low-end and high-end. The variable is Conversions / Retrofits the level of electricity use vs. gasoline use, from 90/10 to 10/90. How do you Description: The goal is to convert the determine the level of conversion? How world vehicle fleet as fast as possible, much gasoline do you want to save? using the full range of tools. There are How much electricity do you want to currently about 100 PHEVs (Plug-in use? There is an economic case for Hybrid Electric Vehicles) in the world. every one of these ratios. To reach the How might we build 10 million PHEVs in upper end of the ratio, a pure electric four years? The car companies are range of 40 to 60 miles is required. finally getting to it but there are ways to move Status: In a 20,000-mile faster by working on the test of a large Chevy entire existing fleet, pickup, Andy Frank has replacing 10-15 percent had no failures of any a year through retrofit system components and and a smaller fraction plans beta tests beginning through new vehicles. with fleets. The goal is a 50 percent improvement Specifics: The challenge of achieving a on mileage, with a 100-mile range as a meaningful volume of dual-fuel vehicles hybrid. “We are at 33 percent and can be met by unleashing the expect getting to 40 percent soon.” distributed infrastructure of auto repair Frank reports. shops to perform conversions. Andy Frank of University of California, Davis, Manitoba Hydro used Hymotion 5 with a and Hamid Arasto of Illinois Institute of lithium ion 5kwh battery to turn Prius Technology have shown this can be into a PHEV operating at temperatures done. down to -44F with the norm between - 13F and +5F. Cold conditions make the An inter-industry task force of electric engine kick in far more frequently, and utility, automobile, high-tech and more fuel is used to operate the academic research could be assigned emission systems than the engine. the goal of putting 10 million dual-fuel vehicles on the road in four years. Performance held up but fuel consumption was high – 40 - 45 mpg This goal requires a balancing act of versus 150-200 mpg in June. Gas bringing installers on line in proportion mileage of the Prius PHEV is like normal to conversions. The future of Prius mileage at low temperatures and conversions involves a “greening up” of like a PHEV conversion at higher cars that will use technology not yet temperatures because the electric unit available from OEM’s (original vehicle operates more as it gets warmer. manufacturers). It is in part a cost game that is currently expensive but (continued on next page) coming down.

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

Hybrid Conversions / Retrofits (continued)

Financing: Government could provide a 50% tax credit for conversion costs. The SBA can help guarantee loans to retrofitters. What is the cost of doing conversions? How does it compare to the total the cost of not doing conversions? Government needs to help get front-end costs down. After that, many experts believe the market viability of conversions will carry itself.

There is a “black hole” at US EPA, California EPA, and California ARB with regard to retrofits. This shouldn’t be the case given that reduction in fuel consumption means a proportional reduction in CO2 emissions.

Contact: Andrew Frank Professor, Department of Mechanical and Aeronautical Engineering University of California, Davis Chief Technology Officer, Efficient Drivetrains, Inc. Phone: 530-752-8120 / 707-678-2700 [email protected]

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

Concept: commissioner for fuels policy on the Public Awareness / California Energy Commission, believes “there is a convergence in California of Acceptance / Adoption government policy and public attitudes. of Green Vehicles This is the right issue at the right time.” Steve Specker, CEO of the Electric Description: In the adoption of green Power Research Institute (EPRI) says: vehicles, a crucial part of the challenge “Looking into the far future, I am an is on the market and consumer side optimist. Looking at the next decade, I rather than on the technology side. A am a realist. There are tough issues to precondition for movement toward a tackle. Looking at today, I am an new transportation technology is activist. We need to continue to move satisfying real-world customer consumer awareness and acceptance of expectations and patterns of usage. The EVs ahead.” customer will make a rational choice on both economics (payback periods) and Lessons learned patterns of use (driving habits) before about market purchasing an electric vehicle or deployment of alternative fuel vehicle. hybrids and electrics tell us Specifics: The internal combustion that research on engine has been central to our lifestyle travel behavior is since the 1920s. Self-expression and relevant. individual freedom have unfolded as a Consumer central theme crucially linked to the research tells us niche markets (i.e., the auto. Giving up the car is the last Prius) provide strong customer identity. change people will make – but they may Other key ingredients to EV and be willing to change how their car alternative fuel vehicle adoption include operates. regulatory initiatives, financial incentives, retail practices, and We are witnessing a convergence of infrastructure. forces that creates a paradigm shift and enables the world to move forward. Electric cars can either be seen as an From a consumer standpoint, the new adjustment people avoid making, or an technologies need to work “just like the opportunity for consumer involvement. old ones.” Electricity and the automobile Ed Kjaer, Director of Transportation for are partnered to shape American life Southern California Edison (SCE), sees a over the last century. Now, they are shift underway from the “passive partnering to shape the future. customer” to the “informed customer” who understands cause and effect in the “We are at a remarkable moment when energy system, to the “empowered all factors have come into play for the customer” who is an active player in a first time and have caught public distributed energy system. attention,” says Dan Reicher of Google.

Jim Boyd, Vice-Chair and lead (continued on next page)

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

Public Awareness / Acceptance / has been done in close collaboration Adoption of Green Vehicles with Toyota, Nissan, and Mercedes (continued) Benz. Studies have focused on behavioral response to these vehicles Kjaer envisions a time when the smart over time and in fleet settings (e.g., grid links to a smart meter, a connected carsharing). home, and a PHEV. “Customers will be able to control their energy load through Financing: A widely varied mix of a rich menu of information and government, university, and auto technology devices that tell them how industry and electric utility sources. much they are using and strategies to reduce it.”

One important tool to help “make a market” is through economies of scale that drive prices down and make EVs competitive is fleet purchases by government and Contacts: major companies. Fleets are a key Tom Turrentine enabler. They drive market solutions Director, PHEV Center that will support mass solutions. University of California, Davis Phone: 530-752-6500 Status: SCE has the largest EV fleet in [email protected] the nation – 260 vehicles, with 12 million miles of travel. The State of Ed Kjaer California’s Zero Emission Vehicle Director of Transportation Programs mandate has resulted in much cleaner Southern California Edison vehicles across its fleet, validating the boldness of the law. The City of San Susan Shaheen Jose is committed to replace its fleet Co-Director, Transportation with alternative fuel vehicles. Sustainability Research Center University of California, Berkeley Government has a role to play – in this Phone: 510-665-3483 case to support technologies that enable [email protected] consumers to “go green.” In the corporate sector, decision-making on Tim Lipman fleet purchases by FedEx, UPS, USPS is Co-Director, Transportation the subject of a dissertation by Kevin Sustainability Research Center Nesbit at UC Davis. University of California, Berkeley Phone: 510-642-4501 The Transportation Sustainability [email protected] Research Center (TSRC) at UC Berkeley has examined response to EVs, gasoline-electric hybrid vehicles, and hydrogen fuel cell vehicles from a behavioral perspective. The research

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

Concept: infrastructure for ports, rail and trucks; Cleaner Diesel – and construction equipment retrofits and cleaner fuels for large-scale highway West Coast projects (in partnership with Federal Collaborative highways’ congestion mitigation and air quality program. Description: A variety of tools can be Financing: Since June 2004, US EPA has utilized to reduce diesel emissions granted over $14 million in funding, relative to goods movement needs. leveraging more than $40 million from While not strictly an “alternative Collaborative partners to implement over propulsion technology,” cleaner diesel 90 projects along the West Coast. The can significantly change the way these Collaborative has over 1,000 partners and power systems operate and perform. has reached out to Canada and Mexico to address reduction of diesel emissions. Specifics: Diesel engine emissions contribute to ozone (“smog”), air toxics, The health benefits from diesel emission and fine particulates that are associated reduction outweigh program costs by an with heart and lung disease, asthma, and estimated 13-to-1 ratio. For every federal other adverse health effects including dollar the Collaborative spends on the lung-cancer from long-term exposure. A effort, partners contribute one to ten particular concern is asthma in children, times that amount. The 2009 American who are more susceptible due to their Recovery and Reinvestment Act includes more rapid breathing rate. Because of $300 million in grant funding for cleaner these effects, most Western states have diesel programs. Each state will be made diesel emission reduction a public awarded about $1.75 million, or 30 health priority. percent of total funding, to create work plans for the program. The remaining 70 The West Coast Collaborative is a percent — $156 million — will be partnership among all levels of distributed through a competition whose government, the private sector, and categories include deployment of EPA- environmental groups along the West certified clean diesel technologies, Coast whose goal is to strategically emerging clean-diesel technologies, and reduce diesel emissions by focusing on clean diesel financing programs based on the most polluting engines and applying low-cost revolving loans or other tools to the most cost-effective use of funds to finance fleet reductions of diesel reduce air pollution and improve public emissions. health. Contact: Status: Collaborative partners are Peter Murchie implementing specific programs for large- U.S. Environmental Protection Agency scale, regional diesel emission reduction Phone: 503-326-6654 focused on locomotive and truck engine [email protected] idling; port shoreline engine retrofits, on- shore power (cold ironing), and ship- Web site: based emission reduction; cleaner fueling www.westcoastcollaborative.org

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

Concept: Idle reduction — On-board systems Cleaner Diesel – such as APU’s (Auxiliary Power Units) provide heating, cooling, and Cascade Sierra electricity to the cab without Solutions requiring the diesel engine to idle at rest stops or overnight. Truck plazas with a ground source can allow Description: Cascade Sierra Solutions trucks to draw power for these (CSS) is a non-profit organization that purposes. works in partnership with the West Coast Collaborative to reduce fuel use Improved aerodynamics — An and emissions from heavy-duty diesel entire range of retrofits can reduce engines. CSS operates in Washington, drag on both the tractor and trailer Oregon and California with a primary by a variety of fairings and other focus on the Interstate 5 corridor. add-ons that cut air resistance and air turbulence. These features are Specifics: Diesel engine emission built into newer trucks. control technologies include: Tire inflation and configuration — • Oxidation catalyst – converts An automatic tire inflation (ATI) pollutants into harmless gases by system on drive and trailer wheels means of oxidation. can generally pay for itself in just • Particulate filters – permit gases to over two years by decreasing fuel pass through but trap particulates. consumption and the risk of tire • Exhaust gas recirculation, catalytic failure due to under-inflation. Also, reduction, and traps – reduces or single wide-base tires save fuel by converts NOx. reducing vehicle weight, rolling • Fuel additives – serve as catalysts resistance and aerodynamic drag. for reductions in particulates and

hydrocarbons. (continued on next page) • Low-viscosity lubricants – reduce engine, transmission and drive train friction. • Alternative diesel fuels – can reduce emissions, used solely or in combination.

Apart from power train technologies, a variety of proven tools for saving fuel and reducing emissions exist. At its outreach centers, CSS display products and strategies that address the following aspects of truck operation:

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

Cleaner Diesel – capital to invest in upgrades. CSS seeks Cascade Sierra Solutions to overcome this barrier by coordinating (continued) available incentives, assisting with grant and tax credit applications, offering Status: Through partnerships including federally funded rebates and other the West Coast Collaborative and the incentives, and offering affordable National Diesel Emissions Reduction leasing and financing options. Use of Program, and through its Outreach each tool is based on demonstrating an Centers, Cascade Sierra Solutions helps attractive return on investment to the raise awareness in the trucking industry trucking company owner. of technologies that reduce emissions and fuel consumption, and save money. Contact: CSS also takes an active role in helping Sharon Banks the industry make the capital President, Cascade Sierra Solutions investments required to apply these Phone: 503-302-0900 technologies (see next section, “Bridge [email protected] to a Better Future” Vehicle Exchange Program). Web site: www.cascadesierrasolutions.org Financing: Many trucking fleets and truck owners do not have the initial

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

Concept: immediately. Prior to this exchange “Bridge to a program, these trucks were simply being destroyed. The program enables Better Future” Northwest ports to get 500 of their most Vehicle Exchange polluting (pre-1994) trucks off the road and replace them with refurbished Program California trucks leased to currently eligible Washington operators. Description: Cascade Sierra Solutions (CSS) proposes to take recent-vintage Status: CSS has applied to the used trucks that no longer meet California Air Resources Board (CARB) California’s stricter emission for a policy ruling that authorizes the requirements, recondition them for program. CARB has held off until at improved fuel economy and exhaust least May 2009 in setting guidelines due control, and sell them at reasonable to a lack of state funding for purchase of prices to Northwest operators so they older trucks. can retire older trucks. The exchange will reduce diesel pollution by 80 Financing: A public-private partnership percent, greenhouse gas emissions by coordinated by Cascade Sierra Solutions 16 tons, and fuel consumption by 1,200 includes U.S. Environmental Protection gallons per truck per year. Agency, the West Coast Collaborative, Washington state, municipal and port Specifics: By national law, all diesel agencies, and private financing. The truck engines built before 2007 need to intent is to offer qualified applicants be upgraded or replaced by 2016. Port operating leases at $350-450 per drayage is a special concern because it month, $100 of which will be invested in typically relies on older trucks to make an interest-bearing account to be used short hauls in dense urban areas. By for down-payment by the lessee on state law, Southern California ports purchase of a 2007 or newer truck when must retire pre-2004 trucks required.

Contact: Sharon Banks President, Cascade Sierra Solutions Phone: 503-302-0900 [email protected]

Web site: www.cascadesierrasolutions.org

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

Concept: Cleaner Diesel - (5) “Smart driver” skills related to fuel efficiency begin with selecting an American Trucking engine that has the proper torque – Associations more important than horsepower to get the truck moving. Other skills include proper shifting between gears Description: The American Trucking without going to a higher rpm, and Associations (ATA) recognizes and gearing to maintain a given speed endorses the following steps to reducing with minimal fuel use or even by diesel emissions per ton-mile of goods coasting, avoiding overuse of movement: compression brakes and the resulting need to accelerate to regain speed, (1) Engine upgrades and retrofits (for and reducing idling time through use specifics, see Cascade Sierra of alternative power units (APUs) and Solutions). automatic engine shut-off. (2) Setting fuel economy standards (6) Truck rest area and parking and limiting maximum speeds. The design is not mentioned by the ATA ATA supports national fuel economy but could help. During rest periods, standards for trucks. A truck drivers often idle their engines to traveling at 75 mph consumes 27 provide heat or air conditioning for percent more fuel than at 65 mph. the sleeper compartment, to keep The ATA has endorsed setting a the engine warm in cold weather, or national speed limit of 65 mph and to provide electrical power for vehicle installing speed governors on new appliances. Reducing or eliminating trucks that limit speeds to 68 mph. engine idling would be enabled by providing alternative power, ideally (3) Utilizing more productive truck by plug-in electrical outlets. configurations and combinations. Because of a truck’s frontal mass and Status: The American Trucking rear eddies of air, aerodynamic Associations has recommended the refinements significantly affect fuel above steps to its members – operators use, as does proper tire inflation, and drivers – through its Web site and especially on rear axles where more other communications. than half of fuel consumption is required. Financing: Funding for engine upgrades is limited. Fuel saving and the (4) A more controversial strategy is efficiencies will actually save operator focused on the fact that a smaller and driver expenses. number of large trucks moves a given cargo volume with less fuel Contact: than a larger number of small trucks. American Trucking Associations Constraints on this shift include weight limitations and safety concerns.

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

Concept: To fully capture the inherent cost and Cleaner Diesel – environmental advantage of rail requires applying the full range of advanced Freight Rail Locomotives diesel engine technology to freight locomotives. Description: Recent improvements in diesel engine design approach Status: The two breakthrough levels with 90 percent less dominant builders of particulate emissions and 50 percent heavy freight rail engines less nitrogen oxides (NOx) than 20 are Electro-Motive and years ago. New regulations will take GE. BNSF railroad recently purchased NOx to a 90 percent reduction. Related 200 GE engines that burn 20 percent to this are cleaner fuels, including ultra- less fuel than their predecessors. low sulfur and bio-diesel Electro-Motive cites advances in its that sharply reduces latest-generation 4500 horsepower road CO2 emissions. engines of 25-45 percent reduction in NOx and 40-60 percent reduction in Specifics: Advances in particulates. ElectroMotive also offers a diesel technology apply midrange power unit with claimed fuel to railroad locomotives savings up to 25 percent and emission as fully as to trucks. Indeed, in two levels below current federal guidelines. regards, the importance of “greening” freight rail power may be even greater Railpower Hybrid Technologies builds than for road vehicles. EcoMotive, a selection of yard-and-road switching engines with up to 2800 First, the larger the platform, the more horsepower based on “battery- flexibility exists in installing new dominant” and “genset” technologies. propulsion systems. Just as large trucks The latter includes liquid-cooled can accommodate power train and fuel “choppers” that provide higher tractive system options not easily installed in effort in lower light-duty vehicles, so railroad speed ranges. In locomotives have the most flexible 2007, EcoMotive space layouts for new systems. received a EPA Clean Air Next, rail is recognized as the most excellence award. efficient and least polluting mode for moving long-haul freight, with a Railpower also offers EcoCrane, the first substantial advantage per ton-mile over container cargo handling technology highway freight movement. The based on use of “plug-and-play” hybrid economics have been recognized by power at ports. The crane uses battery large trucking firms, which have become pack energy to lift container freight and freight railroads’ best customers. Freight reclaims the energy as the container is is shipped to regional centers by rail and lowered. delivery within the regions is made by truck. (continued on next page)

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

Cleaner Diesel – Contact: Freight Rail Locomotives Electro-Motive Diesel, Inc. (continued) Phone: 800-255-5355

Financing: Acquisition of cleaner diesel GE Locomotive locomotives is primarily a business decision by long-haul, short-line, and RailPower Hybrid Technologies Corp. site-specific (ports, rail yards) freight Phone: 814-835-2212 railroads negotiating purchase mailto:[email protected] agreements with manufacturers.

Web sites: www.EMDiesels.com

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

http://railpower.com

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

Concept: Hybrid Electric and Specifics: Offerings in this field are burgeoning. Among notable examples: Natural Gas Trucks Cummins Westport offers an LNG Description: There is a high level of system for heavy trucks to combine the interest in green technology for advantages of low-carbon, low-emission vehicles, and none I potentially greener fuel and a price advantage of up to 25 than large vehicles. Trucks and SUVs percent – $1.97 per DEG vs. $1.62 per should be a top priority because they gallon in a March 2009 example. LNG use more fuel, and they can fuel capacity is equivalent to 33 to 112 accommodate larger batteries. Further, diesel equivalent gallons. the success at ports with “cold ironing” makes truck stops early candidates for Natural gas is composed primarily of plug-in recharging capability. methane, which burns more cleanly than gasoline because it has more Most hybrid vehicles combine an hydrogen and less carbon. Use of internal combustion engine (ICE) as the natural gas reduces NOx emissions 33 main power source and various percent and greenhouse gases 20 secondary power and energy storage percent below the same engine in a modes, including electric and hydraulic gas-powered mode, according to a 2007 systems. Dual power systems enable US EPA and California ARB certification. the capture of energy otherwise lost Cummins plans to meet new 2101 EPA during braking and use it to boost the standards by combining exhaust gas main engine, enabling more efficient recirculation, particulate filters, selective operation. catalytic reduction (SCR) and high Because of their larger size and more pressure direct injection. flexible layout capacity, truck platforms are more amenable than autos to dual- Kenworth is installing the 450 hp source hybrid power systems and to Westport ISX-G 15-litre engine as a storage capacity for alternative fuels factory-installed option in its “time- such as liquefied natural gas (LNG), proven workhorse,” the T800 heavy compressed natural gas (CNG) and truck. Kenworth says the result is lower hydrogen. (continued on next page)

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

Hybrid Electric and Natural Gas emissions by 37 percent. Trucks (continued) Freightliner offers a hydraulic hybrid walk-in van chassis, a hybrid electric fuel costs and reduced emissions motor home chassis, and a hybrid without sacrificing horsepower or electric commercial bus chassis. They torque. Also Kenworth has the combine a diesel ICE and an electric Cummins/Westport ISL-G 8.9L 2010 motor driven by lithium ion batteries. An EPA complaint engine as a factory “energy management system” selects option in the T800SH and the T470 the most efficient mode at each point of configurations. This product is offered operation. Freightliner notes that with LNG or CNG fuel systems. constant battery recharging through operation of the diesel Kenworth also offers engine and by the T270 Class 6 regenerative braking and T370 Class 7 results in “no need to hybrids. These plug into an electrical medium-duty trucks source to recharge combine a PACCAR batteries.” PX-6 300 hp gas engine with a 340- Preliminary test results volt battery pack. on the van chassis The hybrid system showed a 50-70 includes an integral percent improvement transmission-mounted motor-generator in fuel economy in stop-and-go traffic, and a dedicated power management compared to all-diesel power with an system to switch between the two automatic transmission. The vehicle can modes of operation. operate as a hybrid or in an engine-off, all-electric mode. Options including idle- In slower traffic the parallel hybrid off and air brakes provide 8-9 percent of power system, developed with Eaton, the fuel economy gains. The platform is acts as an electric motor utilizing power certified for EPA 2010 emission from the battery pack. “Regenerative requirements. braking” is used to generate and store electricity, which provides almost 60 Electric Vehicles International (EVI) horsepower with 310 ft/lbs of torque. offers a light truck with 170 – 240 Electrical power is then used to assist horsepower based on an LNG / CNG / the diesel engine during acceleration. An gas powered ICE plus lithium phosphate electric power “take-off” option allows or lead acid batteries. It also offers a 2- energy to be drawn from the batteries person all-electric utility vehicle with a for off-engine operation. 40-mile range, 35 mph maximum speed and 1500 kg (3300 lb) cargo capacity Coca-Cola Corp. bought 120 of the on a flatbed. initial run of hybrids in April 2008 and reported the vehicles increased fuel efficiency by 32 percent while reducing (continued on next page)

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

Hybrid Electric and Natural Gas Trucks The Northwest Hybrid Truck (continued) Consortium is a project of the West Coast Collaborative to purchase 10 of EV Power Systems is focusing on the cleanest hybrid diesel-electric utility trucks, which consume more power than trucks available. These trucks will autos. Their basic rule is, don’t change produce nearly 40 percent fewer the power train or emission controls. greenhouse gas emissions and up to Design the retrofit so it is transferable. one-third fewer soot and smog related EV’s equipment fits behind the emissions by shutting off their engines transmission and looks like a and using battery power GM dual-kit system with the in the field. The new casing removed. It is based on hybrid technology could intercepting a signal from the also add up to 60% in fuel pedal to the control panel. economy. The project is among the first to apply Balqon in 2007 began work on this technology to utility the prototype of the world’s fleet vehicles. most powerful short-range heavy-duty electric truck. Funded by the The consortium was formed by King Port of Los Angeles and the South Coast County (Seattle), Washington in 2005 Air Quality Management District, the and now includes the entire Central truck is now in use at the Port and is Puget Sound region. The Consortium is capable of hauling a fully loaded 40-foot working with WestStart-CALSTART, a container with zero emissions. non-profit that has developed a hybrid Performance includes a top speed of 40 truck commercialization strategy with mph, a maximum range of 60 miles truck manufacturers, technology empty and 40 miles loaded, and a full- companies and fleet operators. charging time of 3-4 hours. In 2009, the Port placed an order with Balqon for five Financing: The following are examples on-road electric drayage trucks and 20 of hybrid economics drawn from above electric container terminal tractors. sources:

UPS is beginning to test a new Kenworth — The company estimates technology for its delivery trucks. An that a hybrid truck can cost $40,000 assembly of pumps, tanks and high- more than a conventional unit with pressure hydraulic fluids replace the similar specifications, but that premium transmission so that during acceleration will be paid off in four to five years by the truck burns no gas. Instead, reduced fuel consumption of up to 50 hydraulic fluid stored in a high-pressure percent in the utility version. Estimates tank powers a pump motor that turns are based on gas mileage of 10 mpg for the truck’s axle. When the truck is its medium-duty hybrids versus 6 mpg running at steady speed, the diesel for a gas-only counterpart. engine re-pressurizes the fluid, as does the capture of kinetic energy when the truck is braking. (continued on next page)

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

Hybrid Electric and Natural Gas Trucks Contacts: (continued) Wayne Elson U.S. Environmental Protection Agency Balqon — The drayage model is priced Phone: 206-553-1463 at $208,000 while the yard hostler is [email protected] $189,000. Purchase of these vehicles is funded as part of a $15 million, five- Tony Brown year Technology Advancement Program Environmental Protection Agency (TAP) as part of Phone: 206-553-1203 the Clean Air [email protected] Action Plan of the Ports of Los Cummins Westport Angeles and Long Phone: 604-264-4734 / 213-324-6498 Beach. [email protected] [email protected] UPS — The UPS technology was developed by US EPA Kenworth Truck Co. scientist Charles Gray. After studying his Phone: 425-828-5000 / 323-278-4103 work, UPS concluded the technology [email protected] would add about $7,000 to the $40,000-50,000 base cost per truck. Freightliner Custom Chassis Corp. But EPA said savings could be as much Phone: 800-545-8831 as $50,000, with CO2 reductions of 30% or more. After reviewing this Electric Vehicles International (EVI) analysis, UPS decided to proceed with Art Robins, VP – Operations test deployment. Phone: 877-435-1999 [email protected]

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

http://freightlinerchassis.com

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

The Northwest Hybrid Truck Consortium project leverages $250,000 from US EPA with $1.5 million from members of the Consortium.

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

Concept: environmental analyses; market Sustainable analyses and forecasts for infrastructure and vehicles; and pathways and Transportation Energy scenarios. To achieve results in each Pathways (STEP) track, there were five tasks completed.

Description: An almost total reliance of The first task was vehicle demand the U.S. transportation system on oil is analysis – purchasing behavior, regional increasingly at odds with considerations characteristics, response to vehicle of energy security, long-term energy fueling schemes, timing, and potential supply, national balance-of-payments, niche markets for hydrogen fuel cells in and greenhouse gas impacts on global auxiliary power units (APUs), heavy climate change. Alternative forms of duty transit, internal combustion engine energy appear to be an inevitable (ICE) vehicles, and fleet purchases. element in sustainable transportation. Yet, each potential alternative involves technology development, vehicle and infrastructure deployment, and consumer acceptance.

Status: STEP is a four-year outreach The second task was a design analysis and research program intended to of hydrogen fuel distribution address the logistical, operational, and infrastructure (cost, operational issues, technical problems associated with an technology) This was the principal alternative fuel-based economy. activity of the whole program. Key research areas included infrastructure The main objectives are to develop network, interaction with electricity methods, theories, and tools for systems, real-life capacity, logistics, consistent, and transparent comparisons transport constraints (right of way and of alternative energy and vehicle sitting). pathways, and to apply these tools to compare four pathways based on Based on this analysis, a hydrogen hydrogen, electricity, bio-fuels and fossil business and policy strategy was fuels, adopted by major stakeholders as the basis for transition to a hydrogen The hydrogen pathway is the most economy. Reports were published advanced, due to a research and describing this strategy. outreach and research program (2003- 2006) that addressed logistical, The fourth task was estimating the cost, operational, and technical issues energy requirements, and associated with the transition to a environmental impacts of hydrogen hydrogen-based system. pathways. Air pollutant and greenhouse Four research tracks were covered: gas emissions and lifecycle costs analysis and design of fuel distribution characterize this analysis. infrastructure; economic and (continued on next page)

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

Sustainable Transportation Energy preferences for electric Pathways (STEP) drive attributes, (continued) including all-electric vehicle range and The goal was to study the policy charging times. implications and value propositions of a hydrogen economy. The fossil fuels track addresses petroleum- The fifth task included potential special based fuels as the projects such as hydrogen production dominant form of technologies and infrastructure sitting transportation energy, technologies. Research conducted under and the potential for the Hydrogen Pathways Program sources, including coal summarizes the hydrogen tract with carbon including investigation of electricity/ sequestration, oil hydrogen systems, the impact of shale, and tar sands. alternative policies, infrastructure development strategies, and regional In a separate but transition case studies. related research project, Caltrans, PATH The bio-fuels pathway will explore the and Mercedes-Benz work of California Biomass Collective at Research and the University of California, Davis, Development North including the analysis of bio-refinery America, Inc. are production systems, environmental and studing the processes land-use impacts, infrastructure involved in operating strategies, and vehicle analysis. hybrid fuel-cell electric vehicles in a fleet The electricity track includes production setting, including methods, time-of-day charging impacts, support for a fueling and total grid capacity. Research will infrastructure. also be done on consumer behavior and The study will use Mercedes-Benz’s “F- Cell” vehicle equipped with a hybridized fuel cell and a battery power system coupled with an electronic motor/power controller propulsion system.

(continued on next page)

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

Sustainable Transportation Energy Pathways (STEP) Contacts: (continued) Joan Ogden Director, Sustainable Transportation The project will include “ride-n’-drive” Energy Pathways (STEP) clinics in Sacramento and Richmond, University of California, Davis California with approximately 100 Phone: 530-752-2768 participants at each site. Caltrans and [email protected] PATH will arrange focus groups to assess the response to hydrogen cars Daniel Sperling and infrastructure. Additional focus Director, Institute of groups will be arranged with carsharing Transportation Studies participants and a plan for a next phase University of California, Davis “pilot program” will be developed. Phone: 530-752-7434 [email protected] Financing: The hydrogen pathway program was funded by auto companies Susan Shaheen (General Motors, Honda, Toyota, Nissan, Co-Director, Transportation and Subaru), Caltrans, government Sustainability agencies (USDOT, EPA, DOE, Natural Research Center Resources Canada), and energy University of California, Berkeley companies (BP, Chevron, Shell Phone: 510-665-3483 Hydrogen, ConocoPhillips, ExxonMobil, [email protected] PG&E, TOTAL, Sempra Energy, Indian Oil, Air Products, and Petrabras). The Timothy Lipman ongoing program is funded by the same Assistant Research Engineer, group of companies and agencies. Transportation Sustainability Research Center University of California, Berkeley [email protected]

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

Concept: for the best clean-tech idea at UW’s Algae as a Bio-Fuel Center for Innovation and Entrepreneurship 2008 competition. Description: A group of researchers Other Seattle-area firms are pursuing and investors believe fast-growing related breakthroughs. Bionvitas is strains of algae could hold the key to focused on producing micro-algae in the future of the bio-fuel industry. high volumes; Indenture, on algae-to-fuel Specifics: Algae conversion; Blue Marble multiplies rapidly, Industry on marine algae contains large amounts of harvest methods. The vegetable oil, can be region’s largest firm, the grown in brackish and Boeing Company, says saline environments that algae could become one of support almost no other the most promising commercial activity, and sources of jet bio-fuel for does not have a the aviation industry. competing use as a foodstuff when used as a fuel. Financing: University research and private funds. Status: Allied Minds, a Boston-based private investment firm that specializes Contact: in licensing university research, has Rose Ann Cattolico teamed with University of Washington Professor of Biology, University of biology professor Rose Ann Cattolico to Washington launch start-up company AXI to create Director, Cattolico Laboratories fast-growing strains of algae for use as Phone: 206-9363 / 206-543-1627 a bio-fuel. [email protected] A number of operators in the bio-fuels industry think algae reactors could produce far higher yields than soybeans or corn, making bio-fuels commercially viable while avoiding the economic and moral issues involved in “food for fuel” uses.

Allied Minds Vice President Erik Rabins says the intent is for AXI to become the primary supplier of algae strains for the algae-to-biofuel industry, using Cattolico’s method to improve the growth rate and energy productivity of virtually any strain of algae. AXI, formerly Voltan Biofuel, won thew award

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

Concept: As part of the application, a waiver was Interstate 5 requested to remove a prohibition on the use of land within the right-of-way Alternative of a federal highway for “automotive Fuels Corridor service stations” or other private commercial operations and lift certain restrictions on the use of safety Description: About 95 percent rest areas (SRAs). SEP-15 of U.S. transport relies on approval would have been petroleum-based fuels. Hybrid the most direct course to and alternative fuel vehicles are obtaining the waiver. being developed but a limited retail market for purchasing The National Association the fuels they require is a of Truck Stop Operators constraint on the purchase (NATSO) saw the pilot of these vehicles. project as a competitive threat and urged FHWA to In 2008, Washington, deny the waiver. A well- Oregon and California organized interest group, launched a three-state NATSO had successfully effort to explore the lobbied Congress to possibility of developing repeal part of the state-owned land at previous transportation highway rest areas in the appropriations bill that Interstate 5 corridor as contained the authority sites that would offer and program to allow incentives for service truck electrification station operators to sell projects. alternative fuels. Knowledge of this intent In November 2008, the was a factor in the USDOT states filed a project designation of I-5 as a description with FHWA “Corridor of the Future” in that emphasized the 2007. intent to minimize competitive issues. The Specifics: In August 2008, the three filing said the proposal state DOTs filed an application with the would exclude conventional fuel sales in Federal Highway Administration (FHWA) all locations, and would not provide sites to qualify the I-5 alternative fuels in areas that already had “an corridor as Special Experimental Project established retail distribution network” (SEP) Number 15 in the category, for alternative fuels. It excluded motor “Explore Alternative and Innovative vehicle repair, lodging, and sale of Approaches to Overall Project alcoholic beverages from co-located Development Process.” commercial services.

(continued on next page)

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

Interstate 5 period was set for February and March. Alternative Fuels Corridor USDOT stated its intention to make the (continued) revisions in the Oasis program necessary to approve the project after It promised full input from local this process was complete. businesses near each site. It stressed that the project was transitional to a Contacts: new fuels era rather than a permanent Jeff Doyle presence in the marketplace. Director, Public/Private Partnerships, Washington State DOT Status: In January 2009, the states Phone: 360-705-7023 were informed by USDOT of a [email protected] compromise solution to approve the project as part of the Interstate Oasis James Whitty Program, whose guidance principles can Director, Office of Innovative be amended through the Federal Partnerships and Alternative Funding Register. A 30-60 day public comment Oregon Department of Transportation Phone: 503-986-4284 [email protected]

Barbara Lewis Office Chief, Innovative Finance Division of Budgets, California Department of Transportation Phone: 916-653-8344 [email protected]

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

Concept: flow outcomes. Financial models were Alternative also adjusted for specific types of alternative fuels including ethanol, bio- Fuels Corridor diesel, electricity, and hydrogen Economic Feasibility (compressed natural gas was not part of the analysis). The analysis evaluated the degree to which supply chain Description: In support of the tri-state constraints on each fuel type would effort, the Office of Public/Private affect cost competitiveness and Partnerships of the Washington State availability of product. Department of Transportation (WSDOT) commissioned PB Consultants to A crucial factor impacting consumer evaluate the economic feasibility of an willingness to rely on a network of alternative fuel corridor in the alternative fueling stations is spacing – Washington portion of I-5. PB delivered the ability of the I-5 corridor to provide its final report to WSDOT on January 23, a sufficient number of stations to ensure 2009. that drivers can use the corridor for extended trips outside urban areas. The Specifics: Using data based on industry experience for 2007, the consultants developed an economic model of the typical gas station. They found that a typical station annually sold $4.1 million in gasoline at a 6 percent profit margin ($233,000) while the convenience store at the station generated $1.4 million in revenue at a 31 percent margin (440,000). Average annual operating costs for the combined facility were $533,000 including credit card fees. Thus, net revenues averaged $230,000. The cost to open a retail gas station averaged $2.0 – 2.4 million study’s “station spacing analysis” used depending on location. 350 miles as a reference point for gasoline-powered vehicles and set bio- These costs and cash flows were used to diesel at 400 miles, ethanol at 250 model a lease-based transaction miles, hydrogen at 120 – 300 miles, and between the operator and the state, electric vehicles at 60 – 200 miles. based on cost-sharing of site development and risk-sharing on cash (continued on next page)

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

Alternative operating the network. It assumed an Fuels Corridor alternative fuel station would need a 15 Economic Feasibility percent annual internal rate of return (continued) (IRR). Where modeling showed an IRR below this level, the state could make I-5 in Washington State spans 275 an up-front contribution to capital costs miles, which means in most cases an of station development. Where the IRR alternative fuel vehicle could traverse was projected above 15 percent, the the state with one fueling event. The state could collect a fixed percent of need for some revenue as part of the rent paid redundancy is by the operator for use of state counterbalanced by land. the fact that “the stations PB Consulting projected bio-fuels contemplated in stations would reach positive cash this study are not flow in 5 – 6 years while electric meant to compete and hydrogen stations would with existing or require 8 – 10 years to become future stations on non-state owned profitable. The strongest profit land. As such, a limited number of performance for reaching an IRR above stations in more rural locations is 15 percent was projected to be an “all- preferable” – assuming a larger fuels” station that provided bio-diesel, concentration of wholly private stations ethanol, electric and in urban areas. hydrogen refueling. This finding especially The study found specific rest area sites fits the profile of a based on a “conservative” limit of 120 small network of miles between facilities. Then the study stations located on described the infrastructure features of state land. each type of fueling and its relation to other on-site retail services, which were The study concludes deliberately constrained to minimize by reviewing the direct competition with commercial gas challenge of gaining a stations and truck stops. consensus from governments with Status: The Washington State study will permitting authority, service providers be combined with parallel research with profitability goals, and consumers efforts in California to create a with reliability needs. comprehensive picture of requirements and optimal design features on an Contact: alternative fuels corridor covering the Jeff Doyle entire length of Interstate 5. Director, Public/Private Partnerships, Washington State DOT Financing: The study examined the Phone: 360-705-7023 probable degree of required state and [email protected] private participation in developing and

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

5. Law & Regulation (L/R)

Goods Movement Benefit:

• Expedites motor carrier regulation procedures through automated, interoperable information technologies.

Personal Travel Benefit:

• Provides drivers with tradeoff choices between cost and travel time through use of “value pricing” – variable tolling related to level of congestion.

Transportation System Benefit:

• Provides a basis for adequate long-term system funding covering infrastructure maintenance and capacity investments by basing taxation of actual level of system use rather than type of fuel use.

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

Concept: emissions affecting human health and Seamless Weigh Station climate change. Preclearance of Trucks Some states see so much value in preclearance that they provide Description: Create a national policy transponders at no cost to truck for truck transponders used in operators who regularly stop at weigh preclearance systems so any regulatory stations. But restrictive policies create compliant truck can be weighed-in- interstate inefficiencies that force motion and signaled to regulatory compliant trucks proceed past open weigh to stop at weigh stations stations without stopping. because preclearance Congress can act to mandate system providers in some transponder interoperability states do not allow other across jurisdictions to allow states to read and interact for seamless freight with the transponders they movement on major highway have issued. and trade corridors such as Interstate 5. The PrePass preclearance program used in 28 states Specifics: Many states is run by a public-private operate weigh station partnership called HELP Inc. preclearance systems utilizing – Heavy Vehicle Electronic high-speed weigh-in-motion License Plate. HELP has a scales, automatic vehicle restrictive policy that identification equipment and on-board prevents its transponders from being transponders that serve as two way enrolled in any other system, such as communication devices between the Oregon’s Green Light or the NORPASS roadside and the truck, providing the system used in Washington, six other functional equivalent of an electronic states and two provinces. This limitation license plate for trucks to transmit and is despite the fact that Green Light and receive signals as they approach weigh NORPASS have both stated that they stations. would freely allow Prepass transponders to enroll and operate in their respective These systems save motor carriers time systems. and the cost of fuel by eliminating millions of unnecessary stops. They As a result, regulatory compliant motor save states money by increasing weigh carriers with a PrePass transponder get station capacity without a need to a red light as they approach Oregon expand static platform scales, allowing Green Light or Washington NORPASS better management of the growing weigh stations. Their only recourse is to stream of truck traffic and helping return their Prepass transponder to states enforce safety regulations by Prepass and obtain a free Oregon screening trucks to determine which need inspection. Preclearance systems also contribute to reduced vehicle (continued on next page)

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

Seamless Weigh Station result, ODOT can concentrate on trucks Preclearance of Trucks that may need more attention. (continued) Status: The U.S. DOT’s Commercial Green Light transponder that can be Vehicle Information Systems and enrolled in any system, including Prepass. Networks program (CVISN) was designed to ensure that states deploy Moreover, all states, including California, interoperable systems. But the Federal that are under contract with PrePass are Motor Carrier Safety Administration prohibited from accessing and sharing (FMCSA) has not addressed the impasse information regarding precleared trucks over transponders. for safety or other enforcement purposes with other states or with The June 26, 2000, edition of Transport operators. Topics covered this issue. It quoted Mike Onder, Information Technology Systems Despite some marketing claims, trucks Program Manager for USDOT: “They with transponders in states that access market to [trucking] that this the bypass event data are not subject to information is private. When they sign increased regulatory scrutiny? For up with a state, they agree [the state] example, in the Green Light system won’t get access to the data. That goes ODOT simply records the same license against the CVISN architecture. PrePass plate information it manually records is hurting interoperability.” each time a truck pulls into a weigh station. Transponder-equipped trucks The magazine also quoted Jeff Secrist, actually get less scrutiny than other CVISN Coordinator, Federal Motor trucks. One of the main reasons ODOT Carrier Safety Administration: uses the Green Light system is to “(Truckers) want to be able to travel identify safe and legal carriers and allow unencumbered nationwide without them to continue uninterrupted. As a coping with different preclearance programs. From a safety perspective, there’s a major benefit in sharing information . . . so that unsafe vehicles can’t travel between states. HELP - PrePass doesn’t allow other systems to have access to its data. And that means it can’t be compliant.”

(continued on next page)

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

Seamless Weigh Station interoperable transponder for Preclearance of Trucks legitimate regulatory purposes and (continued) use transponders for such purposes, including the receipt of signals that FMCSA has the ability to require that link its unique identifier to a motor states comply with all legitimate data carrier’s records. requests to support driver hours-of- service enforcement efforts and it can 3) Declare that weigh station make such compliance a condition for records, whether collected states to continue to be eligible to electronically or manually, must be receive federal grant dollars from the available for states’ legitimate Motor Carrier Safety Assistance regulatory enforcement purposes. Program.

Whether a state has made use of such data in regulatory enforcement is not the question. The question is whether state and federal investigators who have historically made legitimate use of such data should be increasingly denied such data.

Absent FMCSA exercising clear authority, there are two other alternative courses of action Alternative 2 – Utilize technology to achieve seamless preclearance for advancements to retire transponders as trucks. the basis of vehicle identification, replacing them with Radio-frequency Alternative 1 – Federal legislation Identification (RFID) chips and/or enacted by Congress with the following license plate readers. These would be provisions: used in combination with roadside reader boards to communicate weigh 1) Declare that transponders must be station bypass decisions to drivers freely interoperable among approaching an open scale, thus jurisdictions and preclearance achieving the goals of seamless systems that weigh and identify U.S. preclearance and authorized record- trucks should be integrated, keeping. (Such an approach would consistent with the CVISN program. retain provisions of the above legislation relating to these goals). 2) Clarify that states and their authorized employees may enroll, at the request of a carrier, any (continued on next page)

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

Seamless Weigh Station and AVI devices, and would require new Preclearance of Trucks investment in replacement technology. (continued) If preclearance is license plate-based, motor carriers would have added costs, The vehicle license plate has long been a but some states might achieve unique identifier. By shifting from manual offsetting personnel cost savings and/or to electronic license plate readers, states cost avoidance opportunities by could utilize sophisticated optical replacing manual plate reading with character recognition plate-reading ability electronic reading. that can digitize alpha-numeric characters into a database. Contacts: David McKane Green Light Manager Motor Carrier Transportation Division Oregon Department of Transportation Phone: 503-373-0884 [email protected]

Anne Ford Administrator, Commercial Vehicle Services Washington State Department of Transportation Phone: 360-705-7341 [email protected]

Another tool that can be used Stan Norikane simultaneously is the RFID chip Data Weigh-in-Motion attached to the plate for verification. California Department of Transportation RFID is employed globally for cargo Phone: 916-654-5651 container identification. With RFID, the [email protected] element of communication back to the driver necessary for preclearance operations would need to be addressed by addition of a roadside reader board.

Financing: The proposed legislation outlined above as Alternative 1 creates no significant cost issues. States and carriers are already paying for transponders. Moreover, interoperability may bring down unit costs through standardization of transponder design.

Alternative 2 would obsolete a substantial investment in transponders

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

Concept: Single Source Multi- This permit may be issued by the entry, origin, destination or pass-through state State Overweight / if the cargo does not exceed prescribed Oversize Permitting size and weight and is operating on the routes listed. The Description: WASHTO – the Western member states have Association of State Highway and developed a list of Transportation Officials – has teamed special conditions with twelve western within each state that states to provide apply to the operation of the envelope regional single-trip vehicle. This list must accompany all overweight/oversize regional overweight/oversize permits. permits. Status: The program is active. Specifics: Washington and Oregon, together with Financing: The state of issuance will Arizona, Colorado, Idaho, Louisiana, collect the fees for all member states in Montana, Nevada, New Mexico, which the vehicle is permitted for travel. Oklahoma, Texas and Utah have entered These fees can be paid by credit card, into an agreement that authorizes the cash, cashiers check or other issuance of the Western Regional guaranteed funds. Permit. Contacts: Each state’s contact can be found at: www.wsdot.wa.gov/NR/rdonlyres/C43BCA33-4F74-43C4-B10F-9AD745168744/0/Permit_Brochure.pdf

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

Concept: more importantly, body configuration. Inductive This detail provides the potential to yield useful insights on travel behavior Signature-based and the impacts of different commercial Commercial Vehicle vehicle types associated with various industrial activities. Classification System The unique configuration of Blade Description: This research study by inductive sensors also allows accurate the University of California - Irvine inductive signature data to be yielded (1) the development and recoverable even in stop-and-go prototype implementation of a new situations where acceleration and high-fidelity inductive loop sensor called deceleration effects can potentially the Blade; and (2) a ground-breaking distort signature data and affect commercial vehicle classification system surveillance accuracy. based on vehicle “signatures” obtained from the Blade inductive sensor Specifics: This study solved the technology. problem of obtaining reliable inductive signature data under adverse traffic conditions, such as those found in peak freeway congestion periods and in arterial streets heavily influenced by intersection delays.

Where previously vehicle inductive signatures would be irreversibly distorted by acceleration or deceleration effects, they are now corrected and usable. This is essential in freeway applications, where there has been tremendous interest in obtaining accurate performance measures that The Blade couples with advanced have not been previously available signature-based inductive loop detector under peak congestion periods when the cards to yield detailed vehicle signatures vehicle signature quality degrades due that show distinct wheel spikes that to acceleration-deceleration distortion. indicate the location of axle assemblies. Correction is achieved by applying the SPRINTS transformation model Using advanced numerical analysis developed through Blade research, and methods, these signatures were used to paves the way for accurate traffic provide accurate and comprehensive performance measurements to reveal classification of commercial vehicles. accurately the severity of congestion The detail of classification is and delay experienced on freeways as unprecedented, due to the system’s well as arterial networks. ability to profile individual components of multi-unit vehicles by their axle and, (continued on next page)

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

Inductive Signature-based Commercial Vehicle The results obtained from this study Classification System indicate remarkable potential for (continued) providing enhanced commercial vehicle profile analysis through the Until now, the classification system that implementation of this system. Such best combines reliability and detail is information is critical to reveal exposure the axle-based FHWA scheme F using rates and travel behavior of specific automated vehicle classifiers. However, commercial vehicle types to evaluate this system still leaves a void in the the multi-faceted impacts of commercial comprehensive vehicle impacts. understanding of commercial vehicle The Blade inductive travel behavior and sensors used in this impacts, due to their study are a prototype inherent surface-mounted heterogeneity. The version, which has newly developed limited operational classification system lifespan suitable only for yields a more detailed research purposes. The axle classification specifications for a scheme with axle classification accuracy permanent version of the inductive of ninety-nine percent shown on an sensors are currently being developed independent test data set. to allow Blade to be functionally deployed on the roadway to provide the More importantly, the new system benefits of enhanced commercial vehicle introduces body unit classification surveillance that were demonstrated in schemes consisting of nine drive-unit this research study. body configurations and ten trailer-unit body configurations, revealing detailed Financing: California Department of information regarding the function of Transportation, University of California the drive and trailer units of each Transportation Center commercial vehicle. Contacts: Status: In the study, many of the nine Stephen G. Ritchie classes were under-represented in the Director, Institute of model development data set. Hence, the Transportation Studies real-world heterogeneity of vehicles University of California, Irvine within those classes may not be well Phone: 949) 824-4214 represented, and could result in high [email protected] rates of misclassification. This suggests that the commercial vehicle Yeow Chern Andre Tok classification system will require further Postdoctoral Scholar, Institute of calibration with a larger and more Transportation Studies comprehensive data set before University of California, Irvine implementation. [email protected]

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

Concept: based fee system “through well funded Highway User Taxation research and development efforts to identify the best option for system Based on Miles Driven design and technology.” (VMT) The three Transportation Commission Description: The total context of chairs are John Chalker of California, concern about basing highway financing Gail Achterman of Oregon, and Dan on a motor fuel tax includes imported oil O’Neal of Washington. They are the top costs, energy security, greenhouse policymakers on transportation in the gases, and “peak oil,” with the implied three states and they collaborate as the need for conservation. Policy is West Coast Transportation Commission. conflicted, since it both relies on and seeks to reduce the use of petroleum- VMT fees are a centerpiece based fuels. Thus, there is national recommendation in a report just interest in a mileage-based tax. released by a bipartisan national Transportation Finance Commission and Specifics: The Transportation U.S. Transportation Secretary Ray Commission chairs of California, LaHood has said he favors VMT fees as Oregon, and Washington recently co- a substitute for the gasoline tax, which signed a letter to members of Congress is proving insufficient to fund roads. urging that federal law encourage states to develop alternative methods of The day after LaHood spoke in favor of highway funding such as vehicle miles the road use tax, White House Press traveled (VMT) fees. Secretary Robert Gibbs said a VMT “is not and will not be the policy of the “We ask Congress to confirm the Obama administration.” feasibility of a VMT-based fee system by (continued on next page) mandating the federal government to fully explore a transition from the gas tax to a funding system tied more directly to road use and impact on the road system,” the chairs wrote. They noted that fluctuating fuel prices and reduced fuel consumption make fuel taxes an unreliable and unsuitable funding source.

The trio called upon Congress to “set an aggressive timetable” for completion of a new VMT-

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

Highway User Taxation towards implementation. Based on Miles Driven (VMT) (continued) During 2006-07, a trial program in Portland equipped about 300 cars with It is not clear whether the cause of this passive receivers of satellite signals and internal dispute can be resolved by a mileage reader, similar to a toll treating VMT fees as a phased-in source transponder reader that transmits a of revenue rather than as an immediate wireless communication to a database replacement for the gas tax. where mileage fees are applied. Drivers of these vehicles were taxed 1.2¢ per The chairs’ letter outlines the results of mile driven – equivalent to the state’s the Oregon pilot program in which 24¢ gas tax on a car averaging 20 miles nearly 300 vehicles driven per gallon. by volunteer citizens were equipped with GPS-based In addition to national units and charged for miles concerns, the Oregon traveled. “This test experiment is motivated in demonstrated the mileage part by an intention to “be fee raises substantial aggressive in terms of revenue in a way that is looking at electric cars and relatively simple to pay, hybrids and plug-ins and all collect and administer - these options, and at the without revenue erosion for same time continue to fuel efficiency,” they noted. invest in our roads and infrastructure,” according to A similar project in the Governor Ted Kulongoski’s Puget Sound area that office spokesman Rem deducted fees from prepaid Nivens. Governor accounts showed that such Kulongoski proposes a fee “directly impacts expansion to $5,000 of travel decisions and Oregon’s already reduces congestion, while raising substantial tax credit for purchase of transportation revenue” the letter says. electric vehicles. Combined with federal subsidies, this would allow Oregonians The chairs believe a key conclusion from to save up to $12,500 on the purchase these two studies is that a VMT fee of an all-electric car. Success of these serves to advance several priorities incentives would accelerate declines in simultaneously: reducing congestion, gas tax revenue. reducing emissions, encouraging the use of alternate modes, and identifying The Governor has proposed requiring a sustainable long-term funding installation of mileage-counting devices methodology. only in new vehicles and charging mileage only on Oregon roads. Status: The three states envisage a multi-state effort in the Interstate 5 corridor to take the concept further (continued on next page)

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

Highway User Taxation A sensitive Based on Miles Driven (VMT) political issue, (continued) notwithstanding apparent Drivers from outside the state would be technical charged the gas tax. However, the solutions, is interstate aspect (especially given that assuring the Portland is a bi-state metro area) privacy of trip immediately raises the question of a information. federal policy that would affect Another important issue, as noted manufacturers nationally. This prospect above, is whether the new tax would is increased by the fact that the states entirely replace or partly supplement of Ohio, Pennsylvania, Colorado, Rhode motor fuel taxes for freight and/or Island, Minnesota, and Texas have also personal vehicles. expressed interest in Contacts: phasing out the John Chalker gas tax and Chair, California Transportation replacing it with a Commission tax on miles Phone: 916-654-4245 driven. Gail Achterman Financing: Chair, Oregon Transportation Oregon has Commission acknowledged that it would not be able Phone: 503-986-3450 to make the change without assistance from the federal government or a Dan O’Neal consortium of states. Oregon DOT has Chair, Washington State made a proposal to Congress that the Transportation Commission next federal transportation authorization Phone: 360-705-7070 bill should set a six-year timetable to complete development of a mileage- James Whitty based highway user tax system that Director, Office of Innovative would be implemented in the following Partnerships and Alternative Funding six-year cycle. Oregon Department of Transportation Phone: 503-986-4284 This commitment would include funding [email protected] to identify and design the best system and operating technology. The ODOT Lynn Averbeck proposal calls for working groups within Project Director, Office of Innovative USDOT and an independent oversight Partnerships and Alternative Funding body. The proposal also would give the Oregon Department of Transportation USDOT Secretary authority to require Phone: 503-731-4663 on-board equipment in new vehicles to [email protected] speed the transition to the new tax.

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

Concept: the next major freeway interchange, the Distance and traveler can expect to pay a toll that falls between the minimum and the toll Congestion-Based to go all the way to the interchange. Dynamic Pricing The new FasTrak system is the most advanced in the world. A sophisticated Description: Vary highway user toll by identification system based on individual a combined calculation based on transponders tracks where and when distance traveled and level of each vehicle enters and exits the lanes, congestion measured on a real-time automatically calculates the toll, and basis. flags violators for enforcement by the California Highway Patrol. Specifics: The San Diego Association of Governments has developed a nationally The eight miles of added Express Lanes recognized application of variable tolling on I-15 will have new conveniences / value pricing on Interstate 15. Every including multiple entrances and exits, few minutes, the automated system and an upgraded “dynamic tolling” recalculates the toll rate based on the system. Direct access ramps – another level of traffic in the I-15 corridor to new feature – allow users to enter and make sure traffic flows freely in the exit the Express Lanes Express Lanes. from the transit stations along I-15. The transit Status: When another eight miles of stations provide parking Express Lanes opened recently on I-15, for carpoolers/ a new distanced-based dynamic pricing vanpoolers and transit system was also launched. Under this riders. state-of-the-art system, transponder- equipped FasTrak customers accessing San Diego built strong support for the the Express Lanes pay a toll based on toll lanes by using part of the revenue the distance they travel in the lanes and for improved transit service, creating a a rate per mile for their entry location, win-win for three constituencies: drivers adjusted for level of congestion. willing to pay a toll to save time in an express lane, drivers using general- The toll rate posted on signs located purpose lanes that became less just before each of the entrances to the crowded, and transit riders who gained Express Lanes will state the minimum service improvements paid for by auto toll drivers can expect to pay if they tolls. enter the facility, regardless of their eventual exit location. The signs also Contact: will advise on one or more possible Derek Toups fares for longer trips to upcoming Project Manager freeway interchanges. Associate Regional Planner, San Diego Association of Governments If traveling to a destination somewhere Phone: 619-699-1907 between the first possible exit point and [email protected]

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

Conclusion In our time, perhaps the greatest service we can perform is to connect It is axiomatic that if the best of what is large and complex bodies of knowledge being done anywhere were being done with the sense of possibility about a everywhere, the system it serves would preferred future – and then to provide a function well. The findings offered here critical path for moving in that direction. describe best practices and best concepts. At the moment, they are far By combining creativity with discipline, from universally applied. the intent is to offer a “Clean, Green and Smart” Best Practices Manual The “Clean, Green and Smart” project is structured for effectiveness and impact about the power of connection - not so that its contribution to our individual only connection among technologies, and collective legacy is solid and secure. strategies and policies but connection If so, we will have done part of the among people who believe in an open- necessary work. source environment to identify, develop and implement innovations.

A network such as this, with its vast range of content, can only be held together by the intelligence, energy and commitment of its participants. Working separately in specific areas of effort, we are united by an intention to make a major contribution that will help reconcile human mobility with environmental survival. The goal is to create a partnership between the planet and its people, applied through the unique West Coast spirit that combines high technology with high quality of life.

The intent of this document is to describe a specific path by which each of us may participate in building such a legacy. In the words of Chief Justice Oliver Wendell Holmes, Jr., “Each of us must be part of the great issues of our time, at the peril of being judged not to have lived.” Thus the legacy is not only for the collective future but is personal history for each of us.

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

104