Integrated Construction Zone Traffic Management, Low-Cost Vehicle Detection and Communication Systems for Urban Intersections, Freeways, and Parking Lots, Extracting More Information from the Existing Freeway Traffic Monitoring Infrastructure, BHL Traffic Detector Analysis, Consolidation of BHL Detector System at CCIT, and Development of Portable Detector Diagnostic Tool, Corridor Deployment and Investigation of Anonymous Vehicle Tracking for Real-Time Traffic Performance Measurement, Integrated Ramp Metering Design, Evaluation, and Optimization Platform with PARAMICS Simulations, Causes of Freeway Productivity Decline and the Opportunities for Gain: A Quantitative Study, Measuring the Impact of Changes in Graduated Licensing Laws in California, Smart Parking Management Pilot Project: A Bay Area Rapid Transit (BART) District Parking Demonstration Expansion and Year Two Research Evaluation, Spatial and Temporal Utility Modeling to Increase Transit Ridership, Evaluating Innovative Strategies to Enhance Transit Services & Increase Ridership, A Case-Study Evaluation of California's Chassis: Long Beach and Los Angeles, Experimental Vehicle Platform for Pedestrian Detection, Automatic Steering for Conventional Truck Trailers: Development and Assessment of Operating Concepts for Improving Safety, Productivity and Pavement Durability, Effects of Cooperative Adaptive Cruise Control on Traffic Flow Testing Drivers' Choices of Following Distance, Optimizing the Message on the Changeable Message Sign, Pedestrian/Bicycle Safety in a SMART Corridor, Workzone Safety Improvements through Enhanced Warning Signal Devices, An Evaluation of Semi-Automation Options for Urban Truck Lanes: Improved Performance and Safety in Access to the Ports of Los Angeles and Long Beach, Global Warning Signal Integration as a Tool for Workzone Safety and Efficiency Vehicle/Driver Monitoring for Enhanced Safety of Transit Buses, Productivity and Cost-Effectiveness of Demand Responsive Transit Systems, User Driven Scheduling of Transit Service - Field Operational Test, Factors Influencing Productivity and Operating Cost of Demand Responsive Transit, Toward Deployment of Adaptive Transit Signal Priority System, The Naturalistic Driver Model: Development, Integration, and Verification of Lane Change Maneuver, Driver Emergency and Impairment Modules, Integrated Roadway/Adaptiveup Cruisewith Control System: Safety, Performance,PATH EnvironmentalResearch and near Term Deployment DevelopmentTransportation of a Path Flow Estimator For DerivingSystems Steady-State and Time-Dependent Keeping California in Considerations, Intelligent Origin-Destination Trip Tables, Design, Field Implementation and Evaluation of Adaptive Ramp Metering Algorithms, Development of Hardware-in-the-Loop (HiL) Simulation and Paramics/VS-PLUS Integration, On-Ramp Metering Experiments
Volume 16, No. 1
2010
New Travel Tool Links Commuters to Real-Time Traveler Information Ann Brody Guy
Page 1 New Software Tool Links Travelers to Real-Time Transit Information Page 3 BRT Performance Assessment Page 7 Three Truck Automated Platoon Testing in Nevada Page 10 PATH on Paper
Networked Traveler real-time alerts, left to right: arrival time, train approaching, time left until your stop, next train
T
ransit faces an ongoing crisis of confidence. Many commuters who might otherwise be eager to reduce their energy consumption, CO2 emissions, and stress levels by choosing transit have been so frustrated by late arrivals, mysterious mid-trip delays, and other time-wasting surprises that they prefer their cars — traffic jam or not.
If a perceived lack of reliability is the culprit for underutilization of transit, it begs the question: Can better information change traveler behavior? If seamless, highly accurate transit information across multiple modes of transportation were instantly accessible to travelers before and during their trips, would they make different decisions? California PATH—Partners for Advanced Transit and Highways—is a collaboration between the California Department of Transportation (Caltrans), the University of California, other public and private academic institutions, and private industry. PATH’s mission: applying advanced technology to increase highway capacity and safety, and to reduce traffic congestion, air pollution and energy consumption.
Researchers at the California Partners for Advanced Transit and Highways (PATH), are seeking to answer that question with the Networked Traveler project, a study launched this August that blankets the entire US 101 commute corridor with real-time transit information — that is, information based on the actual GPS-identified location of the transit vehicles, rather than schedule-based arrival times — updated vehicle counts at transit stations, and real-time traffic conditions. Wei-bin Zhang is the Transit Program Lead at PATH Project Manager Wei-bin Zhang says the goals of the project are to reduce the wait time at stations (thus also reducing total trip time), eliminate the frustra-
tions of passenger uncertainty, and assist travelers in choosing transit when the highway is congested. “At its core, this project is meant to be a congestion relief tool that will help balance demand across all dimensions of the transportation network,” Zhang said. Informed Choices The data-rich software tool features a trip planner that uses real-time bus and train arrival times to find the fastest routes. It compares those with drive times based on live traffic conditions, and, for shorter distances, biking times. It functions much like Google’s trip planner, with a starting location and a destination, but the results page displays options for multiple modes in a simple-
The Networked Traveler project instrumented Caltrain with its first real-time train location and arrival information. continued on next page
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to-read grid while not-so-subtle color-coding uses green to show the relative CO2-emission savings among the various modes, and blue to show the option of gaining work and relaxation time, even if transit may take longer than driving. The trip planner also provides potential Park-and-Ride commuters with “smart parking” information, displaying the real-time availability of parking spots at four busy Caltrain stations: Millbrae, Redwood City, Palo Alto, and Menlo Park. For travelers who already know their routes, there is a comprehensive menu of next-bus/next-train arrivals for all transit agencies in the region, one of the Bay Area’s most clogged commute corridors.
Wake-Up Call PATH2Go in-transit services include regularly updated trip-duration times and alerts that tell travelers when their next train or bus is due and when their train is approaching the station, both where they are waiting and where they exit. Alerts can be set to screen text, sound, or vibrate. “We designed the ‘Your stop is approaching’ ping as an aid for commuters who get absorbed in their work or music, as well as for people with hearing and vision disabilities and people traveling in unfamiliar territory,” Liping Zhang said. For driver safety, “geofencing” technology is used to block the cell phone application while a driver is in a moving automobile.
Along for the Ride PATH2Go, the project’s mobile application, has the transit features of the trip planner, and more importantly, includes a series of in-transit alerts that apprise travelers of up-to-the-minute arrival-time adjustments and trip milestones.
Options and More Options For shorter trips, entering an urban segment into the trip planner will yield a bicycle option with estimated times that users can compare to transit and driving.
Users simply plan a trip on the website, then download it to their mobile phone to receive dynamically generated alerts. iPhones, Androids, and Windows-based smart phones are supported.
Project Manager Wei-bin Zhang concedes that sometimes driving will be the best option — for example, when traffic is clear and a traveler is in a hurry. “The project’s larger purpose is to allow travelers to make informed choices,” Zhang said. The comparisons also include cost estimates.
Electronic sensors in the roadway (highlighted) keep track of vehicles entering and exiting the parking lot in real time.
Data receiver at top of pole collects information about the number of cars parked in the Catrain lot.
“Stressing about catching your train only to arrive and find out it’s 10 minutes late is really aggravating,” says Liping Zhang, the project’s lead developer. “We designed these alerts to make trips more predictable and more timeefficient, and to build confidence in the transit experience. If you can stop for your coffee with the certainty that the arrival time showing on your phone is based on your train’s actual location, you will have a more efficient morning and a less stressful trip,” Zhang said.
The Networked Traveler project also provides help for drivers already on the road. The “smart parking” feature is linked to a freeway message sign at Millbrae Avenue on US 101 that displays the available parking at the Caltrain stations. Another linked sign shows a real-time comparison between staying on the freeway and exiting to take Caltrain. “We are encouraging the public to consider using transit, even after they have begun their trip,” said Greg
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BRT Performance Assessment
A Decision Support Tool for the Implementation of Bus Rapid Transit Systems Mark A. Miller, California PATH Aaron Golub, Arizona State University Motivation and Introduction Bus rapid transit (BRT) systems are commonly viewed as an alternative travel mode that helps make bus transit more attractive by enhancing customer service, with the ultimate goals of increasing ridership and contributing to the relief of traffic congestion. BRT is a maturing travel mode with proven operational experience in many parts of the world. It is widely accepted and can deliver services with features that normally are found only with rail service. Many systems have been evaluated in the U.S. and internationally. The implementation of BRT in the U.S., and especially in California, has shown widespread cost-effectiveness and
benefits. The California Department of Transportation (Caltrans) recently adopted a policy supporting the implementation of BRT that requires Caltrans to support BRT projects on the California State Highway System (SHS). However, Caltrans has been concerned about the impacts of implementing BRT strategies on the SHS, but it has lacked a decision support tool to help it understand the potential impacts – benefits and costs – of proposed BRT projects. To address this concern, Caltrans funded a research project that resulted in such a decision support tool, called the BRT Performance Assessment Guidebook or BRT PAG. No single tool can evaluate all impacts of a BRT project for all relevant stakeholders because these projects depend on actual corridor conditions as well as proposed changes under a BRT scenario. Thus, the BRT PAG is a tool of tools that is best used in the early planning stages of the continued on next page
New Software Tool (continued from page 2)
Larson, project manager at the California Department of Transportation (Caltrans), which is supporting the project with the aim of developing tools that will reduce traffic congestion and alleviate traveler stress.
Regional Partners Wei-bin Zhang said that the study’s multi-agency cooperation was key to attaining real-time, region-wide data for multiple modes of transportation. “Getting data for all the parallel systems within this regional commute corridor was critical to providing the quality of information that can build traveler confidence in the network,” Zhang said.
Project partners include the Metropolitan Transportation Commission (MTC), San Mateo County Transit District (SamTrans), which operates Caltrain; Valley Transportation Authority, NAVTEQ, ParkingCarma, and SpeedInfo. The Networked Traveler project equipped Caltrain cars and VTA and San Trans buses with GPS locators, and installed smart parking technology to count cars and transit data Caltrain Park and Ride lots. BART and Muni already generate real-time information that is accessible to third-party application developers; SamTrans provides its bus data to the project.
What’s Next The field test is slated to continue throughout the fall. Researchers will analyze various sources of user input to learn which information is most likely to influence traveler behavior.
iPad showing Carbon Emission savings using transit
vol. 16 no. 1 2010
Lead developer Liping Zhang said the team will use website metrics, survey data, and data from interactive windows on PATH2GO that ask users “Did you find this useful?” to study how and when people use the services and which services were likely to influence user behavior. Zhang said, “We hope to learn whether providing information that is both comprehensive and accurate can improve mobility, decrease traveler stress, and ultimately, help to decrease congestion on the roadways.”
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BRT Performance Assessment (continued from page 3)
Structure of the BRT PAG
BRT project development process. It compiles a wide array of discussions, and links tools and methods into a single structured environment that helps enable BRT implementers such as transit agencies and Caltrans to understand the various impacts of implementing BRT. Consequently, an agency can embark on a more specific and detailed evaluation along one or several of the impact threads discussed in the tool. BRT PAG can also assist agency staff to understand the required elements of an impact study, allowing them to develop detailed scopes of work for follow-on study.
BRT Strategies
The BRT PAG is based on a foundation of BRT system strategies and their impacts on affected stakeholders, methods used to assess these impacts, and quantitative estimates of benefits and costs associated with these impacts. Extensive material on BRT implementations and impacts were examined to determine which stakeholders, BRT strategies, and types of impacts we should include in the guidebook.
A BRT system may be implemented incrementally and with flexibility over time by implementing numerous strategies. BRT systems also may differ in their use of different technologies and infrastructure. The BRT PAG represents this incremental and varying nature of BRT system deployment by using the following strategies:
Station and Lane Access Control
• Queue jumps
• Adding a busway
• Converting a (travel or parking) lane
to a bus lane
Intelligent Transportation Systems
• Transit signal priority
• Collision warning and avoidance
• Lane Assist
• Precision docking
• Fare payment (off-board and on-board)
• Automatic vehicle location
Web Interface to the BRT Performance Assessment Guidebook: http://path.berkeley.edu/BRT-Performance-Assessment-Guidebook-Tool
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strategy and stakeholder pair, there may be many impacts to consider.
• Passenger information (stop/station and
in-vehicle)
Stakeholders
Measurement Methods
A proposed BRT system can impact various stakeholders with their different perspectives and priorities. The BRT PAG considers the following stakeholders:
Methodological approaches and the data used to assess – quantitatively and/or qualitatively – these impacts are included in the BRT PAG:
• Bus riders
• Bus operators
• Cities (local departments of transportation and revenue / finance)
• Businesses
• Pedestrians
• Cyclists
• Caltrans
• Drivers (“local” and through BRT corridor area)
Impacts
• Before-and-after travel time studies and surveys • Analytical and micro-simulation models • Analogy (an estimate based on a synthesis and analysis of actual or similar operating experience)
Benefits and Costs The BRT PAG includes quantitative estimates of the benefits and costs to stakeholders of BRT system strategies.
The impacts that individual BRT system strategies have on different stakeholders can be assessed according to specific measures of effectiveness such as travel time, service reliability, costs, and safety. For each relevant BRT
continued on next page
STAKEHOLDER CATEGORIES BRT SYSTEM STRATEGIES
Bus Riders
Bus Operators
Cities
Businesses
Pedestrians
Cyclists
Caltrans
Drivers (Local)
Drivers (Through)
STATION AND LANE ACCESS CONTROL Queue Jumps Add Busway Convert Parking Lane to Bus Lane Convert Travel Lane to Bus Lane
INTELLIGENT TRANSPORTATION SYSTEMS Signal Priority: Passive Signal Priority: Active/Adaptive Collision Warning/Avoidance Lane Assist (Vehicle Guidance) Precision Docking Fare Payment (Off-Board) Fare Payment (On-Board) Automatic Vehicle Location Passenger Information (Stop/Station) Passenger Information (In-Vehicle)
SECONDARY OR CO-BENEFITS Emissions (local mobile-source and greenhouse gas pollutants) Ridership Land Use and Development
Figure 1 - Main Matrix
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BRT Performance Assessment (continued from page 5)
MAIN
Review of Bus Rapid Transit Information Sources
BRT System Strategy: Stakeholder Group:
Numerous reports and associated documentation from the transit/BRT and ITS fields were reviewed from the following subject matter areas:
BRT SYSTEM STRATEGY
• BRT benefits and costs • BRT planning and deployment • ITS • Automatic vehicle location
IMPACTS
• Collision warning and avoidance • Lane assist and precision docking
MEASUREMENT METHODS
• Passenger information • Transit signal priority
Construction of Tool
RESOURCE DOCUMENTATION
The BRT PAG is a Web-based tool using Microsoft’s Visio program as a platform. Access to the tool is simple and best viewed via Microsoft’s Internet Explorer browser. The Bus Rapid Transit Performance Assessment Guidebook
MAIN
Figure 2 - Flowchart Page Template
Figure 2 provides a flowchart page template including: • Page name: Identifies the BRT system strategy/ stakeholder pair that is the page’s focus • BRT System Strategy: Defines the individual BRT system strategy • Impacts: Describes impacts that the BRT system strategy will have on the corresponding stakeholder group • Measurement Methods: Outlines commonly used analysis tools to derive the impacts • Resource Documentation: Describes documentation for and examples of existing quantitative benefits and costs of the corresponding BRT system strategy on the stakeholder group, along with additional links to resource documents and websites external to the tool. Links back to the Main Matrix are provided at the top and bottom of each flowchart page.
A User Guide explains how everything is steered from the Main Matrix (Figure 1), from which the various impacts of BRT strategies can be investigated. The Main Matrix uses a “button” icon that users click to highlight each BRT system strategy/stakeholder impact pair that has a corresponding flowchart information page. Secondary or co-benefits such as emissions, ridership, and land use and development are also included in the Main Matrix. Once users have clicked a button, they are taken to the corresponding flowchart page.
Future Tool Enhancements The BRT PAG can be improved to assist Caltrans more effectively by: Filling existing information and data gaps in the Flowchart Pages’ “Resource and Documentation” component especially for ITS strategies, e.g., collision warning and precision docking, once such strategies achieve actual BRT revenue service operation and quantitative impacts are measured and documented. Conducting follow-on case studies in which the BRT PAG is applied to specific corridors considered by Caltrans and local area transit agencies for BRT systems implementation; enhancing the tool based on feedback and lessons learned from such case studies. The final report for this research is available online at: http://www.path.berkeley.edu/PATH/Publications/PDF/ PRR/2010/PRR-2010-37.pdf
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Three-Truck Automated Platoon Testing Steven Shladover
P
ATH researchers recently completed three weeks of testing of an automated platoon of tractortrailer trucks on a remote section of highway in Nevada. These tests were designed to show that automated vehicle following in a platoon could be done using dedicated short range communications (DSRC) for vehicle-tovehicle coordination at its standard update interval, and to measure the potential fuel consumption savings associated with aerodynamic drafting.
Background Automated trucks in Austin, Nevada
PATH has been researching truck automation for more than 10 years, and did a series of carefully controlled tests of fuel savings for a two-truck platoon in 2003. The current research is part of the Federal Highway Administration (FHWA) Exploratory Advanced Research Program (EARP) project, “Development and Evaluation of Selected Mobility Applications of VII.” In this project, which is funded by FHWA with Caltrans’s cost share, the PATH research team is working on three distinct applications that can enhance mobility through use of vehicle-vehicle and/or vehicle-roadside wireless
communications using DSRC. In addition to the automated truck platoon, the other applications are cooperative adaptive cruise control and variable speed limits to avert traffic flow breakdowns. These applications can enhance mobility by increasing highway capacity and smoothing traffic flow disturbances, with resulting benefits in reduced fuel consumption and, potentially, emissions as well. For the 2003 truck platoon tests, Caltrans purchased three Freightliner Century Class-8 truck tractors and
Schematic View of Truck Automation Equipment
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View looking down SR-722 showing the 5 mile test section pointed out by the arrow.
Satellite View of Test Site (© Google Earth™ mapping service)
PATH equipped two of them for automated driving, with an emphasis on close vehicle-to-vehicle coordination for vehicle following at short gaps. These trucks were tested on an unused runway at the former Crows Landing Naval Air Station in the California Central Valley near Patterson, California. The runway length of only 2.2 km limited the duration of each test run that could be done while cruising at highway speed. Despite this limitation, a good set of test data was obtained for trucks driving individually and in a two-truck platoon at gaps of 10, 8, 6, 4 and 3 meters. These results showed that during steady cruising at 90 km/h the lead truck could save up to 10% of its fuel consumption and the following truck could save up to 13%.
claims in recent years that this communication update rate is insufficient to support string-stable platooning, so it was important to prove those claims wrong. The third Freightliner truck from the 2003 project was equipped with the same automation capabilities as the other two trucks, and all three were supplied with new DSRC radios operating in the 5.9 GHz band, with the prescribed 10 Hz update rates. A schematic view of one of the fully-equipped trucks is shown on page 7.
The new truck platooning research was needed to demonstrate that string stability can be achieved with a threetruck platoon, in spite of the technical performance limitations of the trucks, and within the default DSRC communication update rate of 10 Hz. There have been some
The basic debugging and low-speed testing of the trucks was conducted on the short test track at the Richmond Field Station, but it was not possible to test the trucks with trailers or at speeds above 40 km/h because of the limited track length. The Crows
Support from Nevada DOT
PATH truck test researchers, together with Nevada DOT Austin maintenance station support staff and truck drivers
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Landing site was no longer available for use, and we searched hard, but ultimately in vain, for comparable sites in California that could be used for truck testing at highway speeds. Fortunately, Nevada DOT (NDOT) is interested in truck automation and is supporting a case study of truck automation for I-80 between the general areas of Reno and Salt Lake City. NDOT was sufficiently interested in the truck platooning technology that they offered use of a section of lightly traveled highway for testing the trucks, shown in a Google Earth view on page 8. This section of Nevada State Route 722 (SR-722) to the west of Austin is straight and flat, and has an average daily traffic volume of only 60 vehicles, so NDOT was willing to provide traffic control to temporarily close the highway while the trucks were on their test runs, for intervals of up to ten minutes at a time.
View from a truck following another in automated platoon. Note reflector at bottom of trailer to provide a consistent target for radar and lidar sensors
NDOT’s Austin maintenance station provided three flaggers to close the highway during testing periods lasting up to ten hours per day, four days a week, and the University of Nevada, Reno, provided student flaggers for an additional two days a week so that the testing could continue outside the normal NDOT work hours. The truck test scenario consisted of starting up from a stop, accelerating to a cruise speed of 87 km/h, and then decelerating to a stop at the end of the test section. The cruise speed level was chosen to avoid complications from inconsistent transmission gear shift speeds among the test trucks when they exceeded this speed, a temporary practical constraint rather than an inherent limitation of the general technical approach. The testing began at gaps of 10 m between trucks and continued at that gap throughout extensive debugging. Only after the performance was consistent and reliable at the 10 m gap did the research team attempt shorter gaps. By the end of the three-week test period, we had data for vehicle following at gaps of 8 m and 6 m as well, so that we can compare the fuel consumption savings at these different gaps.
LED display, indicating proper operation of communication and control systems.
Additional highway-speed testing of the three-truck platoon is planned for next spring, providing opportunities for testing some shorter gaps, as well as operations including speed and grade changes and platoon join and split maneuvers.
View of three trucks near the end of a test run on SR-722
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PATH on Paper An Updated List of PATH Research Publications Effects of Cooperative Adaptive Cruise Control on Traffic Flow: Testing Drivers’ Choices of Following Distances, Steven E. Shladover, Christopher Nowakowski, Delphine Cody, Fanping Bu, Jessica O’Connell, John Spring, Susan Dickey, David Nelson, 114 pp., UCB-ITS-PRR-2009-23 Driver Behavior at Rail Crossings: Cost-Effective Improvements to Increase Driver Safety at Public At-Grade Rail-Highway Crossings in California, Douglas L. Cooper, David R. Ragland, 78 pp., UCB-ITS-PRR-2009-24 The Freeway Performance Measurement System (PeMS), PeMS 9.0: Final Report, Pravin Varaiya, 24 pp., UCB-ITS-PRR-2009-25 Exploratory Field Test of Early Fleet Niches for Hydrogen Fuel Cell Vehicles and Fueling Infrastructure, Elliot Martin, Susan A. Shaheen, Timothy E. Lipman, Jeffrey Lidicker, 47 pp., UCB-ITS-PRR-2009-26 A Combined Quantitative and Qualitative Approach to Planning for Improved Intermodal Connectivity at California Airports, Xiao-Yun Lu, Geoffrey D. Gosling, Avi Ceder, Steven Tung, Kristin Tso, Steven Shladover, Jing Xiong, and Sangwon Yoon, 366 pp., UCB-ITS-PRR-2009-27 Liability and Regulation of Autonomous Vehicle Technologies, Nidhi Kalra, James Anderson, Martin Wachs, 71 pp., UCB-ITS-PRR-2009-28 Feasibility Study for the Use of Biodiesel in the Caltrans Fleet, J. Wayne Miller, Thomas D. Durbin, 124 pp., UCB-ITS-PRR-2009-29
The Naturalistic Driver Model: Development, Integration, and Verification of Lane Change Maneuver, Driver Emergency and Impairment Modules: Final Report, Delphine Cody, Swekuang Tan, 22 pp., UCB-ITS-PRR-2009-34 VII California: Development and Deployment: Lessons Learned, Jim Misener et al, 194 pp., UCB-ITS-PRR-2009-35 Optimal Sensor Requirements, Xuegang (Jeff) Ban, et al., 259 pp., UCB-ITS-PRR-2009-36 Bicycle Detection and Operational Concept at Signalized Intersections, Steven E. Shladover, ZuWhan Kim, Meng Cao, Ashkan Sharafsaleh, Jingquan Li, Kai Leung, 59 pp., UCB-ITS-PRR-2009-37 Assessment of the Applicability of Bus Rapid Transit on Conventional Highways -Case Study Feasibility Analyses Along the Lincoln Boulevard Corridor, Alex Skabardonis, Mark A. Miller, Irene Yue Li, Robert Cervero, Jin Murakami, Zhijun Zou, Neal Richman, Norman Wong, 123 pp., UCB-ITS-PRR-2009-38 Tools for Operations Planning (TOPL2), Pravin Varaiya, 9 pp., UCB-ITS-PRR-2009-39 Developing Operating Rules and Simulating Performance for One-dedicated -lane Bus Rapid Transit/Light Rail System, H.-S Jacob Tsao, Yasser Dessouky, Kevin Ingham, Rocky Ongkowidjojo, Jason R. Tsao, 87 pp., UCB-ITS-PRR-2010-1
Travel Behavior of Immigrant Groups in California, Susan Handy et al., 43 pp., UCB-ITS-PRR-2009-30
EasyConnect II: Integrating Transportation, Information, and Energy Technologies at the Pleasant Hill BART Transit Oriented Development, Caroline Rodier, Susan A. Shaheen, Tagan Blake, Jeffrey R. Lidicker, Elliot Martin, 136 pp., UCB-ITS-PRR-2010-2
TASK A-3: Examining the Linkages between Electronic Roadway Tolling Technologies and Road Pricing Policy Goals, Alexander Demisch, Hiroyuki Iseki, Brian D. Taylor, 50 pp., UCB-ITS-PRR-2009-31
An Evaluation of the Consequences and Effectiveness of Using Highway Changeable Message Signs for Safety Campaigns, Caroline Rodier, Rachel S. Finson, Jeffrey Lidicker, Susan A. Shaheen, 96 pp., UCB-ITS-PRR-2010-3
Task B-2: Status of Legislative Settings to Facilitate Public Private Partnerships in the U.S., Hiroyuki Iseki, Jeanette Eckert, Kansai Uchida, Ryan Dunn, Brian D. Taylor, 53 pp., UCB-ITS-PRR-2009-32
Commercial Vehicle Parking in California: Exploratory Evaluation of the Problem and Solutions, Caroline J. Rodier, Susan A. Shaheen, Denise M. Allen, Brenda Dix, 41 pp., UCB-ITS-PRR-2010-4
Optimal Use of Changeable Message Signs for Displaying Travel Times, Xuegang (Jeff) Ban, Yuwei Li, Jean-Davi Margulici, 86 pp., UCB-ITS-PRR-2009-33 10
All papers available online at: http://www.path.berkeley.edu/Publications
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Addressing Equity Challenges to Implementing Road Pricing, Brian Taylor, Rebecca Kalauskas, Hiroyuki Iseki, 69 pp., UCB-ITS-PRR-2010-5
vol. 16 no. 1 2010
Deliver a Set of Tools for Resolving Bad Inductive Loops and Correcting Bad Data, Xiao-Yun Lu, ZuWhan Kim, Meng Cao, Pravin Varaiya, Roberto Horowitz, 88 pp., UCB-ITS-PRR-2010-6
Driver/Pedestrian Behavior at Marked and Unmarked Crosswalks in the Tahoe Basin, Meghan Fehlig Mitman, Douglas Cooper, Brooke DuBose, Swati Pande, 160 pp., UCB-ITS-PRR-2010-18
Improving Performance of Coordinated Signal Control Systems Using Signal and Loop Data, Meng Li, Liping Zhang, Myoung Kyun Song, Guoyuan Wu, Wei-Bin Zhang, Lihui Zhang, Yafeng Yin, 141 pp., UCB-ITS-PRR-2010-7
Weaving Analysis, Evaluation and Refinement, Alexander Skabardonis, Amy Kim, 156 pp., UCB-ITS-PRR-2010-19
Cal Poly Pomona EDAPTS Test Deployment, Xudong Jia, Jeff Gerfen, Neil Hockaday, Bruce Chapman, 68 pp., UCB-ITS-PRR-2010-8 San Diego I-15 Integrated Corridor Management (ICM) System: Stage II (Analysis, Modeling, and Simulation), Mark A. Miller, Alexander Skabardonis, 63 pp., UCB-ITS-PRR-2010-9 On-Ramp Metering and Commuter Delay: A Before and After Study, Kwangho Kim, Michael J. Cassidy, 39 pp., UCB-ITS-PRR-2010-10 Smart Parking Pilot on the Coaster Commuter Rail Line in San Diego, California, Caroline Rodier, Susan A. Shaheen, Tagan Blake, 91 pp., UCB-ITS-PRR-2010-11
Cooperative Intersection Collision Avoidance System (CICAS): Signalized Left Turn Assist and Traffic Signal Adaptation, Jim Misener, et al., 252 pp., UCB-ITS-PRR-2010-20 Assessing Automated Speed Enforcement in California, Ching-Yao Chan, Kang Li, Joon-Ho Lee, 76 pp., UCB-ITS-PRR-2010-21 Evaluation of an Animal Warning System Effectiveness, Mohammad (Askan) Sharafsaleh, Marce Huijser, Tom Kuhn, John Spring, Jonathan Felder, 78 pp., UCB-ITS-PRR-2010-22 Safetrip-21: Connected Traveler, Raja Sengupta, et al, 144 pp., UCB-ITS-PRR-2010-23 Evaluation of Wet Weather Accident Causation Criteria, Soon Mi Oh, David R. Ragland, Ching-Yao Chan, 43 pp., UCB-ITS-PRR-2010-24
Seamless Travel: Measuring Bicycle and Pedestrian Activity in San Diego County and its Relationship to Land Use, Transportation, Safety, and Facility Type, Michael G. Jones, Sherry Ryan, Jennifer Donlon, Lauren Ledbetter, David R. Ragland, Lindsay Arnold, 234 pp., UCB-ITS-PRR-2010-12
Development and Evaluation of Selected Mobility Applications for VII, Steven E. Shladover, Xiao-Yun Lu, Delphine Cody, Christopher Nowakowski, Zhijun (Tony) Qiu, Andy Chow, Jessica O’Connell, Jaap Nienhuis and Dongyan Su, 213 pp., UCB-ITS-PRR-2010-25
Development of an Adaptive Corridor Traffic Control Model, Will Recker, Xing Zheng, Lianyu Chu, 70 pp., UCB-ITS-PRR-2010-13
VII California: Development and Deployment Proof of Concept and Group-Enabled Mobility and Safety (GEMS), Jim Misener, et al, 141 pp., UCB-ITS-PRR-2010-26
Evaluation of Traffic and Environment Effects on Skid Resistance and Safety Performance of Rubberized Opengrade Asphalt Concrete, Soon Mi Oh, David R. Ragland, Ching-Yao Chan, 56 pp., UCB-ITS-PRR-2010-14
Planning the Development of a Commercial Motor Vehicle Virtual Weigh Station Technology Testbed, Mark A. Miller, Ashkan Sharafsaleh, , UCB-ITS-PRR-2010-27
Rest Areas – Reducing Accidents Involving Driver Fatigue, Ipsita Banerjee, Joon ho Lee, Kitae Jang, Swati Pande, David Ragland, 333 pp., UCB-ITS-PRR-2010-15 Ramp Metering Design Tools and Field Test Implementation of Queue Control, Rene O. Sanchez, Gabriel Gomes, Roberto Horowitz, Pravin Varaiya, UCB-ITS-PRR-2010-16 ITS Band Roadside to Vehicle Communications in a Highway Setting, Susan Dickey, Jared Dulmage, Ching-Ling Huang, Raja Sengupta, 109 pp., UCB-ITS-PRR-2010-17
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CARTESIUS and CTNET - Integration and Field Operational Test, Michael G. McNally, Craig R. Rindt, UCB-ITS-PRR-2010-28 Relieve Congestion and Conflicts Between Railroad and Light Rail Grade-Crossing Intersections, Wei-Bin Zhang et al, 62 pp., UCB-ITS-PRR-2010-29 Develop Methods to Reduce or Prevent Backing Crashes, Douglas L. Cooper, Sarah Duffy, Phyllis Orrick, David R. Ragland, UCB-ITS-PRR-2010-30 Removing Barriers for Seniors at Transit Stops and Stations and the Potential for Transit Ridership Growth, Rhianna Babka, Jill F. Cooper, David R. Ragland, UCB-ITS-PRR-2010-31
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Estimating Pedestrian Accident Exposure, UC Berkeley Traffic Safety Center, UCB-ITS-PRR-2010-32 Causes of Pedestrian and Accident Traffic Fatalities, Lindsay S. Arnold, et al, 244 pp., UCB-ITS-PRR-2010-33 Factors that Determine Bicycle and Pedestrian Collision Rates, David R. Ragland, 79 pp., UCB-ITS-PRR-2010-34 Field Operational Tests of Adaptive Transit Signal Priority Systems (ATSP), Meng Li, et al, 112 pp., UCB-ITS-PRR-2010-35 Effectiveness of Adaptive Traffic Control for Arterial Signal Management: Modeling Results, Alexander Skabardonis, Gabriel Gomes, 93 pp., UCBITS-PRR-2010-36 Development of Bus Rapid Transit Performance Assessment Guide Tool, Mark A. Miller, Aaron Golub, 29 pp., UCB-ITS-PRR-2010-37
Intellimotion Keeping up with California PATH Research in Intelligent Transportation Systems
Intellimotion is a quarterly newsletter edited and designed by California PATH.
California PATH Director:Bill Stone Design and Layout Alexander SkabardonisJay Sullivan Multimedia Specialist For more information or to offer comments about this newsletter, please write, call, fax or e-mail: California PATH 1357 South 46th Street, Bldg. 452 Richmond, CA 94804-4648 Tel: 510/665-3406 FAX: 510/665-3537 e-mail:
[email protected] http://www.path.berkeley.edu Photos by Jay Sullivan
Commercial Motor Vehicle Inspection and Screening Stations: Evaluating Performance from the Perspective of Practitioners, Mark A. Miller, Antonios Garefalakis, 79 pp., UCB-ITS-PWP-2009-7 EDAPTS Test Deployment: System Installation and Technical Review Report, Xudong Jia, Ryan Beasley, Jeff Gerfen, Neil Hockaday, Bruce Chapman, 356 pp., UCB-ITS-PWP-2009-8 Are Public-Private Partnerships a Good Choice for U.S. Highways? A Review of the Literature, Hiroyuki Iseki, Brian D. Taylor, Kansai Uchida, 49 pp., UCB-ITS-PWP-2009-9 Commercial Motor Vehicles’ Safety - A California Perspective, Gen Giuliano, Jiangping Zhou, Peter McFerrin, Mark A. Miller, UCB-ITS-PWP-2010-1
Partners for Advanced Transit and Highways Director Caltrans Management Liaison
Alexander Skabardonis Homar Noroozi
Primary funding provided by:
Member
ITS California Intelligent Transportation Society of California
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ISSN-1061-4311 Printed on recycled paper
