1. Applications for the Environment: Real-Time Information Synthesis (AERIS) “ Cleaner Air Through Smarter Transportation ” J.D. Schneeberger 2014 Joint Western/Midwestern ITE District Annual Meeting Session 3C: Case Studies of Projects Aimed at Reducing Delay and Air Emissions 30 June 2014

2. 2 U.S. Department of Transportation ITS Joint Program Office Overview 1.Connected Vehicle Overview 2.AERIS Research Program 3.Initial Modeling Results 4.Next Steps 5.How to Get Involved (or Stay Involved) in the AERIS Program

3. 3 U.S. Department of Transportation ITS Joint Program Office Transportation Challenges Safety 32,367 highway deaths in 2011 5.3 million crashes in 2011 Leading cause of death for ages 4, 11–27 Safety 32,367 highway deaths in 2011 5.3 million crashes in 2011 Leading cause of death for ages 4, 11–27 Mobility 5.5 billion hours of travel delay $121 billion cost of urban congestion Mobility 5.5 billion hours of travel delay $121 billion cost of urban congestion Environment Transport sector accounts for 27% of GHG emissions and 70% of petroleum consumption Surface vehicles represent almost 84% of the transport sector GHG in the US 2.9 billion gallons of wasted fuel Environment Transport sector accounts for 27% of GHG emissions and 70% of petroleum consumption Surface vehicles represent almost 84% of the transport sector GHG in the US 2.9 billion gallons of wasted fuel

4. 4 U.S. Department of Transportation ITS Joint Program Office Fully Connected Vehicles Infrastructure Data: Signal Phase and Timing, Drive 35 mph, 50 Parking Spaces Available Infrastructure Data: Signal Phase and Timing, Drive 35 mph, 50 Parking Spaces Available Vehicle Data: Latitude, Longitude, Speed, Brake Status, Turn Signal Status, Vehicle Length, Vehicle Width, Bumper Height Vehicle Data: Latitude, Longitude, Speed, Brake Status, Turn Signal Status, Vehicle Length, Vehicle Width, Bumper Height

5. 5 U.S. Department of Transportation ITS Joint Program Office Connected Vehicle Research Program Applications Technology Policy Safety Mobility Environment V2V V2I Real- Time Data Capture Dynamic Mobility Apps AERIS Road Weather Apps Harmonization of International Standards & Architecture Human Factors Systems Engineering Certification Test Environments Deployment Scenarios Financing & Investment Models Operations & Governance Institutional Issues

6. 6 U.S. Department of Transportation ITS Joint Program Office AERIS Research Objectives  Vision – Cleaner Air through Smarter Transportation □ Encourage the development and deployment of technologies and applications that support a more sustainable relationship between surface transportation and the environment through fuel use reductions and more efficient use of transportation services  Objectives – Investigate whether it is possible and feasible to: □ Identify connected vehicle applications that could provide environmental impact reduction benefits via reduced fuel use, improved vehicle efficiency, and reduced emissions □ Facilitate and incentivize “green choices” by transportation service consumers (i.e., system users, system operators, policy decision makers, etc.) □ Identify vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I), and vehicle-to- grid (V2G) data (and other) exchanges via wireless technologies of various types □ Model and analyze connected vehicle applications to estimate the potential environmental impact reduction benefits □ Develop a prototype for one of the applications to test its efficacy and usefulness

7. 7 U.S. Department of Transportation ITS Joint Program Office ECO-SIGNAL OPERATIONS o Eco-Approach and Departure at Signalized Intersections (similar to SPaT ) o Eco-Traffic Signal Timing (similar to adaptive traffic signal systems) o Eco-Traffic Signal Priority (similar to traffic signal priority) o Connected Eco-Driving (similar to eco-driving strategies) o Wireless Inductive/Resonance Charging ECO-LANES o Eco-Lanes Management (similar to HOV Lanes) o Eco-Speed Harmonization (similar to variable speed limits) o Eco-Cooperative Adaptive Cruise Control (similar to adaptive cruise control) o Eco-Ramp Metering (similar to ramp metering) o Connected Eco-Driving (similar to eco-driving) o Wireless Inductive/Resonance Charging o Eco-Traveler Information Applications (similar to ATIS) LOW EMISSIONS ZONES o Low Emissions Zone Management (similar to Low Emissions Zones) o Connected Eco-Driving (similar to eco-driving strategies) o Eco-Traveler Information Applications (similar to ATIS) ii ECO-TRAVELER INFORMATION o AFV Charging/Fueling Information (similar to navigation systems providing information on gas station locations) o Eco-Smart Parking (similar to parking applications) o Dynamic Eco-Routing (similar to navigation systems) o Dynamic Eco-Transit Routing (similar to AVL routing) o Dynamic Eco-Freight Routing (similar to AVL routing) o Multi-Modal Traveler Information (similar to ATIS) o Connected Eco-Driving (similar to eco-driving strategies) AERIS OPERATIONAL SCENARIOS & APPLICATIONS

8. 8 U.S. Department of Transportation ITS Joint Program Office The AERIS Approach Concept Exploration Examine the State-of- the-Practice and explore ideas for AERIS Operational Scenarios Development of Concepts of Operations for Operational Scenarios Identify high-level user needs and desired capabilities for each AERIS scenario in terms that all project stakeholders can understand Conduct Preliminary Cost Benefit Analysis Perform a preliminary cost benefit analysis to identify high priority applications and refine/refocus research Modeling and Analysis Model, analyze, and evaluate candidate strategies, scenarios and applications that make sense for further development, evaluation and research Prototype Application Develop a prototype for one of the applications to test its efficacy and usefulness.

9. 9 U.S. Department of Transportation ITS Joint Program Office Eco-Signal Operations Modeling Overview

10. 10 U.S. Department of Transportation ITS Joint Program Office Modeling Corridor: El Camino Real  A real-world corridor was chosen for analysis and modeling  El Camino Real is a major north- south arterial connecting San Francisco and San Jose, CA  The modeling corridor consisted of: □ A six-mile segment of El Camino Real □ Three lanes in each direction for the majority of the corridor with a 40 mph speed limit □ 27 signalized intersections that were well coordinated / optimized □ Intersection spacing that varied from 650 to 1,600 feet El Camino Real Corridor in Paramics Traffic Simulation Model)

11. 11 U.S. Department of Transportation ITS Joint Program Office Eco-Approach and Departure at Signalized Intersections Application Application Overview  Collects signal phase and timing (SPaT) and Geographic Information Description (GID) messages using vehicle-to- infrastructure (V2I) communications  Collects basic safety messages (BSMs) from nearby vehicles using vehicle-to-vehicle (V2V) communications  Receives V2I and V2V messages, the application performs calculations to determine the vehicle’s optimal speed to pass the next traffic signal on a green light or to decelerate to a stop in the most eco-friendly manner  Provides speed recommendations to the driver using a human-machine interface or sent directly to the vehicle’s longitudinal control system to support partial automation

12. 12 U.S. Department of Transportation ITS Joint Program Office Eco-Approach and Departure at Signalized Intersections Application: Modeling Results  Summary of Preliminary Modeling Results □ 5-10% fuel reduction benefits for an uncoordinated corridor □ Up to 13% fuel reduction benefits for a coordinated corridor ▪8% of the benefit is attributable to signal coordination ▪5% attributable to the application  Key Findings and Takeaways □ The application is less effective with increased congestion □ Close spacing of intersections resulted in spillback at intersections. As a result, fuel reduction benefits were decreased somewhat dramatically □ Preliminary analysis indicates significant improvements with partial automation □ Results showed that non-equipped vehicles also receive a benefit – a vehicle can only travel as fast as the car in front of it  Opportunities for Additional Research □ Evaluate the benefits of enhancing the application with partial automation

13. 13 U.S. Department of Transportation ITS Joint Program Office Eco-Traffic Signal Timing Application Application Overview  Similar to current traffic signal systems; however the application’s objective is to optimize the performance of traffic signals for the environment  Collects data from vehicles, such as vehicle location, speed, vehicle type, and emissions data using connected vehicle technologies  Processes these data to develop signal timing strategies focused on reducing fuel consumption and overall emissions at the intersection, along a corridor, or for a region  Evaluates traffic and environmental parameters at each intersection in real- time and adapts the timing plans accordingly

14. 14 U.S. Department of Transportation ITS Joint Program Office Eco-Traffic Signal Timing Application: Modeling Results  Summary of Preliminary Modeling Results □ Up to 5% fuel reduction benefits at full connected vehicle penetration ▪5% fuel reduction benefits when optimizing for the environment (e.g., CO 2 ) ▪2% fuel reduction benefits when optimizing for mobility (e.g., delay)  Key Findings and Takeaways □ Optimization of signal timings using environmental measures of effectiveness resulted in mobility benefits in addition to environmental benefits □ For the El Camino corridor, modeling results indicated that shorter cycle lengths produce greater benefits than longer cycle lengths  Opportunities for Additional Research □ Consider analysis for different geometries (e.g., grid network) and traffic demands (e.g., a corridor with higher volumes on the side streets) □ Investigate adaptive or real-time traffic signal timing optimization algorithms

15. 15 U.S. Department of Transportation ITS Joint Program Office Eco-Traffic Signal Priority Application Application Overview  Allows either transit or freight vehicles approaching a signalized intersection to request signal priority  Considers the vehicle’s location, speed, vehicle type (e.g., alternative fuel vehicles), and associated emissions to determine whether priority should be granted  Information collected from vehicles approaching the intersection, such as a transit vehicle’s adherence to its schedule, the number of passengers on the transit vehicle, or weight of a truck may also be considered in granting priority  If priority is granted, the traffic signal would hold the green on the approach until the transit or freight vehicle clears the intersection

16. 16 U.S. Department of Transportation ITS Joint Program Office Eco-Traffic Signal Priority Application: Modeling Results  Summary of Preliminary Modeling Results □ Eco-Transit Signal Priority provides up to 2% fuel reduction benefits for transit vehicles  Up to $669,000 annual savings for fleet of 1,000 transit vehicles driving 44,600 miles each on arterials a year; larger fleet of 3,000 vehicles  $2M □ Eco-Freight Signal Priority provides up to 4% fuel reduction benefits for freight vehicles  Up to $649,000 annual savings for fleet of 1,000 city delivery vehicles driving 30,000 miles on arterials each year  Key Findings and Takeaways □ Eco-Transit Signal Priority ▪Reduced emissions for buses; however in some cases, signal priority was detrimental to the overall network ▪Provided greater overall environmental benefits when the bus’ adherence to its schedule was considered by the algorithm □ Eco-Freight Signal Priority ▪Passenger vehicles and unequipped freight vehicles also saw reductions in emissions and fuel consumption, benefiting from the additional green time  Opportunities for Additional Research □ Investigate advanced algorithms that collect data from all vehicles and evaluate impacts of granting priority in real-time

17. 17 U.S. Department of Transportation ITS Joint Program Office Environmental Impacts of Combined Applications 9.6% 25.7% 15.9% 11.2% 25.0% Results assume 100% connected vehicle penetration rate for baseline traffic conditions on El Camino Real Environmental improvements are presented as improvements above baseline conditions (e.g., corridor with well coordinated signal timing plan) Results assume 100% connected vehicle penetration rate for baseline traffic conditions on El Camino Real Environmental improvements are presented as improvements above baseline conditions (e.g., corridor with well coordinated signal timing plan)

18. 18 U.S. Department of Transportation ITS Joint Program Office Impact on the Environment due to Increasing OBE Penetration Rates 2.6% 4.3% 5.8% 8.2%8.3% 9.6% Overall environmental improvements increase with increasing penetration rate Passenger vehicle improvements “plateau” around 65%-80% OBE penetration Improvements in transit are roughly consistent for all levels of OBE penetration rate Overall environmental improvements increase with increasing penetration rate Passenger vehicle improvements “plateau” around 65%-80% OBE penetration Improvements in transit are roughly consistent for all levels of OBE penetration rate

19. 19 U.S. Department of Transportation ITS Joint Program Office Impact of Demand/Congestion The applications are most effective at low levels of congestion, where the applications can better alter vehicle trajectories There are only minor improvements to gain at saturation, since there is little opportunity to push vehicles effectively through the corridor The applications are most effective at low levels of congestion, where the applications can better alter vehicle trajectories There are only minor improvements to gain at saturation, since there is little opportunity to push vehicles effectively through the corridor 11.0% 9.6% 0.9%

20. 20 U.S. Department of Transportation ITS Joint Program Office Opportunities for Future Research  While commercial products do not exist for the Eco-Signal Operations applications (or other connected vehicle applications), the AERIS Program sees opportunities to work with the adopter community to move these concepts toward deployment.  Future research opportunities include: □ Continuing to enhance the underlying algorithms; □ Developing prototypes of the applications to test their efficacy and usefulness; □ Working with the adopter community (e.g., state and local DOTs, vehicle OEMS, traffic control industry, etc.) to pilot AERIS applications in a real-world environment including the USDOT’s CV Pilots initiative; and □ Transferring benefits and lessons learned to entities likely to deploy the applications.

21. 21 U.S. Department of Transportation ITS Joint Program Office How to Get Involved (or Stay Involved) in the AERIS Program  AERIS Program Website: http://www.its.dot.gov/aeris/index.htmhttp://www.its.dot.gov/aeris/index.htm □ Program Overview, News, Published Reports, and Contact Information  2014 AERIS Summer Webinar Series □ Webinar #1: Combined Modeling of Eco-Signal Operations Applications Wednesday, June 25 th, 2014 at 1:00pm ET □ Webinar #2: Preliminary Eco-Lanes Modeling Results Wednesday, July 23 rd, 2014 at 1:00pm ET □ Webinar #3: Preliminary Low Emissions Zones Modeling Results Wednesday, August 20th, 2014 at 1:00pm ET Registration: www.itsa.org/aerissummer2014www.itsa.org/aerissummer2014  AERIS Workshops □ In-person meetings to provide an update on the AERIS Program and solicit stakeholder inputs/feedback on AERIS research ITS JPO Newsletter: http://www.its.dot.gov/its_newsletter.htmhttp://www.its.dot.gov/its_newsletter.htm

22. 22 U.S. Department of Transportation ITS Joint Program Office J.D. Schneeberger Noblis john.schneeberger@noblis.org Contact Information Marcia Pincus Program Manager, Environment (AERIS) and ITS Evaluation USDOT Research and Innovative Technology Administration marcia.pincus@dot.gov