LTC, Jack R. Widmeyer Transportation Research Conference, 11/04/2010

Inland Empire
Clusters of Opportunity Project
Transportation/Logistics
ACTION PLAN HIGHLIGHTS

Priority Opportunities
New/Expanding Markets:
• Increased import and export business forecast
through 2015 in the Inland Empire
New Products:
• New Technology (transportation vehicles)
- Diesel engine retrofits per CARB regulations
- Other alternative fuels
• New technology (software to cut fuel usage)
New Processes:
• Consolidation of warehouses (So. Cal. trend)
• Available and more attractive space – more
opportunities for new technology adoption

Priority Requirements
Workforce Development
• Technical training programs
• Career awareness – high school and college
(changing the perception of young people about
the industry)
• Basic work ethic, soft skills (employability
training)
Economic Development
• Streamline / redesign regulations & incentives
• Transitional assistance to meet mandates
• Innovative local government response to fast-
changing vehicle technology
• Inform local businesses of new technologies

Measurable Outcomes
• Increased # of program completers in technical
fields and # employed
• # of internships or other work share models
• Soft skills training developed and implemented (#
of program completers)
• Utilizing partners to reach out to businesses
• # of businesses to explore new technologies
• A strategy for attracting new businesses into the
region
• New fast-track permit structures created

Priority Strategies
• Develop marketing campaign to attract high
school grads to logistics industry
• Develop best practices for a work-share model
• Identify long-term employer training needs
• Use OJT funds to incentivize employers to hire
new grads
• Identify bottlenecks and possible solutions
• Top-down review of incentives and change them
to promote our objectives
• Pursue state and federal funding for new
technology adoption
• Contact military bases to check out new tech

POTENTIAL IMPLEMENTATION COMMITMENTS
Local & Regional Partners State
Government
Partners
Federal
Government
Partners
Other
Partners
Public Private
Workforce
Development
-San Bernardino
Co WIB
-Riverside Co
WIB
- Regional ROPs
-ATTEi/College
of the Desert
-regional
colleges
-Prof Dev Center,
SBCCD
-CSU SB Lennar
Transportation
Center
•Apex Logistics
•Distribution Mgt
Assoc.
•Dalton Trucking
•Schneider Logistics
•Sunrise Ford
•Technicolor
•Bremach
•Boshart
Engineering
•Complete Coach
Works
•Decuir Engine
Technologies
•SunEcoEnergy
CA Energy
Commission
CWIB
AQMD
CA Trucking
Association
ETP
DOL EDF

POTENTIAL IMPLEMENTATION COMMITMENTS
Local & Regional Partners State
Government
Partners
Federal
Government
Partners
Other
Partners
Public Private
Economic
Development
-San
Bernardino Co
EDA
-Riverside Co
EDA
•Apex Logistics
•Distribution
Mgt Assoc.
•Dalton Trucking
•Schneider
Logistics
•Sunrise Ford
•Technicolor
•Bremach
•Boshart
Engineering
•Complete
Coach Works
•Decuir Engine
Technologies
•SunEcoEnergy
CA Energy
Commission
AQMD
CA Trucking
Association
GoED
U.S. Dept of
Commerce
U.S. Dept of
Energy
National
Renewable
Energy
Laboratory
(NREL)
EDF
National
Association of
Clean Air
Agencies
Alternative
Fuel & Vehicle
Institute
(AFVi)

12
Current Policy Initiatives
and Future Research
Needs
Huasha Liu
Director, Land Use and Environmental PlanningNovember 4, 2010
SOUTHERN CALIFORNIA ASSOCIATION of GOVERNMENTS
www.scag.ca.gov

13
 1) SCAG Organization and Region Overview
 2) Regional Challenges
 3) Completed, Current, and Ongoing
Research Activities
 4) Future Potential Research Initiatives
 5) Funding Opportunities
 6) How to Conduct Research with SCAG
Topics

14
1) SCAG Organization
and Region Overview

190 cities
19 million residents
7.2 million jobs
Largest
Metropolitan
Planning
Organization
SCAG
REGION
Southern California
Association of Governments

17th largest
economy
in the world
Shares the
characteristics of
many nations

Federal and State Government Mandates to
Develop Regional Plans:
Transportation
Planning
-Regional
Transportation Plan
-Federal Transportation
Improvement Program
-Goods Movement
Land Use Planning
-Regional Housing Needs
Assessment
-SB 375: Sustainable
Communities Strategy
-Compass Blueprint
Environmental
Planning
-RTP Program EIR
-Air Quality Planning Program
-Intergovernmental Review
What is SCAG’s role in the Region?

We do not have the authority to: Regulate
Tax
Implement

We do have the authority to:Plan
Program
Study/Research
Monitor
Coordinate

Highlight of Services to Local Jurisdictions
• SCAG GIS Services
– Software training and data assistance for
cities and counties to support local planning
• Compass Blueprint Program
– 84 Demonstration Projects Completed
– $7.4 million awarded since 2005
– $5 million will be awarded per year from this
year forward
• Green Cities Recognition Awards
– New incentive program promoting GHG
reduction
– $2 million per year in cash awards from this
year forward

SCAG
LOCAL COMMUNITY
FEDERALSTATE
Subregions
General Public
Planning Orgs.
Transportation Orgs.
Transportation
Commissions
Air Quality Management
Districts
Highway (FHWA)
Transit (FTA)
Aviation (FAA)
Railroad (FRA)
Environment (EPA)
Housing (HUD)
Transportation
(DOT/CTC/BT&H)
Air Quality (CARB)
Councils of Government
(CALCOG)
Housing (BT&H)
Requires Close Collaboration with Partner
Agencies in the Region

Anticipated growth of 4 million
people and 2.4 million jobs to the
region by 2035
Like adding two
cities the size of
Chicago between
2000 & 2035
Economy/Jobs
Traffic Congestion
Aging Population & Economic Impacts
Air Quality
Energy and Resources
Urban Sprawl
Public Health
Housing Affordability
Shrinking Federal & State Funding
Regional Challenges

0-20 yrs 21-64 yrs 65+ yrs
5.9
million
31%
2.0
million
11%
2010
6.6
million
29%
12.6 million
55%
3.8
million
17%
2035
0-20 yrs 21-64 yrs 65+ yrs
11.2 million
59%
Percentages do not add to 100% due to rounding
Source: SCAG, Local Input/General Plan Growth Forecast, March 2010
Huge Shift in the Age of Population
in SCAG Region

Household Type 1960 2000 2005 2040
HH with Children 48% 33% 32% 27%
HH without Children 52% 67% 68% 73%
Single-Person HH 13% 26% 31% 34%
Source: Dr. Arthur C. Nelson, Presidential Professor & Director of
Metropolitan Research, University of Utah.
“Traditional” Households on the Wane in
the U.S.

3) Completed, Current, and Ongoing
Research Activities

Examples of Completed Research
• Transportation System Research
– Metro Gold Line Corridor Study (UCLA)
– Port and Modal Elasticity Study Phase II (Consultant)
• Socio-Economic Analysis
– Wage and Job Dynamics (Cal Lutheran University)
• Model/Tool Development
– Envision Tomorrow scenario builder (Consultant)

Examples of Current Research
– Congestion pricing analysis (Consultant)
• Environmental Planning Research
– Climate & Economic Development Project (Consultant)
– Activity-based transportation model (UCSB/ASU/UT)
– Land use model (UC Davis, University of Calgary)
– Sustainability tool (Consultant)
– California Land Opportunity Tracking System (UCLA)

Ongoing Research
• Socio-Economic Analysis
– Regional demographic trends (In-house)
– Aging/ethnic diversity (In-house)
– City level population projections (In-house)
– Spatial distribution of population and employment (In-
house)
– County level population and employment balance (In-
house)
– Parcel data development, improvement, and
dissemination (In-house)

4) Future Potential Research Initiatives

• Travel Behavior Analysis
– Specifically for elderly people, minority groups, and women
– Regional mode choice analysis
– Inter-regional travel analysis
– Household Travel Survey (HTS) data analysis
– Transit accessibility analysis
– Aviation demand forecast
– Seaport and airport truck demand
– Non-motorized travel demand analysis
– Transportation finance analysis
– Dynamic Traffic Assignment and its link to emission model
– Travel Demand Management impact analysis tool
– Heavy-duty truck model
Transportation Planning
Related Research

• Economic Analysis
– Subcenter identification
– Regional economic growth strategy
– Econometric forecast model
– Small area land use, employment, demographic
database
Land Use Planning
Related Research

Environmental Planning Research
• Environmental Justice
• Air quality and emissions model
• Impact Analysis of Potential Land
Use/Transportation Scenarios
– Greenhouse gas emission / Carbon calculator

HUD Sustainable Communities
Planning Grant Program
• Supports multi-jurisdictional regional efforts that integrate
housing, economic development, transportation, resource
planning, and sustainability
• $100 million available through competitive application
process
• Grant was awarded in October 2010
– California was allocated $5.5 million or 5.5% of the total available
funds
– California’s population represents 12% of the national total

California’s Strategic
Growth Council
– The Council is a cabinet level committee that is
coordinating the activities of state agencies to meet the
goals of AB 32 and improve California’s
• Air and water quality
• Natural resource protection
• Housing affordability
• Infrastructure systems
• Public health

• Planning Grant Program
– $66 million total over three grant cycles
– First cycle is $22 million
– Funding has three focus areas
• Local Sustainable Planning (minimum 25% of funds)
• Regional SB 375 Planning (minimum 25% of funds)
• Regional Planning Activities (minimum 10% of funds)
– 20% funding set aside for projects that target
Economically Disadvantaged Communities (EDCs)
– Schedule
• Awards will be announced on November 10th
Growth Council

• Urban Greening Grant Program
– $64 million over three funding cycles
– First cycle is $21.3 million
– Grant Program can fund projects or plans
• Project proposals can be submitted by cities, counties, or
non profits
• Proposals for plans can be submitted by cities, counties,
nonprofits, COGs, MPOs, JPAs, or special districts.
– Schedule
• Funds will be awarded November 2010
Growth Council

SCAG’s University
Partnership Program
• Funding opportunity for regional research
– $250,000 will soon be available for academic research
related to SCAG’s policy objectives
• Establishes a committee of regional academics
– Helps SCAG receive academic input on projects
– Identifies mutual interests for development of possible
joint projects
• Timeframe
– Grant program will be initiated in early 2011

US Department of Energy’s (DOE)
Clean Cities Program
• The Clean Cities Program helps local
organizations establish government-industry
partnerships to reduce petroleum
consumption
– Facilitates information exchange and technology
transfer
– Provides tools to local coalitions
• Alternative Fuels and Vehicles Data Center:
http://www.afdc.energy.gov/afdc/

California Energy Commission
• Alternative and Renewable Fuel and Vehicle Program (AB 118)
– $100 Million Annual Budget
• The program will support projects that meet any of the following
criteria:
– Produce alternative and renewable low-carbon fuels in California
– Decrease, on a full fuel cycle basis, the overall impact and carbon footprint of
alternative and renewable fuels and increase sustainability
– Expand fuel infrastructure, fueling stations, and equipment
– Improve light-, medium-, and heavy-duty vehicle technologies
– Retrofit medium- and heavy-duty on-road and non-road vehicle fleets
– Expand infrastructure connected with existing fleets, public transit, and
transportation corridors
– Establish workforce training programs, conduct public education and
promotion, and create technology centers

– Eligible recipients include:
• Public agencies
• Private businesses
• Public-private partnerships
• Vehicle and technology consortia
• Workforce training partnerships and collaboratives
• Fleet owners
• Consumers
• Recreational boaters
• Academic institutions
– Schedule
• Proposals are due November 30th, 2010
California Energy Commission
(Con’t)

Additional Grant Resources
• Websites:
• bpn.gov (Central Contractor Registration)
• CFDA.gov (Catalog of Federal Domestic Assistance)
• fedpubseminars.com (Federal Publications Seminar)
• Fdncenter.org (Foundation Finder)
• Grants.gov
• Gsa.gov (General Services Administration)
• Recovery.gov
• USAspending.gov
• Whitehouse.gov (Office of Management and Budget- OMB)
• Professional Training & Organizations:
• Federal Publications Seminar (fedpubseminars.com)
• Grant Writing USA (GrantwritingUSA.com)
• Management Concepts (managementconcepts.com)
• Grants Professional Organization (www.grantprofessionals.org)
• National Council of University Research Administrators (NCURA) (www.ncura.edu)
• National Grants Management Association (NGMA) (www.ngma.org)
• Society of Research Administrators (SRA) (www.srainternational.org)

6) How to Conduct Research with SCAG

How to Conduct Research with SCAG
• SCAG procedure:
– Register as a vendor
(http://www.scag.ca.gov/business/index.htm)
– Review RFPs and submit proposal

For more information
please contact
Huasha Liu
Director, Land Use and Environmental Planning
liu@scag.ca.gov
www.scag.ca.gov

On September 27, 2006, Governor Schwarzenegger signed Assembly Bill
32, the Global Warming Solutions Act of 2006.
AB32 is a law that mandates a reduction of greenhouse gas (GHG)
emissions to 1990 levels by 2020. This has resulted in the CARB
“Heavy-Duty Vehicle Greenhouse Gas Emission Reduction Aerodynamic
Efficiency Measure”.
CARB says that significant progress can be made toward the 2020 goal
relying on existing technologies and improving the efficiency of energy
use. These requirements mirror the Federal “Smartway” program. The
GHG regulation focuses specifically on hardware but we have known for
years that that the number one efficiency factor is the driver. And frankly
that is being overlooked.
Mark Sturdevant- Chairperson-
California Trucking Association,
San Bernardino/Riverside Unit

(Directly from the EPA website)
What are the basic specifications for a US EPA Certified SmartWay tractor?
•Model Year 2007 or later engine;
•Integrated cab-high roof fairing;
•Tractor-mounted side fairing gap reducers;
•Tractor fuel-tank side fairings;
•Aerodynamic bumper and mirrors;
Options for reducing periods of extended engine idling (auxiliary power units,
generator sets, direct fired heaters, battery powered HVAC system, and automatic
engine start/stop system); and
Options for low-rolling resistance tires (single wide or dual) mounted on aluminum
wheels.
What is missing?
Driver efficiency training programs.

51
51
19 Years of Federal Truck Engine Emission Changes
1988
1991
199419982002/2004
2007
0.01
1.2
Nitrogen Oxides - NOx (g/bhp -hr)
ParticulateMatter-PM(g/bhp-hr)
In order to meet EPA 07 emissions regulations, traditional exhaust/muffler systems must be
replaced by an Aftertreatment System - (it is not possible to meet EPA 07 emissions
regulations by making changes to the engine alone)

20 years of Reductions to the 2010 Federal Engine Standard for NOx and PM
Department 52
0.10 0.01
0.2
1.2
2.5
4.0
5.0
EPA ‘98
PM [g/hp-hr]
EPA ‘94
North America EPA 2010
EPA ‘02
EPA ‘07
EPA 2010
PM: 0.01 g/hp-hr
NOx: 0.2 g/hp-hr

53
CARB On-Road Truck and Bus Regulation
Tandem Axle Tractor with Sleeper Single Axle Tractor Bus
CARB has passed the most stringent truck emissions regulations in the history of USA transportation.
Between 2011 and 2023 every commercial vehicle #14,001 and greater will have to be retrofitted or
replaced with a newer, low emission truck.
The table to the right shows the number and types of vehicles that
would be subject to the proposed regulation. As can be seen, there
are almost 400,000 in-state vehicles, and just over 550,000
interstate vehicles that operate in California each year. Less than 5
percent of these vehicles are motor coaches and school buses.
Reefer truck Hay truck Drilling rig

54
EPA07 Aftertreatment Device
In order to meet EPA07 emissions regulations the traditional muffler has been replaced by a
new Aftertreatment Device (ATD) or otherwise referred to as a DPF.
Description
TheATDcombines a DOC and DPF to
burn off collected particulate matter
(PM) in a process called ‘regeneration’.
Without adequate temperatures for
regeneration,the filter will continue to
trap PM and eventually plug.
98% of the diesel soot is
trapped in the DPF

55
DEF Level Gauge Lamps DEF Lamp
75% to 100% 4 green lights off
10% to 25% 1 green light off
5% to 10% 1 yellow light on solid
0% to 5% 1 red light flashing on flashing
2010 Engine Operation- Driver Inducements
In addition to the BlueTec hardware is a new DEF gauge. Just like filling up their diesel tank,
drivers will need to remember to watch their DEF gauge and fill it when needed.
FULL
EMPTY
25% Engine Derate
55 MPH Vehicle Speed Limit
Check Engine Lamp
Malfunction Indicator Lamp (MIL)

56
Warning Light (Triggers) – EPA07 Engines
Zone 1Trigger
(AutoRegen)
Zone 2Trigger
(AutoRegen)
Zone 3Trigger
(AutoRegen)
Zone 4Trigger
(ParkedRegen)
Zone 5Trigger
(ParkedRegen)
Series60Truck& Coach
7.6Hrs
315Miles
198kgfuel
13.5Hrs
460Miles
289kgfuel
14.5Hrs
520Miles
327kgfuel
15Hrs
550Miles
345kgfuel
19Hrs
800Miles
502kgfuel
HDEP
(DD13& DD15)
8Hrs
325Miles
203Kg
14Hrs
540Miles
338Kg
15Hrs
600Miles
375Kg
15.5Hrs
625Miles
391Kg
20Hrs
800Miles
500Kg
MBE4000 8Hrs
300Miles
Nofueltrig
16Hrs
450Miles
Nofueltrig
17Hrs
500Miles
Nofueltrig
17.5Hrs
525Miles
Nofueltrig
28Hrs
800Miles
Nofueltrig
MBE900– 9.0”
Low HPUnits
6Hrs
124Miles
30kg fuel
7.5Hrs
174Miles
55kg fuel
8.5Hrs
217Miles
65kg fuel
9Hrs
239Miles
75kg fuel
10Hrs
283Miles
85kg fuel
MBE900– 10.5”
HighHPUnits
8Hrs
280Miles
60kg fuel
9.5Hrs
357Miles
90kg fuel
10.5Hrs
388Miles
105kgfuel
11Hrs
419Miles
115kgfuel
12Hrs
466Miles
140kgfuel
SOLID FLASHING
FLASHING
+
FLASHING
+

Summary of Significant Factors Influencing Fuel Economy
% Penalty
Drivers: Worst to Best drivers within a fleet/industry- (1.8 Mpg) up to 30%
Route: Interstate vs Intrastate (Congested roads) up to 1.2 Mpg 20%
Vehicle Speed: 55 Mph vs 65MPH (.08+ Mpg) Aero dependent 13%
Aerodynamics: Worst to Best Class 8 Tractors at 60 Mph (.55 Mpg) 9%
Aerodynamics : Smartway Dry Van/Reefer vs non-Smartway Van/Reefer (.6Mpg) 6%
Climate: Summer (70F or Higher) vs Winter (25F)- (.75 Mpg) 13%
Wind / Terrain – (.75 Mpg) 13%
Idle Time: 1 Gallon Per Hour of Idling (up to 1.5 Mpg) 20%
Tires: Non -Smartway vs Smartway Low Rolling Resistance(.25 Mpg) 4%
As shown above the “driver” has the single greatest
effect on fuel efficiency and GHG emissions

Garth Hopkins
Chief, Office of Regional and Interagency
Planning
California Department of Transportation
HQ Division of Transportation Planning

California Department
of Transportation (Caltrans)
www.dot.ca.gov
•Caltrans carries out its mission of improving mobility across
California with six primary programs: Aeronautics, Highway
Transportation, Mass Transportation, Transportation
Planning, Administration and the Equipment Service Center;
•Manages more than 50,000 miles of California's highway
and freeway lanes;
•Provides inter-city rail services;
•Permits more than 400 public-use airports and special-use
hospital heliports;
•And work with local/regional agencies.
•The Caltrans Fiscal Year 2009/10 Highlights Report is
available at:
http://www.dot.ca.gov/ctjournal/2010-2/

The Strategic Research Plan
• Approved in
2008/2009
• Driven by research
needs and the
Caltrans Strategic
Plan
• 38 Strategic
Research Questions
(SRQs)
• 9 Priority SRQs

• Organized the SRQs into five groups
– Safety
• SF1 Design and Construction
• SF4 Proactive Safety
– Mobility
• M1 Data
• M2 ICM
• M5 TDM Real Time
• M6 TDM System Elements
– Goods Movement
• M8 Goods Movement
– Climate Change
• ST6 Climate Change
– Infrastructure
• ST9 Transportation Infrastructure
Research
SF4 Proactive
Safety
M5 TDM Real
Time
M2 Integrated
Corridor Mgmt
M1 Data
SF1 Design
Construction
Safety
M8 Goods
Movement
M6 TDM
System
Elements
ST9
Transportation
Infrastructure
ST6 Climate
Change

Presentation Content
Climate Change,
$185,000
GoodsMovement,
$75,000
Infrastructure,
$2,943,000
Mobility,
$1,730,558
Safety, $2,462,605
Priority SRQ Research- Total 10/11 Requestedand Allocated

Summary of Selected Current Climate
Change and Energy Related Research
Projects
•Traffic & Travel Demand Management
•Alternative Fuels/Vehicles
•Data, Modeling & Performance Measures
•Climate Change Adaptation
•Planning and Policy
•Materials

My View of Needed Climate Change & Alternative Fuel
Related Research Topics
Climate Change
•How is climate change going to impact our transportation
infrastructure over the next 100 years?
•How should all levels of government and the private sector
begin to plan for these changes?
Alternative Fuels
•What are some valid estimates of the statewide alternative
vehicle fleet, and what types of fuel will they be using?
•What will be the impacts, and what should Caltrans and the
regional planning agencies be doing to prepare for this?

Caltrans Research Funds
• State Planning and Research Funds – available
through the Caltrans Division of Research and
Innovation – Contact Nancy Chinlund at
nancy.chinlund@dot.ca.gov
• Partnership Planning and State Transit
Planning (5304) Funds – Contact LaNae Van
Valen at laenae.vanvalen@dot.ca.gov

• Elizabeth Ambos, Ph.D., Assistant Vice Chancellor for
Research Initiatives and Partnerships, California State
University Office of the Chancellor
• Sheila Thomas, Dean, Extended Education Office of
the California State University Office of the
Chancellor
CSU-Wide Transportation Research & Education
Programs Group

Performance Evaluation of Bus Lines with
Data Envelopment Analysis
and Geographic Information Systems
Yong Lao, Professor
Division of Social, Behavioral and Global Studies
California State University Monterey Bay
November 4, 2010

Project Background
• Currently public transit agencies are under increasing
pressure to operate more efficiently as the level of
government funding reduces, or as a result of
changing ownerships or regulations.
• The majority of the existing research focuses on the
operations of the public transit system, attempting to
evaluate performances from the management
perspective.
• The characteristics of local population and commuting
pattern largely determine the passenger demand as
well as operational scale for the public transit system.

The Goal
• To combine Data Envelopment Analysis (DEA)
and Geographic Information Systems (GIS) to
examine the performance of the public transit
system in Monterey-Salinas area.
– Operational efficiency: measures the productivity
of a public transit agency, focusing on the input
elements controlled by the management.
– Spatial effectiveness: measures how well the
general public is being served, focusing on the
environmental elements often beyond the control
of the management.

Questions Raised
• What are the operational costs and benefits
associated with a bus line?
• How to identify and create the service corridor,
demographic profile and travel pattern
associated with a bus line?
• How to measure and compare the operational
efficiency and spatial effectiveness of bus
lines?

The Use of GIS
• Overlay and analyze demographic
variables at census tract level.
– Population density (population per sq
miles)
– Population 65 years and over
– Journey to work by bus
– Private vehicle occupancy
– Total disabilities
– Median household income

Using the Weighted Linear Combination Method to
Model the Level of Demand
Data Variables Weight
Population 65 years and over 15%
Journey to work by bus 40%
Private vehicle occupancy 15%
Total disabilities 10%
Median household income 20%

The Level of Service
• Calculate the number of bus stops per census
tract.
• Calculate the level of service by dividing the
number of bus stops by the level of demand at
each census tract.

Data Envelopment Analysis
• Data Envelopment Analysis (DEA) is a
widely used optimization technique to
evaluate efficiencies of decision
making units
• First introduced by Charnes and
Cooper in 1978
• Examples: banks, schools, libraries,
government agencies, etc.

Using DEA to Evaluate MST Bus Lines
• Monterey Salinas Transit (MST)
– Currently the MST transit system serves
a 280 square-mile area of Monterey
County and Southern Santa Cruz County
– With an annual budget of $20.2 million,
MST employs more than 2100 people,
operating 86 vehicles and 50 routes.
• Each bus line is treated as a DMU in
the DEA model.
– There are 24 fixed bus lines

DEA Model Variables
• j: decision making units, j = 1,…,n
• i: input， i = 1,…,m
• r: output， r = 1,…,s
• xij: The i th input for DMU j
• yrj: the r th output for DMU j
• λj: the weight parameter for DMU j
• µ: the level of output
• θ: relative efficiency score, θ = 1/µ

The DEA Model
nj
sryy
mixxts
Max
j
n
j
jrjrj
n
j
jijij
,...,10
,...,1µ
,...,1.
µ
1
1
0
0











Input and Output Variables for the DEA Model
Input Variable Output Variable
Operational
Efficiency
Round Trip Distance
Number of Bus Stops
Operation Time
Total number of
passengers per year
Spatial
Effectiveness
Within ¼ mile of each
bus stop:
Commuters who use
buses
Population 65 and
older
Disabled population
Total number of
passengers per year

The Service Corridor Of A Bus Line

DEA Model Results and Recommendations

DMU
Name
Operational
Efficiency
Spatial
Effectiveness
Group 1: Best performers, bench marks
Line10 1 1
Line26 1 1
Line41 1 1
Line43 0.98992 1
Line9 0.85952 0.71146
Line1 0.70888 0.9474
Line20 0.81071 0.79233

Group 2: Effective performers, should be
supported and subsidized
Line29 0.64766 0.95302
Line5 0.61046 0.9646
Line4 0.52416 1
Line44 0.50752 1
Line28 0.47374 1
Line2 0.4358 1
Line17 0.31974 1
Line24 0.24423 1
Line16 0.22729 0.63025

Group 3: Efficient performers, still has great
potentials to improve
Line25 1 0.0058
Line11 1 0.00649
Line46 1 0.18167
Line42 0.58767 0.02124

Group 4: Worst performers, should be re-planned
or eliminated
Line23 0.33705 0.31493
Line21 0.31237 0.15116
Line27 0.22978 0.05281
Line45 0.34507 0.04755

Comparison of Operational Efficiency and
Spatial Effectiveness
-0.6
-0.4
-0.2
0
0.2
0.4
0.6
0.8
1
1 2 3 4
Bus Line Group
DEAScores
Average Score of
Operational Efficiency
Average Score of
Spatial Effectiveness
Difference

Conclusions
• By combining GIS and DEA, we are able to
closely monitor the commuting pattern,
demographic information, and performance
related to each bus line.
• GIS is mainly used for preparing and analyzing
data for the DEA model.
• The DEA approach can help us to better
understand the impact of socio-economic
environment on business operations.
• The results of the study provide useful
information for improving MST operations and
services.

SB375 Implementation and Integration of
Transportation and Land Use Planning
Center for GIS Research, Cal Poly Pomona
Michael Reibel, Geography
Dohyung Kim, Urban & Regional Planning

Currently in final year of a three year project
Ultimate goal: Help reduce greenhouse gas
emissions (GhG) by assisting in newly
mandated planning efforts that fight sprawl
Strategy: First determine, then help meet
technical assistance needs for increased
geospatial analysis required for compliance
with climate change law SB 375

SB 375
The aim of SB375 is to channel land use
development into higher-density, more
mixed-use and less car dependent patterns to
reduce vehicle miles travelled (VMT) and thus
greenhouse gas (GhG) emissions

• SB 375 creates an integrated planning
process for regional growth
• Lead agencies are metropolitan planning
organizations (MPOs)
• Buy-in from local agencies is essential
• Requires far more integration of land use
planning with transportation planning, and
far more geospatial analysis than was
previously necessary

First Year (2008-2009)
• Performed survey of local transportation
agencies’ geospatial analysis capabilities
• Performed detailed assessment of necessary
steps for SB 375 implementation
• Synthesized previous two steps into a gap
assessment of local transportation agencies’
ability to monitor and contribute to SB 375
planning through their respective MPOs

Second Year (2009-2010)
• Created custom GIS toolkit to perform optimal
growth allocations under the constraints of SB 375
• Substantially automates and simplifies the
mandated planning process
• Through extensive research, created tables of
default local amenity values and their respective
distance decay functions as part of optimal
allocation
• Includes “what-if” scenario planning tools

Third Year (2010-2011)
• Continuing to refine custom SB 375 GIS Toolkit
• Writing a user manual and training materials
• Developing an intensive day-long training
program curriculum for toolkit users
• Working with Cal Poly Pomona College of the
Extended University preparing to offer the
intensive training curriculum to stakeholders
through our extension program

Beyond?
May provide direct technical assistance to
local agencies and/or smaller MPOs in
preparing the Sustainable Communities
Strategies required under SB375

4th Annual Jack R. Widmeyer Transportation Research Conference, 2010
CSULA Hydrogen Station and Power,
Energy and Transportation Program
David Blekhman, PhD
Associate Professor
Power, Energy and Transportation
California State University Los Angeles
111

Outline
• Hydrogen Facility Introduction
• Research Opportunities
• Power, Energy and Transportation Program
• LTC Funded Projects
112

Hydrogen Fueling
• Establish a Sustainable Hydrogen Fueling Facility at Cal State
L.A
– CARB No. 06-618 $2,700,000
– DOE Award #DE-09EE0000443 $475,750
– AQMD, MSRC, Ahmanson Foundation, AAA
113

Design Upgrade
Images are courtesy Leo A Daly
114

The Team and Equipment
• Cal State LA
– Project management
• General Physics
– major equipment
• Weaver
– Leo-A-Daly-architect
– EPC4H2-engineering
– Quantum Technologies-
hydrogen dispensing
– Others
• Major Equipment
– Electrolyzer Hydrogenics
HYSTAT 30—60 kg/day
– 350 bar compressor PDC-4-
1000/7500—0.044 kg/min
– 700 bar compressor Hydro
PAC C12-60-10500XL (2) –0.5
kg/min each
– Storage tanks (3) CPI
8x16247—20kg/350 bar each
115

Equipment Layout and Hydrogen Flow
Walking tours
700bar 700bar
350bar

Electrolyzer
116

Research Opportunities
• Performance Optimization,
Hydrogen Fleet and
Infrastructure Analysis
• Smart Grid: Load Following
with Renewable Power
Generation
– Off-peak load
– Load shedding
• Workforce, Public and
Professional Education
Intermittent wind exceeds load
Electrolyzers demonstrate quick start-stop
without degradation
117

Power, Energy and Transportation
Emphasis Department of
Technology
• TECH 370 Power, Energy and Transportation
• TECH 405 Advanced Engine Design
• TECH 470 Electric, Hybrid and Alternatively Fueled Vehicles
• TECH 474 Power Generation, Distribution and Utilization
(+Smart Grid)
• TECH 476 Electronic and Computer Control Systems
• TECH 478 Fuel Cells, Emerging Technologies
• TECH 478 Photovoltaics, Emerging Technologies
118

Zero Emissions Laboratory
Electro
lyzer
Fuel Cell
Test
Station
H2
Renewable Power Supply and Weather Station
`
H2
NiMHMH
March 25, 2009 Hydrogen
Station Permitting
Workshop organized by
NREL and hosted by
CSULA
Fuel Cell GM and
Toyota SUVs.
Heliocentris: Nexa
Training System
Complete,
Proton-Hogen
GC600 Electrolyzer
119

2010 Hydrogen Design Contest:
Designing a Hydrogen Community
Sponsored and supported by the National Hydrogen Association’s Hydrogen
Education Foundation, the U.S. Department of Energy, Chevron, FuelCellStore, and the
California Fuel Cell Partnership. 5 Tech and 2 ME students on the team.
120

2010 Santa Monica Alt Car Expo
Hydrogen Super Eagle on display and Cal State LA students at 2010 Santa
Monica Alt Car Expo
121

Synergistic Activities
• Hydrogen and fuel Cell Education at California
State University Los Angeles
• Centers of Research Excellence in Science and
Technology Center for Energy and
Sustainability (CEaS)
• Research Experience for Undergraduates Site
in Energy and Sustainability
• Establishing a Demonstration Hydrogen
Fueling Station at Cal State L.A.
• Sempra sponsored senior design
• Southern California Edison: $30,000 donation
for Power, Energy and Transportation
Program
• Leonard Transportation Center at Cal State
San Bernardino: “Building Hydrogen Economy
One Block at the Time,” $5,000; “Effective
Decision Making Starts with an Effective
Curriculum,” $5000.
LTC
SCE
Sempra
REU
CREST
Hydrogen Station
HFCT
Education
122

Building Hydrogen Economy
One Block at the Time
Figure 1: H2A Cash Flow Diagram
http://www.hydrogen.energy.gov/pdfs/review08/an_6_steward.pdf, august 2009
• Assess the costs of H2 production using NREL’s H2A
model
123

Hydrogen Costs
From The Model
0
50
100
150
200
250
300
0 5 10 15 20 25
Analysis Period (Operational Life of the Plant)
PriceofHydrogenperkg($/kg)
Figure 1: Price of Hydrogen per kg vs. Analysis Period
0
5
10
15
20
25
30
35
40
45
50
0 200 400 600 800 1000 1200
Plant Capacity (kg H2/day)
CostofHydrogenperkg($/kg)60 kg / day
Figure 2: Price of Hydrogen per kg vs. Daily
Hydrogen Production Capacity
124

TECH 470 Electric, Hybrid and
Alternatively Fueled
Vehicles
• Lab 1--DC Motors and
Generators: Efficiency and
Losses
• Lab 2--AC Motors: Efficiency
and Losses
– Instructor manual
– Student manual
– Solution manual
Hampden Electric Motor Testing Station
125

END
Questions?
126

What if Crash Data Does Not Mean for
Mapping: Lesson Learned from Crash
Mapping for Riverside County
Do Kim, Ph.D.
Assistant Professor
Department of Urban and Regional Planning
California State Polytechnic University - Pomona

Project Background
• Improvement of bicyclists and pedestrians
safety in Riverside County
– Finding physical environment factors to bicyclists
and pedestrian crashes
– Funded by Leonard Transportation Center

Crash Mapping
• Converting text or tabular data to spatial data
that locates crashes on a roadway map

Crash Data
• Crash data is important data for measuring
safety on highways, but local governments do
not often utilize this data.
• The main reason for the limited uses is the
inefficiency of crash data and its conflicts with
the current crash mapping methodologies.

Riverside County Crash Data Analysis
• Collected from California Statewide Integrated
Traffic Records System (SWITRS)
• 5 year of pedestrian and bicycle crashes (2004
– 2008)
• Total 4,769 crashes were reported during the
period (2,230 bicycle and 2,539 pedestrian
crashes)

Automatic Mapping Using Geocoding
• ArcGIS Geocoding engine is the most well-
known address matching function.
• However, it only matched 1,107 out of 4,769
(23%) crashes after intensive data cleaning
and pre-processing.

Main Issue with Geocoding
• Geocoding engine identifies the locations of
property addresses and intersections.
• However, the large portion of location
information of crash data is certain distance
and direction from intersections
W 500
E 300
S 1000

Matching with Customized Application
• The application moves crash records from
intersections by given distance and direction.
Crash Record = 500 ft South from University Ave. & 1st St.

Results with Customized Application
• Matched 2,094 records more (44%)

Manual Matching
• Most time consuming and labor intensive works
• Need to review the location information of each
individual record one by one using the
customized application
• Systemic conflicts + Human errors

State Road Names vs. Local Names
• Police officers collect state road numbers, but
the street names of roadway network are local
names.

State Road vs. Local Name Resolution
• A street alias table can resolve this issue.
• 629 records (13%) belong to this category.

Multiple Candidate Issue
• Multiple possibilities of a matching point
• ArcGIS Geocoding uses zip codes for zonal
details, crash records do not have the zip codes
Crash Record =
ORANGE ST & 10TH ST

Multiple Candidate Resolution
• Screening with city boundaries
• 159 (3%) crashes
ORANGE ST & 10TH ST at city of Riverside

Human Errors on Data Collection
• Incomplete information
– University Ave & 1st (St)
– (W) Palo BLVD & Main St
• Redundant Information
– Chicago Ave & 1981 Chicago Ave
• Others
– Misspelled street names
– Using place names instead of street names (e.g.
Gateway Plaza)
– And so on…

Human Error Resolution
• Review each individual record one by one and
correct if mistakes are identified
• 587 records (12%) matched

Unmatchable Crashes
• Irresolvable humane errors
Crash Record = CYPRESS AVE & PHILBIN AVE
CYPRESS AVE
PHILBIN AVE

Impacts of The Errors
Crash Record = GRAND AVE & 4TH ST
• Possibly change the crash hotspots by excluding
crashes at particular locations from mapping

Incremental Resolutions
• Reduce human errors by educating police
officers and data entry persons
• Construct better quality of roadway network
data
• Develop street alias tables
• Adopt crash mapping software

MN DOT Case
• Minnesota Crash Mapping Analysis Tool
(MnCMAT)
– Crash mapping and analysis software covering entire
state

FL DOT Case
• Web-based State Crash
Record System
– Police officers pinpoint
crash locations on a map
that displays an aerial
photograph of the area
pulled up directly from
the sever, much like
systems such as Google
Maps or Yahoo Maps.

Impact of Inland Ports on Southern California’s
Freight Transportation Network
Ardavan Asef-Vaziri
Systems and Operations Management
College of Business and Economics
Mansour Rahimi
Industrial and Systems Engineering
University of Southern California
Robert Harrison
Center of Transportation Research
University of Texas

Container Handling 2007: World Total 450 MTEUs
RANK PORT (Country) Million TEUs
1 Singapore (Singapore) 27.9
2 Shanghai (China) 26.2
3 Hong Kong (China) 24
4 Shenzhen (China) 21.1
5 Los Angeles & Long Beach (US) 15.7
6 Yingkou/Liaonian (China) 13.7
7 Busan (South Korea) 13.3
8 Rotterdam (Netherlands) 10.8
9 Dubai Ports (UAE) 10.7
10 Kaohsiung (Taiwan) 10.3
11 Hamburg (Germany) 9.9
12 Qingdao (China) 9.4
13 Ningbo (China) 9.3
14 Guangzhou (China) 9.2
15 Antwerp (Belgium) 8.2
16 Port Kelang (Malaysia) 7.1
17 Tianjin (China) 7.1
18 Tanjung Pelepas (Malaysia) 5.5
19 New York / New Jersey (US) 5.3
20 Bremen (Germany) 4.9

Container Handling SPB Ports: US Total 23 MTEUs
0.0
2.0
4.0
6.0
8.0
10.0
12.0
14.0
16.0
1990 1995 2000 2005
Million TEUs LA Million TEUs LB Million TEUs Total

Strategic Positioning, Essence of Process Flow,
Operational Performance Measures
Process competencies
Customer Value Proposition Customer satisfaction
Customer
expectations
Financial performance



•Flow time reduction is the most
important dimension in the
customer value proposition.
•Straightforward capacity increases
such as more highways and larger
ports, do not work anymore.

US-China Alternative Routes
Narvik, Norway
Vostochny, Russia
Hong Kong, China
Singapore
Rotterdam, Netherlands
Savannah
Norfolk
New York
Prince Rupert, Canada
Savannah
Norfolk
New York
Los Angeles
Colima, Mexico
Ensenada, Mexico

Four Characteristics of Forecasts
• Forecasts are usually (always) inaccurate (wrong).
• Forecasts should be accompanied by a measure of forecast error.
• Aggregate forecasts are more accurate than individual forecasts.
Aggregate forecasts reduce the amount of variability – relative to
the aggregate mean demand. StdDev of sum of two variables is
less than sum of StdDev of the two variables.
• Long-range forecasts are less accurate than short-range
forecasts. Forecasts further into the future tends to be less
accurate than those of more imminent events. As time passes, we
get better information, and make better. prediction.

Strategic Positioning and Smooth Flow
3-4 days
14 days
2-3 days
22 days
31 days

Container Movement in Southern California

Current Practice
220K daily truck VMTs

Inland Port Concept
120K daily truck VMTs
Clean air locomotive/maglev/etc.
Zero-emission vehicles

Inland Port’s Primary Functions
Modal Change
Truck to Train
Unsorted
Containers
on Train
Decreased
Truck VMT
I710, I110
Mobility
Safety
Sustainability
Increased
Port Capacity

Current DS Route
Secondary DS Route
Current Single Stack Route
•Next Day Service to Columbus
•Reduce Transit to Chicago by 1 Day
•Will Shave Approx. 225 Route Miles Off
Each Container Move to Chicago
•Greater Efficiencies
•High Speed Double Stack
Heartland Corridor Route
Port-Heartland High
Speed Doublestack
Corridor

DC/PCs Locations in Southern California

Single Facility Location Model
||||
00
i
m
i
ii
m
i
i YywXxwZ   
Minimize:

Location-Allocation Model
niji
n
j
m
i
ij GPOdwrZ   
),(
1 1
mjmir
n
j
ij ,.....,2,1,,.....,1,01
1

mjCtr j
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i
iij ,.....,2,1
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
Minimize:
Subject to:

DC/PCs Allocated to Each Inland Port

Impact of Inland Ports on Daily VMT
0
50000
100000
150000
200000
250000
0 1 2 3 4 5 6
Inland Ports in Operations
DailyVMT
VenturaN. of Port
E. of LA
Orange
Mira Loma
Commerce

ASRS/AGVS Technology at Inland Port

Smart Dial-a-Ride for Demand-Responsive
Transit
Sponsor: Leonard Transportation Center (CSUSB)
Integration of Bicycling and Walking Facilities
into Urban Infrastructure
Sponsor: Mineta Transportation Institute (SJSU)
Cornelius Nuworsoo, Ph.D.
Associate Professor
Cal Poly, San Luis Obispo

Lessons from Senior Mobility Study
• Survey of seniors revealed:
• (a) seniors in general would prefer on-demand services
as much as, if not more than any other public
transportation mode

• Survey of seniors revealed:
• (b) seniors with physical limitations would prefer on-
demand as much as, if not more than, any other means
of travel; (. . . . group may grow with longevity!)

Why the Preference?
• Relatively dispersed pattern of land development in
metropolitan US on-demand services offer . . .
• the closest type of public transport service to
the overwhelmingly chosen form of personal
transportation, the automobile

The Problem
•Demand-response service is
expensive to provide (Rosenbloom, 2003):
•Of all public transit modes in
California, dial-a-ride transit was:
•(a) least-used,
•(b) least productive
•(c) most subsidized
•Subsidy per ride:
•dial-a-ride: $2.00 to $10.15
•fixed route: $1.16 to $3.89
•(Nuworsoo, 2001, unpublished).
Hierarchies of Transit Operating Ratios -- CA
0%
10%
20%
30%
40%
50%
60%
70%
Single-mode rail Mixed-mode Dial-a-ride
operatingratio

Ray of Hope!
• Some on-demand
operations exhibit
comparable levels
of efficiency to
standard transit!
• How do they do it?
0
10
20
30
40
50
60
70
<2 2-4 4-6 6-8 8-10 >10
NumberofAgencies
Operating Cost Per Passenger Trip ($)
MB
0
10
20
30
40
50
60
70
<2 2-4 4-6 6-8 8-10 >10
NumberofAgencies
Operating Cost Per Passenger Trip ($)
DRT

The Need
• Need to rethink and revamp operation of on-
demand service . . . .if society is to meet future
mobility preferences of very large incoming cohorts of
seniors

Hypothesis
• An efficient and widely available on-demand system:
• . . . . may be viewed as an advanced form of car (or
vehicle) sharing
• . . . . can serve the niche between the private automobile
and fixed route service while society attempts to change
land use patterns to more compact forms that support
additional fixed route service

Project’s Benefits
• Develop efficient concept of operations from cases
• Develop affordable dispatch assistance tool from
concept
• Provide vital senior mobility for expanding cohort
• Provide opportunity for wider vehicle sharing and
connections to fixed-route transit and other terminals
• Contribute to:
• Promote cost savings (users and govt.)
• reduce energy consumption and
• reduce air pollution

Bicycling and Walking Facilities

Motivation
Problem
• Many design guidelines and manuals
• Limited work on user preferences of treatments
Therefore
• Bicycling and Walking Facility study . . . .
• Case study of selected bicycling- & walking-friendly
communities in California :
• Davis
• Palo Alto
• San Luis Obispo

Key Lessons
User Preferences:
• Complete network of separated bicycling & walking
facilities that serve desired destinations
• Majority of respondents would prefer to bike . . .
• 10 to 20 min for work, school, other business
• < 10 min for shopping
• > 30 min for recreation
Implication . . .
• . . . . . This suggests how far away land use and
activities should be placed from residences and
work places to promote bicycling

Key Lessons
User Preferences:
• Ratings of factors in decision to cycle or walk . . .
0 1 2 3 4 5
Travel distance
Quality of facilities for cycling or walking
Climate
Difficulty of terrain
Directness of connections to destination
Availability Facilities for Bicycling or walking
Physical ability
Availability of Bicycle Parking at Destination
Availability of Showers at Destination

Key Lessons
World Trend:
• 3-way separation (autos; bicycles; walkers)
Santa Barbara

Project’s Benefits
• The product is a guide for local level planning that
addresses . . . .
• transferable policies
• infrastructure systems
• public education
• key user preferences
• The guide will help local governments plan for
transportation alternatives that can . . . .
• promote healthy living,
• reduce energy consumption and
• reduce environmental pollution

CHALLENGES FOR TRANSPORTATION
PUBLIC PRIVATE PARTNERSHIP: THE
CASE OF CALIFORNIA’S SR-91
EXPRESS LANES
Anna Ya Ni
California State University-San Bernardino
Jack R. Widmeyer Transportation Research Conference, 2010

PUBLIC PRIVATE PARTNERSHIP
“a contractual arrangement between public and private-sector entities,
typically involving a government agency contracting with a business or non-
profit entity in order to renovate, construct, operate, maintain, and/or
manage a facility or system, in whole or in part, that provides a public
service”—GAO/GGD-99-71
• Characteristics of PPP :
– Involves “two or more actors,” at least one of which is a public entity.
– Each of the participating actors can bargain on its own behalf.
– The partnership involves a long-term, “enduring” relationship.
– Each actor must be able to bring either material or symbolic goods to
the relationship.
– All actors have a “shared responsibility” for the outcomes (pp. 12-13) –
Peters (1998).

TRANSPORTATION PPP
• Design-Build (DB)
• Design-Build-Operate (DBO), Design-Build-Maintain
(DBM), and Design-Build-Operate-Maintain (DBOM)
• Design-Build-Operate-Turnover (DBOT), Build-
Operate-Transfer (BOT), and Design-Build-Warranty
(DBW)
• Build-Own-Operate (BOO), Buy-Build-Operate (BBO),
and Buy/Lease-Develop-Operate (BDO)
• Maintenance and Operation
• Program Management and Strategic Planning

BENEFITS OF TRANSPORTATION
PPP
• Saving Cost
• Sharing Risks
• Expediting Project
• Improving Project Certainty
• Leveraging Expertise
• Encouraging Innovations

CHALLENGES OF TRANSPORTATION
PPP
• Legal Challenges
• Political Challenges
• Financial Challenges
• Risk-Sharing Challenges
• Partnership Challenges
– Interest Diversion
– Information Asymmetry
– Agent Capture
– Accountability

THE SR91 EXPRESS LANES PPP
• Policy Background
– AB 680
• Phase One—Design-Build-Operate
• Phase Two—The Non-Compete Controversy and the Transfer
– The non-compete clause
– AB 1010
• Phase Three—New Operation Contract
• Recent Development
– SB 1316

DISTRIBUTION OF EFFORTS
Development
Stage
Private Public
Land investment Existing state ownership
Plan/environmental
objectives
State transportation plan
Engineering
design/permits
CPTC
Construction CPTC
Tollway operation CPTC
Roadway maintenance Caltrans provides
Roadway policing
California Highway Patrol
provides
*Price (2001)

LESSONS LEARNED
• Gaining public acceptance is critical to the success of
any transport PPP project
• Aligning partners’ interests is fundamental to
sustaining a viable, working partnership
• Public agency needs to build up organizational
capacity for contractual relationship and for
contingencies
• Public officials need to embrace the entrepreneur
spirit that actively takes risk and seeks return-on-
investment

The Clean Truck Program: Implementation of
an Environmental Sustainability Initiative
Christopher B. Clott & Bruce C. Hartman
ABS School of Maritime Policy and
Management
California Maritime Academy

Introduction
• Clean Truck Program is a controversial environmental
sustainability initiative adopted by several major North
American maritime ports as a means of restricting use
of drayage trucks hauling goods to and from port
terminal operations.
• The Port of Los Angeles implementation of Clean Truck
initiative involves environmental considerations, legal
questions, labor and private industry considerations.
• Has national implications for implementation of
regulatory policies on interstate commerce.

Our study probes the following points:
• The issues and interest groups involved in
the effort of seaports to regulate harbor
trucking.
• Harbor trucking pollution policies and
current litigation surrounding the issue.
• Market concerns and economic decisions of
the interest groups involved.
• Individual port decision making.
• Incentive based responses to social policy
imperatives.

Background
I. Containers brought to and from vessels
by short haul diesel trucks connecting
ports with nearby yards, railheads,
warehouses, etc.
II. Until the Clean Truck initiative rigs
primarily operated by independent
owner-operators with older model
trucks working on per contract or per
load basis with low pay and low barriers
to entry.

A. Infrastructure and Pollution Issues
• L.A. Basin regarded as one of most air polluted
regions within United States.
• Growth of trade volume thru LA and LGB in last two
decades led to increased congestion and
concentrated port truck traffic.
• Civil suits filed against Ports on behalf of nearby
residents suffering health problems.
• Federal efforts to reduce diesel truck exhaust have
been ongoing since 1980’s.
• State efforts thru CARB to reduce emissions over and
above Federal EPA regulations.

B. Clean Air Plan
• Progressive goals to ban old trucks from port and
require purchase of new trucks or refitting of trucks
to meet 2007 emission standards.
• Concession agreement part of plan put into place
by POLA would require truckers to operate with
employer driver workforce, phase out owner
operators.
• Concession arrangement opposed by a multitude
of business interests as infringement in violation of
trucking deregulation through Congressional action
in the 1980’s and 90’s.

C. Port Trucking Industry
• Typical port truck driver unable to afford purchase
of newer model trucks or retrofitting without
significant economic support.
• Federal law under the FAAAA Act of 1986
prohibits states and localities from imposing rules
on motor carriers engaged in interstate commerce.
• POLA argued they needed legal authority to enact
policies to protect their financial interests under
“market participant” doctrine.
• The Ports of Long Beach, Oakland, Seattle, Tacoma
and New York/New Jersey have Clean Truck
Programs in operation.

D. Lawsuit and Court Proceedings
• American Trucking Association (ATA)
brought suit against POLA arguing that
concession agreement was violation of
Commerce Clause of the U.S. Constitution.
• In Sept. 2008 U.S. District Court ruled
against ATA allowing Port to proceed with
plan as scheduled.
• FMC first opposed and then supported
Clean Truck Program.

D. Lawsuit and Court Proceedings (cont.)
• ATA appealed to Ninth Circuit Court of
Appeals in 2009, won injunction against
concession agreement.
• Left unchallenged by ATA were aspects
related to older vehicle retirement, truck
registry and other efficiencies.
• In Oct. 2009 Port of Long Beach reached
separate agreement with ATA requiring
drivers to meet environmental guidelines, but
no concession agreement.

D. Lawsuit and Court Proceedings (cont.)
• A civil trial of ATA lawsuit was argued in April 2010
in the U.S. District Court. A ruling on Sept. 10 upheld
the POLA concession agreements. ATA challenged
that decision and on Oct. 27 the Judge granted a
preliminary injunction blocking implementation.
• Ninth Circuit Court of Appeals will hear the case
again in March 2011.
• Case expected to ultimately reach U.S. Supreme
Court on primacy of federal law in interstate
commerce.

E. Labor Involvement?
• Independent owner-operators by law cannot be
organized by labor unions.
• If motor carriers are required to have employee-
drivers by the Port, drivers could be legally
organized.
• Environmental, community and labor groups,
including Teamsters support the POLA position.
• ATA argues that Clean Truck program is primarily a
Teamster backed initiative to rewrite deregulation of
trucking .

III. Modeling Port Pollution Control
• Stakeholder interests conflict regarding pollution
abatement.
• Legal challenges prevented full implementation of
some plans.
• Ports must maintain competitive position and
service container traffic while reducing pollution by a
target percentage within a particular time frame.
• Should ports set own standards or wait for
decisions on global or federal level?
• Insight from a simple game theory model of
trucking process.

Players
• Decisions affect
(1)competitive position of the port
(2)investment in pollution control for
trucks
(3)use of trucks in supply chains.
a) Port Authorities- set standards
and operate with some govt.
oversight.
b) Port Terminal Operators- choose
carriers
c) Large Motor Carriers- upgrade
trucks.
d) Small Motor Carriers- choose
operators
e) Owner-Operators- upgrade trucks
f) Unions/Teamsters- contract with
large carriers
g) Federal Govt.- set pollution
standards
h) Regional/City Govt.- set local
standards
i) Environmental Interests- part. In
legal action
j) Industry Interests- part. In legal
action
• Teamsters Union appears in our model only by effect on cost of freight movement through higher wage, therefore higher
cost per TEU moved thru a given port.
• Not considered as lobbyists, influencers, and legal activists, or as organizers of employee operators.

Decision Relations
• Port sets the goals, capital
support for improvement,
participant fees, other rules.
• Each PTO selects motor
carriers that are small and
large.
• LMC’s responsible for truck
upgrades. SMC’s might or
might not upgrade truck.
• LMC selects OPS as employee
operators (higher wage rate) or
owner-operators (lower wage rate)
• SMC selects only OPS-OO’s at lower
wage.
• Subsidies can induce more
cooperation to reach pollution
goals.
• Too low a subsidy may create
reluctance to upgrade.

VI. Port Competition and Cooperation
a) All North American ports must set
pollution standards high enough to satisfy
regional interest groups but low enough
to assure that there will be available
trucks to handle volume.
b) Lawsuit progression suggests federal
standards may be put in place. Individual
port negotiations would be null and void.
c) Interest in ports to join together in setting
common pollution standards.

Assumption
• Assumption: if an LMC elects 100%
participation in an upgrade of trucks to the
standard set they will also pay the union
wage.
• We found some basis for this assumption from
practitioners

Upgrading Trucks
• LMC’s,SMC’s have a choice about percentage of their
operators they will choose with upgraded trucks.
• If LMC upgrades entire fleet, percentage pD is 100%,
and LMC will choose EO’s or will pay high wage rate;
translates into higher truck cost per TEU moved. If
LMC chooses pD EO’s and (1- pD) OO’s, it will on
average pay blended cost per TEU.
• OO has a choice of whether to upgrade her truck at
capital expense. OO gets lower wage rate but must
cover capital cost. Percent qk is likelihood that OOk
chooses to upgrade her truck.

Simple Game Model
• Interaction between MC and OO a simultaneous move
strategic game; MC chooses strategy pD; OO chooses qk
• Payoff function for each player is income less cost:
– MC associating with OO: ft – cD (pd – qk)
– OO associating with MC: wt – ck (pd – qk)
• ft, wt are freight rate and wage/period
– t are average TEUs/trip, trips/period
• cD , ck are cost per period to upgrade net of subsidy
• Assume reasonable life of upgrade, eg 5 years, linear depreciation
• Some ports may give different subsidies to MC and OO
• Rational play and common knowledge 
Nash Equilibrium Outcome

Strategy Space of MC and OO types

Model Results
• Each best response exists only in upper or lower
triangle (respectively).
• The Pareto order of each best response from
smaller values to larger
– player prefers smallest percent strategy it can.
• Nash Equilibrium strategy profiles for this game
are exactly on diagonal p=q.
• Pareto ordered from (0,0) best, to (1,1) worst.
• Certain regions infeasible – cost exceeds income

What should Port Do?
• Both MC and OO prefer no upgrade (probability zero).
• In NE each chooses percentage other chooses.
• Port tries to increase percentages. Port should keep
percentage same for both D and O.
• Induce parties to jointly play high p = q. Treat MC and
OO same.
• Higher subsidies reduce costs c per period.
• Keep c low for MC and OO to increase profit; more likely
to play NE with higher p=q, more likely to convert trucks.

Players’ Expectations Matter
• If either freight rates f or wages w are too low
relative to subsidy, gray infeasible region creeps
close to NE line.
• If either f or w are expected to be volatile, player
of that type might decide that risk it drops too
low means she should not join game.
• Subsidies keep infeasible regions away from NE.
• Different subsidies to OO and MC do not affect
NE; simply change feasible regions.

Our Suggestions
1. Percentages of trucks upgraded should be the
same for drayage firms and owner operators.
2. Trucking participants will seek the lowest
percentage of upgrade possible.
3. Subsidies for upgrading should be large
enough such that participants will choose to
participate or risk losing business for not doing
so.
Relevant in periods like the recent one when freight rates plummeted. Many
truckers felt they could not hold on if rates went lower, and chose not to upgrade.
Result today is shortages of trucks in some ports; volume cannot be handled
without longer waits.

Conclusions
A. Current legal actions show that many interest
groups can hold up implementation of air
pollution abatement procedures.
B. Legal/legislative decisions can prove
counterproductive to ports
C. Clean truck policies can be modeled as a
strategy for the probability of upgrading,
freight rates for operators, wages and the cost
of upgrading fleets.

Final Thought
• Actions must take in account freight rate
fluctuations and wages that would cause parties not
to generate a profit.
• Risk factor will cause parties not to participate
without an expectation of success.
• Upgrade of drayage trucks can be implemented by
port management when subsidies are conditioned
by an understanding of choices made by
participants.

A New Method to Identify Hot
Spots in roadway Network
BY
Wen Cheng, Ph.D., PE
Assistant Professor
Civil Engineering Department
Cal Poly Pomona

Presentation Outline
• Hotspot Identification (HSID) background
• Description of the new proposed HSID
method
• Application of the new method
• Summary and Conclusions

Crashes in Real Life: Huge Burden

Crashes in the U.S.
• 42,116 fatalities (i.e., 115 persons
killed/day)
• 1.51 fatalities/100M VMT
• 14.79 fatalities/100K Population
• 231 Billion Economic Cost
• 41% alcohol-related fatalities
• 29.7% Speed-related fatal crashes
Source: 2005 NHTSA

Crashes in California
Source: 2005 CA Statistical Abstract

How to address safety challenges
• ISTEA legislation (1991) and TEA-21(1998)
required each state develop safety
management systems.
• SAFETEA-LU (2005) establishes a new core
Highway Safety Improvement Program
–structured and funded to make significant
progress in reducing highway fatalities

Safety Management System Basic
Components
1
•Identification of hot spots
2
•Diagnosis of crash problems
3
•Selection of countermeasures
4
•Evaluation of countermeasures

Current Practice of HSID
• Rank a set of candidate locations in terms
of the registered accident counts or
expected long-term accident counts
• General assumptions
–accident process can be viewed as a
sequence of Bernoulli trials
–Accident counts of the set of locations follow
negative binomial distribution

State-of-the-art HSID Method: Bayesian
)(
)|()(
)|(
Kf
kKfkf
Kkf


Where:
f (k)= prior pdf of k’s of reference population (similar sites ),
it follows gamma distribution whose parameters are
obtained based on empirical data.
f (K|k)= pdf of accident counts on a specific site whose
expected safety is k, it is Poisson distribution.
f (K)= pdf of a group of collected accident counts.
f ( k|K)= posterior pdf of λ of the site which has x counts.

General Process of Diagnosis
1
• Identification of dominant accident types of hot
spots
2
• Data amplification by detailed on-site
investigation (maybe include conflict studies)
3
• Identification of dominant factors and/or road
features
4
• Determine the nature of the accident problem

General Process of Countermeasure Selection
1
• Determine the range of measures likely to influence the
dominant accident types and road features
2
• Select countermeasures expected to reduce the number and
severity of accidents of the type dominant at the location
3
• Check that adopted countermeasures do not have
undesirable consequences, either in safety terms or in traffic
efficiency terms

Problems of Current Safety Practice
• The safety management components are
somewhat isolated
• Much less safety resources are allocated to
the first step: HSID
• Much more resources are invested in the
subsequent steps.
• Result: the substantial resources invested in the
subsequent steps could be wasted on the sites that are
wrongly identified in the first step

The New HSID Method Proposed
• Streamline the safety improvement process by
incorporating the crash type and crash severity
into HSID step.
• Crash type recognition: facilitate the crash
diagnosis process.
• Crash Severity recognition: facilitate the
economic evaluation of countermeasure
alternatives.
• All information is incorporated under Bayesian
framework.

Case Study: City of Corona
• Crossroads Collision Database software
• 298 Intersections: 141 signalized and 157
non-signalized
• Crash period: 10 years (2000~2009).
• A set of roadway factors: minor ADT, major
ADT, speed limit, etc.

Method Evaluation
• Crash data divided into 2 groups: Before period
(2000~2004), After (2005~2009)
• Use top 10% locations as crash hotspots
• Evaluation criteria: overall crash costs of future
period for all crashes and crash types.
• Results: type-and-severity recognition method
shows advantages over the typical one in terms
of both criteria.

Discussion on Future Direction
• Crash data from other cities or counties are
needed.
• Data sample size (298) is relatively small.
• Special statistical modeling techniques are
required to address issues associated with
crash type and severity.

Assessing Public perception of user-based fees and
tolls
(Leonard Transportation Center)
Anurag Pande, Ph.D.
Assistant Professor
Cal Poly State University , San Luis Obispo, CA

Outline
• Research Project Information
• Research Motivation
• Research Tasks
• Impact on local, regional, and state level
• Ongoing Research Efforts with CSU UTCs

Project Information
• Assessment of public perception of user-
based fees and tolls to finance transportation
infrastructure improvements
• In response to LTC RFP for Need Based
Research
• Theme: Mobility
– In collaboration with Dr. Cornelius Nuworsoo
– Student Assistant Ms. Adriana Jordan

Research Motivation
State and local fuel tax revenues in Thousands of dollars (Source: Tax
Policy Center)
--
500,000
1,000,000
1,500,000
2,000,000
2,500,000
3,000,000
3,500,000
4,000,000
1977 1982 1987 1992 1997 2002 2004 2005 2006 2007 2008
California Fuel Tax Revenues
California

Research Motivation
•User-based fees are one mechanism of
financing infrastructure in the face of
declining tax revenues
•However, is it acceptable to the public?

Research Motivation
•Recent research from NCHRP showed that
perception of the user based fees may not be
as negative as once thought
•In this project we want to survey public
opinion in the inland empire region to assess:
–public’s perception of specifically directed user
based fees collected as tolls
–what information makes people more or less
likely to support these fees

Stakeholder Interviews
•Interviews with the following interest groups:
• AAA as a representative of the auto owners
•Elected Officials
•Trucking Corporations
•CSU San Bernardino as a major area trip generator
•Caltrans
•Independent Truckers
•Transportation Consulting Firms
•Consumer Corporations w/ Distribution Centers in
the inland empire area

Stakeholder Interviews
•Representatives from each stakeholder
group were asked about:
• Their role in the community
•View on Traffic Congestion
•Their interest group’s opinion on user-based
fees
•Their familiarity with the arguments for or
against such fees
•Any additional comments

Public Opinion Survey
•Based on detailed literature review and stakeholder
interviews a public survey instrument was designed.
•The survey included questions on:
– Demographics
–Travel Behavior
•It seeks opinion on the following issues:
–Congestion in the inland empire
–Transportation financing mechanisms
–Toll roads and HOT Lanes
–Toll collection

Public Opinion Survey
Interviews are currently being conducted over the
phone with the option of taking the survey online
•Obtained the Random Digit Dialing (RDD) sample
from STS
•Surveys are being conducted in English or Spanish
based on choice of individual survey participant
•We have 50 responses from RDD sample of about
3000 phone numbers (including cell phones)

Impact on Local, Regional, and
State Level
•Study results will provide insight to local and
regional agencies about public’s view of toll
roads and user-based fees
•These opinions can be used to formulate
attractive policy proposals for tackling
congestion and raising revenues
•Research effort provides a model for statewide
survey with similar objectives
•Can provide policy makers with more options to
raise funds for infrastructure priorities in this era
of budget cuts and declining revenues

Ongoing Projects with CSU UTCs
• Proactive assessment of accident risk to improve
safety on a system of freeways
– Funded by Mineta Transportation Institute
– In collaboration with Dr. Cornelius Nuworsoo (Cal
Poly) and Dr. Katherine Cushing (SJSU)
• Integrating Effective Routing Strategies within
the Emergency Management Decision Support
System
– Funded by Mineta Transportation Institute
– In collaboration with Dr. Frances Edwards
– Student Assistant Mr. Joe Yu

LTC, Jack R. Widmeyer Transportation Research Conference, 11/04/2010

LTC, Jack R. Widmeyer Transportation Research Conference, 11/04/2010

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