policy brief

Mapping Roadkill to Improve Driver and Wildlife Safety on Highways

Publication Date

May 1, 2017

Abstract

Wildlife-vehicle collisions (WVC) pose a risk to drivers and cost U.S. society billions of dollars annually in property damage, emergency response, maintenance and mitigation, and lost economic activity. Reducing WVC requires identifying where these collisions are most common and what activities improve safety and protect wildlife. Collecting data on the extent and nature of WVC incidents is a challenge, however. Currently, Caltrans maintenance staff record their activities on paper in the field and then transcribe that information to a digital system when they return to the maintenance stations and regional offices. This system not only makes it challenging for individual staff to keep track of activities, it also reduces the chance that valuable information (like WVC location and wildlife species) will be retained and transcribed correctly.To improve data collection, the Road Ecology Center at UC Davis is developing tools such as a “one click” mobile app which will help Caltrans workers and others to collect WVC data in the field, with greater locational accuracy. The app will also enable Caltrains maintenance staff, who are often first responders to non-emergency roadside incidents, to track illegal dumping and as well as record roadside vegetation issues (e.g., areas that need mowing, weed-control, planting) and note fire hazards.

policy brief

Activity Patterns of Heavy-Duty Vehicles and Their Implications on Energy Use and Emissions

Publication Date

May 1, 2017

Author(s)

Kanok Boriboonsomsin

Abstract

Heavy-duty vehicles comprise a variety of vocations whose distinct operational requirements create different activity patterns. Understanding these differences will allow development of appropriate energy and emission reduction strategies.For instance, many heavy-duty diesel vehicles employ the selective catalytic reduction (SCR) to meet the new 2010 emission standards for nitrogen oxides (NOX). Typically, SCR needs to be at least 200 OC before significant NOX reduction is achieved. Some activity patterns may increase the frequency with which this temperature requirement is not met such as during start-up and idling.Similarly, the electrification of heavy-duty vehicles is a promising pathway for energy independence and emissions reduction but is complicated by the trade-off between battery size and the driving range necessary for specific operating goals. Detailed knowledge of activity patterns can therefore inform what vocational uses of these vehicles are suitable candidates for electrification.

policy brief

Spatio-temporal Road Charge: a Potential Remedy for Decreasing Local Streets Congestion

Abstract

In the early ages of the mobile Internet, routing apps appeared as a viable tool for the few
motorists equipped with an in-vehicle navigation system or an aftermarket navigation
device. With market penetration increasing, and recent market consolidation, a few
companies are now the sole providers of driving directions to the majority of the
US population. Additionally, the emergence of large ridesourcing or transportation
network companies (TNCs) totaling up to tens of thousands of registered drivers in
single cities (all using the same routing app), there is further consolidation. Across
the US, this has led to new or increased congestion patterns that are progressively
asphyxiating local streets due to so-called “cut-through traffic.”
As neighborhoods have started to realize this, private citizens have begun to resist,
by trying to sabotage or trick the apps, or shaming the through traffic through
opinion articles, and news stories, and other methods. Municipal agencies/planners
are pursuing more institutionalized ways to handle the situation, adding stop signs,
speed bumps, and turning restrictions to make local traffic slower in the hope that
the apps will “learn” not to send through-traffic to their neighborhoods (since apps
systematically provide the route most beneficial to the user, not necessarily to the
community). In other countries, lawsuits from cities against these app providers have
already started, potentially forecasting similar approaches in the US.

policy brief

State-Level Policies for Reducing Vehicle-Miles Traveled

Publication Date

May 1, 2017

Author(s)

Susan Handy, Michelle Byars, Yishu Wei

Abstract

California has set ambitious goals for reducing its greenhouse gas emissions to 40% below 1990 levels by 2030 and 80% below 1990 levels by 2050. To meet these goals, the state must achieve a 15 percent reduction in total travel by light-duty vehicles by 2050 compared to expected levels. Under current state policies, reductions of this magnitude are unlikely.
Strong empirical evidence supports strategies across four categories that can reduce vehicle miles of travel (VMT) (1) pricing, (2) infill development, (3) transportation investments, and (4) travel demand-management programs. The state can directly implement some of these strategies, particularly pricing strategies, through state-level policies. Others depend on actions by regional and local governments, though state-level policies can encourage their implementation through incentives, requirements, or other mechanisms.

policy brief

Connected and Automated Vehicle Policy Development for California

Abstract

Connected and automated vehicles (CAV) have the potential to confer large benefits to California in economic development (job creation) and in improving the operation of its road transportation network. CAV systems are likely to become one of the most important application domains for modern information technology, employing large numbers of highly skilled people in research, development and implementation wherever the companies that are developing these systems find the local environment most hospitable. The CAV systems are expected to produce significant improvements in roadway capacity, traffic flow smoothness, driving comfort and convenience, energy efficiency, pollution reduction and traffic safety.Realizing those benefits will require a serious investment of attention and resources by the State, because these technologies need nurturing to facilitate their deployment. The required actions include a mixture of investments in developing the needed knowledge base and in establishing an appropriate policy framework.

policy brief

A California Feebate Program Can Support Transition to Zero Emission Vehiles at No Cost to Taxpayers

Abstract

The State of California has developed a range of programs to accelerate the adoption of zero-emission vehicles (ZEV). California’s ZEV mandate will require 15% of vehicles sold in the state to be ZEV or transitional ZEV (TZEV) by 2025i. To encourage purchases of these vehicles, California established the Clean Vehicle Rebate Project (CVRP), which provides consumer rebates of $5,000 for fuel cell vehicles, $2,500 for battery electric vehicles, and $1,500 for plug-in hybrid electric vehiclesii. The federal government also provides a $7,500 tax credit to purchasers of qualifying electric vehicles. As ZEV sales increase, the amount of funding needed to provide rebates would need to increase as well at a cost to taxpayers under the current incentive structure. For example, selling one million battery electric vehicles in California will result in a cost of $10 billion to taxpayers (i.e., $10,000 in combined federal and state incentives multiplied by one million).
Markets and regulations are also getting out of alignment. Vehicle fuel economy and greenhouse gases (GHG) standards are becoming more stringent as oil prices are staying low. If gasoline prices stay low, as seems likely (thanks in part to tightening vehicle standards in US, Europe, and elsewhere), then consumers will have little incentive to buy a more expensive, fuel-efficient car. As vehicle fuel and GHG standards get become even more stringent, the misalignment will worsen.

policy brief

Price Discrimination and Market Access are not Barriers to Electric Vehicle Adoption by Low-Income Households

Publication Date

April 1, 2017

Abstract

Policymakers consider alternative fuel vehicles an important element of reducing urban air pollution, lowering carbon emissions and reducing overall petroleum consumption. Federal, state and local governments offer incentives to encourage consumer adoption of these vehicles. But adoption of these vehicles by African-American, Hispanic and low-income consumers has lagged behind the adoption by Asian, White and high-income consumers. As a result, incentives have tended to accrue disproportionately towards high-income households. Understanding the low-rate of adoption for certain demographic groups is of particular interest to California – SB350 requires the California Air Resources Board to study barriers to zero-emission transportation options faced by low-income consumers. The Clean Vehicle Rebate Program (CVRP) and Enhanced Fleet Modernization Program (EMFP) target these groups by offering more lucrative tax incentives to low income consumers or consumers who live in disadvantaged communities.

research report

A Literature Review: Improving How Active Transportation Demand is Modeled and Evaluated

Publication Date

April 1, 2017

Author(s)

Daniel Chong, Jean-Daniel Saphores, Pierre Auza

Abstract

Local transportation agencies typically rely on traditional travel demand forecasting models that focus on highway and roadway improvements to optimize vehicular traffic.  These models are not equipped to evaluate active transportation strategies which align with current State of California policies such as reducing vehicle miles traveled to cut greenhouse gas emissions and fostering active transportation modes.  In this context, ITS at UC Irvine (ITS Irvine) was invited by the Orange County Transportation Authority (OCTA) to propose, develop, and apply an approach to better model active transportation. This report represents the first phase of this work, which is a review of the recent literature on how to model demand for active transportation and an examination of OCTAM’s (OCTA’s own regional travel demand model) Active Transportation (AT) modeling tool to evaluate its potential for modification or incorporation into a new active transportation model. The following observations/suggestions are offered in this report: First, OCTAM Active Transportation does not include variables that could impact people’s decision to leave their vehicles at home in favor of transit. Second, a number of conditions need to be jointly met for people to walk or bike. Third, OCTAM Active Transportation does not capture residential self-selection, which could be important here as people who do not plan to walk/bike self-select into car-oriented neighborhoods.