THE URBAN TRANSPORTATION MONITOR

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1 THE URBAN TRANSPORTATION MONITOR 2016 Law ley Pub li ca tions. All Rights Re served. VOL 30, NO 4 May 31, 2016 Real-Time Eval u ation of Transit Services Now Pos si ble App Devel oped By MIT In Col lab o ra tion With Boston s MBTA; Anonymous Location Data links Passenger Eval u a tion with Spe cific Travel Paths A poten tially valu able smartphone app which will pro vide real-time pas sen ger feed back about their tran sit trip is being tested in the Boston area. The app, named QualiT, was devel oped by MIT s Dept. of Urban Plan ning, Dept. of Civil and Envi ron men tal Engi neer ing, and Sin ga pore-mit Alli ance for Research and Tech nol ogy (SMART), in col lab o ra - tion with the Mas sa chu setts Bay Trans por - ta tion Author ity (MBTA). It was launched ear lier this month for rid ers of the Boston Sil ver Line and will be tested to see if it can help to improve transit services. QualiT works by acti vat ing a research plat form called Future Mobil ity Sens ing (FM Sens ing), devel oped by research ers from MIT and SMART. Chris to pher Zegras, asso ci ate pro fes sor of trans por ta - tion and urban plan ning at MIT, is the fac - ulty lead for the project. The tool seeks better under stand ing of peo ple s travel paths and modes by col lect - ing anon y mous loca tion data through smartphones sen sors (such as GPS and WiFi). Once pas sen gers have installed the free FM Sens ing app, rid ers will be able to see their own trav els dis played on a map that is vis i ble only to them. The app will auto mat i cally prompt users to rate their Silver Line trips. Par tic i pa tion is vol un tary, and rid ers may with draw at any point by uninstalling the app. The app does not col lect per son - ally identifiable information, and the data sys tem is highly encrypted and secured. Data col lected will be used for research and ser vice improve ment only, and will never be shared with third parties. This inno va tive app is the result of a City of Pas a dena Part ners With Pub lic Pri vate Spe cial ist To Pro vide Shared Park ing First City in U.S. to Con tract for Shared Park ing Fac ing park ing short ages dur ing week days and spe cial events, the City of Pas a dena has con tracted with P3GM, a pub lic-pri - vate pro ject devel oper, to make avail able unused pri vate park ing spaces to increase park ing sup ply with out hav ing to use valu - able city funds to build park ing garages. Own ers of private park ing spaces will be able to list their unused and avail able spaces for a period of time and price of their choos ing. Res i dents and vis i tors will then be able to reserve and safely pay for terrific collaboration between the MBTA and MIT, said MBTA Gen eral Man ager Frank DePaola. A crit i cal ele ment of our Please turn to Page 8 park ing using a mobile appli ca tion. Fred Dock, direc tor, Pas a dena Depart - ment of Trans por ta tion said, the City has been seek ing a com mu nity approach to solv ing our park ing chal lenges, and we hope our pio neer ing part ner ship with P3GM will do just that. By work ing closely with P3GM to engage Pas a dena busi nesses and poten tial spon sors, we hope to make park ing more con ve nient for vis i tors and, in turn, to cre ate a more Please turn to Page 8 Inside Sur veys....page 11 Re quests for Pro pos als....page 20 Con fer ences...page 21 Underutilized surface parking in Pasadena, CA. (Photo: Courtesy of Google, Inc.)

2 THE URBAN TRANSPORTATION MONITOR, MAY 31, 2016, VOL. 30, NO. 4 Page 2 At lanta and Ba ton Rouge Are Lat est Cit ies to Join Waze s Con nected Cit i zen Pro gram Provides Cit ies With Anon y mous Real-Time Incident and Congestion Information The cit ies of At lanta and Ba ton Rouge have both re cently an nounced their par tic i - pa tion in the Waze Con nected Cit i zen pro - gram, a free data-shar ing part ner ship with the so cial me dia nav i ga tion app. The pro - gram is a free, two-way data ex change that provides municipalities with real-time in - ci dent and speed in for ma tion. In re turn the municipalities provide Waze with informa tion on con struc tion, crashes and road closures. Presently 69 cities are participat - ing in the Con nected Cit i zen pro gram. In Google-owned Waze is work ing to wards of fer ing a con ve nient carpool ser vice. Called Waze Rider, the app will fo cus on com mu ters and will be tested ini tially by the em ploy ees of se lected com pa nies in the Sil i con Val ley area. Waze Rider will con nect work ers who both live and work in ap - prox i mately the same lo ca - tions to minimize diversions from the quick est route. The en hance ments pro vided by Waze Rider, when com - pared to ex ist ing carpool match ing soft ware are: the de ter mi na tion of the best route (in real time) to fol low to and from work; the ver i fi - ca tion of driver and pas sen - ger in for ma tion; and the ex - pec ta tion for the pas sen ger to pay the driver a sug gested fee. ad di tion to 44 cit ies in the U.S., nine in Latin Amer ica, 12 in Eu rope, and four in the Mid dle East and Asia-Pa cific are also participating. Waze ob tains real-time in for ma tion from its us ers, which en ables it to pro vide the fast est, most op ti mal route to take. In ad di tion, Waze pro vides low gas price alerts and rel e vant of fers from fa vor ite brands. More than 50 mil lion monthly ac tive Waze us ers pas sively and ac tively con trib - ute real-time road data to the app. Wazers can drive with the app open to con trib ute speed, con ges tion and rout ing in sights pas sively. In ad di tion pas sen gers can ac tively share re ports of ac ci dents, po - lice or haz ards along their routes to alert other drivers. Waze re lies on more than 360,000 ac - tive, vol un teer Map Editors glob ally who up date maps and ver ify lo cal ed its to ensure accuracy. Many editors represent Waze in their lo cal offline com mu ni ties and also host map raids where ed i tors work to gether to tar get newer Waze ter ri - to ries, such as Kenya, to im prove navigation and map quality. For more in for ma tion on the At lanta pro gram, con tact Anne Torres at tel. (404) , amtorres@atlantaga.gov. The Urban Trans por ta tion Mon i tor, ISSN , is pub lished monthly, except dur ing Jan u ary and August (10 issues per year), by Law - ley Pub li ca tions, 6813 Jer e miah Ct., Fairfax Sta - tion, VA 22039, Tel: (703) , Fax: (703) , edi tors@lawleypub lications.com. Sub scrip tions $295 per year. Peri - od i cals post age paid at Fairfax, VA. POSTMASTER: Please send address changes to The Urban Trans por ta tion Mon i tor, P.O. Box 12300, Burke, VA The Urban Trans por ta tion Mon i tor pub lishes cur rent news on all modes and aspects related to urban trans por ta tion. Law ley Pub li ca tions is an inde pend ent and pri vately owned orga ni za tion. Copy right 2016, Law ley Pub li ca tions. All Rights Reserved. Repro duc tion, includ ing pho - to copy ing and fac sim ile or elec tronic trans mis - sion, in whole or in part with out writ ten per mis sion from the Edi tor is expressly pro hib ited. Law ley Pub li ca tions assumes no respon si bil ity or lia bil ity of any kind for the accu racy or com - plete ness of the infor ma tion herein, or for addi - tional or changed infor ma tion sub se quent to the date the mate rial was received and/or pub lished. Publisher/Editor: Dan iel B. Rathbone, Ph.D., P.E. Man ag ing Edi tor: Clarissa Reeves, M.Ed. Senior Edi tor/writer: Melanie Stark

3 THE URBAN TRANSPORTATION MONITOR, MAY 31, 2016, VOL. 30 NO. 4 Page 3 Geor gia Plan ning for Truck Lanes on I-75 South of Atlanta High Growth in Freight Pro jected be tween Sa van nah and At lanta The recently finalized Georgia Statewide Freight and Lo gis tics Plan in cludes a rec - om men da tion for the pro vi sion of two north bound truck man aged lanes in the me dian of I-75 south of At lanta. The nearly 40 miles of truck lanes will start north of the city of Macon and end at the city of McDonough, lo cated at the outer edges of sub ur ban At lanta. I-75 is al ready con gested in peak times and truck traf fic is heavy, with be tween 2,000 and 3,000 trucks per day (2010 es ti - mate) car ry ing freight be tween the port of Sa van nah and At lanta. The pur pose of the two truck lanes is to re duce con ges tion and also in crease safety by us ing a bar rier to sep a rate trucks from cars. As far as is known, this will be the lon gest/most ex ten - sive truck man aged lanes pro ject plan in the U.S. Ac cord ing to the Geor gia Departmentof Trans por ta tion (GDOT), con struc tion of the de sign/build/fi nance I-75 north of Forsyth. The freeway carries a high truck volume. (Photo: Cour tesy of Google, Inc. ) pro ject with no toll ing is planned to start in The de sign of the pro ject has not been ini ti ated. It re mains to be seen if ex clu sive ramps will be pro vided to avoid weav ing across I-75 s three lanes per di rec tion. GDOT es ti mates the pro ject cost at just over $2 bil lion. For more in for ma tion, con tact Karlene Barron at kbarron@dot.ga.gov. Aus tin, TX Lat est U.S. City to Ap ply Boards Dis play ing Trans por ta tion Choices Makes Com mu ters Aware of Al ter na tives to Driv ing Aus tin and four other cit ies (Se at tle, San Fran cisco, and Wash ing ton, DC) are im - ple ment ing a pi lot pro gram to test the ef - fec tive ness of dis play ing trans por ta tion al - ter na tives on screens. The screens will be placed at lo ca tions in build ings so that as many as pos si ble will be able to see the screens display real-time information on al ter na tive modes to sin gle oc cu pant ve hi - cle trips. The City of Aus tin has con tracted with TransitScreen to pro vide the screens. TransitScreen will ob tain the real-time trans por ta tion in for ma tion from trans por - ta tion pro vid ers such as its tran sit agency Please turn to Page 4 A TransitScreen for the City of Austin. (Photo: Cour tesy of the City of Austin)

4 THE URBAN TRANSPORTATION MONITOR, MAY 31, 2016, VOL. 30 NO. 4 Page 4 Con tin ued from Page 3 Aus tin, TX Lat est City in the U.S. To Apply Boards Displaying Alternatives to Driving CapMetro, carsharing pro grams Car2Go and Zipcar, and bikesharing pro gram B-cy cle. The screens cost about $5,000 each. Ini tially the City will place two TransitScreens at the Aus tin City Hall and other prop erty own ers will be en cour aged to do like wise. Austin s De part ment of Trans por ta tion be lieves the screens can serve two pur - poses: to en able com mu ters to see the avail abil ity of al ter na tive com mute op - tions; and al ter na tive op tions (to us ing their own car) when trav el ing dur ing the work ing day to meet ings in and around their ac tiv ity center/downtown location. TransitScreen has been im ple mented in 33 cit ies in North Amer ica and Eu rope with a va ri ety of cli ents, from tran sit agen - cies to residential developments to retail shops. Pres ently the com pany is col lab o - rat ing with a num ber of uni ver sity re - search ers to develop case studies. TransitScreen also pro vides SmartWalk a dig i tal dis play of real-time trans por ta tion in for ma tion, in clud ing walk ing di rec tions, which can be pro jected on any side walk or wall. It pro vides live tran sit in for ma tion at a glance, and makes wayfinding in stan ta neous all a pe des - trian or com mu ter needs to do is fol low ar - rows to the near est bikeshare rack or metro stop. For more in for ma tion, con tact Marissa Monroy, Pub lic In for ma tion & Mar ket ing Man ager, Aus tin Trans por ta tion De part - ment, tel. (512) , marissa.monroy@austintexas.gov. Also visit the TransitScreen website at Di verging Diamond Interchanges Found To Have Sig nif i cant Safety Benefits Uni ver sity of Mis souri Re search Pub lished by the Trans por ta tion Re search Board Re search ers at the Uni ver sity of Mis souri found that ex ist ing di verg ing di a mond in - ter changes (DDI) in the U.S. re duced fa tal and in jury ac ci dents by 33 per cent on av er - age, with a 73 per cent re duc tion found at one lo ca tion. The Mis souri De part ment of Trans por - ta tion (MoDOT) built the first DDI in the United States, lo cated at Mis souri Route A DDI at the I-44 and Rt. 13 interchange. (Photo: Cour tesy of Google, Inc.) 13 and I-44 in Spring field, MO. The DDI opened to traf fic in June At the time it was found that the new in ter change de - sign sig nif i cantly re duced traf fic con ges - tion. Be cause of this suc cess, MoDOT started con struc tion of an other such in ter - change in Spring field at the James River Please turn to Page 5 A DDI at the I-270 and Dorsett Road interchange. (Photo: Cour tesy of Google, Inc.)

5 THE URBAN TRANSPORTATION MONITOR, MAY 31, 2016, VOL. 30 NO. 4 Page 5 Con tin ued from Page 1 Diverging Diamond Interchanges Found To Have Significant Safety Benefits Ex press way and Na tional Ave., which opened in These two ap pli ca tions were fol lowed by fur ther DDIs in Mis souri and else where. Al though there were very pos i tive re - sults in terms of con ges tion re duc tion, Pro - fes sor Carlos Sun, as so ci ate pro fes sor, Uni ver sity of Mis souri (MU) re marked be fore our stud ies were re leased, there re - ally was lit tle in for ma tion about the safety ef fects of di verg ing di a monds. This was lead ing safety re search in terms of di verg - ing di a mond in ter changes. Pro fes sor Sun, Pro fes sor Praveen Edara and grad u ate stu dent Boris Claros part nered with re search ers from Wayne State Uni ver sity in Mich i gan, the Uni ver - sity of North Carolina and North Carolina State Uni ver sity to con duct safety research on DDIs. Pro fes sor Sun said the team used el e - ments out lined in the High way Safety Man ual and pre vi ous mod els for the safety per for mance of var i ous non-ddi in ter - changes and cre ated a model for DDIs, which up un til now had seen lit tle con crete safety data pro duced be cause of their relative novelty. Sev eral years of crash data with con trol in for ma tion on sev eral vari ables were used in the safety anal y sis. The team found that fa tal and in jury crashes de creased by up to 73 per cent af ter chang ing to a DDI. The eval u a tion of the seven earliest DDI interchanges illustrated that a DDI should re duce crashes by 33 per cent on average. Henry Brown, a civil re search en gi neer at MU, with pro fes sors Sun and Edara, as well as stu dents Tim Kope and Amir Khezerzadeh, investigated common prac - tices for di vert ing traf fic while con struct - ing and later main tain ing in no va tive geo - met ric in ter changes, in clud ing DDIs. Brown and the team sur veyed pro ject man - ag ers on con struc tion and main te nance pro jects for a va ri ety of in ter changes to see which prac tices tended to work best, and scru ti nized con struc tion plans to es tab lish a set of best prac tices for the var i ous in ter - changes. The team dis cov ered that be cause clos ing the en tire road for an ex tended pe - riod usu ally isn t prac ti cal, crews build the in ter changes in phases, then close briefly say, for a week end to put in signage to alert drivers to the change in traffic flow. If you re retro fit ting a di a mond in ter - change, you re actually completely changing the traf fic pat tern when con vert ing it to a DDI Brown said. You can t just in five min utes switch peo ple to driv ing on the other side of the road. You close for the week end and put in the sign age. Some sit u a tions where DCD in ter - changes were found to be most ap pli ca ble are: Heavy vol umes of left turns onto free - way ramps; Mod er ate and un bal anced through vol - umes on bridge ap proaches on the ar te - rial road; In ter change Lo ca tion DDI Cost (real or es ti mated) Mod er ate to very heavy off-ramp left-turn vol umes; and Lim ited bridge deck width avail abil ity. (Source: Pub li ca tion Num ber: FHWA-HRT , Date: Oc to ber 2009.) The ta ble be low pro vides in for ma tion on the cost-ef fec tive ness of DDIs. The in - for ma tion was pro vided by Gilbert Chlewicki, P.E., Di rec tor, Ad vanced Trans por ta tion So lu tions, Fulton, MD. For more in for ma tion on the Uni ver - sity of Mis souri re search, con tact Jeff Sossamon, tel. (573) , sossamonj@mis souri.edu. Al ter na tive De sign Cost Cost Sav ings I-44 / Route 13 Springfield, MO $3.2 Mil lion Over $10 Mil lion about 70% I-435 / Front Street A DDI at the James River Ex press way and Na tional Av e nue in ter change. (Photo: Cour tesy of Google, Inc.) Kan sas City, MO $6.7 Mil lion Diamond $11.4 Mil lion Sin gle Point Ur ban Interchange (SPUI) $25 Mil lion about 75% SR-265 / SR-62 Utica, IN $52 Mil lion $118 Mil lion $66 Mil lion I-590 / Winton Road Comparison of DDI Costs and Alternative Design Costs Brighton, NY $3-$4 Mil lion SPUI $10 Mil lion Tri ple Left Di a - mond $13.6 Mil - lion about 75% Source: Gilbert Chlewicki, P.E., Di rec tor, Ad vanced Trans por ta tion So lu tions, Fulton, MD.

6 THE URBAN TRANSPORTATION MONITOR, MAY 31, 2016, VOL. 30 NO. 4 Page 6 Product and Industry News New Op tion For Travel Time Mea sure ment Rhythm En gi neer ing (Rhythm) has an - nounced the avail abil ity of In Time, a travel-time measurement system using au - to matic li cense plate read ing (ALPR) tech - nol ogy. Rhythm claims a nearly 98 per cent ac cu racy in travel-time data mea sure ment. In Time s ALPR cam eras cap ture in di - vid ual li cense plates and track ev ery ve hi - cle through out a spec i fied cor ri dor. It s al - go rithms can pin point the lo ca tion, di rec - tion and time of cap ture for each vehicle. Ac cord ing to Rhythm, In Time cam eras work day and night, and in all weather and light con di tions, to cap ture ve hi cle in for - ma tion ac cu rately. They can cap ture ve hi - cles with re flec tive li cense plates up to 115 feet away, across two lanes of traf fic, and even ve hi cles mov ing at a speed up to 200 mph. In Time dis plays travel-time on a GoogleMap or OpenStreetMap. This vi sual dis play of real-time and his tor i cal data helps agency staff to iden tify in ci - dents and con ges tion hot spots as they hap - pen across the trans por ta tion net work. The ad ja cent ta ble pro vides a com par i son of In Time and other travel time mea sure ment capabilities. Rhythm s flag ship prod uct is the well known In Sync. Rhythm pro vided the fol - low ing de scrip tion of In Sync: In Sync digitizes intersection opera - tions, al low ing traf fic sig nals to serve ve hi - cles in the most ef fi cient way in real time, rather than cy cling through a pre-pro - grammed or der. Much like the dif fer ence be tween chang ing the chan nels on an old tele vi sion with a dial ver sus us ing a re mote con trol, In Sync al lows in ter sec tion op er a - tions to serve traf fic based on real-time de - mand and de lay. In Sync s local optimization functions as an artificial intelligence that monitors ve hi cle queues sec ond-by-sec ond, much as a traf fic cop at an in ter sec tion would. Based on how many ve hi cles In Sync es ti - A Comparison of the Characteristics of In Time, Bluetooth, and Wi-Fi mates are in the queue, as well as how long those ve hi cles have been wait ing, In Sync serves the move ments with the most de - mand first in or der to move traf fic more ef - fi ciently. This re duces over all de lay and cuts down on wasted green time a In Time Bluetooth Wi-Fi De tec tion Range Pin points ex act location 30 to 300 feet Up to 1,500 feet De tec tion Rate > 98% 20% - 25% up to 40% Over all Ac cu racy Rate Source: Rhythm Engineering > 95% 3% - 4% 35% to 40% pre-pro grammed green light given to a move ment with less (or no) de mand. In Sync s global optimizer co or di - nates a net work of in ter sec tions, typ i - cally along a cor ri dor, though global Please turn to Page 7 In Sync hardware components. (Image: Cour tesy of Rhythm Engineering.)

7 THE URBAN TRANSPORTATION MONITOR, MAY 31, 2016, VOL. 30 NO. 4 Page 7 Product and Industry News (continued) co or di na tion can be ap plied to a route through a grid sys tem. The global optimizer co or di nates both di rec tions on the main line of a cor ri dor thanks to In Sync s dig i tal op er a tion. The global optimizer cuts down on main line stops and de lay, de creases travel time and in creases the average speed. It has been de ployed in over 150 cit ies in 29 states in the U.S., with more than 2,300 in ter sec tions op er at ing. Pricing examples: In Sync Adap tive Traf fic Con trol Sys tem (stan dard op ti cal de tec tion): $25,000 per in ter sec tion Co mes with four video de tec tion cam - eras, an In Sync pro ces sor, con nec tion ca bles, an equip ment panel and DIN re - lay. In Time Ac cu rate Travel Time Anal y sis in one di rec tion on a cor ri dor: $15,000 for two cam eras and In Time soft ware; in cludes two ALPR de vices and ap pro pri ate con nec tions. $7,500 per additional camera. For more in for ma tion, con tact Jesse J. Man ning, Rhythm En gi neer ing, tel. (913) , Jesse.Manning@rhythmtraffic.com. Website: New Tran sit Ma trix So lu tion Con sol i dates And Sim pli fies Op er a tor Tasks Re duces Num ber of Dis plays the Op er a tor Needs to Work With by Pro vid ing Com - puter-aided Dis patch and Au to matic Ve hi - cle Location Ear lier this month, Xerox an nounced its Transit Matrix Solution, a computer-aided dis patch and au to matic ve hi cle lo ca tion (CAD/AVL) sys tem. The so lu tion pro - vides cur rent in for ma tion, such as ve hi cle lo ca tion, messaging and cam era feeds, to help tran sit agen cies make timely, in formed de ci sions and ul ti mately im prove the qual - ity of ser vice to rid ers. The Tran sit Ma trix So lu tion is now avail able in North Amer ica for im ple men ta tion in fall The so lu tion con sol i dates a num ber of pre vi ously sep a rated pieces of equip - ment into one unit to min i mize space re - quire ments and re duce main te nance costs. It there fore re duces the num ber of dis plays the op er a tor needs to work with and sim pli fies op er a tor tasks. The com pan ion ve hi cle con sole fea - tures a sin gle-view 10.4-inch touchscreen that sup ports mul ti ple win dows, pro vid - ing route and per for mance in for ma tion, se cu rity and backup cam eras, turn-by-turn maps and fare box in for ma - tion. Dis patch ers, su per vi sors and main - te nance work ers have in stant ac cess to this data to eval u ate key per for mance in - di ca tors, en sure equip ment is op er at ing as in tended, and buses are meet ing pub - lished ser vice sched ules. For more in for ma tion, con tact Carl Langsenkamp, Xerox, tel. (585) , carl.langsenkamp@xerox.com. The Tran sit Ma trix So lu tion, a CAD/AVL system. (Im age: Cour tesy of Xerox)

8 THE URBAN TRANSPORTATION MONITOR, MAY 31, 2016, VOL. 30 NO. 4 Page 8 Con tin ued from Page 1 Real-Time Evaluation of Transit Services Now Possible ef forts to im prove ser vice is the feed back from cus tom ers who use the MBTA reg u - larly, and this app al lows our cus tom ers to pro vide in-the-mo ment feed back as they are trav el ing on MBTA ve hi cles. If it proves suc cess ful, we ll seek op por tu ni ties to ex pand it to other MBTA ser vices. For more in for ma tion, con tact Tom Gearty, tel. (617) , tgearty@mit.edu A Sil ver Line bus on Wash ing ton Street in Boston, MA. The QualiT app is be ing tested on this route. (Photo: Cour tesy of Google, Inc.) Screenshots of the QualiT app. (Im ages: Cour tesy of MIT) Con tin ued from Page 1 City of Pasadena Partners with Public Private Specialist sus tain able and vibrant Pasadena. The es sence of the agree ment is that P3GM agrees to be re spon si ble for the fi - nance, im ple men ta tion, man age ment, op - er a tion and main te nance of a pi lot peer-to-peer park ing platform which al - lows park ing space hold ers within Pas a - dena to pro vide their park ing spaces for a fee, for free, or for a char i ta ble con tri bu - tion to a lo cal city char ity. The plat form is an elec tronic in ter face in which park ing space hold ers may list their pri vate park - ing spaces on an hourly, daily, weekly, or monthly ba sis. Those seek ing a park ing spot will be able to find a suit able park ing space by means of a website or smart phone app. The pro ject is viewed as a pi lot pro - gram and as the City of Pas a dena is not com pen sat ing P3GM, here was no com - pet i tive bid pro cess re gard ing the de vel op - ment of the part ner ship con tract. Es tab - lished in 2012, P3 Global Man age ment (P3GM) de vel ops pub lic-pri vate part ner - ships (P3s) that facilitate collaboration be - tween municipalities and the private sector to launch in no va tive smart city pro jects. Fred Dock ex plained the con tract has a one-year term and is re new able for a sec ond year. We look for ward to see ing how the pro - gram is de vel oped, rolled out, used and re - ceived, and then the City will as sess its over - all suc cess be fore de ter min ing where the City goes with this pro gram af ter the con tract term and possible renewals have expired. He noted that this pro gram has the po ten tial to re duce traf fic and make vis its to Pas a dena more enjoyable, without building or creating new park ing spaces. For more information, contact William H. Boyer, City Man ager s Of fice, tel. (626) , wboyer@cityofpasadena.net, and Jeffrey Thomashow, P3GM, tel. (212) , jthomashow@p3gm.com, website: Screenshot of P3GM's app for shared pri vate park ing. (Im age: Courtesy P3GM)

9 THE URBAN TRANSPORTATION MONITOR, MAY 31, 2016, VOL. 30 NO. 4 Page 9 Transportation Tort Liability: Case in Review California Supreme Court and Court of Appeal Reaffirm Rationale Be hind Discretionary Immunity for Traffic Engineers' Decisions In a re cent rul ing the Cal i for nia Su preme Court af firmed an ear lier rul ing by the Court of Ap peal, which in turn had up held the trial court s or der grant ing sum mary judg ment to San Diego County, in a case of a ve hi cle col li sion at a cross ing in No vem - ber At that time plain tiff pulled for ward from a marked in ter sec tion on a ru ral side road at tempt ing to turn left onto a two-lane thor ough fare that had paved shoul ders and marked lanes of traf fic, col lided with an - other ve hi cle, and sus tained se ri ous in ju - ries. Plain tiff sued the County for main - tain ing an al leg edly dan ger ous con di tion of pub lic prop erty. Spe cif i cally, he claimed the de sign and con struc tion of the in ter sec tion pro vided in ad e quate vis i bil ity un der ap pli ca ble County de sign stan dards, and pre sented ev i dence that a high em - bank ment cov ered with shrubs sub stan - tially impaired visibility for drivers turning left. In addition he alleged the County s design plan did not de scribe or de pict a geo graphic fea ture (the high, raised, plant-cov ered em bank ment) nor had the plan taken it into ac count as an im ped i ment to visibility; iden tify the sight dis tance a driver in plain tiff s po si tion would have; and ren der the vis i bil ity re quired by County s own stan dards. Plain tiff pro vided doc u men tary ev i - dence and expert declarations regarding the van tage point from which County stan - dards would re quire mea sur ing the sight dis tance i.e. from be hind the limit line, a point a cer tain dis tance be hind the curb or edge of pave ment of the cross street. At the trial hear ing it was un dis puted that from that van tage point vis i bil ity would be im - paired by the em bank ment and would not meet County standards. County how ever noted that it used dif - fer ent stan dards for work on ex ist ing as op - posed to new roads: for ex ist ing roads, vis - i bil ity was to be mea sured a few feet be - hind the painted edge of the lane of on com - ing traf fic. In prac tice this would mean that driv ers would stop at the stop sign then creep for ward into the in ter sec tion a few feet from the edge of the lane of on com ing traf fic. From that van tage point, the em - bank ment would not pres ent a bar rier to The intersection of Cole Grade Road (north-south) and Miller Road (east-west) in San Diego County. (Image: Cour tesy of Google Inc.) A vehicle turned left from Miller Road (the smaller road intersecting with the larger road (Cole Grade Road) and collided with a vehicle at the same approach to the intersection as the vehicle in the photo above. (Image: Cour tesy of Google Inc.) vis i bil ity and, in fact, vis i bil ity would meet or exceed County standards. County moved for sum mary judg ment claim ing de sign im mu nity. It showed it had ad dressed the vis i bil ity is sue at the in - ter sec tion in re sponse to traf fic stud ies which claimed that vis i bil ity was im paired be cause the grade was too high. There fore it had low ered the grade at the in ter sec tion, and in stalled warn ing signs and a stop sign at the site, in preference to a stop light. County also pro vided ev i dence of its Please turn to Page 10

10 THE URBAN TRANSPORTATION MONITOR, MAY 31, 2016, VOL. 30 NO. 4 Page 10 Con tin ued from Page 10 Transportation Tort Liability plan ap proval pro cess: prior to con struc - tion the plans were signed by the Dep uty County En gi neer, a li censed civil and traf - fic en gi neer, in charge of the County of San Diego s De sign En gi neer ing Sec tion. The dis cre tion and au thor ity to ap prove this im - prove ment plan (and other plans) had been del e gated to him by the County Board of Su per vi sors, through the Di rec tor of the De part ment of Pub lic Works. Af ter the pro ject was com pleted, in1998, the as-built plans were ap proved and signed by the se nior civil en gi neer of the County s De sign En gi neer ing Sec tion. At the time of the accident, the intersection was substantially as called for in the de sign plans and there had been no sig nif i cant changes since plan ap proval. County s prin ci pal ex pert, the County Traf fic En gi neer, ar gued that the plan was a rea son able im prove ment in light of de - sign con straints, in clud ing ex ist ing road - ways and an em bank ment with ex ist ing utilities. The trial court con cluded there was sub - stan tial ev i dence sup port ing each of the three el e ments of de sign im mu nity, and granted County s motion: plain tiffs had con ceded cau sa tion; the sign ing of the con struc tion and as-built plans by the Dep uty County En gi neer and Se nior En gi neer was all that was re quired as their po si tions within the County s De sign En gi neer - ing Sec tion meant they had been del e - gated by the County Board of Su per vi - sors the dis cre tion and au thor ity to ap - prove such plans, which was suf fi cient to en ti tle the County to in voke de sign im mu nity as a mat ter of law; and there had been sub stan tial ev i dence upon which a rea son able pub lic em - ployee could have adopted the plan, which was all that was re quired. A con - trary opin ion, as ex pressed by plain tiff s ex pert, did not cre ate a tri able is sue of fact. Plain tiff ap pealed, dis put ing whether there had been dis cre tion ary ap proval of the in ter sec tion de sign within the mean ing of the stat ute and whether County had prof fered sub stan tial ev i dence that the de - sign was rea son able. They also ar gued that through changed con di tions of the in ter - sec tion, of which County had no tice, County had lost what ever de sign im mu nity it may have possessed. The Court of Ap peal con cluded that the trial court prop erly de ter mined that County dem on strated the dis cre tion ary ap proval el - e ment of its de sign im mu nity de fense as a mat ter of law through its pro duc tion of ev i - dence that the en gi neers who signed the plans prior to con struc tion and af ter com - ple tion had the dis cre tion ary au thor ity to do so. Fur ther, the ev i dence of County s de vi a - tion from its own de sign stan dards did not pre clude the grant ing of summary judgment in the County s favor. Plain tiff then pe ti tioned for re view of the dis cre tion ary ap proval el e ment only; he did not chal lenge the rea son able ness of the plan or the re spec tive Courts con clu sion that County did not lose de sign im mu nity due to changed circumstances. Af ter re view the Su preme Court held that plain tiff s claim was es sen tially that there had been an abuse of dis cre tion, not whether it had been ex er cised at all, as plain tiff al leged in es sence that the en gi - neers ap plied the wrong de sign stan dards and erred in their ex er cise of judg ment be - cause they were un aware of the correct standards. The Court disagreed, reiterating that the ra tio nale be hind de sign im mu nity was to pre vent a jury from reweighing the same factors the public entity already considered dur ing its dis cre tion ary ap proval of the design. It held that it was at the rea son able ness stage that the court would con sider whether an em ployee, in ei ther know ingly or un - know ingly ap prov ing a de sign that de vi ated from ap pli ca ble stan dards, adopted a de sign that a rea son able leg is la tive body or other body or em ployee could have approved. The Court rea soned that plain tiffs con - trary in ter pre ta tion would un der mine the func tion of the stat ute s rea son able ness el e - ment by ques tion ing the ad e quacy of the de - liberative process at the discretionary ap - proval stage and would lead a jury into just the sort of sec ond-guess ing con cern ing the wis dom of the de sign that the statute was intended to avoid. It held that once cau sa tion (un dis puted in the case at bar) and ap proval by an au tho - rized em ployee was es tab lished, there was im mu nity so long as the ap pro pri ate court determined there was substantial evidence upon which a rea son able pub lic em ployee (or leg is la tive or other body) could have adopted the plan or de sign or the stan dard. Thus it held that this three-part struc ture im plied that the court eval u ated the wis - dom of the de sign un der the rea son able - ness el e ment of the im mu nity stat ute, and not un der the el e ment of ask ing a jury to de cide whether an em ployee vested with dis cre tion to approve the plans actually approved them. The Court noted prac ti cal prob lems with plain tiffs in ter pre ta tion, which could pro duce the anom aly of dif fer ent im mu nity out comes for iden ti cal de signs de pend ing sim ply upon the recordkeeping abil ity of the pub lic en ti - ties in volved, or the avail abil ity of em - ploy ees who were able to re mem ber the de ci sion-mak ing pro cess of the per sons in volved a pro cess that may have occurred long before the lawsuit. The Court quoted a New York high court de ci sion that It is nec es sary to hold municipalities and the State liable for in ju ries aris ing out of the day-by-day op er a tions of gov ern ment,... but to sub - mit to a jury the rea son able ness of the law - fully au tho rized de lib er a tions of ex ec u - tive bod ies pres ents a dif fer ent ques - tion To [pre fer] a jury s ver dict as to the rea son able ness and safety of a plan over the judg ment of the gov ern men tal body which orig i nally con sid ered and passed on the mat ter would be to ob struct nor mal gov ern men tal op er a tions and place in in ex pert hands what the Legislature has seen fit to entrust to experts. With regard to plaintiff s allegations that the en gi neers erred in their ex er cise of judg ment, it held that the al le ga tions claimed care less ness, bad judg ment, or abuse of dis cre tion. Nev er the less, it held that such claims could not di vest a dis cre - tion ary pol icy de ci sion of its immunity. Fi nally, it held that it did not mean to sug gest that, un der the dis cre tion ary ap - proval el e ment of sec tion 830.6, the pub - lic en tity bears the bur den of dem on strat - ing that its em ployee con sid ered all po ten - tially ap pli ca ble stan dards. The only ques tion was whether the per son vested with dis cre tion to ap prove the plan did ap - prove it; whether it was wise to ap prove the plan should judged un der the rea son - able ness element of the statute. For all these rea sons the Su preme Court af firmed that de ci sion of the Court of Ap peal.

11 THE URBAN TRANSPORTATION MONITOR, MAY 31, 2016, VOL. 30 NO. 4 Page 11 ` This Month s Sur vey Re sults (Sur vey 1) Con ver sion of One-Way Streets To Two-Way Streets Ear lier this month, The Ur ban Trans por ta tion Mon i tor con ducted a na tional suvey to ob tain in for ma tion from or ga ni za tions on the Con ver sion of One-Way Streets To Two-Way Streets. s with the ques tion naire were sent to cit ies where such con ver sions have taken place or are planned to take place. Al to gether 6 re sponded. The re sults of the sur vey are pub lished here. Con ver sion of One-Way Streets To Two-Way Streets: Contacts Andy Kilpatrick City of Lansing CONTACT NAME, ORGANIZATION NAME Rick Grochoske Charlotte Dept. of Transportation Jon Dowling City of Jackson Martha Kelly City of Cincinnati Jim McIntosh City of Rochester DES Diahn Swartz City of Tucson Department of Transportation (517) andrew.kilpatrick@lansingmi.gov (704) rgrochoske@charlottenc.gov (517) (513) martha.kelly@cincinnati-oh.gov (585) Jim.McIntosh@cityofrochester.gov (520) diahn.swartz@tucsonaz.gov TELEPHONE AND/OR

12 THE URBAN TRANSPORTATION MONITOR, MAY 31, 2016, VOL. 30 NO. 4 Page 12 Con ver sion of One-Way Streets to Two-Way Streets Organization City of Lansing Charlotte Dept. of Transportation What the name of the city where one-way Lansing, MI Charlotte, NC streets have been or are planned to be converted to two-way streets? Has your conversion been implemented? Yes, partially No How many streets have been or are planned to 7 2 be converted? Approximately how many street miles are 7.2 miles 1 mile (approximately) involved in this conversion? Please indicate the type(s) of streets that were converted or are planned to be converted. Collectors (provides some continuity as well as access) Collectors (provides some continuity as well as access) Avenues (minor arterials) Who first suggested the project? (e.g. city elected officials, property owners, city traffic engineering staff, city planning staff, etc.) City traffic engineering staff City traffic engineering staff Please provide any further information that will help in describing the type of conversion project. When did the conversion take place or are planned to take place? What was the total cost of the conversion or what is the estimated cost of the conversion if planned? Please specify year of $'s What are the two or three major cost components of the project? The first 3 streets were converted in The remaining four streets are planned for conversion one pair at a time, over the next 2-8 years 1999, planned for 2018, 2020??? $75,000, $1 million, $1 million signal upgrades, radii improvements, parking structure circulation/access reconfiguration Brevard/Caldwell -- currently a one-way couplet. We are waiting on funds to re-configure the existing 277 Interchange ramps where the conversion will terminate. +/- 4.0M Revision curb returns to accommodate 2-way traffic and additional mast-arm and traffic signal hardware to convert for 2-way traffic Improved traffic circulation and street connectivity to the Charlotte's First Ward area and downtown CBD. N/A What problems were/are planned to be solved with the conversion? circuitous travel routes/difficulty for visitors, excess road capacity If your conversion project was implemented, did The first conversion went extremely well with the project live up to expectations? Please no issues. explain. If your conversion project was implemented, please explain to the best of your ability (quantitatively and/or qualitatively), how the following changed: Pedestrian-vehicle conflicts and accidents slight reduction More conflict points so most likely more vehicle accidents? Vehicle-vehicle conflicts and accidents slight reduction System wide improvements in speed and delay, may not so much in AM and PM peak hours. However overall an improvement in MOE. Average vehicle speed and delay slight reduction Reduced Average vehicle miles travelled slight reduction Reduced Goods loading and unloading minimal improvement Greatly improved Transit operations minimal impact More flexibility Compatibiltiy of the way street is operating improved access with the adjoing land use What advice can you provide to those Get feedback early from stakeholders. Keep considering the conversion of one-way streets to everyone informed throughout the process two-way streets? Any further comments? Would work great, no exising major parking deck enternace/exits along converstion route. Go for it, most people like the improved circulation, if you have adequate capacity on adjacent streets and overall grid of streets can handle the traffic on the current one-way pair.

13 THE URBAN TRANSPORTATION MONITOR, MAY 31, 2016, VOL. 30 NO. 4 Page 13 Con ver sion of One-Way Streets to Two-Way Streets (con tin ued) Organization City of Jackson City of Cincinnati What the name of the city where one-way Jackson, MI Cincinnati streets have been or are planned to be converted to two-way streets? Has your conversion been implemented? Yes, partially Yes, partially How many streets have been or are planned to 6 2 be converted? Approximately how many street miles are 4.1 miles 1mile involved in this conversion? Please indicate the type(s) of streets that were converted or are planned to be converted. Boulevards (major arterials) Boulevards (major arterials) Who first suggested the project? (e.g. city City Manager Neighborhood Community Council elected officials, property owners, city traffic engineering staff, city planning staff, etc.) Please provide any further information that will help in describing the type of conversion project. When did the conversion take place or are planned to take place? What was the total cost of the conversion or what is the estimated cost of the conversion if planned? Please specify year of $'s What are the two or three major cost components of the project? What problems were/are planned to be solved with the conversion? If your conversion project was implemented, did the project live up to expectations? Please explain. Four of the road segments are state highways in the City. Coordination with MDOT has been very key to these projects. 2 in 2004, 2 in 2013 and 2 in 2017 Fall of 2012 $943,667 in 2004, $438,286 in 2013, $3,940,000 in 2017 Signal costs and the cost to reconfigure the intersections at the project limits. Ease for motorist to get through the city. Yes, we projected the traffic flow between the two streets and have been close in our estimates. There were two 40 foot streets that acted as a one-way pair with approximately 13,000 vpd on each street. They were converted to two-way with two lanes given to the preferred movement, one to the opposite movement, and one for 24 hour parking. Approximately $250,000 in 2012 Partial reconstruction of the traffic signals, pavement marking changes, and signing/meter changes. Better access and sight lines on the streets to promote redevelopment. Also to slow speeds. There have been developers who have invested since it was changed to two-way on one street, but the other street is not seeing that same level of investment. If your conversion project was implemented, please explain to the best of your ability (quantitatively and/or qualitatively), how the following changed: Pedestrian-vehicle conflicts and accidents N/A Has not been a major issue Vehicle-vehicle conflicts and accidents some right after conversion and dropped off in Vehicle crashes have increased, but not significantly several months Average vehicle speed and delay N/A Speed has decreased, delay has increased, but still tolerable Vehicle miles travelled N/A No change Goods loading and unloading N/A Redevelopment is new, so this is not yet an issue Transit operations N/A Can slow travel in peak hours, but generally not a problem and there is high ridership Compatibiltiy of the way street is operating with the adjoing land use What advice can you provide to those considering the conversion of one-way streets to two-way streets? Any further comments? More commercial use developing on two way streets Communication with the public early on is important. Early on public will complain about the change and then ask why we didn't do sooner. We installed signs below stop signs on side streets that cross street has two way traffic when the one way signs were removed. Works well with land use, but on either side of the neighborhood, the streets are still two-way Have a community stakeholder group that will be practical and learn the issues of two-way conversion and the trade-offs. Look at traffic volumes and existing conditions, and layout options for pavement markings. Beware of those that come later...they do not remember the trade offs and agreements of the group, and then push for more...

14 THE URBAN TRANSPORTATION MONITOR, MAY 31, 2016, VOL. 30 NO. 4 Page 14 Con ver sion of One-Way Streets to Two-Way Streets (con tin ued) Organization City of Rochester DES City of Tucson Department of Transportation What the name of the city where one-way Rochester Tucson streets have been or are planned to be converted to two-way streets? Has your conversion been implemented? Yes, partially Yes, fully How many streets have been or are planned to 3 2 be converted? Approximately how many street miles are 2.0 miles 2.4 miles involved in this conversion? Please indicate the type(s) of streets that were Avenues (minor arterials) Avenues (minor arterials) converted or are planned to be converted. Boulevards (major arterials) Who first suggested the project? (e.g. city elected officials, property owners, city traffic engineering staff, city planning staff, etc.) Planning Staff/Property Owners/Traffic Engineers Not sure Please provide any further information that will help in describing the type of conversion project. When did the conversion take place or are planned to take place? What was the total cost of the conversion or what is the estimated cost of the conversion if planned? Please specify year of $'s What are the two or three major cost components of the project? What problems were/are planned to be solved with the conversion? If your conversion project was implemented, did the project live up to expectations? Please explain. South and St. Paul -part of a couplet with Clinton that provided one way northbound connection to inner ring road north and south of city Clinton- same as above only southbound Broad Street - An east-west avenue that was a couplet with Court Street 2014,2015,2016 and until 2022 based on funding 2014, 2015-$2M 2016 $1.8M est $10-15M Curb realignment, signalization and paving Slow traffic, Urban streets for booming downtown residential housing market. Increased bus access to a bus transit facility Yes both residents, cyclist and commuters are mostly positive regarding the change. Mobility within the City central core has improved. The two projects are a one-way pair in and near downtown. One of the pairs was significantly longer than the other. We were unable to convert all of the shorter one due to width constraints. In phases from N/A Resurfacing to obliterate existing pavement markings Excessive speed and improvements to neighborhoods The speeds and volume on the streets that were converted are more consistent with the neighborhood nature of the street. The downtown segments provides better access to business. If your conversion project was implemented, please explain to the best of your ability (quantitatively and/or qualitatively), how the following changed: Pedestrian-vehicle conflicts and accidents appear to be less due to traffic calming Slower speeds have made the streets friendlier for peds Vehicle-vehicle conflicts and accidents no increase as feared by some prior to project N/A Average vehicle speed and delay no significant change. Study before conversion Slower, sorry, not quantified anticipated 10 second delay accross downtown Vehicle miles travelled expect that they have been reduced N/A Goods loading and unloading Minor impacts that have been addressed with N/A timing changes Transit operations Greatly improved More alternative routes to access to the downtown transit center Compatibiltiy of the way street is operating with the adjoing land use much more compatible with residential infill Much improved What advice can you provide to those Take the time to study the change and have a considering the conversion of one-way streets to report that identifies issues and resolutions. two-way streets? Any further comments? If one way streets can be avoided in center city they should be Consider 1) bicycle facilities and 2) what kind of warning signs will you use to let people know of the new operations

15 THE URBAN TRANSPORTATION MONITOR, MAY 31, 2016, VOL. 30 NO. 4 Page 15 This Month s Sur vey Re sults (Sur vey 2) Char ac ter is tics of Suc cess ful Lots in North Amer ica Last month, The Ur ban Trans por ta tion Mon i tor con ducted a na tional sur vey to ob tain in for ma tion and opin ions on the most suc cess - ful park-and-ride lots in the U.S. and Can ada. Ques tion naires were sent via to pub lic trans por ta tion agen cies. A to tal of 20 re - sponses were re ceived. The re sults of the sur vey are pub lished here. Char ac ter is tics of Suc cess ful Lots in North Amer ica: Contacts Contact Name/ Organization Name Ross Farrell Capital District Transportation Authority RossF@cdta.org Sheri Kyras Ames TransitAgency (CyRide) skyras@cyride.com Shari Atwood Ames Transit Agency (CyRide) satwood@cyride.com Chris White Ann Arbor Area Transportation Authority cwhite@theride.org Adrienne Wuellner Pace Suburban Bus Adrienne.Wuellner@pacebus.com Todd Hemingson Capital Metro todd.hemingson@capmetro.org Emery Rendes Golden Empire Transit District erendes@getbus.org Robert Jones Niagara Frontier Transportation Authority robert_jones@nfta.com Robin Selvig Minnesota Valley Transit Authority rselvig@mvta.com Lawrence Kopf Charlotte Area Transit System N/A Rick Herndobler Chicago Transit Authority rherndobler@transitchicago.com Elliot Doza Central Ohio Transit Authority dozaec@cota.com Todd Plesko Dallas Area Rapid Transit tplesko@dart.org Colin Redding Halifax Transit reddinc@halifax.ca Linda Morris AC Transit lmorris@actransit.org Dennis Bloom Intercity Transit dbloom@intercitytransit.com N/A City of Phoenix N/A Joshua Matthews Valley Metro jmatthews@valleymetro.org H. Muñoz City of Phoenix, Public Transit Department herb.munoz@phoenix.gov Jessica Vargas Astaiza South Florida Regional Transportation Authority vargasj@sfrta.fl.gov