THE URBAN TRANSPORTATION MONITOR

Transcription

1 THE URBAN TRANSPORTATION MONITOR 2011 Law ley Pub li ca tions. All Rights Re served. VOL 25, NO 5 JUNE 20, 2011 Ep i demic of Pe des trian Fa tal i ties In ves ti gated So lutions Recommended Calls on Con gress to Use Trans por ta tion Bill to Make Streets Safer for All The long-term neglect of pedes trian safety in the design and use of U.S. streets is exact ing a heavy toll, accord ing to Trans - port for Amer ica (T4 Amer ica). From 2000 through 2009, more than 47,700 pedes tri - ans were killed in the United States, the equiv a lent of a jumbo jet full of pas sen gers crash ing roughly every month. In addi - tion, more than 688,000 pedes tri ans were injured over the same period, roughly the equiv a lent of a pedes trian being struck by a car or truck every 7 min utes. Dan ger ous by Design 2011, the new report by Trans por ta tion for Amer ica, a coali tion of plan ning and tran sit groups, exam ines pedes trian safety in the United States. It finds that, despite an epi demic of preventable tragedies, little public atten - tion and even less in pub lic resources has been com mit ted to reduc ing pedes trian deaths and inju ries in the United States. In fact, the report says that trans por ta tion agencies typically give greater priority to speed ing traf fic than to improv ing the safety of pedes tri ans or other vulnerable road users. Accord ing to the report, pedes trian safety is often per ceived as a strictly local issue, but 67 per cent of all 47,000 pedes - trian fatal i ties from 2000 to 2009 occurred on fed eral-aid road ways major roads eli gi ble to receive fed eral fund ing for con - struc tion and improve ments with fed eral guide lines or over sight for design. The report calls on Con gress to use the next fed eral trans por ta tion spend ing bill to help com mu ni ties make streets safer for all users, and rec om mends sev eral spe cific pro vi sions. Accord ing to T4 Amer ica, within hours of the report s release, Sen a - tor Tom Harkin and 11 co-spon sors ULTra PRT at Lon don Heathrow Oper at ing at Full Pas sen ger Ser vice Runs 22 Hours a Day, Seven Days a Week Newly imple mented at Lon don s Heathrow air port is an ULTra PRT sys - tem, that is, a sys tem of per sonal rapid tran sit vehi cles, or pods that run along spe cial guideways. At Heathrow, the sys - tem was installed at the Ter mi nal 5 Busi - ness Car Park, and trans ports pas sen gers to and from the main ter mi nal. On April 18 th of this year, pas sen gers were invited to par tic i pate in a trial of the pods, in order to give the devel op ers feed back. The response was pos i tive, with pas sen gers for mally intro duced the Com plete Streets Act of 2011, which mir rors its House Please turn to Page 8 describ ing it as rapid, futur is tic, and very easy to use. After the trial, oper at ing hours were increased. From May 7 th, the sys tem started run ning 22 hours a day, seven days a week. By the start of June, almost 20,000 trips had been taken, and the sys tem is now oper at ing at full pas sen ger ser vice. Accord ing to Alicia Griffiths, Heathrow pod Mar ket ing and Com mu ni - ca tions Man ager, the pods there are 21 Please turn to Page 5 Inside Sur veys....page 10 Requests for Pro pos als....page 20 Confer ences...page 21 ULTra PRT vehicles at the parking lot terminal of the system at Heathrow Airport, England (Photo: Courtesy of ULTra PRT)

2 THE URBAN TRANSPORTATION MONITOR, JUNE 20, 2011, VOL. 25, NO. 5 Page 2 Argonne Lab In stalls Elec tric Ve hi cle Charg ing Sta tion as Part of Re search Will Help with the De vel op ment and Val i da tion of Smart Charg ing and Smart Grid Tech nol o gies In an ef fort to re duce its im pact on the en vi - ron ment and spear head ef forts to switch to electric vehicles, Argonne National Labo - ra tory plans to in stall charg ing sta tions around its cam pus as part of its EV Charg - ing Pi lot Pro gram. The first charger was ac ti vated on April 21 st as part of an Earth Day celebration. The pro gram will start with 20 charg ing sta tions spread out around the lab s 1,500 acre cam pus. Even tu ally, the pro gram would like to ac com mo date five per cent of Argonne em ploy ees, equal ing 160 park ing spaces. The charg ing sta tions will be pow - ered by so lar en ergy in clud ing 3.8 kw Sunpower pan els with a DC/AC in verter and a track ing ar ray mount. Wind power will also be chan neled through a 60-foot free stand ing Skystream 3.7 wind turbine. The in stal la tion of the rest of the charg - ers, the tur bine and the so lar ar ray is pro - jected to be com pleted some time in Cur rently, Argonne has five all-elec tric ve hi cles in its fleet, with plans to add more. The pro gram is meant not only to sup ply power to Argonne s EVs and plug-in hy - brids, but also pro vides a real world, elec - tronic ve hi cle sce nario from which re - search ers can pull data, and find grounds to pro mote the con ver sion to elec tronic vehicles. It s a great re search tool for us as we pur sue the de vel op ment and val i da tion of smart charg ing and smart grid tech nol o - gies. We can use this on-site charg ing in - fra struc ture for data col lec tion and for field tests on our new pro to type tech nol o - gies, such as soft ware-de fined ra dios and com pact me trol ogy units, says Ted Bohn, an elec tronic en gi neer in Argonne s Trans por ta tion Tech nol ogy Research & Development Center. The pro gram is funded by the U.S. De - part ment of En ergy s Of fice of En ergy Ef - fi ciency and Re new able En ergy and is part of a push to meet Pres i dent Obama s goal of one mil lion elec tric ve hi cles on the road by In ad di tion to the charg ing sta tions, re search ers at Argonne are also ex per i ment ing with var i ous changes to bat tery de signs in or der to make them more cost ef fec tive and appealing to consumers. For more in for ma tion con tact Ted Bohn, Argonne EV Pi lot Pro gram, tbohn@anl.gov Argonne Na tional Lab o ra tory's first so lar elec tric ve hi cle charg ing sta tion. It plans to in stall enough charg ing sta tions around its cam pus as part of its EV Charg ing Pi lot Pro gram to be able to ad e quately serve 5 per cent of Argonne em ploy ees, equal ling 160 employees. 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 2011, 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: Jeanne Holden

3 THE URBAN TRANSPORTATION MONITOR, JUNE 20, 2011, VOL. 25 NO. 5 Page 3 Dy namic Ride Shar ing Al lows Com mu ters to Make Money as Driv ers Zebigo Fa cil i tates Driv ers to Charge Be tween 11c and 40c per Mile Zebigo.com is a Se at tle based com pany that hopes to cre ate a wide rang ing ride shar ing net work through its website. Launched in May, it al ready has hun dreds of us ers, and strives to ap peal to those who might want to make money as driv ers, live greener lives by carpooling, slow down the wear and tear on their own ve hi cles, or re - duce gas and park ing costs. The way it works is that peo ple sign up and cre ate a pro file on Zebigo.com. Once their ac count is in place, they are free to en - ter their lo ca tion and spec ify if they need a ride, or what di rec tion they re go ing in. For in stance, if they re go ing to or from work, to a sport ing event or to a con cert. Within min utes, Zebigo will at tempt to match rid - ers with driv ers who are trav el ing the same way. If it s not pos si ble, par tic i pants will re ceive a text or when a match is made. At the end of the ride, driv ers are paid elec tron i cally through Zebigo s se - cure web pay ment sys tem. No cash is exchanged in the car. As far as pric ing goes, Zebigo charges the rider a fee of $0.49 for match ing them with a driver. Af ter that, there s a mile age rate that ranges from ap prox i mately $0.11 per mile for lon ger trips to just un der $0.50 per mile. Ac cord ing to the website, the cost of the trip is meant to be a lit tle more that pub lic trans por ta tion, but less than driv ing your self and parking. It s go ing well, says CEO and founder Mark C. Rus sell. We re build ing us ers this sum mer, and we have hun dreds, but we need thou sands to reach that crit i cal mass, and we re start ing to get there. Zebigo is be ing mar keted across Facebook and other net work ing sites. They also have a cor po - rate strat egy. We do a num ber of things, Mark Rus sell, Founder and CEO of Zebigo (Photo: Dominic Ar i zona Bonuccelli; Cour tesy of Zebigo.com) A web screenshot of the Zebigo.com website. (Cour tesy of Zebigo.com) says Rus sell. We go to cor po ra tions and work with their HR and work with their trans por ta tion pro grams. An app is cur - rently under review by Apple. An is sue that might arise for po ten tial us ers of the sys tem is safety. While Zebigo strives to func tion pri mar ily as a con nec tion point for rid ers and driv ers, and does n t ver ify the sta tus of a par tic i - pant s driver s li cense or auto in sur ance, it does have a num ber of se cu rity mea sures in place. Us ers can opt to get a free back - ground check through Lexus Nexus, the sta tus of which will be dis played on their pro file. So, if a rider sees that a po ten tial driver has not passed the back ground check, they can choose some one else. There is also gen der preferencing women can chose to only ride or drive with other women. There are also ranking systems. Zebigo hopes to em power peo ple to have enough in for ma tion to make in - formed de ci sions about who to ride with. It s not like Craig s List, Rus sell stresses. You only get matched with peo - ple who are go ing your way. In the end, it s up to you. For more in for ma tion, go to Zebigo.com or con tact Charles McEnerney, Charlie@Zebigo.com, tel. (206)

4 THE URBAN TRANSPORTATION MONITOR, JUNE 20, 2011, VOL. 25 NO. 5 Page 4 Study Es ti mates High Pub lic Health Costs of Traf fic Con ges tion Costs Would Be Even Higher If Not for Low Emis sions Ve hi cles Fine particulate matter emissions that can be traced back to traf fic con ges tion in the na tion s 83 larg est ur ban ar eas lead to more than 2,200 pre ma ture deaths in the United States last year, ac cord ing to new re search by the Har vard Cen ter for Risk Anal y sis (HCRA) at the School of Pub lic Health. The re search ers say that the re - lated pub lic health was, con ser va tively, at least $18 bil lion. The study, The Pub lic Health Costs of Traf fic Con ges tion: A Health Risk As sess - ment, was pub lished in the sci en tific jour - nal En vi ron men tal Health. It is the first to at tempt to quan tify the pub lic health im pli - ca tions of grow ing traf fic con ges tion in America. The pub lic health toll of traf fic con ges - tion was es ti mated to be high est in some of the na tion s larg est ur ban ar eas. The Los An geles/long Beach/Santa Ana, Cal i for - nia, area was first, with an es ti mated ad di - tional 426 pre ma ture deaths and $3.3 bil - lion in pub lic health costs. It was fol lowed by: New York City/New ark, New Jer sey (+337 pre ma ture deaths, +$2.6 bil lion in costs); Chi cago/north ern In di ana (+251 pre ma ture deaths, $2 bil lion costs); and San Fran cisco/oak land, Cal i for nia (+124 pre ma ture deaths, +$1 billion in costs). The study s es ti mates of the to tal pub lic health costs of traf fic con ges tion in the U.S. are thought to be con ser va tive be - cause the re search con sid ers only the im - pacts in 83 ur ban ar eas and only the cost of re lated mor tal ity and not the costs that could be as so ci ated with re lated mor bid ity, health care, in sur ance, ac ci dents, and other fac tors, ac cord ing to the Harvard researchers. The researchers projected the estimated growth of traf fic con ges tion and re sult - ing emis sions from the base line year 2000 through 2030 if no ad di tional trans - por ta tion in fra struc ture ca pac ity is pro - vided to ac com mo date pro jected population growth. They forecast traffic congestion will rise more than 30 per cent over the pe riod 2000 to 2030 in 18 ur ban ar eas: Ra leigh, North Carolina (54 per cent); Oxnard, Cal i - for nia (47 per cent); Las Ve gas, Ne vada (46 per cent); Salt Lake City, Utah (45 per - cent); Sarasota/Bradenton, Florida (45 per cent); San An to nio, Texas (42 per cent); Or lando, Florida (41 per cent); Laredo, Texas (38 per cent); Rich mond, Vir ginia (36 per cent); Phoe nix/mesa, Ar i zona (33 per cent); Pensacola, Florida (31 per cent); Riverside/San Bernardino, California (31 per cent); San Diego, Cal i for nia (31 per - cent); and Spokane, Washington (30 percent). The re search pro vides one piece of good news, how ever. The num ber of ad di - tional pre ma ture deaths and pub lic health costs due to traf fic con ges tion has been de - clin ing over the past 10 years and will con - tinue to de cline un til about 2030, when it would again be gin to rise. The rea son: an Please turn to Page 5 Advertisement

5 THE URBAN TRANSPORTATION MONITOR, JUNE 20, 2011, VOL. 25 NO. 5 Page 5 Con tin ued from Page 4 Study Es ti mates High Pub lic Health Costs of Traf fic Con ges tion ever cleaner fleet of U.S. mo tor ve hi cles as older, more pol lut ing ve hi cles are re placed with to day s low emis sion ve hi cles. The pub lic health cost of traf fic con ges - tion in 2000, the Har vard re search ers es ti - mated, was ap prox i mately 4,000 pre ma - ture deaths with a mon e tized pub lic health cost of ap prox i mately $31 bil lion. They fore cast that the toll in 2030, ab sent re me - dial actions to significantly reduce traffic con ges tion in the U.S., will be 1,900 pre - ma ture deaths and $17 billion in social costs. Al though the study was not de signed to ad dress traf fic con ges tion-re duc ing strat e - gies, re search ers said so lu tions would likely vary from com mu nity to com mu - nity. Po ten tial strat e gies range from better traf fic man age ment through con ges tion pric ing to traf fic light syn chro ni za tion, and from more ef fi cient re sponse to traf fic in ci - dents to add ing new high way and pub lic tran sit ca pac ity. More re fined mod els of traf fic dy nam ics spe cific to each ur ban area and linked to the pub lic health mod els de - vel oped in the study could be used to explore the impacts of proposed strategies. The study was con ducted by a team that in cluded: Jon a than I. Levy, then an as so ci - ate pro fes sor at the Har vard School of Pub - lic Health,; Jon a than Buonocore, a doc toral stu dent at the Har vard School of Pub lic Health; and Kath er ine von Stackelberg, HCRA re search man ager and a prin ci pal at E. Risk Sci ences, LLP. It was sup ported through a grant un der writ ten by the Trans - por ta tion Con struc tion Co ali tion (TCC), which in cludes 29 na tional as so ci a tions and la bor un ions with an in ter est in fed eral trans por ta tion pol icy. The TCC is co-chaired by the Amer i can Road & Trans por ta tion Build ers As so ci a tion and the Associated General Contractors of America. Founded in 1989, the Har vard Cen ter for Risk Anal y sis is rec og nized as a world leader in ap ply ing de ci sion the ory, en vi - ron men tal and health sci ence and eco - nom ics to en vi ron men tal and pub lic health is sues. HCRA is a re search in sti tute within the Har vard School of Pub lic Health. For more in for ma tion, the full re - port is avail able at For ad di tional in for ma tion, con tact Brian Turmail at (703) or Matt Jeanneret at (202) Con tin ued from Page 1 PRT at Lon don Heathrow Op er at ing at Full Pas sen ger Ser vice of them sup ply pas sen gers trav el ling be - tween the Ter mi nal 5 Busi ness Car Park and the main ter mi nal a quick, ex cit ing jour ney, and will also re move ap prox i - mately 50,000 bus jour neys a year from the highly traf ficked air port roads. The ride be tween Ter mi nal 5 and the busi ness car park takes around five min - utes, pro vid ing peo ple with a ma jor short - cut and an al ter na tive to the bus, which takes up to 20 min utes. Pas sen gers board at one of three pod sta tions and choose their des ti na tion us ing a touch screen. The ve hi - cle then trans ports them at up to 25mph with out any stops in between. The pods are driverless, rub ber-tired and bat tery pow ered and can carry up to 4 pas sen gers in clud ing their lug gage. They are wheelchair accessible and designed to make very lit tle noise. As for safety, pas - sen gers travel only with cho sen com pan - ions, and the ve hi cles are mon i tored by CCTV dur ing op er a tion. Pas sen gers can talk to the sys tem con trol ler at any time, and the con trol ler can re spond to sit u a tions immediately. The vehicles are also outfit - ted with air-conditioning and heating systems. A UK based com pany, UL TRa de vel oped the pods in con junc tion with BAA, a pri vate sec tor com pany that owns and op er ates Heathrow Air port among sev eral oth ers. UL Tra is look ing to ex pand to In dia, where gov ern ment of fi cials in the city of Gurgaon have re cently given the go ahead to the com pany to carry out a traffic feasibility study in or der to ex plore the pos si - bil ity of implementing the PRT system. For more in for ma tion, con tact Alica Griffiths in the UK at alicia-lhr_griffiths@baa.co m, or Steve Raney in Palo Alto, CA at steve.raney@ultraprt.com, tel. (650) ULTta PRT ve hi cle mov ing on the track at Heathrow Air port. (Photo: Cour tesy of UL Tra PRT)

6 THE URBAN TRANSPORTATION MONITOR, JUNE 20, 2011, VOL. 25 NO. 5 Page 6 Transportation Tort Liability: Case in Review Wash ing ton State Court of Ap peals Re af firms That Where Rezoning Im ple ments the Com pre hen sive Plan, the Sub stan tial Change Rule Does Not Apply In June 2006, a de vel oper ap plied to the Richland, Wash., city plan ning com mis - sion for a rezoning and ap proval of a pre - lim i nary plat for a 41 acre de vel op ment of a new sub di vi sion. The pro posal would change the zon ing of the site from sin gle fam ily res i den tial to planned unit de vel op ment (PUD). It made pro vi sion for de tached sin gle-fam ily res i - dences, town houses, a small shop ping cen - ter, a rec re ational cen ter and 27 acres ded i - cated for open space pur poses and trail construction. The plan ning com mis sion con ducted hear ings on the ap pli ca tion over a pe riod of 15 months: the first (an open re cord hear - ing), in Au gust 2006, was con tin ued with a re quire ment to the de vel oper to sub mit a traf fic study. The sec ond open re cord hear - ing, in Oc to ber 2007, was lim ited to mat - ters re lat ing to the re sults of the re quired traf fic study. The fi nal round was a se ries of city coun cil meet ings in November and December Appellants and other affected residents pro tested the ap pli ca tion at all these fo - rums, claim ing that Morency Drive, on which they live, was too nar row to ac com - mo date ad di tional traf fic. The plat re lied on Morency Drive for ac cess to the subdivision. The classification of Morency Drive was con tested: ap pel lants, con tended it was a lo cal street, in tended by the com pre - hen sive plan to have av er age daily trips of less than 1,000 ve hi cles per day. The city tes ti fied that it is a col lec tor street, de - signed for up to 1,500 trips per day. The plan ning com mis sion de ter mined that the rezoning and pre lim i nary plat were consistent and compatible with the city s com pre hen sive plan and with ad ja cent res - i den tial neigh bor hoods, and were in the pub lic in ter est. It there fore voted to rec om - mend to the city coun cil ap proval of the ap - pli ca tion, sub ject to con di tions de signed to mitigate the traffic issues identified by the Morency Drive residents. City council members conditionally ap - An ae rial image of Morency Drive area. (Image, Google, Inc.) proved the pre lim i nary plat, but in cluded a re quire ment that the south ac cess to the de - vel op ment be built with the ini tial phase of development, in an effort to mitigate traffic im pact on Morency Drive. Two weeks later it ap proved the rezoning, with a fur ther traf fic mit i ga tion mea sure, the con struc tion of a phys i cal bar - rier re strict ing north bound ac cess to Morency Drive. This would leave the new south ac cess road as the only ac cess to the de vel op ment un til some fu ture al ter na tive con nec tion, eas ing the traf fic bur den on Morency, was completed. Ap pel lants ap pealed the coun cil s de ci - sion to the Benton County Su pe rior Court un der the Land Use Pe ti tion Act (LUPA). The su pe rior court ruled that grounds for re ver sal un der LUPA did not ex ist and dis - missed the pe ti tion. The cur rent ap peal followed. The Court of Ap peals noted that ap pel - lants car ried the bur den of es tab lish ing the stan dards of re lief. In sup port of this, ap - pel lants claimed that the land use de ci sion was (a) an er ro ne ous in ter pre ta tion of the law; (b) not sup ported by sub stan tial ev i - dence; and (c) an er ro ne ous ap pli ca tion of the law to the facts. The Court re jected ap pel lant s claim that the city coun cil s ap proval of the pro - ject con sti tuted an il le gal spot zone be - cause it found ap pel lants had not ex - hausted the administrative remedies avail - able, by not rais ing the spot zon ing ar gu - ment be fore the plan ning com mis sion and city coun cil. It noted that ex haust ing ad - ministrative remedies is a statutory re - quire ment of standing to file a land use petition. Al though the term spot zon ing was never used at any point in the hear ings, the Court of Ap peals found that the re cords of the hear ings showed that a num ber of cit i - zen com ments, writ ten and oral, Please turn to Page 7

7 THE URBAN TRANSPORTATION MONITOR, JUNE 20, 2011, VOL. 25 NO. 5 Page 7 Re sults of New Study on Red Light Run ning Cam eras Show Ben e fits Out weigh Draw backs Ac cord ing to new re search from the Uni - ver sity of Mis souri (MU), the ben e fits of red light run ning cam eras out weigh the draw backs and po ten tial for abuse. Au to - mated traf fic mon i tor ing sys tems have caused some con tro versy, with driv ers ac - cus ing city gov ern ments of us ing them as a way to generate revenue. However, after care ful con sid er ation of many au to mated speed en force ment stud ies from around the world, Carlos Sun, an as so ci ate pro fes sor in the civil en gi neer ing de part ment at MU, main tains that the safety ben e fits of these mon i tors ex ceed any po ten tial for mis use. In his re search, Sun ref er ences sta tis tics from the Na tional High way Traf fic Safety Ad min is tra tion in di cat ing that ap prox i - mately one third of traf fic re lated deaths are speed re lated, with run ning red lights ac - count ing for 883 fa tal i ties and 165,000 injuries a year. How ever, Sun ad mits that use of the cam eras is a bal anc ing act, and ad vises that state gov ern ments cre ate laws re gard - ing pri vacy in or der to main tain the checks and bal ances that would pre vent abuse from tak ing place. Just like any tool, it should be used re spon si bly in the proper sit u a tion, he says. The irony of red light cam era en - force ment is that if peo ple obeyed the law, the rev e nue wouldn t be generated. For more in for ma tion, con tact Ste ven Ad ams, AdamsST@missouri.edu, tel. (573) A photo from a red light running camera showing a near miss and a vi o la tion. (Photo: Cour tesy of Ja son D. Moen, Dep uty Chief of Po lice, Au burn Police Department) Transportation Tort Liability: Case in Review (continued from Page 6) Washington State Court Reaffirms "Substantial Change" Rule ques tioned the va lid ity of the rezoning and discussed anticipated negative impacts. It ruled that these chal lenges to va lid ity ac - com plished the ob jec tive of the ex haus tion requirement. Re gard ing the chal lenge to the le gal ity of the rezoning, it found that a rezoning ac - tion is adjudicatory not leg is la tive in na - ture, and that the pro po nents of the rezoning must dem on strate the re la tion - ship to the gen eral wel fare of the cit i zens and that con di tions have sub stan tially changed since the original zoning. It found the de vel op ers had dem on - strated gen eral con for mance with the com - pre hen sive plan, since the pro vi sions of the pro posed rezoning and pre lim i nary plat re - lat ing to over all den sity, range of res i den - tial land uses, open space and pub lic trails requirements, and compatibility with the character and standards of adjacent devel - op ments were all within the re quire ments provided by the comprehensive plan. Fur ther, it ruled that the plat did not in - volve dra matic change or in con gru ity, but sim ply sub sti tuted a dif fer ent sort of res i - den tial use, the av er age den sity of which would be within per mis si ble limits. With re gard to whether the planned de - vel op ment served the pub lic wel fare, the Court af firmed the ad van tages of and jus ti - fi ca tions for the rezoning cited by the plan - ning com mis sion and city coun cil, in clud - ing the 27 acres to be ded i cated to a pub lic trail sys tem; the abil ity to im pose site and height lim i ta tions; and in creased de mand for res i dences, such as town houses, that require less yard maintenance. The Court noted that where a rezoning im ple ments the com pre hen sive plan, the sub stan tial change rule does not ap ply, and it re-af firmed the plan ning com mis - sion s rec og ni tion that the rezoning would be con sis tent with the com pre hen sive plan. Re gard ing the dis pute about the des ig na - tion of Morency Drive as a lo cal or col lec tor street, the Court found that the plain lan - guage of the com pre hen sive plan per mits ex ist ing lo cal roads to be con verted into neigh bor hood col lec tor streets, al beit with a re quire ment to bring them up to col lec tor stan dards. The mu nic i pal code does not pro hibit through traf fic and no find ings are re quired to be made re gard ing through traffic prior to approval. Ap pel lants also ar gued the city had ig - nored the pro hi bi tion on ap proval if de - vel op ment pro pos als will cause the traf fic lev els of ser vice to de cline be low stan - dards adopted in the com pre hen sive plan (in this case, level of ser vice D), un less trans por ta tion im prove ments are made con cur rent with the development. The Ap peals Court found that there was no ev i dence of an an tic i pated de cline in ser vice that was not ad dressed by the con di tions re quired for ap proval by the city coun cil, and that at least 3 of the 15 Traf fic & Streets con di tions ad dressed concurrency issues. With re gard to the ad e quacy of find - ings re quired for city coun cil ap proval of the de vel op ment ap pli ca tion, it ruled that the city coun cil s de ci sion to ap prove the rec om mended plat and rezoning was sup - ported by ev i dence in the re cord; that its fail ure to en ter all find ings re quired by stat ute and the mu nic i pal code was harm - less; and that the ap pel lants had not dem - on strated any other basis for relief. It there fore af firmed the su pe rior court s find ings, and the ap proval of the rezoning and pre lim i nary plat.

8 THE URBAN TRANSPORTATION MONITOR, JUNE 20, 2011, VOL. 25 NO. 5 Page 8 Con tin ued from Page 1 Epidemic of Pedestrian Fatalities Investigated coun ter part in call ing for streets that are safe and ac ces si ble for all us ers, whether on foot, in a wheel chair, on a bike or us ing pub lic tran sit. Harkin, men tioned the Dan ger ous by De sign re port in his state - ment. Na tion wide, pe des tri ans ac count for nearly 12 per cent of to tal traf fic deaths. But, the re port says, state de part ments of trans por ta tion have largely ig nored pe des - trian safety from a bud get ary per spec tive, al lo cat ing only about 1.5 per cent of avail - able fed eral funds to pro jects that ret ro fit dangerous roads or create safe alternatives. Pe des trian fa tal i ties have fallen at only half the rate of mo tor ist fa tal i ties dur ing the pe - riod, drop ping by about 14 per cent as com - pared to 27 per cent for mo tor ve hi cle fa tal - i ties. In many places, in clud ing 15 of the country s largest metro areas, pedestrian fa tal i ties have actually increased, even as overall traffic deaths fell. Chil dren, older adults, and ra cial and eth nic mi nor i ties are dis pro por tion ately rep re sented in the fa tal i ties, but peo ple from all walks of like have been af fected. In fact, ac cord ing to the re port, the ma jor - ity of these pe des trian deaths share a com - mon thread: They oc curred along ar te rial road ways that were dan ger ous by de sign, streets en gi neered for speed ing traf fic with lit tle or no pro vi sion for peo ple on foot, in wheelchairs or on bicycles. For this edi tion of the re port, re search - ers an a lyzed 10 years (2000 to 2009) of pe - des trian fa tal i ties in each county of the United States, and cal cu lated the Pe des - trian Dan ger In dex (PDI) for 52 of the larg - est metropolitan areas (over 1 million in pop u la tion) in the U.S. The 2011 re port found the 10 most dan ger ous metro ar eas to be: Or lando-kissimmee, FL; Tampa-St. Petersburg-Clearwater, FL; Jacksonville, FL; Mi ami-fort Laud er dale-pom pano Beach, FL; Riv er side-san Bernardino-On - tario, CA; Las Ve gas-par a dise, NV; Mem - phis, TN-MS-AR; Phoe - nix-mesa-scottsdale, AZ; Hous ton-sugar Land-Baytown, TX; Dallas-Fort Worth-Arlington, TX. Spe cif i cally, the re port rec om mends that the next fed eral trans por ta tion spend - ing bill in clude the fol low ing provisions: Re tain ded i cated fed eral fund ing for the safety of peo ple on foot or on bi cy cle. Con gress is cur rently con tem plat ing elim i na tion of ded i cated fund ing for An ex am ple of a pe des trian un friendly in ter sec tion (Im age: Gooogle, Inc.) Trans por ta tion En hance ments and the Safe Routes to School pro gram. With out these com mit ted fund ing streams, states will likely re duce spend ing for safety fea tures like side walks, cross walks and trails. Adopt a na tional com plete streets pol icy. En sure that all fed er ally funded road pro - jects take into ac count the needs of all us - ers of the trans por ta tion sys tem, in clud - ing pe des tri ans, bi cy clists and pub lic trans por ta tion us ers, as well as chil dren, older adults, and in di vid u als with dis - abilities. Fill in the gaps. Be yond mak ing new and re fur bished roads safer for pe des tri ans, cre ate com plete net works of side walks, bi cy cle paths and trails so that res i dents can travel safely through out an area. To this end, the Rails-to-Trails Con ser vancy has gath ered tes ti mony from 53 com mu - ni ties out lin ing how they could fill in stra te gic gaps to make walk ing and bi cy - cling to rou tine des ti na tions more safe and con ve nient with small tar geted fed - eral grants. Com mit a fair share for safety. Fed eral, state and lo cal gov ern ments should set safety goals that not only re duce fa tal i - ties over all, but also re duce fa tal i ties for in di vid ual modes, with sep a rate safety goals for pe des tri ans, bi cy clists, mo tor - cyclists and motorists. Hold states ac count able for cre at ing com mu ni ties that are safe for walk ing. Con gress must hold states ac count able to en sure that trans por ta tion funds are spent wisely, by en sur ing that: New streets are built to be safe for pedestrians, bicyclists, public trans - por ta tion us ers, and mo tor ists alike; The most dan ger ous roads are retro - fit ted for safety; and, Fed eral safety dol lars re sult in lives saved and a more ac tive pop u la tion. The full re port is avail able at erous-by-design-2011.pdf. For more in - for ma tion, con tact info@t4america.org.

9 THE URBAN TRANSPORTATION MONITOR, JUNE 20, 2011, VOL. 25 NO. 5 Page 9 High Tech Fold ing Elec tric Bike In cludes Many Safety Fea tures and Might be Ideal for Some In Ur ban Ar eas Weighs 23 Pounds, and Can Travel a Dis tance of 6 Miles on One Charge Aim ing to com bat prob lems of pol lu tion and to im prove ur ban trans port, YikeBike, a New Zea land based com pany, has cre - ated a light weight, elec tric, fold ing ve hi - cle, one that builds on the con cept of the Mini-Far thing fold ing bike. The de vel op ers of the YikeBike be gan by think ing of the qual i ties of a ve hi cle that would be best suited to ur ban com mut ing, is sues such as size, weight, ma neu ver abil - ity, stopping distance, acceleration, safety, and the abil ity to eas ily take it on a bus or stow it under a desk. The re sult ing ve hi cle weighs about 23 pounds, can go up to 14 miles per hour, can travel a dis tance of 6.2 miles, and can be folded or un folded in about 15 sec onds. One un usual fea ture that dis tin guishes the YikeBike from a reg u lar bike is the han dle - bars they re on the side in stead of at the front, caus ing the rider to sit in an up right position. Even though this looks strange, the de - vel op ers claim it s com fort able and no less nat u ral than reg u lar bikes, where you have to lean for ward to reach the han dle bars. They also claim that it s safer the up right po si tion pro vid ing higher visibility. Striv ing to make the ve hi cle safer than a bike, the YikeBike also has many other built in safety fea tures in clud ing elec tronic anti-skid brakes, built in brake lights and in di ca tors, a short wheel base for higher ma neu ver abil ity, and a dis tinc tive sound to alert oth ers of your pres ence. Also, the ve - hi cle can not go faster than around 14 mph. YikeBike can be folded or un folded in about 15 sec onds and weighs about 23 pounds. (Photo: Cour tesy, YikeBike) The han dle bars of the YikeBike is lo cated at the side in stead of the front. This causes the rider to sit up right and ex pe ri ence in creased vis i bil ity. (Photo: Cour tesy, YikeBike) As for the cost, the YikeBike cur rently runs to $3,795, a price that does not in clude taxes, ship ping fees, and the duty charges in cluded in send ing the bike all the way from New Zea land. How ever, due to strong in ter est in the YikeBike at a lower price point, the com pany has de vel oped a new ver sion, called the Fusion. While the orig i nal YikeBike is made from car bon fi ber, the Fu sion frame and struc tural points are made from an al loy and re in forced poly mer com pos ite, mak ing the bike heaver, but al most $2,000 cheaper the Fu sion costs $1,995. You will end up with a bike that looks very sim i - lar at a lower price point, says Pe ter Hig - gins, chief tech nol ogy officer. Early adopt ers of the YikeBike in clude Google and movie star Jackie Chan. While the US pro vides a large mar ket for the YikeBikes, it ap pears that the mod els must still be or dered from New Zea land. How ever, ac cord ing to Hig gins, the Fu - sion will be in te gral to plans for wider dis - tri bu tion, while the car bon fi ber ver sion will be available online. For more in for ma tion, please go to or con tact Grant Ryan at (ext 2003) (New Zealand).

10 THE URBAN TRANSPORTATION MONITOR, JUNE 20, 2011, VOL. 25 NO. 5 Page 10 ` This Month s Sur vey Re sults (Sur vey 1) On-Street Park ing Pay Sta tion Char ac ter is tics Ear lier this month, The Ur ban Trans por ta tion Mon i tor sent sur vey ques tion naires to or ga ni za tions that mar ket on-street park ing pay sta tions. Al to gether three ven dors were iden ti fied that mar ket/pro vide this type of prod uct in the U.S. Re plies were re ceived from two. It should be noted that the in for ma tion shown in the ta ble is sup plied by the ven dors. The Ur ban Trans por ta tion Mon i tor cannot vouch for the ac cu racy of this in for ma tion. The re sults of the sur vey are pub lished here. On-Street Parking Pay Station Characteristics NAME OF PRODUCT/COMPANY CONTACT PERSON CONTACT INFORMATION CITYPAL Parkeon, Inc., Moorestown, NJ Strada Pay Station Parkeon, Inc., Moorestown, NJ LUKE II Pay Station Digital Payment Technologies, Burnaby, BC, Canada Sean Renn Sean Renn Teresa Cheung srenn@parkeon.com tel. (856) srenn@parkeon.com tel. (856) teresa.cheung@digitalpaytech.com tel. (604)

11 THE URBAN TRANSPORTATION MONITOR, JUNE 20, 2011, VOL. 25 NO. 5 Page 11 On-Street Park ing Pay Sta tion Char ac ter is tics: The CITYPAL Product name Name of manufacturer Main location of manufacturer (city, state, and country if outside the U.S.) Your website address What power options and or combinations of options are available for your pay station? (e.g. hard wired, solar, batteries) What is the footprint size of the pay station? What anti-vandalism and security measures are incorporated in the pay station? Which of the following payment options are available: coins paper currency credit card pre-paid card by cell phone on-line payment other (please specify) Does your pay station accommodate a "pay and display" or a "pay by space" system or both? Which of the following are included in your pay station? wireless two-way communication wireless reprogramming by client (e.g. change rates) instructions on using the units What can be controlled remotely? What data is collected? How can the data be downloaded? What reports can be produced automatically from the data? CITYPAL Parkeon, Inc. US Corporate Office Moorestown, NJ Worldwide Corporate Office Paris, France Solar powered or mains powered trickle charging battery 11.4" wide x 13.4" deep Variety of materials used to prevent vandalism including: Galvanized steel Z 255 for housing Pow der coated anti-graf fiti hous ing No exposed installation bolts Dis play uses var i ous ma te ri als to be 8 times EN stan dard for im pact re sis tance Thicker steel used for col lec tions area Separate maintenance and collections compartments No door hinges Elec tronic lock ing sys tem for both main te nance and col lec tions areas Keys can be white or black listed re motely from back-of fice Each main te nance or col lec tion per son can has spe cific ac cess rights to the units Coin se lec tor that only opens for me tal lic ob jects Lockable cash boxes Being planned No Account based payment at the pay station, contactless bank and private card payments Both, as well as Pay-by-License Plate. CITYPAL can handle any identifier. Entire configuration including: Parking mode Rate struc ture Dis play screen graphics and messaging Receipt layout Types of credit cards Se cu rity via re mote con trol of elec tronic keys white/black list Maintenance control of coin selector and printer actions Maintenance issues (out of order pay stations, consumable warnings, etc), transaction data, collection data are all sent to the back-office system for reporting and analysis. Depending on configuration, the units will collect space data as well as license plate input. Data is sent wirelessly to the back-office system via cellular communications. Our standard dashboard reports: Current Maintenance Action Required Terminal Out-of-Order Communications Problems Maintenance Performed Cash Collections Cash-In-Terminals Currently Consumables Sta tus Parking Activity Ticket Sales Anal y sis Transactions by Payment Mean Clients can also create custom reports using reported data.

12 THE URBAN TRANSPORTATION MONITOR, JUNE 20, 2011, VOL. 25 NO. 5 Page 12 On-Street Park ing Pay Sta tion Char ac ter is tics: The CITYPAL (con tin ued) What are the other main features of your product? What is the total cost of one parking pay station? What the installation cost of one parking pay station? Do you provide a rental/leasing option? Please provide details What support options are available? What type of warranty is provided? How many jurisdictions/agencies are using this product in the U.S.? How many jurisdictions/agencies are using this product outside the U.S.? Can be used to sell parking and transit tickets and other services 7" color touch screen can ac com mo date park ing rate menus, maps, ad ver tis ing, lo gos, messaging. Cus tom re mov able side pan els for quick and ef fec tive messaging Pole op tion which al lows for pole to be at tached to top of ma chine for ad di tional sign age Presence detection to automatically wakeup unit Light ing op tions for in ter face or park ing "P" win dow Ethernet op tion Large coin box (holds up to $800 in quar ters) PCI Level 1 credit card au tho ri za tion pro cess Google maps feature on our back-office system which displays meter locations showing transaction levels, maintenance activity, and collection information Approx. $11,000 to $12,000 for a single unit. Quantity and features effect price. Approx. $375 per unit, various financing options are available. Phone and support Project planning Server host ing Software creation Remote downloading In stal la tion On-site ser vice Preventive maintenance Training Warranty packages How long has this product been available in the U.S.? Since May 2011 Please briefly describe the best features of your pay station 1 year warranty comes standard. Extended warranty is available. Product just released. We are working with several US cities on first installations. Product just released. Several cities in Europe have deployed CITYPAL. Real-time communications of all data gives parking departments full control of parking system by providing data quickly for analysis and allowing for fast changes. Perfect for congestion pricing applications. 7" color touch screen al low ing for easy in ter ac tion with cus tomer and park ing de part ment staff. Also al lows for dis play and sale of maps, cou pons, ad ver tis ing, and unique messaging. Ex tremely cus tom iz able: Dis play screen can be mod i fied re motely with var i ous col ors, graphics, and messaging. Side pan els are also cus tom iz able. Many payment methods including contactless payment option

13 THE URBAN TRANSPORTATION MONITOR, JUNE 20, 2011, VOL. 25 NO. 5 Page 13 On-Street Park ing Pay Sta tion Char ac ter is tics : The STRADA Product name Name of manufacturer Main location of manufacturer (city, state, and country if outside the U.S.) Your website address What power options and or combinations of options are available for your pay station? (e.g. hard wired, solar, batteries) What is the footprint size of the pay station? What anti-vandalism and security measures are incorporated in the pay station? Which of the following payment options are available: coins paper currency credit card pre-paid card by cell phone on-line payment other (please specify) Does your pay station accommodate a "pay and display" or a "pay by space" system or both? Which of the following are included in your pay station? wireless two-way communication wireless reprogramming by client (e.g. change rates) instructions on using the units What can be controlled remotely? What data is collected? How can the data be downloaded? What reports can be produced automatically from the data? STRADA Parkeon, Inc. US Corporate Office Moorestown, NJ Worldwide Corporate Office Paris, France Solar powered or mains powered trickle charging battery 11.4" to 16.9" wide x 10.8" to 11.4" deep depending on confirguration Variety of materials used to prevent vandalism including: 11-gauge steel for housing Pow der coated anti-graf fiti hous ing Display protection exceeds EN standard for impact resistance Ad di tional man ga nese steel plate and ad di tional an gled steel plates for col lec tions area Separate maintenance and collections compartments Internal hinges and anti-wrenching elements on maintenance door No exposed installation bolts Hid den locks pro tected by steel baf fles 4 point locking system on maintenance door Electronic locking system or 3 point mechanical locking system for collections area. Option to individually key each unit separately. Coin se lec tor that only opens for me tal lic ob jects Short coin path be tween open ing and cash vault area Lockable cash boxes No Account based payment at the pay station Both, as well as Pay-by-License Plate. Strada can handle any identifier. Rates, receipt layout, on-screen messaging Maintenance issues (out of order pay stations, consumable warnings, etc), transaction data, collection data are all sent to the back-office system for reporting and analysis. Depending on configuration, the units will collect space data as well as license plate input. Data is sent wirelessly to the back-office system via cellular communications. Our standard dashboard reports: Current Maintenance Action Required Terminal Out-of-Order Communications Problems Maintenance Performed Cash Collections Cash-In-Terminals Currently Consumables Sta tus Parking Activity Ticket Sales Anal y sis Transactions by Payment Mean Clients can also create custom reports using reported data.

14 THE URBAN TRANSPORTATION MONITOR, JUNE 20, 2011, VOL. 25 NO. 5 Page 14 On-Street Park ing Pay Sta tion Char ac ter is tics: The STRADA (con tin ued) What are the other main features of your product? What is the total cost of one parking pay station? What the installation cost of one parking pay station? Do you provide a rental/leasing option? Please provide details What support options are available? What type of warranty is provided? How many jurisdictions/agencies are using this product in the U.S.? How many jurisdictions/agencies are using this product outside the U.S.? Extreme solar power autonomy providing an average of 3 year battery life 4" x 2" graphical display accommodating logos and graphics Can be used to sell park ing and tran sit tick ets Large coin box (holds up to $800 in quar ters) PCI Level 1 credit card au tho ri za tion pro cess Google maps feature on our back-office system which displays meter locations showing transaction levels, maintenance activity, and collection information Approx. $8,500 to $13,000 for a single unit depending on configuration. Quantity and features also effect price. Approx. $375 per unit, various financing options are available. Phone and support Project planning Server hosting Software creation Remote downloading Installation On-site service Preventive maintenance Training Warranty packages 1 year warranty comes standard. Extended warranty is available. Approx. 100 Approx. 400 How long has this product been available in the U.S.? First installation was in 2006 Please briefly describe the best features of your pay station Proven performance (over 40,000 installed worldwide) Robust, reliable, secure Upgradeable to fu ture proof your in vest ment Able to in te grate with other park ing tech nol o gies (sen sors, cell phone, en force ment) Extreme solar autonomy Low cost of ownership

15 14 THE URBAN TRANSPORTATION MONITOR, JUNE 20, 2011, VOL. 25 NO. 5 Page 15 On-Street Park ing Pay Sta tion Char ac ter is tics: LUKE II Product name Name of manufacturer Main location of manufacturer (city, state, and country if outside the U.S.) Your website address What power options and or combinations of options are available for your pay station? (e.g. hard wired, solar, batteries) What is the footprint size of the pay station? What anti-vandalism and security measures are incorporated in the pay station? Which of the following payment options are available: coins paper currency credit card pre-paid card by cell phone on-line payment other (please specify) Does your pay station accommodate a "pay and display" or a "pay by space" system or both? Which of the following are included in your pay station? wireless two-way communication wireless reprogramming by client (e.g. change rates) instructions on using the units What can be controlled remotely? What data is collected? How can the data be downloaded? What reports can be produced automatically from the data? LUKE II Digital Payment Technologies Still Creek Dr Burnaby, BC, Canada, V5C 6C6 Hard wired/ac Battery powered Solar powered 11 inches x 11 inches Vandal-resistant 12-gauge cold rolled steel cabinet No pry-points or ex posed hinges Elec tronic locks with gran u lar con trol of ac cess per mis sions, sched ules, and log ging Wire less re port ing of tam per ing or break-in via or text mes sage Lexan pro tec tion for pay sta tion dis play Audible alarm Complete audit trail for cash and transactions to reduce opportunity for theft No Coupons, campus cards, value cards, contactless credit cards Pay and Display Pay by Space Pay by Li cense Plate All supported on the same pay station with no additional hardware required.. GSM/GPRS, CDMA, and local and metro-scale WiFi Note that hard wired Ethernet is also available. Essentially anything - for example: rates policies messages operational modes power-saving properties special event parking. Rich data is collected on all transactions. The timestamp, pay station, payment method, and rate used are some of the details captured. Information about the pay stations' operational characteristics is also collected, including battery voltage, cash levels, humidity, temperature, and alarms (e.g., coin jam). The data can be wirelessly transmitted to the Enterprise Management System (EMS) back-end, which is hosted in DPT's secure cloud-based environment. It can also be downloaded manually using the DPT's BOSS Key in the event that wireless communications are not available. Once downloaded, information is available to authorized personnel via any device that is able to access the Web. A variety of financial and statistical reports (transaction reports, stall reports, coupon usage reports, audit reports, and tax reports) are available. All reporting data is exportable either to a PDF (by default) or to a CSV (comma-separated value) file for importing into an external database or spreadsheet application, such as Microsoft Excel. Additionally, using DPT's Digital API, clients can develop an interface with our back-end that will allow the automatic extraction of data and its use with any custom applications the client needs.

16 THE URBAN TRANSPORTATION MONITOR, JUNE 20, 2011, VOL. 25 NO. 5 Page 16 On-Street Park ing Pay Sta tion Char ac ter is tics: LUKE II (con tin ued) What are the other main features of your product? What is the total cost of one parking pay station? What the installation cost of one parking pay station? Do you provide a rental/leasing option? Please provide details What support options are available? What type of warranty is provided? How many jurisdictions/agencies are using this product in the U.S.? How many jurisdictions/agencies are using this product outside the U.S.? Security: Physically resistant to tampering, vandalism, fraud, and break-ins Data se cu rity: PCI and PA-DSS com pli ance for both the pay sta tion and the back-end soft ware Cost ef fec tive ness: Real-time credit card pro cess ing for lower fees (also re duced ex po sure to bad debt) Modular architecture streamlines upgrades and part replacements Solar power provides installation and operation cost savings Remote configuration of all pay station properties without having to dispatch personnel Flexibility: Mul ti ple op er a tional modes on the same pay sta tion Flexible hardware options and communications modes Open ar chi tec ture to in te grate with third-party sys tems Ease of Use: Iconic ap pear ance eas ily rec og nized at a park ing pay sta tion Large, easy to read color LCD dis play Tac tile full al pha nu meric key pad for li cense plate en try (PBL mode) Completeness: Broad est set of pay ment op tions Comprehensive ecosystem of parking technologies for seamlessly integrated parking management Rich reporting capabilities via EMS to actively manage the parking operation as well as derive information necessary to make policy decisions. N/A N/A Leasing and rental programs are available. Programs differ according to location. DPT provides dedicated 24/7 telephone support for software and configuration issues, as well as local on-site support via an extensive network of value-added resellers. Hardware warranty, software upgrade subscriptions, and telephone support agreements can be purchased separately or together in increments of one year. Thousands of clients in more than 250 U.S. municipalities use DPT's on-street parking pay stations. DPT has a number of clients in Canada, however we do not market our products outside of North America. How long has this product been available in the U.S.? DPT pay stations have been available in the U.S. since Please briefly describe the best features of your pay station Flexibility: Supports all operational modes on the same pay station: PNS, PBS, PBL; highly flexible rate structures; most comprehensive set of communications options; ability to use pay station on- and off-street, most comprehensive payment options. Integration: The pay sta tion in te grates with other best-in-class park ing com po nents such as en force ment handhelds, space sen sors, li cense plate rec og ni tion sys tems, cam pus card pro ces sors, and ci ta tion management systems, for a seamless integrated parking management system that benefits consumers and parking operators. Extend-by-Phone: This feature, unique to DPT pay stations allows a consumer to initiate a parking transaction at a pay station and receive text message reminders and the ability to extend their parking session on a mobile phone. No other Pay-by-Phone service or pay station offers this capability.

17 THE URBAN TRANSPORTATION MONITOR, JUNE 20, 2011, VOL. 25 NO. 5 Page 17 ` This Month s Sur vey Re sults (Sur vey 2) Ur ban Trans por ta tion Pat ents Ur ban trans por ta tion-re lated pat ents are filed on a reg u lar ba sis at the U.S. Pat ent and Trade mark Of fice in Wash ing ton, DC ( ents.uspto.gov). The Ur ban Trans por ta tion Mon i tor searched the Patent Office's database and iden ti fied ur ban trans por ta - tion-re lated pat ents that were filed from Oc to ber 2007 to the pres ent. Char ac ter is tics of the pat ents are de scribed on the fol low ing pages. Num ber of Patents Filed, Oc to ber Pres ent, by Trans por ta tion Cat e gory CATEGORY NO. OF PATENTS FILED Traffic Monitoring and Traffic 13 Information Navigation 12 Traffic Control 7 Traffic Safety 10 Road Marking 5 and Signs Bus and Rail Operations 16 Transportation Systems 26 Total 89 Num ber of Pat ents Filed, Oc to ber Pres ent, by Coun try COUNTRY TOTAL FILED U.S.A 48 Japan 21 Canada 5 Taiwan 4 UK 3 Italy 2 Germany 1 Switzerland 1 Bermuda 1 Austria 1 Russia 1 France 1 Total 89

18 THE URBAN TRANSPORTATION MONITOR, JUNE 20, 2011, VOL. 25 NO. 5 Page 18 De scrip tions of Some In ter est ing Pat ents Relieving urban traffic congestion United States Patent 7,739,030 Method of developing traffic messages United States Patent 7,657,367 A method of reducing congestion on a roadway is disclosed comprising dividing selected lengths of selected normal lanes of a roadway into two commuter lanes, providing distinctive lane markings to identify the commuter lanes, and dynamically designating selected lengths of selected lanes as either normal lanes or pairs of commuter lanes. In order to dynamically change lane configurations, a set of indicators can be provided as lane markers together with a control system to alter particular lane configurations between normal lanes and commuting lanes both cyclically according to a preprogrammed schedule and dynamically in response to sensed vehicle traffic volume, unusual events such as accidents, weather, and so on. Commuter lanes are designated cyclically and dynamically in response to traffic conditions to increase the capacity of the affected road. Normal lanes are designated at other times. To facilitate entry and exit from designated commuter lanes, transition zones can be provided where entering and exiting commuter lane traffic has right of way.a commuter vehicle is disclosed for use on commuter lanes. A typical commuter vehicle weighs less than 650 lbs., has at least three wheels, an enclosed seating compartment, and a low center of gravity with at least one occupant. In one embodiment, occupants sit in a near-kneeling position to lower their center of gravity. In, an alternate embodiment also providing a low center of gravity, occupants sit in a recumbent position. A mechanism can be provided to raise and lower the seats to facilitate occupant entry and exit. Occupants can be position in-line, one behind the other. Embodiments with two, three, or more seats can be provided. Inventors: Desai; Shitalkumar V. (Plano, TX), Desai; Vipinchandra M. (Plano, TX) Inferring road speeds for context-sensitive routing United States Patent 7,706,964 Sensing, learning, inference, and route analysis methods are described that center on the development and use of models that predict road speeds. In use, the system includes a receiver component that receives a traffic system representation, the traffic system representation includes velocities for a plurality of road segments over different contexts. A predictive component analyzes the traffic system representation and automatically assigns velocities to road segments within the traffic system representation, thereby providing more realistic velocities for different contexts where only statistics and/or posted speed limits were available before. The predictive component makes predictions about velocities for road segments at a current time or at specified times in the future by considering available velocity information as well as such information as the properties of roads, geometric relationships among roads of different types, proximal terrain and businesses, and other resources near road segments, and/or contextual information. Inventors: Horvitz; Eric J. (Kirkland, WA), Srinivasan; Sridhar (Redmond, WA), Subramani; Murugesan S. (Issaquah, WA), Koch; Paul B. (Seattle, WA) Assignee: Microsoft Corporation (Redmond, WA) A method is disclosed for developing traffic messages. The method obtains traffic data indicating collected traffic speeds at various locations on a road network. Traffic messages are developed from the traffic data. The method obtains ground truth data indicating ground truth speeds at a subset of the locations on the road network. The ground truth speed represents average speed of vehicles at one of the locations. For those locations for which ground truth speed has been obtained, the method computes a traffic quality value comparing the collected traffic speed to the ground truth speed for the location. The traffic messages and traffic quality data representative of the traffic quality values are transmitted. Inventors: Phuyal; Bishnu (Des Plaines, IL), Lane; Michael Brian (Niles, IL), Peterson; Lawrence M. (Downers Grove, IL), Swingley; Finn A. (Chicago, IL), Sedore; William King (Chicago, IL), Tanzar; Victoria Leila (Evanston, IL), Zdano; Matthew Richard (Chicago, IL) Assignee: NAVTEQ North America, LLC (Chicago, IL) Method of displaying traffic flow conditions using a 3D system United States Patent 7,634,352 A computer-implemented method of displaying traffic conditions on a road system includes creating a 3D graphical map of the road system that includes one or more segments. The status of at least one of the segments on the 3D graphical map is determined. The status of the segment corresponds to traffic data associated with that segment. A 3D model of the road system is created by combining the 3D graphical map and the status of that segment. Inventors: Soulchin; Robert M. (King of Prussia, PA), Braddock; Chris (Audubon, NJ), Agree; Jonathan K. (Newtown, PA) Assignee: Navteq North America, LLC (Chicago, IL)

19 THE URBAN TRANSPORTATION MONITOR, JUNE 20, 2011, VOL. 25 NO. 5 Page 19 De scrip tions of Some In ter est ing Pat ents, con tin ued Traffic impact attenuator United States Patent 7,722,284 A Freeway Impact Attenuator is a traffic control or traffic accident impact absorbing device that will be deployed and replaced the conventional sand filled plastic buckets on the highway exits, junctions and temporary highway constructions. The rear support bracket for the temporary deployment to be replaced with concrete block to keep the unit from sliding. The bumper and sliding tube move backwards and simultaneously the water in the cylinder get compressed while piston also moves backwards once impact force exerted to the bumper. The sliding tube and piston is interfaced through the clamp. When the water pressure increases to the level that cylinder piston reaction force overcome the impact, sliding tube will stop prior to the end of cylinder full stroke. Water level inside the tank will also increase and may over flow in some case is depending on the piston traveling in the cylinder. Inventors: Somwong; Banyat (North Hollywood, CA) Road vehicle actuated energy device United States Patent 7,714,456 A road vehicle actuated energy device for use in a path of a vehicle includes an actuator for transverse disposal in a cavity of a road across the path of the vehicle, wherein the actuator includes a bent member having a first end and a second end and when so disposed in the road the first end moves between a first position above the road and a second position below the first position, a rotatable drive shaft, a one-way clutch ring operably connected to the second end of the bent member wherein the one-way clutch ring has an inner opening configured to receive the drive shaft therethrough and engage the drive shaft in a manner to cause one-way rotation thereof when the first end is moved from the first position to the second position and freely releases the drive shaft when moving from the second position to the first position and an energy generator operably connected to the drive shaft in a manner to generate energy upon rotation of the drive shaft. Inventors: Daya; Arvind A. (Fayetteville, GA) Reversible highway sign warning lights United States Patent 7,388,515 Intelligent redirection of vehicular traffic due to congestion and real-time performance metrics United States Patent 7,689,348 An automated traffic control system provides real time alternative traffic flow solutions to address traffic congestion on a roadway. A process will pick routes to scan for real-time statistics on the traffic conditions and calculate an average vehicle speed (AVS) for that route, road, highway, etc. If the AVS drops below a historical threshold, a decision matrix is created, whereby all the real-time data is compared with historical data and provides an ideal or best alternative route for route X. The operator is provided this information within seconds and is allowed to make a decision to accept or decline the proposed changes in routes. If the proposed changes are accepted, the changes begin to occur automatically such as but not limited to updating electronic signage, changing traffic control signals (all green to keep traffic moving), moving electronic barriers, etc. Inventors: Boss; Gregory Jensen (American Fork, UT), Hamilton, II; Rick Allen (Charlottesville, VA), Langford; John Steven (Austin, TX), Waters; Timothy Moffett (Hiram, GA) Assignee: International Business Machines Corporation (Armonk, NY) After-market, detachable warning lights for a reversible highway sign are easily attachable to existing stop/slow highway signs currently in use in highway construction areas. Left and right light boxes are attached to opposite vertical edges of the sign with a pair of red lights on the stop side of the sign and a pair of yellow lights on the slow side of the sign. A multi-functional switch enables the workman to create a variety of lighting conditions. These conditions could include red and yellow constantly ON; red and yellow blinking; red and yellow strobing slowly; and red and yellow strobing rapidly. In addition, the switch enables the workman to put either set of lights in a particular independent mode thus increasing the variation of the lighting system. For example, the red lights may utilize a constant ON mode while the yellow lights could be slowly strobing. The sign and pole have internal wiring and are supported by a lower base with wheels. The twelve-volt battery supply rides on the base. The sign is readily moved from site to site and allows the workman to select many different combinations of lighting effects. Inventors: Hill; Joe Shane (Lebanon, IL)