The market penetration rates used for the “worlds” and run years to be modeled will be based on the results from the expert interviews and workshops . Although these results will be used as a basis, some variation will be allowed to conduct a sensitivity analysis during the modeling effort.ATSC is the dynamic optimization of signal cycle times and phases to synchronize signals along selected arterial routes. If all the signal controllers along a route are assigned a common cycle time, users can experience a progressive green wave along the route. An ATSC system can also incorporate dynamic actuation of traffic signals to respond to changes in traffic demand. All traffic signals in the SMART Corridor study area are linked to the Los Angeles Department of Transportation ATSAC System. ATSAC is an interconnected and coordinated signal system which monitors and manages surface street traffic. Traffic is monitored by detectors and traffic surveillance cameras and various timing programs are automatically implemented in response to fluctuating traffic demands.A set of signal input files will be created to represent the alternative scenarios being modeled, as discussed in the section “Proposed Model Runs.” The UC Berkeley team did not intend to simulate ramp metering; consequently, they did not code any of the ramp meters in the Santa Monica Freeway Corridor into the link file. In addition, the INTEGRATION model has not been previously tested with regard to its ability to model ramp metering. As a result,ebb and flow ramp metering is not likely to be directly included in the scope of the modeling effort for the current research project.The ETC technology makes use of a pocket-sized tag containing a radio transponder that is placed inside a vehicle’s windshield.

The transponder transmits radio frequencies to an electronic antenna as the vehicle passes through the toll collection lane, and the appropriate fare is deducted automatically. Such systems have the capacity to move five times as many vehicles as conventional toll lanes, reducing congestion, fuel consumption, and air pollution at toll plazas. As well as saving travel time for motorists, ETC systems are viewed as very convenient . No ETC facilities currently exist along the SMART Corridor. Since the Corridor is only 11 miles long, it would only be feasible to deploy one ETC facility. Recent discussion regarding the implementation of ETC and the modeling of this technology for this project have centered around the issue of HOT lanes . It has been argued that this is the most reasonable application of ETC within the Santa Monica Freeway Corridor. It is not yet clear whether the INTEGRATION model is capable of simulating the deployment of HOT lanes. This will be determined shortly through continuing discussions with the model developers. An ETC facility can be modeled within INTEGRATION by changing the characteristics of a link or links on the network at the location of the ETC facility. Prohibitions can also be assigned to certain vehicle types for use of certain links or lanes .En-route driver information consists of real-time information about traffic conditions, incidents, construction, transit schedules, and weather conditions, which are provided to drivers once travel begins. Real-time traffic conditions can be obtained from surveillance stations or from probe vehicles that drive through the network and transmit data back to the control center. The primary travel behavior impact of such a system would be caused by drivers choosing better routes to their destination or changing their destination or both. Mode choice and trip chaining formation may also be influenced. Information can be provided via in-vehicle displays or voice messages or both, via Highway Advisory Radio , or externally via CMS. This study will attempt to model the impact of in-vehicle information and also CMS. HAR may also be contrasted to CMS.

The INTEGRATION model allows the user to define five different vehicle types in terms of the frequency of information that they receive and a measure of the error likely to be inherent in the information received. The parameters for these vehicle types are defined in the master control file, as described in an earlier section. Nodes within the network will be coded to act as information nodes that transmit traveler information to vehicle types that are coded to receive it.Route guidance systems provide simple instructions to a user to follow a suggested route in order to reach a specified destination. Such information can be provided at the start of a trip or throughout the trip or both with regular updates to an in-vehicle device. Real-time route guidance systems update directions based on real-time traffic conditions, status of transit systems, and road construction/closures. The directions consist of simple instructions for turns or other upcoming maneuvers. The effectiveness of a route guidance system is a function of the market penetration levels of in-vehicle or hand-held route guidance devices, the quality of the information provided, and the response of users to the information provided . This study will model en-route route guidance systems within the context of the scenarios that have been developed.According to Professor Hempel, approaches to environmental policy are becoming more “integrated.” This increased integration takes the form of mandating “ecosystem management” and “sustainable communities:” i.e., air, water, and land use issues are considered together rather than separately. In addition, as environmental policy is increasingly subsumed under “sustainable development,” policies protecting the “environment” may make greater efforts to balance economic, social, and environmental concerns. Balancing multiple goals is extremely complex, according to Professor Hempel, and policies must be informed by large amounts of technical information and data. New technologies, such as Geographic Information Systems and ITS, can help generate this information and data to assist policymakers in taking such an integrated approach to environmental protection.

In addition to more integrated approaches, another trend in environmental policy is the increasing use of market-based approaches, with the latest example in California being the energy deregulation scheme. Professor Hempel believes that excessive reliance on market approaches raises environmental concerns. If price is the final arbiter of what is deemed “environmentally acceptable,” policymakers must be sure that those prices reflect full social and environmental costs. Fully reflecting these costs is not always possible,however. For example, when asking “what is the price of a tree” , this price will not reflect the full value of the tree because the real value is in its “ecological inter-connection” . Nature, according to Professor Hempel, is not just a resource component and cannot always be reduced to a separable level.The Sacramento Metropolitan region is expected to grow in population and employment opportunities over the next ten years. This region is expected to absorb another 700,000 people,greenhouse benches and employment is projected to increase between 40 and 50 percent . A majority of this growth will be in Sacramento County. In fact, downtown Sacramento can expect a 38 percent increase in employment and a 37 percent growth in population . Job growth is projected to be strong in the: 1) I-80 corridor between Roseville and Rocklin, 2) I-5 corridor around North Natomas, 3) Rancho Cordova, and 4) West Sacramento. Strong residential growth is expected in Franklin/Laguna, the Vineyard Area I-5/Route 99 corridor, Roseville/Rocklin corridor, and the North Natomas . Many transportation issues arise with an increase in demographics. One issue that will affect many people is congestion. With the growth in population and employment, vehicle trips will increase by approximately one third . Daily VMT will increase from 36,212,000 miles in 1996 to 22,202,000 miles in 2005 . With the increased demand on the freeway network, it is predicted that congestion will increase four fold . Along with the increased travel due to residents living in the metropolitan area, many long distance travelers, passing through the area, will also contribute to congestion in the region . In addition, suburb to suburb travel is rising quickly. In fact, suburb to suburb trips are increasing at a faster rate than suburb to downtown trips . Many of these trips were not anticipated by transportation planners as the area’s transportation system is not designed to carry the large volume of suburb to suburb trips . As a result, many of the corridors are congested. At present, other travel mode choices are very limited, and public transit most often requires that individuals make transfers . Currently, this region supports a light rail and bus system. Many critics have Stated that there is a lack of public transit in this region. Many citizens would like to expand the light rail system and provide more express buses . The goal of increased transit is to reduce congestion and increase the mobility of those who cannot drive by making public transportation more convenient. In a survey distributed in Sacramento and Yolo counties, the respondents preferred improvements to public transit over street widening . Air pollution is directly related to vehicle emissions. Currently, the Sacramento Metropolitan Area is classified as severe non-attainment area for ozone under the federal standards . Other measurements of air quality include PM-10 and CO. In Sacramento, both of these pollutant also are classified as non-attainment .

The baseline figures for the pollutants are given in Table B-6 below. Most of the pollutants decrease over time, with the exception of NOx and PM-10. Specifically, PM- 10 increases slightly, and NOx remains constant .The experience of Bacon et al. highlighted the difficulties associated with coding and calibrating the various aspects of a transportation network. Since the focus of this current research project is on evaluating the energy and environmental impacts of various ITS deployment scenarios, and not on calibrating a network or testing simulation models, it is highly desirable to make use of an existing calibrated network. As the selected simulation model is INTEGRATION, it is also desirable to have a network already coded for this model. In this light, the choices include: 1) the Urbansville and Thruville networks ; 2) the Smart Corridor ); and 3) the TravTek Orlando network .As mentioned earlier, we have selected the I-10 smart corridor for our simulation modeling exercise in this project. The main advantages of the Smart Corridor network are that it is partly calibrated, and it is the only California-based network of these options. There are advantages to using the Urbansville and Thruville networks, not the least of which is that they are already available to the project team. However, the work by Mitretek has been somewhat conceptual in nature and has not consisted of the calibration of an actual traffic network. The Urbansville network is a representation of Detroit, Michigan and its suburbs, consequently, it cannot be correctly calibrated with real-world measured traffic flows. Is it essential to have an accurately calibrated network to simulate the relative impacts of various ITS strategies involving a range of technologies/user services? It can be argued that if the same network is used for each scenario, the degree of calibration may not be critical, but the use of a calibrated network is likely to make the results of the study more credible. In addition to the requirement for a carefully coded network for simulation efforts, there is a need for information about the specific operational characteristics of the technologies to be modeled. The literature reviews and collection of FOT data that has occurred over the last year has provided the project team with much of this necessary information. One of the useful products of this research may be the specification of data needs from FOTs in order to be able to conduct detailed assessments of environmental benefits. This was addressed as an important issue by the ‘Expert Panel’ meeting held by Apogee in Washington, DC. .Presently, streambed restorations in California are actively pursued by a number of agencies, government jurisdictions, water districts, public and private land trusts, and research scientists. In general, most of these programs are governed by legal requirements related to the Clean Water Act and are implemented under the dual jurisdiction of both state and federal agencies. Nearly all programs implemented under this regulatory framework are properly classified as horticultural restoration programs.