Tuesday, January 12, 2016
What's the 'Big Idea' Oakland?
Crowd-sourcing Oakland's response to the US Dept. of Transportation's Smart City Challenge reflects the kind of "bold and innovative thinking" that Secretary Foxx is calling for from America's cities.
Now you can help us demonstrate that connected constituents and stakeholders, open-source initiatives, transparent and responsible government, and the sharing economy have the potential to out think and out produce traditional responses to funding opportunities.
This is the place where you are invited to pitch your "BIG IDEA"! Click here to offer your own Comment.
Original ideas that appear to align with the US Dept. of Transportation's vision elements and Oakland's values and priorities are elevated from Comments to Posts. You and others interested in your idea can then take the lead developing it into a solid proposal that can compete with or be combined with others. We call these kinds of posts "Sandcastles."
Now go ahead and tell us, "What's your big idea?"
Looking for inspiration? Explore and help develop the ideas of those who have come before you by clicking here.
If you want to contribute by pointing out a reference that you think is important, then please click here.
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Thinking out loud: Oakland has a diverse urban population demographic that is technology adept. As such, Oakland represents a unique opportunity as a testing ground for smart transportation technologies. How can Oakland serve as a host for the deployment of new smart transportation technologies? In order to pull off a successful demonstration, a City process has to be set up that is focused on the approval and deployment of such technologies within the City of Oakland. By having an official government process potential, projects would be required to meet certain standards. These standards would ensure privacy, consumer rights, and general public safety. By the same token, having a single place and process where these projects and technologies are approved and deployed would create a momentum that pulls more projects and technologies to the City, creating multiple opportunities for synergy and collaboration.
ReplyDeleteNice work, Anonymous! I believe your idea deserves a post of its own, so look for it soon.
DeleteAs promised, here's your very own sandcastle:
Deletehttps://smartoakland.blogspot.com/2016/01/sandcastle-smart-city-as-nerve-center.html
To see a complete list of participant-generated ideas, click the "Sandcastles" link in the menu to the right.
DeleteIntegrating SkyTran as part of Oakland's existing/future transportation solution.
ReplyDeletehttp://www.skytran.com/
That is some seriously bold and innovative thinking, M.Lew--thanks! Would be great if we could get some folks from specific areas of Oakland to help us imagine the possibilities.
ReplyDeleteUniversal accessibility in all modes of travel is a prerequisite to any transportation improvements. Regulations and our civil rights laws are fairly clear on what is required of transportation providers, but, we have entered a new frontier with the proliferation of TNCs like Uber and Lyft. We should be concerned about their lack of wheelchair accessible vehicles and reliable on-call service for persons with disabilities, and seek solutions that allow these types of businesses to thrive thanks to their ability to serve everyone. With Uber coming to town, we should use this as an opportunity to make Oakland a leader in multimodal transportation accessibility.
ReplyDeleteGreat point! Often times plans omit the "unsightly" ADA requirements. However planning for ALL users is a mistake we cannot afford to make.
DeleteHere's a well deserved post for these ideas: http://smartoakland.blogspot.com/2016/01/sandcastles-what-could-be-smarter-than.html
DeleteGreat stuff, Sherri! I will develop your comment into a post ASAP so that we can develop the important points you have raised. You've also inspired me to get working on a post articulating Oakland's values and principles, complementing the evaluation criteria set by the USDOT. Cheers
ReplyDeleteHere are two: 1: Development of mobility-as-a-service hubs in low income communities, perhaps with subsidized rentals of bike share, electric bikes, or other mobility tools?
ReplyDelete2: Variable speed limits on corridors with frequent bus headways during times of day when pedestrian/cyclist volumes are particularly high? OPD would need to enforce, otherwise they would be speed limit "suggestions"
If you haven't already please check out the Post for mobility hubs, Josh, and keep helping 218Consultants build that Sandcastle!
Deletehttp://smartoakland.blogspot.com/2016/01/sandcastle-mobility-hubs-improve-access.html
Thanks, Josh--well done! Made me think of recent work done by Cal grad seminar: http://218consultants.com/
ReplyDeleteCheck it out and then look for me to create post to run with this line of thinking.
Universal accessibility is a prerequisite to any real transportation innovation. While what is required of providers is fairly well known thanks to federal and state regulation and civil rights laws, the new TNCs such as Uber have so far avoided the regulatory reach that could provide a remedy to the problems of lack of accessible vehicles and delivery of reliable, on-demand services to persons with disabilities. Oakland could be a leader in this new world of transportation options if it were to devote itself to finding a way to allow TNCs to thrive and leave no one stranded.
ReplyDeleteStone Edge Farm in Sonoma is doing some interesting things in partnership with Wooster Engineering. They are working on a MicroGrid, involving many other companies to reduce the Farm's carbon emissions as far below zero as possible. They recently installed a hydrogen electrolyzer from Millennium Reign Energy and they are getting a hydrogen fuel-cell vehicle to go with it. Hydrogen technology may be something the City of Oakland could benefit from.
ReplyDeleteThese are all interesting ideas, what apps are out there that will provide for someone at a location to find out about all modes of transportation to get from point a to point b? This should include, walking, bike, bus, BART, taxi, Uber etc.
ReplyDeleteGreat point! Google Maps is moving in this direction, so we need to imagine them imagine how to take it to the next level in Oakland...
ReplyDeleteSmart Parking: Since 40%(?) of downtown vehicle trips are circling for parking - this is important.
ReplyDeleteReal-time sign boards directing vehicles to open garages downtown. I remember this from a trip to France 15 years ago. Can also put sensors on the on street parking, and people can access available spaces through an app. Also, might as well roll-in variable pricing on Downtown parking meters. Further - might as well create on-street and off-street (garage) electric vehicle charging stations.
Imagine an app tied to your navigation system that knows where each available parking space is located in downtown. The app navigates you to the nearest available parking space based on your destination.
DeleteSmart Information: Help the Uptown BID in partnership with Paxio lite up the fiber network under downtown, and create free wi-fi network downtown.
ReplyDeleteSmart Transit: Real-time sign boards at bus stops and above BART stations showing next bus and next train arrival times. Make the B-Shuttle into a self-driving (autonomous)/vehicle demonstration project
ReplyDeleteI think this Smart City Challenge can align well with what the City is already doing with Sustainable Oakland. People should check out the most recent Sustainable Oakland repoort: http://www2.oaklandnet.com/oakca1/groups/pwa/documents/memorandum/oak056220.pdf
ReplyDeleteGreat reference, thanks! I'm going to do a new post right now dedicated to references and other resources that can feed into the Smart Oakland Project. Cheers
ReplyDeleteUse of Green Infrastructure. Oakland Global Trade and Logistic truck traffic study and truck planning.
ReplyDeleteThe development of fuel cells structure. More truck routes
Projects in the impacted or vulnerable communities the construction and operation jobs have a priority first.
- Ms. Margaret
While there are many areas in which we can approach the inevitable shift in transportation models, one factor that is new to this development more than the last "highway boom" is the need to plan for Intra-modal and multi-scale transit systems. It is often the vehicle that is the star of the conversation, however we overlook platform in which those vehicles operate, the owner of that hard/software deployed on that platform, the subsequent choices made in providers and contractors responsible for the maintenance and upgrades of those items, and the transition between them.
ReplyDeleteFor example you cross from a state owned road to a locally owned one you may notice a thin seam of tar indicating the transition, But what happens when your automated vehicle enters an area that is operating a different platform. This issue magnifies, as you continue to smaller divisions, down to the parking lot. A sort of ISP debate, except the I is infrastructure.
Questions are also raised regarding vehicles operating on physical tracks, or perhaps digital tracks will help proivide flexibility that a traditional light rail cannot.
Great stuff, Sean--your comment has really got the wheels in my head turning! Can we relate this to our sandcastle on smart city as "brain" -- only now we're talking about a community of smart cities or interconnected nerve centers.
ReplyDeleteHere's the link to the post: https://smartoakland.blogspot.com/2016/01/sandcastle-smart-city-as-nerve-center.html
Here are some Pilot Project idea that the Port of Oakland has developed as part of their California Sustainable Freight Action Plan.
ReplyDeleteProject Title: Port of Oakland Supply Chain Efficiency Initiatives
Project Location: Port of Oakland, Oakland, CA (and various)
Project Summary:
The following initiatives are intended to improve the supply chain efficiency and cargo flow through the Port of Oakland:
1) Implementation of extended marine terminal gate hours – reduces truck wait and transaction times
2) Implementation of a grey (common) chassis pool – reduces the need to move equipment around and increases equipment supply
3) Implementation of a technology to track performance metrics of trucks moving through the Port area – tracking truck wait times inside and outside marine terminals
4) Expansion of Marine Terminal Appointment Systems – fully integrated system would improve user experience and smooth peak congestion for trucks
5) Construction of marine terminal gate modifications – improves truck flow and reduces bottlenecks at marine terminal entrances and exits
6) Implementation of off-dock depot – allows for exchange of equipment outside Port area
Detailed Description of project alignment with goals and components of the Sustainable Freight Action Plan:
Taken both individually as component pieces and together as a whole, these initiatives have been identified as key drivers to make the Port a more efficient place to do business and to reduce negative impacts of congested roadways and hours wasted. These initiatives have been identified by all of the Port stakeholders as priorities to reduce vehicle miles traveled, reduce the overall number of truck trips within the region, reduce the amount of wait time for truckers entering marine terminals and locating available equipment. In addition, the technology to track performance metrics will improve the overall information about Port operations and allow stakeholders to be better informed.
Hydrogen-powered busses and shuttles will significantly reduce carbon emissions. Here are a few interesting links that will show how hydrogen has caught on:
ReplyDeletehttp://www.global-hydrogen-bus-platform.com/www.global-hydrogen-bus-platform.com/About/Introduction.html
https://www.usfuelcell.com/en/
http://www.scientificamerican.com/article/a-new-pathway-to-reach-totally-carbon-free-hydrogen-fuel/
The fact that hydrogen can be used similarly to gasoline makes it a smooth transition. Solar energy is used to split water molecules, and hydrogen can be stored for very long periods of time. California has already begun to create the infrastructure for mass use:
http://www.energy.ca.gov/releases/2014_releases/2014-07-22_hydrogen_Refueling_EV_Charging_Stations_nr.html
http://energy.sandia.gov/transportation-energy/hydrogen/market-transformation/maritime-fuel-cells/sf-breeze/
http://www.lindeus.com/en/news_and_media/press_releases/2015-08-03rnanews.html
http://www.pressdemocrat.com/news/2397288-181/rohnert-park-joins-the-hydrogen
http://www.greenfleetmagazine.com/channel/hydrogen/news/story/2014/08/firstelement-fuel-chooses-partner-to-build-hydrogen-stations.aspx
https://www.californiahydrogen.org/
Deletehttp://iphe.net/about.html
DeleteThere is an App called Waze that can help get up-to-date directions and information about traffic while you are driving. It can help to get a more accurate estimated time of arrival.
ReplyDeletehttps://www.waze.com/
There is a material called Ferrock (trademarked) that is better for the environment than Cement. It is significantly stronger than Portland cement in compressive strength and several times stronger in flexural strength, meaning it can take more stress before bending and breaking.
ReplyDeletehttp://techlaunch.arizona.edu/article/revolutionary-eco-friendly-substitute-cement
Ok--you got my attention, Brian! Can you help everyone understand how these kinds of basic, infrastructure materials --while less visible than autonomous and connected vehicles -- are no less important to the future smart city!
DeleteGreat! Simply follow the link. Ferrock can be a carbon negative material when exposed to high concentrations of carbon dioxide. It uses the waste steel dust from industrial processes to create a cement-like material that is environmentally superior, sustainable, and stronger than conventional cement.
DeleteAlso, Transporation For London (in England) is making accurate, realtime bus arrival information available to customers on their mobile phones, tablets and other devices.
ReplyDeletehttps://tfl.gov.uk/campaign/bus-investment
Here is a thought...Pandora is a great Oakland business...Pandora transformed music discovery across genres by breaking apart the music genome...how can Smart Oakland channel (or even work with) Pandora to break apart the transportation genome for the smart city of the future...how can my trip to and from my place of work (actually think multiple places as we will all have more than one in short order hence multiple commutes each day) become the most interesting part of my day because I am 'discovering' new people, facts, opportunities, exploring passions, helping people, helping the planet....
ReplyDeleteImagine waking up and your route to work is planned for you by your virtual smart city planner factoring in weather, how well you slept, your daily meeting schedule, other interesting people you might want to meet and could do so as part of your commute given your browsing history, your social graph, your star sign, your shared interest with another Oakland resident in antique clocks from the 1850's...whatever...
Great thinking, Anonymous, thanks! Your idea deserves a post and I think I have just the name for it (although I'm open to suggestions): "The Smart Urban Genome Project"
DeleteMASSIVE MOBILE DATA ANALYTICS FOR SMART TRANSPORTATION, SMART GOVERNANCE, AND SMART CITY IN OAKLAND
ReplyDeleteThe explosion of “Big Data” from mobile devices creates a powerful resource for analytics that can transform the practice of design and management for new transportation policies and infrastructure. Hundreds of millions of devices are creating spatial information, usually via GPS chips. Aggregators take this data, anonymized it, and can create Metrics that answer previously impossible-to-answer questions in just minutes, while protecting individual privacy.
I am an Oakland resident, and the CEO of StreetLight Data. In my professional role, I’ve applied this technique to over 100 transportation and urban planning problems over the last 12 months. Thus, I have a front row seat to the bleeding edge of Massive Mobile Data Analytics for smart transportation and mobility planning and management. And as an Oakland resident and enthusiastic citizen harangue-er of local government, I see a lot of opportunities for my home community.
Here’s a quick summary of what Massive Mobile Data Analytics could do:
1. Measure current mobility patterns. For example, what percent of drivers on the I-980 are going to a destination in Oakland, vs. another Bay Area destination? This can help determine the impact on traffic deep changes (or removal) of the 980.
2. Measure the impact of policies and infrastructure put in place in Oakland. For example – does a new transit program reduce total VMT as planned?
3. Measure the impact of policies and infrastructure in places NOT in Oakland, to develop a library of best practices. For example, in the past two years, what has been the range of impacts of turning 1-way to 2-way streets in US Cities similar to Oakland? What worked and what didn’t and how can we learn?
4. Measure key patterns in Oakland on a daily basis to see how the city responds to varying circumstances (heavy rain, Warriors games) and to see how the city’s transportation behavior changes in the midst of dramatic economic development and urban renewal.
I want to emphasize that this type of Massive Mobile Data Analytics is different from using Smart Phones to give real-time directions to citizens or managers. Real-time utilization of data is a good thing – it helps use what we have efficiently and Oakland should do it. But Massive Mobile Data Analytics measure big trends over time, to support very big decisions (like infrastructure design) that will affect the city, as well as its quality of life and greenhouse gas emissions, for decades. I call it Big, Slow Data as opposed to Big Real Time Data. We need both because if we don’t get the fundamentals of policy and physical design right, then no amount of real time behavioral nudges can achieve the greenhouse gas reductions and high quality of transportation that we need.
Best,
Laura Schewel
Thanks again, Laura! Really enjoyed talking and feel like the City's response is going to be much stronger because of your support. Check back soon as you will start to see some of your suggestions for structuring the demonstration will make their way into the draft. Cheers
DeleteWith the recent conversion of streetlights in Oakland to LED, the City has started the process of reducing the energy cost associated with streetlights. There is an opportunity to further this efficiency and improve public safety, security, and communication by creating a network of smart, connected streetlights.
ReplyDeleteSmart lights that are equipped with sensors and connected to a central system can allow for occupancy based lighting, where the lights would dim in the absence of vehicles, pedestrians, or bicycles. This would allow for a large amount of energy savings in areas that don’t see much travel. Having the lights connected would ensure that lights are returned to full brightness far enough ahead of approaching vehicles, pedestrians, and bicycles, that there would be no reduction in safety. Connected lights would also allow for real-time maintenance status of lights within the grid.
Having a network of sensors associated with smart, connected lights would also provide real-time traffic volume and speed data, which can be used for a variety of applications, including travel forecasting and traffic impact studies. This would also provide opportunities for public-private partnerships with business districts and other demand based services that could benefit from time-of-day volume and occupancy data.
Having a network of smart lights that can change color along arterials and collectors would also provide opportunities for innovative mobility solutions, such as identifying freeway detour routes and trailblazing. This would provide better quality and lower cost support to the current and proposed Integrated Corridor Mobility (ICM) projects on I-80 and I-880, and further expansion to surface highways. This would require cooperation between Caltrans and the City of Oakland, for communication of route closures and detour routes as well as identification of permissions for who would operate streetlight states. Other applications of colored lights could include identification of bus stops with active night-time service and time to bus arrival. As night-time bus service often operates at lower frequencies, time to bus arrival is often an important factor for pedestrians deciding between a bus and a taxi/Uber/Lyft.
The application of a connected smart light system would require a partnership between the City of Oakland transportation staff, Caltrans, MTC and private information distributors (such as app developers) and possibly AC Transit. This combination of partners would provide for operation and maintenance of lights, coordination between freeway lights and arterial/collector street lights, and the development of software to provide different applications for the street light system.
Josh--all of this makes me realize how important it is that Public Works is leading this effort! I'm sending your comment to others in the department who have responsibility for the City's non-transportation assets that are in or near the right-of-way and that need to be integrated into our vision. What should be call your Post (Sandcastle)?
DeleteHow about: More than just a street light
DeleteSmart Bus Shelters
ReplyDeleteSmart bus shelters would integrate communication between transit customers, transit vehicles and transit operators. Shelters would feature interactive digital touch screens and information kiosks to display information about the services available and the estimated wait times/next bus arrival. This information would also be provided through an audio announcement for people who are blind or visually impaired.
In addition to arrival times, buses would communicate with the shelters to provide information such as whether the next bus has seats available or has a bike rack available. Sensors at the bus stop would estimate the number of people waiting and send alerts to the transit operator to adjust operations if the stop or a series of stops is getting overloaded. The bus stops would adjust lighting depending on the time of day, weather conditions and whether a customer is waiting at the bus. The bus stops would send signals to bus operators to ensure that buses serve the stop when people are waiting.
An Application Programming Interface (API) would be provided to third-party developers to create content for the digital screens, such as games, surveys, news, maps, neighborhood information, public announcements, and potentially advertising. Maintenance of the bus stops could be provided through a third-party company by sharing advertising revenue from the high-value digital signs.
Feedback and analysis from the use of the screens would be used to improve the stops and the transit service. The stops would track the frequency of buses stopping, estimated wait times, number of passengers, customer complaints, and maintenance records.
Communication technology at the stop could also be used for pre-paid boarding, which would reduce dwell times at the stop and provide better data about when and where passengers are using the stop. Passengers who share information about the origin/destination of their trips would receive discounts or other incentives.
Bus stop design and features would vary depending on the ridership and types of service, from local bus stops to bus rapid transit stations and transportation hubs. Additional features would include USB charging, Wi-Fi hotspot connection, and rooftop solar panels. Shelters would be located in proximity to mobility hubs that provide bikesharing, carsharing and other transportation options. The shelter locations would be designed to integrate with the surrounding community while maintaining a consistent presence.
Potential partners include transit providers, application developers, maintenance providers, utilities and potentially advertising companies.
Benefits would include improved information for transit customers and transit providers; improved accessibility for passengers that have hearing or visual impairments; more attractive bus stops for existing and future transit users; information for non-transit users (e.g. visitors or people accessing information on other mobility options); rich data for transit and mobility providers that can be used to tailor services to the community.
Potential obstacles and resolution strategies include existing contracts and maintenance agreements for transit stops; maintaining current information; right-of-way requirements for installing communication equipment and shelters; privacy concerns of passengers with information-sharing.
Examples of existing applications:
Los Angeles recently announced the implementation of smart benches and bus shelters on several transit corridors, featuring solar power, USB charging, LED lighting, real-time bus arrival information, and free Wi-Fi.
Paris is implementing “intelligent” bus shelters to replace 2,000 existing bus shelters. The new designs feature solar or planted roofs, USB charging, bus arrival information, power-saving lighting, and enhanced signage. At 100 of the shelters, touch screens will be provided with customized applications, developed through a contest sponsored by the City of Paris.
Super, Robert, thanks! What should we call the Post (Sandcastle) for this idea? Something that springs from or echoes the DOT's notice (maybe you've already done that)? Let me know what you think and I'll publish ASAP.
DeleteMichael, this topic touches on many of the vision elements, especially #5: User-Focused Mobility Services and Choices. It also fits with the Mobility Hubs sandcastle.
DeleteThe main concept is that the shelters allow for a two-way conversation between transit users and the transit provider, along with a host of customer amenities.
As a separate sandcastle, I would call it Smart Bus Shelters: I'm here, where are you?
or Smart Bus Shelters: Can we talk?
Posted for Daniel: I would love to see fully integrated street designs in Oakland. I am imagining a complete streets model, which incorporates sidewalks and bike lanes, but then augmented to include green infrastructure, electric vehicle charging, and bike share stations. This would be a great model for Oakland streets, especially on those commercial corridors with the need for the full range of access, mobility, and climate-considerate solutions.
ReplyDeleteGamification
ReplyDeleteOne area of focus that has the ability to combine several of the vision elements laid out by the USDOT and the goals of the city of Oakland is that of developing “gamified” apps using real-time data. Gamification is widely used in order to incentivize users to become engaged in certain actions by involving game style usage (i.e. points, progress bars, missions, etc.) Gamified apps can have a strong impact by increasing awareness as well as promoting behavioral change. We have all at some point experienced the enticing effect of a feature as simple as a progress bar. There is a wide array of opportunities in which this can be implemented. Since most people - and definitely all companies - have access to smart phones and/or internet enabled tablets, the user end hardware is already available and focus should be on development of real-time data analysis and dashboards. To be more specific, here are a few examples where gamified apps could be utilized:
Game styled app for travelers that can utilize real time transit data for multi-modal trip planning. This could also allow users to “pick their own adventures” utilizing multiple modes of transportation as well as other available services including bike-sharing and TNCs (vision elements: urban analytics, user-focused mobility services and choices)
Game styled app for transit operators to ensure efficient service provided to riders. A major problem that occurs limiting the efficiency of transit such as buses is that of bunching – when there is a long wait for a bus, and then a few arrive in quick succession. A simple gamified dashboard for the operator could provide real time feedback on whether they should slow down or speed up (if that’s an option) this feedback can be based on other bus locations as well as a schedule. (vision elements: connected vehicles, intelligent sensor based infrastructure, strategic business models and partnering opportunities)
Device dashboards that provide truck drivers approaching the port with streamlined, real-time data to minimize time wasted. This application can utilize sensors on containers and a centralized and robust automated dispatcher to increase efficiency. Ideally, the infrastructure would be minimal and the software development could be continuous as ideas emerge and feedback is given. (vision elements: urban analytics, connected vehicles, intelligent sensor-based infrastructure)
Ok--this is SO cool! Builds on the idea of "behavioral influencers" as opposed to mandating, imposing, etc. Should I start a new thread (Sandcastle), or can you see this comment going with the "Smart Urban Genome Project"? I'll follow your lead! Cheers
DeleteThanks Michael! I think a new Sandcastle would be fitting. Something such as "Gamified Apps to Influence Positive Behavior"
DeleteSmart Parking
ReplyDeleteOakland needs good accessibility by road to maintain its vibrant downtown and maintain the economic viability of its various industrial, commercial and retail areas. However, within the downtown area, an excess of circulating traffic adversely interacts with the pedestrian-oriented activities and with the accessibility to the downtown via public transit and bicycle.
A re-imagining of the role of parking within and adjacent to the downtown would improve the vitality of the downtown and adjacent residential and commercial areas. Reducing circulating traffic would improve air quality, pedestrian amenity and the efficiency of public transit. The overall accessibility of the downtown by auto could be maintained or even improved if drivers could more quickly find their way to the most convenient parking space. It would also be improved if the last segment of a trip (from parked car to final destination) could be made more quickly and more conveniently.
There are both short-term and long-term smart parking initiatives that would support this improved accessibility.
SHORT TERM
a) A mobile app showing drivers in real time where spaces are available, both on-street and off-street, will help drivers (with mobile devices) select the available parking space closest to their destination, or most conveniently accessible, based on the route they use to approach the downtown. This would require a smart system that knows the occupancy of parking spaces within the downtown. The direct benefit would be reduced unnecessary circulation and reduced driver’s travel time.
b) Strategically located signs showing real time availability of parking spaces, both on-street and off-street, in different zones of the downtown and adjacent areas, would help all drivers quickly find parking as they approach the downtown. This would require a smart system that knows the occupancy of parking spaces within the downtown. The direct benefit would be reduced unnecessary circulation and reduced driver’s travel time.
c) Dynamic pricing of parking spaces, with the information provided in real time to drivers, will discourage undesirable parking practices, and help keep premium spaces available for high turnover, improving the economic vitality of the downtown. This would require a smart system with an economic model to determine the appropriate pricing of parking in various sectors.
d) Associating mobility hubs with parking structures will improve the “last mile” accessibility for drivers. The travel time from parking to final destination will be reduced through use of bike sharing, ride sharing and faster or more frequent public transit.
e) Accessibility via public transit will be improved if buses have improved average speeds and reliability as a result of encountering less congestion cause by circulating traffic. Associating this with transit signal priority and exclusive bus lanes will further increase the attractiveness of public transit, which will be possible with less circulating traffic.
f) Enforcement of parking regulations. The infrastructure required to support the smart parking apps and information sharing would also facilitate automated or semi-automated enforcement, simultaneously reducing the cost of enforcement and increasing the compliance with regulations.
SUMMARY
By a combination of smart apps, information sharing, financial incentives and City ordinances, the vitality of the downtown will be improved, attracting more visitors and economic activity; public transit accessibility will be improved; the accessibility of the downtown by auto will be improved; and air quality within the downtown will be improved.
Thanks so much, Kevin--great stuff! I've created a Post (Sandcastle) for Smart Parking, so check it out and let others know that they can help us develop your ideas. Cheers
DeleteSmart Oakland Big Idea:
ReplyDeleteSmart new public benefits from public-agency data
There is a data-technology start-up, Live Traffic Data (LTD), that has mastery over traffic signals and has come up with ways to help cities provide their citizenry new and smart public benefits from their public agency data. The start-up has developed plug-in systems that help the city extract new public benefits from the city’s traffic signal data without interfering with the city’s traffic safety obligation or costing the city taxpayers’ money that they don’t have.
1.Optimized Green wave: LTD offers their plug-in device that extracts real-time live signal performance metrics from every signal and gives the city’s traffic engineers assistive-tools to quickly optimize the signals without burning a lot of money (cities don’t have the time or money for that). Smart public benefit- city's arterials are all optimized, giving travelers a green-wave, as much as traffic would permit.
2.Help the pedestrians/bicyclists: LTD technologies enhance the pedestrian/bicyclist safety at signalized intersections by giving confirmation of pedestrian detection to increase traffic signal obedience. LTD also gives count-down to green and other advisory information to visually handicapped and non-handicapped peds wirelessly to guide them navigate signalized intersections.
3.Intersection Carbon footprint: Smart Cities of tomorrow would want to know and manage carbon footprints of their intersections at various times under various traffic conditions. LTD’s device can monitor and analyze signal performance and eco-data at every desired intersection in real-time.
4.Data to Entrepreneurs: Smart Cities would want to make their traffic and eco-data available to entrepreneurs to develop apps for their traveling public. LTD can provide data in machine readable protocol, provide API and SDK, give universities license to research new application.
LTD has had over 200 installations in more than 30 cities, in various cities across the country (such as Connecticut, Illinois, Minnesota, Arizona, and California). Additional installations are continuing and growing across the U.S. Many of these installations have gone through rigorous government testing, resulting in superior testimonials and subsequent follow-on orders from the agencies for additional installations.
ReplyDeleteWe have designed an advanced, out-of-the-box system to eliminate traffic congestion by
carrying vehicles and goods on special shuttle vehicles at very high speed on light guideways mounted along express routes. This would take significant traffic load off of freeways and surface streets, eliminating congestion. Trips will be more efficient, safer, quieter and have door to door convenience . The wider travel radius provides more employment opportunities to people of all demographics.
An interesting question to me relates to the role of City government in this new era. The current condition in most cities can be characterized by lean budgets, departments that could all use a few more staff, and a level of investment in training that desperately needs bolstering. Most city governments are also characterized by a very segmented workflow, in which specific staff have specific duties and departments work in “silos” such that the lines of communication are very long and have a lot of break points. Citizen interaction is typically limited to public meetings and phone calls to public works maintenance crews.
ReplyDeleteThere are some fantastic ideas here for connectivity and smart mobility. Smart lights, shelters and parking apps need some management. Laura (Streetlight Data) can provide great insights about travel by tapping into more robust, smart data sets, but someone needs to be there to look at the data and act on it.
I’d love to get some input from the “crowd” on how Oakland could use this grant to make its own government work, well, smarter. To quote HP: “cities have to get smarter. One way to do that is to use information workflow technology to improve operational efficiency, streamline constituent communications, make government interactions easier, and reduce the carbon footprint of growing metropolitan areas.” To appeal to the DOT grant source, here are some ideas for this potential sandbox, that could appeal to the Smart City Vision Element #7, Strategic Business Models & Partnering:
• A Citywide asset management system that leverages the city’s existing GIS, that would allow for the storing and modification of everything from street light controls to signal timing sheets to pavement management
• Mobile apps for City staff, for sidewalk inspection, storm drain inspection, sign inventory, etc. that all feed into the cloud-based GIS
• Mobile apps for citizen engagement, so when someone sees a street light out, they can report it (Oakland already has a SeeClickFix app, this would roll it into the asset management system). This speaks to Vision Element #9, Connected Involved Citizens
• This system could be expanded beyond maintenance of existing infrastructure, it could also be used to house in-progress private development applications
• The system would be relatively open, so that a traffic signal timing or traffic control issue could be queued up for a whole department rather than sitting in the inbox of a specific person
• This would require a plan for additional training, so that staff are prepared to address a variety of situations
Oakland is ripe for technological investment, as evidenced by the great ideas and sandboxes that have come across in only a week or so of this blog’s existence. You ought to consider whether some of that investment should be on the government itself, to make it easier for the City to absorb and share the management burden of this technology, make it more responsive to its citizens, and break down some of those silos that prevent potentially effective inter-city dialogue.
Josh Peterman, Fehr & Peers
ReplyDeleteWe don't need to reinvent the wheel, we just need to update it.
Bring back an updated version of the Key Route System. It existed throughout the East Bay until the late 1940s.
Build new versions of electric "cable car" style buses for easy on/off transport, with locally employed drivers. But learn from the past and the present -- do not privatize the system (i.e. no Uber or GM ownership). The system should be owned and operated by the City of Oakland and employ Oakland residents.
Re-introduce it in phases starting with a small test case in places where some of the old Key Route infrastructure still exists, like the Crocker Highlands neighborhood of Oakland which still has key route turnouts and pickups and stairwells throughout the neighborhood used for getting to the trains. Next, incorporate it into the new (not-yet-built) plan to widen Grand Avenue for bicycle lanes. Then move on to Broadway Avenue where it can hook up to the Ferry System and Embarcadero.
Upgrade this system so that it can serve the entire East Bay again!
The Key Route System
https://en.wikipedia.org/wiki/Key_System
When Trains Ruled the East Bay
http://www.oaklandmagazine.com/Oakland-Magazine/January-2008/When-Trains-Ruled-the-East-Bay/
I think the best big idea is to offer single occupant drivers a right-sized single-width highway capable car that would allow them to skip traffic initially via lane-splitting and park in narrower places. The Tango from Commuter Cars is available to test ride in the Oakland area. Innovative, bold, and appealing to the offer 90% of driving commuters who drive alone or with one passenger, the Tango is a perfect technological element to include in the Smart Cities proposal. Additionally, since the Tango is an electric car, it would allow Oakland's application eligible for the $10M Vulcan portion of the award.
ReplyDeleteI think the best big idea is to offer single occupant drivers a right-sized single-width highway capable car that would allow them to skip traffic initially via lane-splitting and park in narrower places. The Tango from Commuter Cars is available to test ride in the Oakland area. Innovative, bold, and appealing to the offer 90% of driving commuters who drive alone or with one passenger, the Tango is a perfect technological element to include in the Smart Cities proposal. Additionally, since the Tango is an electric car, it would allow Oakland's application eligible for the $10M Vulcan portion of the award.
ReplyDeleteENABLING SYSTEMS.....
ReplyDeleteMany of these great ideas need a basic communications system to allow the information to flow quickly and efficiently. Perhaps it is time to re-imagine the way various City systems and some of these newly proposed systems communicate between devices. Recent improvements in Dedicated Short Range Communication (DSRC) technology, equipment and concepts could provide a strong common platform that will cost-effectively enable many systems to be initiated or improved, without each one enduring the cost of providing a separate communications network. DSRC is currently widely used for toll tag readers, for example.
A DSRC network throughout the City, or just in the dowtown core would accommodate connected vehicles, transit, traffic signals, smart parking, pedestrian safey devices, GPS, and many more. Here is a sampling of elements that proponents say would be better enabled with a DSRC network...
You could use this communication medium for multiple things such as:
1. Fleet vehicle communication to intersections
2. Transit vehicle communication to intersections
3. EV communication to intersections
4. Sharing variable speeds from the roadside to vehicles
5. Collecting roadway conditions from vehicles for making management decisions
6. Curve warning systems that collect and deliver information between vehicles and the roadside
Longer term future, with climate change expectations, this network would also support weather monitoring stations, sea level monitoring, etc., that lead to emergency response readiness.
DeleteBeyond Traffic: The Smart City Challenge
ReplyDeleteProblem Statement:
There is not enough real estate available at a price that taxpayers are willing to pay, in order to accommodate the 107-million single-occupant commuters of the 140-million workers, in full-sized cars without gradually approaching gridlock.
The title "Beyond Traffic" is the key
We have determined that the root of the problem of mobility in cities is the mistaken need to use vehicles that are 4 times larger than necessary for doing the jobs that need to be done for 90% of all trips. This is clearly demonstrated by the following graph that represents graphically, data from the U.S. Bureau of Transportation Statistics.
http://commutercars.com/traffic.html
Shorter vehicles like the Smart do little to solve traffic congestion if they still occupy and entire lane, as the total braking distance comprised of both reaction time and actual braking distance as a physical property a car’s traction to the road, is needed in case of a mechanical failure or sudden emergency reaction by the car in front.
It is our contention that although adaptive cruise and connected car technology can help congestion to some degree, it is far from being able to eliminate a substantial amount of braking distance. This is based on several factors:
1. Emotional. We already have adaptive cruise. It works very well, however, people using adaptive cruise will not allow their car to be any closer to the car in front than allows them to feel comfortable. They won’t be comfortable tailgating the car in front, as they do not know what might happen to that car that is unpredictable. Even if all cars were connected, and the car at the front was able to signal to the cars behind that it has to make an emergency stop, or that a mechanical failure caused its wheels to lock up, the need for braking distance is not diminished by much
Nor will a driver or passenger feel comfortable being tailgated. This will create a major discomfort for people in the car being followed. This feeling is sometimes displayed in bumper stickers: “The closer you follow, the slower I go” “Not so close, we barely know each other.” etc.
2. Some mechanical failures are inevitable. Will self-driving car manufacturers be willing to take responsibility for the occasional loss of life due to mechanical failures? Manufacturers assess risk vs. benefit. Will they be willing to risk multiple fatalities by having the cars tailgating one another when the excess lives could have been saved by having a proper braking distance.
This Challenge is about “Beyond Traffic” 2045. It is not conceivable that all cars will be connected and self driving by 2045. Just as we have 30-year-old cars on the highways today, it is very likely that we’ll have 30-year-old cars on the highways in 2045.
Even though connected and self-driving cars may not be the panacea that we hope for, all is not lost. The simple solution is in front of us. The width of the car is the limiting factor that can drastically reduce traffic congestion (120% increase in lane capacity) and increase parking capacity from 350% to 400% as long as the vehicles are no longer than 8.5 feet.
As roughly 90% of all cars in commuter traffic jams are occupied by a single occupant, we can safely say that they are using the wrong tool for the job. The fact that carpooling has little effect on getting commuters to increase occupancy, but they are willing to pay extra to get a car that qualifies for them to use the HOV lane as a single-occupant makes a strong statement:
Commuters need to go where they want to go and on their own schedule. They have voted with their pocket books and time. They put up with massive amounts of wasted time in traffic congestion just so that they can have the benefit of freedom.
The solution to this problem is supplying commuters with a transportation system that is equally convenient to using their cars, and gives point to point transportation on their own schedule or whim 24-7.
ReplyDeletehttp://www.commutercars.com
There are several ways to implement this, but first does a car exist that can fit comfortably and safely in half of a lane? Our partner in this challenge, Commuter Cars Corp. has developed a car that meets all of the needs to increase freeway lane capacity from the current 2,000 Vehicles Per Hour (VPH) per lane to an astounding 4,400 VHP per lane as NCV (Narrow Commuter Vehicle) and motorcycle occupancy reach 100%. This is the finding of a CalTrans funded study by UC Berkeley and Booz-Allen-Hamilton. The full reports are available at http://www.commutercars.com/downloads
In order to implement a revolutionary system, it is important to consider that the existing infrastructure is expensive and difficult to modify. For example, the idea of narrower lanes has been brought up in reference to this competition. As cars and trucks currently use the same lanes, it is true that lanes are wider than necessary for the average car. The problem is that even if a 4-lane freeway were changed to allow 2 lanes for trucks and 2 for cars, there will be little benefit of only gaining 4 feet if two lanes are reduced from 12-ft to 10-ft. In urban areas many times the freeways are reduced to 10-ft wide which reduces a truck’s clearance in a lane from 16-in on each side to 4-in on each side. Typically, speed limits are then reduced to 55 mph. If a Toyota Camry at exactly 72-in wide only had 4-in of clearance, then a lane width of 80 inches would be possible, however, a Dodge Ram pickup would be excluded as it’s 103-in from mirror to mirror. All of this complication and expense could be avoided with NCVs that are 40-wide or less. The Tango, for example, is 39” wide, and yet has ½-in more room from the center of the steering wheel to the inside door panel than a Subaru Outback Wagon, and only 1/2-in less than the same dimension on a Dodge Ram 2500 pickup.
Without any change in infrastructure, an NCV limited to 40-inches wide can fit in a half lane with the same or more clearance that a truck has in a full lane, whether 12-ft standard or 10-ft urban freeway. In fact, if self-driving technology can produce the accuracy needed, 3 NCVs could fit in a single standard 12-ft lane leaving 8-in of clearance between them.
Based on the fact that unless people move closer to work, or choose to use a far-less convenient way to get there, the infrastructure can't handle the volume properly.
Unless there is a way found to increase the SIZE of infrastructure to accommodate the present and future needs of these 107-million workers, a Narrow Commuter Vehicle is the only answer. In other words unless new infrastructure can be increased at 1/10 the current cost, and built in 1/10th the time, there is no competition for the Narrow Commuter Vehicle (NCV). Motorcycles are the only other answer, but 107-million workers have spoken, stating by their actions that they'd rather drive a car in traffic than take public transit (only (7-million) or ride motorcycles, 324,000, (0.2% of workers) or bicycles which won't help freeway traffic, (0.6% of US Workers)
The only other enclosed NCV in existence in the Toyota iRoad. It is not freeway capable, does not comply with FMVSS, and cannot be made to comply with 3 wheels. It is limited to 25 mph, is classified as a motorcycle, is missing most of the safety aspects of the Tango, won't solve freeway traffic, and can't even maneuver quickly (like a bike, it must countersteer first to keep from tipping over).
Implementation:
ReplyDeleteWe propose that there are several solutions for implementation to coax commuters into NCVs.
1) Education: Overcoming the obvious objections
a) People seeing a Tango will instinctively think that because it is small it will be unsafe in a crash. (See http://www.commutercars.com/safety.html )
b) Seeing such a narrow vehicle will cause people to instinctively think that it will tip over. (See http://www.commutercars.com/safety.html )
c) Being purely electric, people will wonder if it will have the range that they need, or worry about charging opportunity.
i) If owned or rented longer term, charging is done at night, and it is extremely rare that charging is needed during the day, much like cell phone usage.
ii) If used in a carshare program, use the Car2Go model for Austin Texas. A car may be dropped off in any legal space. If there is a meter, no need to feed the meter. This is an incentive to use shared cars instead of one’s own, as it avoids the hassle of parking, and encourages using shared vehicles. As the Tango is electric, if the car is under 20% state of charge (SOC), then the car must be dropped off at a charging station and plugged in. Solar carports the size of a single parallel parking space can accommodate and charge 4 Tangos at a time. When a person finds the nearest Tango on their smart phone, the SOC will be displayed so that they will know if they will have to return to a charge station or simply drop it off in any legal space within the car share zone.
2) Creating desire in commuters to drive a standard or ride a self-driving NCV
a) Show why it’s more convenient
i) Easier to find parking, as will fit in ¼ of a parallel parking space
ii) Easier to get through traffic, as it can fit through spaces like a motorbike and lanesplit where legal, as it is in California
b) Show why it’s faster
i) Quickly find parking spaces where no other car can fit
ii) Get through traffic faster than any other car.
c) Show why it’s safer
i) Avoids accidents better than any car in history
ii) Achieved fastest speed recorded by Consumer Reports through their Emergency Lane Change Maneuver (Moose Test).
iii) Superior impact protection designed after FIA racecar crash protection standards
iv) Reacts immediately to input, unlike a motorbike that must first countersteer
d) Show why it’s the environmentally “cool” way to get to work and shopping.
i) Not only showing a small carbon footprint, but also a small physical footprint, leaving more space for other drivers and car parking spaces.
ii) Quick and exciting to drive.
iii) People see it as the future and young children and adults alike smile and appreciate the way the future is shaping up when the see it.
e) Show why there is no need to give up their full-sized car, but just use it less
i) One doesn’t throw away their sledge hammer when buying a claw hammer which they plan to use for 90% of their work
ii) As long as the Tango is the right tool for the job at hand, the large car will stay in the garage, however, when the need arises to carry more passengers than one, or more items than fit in the 10 cu ft cargo space, then the full-sized car or SUV can be utilized.
f) Show how it costs less than using their personal car, even though they don’t get rid of their car. Also compares favorably with public transit cost.
ReplyDeletei) In the beginning it may need to be subsidized somewhat, however, as there is more adoption, then there will be more benefit. As that happens, people will be willing to pay more to get the Tango advantage.
ii) If purchasing a Tango, commuters will find that the electricity to charge it and that amortization on the battery combined will be cheaper than using gasoline.
iii) Batteries for purchased or long-term-rented Tangos can be sized appropriately to their typical usage or commute. For example a short-distance commuter may be able to use a 60-mile range for $50 a month while 3 other battery sizes, of 120, 180, and 240 miles of range are possible increasing the monthly battery rent to $100, $150, and $200 respectively. If the customer prefers, for a purchased Tango, the battery could be purchased. The benefit of renting the battery is that it keeps the battery manufacturer responsible for the longevity and capacity/range, as well as keeping it competitive between supplying battery manufacturers.
g) Make it easy for commuters to try using without a financial commitment
h) Car share program similar to Car2Go.
i) Rentals at airports train stations, and other transit hubs
j) Designate groups of 4 Tango spaces under carports with solar charging. These would be the recommended charging spaces, but not required unless the car is returned with under 20% range. This is the model used by Austin for Car2Go.
3) Adjust antiquated laws regarding parking and lane use.
a) Give exact same rights as motorcycles for parking perpendicular to the curb as long as 8-ft 6-in maximum length
b) Give exact same rights as motorcycles where lanesplitting is legal, as the Tango is the same width as a typical police or CHP motorbike and can react quicker to an emergency than a bike as it doesn’t have to countersteer.
c) Federally mandate that NCVs less than 40-in wide can use HOV lane just as motorcycles do, without needing special stickers issued by state agencies.
d) Mandate that state or local parking authorities consider NCVs as motorcycles in regard to parking enforcement. The law that requires NCVs to be parked parallel to the curb is antiquated with the creation of the NCV, and wastes valuable space that could increase parking capacity by up to 400%.
e) Mandate that where motorcycle parking is available, that NCVs can use the space legally as long as less than 40-in wide, and 8-ft 6-in long.
f) Give federal credit to those purchasing NCVs, in addition to the EV credit, as they are conserving taxpayer paid-for space, and in fact are using new road surface as they straddle the ruts created by other vehicles when driving at the left or right side of the lane. This also increases safety as they are more visible to other drivers and have an escape route between cars in case of an emergency. This is also the reason why the increase in lane capacity shown in studies is more than simply doubling. This is due to the fact that because of the escape route available to NCVs, they can travel more comfortably closer to the car in front.
"Of course, driving NCVs would work in separate lanes like protected bicycle and/or bus rapid transit lanes as well.
ReplyDeletePlease see IBM Smart City Challenge video on narrow cars solving congestion:
https://www.youtube.com/watch?v=rXCycmCVqD0 “
It has been noted in cities throughout the country that bicycle lanes are also poorly allocated real estate, at least for solving traffic congestion, although safety for bicyclers has been improved which, of course, is of the highest importance, however, it is not solving congestion, and in fact has created more congestion for cars. This is like punitive damages for the privilege of driving a car, which is simply the most convenient way for most to travel.
We suggest that with connected technology, Tangos could use the bike lane safely by having their speed automatically limited to 15 mph when in that lane. At least the long lines of cars that are stuck in traffic as they are in Palo Alto, could be alleviated. We must consider that punishing drivers is not helping our pollution, greenhouse gasses, or fuel usage, and hardly makes a dent in getting car drivers to ride bicycles instead.
Even before connected technology is implemented, allowing motorcycles and NCVs in the bicycle lanes would be a huge incentive for solving traffic congestion and all of the other associated problems. The speed limit in bike lanes could be limited to 15 or 20 mph and police with radar could give citations to any who didn’t obey the bike lane speed limit.
At some point it is also conceivable that freeway lanes could be striped down the middle, creating two lanes by simply adding paint, and no other requirement for changing infrastructure.
Demonstration Project
ReplyDeleteAs the Tango T600 which is used to show the capability of an NCV, is currently built as a kit car, full FMVSS certification will be required for the demonstration project. Depending on other investors or potential orders from individuals, fleets, car share companies, government entities, or transit authorities, the volume and price for the Tangos in the demonstration program will vary greatly.
For the purpose of this proposal, we will use a worst-case scenario, meaning that our program will be responsible for the entire cost of producing these cars. 100 cars can be produced for $21-million. That will cover all engineering, certification and manufacturing of these Tangos.
With the expected success of the program however, volume increase will drastically reduce the price per vehicle form the 100 quantity at $210k each to $44k each at 5,000 units, $29k at 15,000 units, or $20k at 100,000 units. The 100,000 unit prices is basically $10k for the vehicle and $10k for a battery that yields a 120-mile range. A 60-mile range would be $15,000, and a 240-mile range would be $30,000 at the 100k per annum volume.
For the demonstration, 100 Tangos would be used for a car share program which could be managed by the transit authority, using the Car2Go model, however, with the ability to give much longer-term rentals for those commuters who desire to use it as a personal car.
As it is not the place of a transit authority to compete with private enterprise, car share companies will be invited to compete for the continued operation of the program, and they will negotiate with the city for parking arrangements, solar charge stations, etc.
Conclusion:
ReplyDeleteBeyond Traffic: The Smart City Challenge
The title really says it all.
As long as 107-million SINGLE-OCCUPANT commuters (out of 140-million workers in the US) continue to travel to work in 5-passenger cars, taking up an entire lane, traffic congestion will not be mitigated, whether self-driving or not.
The Tango will mitigate traffic congestion and improve air quality whether self-driving or not. It will also mitigate parking scarcity.
A little common sense is all that’s required to understand the simple fact that we can’t have 5-passenger cars transporting single occupants as a general rule.
Whether the government has to rent these Tangos or whether people buy them, there is no other affordable solution to traffic or parking congestion. Self-driving is so exciting to talk about, but it doesn’t solve the space problem.
A little common sense, working with facts from the Bureau of Transportation Statistics, and a good communication of both, should produce the winner to the DOT Smart City Challenge.
I have a suggestion to increase parking spaces/lots in Oakland City mainly for Bart users, City Employees, Business owners and customers.
ReplyDeleteCycling lanes on broadway and telegraph. And as many cycle lanes as possible to be protected from traffic, this can be as simple as a raised gutter meaning cars cant stop in bike lanes, as they do constantly now. Also we could think bigger and make a statement as a bike focused city, by doing something like this in Auckland, New Zealand. http://ourauckland.aucklandcouncil.govt.nz/articles/news/2015/12/watch-the-magenta-adventure-in-action/
ReplyDeleteThis is about solar sidewalks and solar roadways. The Smart City could use these systems to light up sidewalks and roadways at night. This might help to reduce crime in some neighborhoods. The systems can also be used to provide low cost electrical service.
ReplyDeletehttps://youtu.be/RMhorNKMXVQ
I've been reviewing the draft of the submission, and I will submit separate comments for each item on which I have suggestions. Here's the first one.
ReplyDeleteP9, section on "impact of climate change". The second paragraph talks about using data, and doesn't really seem to be connected to the discussion of how the $50 million grant helpd Oakland withstand the impacts of rising sea levels and heavier rains. What is the connection?
TFoS Risk and Mitigation (P13). The biggest risk to success of this idea is not gaining enough momentum because of the inherent difficulties of getting multiple agencies with elected boards to agree on the details and all get on board. The mitigation is to have a sophisticated education program aimed at agency officials and elected representatives, and a structured process to encourage agreement and participation in a step-by-step process. Too often, and agency will not agree to cooperate until they have seen all the details (i.e., the entire design is completed) and this kills the project before it gets off the ground. The process used to develop consensus for the I-80 ICM shows Oakland and its neighbors have the sophistication to develop staged agreements, step by step, to get from the big picture to the details, and pass through the "crawl, walk, run" cycle. PS: You could also say that Oakland and its partners learned a valuable lesson from the brinkmanship that almost stalled the East Bay BRT project during the design phase and now those participants have developed a thriving spirit of cooperation that will benefit this Smart Cities demonstration.
ReplyDeleteSmart Oakland (P10). It's not clear from this description what is intended, what the City's role needs to be. Should this section describe the City being pro-active in facilitating the discussions among those with the ideas, those with the skills to develop solutions and those would benefit, but don't yet know it.
ReplyDeleteRISK AND MITIGATION: The risk for this one is that the players/stakeholders don't engage sufficiently in a self-starting manner. The mitigation is the City playing an incubator role, by establishing forums that bring the stakeholders together so their synergy develops. Can we describe examples of these forums? Something like Prospect Silicon Valley? We currently don't have a real equivalent in the East Bay. See this link..
http://prospectsv.org/
Oakland AV Enabler Group (P14) As you say, "Cities like Oakland will be reluctant...". This needs a further explanation to explain the role of a "community-centered...developed initiative". I'm not sure what this is. Perhaps explain how pro-active leadership by the City will be used to develop a groundswell of support (rather than suffer from the traditional knee-jerk opposition to change suggested from above). This could then be used to get appropriate approvals and support from regional, state and federal agencies that may be needed to allow the AV demonstrations described elsewhere.
ReplyDeleteRISK AND MITIGATION: AV demonstrations are slowed down by local community opposition and/or slow approvals from regulating agencies. The mitigation would be PR campaigns, grass roots organizing and education programs. You could reference Oakland's existing expertise in reaching out to its constituents at a local level though the existing political structures and outreach programs. Illustrate with the East Bay BRT example, which represents a major change for many neighborhoods, and how some initial opposition has been turned around by listening to constituents and addressing their issues in a progressive way to get a win-win outcome.
Oakland Walks (P15). This is great. A disruptive technology that is almost here, and already in demonstration in USA and Netherlands. RISK AND MITIGATION. Most of the bloggers on this topic are concerned about safety and cost-effectiveness. Safety because of the coefficient of friction on glass, but I'm sure this is being addressed in the design and demonstration stage. Cost-effectiveness because of the inherent efficiency of the system, plus cloudy skies, dirt and grime on the surface. The mitigation will be to use them in locations where they will have good sunlight and have the greatest effectiveness in removing the need for other street furniture (light poles, etc.) while being in places that benefit the most people (e.g., at BRT stations and where bike trails approach and cross roads).
ReplyDeleteWay2Go (P22). RISK AND MITIGATION. Biggest risks aee: (1) the need for State approval to fit into the existing Cap and Trade system, and (2) effective way to monetize the carbon footprint of each trip to be fair and equitable all the time for all the people. The latter will have a big issue with privacy of data, and the ability to capture those travelers with poor carbon usage. I simple opt-in scheme will only catch those who would expect to get a personal benefit, and would not be able to balance the dollars for the "winners" and "losers". The mitigation might be to use existing and new pricing mechanisms (e.g., gas tax, road user fees, congestion pricing and cordon pricing charges) to increase the base costs for everyone, then give rebates to particpants who opt-in and have small carbon usage.
ReplyDeleteCross departmental automatic communication link system for ongoing state of the systems tracking, maintenance, inter-office communication, policy as it affects multiple departments simultaneously and, of course, emergency response.
ReplyDeleteReconnect a divided downtown Oakland with the rest of the city with improved public transit: http://gs-horizons.blogspot.com/2015/11/imagine-train.html
ReplyDelete