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TTIIGGEERR IIIIII Grant Application

Respectfully Submitted To The

United States Department of Transportation

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The WWireless IInformation for SSustainable CommercEE and SSurface TTransportation ((WWIISSEESSTT)) Program

“A Transportation Program Promoting Innovative Technologies and Real Time Wireless Communications for Safe, Sustainable and Economically Productive Commercial and Transit Vehicle Operations”

October 31, 2011

Type of Project: Other Location of the Project: Statewide, Multiple Congressional Districts

Project/Urban or Rural Area: Both Urban and Rural Areas TIGER III Grant Funds Requested: $ 17 Million

Application Contact Information: Richard McDonough, NYSDOT, Operations Division, Office of Modal Safety &

Security, 50 Wolf Road, Albany, NY 12232, rmcdonough@dot.state.ny.us, (518) 457-5871

New York State TIGER III Grant Application

Table of Contents

1. Project Description - ““WWIISSEESSTT”” PPrrooggrraamm A. Executive Summary Page 1 B. Project Introduction page 2 C. Project Justification Page 2 D. Scope Activities Page 4 E. Project Map Page 7

2. Funding Request/Cost Estimates Page 8 3. Economically Distressed Area Status Page 9 4. Project Partners/Collaborators Page 9 5. Other Related ““WWIISSEESSTT”” PPrrooggrraamm Activities (non-TIGER III funded) Page 11 6. Grant Funds Page 11 7. Shovel Ready Criteria – A. ““WWIISSEESSTT”” PPrrooggrraamm Schedule Page 12

B. Environmental Approvals Page 14 C. Legislative Approvals Page 14 D. State and Local Planning Page 14 E. Technical Feasibility Page 15 F. Financial Feasibility Page 15

8. Long –Term ““WWIISSEESSTT”” PPrrooggrraamm Outcomes/Benefit Cost Analysis Page 16 A. State Of Good Repair Page 16 B. Economic Competitiveness Page 18 C. Livability Page 19 D. Sustainability Page 20 E. Safety Page 21

9. Job Creation and Economic Stimulus – ““WWIISSEESSTT”” PPrrooggrraamm Page 21 10. Secondary Benefit Discussion

A. Innovation Page 22 B. Partnership Page 23

11. Evaluation of ““WWIISSEESSTT”” PPrrooggrraamm Performance Page 23 12. Certifications Page 23 13. Appendices Page 25

Construction of an Integrated Commercial Vehicle Electronic Screening System along westbound I-90, Schodack, New York These NYSDOT and contractor employees are installing a single load cell weigh-in-motion device that weighs commercial vehicles as they travel along the interstate at highway speeds. These devices and other innovative technologies proposed in this TIGER III grant improve the efficiency and effectiveness of size, weight, tax, credential and safety enforcement operations while reducing operating costs for the freight industry, reducing impact to the infrastructure, improving safety, and reducing fuel use and emissions. This project was supported by grants received from the Federal Highway and Federal Motor Carrier Safety Administrations, the New York State Energy Research and Development Authority and the I-95 Corridor Coalition.

New York State’s WWIISSEESSTT Program - TIGER III Application

Table of Contents - Appendix

I. TIGER III Funded/WISEST Program Project Descriptions…………………………………………….….Page 25

II. Related Existing Non-TIGER III Funded Project Descriptions………………………………………….Page 32

III. Related Future/Potential Projects………………………………………………………………………………..Page 39

IV. WISEST Program Project Maps………………………………………………………….………………………….Page 40

V. E-Screening and CVII Background Information…………………………………….……………………….Page 54

VI. Luther Forest/STEP Information.………………………………………………………………………………….Page 59

VII. Detailed Budgets – Tasks 1-8.……………………………………………………………………………….……..Page 60

VIII. ARRA Map of Economically Distressed Areas…………………….………………………………………...Page 61

IX. Letters of Support/TIP Statement………………………………………………………………………………..Page 62

X. WISEST Program Project Partners…………………………………………………………………………….….Page 69

XI. Additional Relationships………………………………………………..…………………………….………….....Page 72

XII. Detailed Schedules – Tasks 1-8..……………………………….……………………………………………..……Page 74

XIII. Long-Term Outcomes and Benefit Cost Analysis…….………………………………………………..……Page 75

XIV. Civil Rights Information…………………………………………….………………………………………………..…Page 105

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1. Project Description

A. Executive Summary

This TIGER III grant proposal submitted by the New York State Department of Transportation (NYSDOT) advances safety, mobility, livability and sustainability improvements in support of a “state of good repair” and economic competitiveness through construction and operation of integrated wireless communication systems for an improved transportation system with an emphasis on agency maintenance, commercial vehicle and bus transit operations. The projects being proposed are located in rural, suburban and urban areas and provide wide ranging benefits to all communities and transportation stakeholders.

TIGER III grant funding in the amount of $17 million is requested to assist New York State with the construction and advancement of the WWireless IInformation for SSustainable CommercEE and SSurface TTransportation ((WWIISSEESSTT)) program. The complete program - including TIGER III funded projects as well as other related New York State (NYS) projects – totals $35.1 million. The WWIISSEESSTT team is providing a total of $8.8 million of state, local and private sector matches.

The funds will be used for shovel ready and quick start projects that build upon safety and mobility programs currently underway in New York State (NYS). These projects include:

Construction of 915 MHz and 5.9 GHz virtual weigh station and electronic screening systems with overheight dimension detection capabilities for commercial vehicle size, weight, safety, tax and credential compliance operations;

Development/Deployment of aftermarket devices and safety & mobility applications that support and advance the emerging 5.9 GHz dedicated short range communication based (DSRC) Connected Vehicle/Commercial Vehicle Infrastructure Integration programs and other wireless communication systems to improve safety, mobility, security, public and private fleet operations, sustainability and livability.

The WWIISSEESSTT team submits this TIGER III grant application based on the previous TIGER II grant application dated August, 2010. Some of the tasks from the TIGER II grant have been removed or reduced in scope, resulting in a $2 million reduced funding request (from $19 million to $17 million). The reduced TIGER III funding request reflects the advancement of a number of the TIGER II activities being completed or already underway.

While providing broad and significant benefits to all citizens, this TIGER III grant - undertaken by a partnership of many of the leading NYS agencies - will focus on agency maintenance, commercial and transit vehicle operations with an emphasis on safety and mobility to provide benefits to all vehicle operators, system users and other stakeholders by supporting a “state of good repair” infrastructure in a sustainable manner while increasing economic competitiveness. The WWIISSEESSTT concept focuses on major, high volume freight and passenger corridors that traverse rural, suburban and urban areas. The program concentrates on major corridors which run through the Lower Hudson Valley and greater New York City region. These corridors include the I-87 “Northway” that extends from the international border with Quebec, through the rural upstate and Adirondack Park regions and through the suburban mid-state region to the greater New York City metro region. Also included are the I-84 and I-95 corridors connecting New Jersey and Connecticut to the greater NYC metro area, the I-495 Long Island Expressway and its connections to major freight routes including the Van Wyck (I-678) Corridor and various key freight facilities such as the NY/NJ ports, JFK and LaGuardia Airports and the Hunts Point Market.

The WWIISSEESSTT Program will produce results within 24 months from grant approval that support, accelerate, expand and improve existing transportation programs such as:

United States Department of Transportation’s (USDOT) Connected Vehicle Research program (both light vehicle and heavy vehicle programs/policies/roadmaps);

New York State’s Commercial Vehicle Infrastructure Integration (CVII) program funded by the I-95 Corridor Coalition;

Federal Highway Administration’s Intelligent Transportation Systems (ITS) and Truck Size and Weight programs;

Federal Motor Carrier Safety Administration’s PRISM (Performance and Registration Information Systems Management), Motor Carrier Safety Assistance Program (MCSAP) & CSA (Comprehensive Safety Analysis) 2010, Commercial Vehicle Information Systems and Networks (CVISN), Smart Roadside and Wireless Roadside Inspection (WRI) programs; and the

Federal Transit Administration’s Section 5307 Transit Program.

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The WWIISSEESSTT Program concept can be expanded across regional and national transportation networks and will create near term jobs and longer-term benefits in support of future employment opportunities with a vast potential in the micro chip based electronic industry.

Using the NYS TIGER III team’s unique capabilities and assets, the requested $17 million of funding has a benefit/cost ratio in excess of 14:1 and will help construct roadside infrastructure using proven technologies such as overheight detection systems, virtual weigh stations (VWS) and electronic screening (ES) systems with weigh-in-motion (WIM) devices, license plate readers, 915 MHz transponder readers and 5.9 GHz DSRC devices (RSEs). Using emerging innovative technologies such as Connected Vehicle 5.9 GHz DSRC systems and other wireless communications, this investment will support improved commercial, maintenance and transit vehicle safety, mobility, security and operations as well as direct and indirect benefits to other vehicles, system operators, infrastructure maintainers and the general public.

B. Project Introduction

NYSDOT and its TIGER III partners agree that the development and convergence of innovative roadside and wireless technologies such as those being advanced under FHWA’s Size and Weight program, USDOT’s Connected Vehicle Research and NYSDOT’s CVII programs provide a once in a generation opportunity. These technologies can help address key issues such as economic efficiencies and competitiveness in a changing global economy, dependency on foreign oil, environmental concerns, accidents and related injuries and deaths and the need to provide an infrastructure in a “state of good repair”. The proposed TIGER III funding request of $17 million will allow the advancement of the WWIISSEESSTT Program resulting in immediate near term benefits while setting the stage for future use and expansion of emerging wireless systems, information, functions and services that will bring significant social, economic and transportation related improvements.

C. Project Justification

The United States’ transportation system is facing unprecedented challenges never before seen in the history of the country. Aging infrastructure, constrained budgets, growing competitiveness in a global economy, heightened awareness of safety and sustainability, security concerns and increased system use have posed significant issues that require non-traditional solutions. Many of the past solutions, such as building new lanes to solve highway capacity problems, are not possible or are becoming ineffective. One of the few options for transportation stakeholders in dealing with these issues is to use technology, and consequently the information it can produce, to become more efficient and more effective. With the proliferation of innovative technologies, particularly the wireless communication industry, a perfect storm of conditions has developed where the convergence of this technology with transportation system operations offer the potential of huge gains in efficiency and effectiveness across all aspects of transportation and for all users of the system. The WWIISSEESSTT Program provides fundamental improvements with a wide range of benefits for all transportation system users. However, to provide early benefits across a wide spectrum, the focus of this TIGER III proposal is on agency maintenance, bus and truck operations. These fleets, critically important to the economy, are fleets and operations which lend themselves to quick, relatively easy deployment of new technology and capture and use of data and the information it can provides to quick, relatively easy deployment of new technology and capture and use of data and the information it can provide. Each year, trucks carry approximately 80 percent of all U.S. goods, and motor coaches transport about 600 million passengers each year. One key to improving the operational efficiencies of these industries is to improve data and information for the freight supply chain participants and the passenger operators and users. Heavy vehicles also pose the greatest safety and security risks to surface transportation system operators as well as the public. Although trucks and buses represent only about 3 percent of registered vehicles and 7 percent of travel volume, they are involved in 12 percent of highway fatalities. Roughly 100 Americans die each week from crashes involving large trucks and buses. Approximately 80 percent of all fatal truck crashes involve a truck and another vehicle colliding while both are in transit

1. While balancing the importance of freight delivery and commerce with the need for improved

enforcement is necessary, it must be balanced with the need to facilitate the efficient movement of goods and people over our transportation systems in a sustainable manner. This balance is vital to protecting our quality of life and to securing our economic future. Passenger vehicle-based trips can be reduced or eliminated in a sustainable, economically positive manner, such as through increased transit use or telecommuting, but it is extremely difficult to significantly reduce freight tonnage shipped without a

1 IntelliDrive

SM: A Quantum Leap Forward for Truck and Bus Safety by Rose A. McMurray, FMCSA Chief Safety Officer and

Assistant Administrator, July 8, 2009

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proportional negative economic impact. To maintain the flow and growth of commerce, freight and transit operations must become more efficient.

Nationally, and globally, transportation officials acknowledge that traditional, manual commercial vehicle size, weight and safety compliance operations can be significantly improved with innovative technologies. In fact, a number of preliminary assessments are being considered by government entities to mandate vehicle based technologies under certain safety compliance situations. By using high speed weigh-in-motion devices, license plate reader technology and wireless communication technologies such as 915 MHz/5.9 GHz DSRC devices and GPS enabled devices, transportation facility operations can be automated. These technologies provide safety and operating personnel more information to make better decisions. For commercial vehicle screening operations, decisions include which vehicles

require additional enforcement actions and those which can be quickly cleared within the inspection site or allowed to “by-pass” the site altogether. Automation of the operations, integration and transmission of accurate, reliable and timely information and the cooperation of all stakeholders are keys to maximizing transportation efficiencies. The efficiency gains and improved effectiveness of deploying these systems are well documented, and directly improve the safety and life cycle costs of our surface transportation network. To reduce many of the problems facing transportation officials, improved transit operations provide a proven, viable and efficient method to produce considerable benefits and attractive investment options. NYS leads the nation in investment in and utilization of rail and highway transit operations and relies on transit more than any state in the country. A critical ingredient for improving the effectiveness of these passenger and freight operations is a combined, collaborative approach for implementation by all levels of transportation stakeholders. In addition to developing the WWIISSEESSTT Program concepts, the NYS TIGER III team is committed to continuing their productive relationships to combine efforts and resources to achieve the goals as reflected in this proposal. By bringing their collective resources to bear, the TIGER III team will pursue innovative and unprecedented methods of collectively advancing these activities.

By deploying existing and emerging innovative technologies now, with an emphasis on agency maintenance, commercial and transit vehicle operations, benefits can be produced quickly while supporting improvements for general, light vehicle safety and mobility conditions. Since the commercial/heavy vehicle industry is more advanced and standardized in terms of developing, manufacturing, installing and using wireless communication data (telematics) for operational efficiencies, focusing on these vehicle types will allow quicker implementation, adoption and use of these innovative technologies. This is particularly true for 5.9 GHz DSRC Connected Vehicle

SM technologies and other

wireless systems proposed under the WWIISSEESSTT Program which use devices that connect to and communicate directly with the vehicle’s databus (CPU). For agency maintenance vehicles and commercial fleets, these technologies allow the vehicles’ operating and system status to be transmitted to the roadside installations and then

through the network to appropriate managers and operators, including the private sector. The system can provide hundreds of available data ranging from location and speed, to oil pressure and brake system status. This databus integration, in turn, allows more sophisticated applications to be developed where the Connected Vehicle/CVII network can actually intercede at specific locations and under safety critical conditions, such as wrong way driving and intersection crash avoidance, compensate for unsafe driver behavior and potentially catastrophic vehicle operation. The WWIISSEESSTT Program’s infrastructure, network, applications and functions produced under this TIGER III program are applicable and compatible with other 5.9 GHz DSRC compliant vehicles regardless of type or use. These technologies, as embodied by the Connected Vehicle Research program directed by USDOT, and NYS’CVII program currently underway and directed by NYSDOT with funding from the I-95 Corridor Coalition, have shown that they have vast potential and can provide extraordinary improvements in safety, security, system and vehicle operational efficiency, and mobility. These capabilities have been demonstrated on New York State test beds during the 2008 ITSA World Congress event held at the Jacob Javitts Center in Manhattan and in Orlando, Florida at the recently completed, successful demonstration of the CVII program’s Phase I applications and capabilities at the Intelligent Transportation Society of America ‘s 2011 World Congress.

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The NYS TIGER III team respectfully requests that TIGER III funding will be awarded to NYSDOT and its partners to advance the

WWIISSEESSTT Program and help take another major step to realize this connected transportation vision.

D. Scope Activities

The WWIISSEESSTT Program scope has been developed to maximize strategic investments and have been structured as related but individual projects that can be advanced individually or collectively (additional information on scope tasks is contained in Appendix 1). The individual projects by location are listed below including the total project cost and the requested TIGER funding amount.

Task I. Construct seven (7) virtual weigh stations (VWS) or electronic screening (ES) systems at key locations in NYS that focus on major river crossings in the NYC area, key state and international border locations and other important commercial vehicle gateways (see map on page 8). These seven (7) additional sites will supplement the existing or pending VWS/ES systems being developed by NYSDOT and its partners (see Appendix 1). The locations are:

I. 1. Eastbound I-95, George Washington Bridge, Hudson River, NY/NJ (PANY&NJ) - $4,370,320 (TIGER Funds Requested) I. 2. Eastbound I-84, Wawayanda Rest Area, Town of Wawayanda, Orange County (NYSDOT) - $1,113,600 I. 3. Northbound 81, Preble Rest Area, Town of Preble, Cortland County (NYSDOT) - $793,600 I. 4. Eastbound I-278, Verrazano-Narrows Bridge, Staten Island/Brooklyn (NYSDOT) - $1,555,200 I. 5. Eastbound I-84, Newburgh Beacon Bridge, Newburgh, NY (NYSBA) - $637,600 I. 6. Wallkill Rest Area, Westbound I-84, Wallkill, NY (NYSDOT) - $577,600 I. 7. Clifton Park Rest Area, Northbound I-87, Clifton Park, NY (NYSDOT) - $430,358

These seven projects will use the prototype network based system design developed for NYSDOT’s Schodack Integrated E-Screening System (Appendix 5) located along westbound I-90. This site was selected as one of the USDOT’s best practices sites (Best Practices – Electronic Permitting/Virtual Weigh Station – Battelle, 2010). The integrated system design includes 915 MHz NORPASS* transponder reader(s), 5.9 GHz DSRC devices*, overheight detection systems, license plate readers with optical character recognition software and either quartz or single load cell high speed weigh-in-motion (WIM) devices. Currently there are over 220,000 NORPASS enrolled vehicles in the U.S. (see Appendix 5 for additional information on NORPASS). These systems will also provide real time traffic management information to the appropriate traffic management center (TMC). All systems will also include FHWA compliant traffic monitoring vehicle classification count sites using piezo electric WIM technology for data collection, installed in all lanes that do not have either quartz or single load cell WIM used for commercial vehicle compliance operations – this includes all mainline travel lanes in the opposite direction. All sub-systems collect and store data which can be remotely accessed and downloaded. Images and screening results can be remotely viewed in real time. This task includes all necessary software and hardware to meet performance and operational specifications of an advanced integrated screening system using commercially available “off the shelf” components. NYSDOT will pursue an innovative contracting procedure with its TIGER III partners that will combine all construction activities proposed under Tasks #1 & #2 under one letting and procurement process.

*Under this WWIISSEESSTT Program approximately 1,300 vehicles will be equipped with Connected Vehicle/CVII compliant OBE devices. These vehicles will operate primarily along NYS’ Connected Vehicle/CVII Corridors totaling approximately 130 miles of highway, 13 additional sites at 7 e-screening/VWS locations, 4 maintenance facilities and 2 bus terminals involving 72 5.9GHz DSRC RSEs all connected to a single 5.9GHz DSRC based network, regardless of the location and agency owner, which will be integrated with TMC, enforcement, security, maintenance and response operations.

Task II. Construct three (3) Overheight Dimension Detection Systems for Commercial Vehicles at the following NYS locations:

II. 1. Champlain CV Inspection Facility, International Border, Southbound I-87, Champlain, NY (NYSDOT) - $120,000 II. 2. King Street Bridge, Hutchinson River Parkway, Rye Brook, Westchester County (NYSDOT) - $457,600 II. 3. Mamaroneck Road Bridge, Hutchinson River Parkway, Scarsdale, Westchester County (NYSDOT) - $457,600

These three projects include procurement and installation of commercial “off the shelf” overheight dimension detection systems for commercial vehicles. These installations will be integrated into NYSDOT’s existing e-screening/5.9 GHz DSRC network allowing communication with NYS’ existing incident/emergency response and the GPS based information transmitted in- vehicle to drivers, and system wide to highway operators, commercial fleet managers and incident responders.

Task III. Develop Real Time In-Vehicle Route/Clearance Restriction Information and Wrong Way Driving Warnings Applications

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These projects will be developed to allow integration with other existing local, state and national transportation communication systems such as Emergency and Incident Response, NYS 511 and TMC systems.

III. 1 Routing/Clearance Restriction Warning Application (Smart Phone) - This project will develop or procure an application which provides real time routing information and restriction warnings to trucks and buses using smart phone technology (TIGER III Funds Requested - $80,000)

III. 2 Routing/Clearance Restriction Warning Application (5.9GHz DSRC) - This project will develop or procure an application which provides real time routing information and restriction warnings to trucks and buses including vehicle disabling capabilities using 5.9 GHz DSRC on board equipment (OBE). This effort will develop, test, demonstrate and deploy a Connected Vehicle/CVII application that provides 5.9 GHz DSRC based in-vehicle warnings to the truck or bus driver of route and clearance restrictions. The application will include capabilities to allow system activated vehicle disabling if the warning is not heeded and an impending safety condition exists including system or vehicle based warnings to approaching vehicles. These efforts will also meet all Connected Vehicle/CVII requirements, thereby allowing this application to be used by all 5.9 GHz DSRC compliant vehicles, including passenger cars. (TIGER III Funds Requested - $240,000)

III. 3 Wrong Way Driving Warning Application (5.9GHz DSRC) - This project will develop an application which provides wrong way driving warnings for all vehicles including vehicle disabling capabilities for trucks and buses using 5.9 GHz DSRC roadside and on board equipment (OBE). This effort will develop, test, demonstrate and deploy a Connected Vehicle/CVII application that provides 5.9 GHz DSRC based in-vehicle wrong way driving warnings. The application will include capabilities to allow system activated vehicle disabling if the wrong way driving warning is not heeded and vehicle based warnings to approaching vehicles. These efforts will also meet all Connected Vehicle/CVII requirements, thereby allowing this application to be used by all 5.9 GHz DSRC compliant vehicles, including passenger cars. (TIGER III Funds Requested - $240,000)

III. 4. Fiber Optic Installation - This “shovel ready” project will construct 12 miles of fiber optic cable along the I-87 “Northway” Corridor from Riverview Road, Latham (Exit 7) to Malta (Exit 12) to the Luther Forest/Saratoga Technology and Energy Park. It will support existing, pending and future 5.9 GHz DSRC, 915 MHz and wireless communication activities including future expansions of the Luther Forest Technology Park/STEP and the ongoing Clifton Park E-Screening system. NYS will also pursue additional Connected Vehicle efforts in this area involving intermodal operations with railroads and vehicular traffic to the LFTP/STEP and other areas in the corridor. Since this project is in the same vicinity, utilizing the same highway corridors, as the Luther Forest Technology Park/STEP traffic, it provides an ideal test bed for future Connected Vehicle/CVII pilot deployments. NYSDOT is currently advancing a project to utilize smart phones for real time traffic management along the Northway I-87 corridor from the Quebec border to the I-90/NYS Thruway interchange. Using these projects as well as other TIGER III funded efforts, the foundation will be established to advance future WWIISSEESSTT program phases. (TIGER III Funds Requested - $800,000)

Task IV. Construct/Expand NYS Connected Vehicle/CVII Corridors including Installation of Twelve (12) Roadside 5.9 GHz DSRC

Sites (RSE)

This effort will expand NYSDOT’s existing I-495 LIE CVII/VII Corridor west to the Gowanus (I-278) and Van Wyck (I-678) Corridors including access to JFK Airport and upgrade existing RSEs including 12 new RSE 5.9 GHz dedicated short range communication (DSRC) sites. This task will include all activities needed to design, procure, install, test and deploy 5.9 GHz DSRC roadside devices. Items include poles, foundation, power, communication and other items needed as appropriate to make the sites operational to support existing and developing Connected Vehicle/CVII Corridors. Potential sites have been chosen for a number of factors including the availability of cabinets, power, existing communication locations and other conditions which would minimize cost and schedule. For new sites, all attempts will be made to minimize the impact of the site including exploring the use of solar powered equipment to provide power. The maps of the routes and roadside locations are contained in Appendix 4. (TIGER III Funds Requested - $230,000)

Task V. Develop and Deploy 20 Aftermarket 5.9 GHz DSRC In-Vehicle Systems with Databus Integration Using Smart Phones for Driver Communication (Human Machine Interface)

This project develops tests, deploys and evaluates an in-vehicle Connected Vehicle/CVII system including vehicle databus integration that utilizes an aftermarket 5.9 GHz DSRC device. A total of 20 devices will be produced for initial deployment and testing, and they will support the applications and functionalities from the successfully completed CVII Phase I program. The Connected Vehicle/CVII 5.9 GHz device can be wirelessly connected via Blue Tooth technology to use an

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existing smart phone as the communication method to the driver using its screen and auditory capabilities. Preliminary developmental activities have already taken place with partners including equipment developers, manufacturers and service providers that reveal that this concept has an extremely high probability of success. This concept has many attractive aspects including the growing smart phone market and the ability to have various software applications developed under the Connected Vehicle/CVII program on the high speed, high capacity data capabilities of the 5.9 GHz DSRC transponder. With its connection to the databus, the aftermarket device will provide vehicle based information (oil pressure, light status, brake conditions, etc.) to be transmitted back to the RSE network, and can allow more sophisticated applications involving complex RSE/vehicle communication to provide system based vehicle system control as is needed for crash avoidance. A diagram of this system is contained in Appendix 1. This program will also assess the least distracting and safest method to communicate with the vehicle’s driver when providing information. This issue was reflected in the recent press release by Transportation Secretary Ray LaHood that stated, “ the U.S. Department of Transportation will hold its summit to determine the best ways to reduce the number of crashes and deaths due to distracted driving on Wednesday, Sept. 30 and Thursday, Oct. 1. (2009)”. “Safety is our number one priority,” said Transportation Secretary Ray LaHood. “As we become a more mobile and wireless nation, we can’t afford to ignore new technology’s impact on roadway safety.” (TIGER III Funds Requested – N/A)

Task VI. Re-Engineer NYSDOT’s Oversize/Overweight Credentialing Process with a Pilot Deployment Program Using Electronic

Permits for 1,000 Vehicles (Aftermarket 5.9 GHz DSRC In-Vehicle Devices)

VI. 1. Re-Engineer NYSDOT’s Oversize/Overweight Credentialing Process This task will re-engineer and upgrade NYSDOT’s Overweight/Oversize credentialing process and modernize its management information system allowing integration with e-permitting applications using aftermarket devices. The project will provide the freight community with improved permit submittal, review and approval while providing substantial process efficiency gains to NYSDOT. The project will also provide improved information management and enforcement as well as automated GIS based routing capabilities thus improving the overall safety and mobility to the permitted fleet, communities and system users. This system will also be integrated with NYS’ OSCAR/CVIEW systems (see Appendix 2. Project Description – Other WWIISSEESSTT Related Projects). (TIGER III Funds Requested - $3,600,000)

VI. 2. Pilot Deployment Program Using Electronic Permits for 1,000 Vehicles (Aftermarket 5.9 GHz DSRC In-Vehicle Devices) - This project will procure and deploy one thousand (1,000) aftermarket 5.9 GHz DSRC in-vehicle devices or develop smart phone applications with driver communication capabilities as part of NYSDOT Divisible Load credentialing process as an “electronic permit”. The 5.9 GHz DSRC devices will be compatible with the completed applications developed under the CVII program’s Phase and with systems produced under Tasks I & II. They will also be capable of utilizing the routing and wrong way driving applications developed under Task III. (TIGER III Funds Requested - $400,000)

Task VII. Install 5.9 GHz DSRC On-Board Systems in 100 Buses and Five (5) Variable Message Signs at Park and Ride Lots for Transit Operations along NYSTA’s expanded I-87 Spring Valley/Tappan Zee Bridge Connected Vehicle/CVII Corridor

These projects will deploy a 5.9 GHz DSRC based system for bus transit operations involving one hundred (100) buses along NYSTA’s expanded I-87 Spring Valley Connected Vehicle/CVII Corridor from Newburgh Interchange #17 (Milepost 60) to the Tappan Zee Bridge (Milepost 16) including:

VII. 1 Install 5.9 GHz DSRC On-Board Systems in 100 Buses - This project will include procurement, installation, testing, deployment and evaluation of after market on board 5.9 GHz DSRC equipment installed in 100 buses operated by the Orange Westchester Link (OWL), Tappan Zee Xpress and Westchester Central Ave BRT services. The OBE systems will include integration with the vehicle databus and driver visual and audible communication interface. Twenty (20) buses will have weather sensors installed for Clarus and surface temperature information for related uses for NYS agencies’ maintenance and traffic operations including information for real time road conditions. Clarus (which is Latin for "clear") is an initiative to develop and demonstrate an integrated surface transportation weather observing, forecasting and data management system, and to establish a partnership to create a Nationwide Surface Transportation Weather Observing and Forecasting System. The objective of Clarus is to provide information to all transportation managers and users to alleviate the effects of adverse weather (e.g., fatalities, injuries and delays). (TIGER III Funds Requested - $300,000)

VII. 2 Expand Databus Information for Fleet Management (5.9 GHz DSRC) - This project will expand the vehicle generated message set include evaluation of fleet management capabilities and benefits of using Connected Vehicle/CVII systems for bus transit services. The existing CVII 5.9 GHz DSRC expanded screening message set will be further enhanced by adding vehicle data such as oil pressure, engine temperature and fuel level. This effort will include transit vehicle based,

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side by side comparisons of existing Automatic Vehicle Location systems that utilize wireless cell based communication. The effectiveness and benefits will be evaluated, and ongoing related activities by other Connected Vehicle stakeholders will be incorporated as appropriate. (TIGER III Funds Requested - $260,000)

VII. 3 Install Five (5) Variable Message Signs at Park and Ride Lots - Included in this project is the procurement and deployment of variable message signs in five (5) Park and Ride Lots served by these transit operations that will be updated with real time information for bus arrival times using the real time vehicle information from the Connected Vehicle buses via the Spring Valley Connected Vehicle/CVII system under this Task. (See Appendix 4, maps 15 through 18). This information will also be transmitted to NYS 511 system for internet access. (TIGER III Funds Requested - $200,000)

Task VIII. Install 5.9 GHz DSRC Devices in Forty (40) NYS Maintenance Vehicles and Thirty (30) Commercial Vehicles Operating

Along NYS Connected Vehicle/CVII Corridors

VIII. 1 Install 5.9 GHz DSRC Devices in Forty (40) NYS Maintenance Vehicles - This project includes the procurement, installation, testing, deployment and evaluation of aftermarket on board 5.9 GHz DSRC equipment installed in forty (40) NYSDOT and NYSTA maintenance vehicles (plow trucks) operating along NYS Connected Vehicle/CVII Corridors. Ten of the maintenance vehicles will also have road/weather sensors installed. The installation includes integration with the vehicle databus and driver visual and audible communication interface. This effort will include evaluation of fleet management capabilities and benefits of using Connected Vehicle/CVII systems for highway maintenance operations. (TIGER III Funds Requested - $113,640)

VIII. 2 Install 5.9 GHz DSRC Devices in Thirty (30) Commercial Vehicles - This project includes the procurement, installation, testing, demonstration and evaluation of aftermarket on board 5.9 GHz DSRC equipment installed in thirty (30) commercial vehicles operating along NYS Connected Vehicle/CVII Corridors. Discussions with major carriers have already been initiated. The installation includes integration with the vehicle databus and driver visual and audible communication interface. This effort will include evaluation of fleet management capabilities and benefits of using Connected Vehicle/CVII systems for highway maintenance and commercial vehicle operations. This effort will also provide a valuable opportunity to have carriers and private sector fleet managers evaluate the systems under real world operating conditions utilizing results and products from the NYS/I-95 CC funded CVII program and other available Connected Vehicle products. These existing applications include probe, in vehicle signage, traveler information, enhanced screening capabilities and V2V maintenance vehicle snow plowing and work zone warnings. (TIGER III Funds Requested - $71,560)

The following map reflects the locations of the various projects of the ““WWIISSEESSTT”” PPrrooggrraamm (additional maps are contained in Appendix 4

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The block diagram below shows the eight (8) TIGER III funded ““WWIISSEESSTT”” PPrrooggrraamm scope components and their relationship to each other.

Diagram #1

(DDoouubbllee cclliicckk tthhee ddiiaaggrraamm aabboovvee ttoo vviieeww aa llaarrggeerr vveerrssiioonn)

2. Funding Request/Cost Estimates The funding request under this TIGER III grant application is $17 million, and will be matched by $8.8 million of state, local and private sector funds. However, with additional activities being funded by other sources, the total WWIISSEESSTT Program totals approximately $35.1 million including $8.8 million of state, local and private funds. The TIGER III funding request includes:

Task I. Construction of 7 Virtual Weigh Stations/E-Screening Systems TIGER III Request $9.4900 Million I. 1. EB I-95, George Washington Bridge, Hudson River, NY/NJ (PANY&NJ) - $4,370,320 I. 2. EB I-84, Wawayanda Rest Area, Wawayanda, Orange County (NYSDOT) - $1,113,600 I. 3. NB I-81, Preble Rest Area, Town of Preble, Cortland County (NYSDOT) - $793,600 I. 4. EB I-278, Verrazano-Narrows Bridge, Staten Island/Brooklyn (NYSDOT) - $1,555,200 I. 5. Eastbound I-84, Newburgh Beacon Bridge, Newburgh, NY (NYSBA) - $637,600 I. 6. Wallkill Rest Area, Westbound I-84, Wallkill, NY (NYSDOT) - $577,600 I. 7. Clifton Park Rest Area, Northbound I-87, Clifton Park, NY (NYSDOT) - $430,358

Task II. Construction of 3 Overheight Dimension Detection Systems TIGER III Request $ 1.04 Million

II. 1. Champlain Inspection Facility, Quebec Border, SB I-87, Champlain, NY (NYSDOT) - $120,000 II. 2. King St. Bridge, Hutchinson River Parkway, Rye Brook, Westchester Co. (NYSDOT) - $457,600 II. 3. Mamaneck Rd. Bridge, Hutchinson River Parkway, Scarsdale, West. Co. (NYSDOT) - $457,600

Task III. Develop Route/Clearance Restriction & Wrong Way Driving Warnings TIGER III Request $ 1.36 Million III. 1. Routing/Clearance Restriction Warning Application (Smart Phone) - $80,000 III. 2. Routing/Clearance Restriction Warning Application (5.9GHz DSRC) - $240,000 III. 3. Wrong Way Driving Warning Application (5.9 GHz DSRC) - $240,000 III. 4. Fiber Optic Installation - $800,000

Task IV. CVII/VII Corridor Expansions – Construct 12 Roadside Installations TIGER III Request $ 0.23 Million

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Task V. Develop and Deploy 20 Aftermarket 5.9 GHz DSRC In-Vehicle Systems with Databus Integration Using Smart Phones for Driver Communication (Human Machine Interface) TIGER III Request $ 2.66 Million

Task VI. Re-engineering of OS/OW Permitting System w/1000 5.9 GHz DSRC E-Permits TIGER III Request $ 4.00 Million

VI.1. Re-Engineer NYSDOT’s Oversize/Overweight Credentialing Process - $3.6 million VI. 2. Pilot Deployment Program Using Electronic Permits for 1,000 Vehicles (Aftermarket 5.9 GHz DSRC In-Vehicle Devices) - $400,000

Task VII. 100 Transit Buses w/5.9 GHz DSRC for Real Time Information TIGER III Request $ .760 Million

VII.1. Install 5.9 GHz DSRC On-Board Systems in 100 Buses - $300,000 VII.2. Expand Databus Information for Fleet Management (5.9 GHz DSRC) - $260,000 VII.3. Install Five (5) Variable Message Signs at Park and Ride Lots - $200,000

Task VIII. Install 5.9 GHz DSRC Devices in 40 NYS Maintenance & 30 Commercial Vehicles TIGER III Request $ .185 Million

VIII.1. Install 5.9 GHz DSRC Devices in Forty (40) NYS Maintenance Vehicles - $113,640 VIII.2. Install 5.9 GHz DSRC Devices in Thirty (30) Commercial Vehicles - $71,560

Total Tiger III Funds Requested $17.048 Million

A detailed cost estimate is attached as Appendix 7.

3. Project Economically Distressed Area Status The WWIISSEESSTT PPrrooggrraamm involves the expansion of existing CVII/VII corridors, development and deployment of aftermarket 5.9 GHz DSRC on-board equipment and construction of virtual weigh stations/e-screening systems and overheight dimension detection systems. Once constructed, these systems and installations will improve the quality of life of local residents in several ways. More accurate and efficient truck routing through these areas will reduce accidents and congestion while providing more efficient goods movement resulting in lower prices for all consumers. Air quality in communities will be improved by reducing travel and idle times including accident relate congestion. Better routing would decrease the chance that a commercial vehicle would enter or exit restricted highways in

one of these areas, creating safety and livability problems and excess damage to local roads and bridges not designed nor capable of supporting large, heavy vehicles. Some of the proposed locations fall within Economically Distressed Areas that would benefit in many ways from this project’s ability to increase the efficiency and effectiveness of the transportation system through integration and better use of the existing infrastructure. Sites that fall within the ARRA Economically Distressed Areas include the ES systems at the I-81 Northbound, Preble Rest Area, Town of Preble, Cortland County and the Deployment of Over height Dimension Detection Systems at the Champlain CV Inspection Facility, International Border, Southbound I-87, Champlain, NY. The attached map Appendix 8 shows the proposed projects, corridors and construction/installation sites overlaid on the ARRA Economically Distressed Areas Map. The WWIISSEESSTT

PPrrooggrraamm focuses on improving the long term efficiency, reliability and cost competitiveness of transit and commercial vehicle operations in the United States. The construction of these proposed installations would involve a number of sub-contractors from the local area and would be built using available local materials.

4. Project Partners/Collaborators The NYSDOT is the lead agency and contact point for the TIGER III funded WWIISSEESSTT PPrrooggrraamm activities with six official partners listed below (see Appendix 9 for copies of the letters of support). All of the NYS agencies that have direct responsibilities for contracting and/or managing the work (PANYNJ, NYSBA and NYSDOT) have lengthy histories of advancing similar, and much larger, projects.

TIGER III Lead Agency: NYSDOT – The New York State Department of Transportation is responsible for coordinating and developing comprehensive transportation policy for the State. NYSDOT coordinates and assists in the development and operation of transportation facilities and services for highways, railroads, mass transit systems, ports, waterways and aviation facilities and is also responsible for formulating and keeping a current, long-range, comprehensive statewide master plan for the balanced development

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of public and private commuter and general transportation facilities. As part of these duties, NYSDOT administers a public safety program for railroads and motor carriers engaged in intrastate commerce and directs state regulation of such carriers in matters of rates and service as well as providing oversight in matters relative to the safe operation of bus lines, commuter railroads and subway systems that are publicly subsidized through the Public Transportation Safety Board.

The New York State Department of Transportation is also the lead Motor Carrier Safety Assistance Program (MCSAP) agency in New York with over 60 federally certified state inspections dedicated daily to commercial vehicle safety inspections and compliance reviews. With its partners, the New York State Police and local police agencies, over one hundred thousand commercial vehicle roadside inspections are performed each year. NYSDOT ‘s MCSAP is a Federal grant program originating in 1985 that provides financial assistance to States to reduce the number and severity of crashes and hazardous materials incidents involving commercial motor vehicles (CMV). The goal of the MCSAP is to reduce CV-involved crashes, fatalities, and injuries through consistent, uniform, and effective CV safety programs. Investing grant monies in appropriate safety programs increases the likelihood that safety defects, driver deficiencies, and unsafe motor carrier practices are detected and corrected before they become contributing factors to crashes. In the area of safety and weight compliance of commercial vehicles, NYS is acknowledged as a leader in innovative technologies and operations as well as collaborative relationships with other agencies for policy, credentialing and enforcement.

NYSDOT has considerable experience with wireless communication systems including developing, installing and operating 5.9 GHz DSRC and other wireless systems. NYSDOT successfully deployed and demonstrated 5.9 GHz DSRC technology during the 2008 ITS World Congress along the Long Island Expressway (I-495) and is leading the CVII effort, the first major development of Connected Vehicle 5.9 GHz DSRC systems for heavy vehicles. NYSDOT also has considerable experience in the ITS areas of traffic and traveler information systems, including the innovative NYS 511 system.

Project Experience: With a capital construction budget exceeding $1 billion annually, NYSDOT has extensive experience and resources that will be used to expeditiously and successfully manage and execute this TIGER III funded program. NYSDOT also is a leader in researching, developing and deploying innovative wireless communication technologies for safety, mobility and operational improvements. NYSDOT also develops and manages approximately $10 million annually in federal grants specifically for commercial vehicle safety and weight compliance activities, and is successfully advancing a multi-million dollar 5.9 GHz DSRC based CVII effort . TIGER III Team Partners: NYSBA – The law creating the New York State Bridge Authority PANYNJ – The Port Authority of New York and New Jersey NYSERDA - The New York State Energy Research and Development Authority NYSDTF – The New York State Department of Taxation and NYSMTA – The New York State Motor Truck Association (NYSMTA) Rockland County Departments of Planning and Public Transportation Additional information on the TIGER III Team partners including project experience is included in Appendix 10.

Additional Relationships: NYSDOT and its TIGER III partners are also members of, and actively participate in, a number of national and regional organizations. While not formal members of this partnership at present, these groups will be directly involved to varying degrees if this WWIISSEESSTT proposal is successful. These groups include:

New York State Interagency Motor Carrier Credentialing and Safety Task Force I-95 Corridor Coalition ITSA/ITS (NY) – Intelligent Transportation Society of America/Intelligent Transportation Society of NY AASHTO – The Association of American State Highway Officials VII C – The Vehicle Infrastructure Integration Consortium CVSA – The Commercial Vehicle Safety Alliance (CVSA) NORPASS - The North American Preclearance and Safety System, or NORPASS, is a partnership of state and provincial

agencies and trucking industry representatives who are committed to promoting safe and efficient trucking throughout North America

Additional information about these groups is contained in Appendix 11.

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5. Other WISEST Program Related Activities for Commercial Vehicle and Transit Operations TIGER III Team Projects Underway or Pending Using Other Funds (Non-

Tiger) that will be supported or leveraged with the proposed TIGER III

investments

There are a number of related initiatives, focusing on commercial vehicle operations, which are being explored or progressed by the various NYS

WWIISSEESSTT team agencies involved in this TIGER III grant application partnership. These complementary activities support, enhance and advance the various concepts and scope activities for which TIGER III funding is being requested. These activities are currently being advanced by the TIGER III partners and have been funded through other sources but are greatly enhanced by the activities contained in this application. They include:

1. Commercial Vehicle Infrastructure Integration (CVII) Program (NYSDOT/NYSTA/I-95 CC) 2. I-495 Long Island Expressway Vehicle Connected Vehicle/CVII Corridor (NYSDOT) 3. Development and Commercialization of an Aftermarket 5.9 GHz Device w/Integrated Driver Interface (Kapsch/NYSERDA) 4. Clifton Park E-Screening System (NYSDOT) 5. I-87 Champlain Commercial Vehicle Inspection Facility with E-Screening System (NYSDOT) 6. Newburgh Beacon Bridge Virtual Weigh Station (NYSBA) 7. Newburgh Exit #17 I-87 E-Screening System (NYSTA) 8. Wallkill Rest Area E-Screening System (NYSDOT) 9. Newburgh Beacon Bridge VII Tolling Project (NYSBA/I-95 CC) 10. Spring Valley Connected Vehicle/CVII Corridor (NYSTA/NYSDOT) 11. Schodack Integrated E-Screening Test Site (NYSDOT) 12. One Stop Credentialing and Registration (OSCAR) Commercial Vehicle Website (NYSDTF/NYSDOT, NYSTA & NYSDMV) 13. Unified Permitting (NYSDOT w/NYCDOT, MTA-MBTA PANYNJ, NYSTA, NYSBA & NYSDTF) 14. 511/work with Navigation Companies (NYSDOT) 15. Maintenance Decision Support System (MDSS) & Road Weather Information System (RWIS) (NYSDOT) 16. Integrated Incident Management System (IIMS -NYSDOT) 17. Research & Development Project – “Effects of Overweight Vehicles on NYSDOT Infrastructure” (NYSDOT) 18. Development and Commercialization of an Infrared Commercial Vehicle Inspection System (NYSERDA) 19. Development and Commercialization of an Autonomous Roadside Traffic Beacon (NYSERDA) For more information on these efforts, please refer to Appendix 2.

6. Grant Funds The following tables reflect the amount of WWIISSEESSTT PPrrooggrraamm funding being requested, source and use of all project funds, total project costs, percent of costs that would be paid with TIGER III funds, and percentage shares of all other parties providing funds including other Federal funds.

TIGER III funds

(requested) State/Private

Funds (source) Other Funds

(source) Total Funds

Project Approval/Env. Document None – all steps completed

Not Applicable Not Applicable Not Applicable

Plans, Specifications & Estimate None – all steps will be completed

NA NA NA

Right of Way (capital and support)

Not Applicable/None needed

NA NA NA

Construction (capital and support) $18,000,000 $9,100,000 (NYSDOT, NYSERDA, NYSBA, & PANYNJ)

Total $17,000,000 $8,800,000 $0 $25,800,000

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Percentage of Total Funds 80% 20+% 0% 100%

Table 1

Table 2

Double click the document above to open the PDF

7. Shovel Ready Criteria Summary

A. Project Schedule

It is estimated that all of the WWIISSEESSTT PPrrooggrraamm tasks will be completed within 24 months of grant approval/award. All activities including final design, competitive processes, procurements and construction will be started and completed within 24 months of TIGER III funding approval and obligation. The following table reflects the project schedule broken down by monthly and quarterly increments – a more detailed schedule per task is included in Appendix 7.

Double click the document above to open the PDF

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As shown in the table above, all of the activities, including procurement and construction, can begin or be advanced immediately upon notification of a successful TIGER III grant application. Additional schedule information is contained below and in Appendix 12.

Task I. Construction of Virtual Weigh Stations/E-Screening Systems – Any or all of these projects can be quickly added to a competitive process already underway to select a contractor to procure and construct four pending virtual weigh stations or e-screening systems in NYS (Wallkill, Clifton Park, Newburgh Interchange #17 and Newburgh Beacon Bridge). The four pending projects are part of an innovative contracting process involving multiple NYS agencies (NYSDOT, NYSBA and NYSTA) which are being developed and let under one competitive process lead by NYSDOT. Procurement can be started within days of the NYSDOT/contractor contract approval scheduled for 2012, and construction would occur no later than the 2013 construction season. Additional information about these existing projects can be found in Appendix 2. Progressing all of these construction activities under one innovative competitive process will result in the most efficient construction, maintenance and operational costs due to economies of scale, interoperability of equipment, consistent maintenance requirements and other benefits. Task II. Deployment of Overheight Dimension Detection Systems - These installations will be added to the competitive process discussed in Task 1 above. This addition will be relatively simple to accomplish and will not add any additional time to the schedule since the specification, requirements, field assessment and preliminary designs for each location have been completed. Task III. Develop Real Time In-Vehicle Route/Clearance Restriction Information and Wrong Way Driving Warnings Applications – These projects involve development and testing of software. NYSDOT is already developing preliminary concept of operations for these functionalities and is ready to advance a competitive process to address the defined system requirements as soon as TIGER III funding becomes available. The development of all three applications can be initiated within months of funding approval, and the duration of these efforts should be quite short. The fiber optic installation task is “shovel ready”, with conduit already installed along the route. The environmental process has already been completed and approved. Task IV. Construct/Expand NYS Connected Vehicle/CVII Corridors including Installation of Twelve (12) Roadside 5.9 GHz DSRC Sites (RSE) - NYS has already developed and executed a similar procurement process for the development of the Long Island Expressway VII Corridor which was showcased and successfully utilized 5.9 GHz DSRC roadside installations and networks during demonstrations for the ITS World Congress in November, 2008. This process will allow NYSDOT to fast track a similar process to accomplish this effort, with the procurement started in 2011 and installation in 2011/2012. Task V. Develop and Deploy 20 Aftermarket 5.9 GHz DSRC In-Vehicle Systems with Databus Integration Using Smart Phones for Driver Communication (Human Machine Interface) - This effort was developed by NYSERDA in partnership with NYSDOT and NYSTA. Steps are being taken to develop the appropriate changes to the ongoing CVII program and a companion NYSERDA/NYSDOT project to be compliant with the requirements of the USDOT Connected vehicle Safety Pilot, Also, already under contract, NYSDOT has acquired network based software to provide 5.9 GHz DSRC screening capability which can be used with these devices. Completed enhanced probe (V2I) and geo-based signage and traveler information (I2V) developed under the CVII Program will be used with these devices, as well as the pending 5.9 GHz DSRC based enhanced commercial vehicle e-screening application. This latter application includes driver identification and review/verification with vehicle disabling capabilities. The enhanced 5.9 GHz screening operation also includes vehicle based safety systems status from the databus including tire, seat belt, brake, ABS and light status. Task VI. Re-Engineer NYSDOT’s Oversize/Overweight Permitting Process with a Pilot Deployment Program Using Electronic Permits for 1,000 Vehicles (Aftermarket 5.9 GHz DSRC In-Vehicle Devices) – The needs assessment and RFP development is already underway for the re-engineering of NYSDOT’S OS/OW Permitting Process with the initial phases involving business and process analysis have already been completed. A procurement process, estimated to take approximately eight months, will begin upon notification of award allowing the effort to begin in 2012. Task VII. Deploy 100 Transit Buses with 5.9 GHz DSRC and 5 Variable Message Signs at Park & Ride Lots for Real Time Information - This effort will be progressed in conjunction with the transit operating entities that have existing contracts with NYSDOT. The VMS items will be advanced through a competitive procurement estimated to take 6 months after grant approval. Installation and testing of the VMS will begin within 12 months of equipment procurement.

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Task VIII. Install 5.9 GHz DSRC Devices in 40 NYS Maintenance Vehicles and in 30 Commercial Vehicles – The procurement process for purchasing and installing the 5.9 GHz DSRC devices can be initiated immediately after award. The competitive process is expected to take six months.

B. Environmental Approvals

National Environmental Policy Act (NEPA) The NYSDOT has determined this project to be a NEPA Class II action in accordance with the Federal Highway Administration's regulations for implementing NEPA (23 CFR 771.115(b) and 23CFR 771.117(c)). Class II Actions/Categorical Exclusions that do not individually or cumulatively have a significant effect are normally excluded from the requirement to prepare an Environmental Impact Statement or an Environmental Assessment if they meet the definition contained in 40 CFR 1508.4 and based on past experience with similar actions, do not involve significant environmental impacts. Specifically, this project is classified as an Automatic Categorical Exclusion per 771.117(c) (21):

(21) Deployment of electronics, photonics, communications, or information processing used singly or in combination, or as components of a fully integrated system, to improve the efficiency or safety of a surface transportation system or to enhance security or passenger convenience. Examples include, but are not limited to, traffic control and detector devices, lane management systems, electronic payment equipment, automatic vehicle locaters, automated passenger counters, computer-aided dispatching systems, radio communications systems, dynamic message signs, and security equipment including surveillance and detection cameras on roadways and in transit facilities and on buses.

Based upon discussions with the FHWA Division representatives, the FHWA will defer reviewing state TIGER III proposals prior to selection to avoid any issues related to influencing the selection or otherwise providing an advantage. The Department will seek FHWA’s concurrence on the Categorical Exclusion determination and Design Approval as soon as FHWA is cleared to perform a review.

New York State Environmental Quality Review (SEQR) In accordance with 17 NYCRR, Part 15, "Procedures for Implementation of State Environmental Quality Review Act", the Department has determined that this project is a SEQR Type II Action and requires no further SEQR processing. The project has been identified as a Type II action, per 17 NYCRR, Part 15, Section 15.14, Subdivision (e), Item 37, Paragraphs ii and x. This permits a highway project to be classified as Type II if that project does not violate any of the criteria contained in subdivision (d) of Section 15.14, and is of a scale and scope illustrated by the following:

(ii) installation on existing highways of traffic control devices, surveillance systems, pavement marking, lighting, sign, other similar operational improvements;

(x) other projects of a minor scale and scope that meet all the criteria listed in subdivision (d) of this section. The SEQR "lead agency" is the New York State Department of Transportation.

Air Quality Conformity On August 19, 2009, the Interagency Consultation Group (ICG) determined that the WWIISSEESSTT Program application submitted to USDOT in September, 2009 was "exempt" for the purposes of transportation/air quality conformity. This proposed TIGER III project has a very similar, but slightly diminished scope. Thus, the proposed WWIISSEESSTT Program remains “exempt” for the purposes of transportation/air quality conformity. Permits The need for permits after potential impacts are avoided or minimized will be minimal. If any are required, they will be obtained before initiating work.

C. Legislative Approvals No legislative approvals are needed to advance this program. In addition, numerous local, state and Congressional representatives have been briefed and are in support of the concepts. This WWIISSEESSTT Program has gained broad support among state and local governments, transportation and non-transportation agencies; it also supports and advances major federal transportation initiatives and programs such as FHWA Size and Weight program, FMCSA MCSAP, CVISN, PRISM, WRI and Smart Roadside programs and the ITS/JPO Connected Vehicle Research program. In addition, this proposal has garnered support from stakeholders including the motor carrier industry. Letters of Support have been received from the various TIGER III partners including those listed on the front page of this document. These letters of support are contained in Appendix 9.

D. State and Local Planning This project is undergoing public review in anticipation of being amended into the Transportation Improvement Program (TIP) (See TIP Statement in Appendix IX) of the New York Metropolitan Transportation Council (NYMTC), the NY metro area

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Metropolitan Planning Organization, should it receive TIGER III funding. NYMTC, which is the Metropolitan Planning Organization (MPO) for New York City, Long Island and the lower Hudson Valley, will take all of the steps necessary to incorporate this proposal in the metropolitan planning process if the United States Department of Transportation (USDOT) selects it to receive TIGER III funding. Specifically, NYMTC will amend its Regional Transportation Plan and Transportation Improvement Program, including review of this project for compliance with the United States Environmental Protection Agency‘s Transportation Conformity Rule as necessary, prior to project award.

This proposal would advance the goals and strategies of NYSDOT’s Multimodal Transportation Program for 2009-2014 https://www.nysdot.gov/portal/page/portal/programs/repository/NYSDOT-Capital-Plan-March2008.pdf and the State’s Transportation Plan, “Strategies for a New Age: New York States Transportation Master Plan for 2030,” such as the ITS-related strategy "Managing the System through Improved Operational Techniques" on page 40. See: https://www.nysdot.gov/main/transportation-plan/transportation-plan. Facilitating the efficient movement of goods and people over our transportation systems in a sustainable manner is vital to protecting our quality of life and securing our economic future.

E. Technical Feasibility The technologies described in this TIGER III application have been developed, deployed, tested and operated successfully by members of the ““WWIISSEESSTT”” team. In fact, many of the scope activities described in this proposal, or similar projects, have already been undertaken by NYSDOT or its partners within the last two years. The technologies have been proven including successfully advancing the procurement, installation and successful operation of 5.9 GHz DSRC VII (Connected Vehicle) systems, integrated virtual weigh station/e-screening systems; and integrated transportation information systems such as 511. Since these technologies are being successfully deployed, for some activities existing agreements can be amended with little difficulty; for the remaining efforts existing technical requirements, plans, estimates and specifications can be quickly updated and revised to expeditiously advance competitive processes. The NYS TIGER III team is in a unique position to rapidly deploy the ““WWIISSEESSTT””

PPrrooggrraamm due to its successful experience with these innovative technologies.

The procurement and deployment of these technologies are short term projects in that they can be accomplished within a construction season or 12 months of field work. They also involve relatively routine, straightforward procurements and/or advancement of small to moderate size construction projects. For other non-construction activities, NYSDOT intends to use existing contracts where possible. If not available, competitive processes will be started in the period between TIGER III grant submittal and the decision by USDOT on grant award. Based on these advantages, NYSDOT believes that there is an extremely high probability of successfully completing all aspects of this program, including the non-TIGER III funded activities listed under Section 5 such as the CVII Program and Unified Permitting effort, within the schedule requirements of the TIGER III Program. Specific information on the each related task is contained under Project Schedule above, pages 20-21. For all tasks preliminary engineering, or needs and system assessments, have been completed.

F. Financial Feasibility All activities described in this proposal will be completed including project design and construction if TIGER III funds are received. This TIGER III grant has been crafted to allow funding to be provided for any or all of the various projects with extremely low risk. The variation of funding estimates is expected to be minimal since similar activities are underway allowing more reliable cost estimates to be developed. In addition, the TIGER III funds will complete or enhance various projects already funded and being advanced by the NYS TIGER III team. These include the commercial vehicle e-screening systems projects scheduled for the Clifton Park I-87, Newburgh Interchange #17, I-87, Newburgh Beacon Bridge and Wallkill I-84 locations as well as the needs assessment and RFP development for the re-engineering of NYSDOT’s OS/OW credentialing process. Additional information on related construction projects and other activities enhanced by this TIGER III grant, please see Section 5. “Other

WWIISSEESSTT PPrrooggrraamm Related Activities for Commercial Vehicle and Transit Operations”. While no itemized contingency reserve is being included in the TIGER III funding request, the project costs and estimates are based on information gained over the last 36months in doing similar projects. For example, the Long island Expressway Connected Vehicle/CVII Corridor and Schodack E-Screening system projects’ cost estimates include increases for inflation and site specific requirements. Some of the tasks involve unit pricing for OBE devices where quantities can be adjusted according to the bid price such as for portions or all of Tasks # VI, VII & VIII. Due to these factors, the TIGER III team is very confident that the funding requested will lead to all scope activities being completed within budget and the 24 month schedule required by the TIGER III program.

8. Long-Term Outcomes/Benefit Cost Analysis This TIGER III grant application will provide benefits in all five of the following areas:

State of Good Repair;

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Economic Competiveness;

Livability;

Sustainability; and,

Safety. The narrative presented in sections below covers each of these outcome areas, provides an abbreviated overview of project benefits and provides responses to specific topics which need to be addressed by applicants. A table accompanies each section to list the project benefits associated with the outcome area and provides references to Appendix 13, where a more detailed presentation of benefits and calculation methodologies can be found. A summary table at the beginning of the appendix provides a complete picture of all benefits and their relationship to outcome areas and project tasks. Detailed references are presented at the end of that appendix. A 3 percent and a 7 percent discount rate were used for the calculation of annualized benefits and costs. The supporting benefit-cost analysis appears at the front of Appendix 13. The analysis factors in when costs are incurred. The benefits presented in each section relate to the “build” alternative. Without the TIGER III grant we will not realize these benefits (the “no build” alternative). The cumulative benefits in each of the outcome areas appear in the table below.

Outcome Area 20-Year Benefit

State of Good Repair $38,854,449

Economic Competiveness $44,604,964

Livability $32,862,823

Sustainability $2,088,006

Safety $106,975,750

Discount Rate 3% 7%

Project Lifespan 20 20

Annualized Benefits $21,205,258 $21,205,258

Annualized Costs $1,095,240 $1,451,398

Annualized Net Benefits $20,110,018 $19,753,860

Benefit/Cost Ratio 19.36 14.61

*Present value of project cost

State of Good Repair

Benefit Description 20-Year Benefit

Improve commercial vehicle enforcement program effectiveness and efficiency $4,931,959

Reduce the number of illegally overweight vehicles to reduce pavement and bridge damage, increase life-cycle and reduce costs

$33,083,221

Improve routing to reduce infrastructure damage (educe truck VMT) $116,100

Reduce bridge and sign hits (infrastructure damage) $723,169

Improve maintenance vehicle fleet management with 5.9 GHz transponders to enable early alerts to reduce fleet operating costs

Not Quantified/TBD

Improve maintenance vehicle fleet management with 5.9 GHz transponders to increase equipment availability (reduce down time)

Not Quantified/TBD

Improve maintenance vehicle fleet management with 5.9 GHz transponders to extend vehicle life

Not Quantified/TBD

Total Benefits $38,854,449

The state highway network in New York consists of 38,183 lane miles of highways and 7,632 bridges. For State Fiscal Year 2007-08, 62% of the State-owned highways were determined to be in a state of good repair while 71% of the state bridges were determined to be structurally sufficient. (NYSDOT, SFY 2007-08 Annual Report of Bridge Management and Inspection Programs, 2007).

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e

The project principal impacts on minimizing life-cycle costs are related to the increase the effectiveness of New York’s commercial vehicle enforcement program to ensure that trucks are operated within legal weight limits or are properly permitted to transport cargo in excess of these limits and removing vehicles from service which are non-compliant.

Pavement and bridge conditions deteriorate over time attributable to the passage of all vehicles using a facility. According to basic engineering logic, trucks put far more stress on pavement and bridges than cars, because they’re heavier. The American Association of State Highway Officials estimated that it takes the passage of 9,600 cars (assuming 4,000 pound cars with 2,000 pounds on each axle) to equal the effect of one 80,000 pound truck (AASHTO). In general, the heavier a vehicle is (more weight per axle), the greater the damage it will cause to highway pavement and bridges. The following graphic portrays this relationship:

Axle Weight In New York trucks must weigh less than a limit set by state law, or operators must get a permit to operate in excess of the limit and pay a fee which provides a financial offset for the additional damage the overweight vehicle causes to the highway infrastructure. Unpermitted overweight vehicles contribute to the more rapid deterioration of highway pavement and bridges – effectively shortening the life of highway pavement and bridges.

This TIGER III grant’s long term impact on cost structure is as follows. The investment in communications infrastructure, virtual weigh-in-motion sites, electronic screening and other related TIGER III funded activities will drive increases in inspection program efficiency and effectiveness on the order of 30% while increasing additional compliance with weight limits and permit requirements. These gains in enforcement efficiency, effectiveness and compliance will reduce the extent of pavement and bridge damage, effectively extending the life-cycle of these facilities, minimizing life cycle costs and supporting the Department’s efforts to maintain highways and bridges in a state of good repair. Project resources are sufficient to ensure it is fully capitalized up front to complete implementation of all tasks.

Regarding how asset management approaches are embodied in this project:

The commercial vehicle weight enforcement program (Tasks I, IV) support the Department’s asset management efforts to extend the life of bridges and pavement.

The overheight detection (Task II), route/ clearance restriction information (Task III) and 5.9 GHz in-vehicle systems (Task VI-VIII) also support the extension of bridge condition through a reduction of collisions and damage by overheight vehicles.

Similarly, Task VIII relating to the pilot use of 5.9 GHz transponders in maintenance vehicles will enable the Department to use this technology to capture information about vehicle condition so this information can be used proactively to address problems earlier, reducing costs, providing a higher level of equipment availability and extending the life of vehicle components.

Importantly, the seven new virtual weigh station or electronic screening installations (Task I) also function as advanced traffic data collection sites which, in time, will provide data to allow the Department to assess the variability of local traffic dynamics and infrastructure impacts to support future infrastructure needs assessment and engineering efforts.

The asset management approaches used to maintain project facilities relate primarily to the weigh-in-motion sites that will be constructed (Task I). Here, the knowledge the Department has gained from its pilot site at the Schodack rest area on I-90 will be used to ensure the pavement surface condition is maintained at the new sites to the level necessary to ensure the degree of accuracy of weight observations required for effective enforcement.

The sources of revenue associated with long term operations and maintenance of project facilities relate to the violations and fines that are imposed by the commercial vehicle inspection program. Revenues from violations accrue to NYSDOT directly while fine revenues accrue to the state’s general fund. Additional taxes generated by flagging illegal, non-credentialed shipments also accrue to the state’s general fund.

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Economic Competitiveness

Benefit Description 20-Year Benefit

Support Luther Forest Technology Park development (job creation) $465,395

Allow trucks to bypass inspection sites to reduce cost to the commercial vehicle industry

$15,079,213

Improve routing to reduce cost to the commercial vehicle industry (reduce VMT) $3,386,250

Reduce bridge and sign hits to reduce cost to the commercial vehicle industry $254,172

Improve efficiency of the permitting process to reduce costs to the commercial vehicle industry

$4,231,906

Reduce illegal commerce $21,188,028

Total Benefits $44,604,964

Portions of the project lie in Economically Distressed Areas; these are depicted in the map in Appendix 8. Task I – Construction of Virtual Weigh Stations/E-Screening

I-81 Northbound, Preble Rest Area, Town of Preble, Cortland County (NYSDOT) Task II – Construction of Overheight Dimension Detection Systems

Champlain CV Inspection Facility, International Border, Southbound I-87, Town of Champlain, Clinton County (NYSDOT)

Task VII – CVII Transit Operations Real Time Information

The OWL (Orange Westchester Link) bus serves Newburgh, NY, one of the four cities in New York over 1% of the national rate.

The Central Avenue Bus Rapid Transit services’ southern terminus is at Fordham, in the Bronx, a county in New York 1% over the national rate (January, 2009) and whose 2007 county per capita income is less than $30,892.

This project will improve the long-term efficiency, reliability or cost-competitiveness of the United States in the movement of workers or goods by lowering the cost of transportation (five of the eight benefits cited above), by reducing economic inefficiencies related to illegal goods movements, and by reducing societal costs relating to the prevention of commercial vehicle accidents (covered in the Safety section, with detail provided in Appendix 13). The cost reduction aspects increase the efficiencies and competitiveness of our transportation system. The project involves improvements that directly support the expansion, hiring and growth of private sector production at the Luther Forest Technology Campus in the town of Malta, Saratoga County. Fiber optic cable will be installed as part of Task V to develop NYS Wireless Network/Platform/Backhaul System along I-87 Riverview Road, Latham (Exit 6) to Exit 12, Malta where the Luther Forest Technology Campus and Global Foundries’ new $4.6 billion chip manufacturing facility. Global Foundries is a joint venture of Advanced Micro Devices and Advanced Technology Investment Company of Abu Dhabi. Full-time employment at the Global Foundries plant is expected to increase to 1,465 jobs once full scale production is achieved (http://www.lutherforest.org/interested_aboutAMD.php). The Global Foundries facility is the first of many new high technology businesses that will be attracted to the Luther Forest Technology Campus and the tremendous synergies enabled by co-location of businesses at this site. The availability of a state-of-the-art training facility with advanced data communications capability enabled by this TIGER III grant is an additional magnet for business development and will support enhanced productivity by the workforce at the Campus. While the primary purpose of the fiber optic backbone is to support high bandwidth communications necessary for improvements to CVII, Transit and incident management initiatives in the I-87 and the parallel Route 9 corridor, the NYS Office for Technology (OFT), other State agencies and the State University of New York will also have access to this data communications resource and will benefit by sharing the cost of installation. OFT and SUNY specifically benefit as the direct fiber connectivity will be made between the SUNY Nanotechnology Campus at SUNY Albany and the TEC-SMART Education Center (Training and Education Center for Semiconductor Manufacturing and Alternative and Renewable Technologies) now being built in the Technology Campus (https://www.hvcc.edu/news_events/tecsmart-proposal.pdf). HVCC estimates TEC-SMART could train up to 600 technicians in the clean-tech and semiconductor jobs over the next five to 10 years. The

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facility is also expected to be used as a training center for employees at Global Foundries Inc. It is expected that other research and development facilities will be served by this fiber communications as well. In the long-term this project will promote the development of the 5.9 GHz dedicated short range communications industry in the United States. 5.9 is an emerging industry with widespread potential as the next generation smart, two-way vehicle to roadside and vehicle to vehicle communications device. This project advances the deployment of USDOT’s Connected Vehicle initiative through real applications (http://www.its.dot.gov/connected_vehicle/connected_vehicle.htm). In addition, the 5.9 GHz technology has broad, multimode potential. While aspects of this project are focused on commercial vehicle operations, there is also a transit component. We also foresee great potential for railroad operations and train control, railroad-highway grade crossing warning and safety. We project that a minimum of 456 direct, indirect and induced jobs will be created or sustained as a result of this project. This estimate is based on the standard of 24 jobs per $1 million dollars of construction value used by the Department. The 24 jobs per $1M estimate was based upon a review of references where estimates range from 11 direct to 38 direct/indirect jobs per $1 million of construction spending. NYSDOT has chosen to use a more conservative number within this range. (Porcari, 2008), (USDOT, DOT Information Related to the American Recovery and Reinvestment Act of 2009, 2009), (USDOT, FHWA, Employment Impacts of Highway Infrastructure Investment, February 23, 2009), (Executive Office of the President, Council of Economic Advisers, May 2009). The project involves benefits to the following transportation modes:

Mode Benefit

Automobile Increased safety (reduction in commercial vehicle accidents), Increased mobility (fewer delay-causing incidents and avoided construction)

Trucks Increased safety Increased efficiency and reduced costs (faster electronic permitting, accident reduction, reduced impact of inspections)

Bus Increased reliability of service Improved customer information

Commuter Rail Improved connectivity (of feeder bus services)

Marine shipping Safety, reliability and mobility

The project increases the capacity of other, connecting transportation modes in the following ways: Auto - Local Bus - Commuter Rail The Tappan Zee Xpress bus operations involved in Task VII provide connecting feeder service between park and ride lots on the west side of the Hudson River and Metro North Commuter rail stations in Westchester County. Commercial Vehicle – Marine Shipping A number of elements of this project support increased efficiency of the movement of containers by truck from the Port of New York and New Jersey – a significant share of long haul truck traffic in the metropolitan New York area. This project offers safety and weight compliance benefits and general improved mobility/reliability for marine shipments. It also sets the stage for more advanced routing information, arrival/departure times projection and management, mid-route information on trucks and their cargoes which will be possible with additional investments in Connected Vehicle infrastructure and applications.

Livability Benefit Description 20-Year Benefit

Reduce motorist delays related to incidents involving overheight trucks $5,896,819

Increase compliance to reduce motorist delays related to commercial vehicle accidents Not Quantified

Reduce pavement and bridge damage to reduce reconstruction delays to motorists $26,966,004

Increase customer satisfaction/ quality of life/ mobility/ more convenient and effective transport options

Not Quantified

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Improve routing to reduce community impact (truck VMT): noise Not Quantified

Allow trucks to bypass inspections to reduce impact on property adjacent to inspection sites: noise, air quality

Not Quantified

Total Benefits $32,862,823

The project significantly contributes to traveler mobility through Task VII. CVII Transit Operations Real Time Information. This task involves instituting transit signal priority systems at 10 intersections in three corridors, to enhance system.. reliability - the top factor which inhibits the attractiveness of transit service. Other aspects of this task will improve traveler information and are directed at addressing potential users' concerns over next bus arrival times by communicating bus locations and schedule adherence to customers waiting at park and ride lots and train stations using 5.9 GHz and VII communications technologies. The transit operations task will significantly enhance user mobility by the creation of more convenient transportation options. In particular, the improved services involving five park and ride lots and the transit signal priority improvements will enhance the attractiveness of transit service. The Westchester Central Ave Bus Rapid Transit service itself is new; the addition of transit signal priority on this corridor will complement the convenience of the BRT service with improved reliability and travel time reductions. Will the project improve existing transportation choices by enhancing points of modal connectivity or by reducing congestion on existing modal assets? The project will improve accessibility and transportation services for economically disadvantaged populations, non-drivers, senior citizens, and make services more readily available to residents of the City of Yonkers and the Bronx who will be served by the Westchester Central Ave Bus Rapid Transit service. The project has been approved by the following metropolitan planning organizations and their attendant coordinated, community-based planning processes and placed on their transportation improvement programs as an illustrative project: Capital District Transportation Committee Mid-Hudson/ South Transportation Coordinating Committee Nassau/ Suffolk Transportation Coordinating Committee New York City Transportation Coordinating Committee In addition to the various aspects of this project which were previously described, it significantly addresses quality of life/ loss of control issues relating to delays that are currently experienced by motorists as a result of bridge hits by commercial vehicles, delays caused by trucks that get misrouted on parkways, delays caused by commercial vehicle accidents and delays which occur from shortened facility life and more frequent reconstruction related to excessive damage by overweight commercial vehicles to highway pavement and bridges.

Sustainability

Benefit Description 20-Year Benefit

Allow trucks to bypass inspections to reduce greenhouse gases and pollution $2,712

Increase compliance to reduce greenhouse gases and emissions related to commercial vehicle accidents

Not Quantified

Reduce bridge and sign hits to reduce incident-related greenhouse gases and emissions (reduced delays to motorists)

$9,556

Reduce greenhouse gases and emissions (mode switch to transit) Not Quantified

Reduce pavement and bridge damage to reduce greenhouse gases and emissions due to construction delays to motorists

Not Quantified

Improve fleet management with 5.9 GHz - reduce greenhouse gases and emissions Not Quantified

Improve routing to reduce greenhouse gases and emissions (reduce truck VMT) $19,874

Allow trucks to bypass inspections to reduce energy use $733,000

Increase compliance to reduce energy related to commercial vehicle accidents Not Quantified

Reduce bridge and sign hits to reduce incident-related energy use (reduced delays to motorists)

$1,279,005

Reduce energy use (mode switch to transit) Not Quantified

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Reduce pavement and bridge damage to reduce energy due to construction delays to motorists

Not Quantified

Improve fleet management with 5.9 GHz - reduce fuel use Not Quantified

Improve routing to reduce energy use (reduce truck VMT) $43,859

Total Benefits $2,088,006

The project will increase the movement of people by more energy-efficient vehicles and will encourage the use of more efficient transportation by transit and walking through Task VII., CVII Transit Operations Real Time Information/Signal Priority. Two of the three transit services covered by this task – the Tappan Zee Xpress and Orange Westchester Link (OWL) services - involve improving reliability and traveler information to attract suburban auto commuters to park and ride lots to use transit. The third service, the Westchester Central Ave Bus Rapid Transit route, adds transit signal priority to significantly improve the attractiveness of this new service. Expected reductions in CO2 emissions and fuel consumption due to the project are presented in the table above, with additional details provided in Appendix 13. The project maintains the environment by avoiding adverse environmental impacts. The construction presence and lasting infrastructure of this project is minimal.

Safety

Benefit Description 20-Year Benefit

Reduce cost to society of injuries, fatalities and property damage $106,975,750

Allow trucks to bypass inspections, reducing accident exposure at screening/ inspection sites

Not Quantified

Reduce bridge and sign hits and misrouting by commercial vehicles to reduce incident -related accidents

Not Quantified

Improve routing to reduce community impact (truck VMT): safety Not Quantified

Total Benefits $106,975,750

The project reduces the number and rate of crashes and the number and rate of injuries and fatalities, as quantified above and described more fully in Appendix 13. The project does not eliminate any highway/rail grade crossings. The project will increase the protection of pipelines through the removal of unsafe commercial vehicles from service, thereby reducing the probability of pipeline damage by a random heavy vehicle accident. More likely, the project will help prevent the unintended release of hazardous materials by removing unsafe vehicles from operation and reducing commercial vehicle crashes. NYS commercial vehicle inspection program includes review of hazardous material endorsements for each driver.

9. Job Creation & Economic Stimulus The WWIISSEESSTT PPrrooggrraamm will support the preservation and creation of both short and long term jobs. The Executive Office of the President, Council of Economic Advisers, issued a memorandum in May 2009 on “Estimates of Job Creation from the American Recovery and Reinvestment Act of 2009.” Table 5 of this memorandum provides a rule for estimating job-years created by government spending, which is that $92,000 of government spending creates one job-year. Of this, 64% of the job-year estimate represents direct and indirect effects and 36% of the job-year estimate represents induced effects. Based on this memorandum, the WWIISSEESSTT PPrrooggrraamm is requesting $17,048,000 from this TIGER III grant. The estimate of total job-years of employment created by this funding using the above calculations is 185 job-years ($17,048,000/$92,000). Of this total, 132 job-years represent direct and indirect effects, and 53 job-years represent induced effects. To estimate the job-months of total employment, the total expenditure is divided by $7,667 (i.e., $92,000/12). The estimate of total job-months of employment created is 2,224 ($17,048,000/$7667). Of this total, 1,590 job-months represent direct and indirect effects, and 634 job-months represent induced effects. While the above calculation is a simple formula for the entire country, modifications are needed for the State of New York. It is estimated that through procurement and construction activities alone between 480 and 1,200 jobs will be produced through this

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TIGER III project. Due to the ability to quickly advance these efforts, with many related activities already underway, this program will rapidly employ equipment, material, supply, and construction staff. These projects will also produce systems that will promote new or expanded business opportunities including hourly wage and manufacturing jobs as well as innovative, high tech employment involving research, development and manufacturing positions. The number of direct, indirect and induced jobs created or saved can vary greatly by the type of project, work type and geographic location. As an average statewide estimate, the Department has chosen 24 jobs per $1 million dollars ($1M) of construction value to calculate the estimated number of direct, indirect and induced jobs created or saved. The 24 jobs per $1M estimate was based upon a review of several references where estimates range from 11 direct to 38 direct/indirect jobs per $1 million of construction spending. NYSDOT chose to use a more conservative number within this range. Estimated Jobs Created or Saved is used as a benchmark to gauge probable effects resulting from spending on transportation projects. The following describes the calculation of New York State Department of Transportation’s job estimates: Method 1 - 24 jobs/$1 million spent (DOT multiplier), 24 x $17 million spent = 408 jobs produced by the grant. Method 2 - (National Conference of State Legislatures multiplier, March 2009 – ITS projects create jobs – 50% of spending goes to direct labor, compared to 20% on new highway construction) or 2.5 times more jobs produced for ITS related jobs. 408 jobs x 2.5 = 1020 jobs produced (a 25% increase over standard construction).

The WWIISSEESSTT PPrrooggrraamm''ss procurement plan will create and support follow-on jobs and economic stimulus for the construction industry manufacturers and suppliers. The initial investments in systems and installations will require equipment and material as well as long term supplier and vendor support including servicing, maintaining and replacing highway surfaces, weigh-in-motion and license plate reader systems, wireless communication equipment, software and management information systems operational and maintenance support as well as system revisions and expansion of the network, roadside and in-vehicle systems.

A number of business enterprises will be benefited, and possibly created, during the construction phase and after the systems become operational. These businesses include developers and manufacturers of weigh-in-motion devices, license plate reader systems, overheight detection devices and wireless communication equipment and software.

This investment will also benefit US based companies performing research, development, manufacturing, servicing and installing wireless based communication systems including roadside and in-vehicle 5.9 GHz DSRC devices. NYS has held exploratory discussions with a major European based company concerning the establishment of a US/NYS based presence for development and/or manufacturing of emerging wireless technologies. While certainly a long term proposition, it is an example of long term economic potential of the WWIISSEESSTT PPrrooggrraamm by providing an integrated, modern and innovative transportation system and the synergy with other economically important opportunities. The fiber optic installation project will support the development and use of NYSERDA’s STEP and possibly the surrounding Luther Forest Technology Park. The training provided by the TEC-SMART facility, when completed, will provide over 600 potential employees prepared to enter the market place for semi-conductor manufacturing and alternative and renewable technologies.

This TIGER III program will also promote the creation of job opportunities for low-income workers through the use of NYSDOT’s best practice hiring practices, and will provide maximum practicable opportunities for small and disadvantaged enterprises. NYSDOT’s competitive practices require that businesses under contract to the State have a sound track record on labor practices and must be in compliance with state and federal laws to ensure that American workers are safe and treated fairly. NYSDOT is an Equal Opportunity Employer and conforms to best practices that are consistent with, and promote, our nation’s civil rights and equal opportunity laws for all individuals – regardless of race, gender, age, disability and national origin. Additional information on these practices as well as NYSDOT projects in Economically Distressed Areas is contained in Appendix 14.

Some of the benefits that are accrued to this program will be realized by populations and communities in Economically Distressed Areas (EDA). During construction, workers will include those living in EDA or adjacent communities. In addition, the project locations and the corresponding results will provide benefits to EDA including reduced accidents, congestion, community impacts from off route trucks and more efficient transit services.

10. Secondary Benefit Discussion

A. Innovation The WWIISSEESSTT PPrrooggrraamm activities proposed under this TIGER III grant application embody the development and deployment of innovative technologies. Task #I involves duplicating the award winning design and construction of the Schodack, NY integrated commercial vehicle e-screening system which incorporates innovative technologies involving high speed wireless

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communication, license plate readers integrated with optical recognition and mainline weigh-in-motion devices. This system also is a real time traffic management site and includes a 5.9 GHz DSRC screening operation that adds driver and vehicle level data to the screening process. Task #5 further advances USDOT's Connected Vehicle Research program with the development and deployment of innovative aftermarket OBEs as well as the emerging 5.9 GHz DSRC technology to vastly improve the maintenance, safety and efficient operation of the transportation system. This innovative technology, with vast potential to provide short and long term benefits for the transportation network, is also the focus of Tasks # III – #VIII. Many of these activities also enhance or integrate with ongoing uses of innovative technology or concepts already in place. Award winning NYS information systems such as OSCAR and 511 provide innovative concepts and approaches that support further innovative efforts such as unified permitting and electronic credentialing using wireless technologies. Ultimately, whether by reducing the number of non-compliant commercial vehicles, related infrastructure damage and accidents, or by providing real time information to the driver inside the vehicle or transit customers to support more efficient decisions, the efforts proposed under this TIGER III grant application will greatly improve the operating performance of the transportation system. This proposal, incorporating innovative concepts and technology like virtual weigh stations and Connected Vehicle/CVII systems, will clearly and quickly demonstrate the value of new, creative approaches to congestion, safety and asset management, as well as improvements and efficiency gains for long-term vehicle, fleet and system operations and maintenance. The long term benefits are discussed and quantified in the following sections of this TIGER III grant proposal.

B. Partnership

This WWIISSEESSTT grant proposal epitomizes the concept of partnerships. With a multi-faceted TIGER III team involving different organizations (Letters of Support are contained in Appendix 9), this proposal’s concepts reflect the fact that transportation related issues can only be addressed by a strong collaboration of local, state, regional and federal partners. This is particularly true in the greater NYC region. Improving the safety, security, condition and operation of any one transportation corridor provides a collective improvement to other corridors and stakeholders. These partnerships are presently active and, in many cases, these fruitful relationships have spanned decades. This team is collectively advancing a number of exciting, innovative efforts that build upon past successful endeavors. The table contained in Section 6 reflects the financial commitments and funding by the partners as well as other sources of federal funding. The table does not include an estimate of the cost to each TIGER III agency partner to support and manage the activities proposed under this program. This support and management will be contributed by each agency as necessary to advance the required activities at no cost to the TIGER III program. This contribution will involve in-kind services and support provided by all levels of employees and various program areas including design, construction, administration, finance, and contracting. A rough estimate of the total financial commitment by the TIGER III partners in support of this effort is in excess of $8.8 million. The TIGER III funding requested will complete or enhance a number of ongoing projects. However, many of the activities and tasks reflected in this proposal will be slowed, halted or abandoned without the requested TIGER III funds.

11. Evaluation of Project Performance All of the tasks, either distinctly or in combination, will include an evaluation of the success of the project. The NYS TIGER III team is also prepared to perform any required evaluation as required by USDOT. The planned evaluation activities will include assessing the short and long term performance of the systems relative to the appropriate five TIGER III project goals: State of Good Repair; Economic Competiveness; Livability; Sustainability; and, Safety.

Evaluation metrics and criteria used will include the reduction in the number of accidents, injuries and deaths; increased life cycle costs of bridges and pavements due to reduce number of overweight commercial vehicles; increased proportion of safety, weight, tax and credential violations to vehicles slowed or stopped at inspection sites and improved reliability, safety and performance of transit bus operations. For example, the operating and safety performance of 5.9 GHz DSRC equipped maintenance vehicles and transit buses can be easily evaluated, comparing pre-installation results of vehicle and fleet operations under real world operating environments.

Many of the activities under this proposal already include specific tasks that require evaluation. The remaining activities are aspects of larger systems which also are, or will be, evaluated including participation of federal agencies such as FHWA, ITS JPO, I-95 CC and FMCSA. These evaluations will include overall performance measures such as economic sustainability and development including job creation.

12. Certifications Section 1511 Certification

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The Governor’s Section 1511 Certification for this project will be executed after grant approval. It will indicate that the project has received the full review and vetting required by law and that the investment is an appropriate use of taxpayer dollars. It will also indicate that the specific information required by Section 1511 concerning the investment (a description of the investment, the estimated total cost, and the amount of ARRA funds to be used) is provided on the New York Statewide Transportation Improvement Program (STIP).

Copies of the Federal Wage Rate Requirement and Section 1511, also sent separately to USDOT as required, are contained in Appendix 14.

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Appendix I

Project Descriptions – TIGER III Funded Projects I. Deploy seven 915 MHz NORPASS CVISN/5.9 GHz DSRC Connected Vehicle/CVII compatible virtual weigh stations and/or

electronic screening systems at key locations, including an emphasis on major river crossings, borders and transportation gateways into NYS (See Map in Appendix 4). These automated enforcement tools are specifically designed to support commercial vehicle safety, security, weight and credential compliance operations. Products: This effort will provide four new VWS/ES systems at key locations in NYS and supplement three pending locations. The locations are:

I-95 Eastbound, George Washington Bridge, Hudson River, NY/NJ (PANY&NJ) I-84 Eastbound, Wawayanda Rest Area, Town of Wawayanda, Orange County (NYSDOT) I-81 Northbound, Preble Rest Area, Town of Preble, Cortland County (NYSDOT) I-278 Eastbound, Verrazano-Narrows Bridge, Staten Island/Brooklyn (NYSDOT) Newburgh-Beacon Bridge, Eastbound I-84, Beacon, NY (NYSBA) Wallkill Rest Area, Westbound I-84, Wallkill, NY (NYSDOT) Clifton Park Rest Area, Northbound I-87, Clifton Park, NY (NYSDOT)

All sites will use the same system software and will be deployed as a network based system using the Schodack prototype design. The VWS sites will include 915 MHz and 5.9 GHz DSCR readers, license plate readers (LPR) with optical recognition software and weigh-in-motion devices. Electronic screening installations will also include 915 MHz transponder readers and 5.9 GHz DSRC for notification (red light/green light on transponder, visual screen indications for DSRC) and compliance (illegal by-pass detection). The systems will be NORPASS compatible and will be able to read the over 200,000 915 MHz NORPAS transponders used by commercial vehicle operators each day. These sites will also be compatible with the Connected Vehicle/CVII devices developed or procured under Task V- VIII. These integrated systems, capable of providing real time remote access to view images and screening results (weight and credential status/violations for all vehicles, driver and vehicle safety status for 5.9 GHz DSRV equipped vehicles) will also include equipment to determine overheight dimension violations (see Task #2 below) using funds requested under this TIGER III application. All of these installations will provide fully compliant FHWA traffic monitoring/classification count information, and all but one will include classification count systems in all lanes of traffic in the opposite direction of the VWS/ES systems. All the data collected by the major sub-systems (WIMs, LPRs, 915 MHz transponder readers and 5.9 GHz DSRC devices) are stored and, via an internet connection, can be viewed remotely in real time or retrieved for planning and analysis. The systems are designed to be fully flexible, allowing installation of additional equipment, and to allow the system’s operator to customize the screening and data collection process to meet all safety and weight compliance conditions. These installations will be compliant with all related FHWA and FMCSA policies, programs and requirements.

Results: These sites will support improved roadside safety inspection and weight compliance operations using existing 915 MHz technology as well as the emerging 5.9 GHz DSRC Connected Vehicle/CVII technology. Additional information provided by these systems including weight, credentials, driver (5.9 GHz only) and vehicle safety data (5.9 GHz only) will allow roadside enforcement personnel to make improved decisions concerning which vehicles should be stopped for further enforcement activities. Use of these systems allows road personnel to operate more efficiently by speeding up ramp and facility based inspection vehicle sorting operations. At e-screening sites, enforcement personnel can allow commercial vehicles – that have a NORPASS CVISN compatible 915 MHz transponder with red, green and yellow LEDs – to by-pass (green light) the site altogether if meeting established screening criteria, which greatly improves the efficiency and speed of safety and weight compliance operations while at the same time improving sustainability by reducing fuel use, emissions and vehicle operating costs while improving vehicle safety and infrastructure life cycle costs. By deploying these systems, NYS will be able to work with NORPASS, BestPass (originally developed by the NYS Motor Truck Association) and other CVISN compatible transponder enrollment systems to further increase marketing opportunities, interoperability and number of trucks utilizing this technology.

II. Deployment of Overheight Dimension Detection Systems

Deploy three (3) automated commercial vehicle overheight dimension detection systems at various locations in NYS.

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Products: This task will include the procurement and installation of roadside overheight dimension detection devices and electronic signs to provide drivers with immediate warnings. These systems will be designed and constructed as integrated components of the virtual weigh stations and e-screening systems identified in this proposal, and the clearance status with corresponding vehicle identification will be transmitted to compliance personnel via wireless devices with license plate images stored and remotely accessible via the internet. This information will be integrated with the ongoing e-screening enhanced screening results for the 5.9 GHz Connected Vehicle/CVII systems. The systems will be designed to provide clearance violation warnings to drivers as well as transportation system operators, enforcement and incident responders. The 3 locations are as follows:

Champlain CV Inspection Facility, International Border, Southbound I-87, Champlain, NY (NYSDOT)

King Street Bridge, Hutchinson River Parkway, Rye Brook, Westchester County, NY (NYSDOT)

Mamaroneck Road Bridge, Hutchinson River Parkway, Scarsdale, Westchester County, NY (NYSDOT)

Results: This investment will yield improved safety and reduced accidents by providing notification of height dimension violations to the driver, law enforcement, system operators and incident responders. By utilizing these systems, fewer violations of route and clearance restrictions by commercial vehicles will occur, reducing the damage to the infrastructure including a reduction in bridge hits. Clearance warnings to the driver will reduce violations thus lessening the impacts to communities by reducing off course heavy vehicles traversing neighborhoods. Drivers can be notified in-vehicle if using a 915 MHz or 5.9 GHz DSRC device.

III. Develop Real Time In-Vehicle Route/Clearance Restriction Information and Wrong Way Driving Warnings Applications

III.1.Develop Real Time In-Vehicle Route/Clearance Restriction Information Using Smart Phone Technology

Products: This task will develop capabilities to feed real time in-vehicle rout and clearance restriction information to driver’s using smart phones. This effort includes developing routing/geo-fencing applications to detect and notify drivers, carriers, system operators and incident responders of route/clearance violators. This system will use the core geo based information system developed under Task III A above. It will allow commercial vehicle operators to enroll to receive route/clearance information /warnings as well as a host of other messages including weather and road conditions, incidents and other safety and mobility messages.

Results: With these enhancements, commercial vehicle drivers can be alerted with routing or clearance information including

warnings when approaching or mistakenly traveling on a restricted route. This is particularly true in the NYC metro region that

has a large parkway system (light vehicles only) with a proliferation of bridge hits and related accidents. Since violations of

clearance regulations produce significant impacts, clearance information can be provided directly to commercial vehicle drivers,

highway operators and responders to minimize the impact of this major safety, state of good repair and livability problem.

III.2. Develop, Test and Deploy 5.9 GHz DSRC Application That Provides Real Time, In-Vehicle Driver Warnings with Vehicle Disabling Capabilities for Restricted Route/Low Clearance Conditions.

Products: Using on-board equipment and results from the ongoing CVII Program, this effort will develop, test, demonstrate and deploy a Connected Vehicle/CVII application that provides 5.9 GHz DSRC based in-vehicle warnings to the driver of route and clearance restrictions. The application will include a system activated vehicle disabling if the warning is not heeded and an impending safety condition exists. This development effort will include wrong way driving warnings with the same vehicle disabling capabilities. These efforts will also meet all Connected Vehicle/CVII requirements, thereby allowing this application to be used by all 5.9 GHz DSRC compliant vehicles, including passenger cars.

Results: This effort provides system initiated response to safety critical conditions involving impending vehicle routing or clearance situation. These activities will support future Connected Vehicle/CVII capabilities including safety and security applications involving hazardous material shipments.

III.3. Develop, Test and Deploy 5.9 GHz DSRC systems application that provides Wrong Way Driving Warnings

Products: Using on-board equipment and results from the ongoing CVII Program, this effort will develop, test, demonstrate and deploy a Connected Vehicle/CVII application that provides 5.9 GHz DSRC based in-vehicle warnings to the driver of wrong way driving. The application will include a system activated vehicle disabling if the warning is not heeded by the driver and an impending safety condition exists. This development effort will include wrong way driving warnings to approaching vehicles.

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These efforts will also meet all Connected Vehicle/CVII requirements, thereby allowing this application to be used by all 5.9 GHz DSRC compliant vehicles, including passenger cars.

Results: This effort provides system initiated response to safety critical conditions involving impending vehicle collisions when a driver is driving the wrong way on a highway. This effort will focus on ramp locations providing access to limited access, divided highways which have experienced wrong way driving accidents.

III.4. Installation of 12 miles of fiber optic cable along the I-87 “Northway” Corridor from Riverview Road, Latham (Exit 7) to

Malta (Exit 12) to the Luther Forest/Saratoga Technology and Energy Park (STEP).

Product: Construct a “shovel ready” installation of 12 miles of fiber optic cable along the I-87 “Northway” Corridor from Riverview Road, Latham (Exit 7) to Malta (Exit 12) to the Luther Forest/Saratoga Technology and Energy Park (STEP) that will support existing, pending and future 5.9GHz DSRC, 915 MHz and wireless communication activities along the I-87 Northway as well as future expansions of the Luther Forest Technology Park/STEP and the ongoing Clifton Park E-Screening system. Results: This “shovel ready” project will support existing, pending and future 5.9GHz DSRC, 915 MHz and wireless communication activities along the I-87 Northway as well as future expansions of the Luther Forest Technology Park/STEP and the ongoing Clifton Park E-Screening system. NYS will also pursue additional Connected Vehicle efforts in this area involving intermodal operations with railroads and vehicular traffic to the LFTP/STEP and other areas in the corridor. Although not part of this TIGER III application, NYS is exploring opportunities with local, trucking and railroad officials to improve the operations of a new intermodal facility currently under construction. Since this project is in the same vicinity, utilizing the same highway corridors, as the Luther Forest Technology Park/STEP traffic, it provides an ideal test bed for future Connected Vehicle/CVII pilot deployments. NYSDOT is currently part of a pending project to utilize smart phones for real time traffic management along the Northway I-87 corridor from the Quebec border to the I-90/Thruway interchange. Using these projects as well as other TIGER III funded efforts, the foundation will be established to advance future WWIISSEESSTT PPrrooggrraamm phases. NYSDOT proposes to upgrade telecommunication infrastructure along the I-87 “Northway” Corridor to reduce long-term recurring leased line telecommunication costs and provide backhaul capability for wireless communication including Connected Vehicle/CVII/VII systems. At the present time, NYSDOT is heavily dependent on costly leased line point-to-point communications for high capacity devices such as CCTV. For example, the cost of one T-1 protocol leased line (used at each CCTV) is $8400/year (there are 30 CCTV sites in the Region). The strategy for reducing leased line cost is to partner with the State Office for Technology (OFT) and install fiber optic cables along its right-of-way. Both agencies have shared the cost of fiber installation and have benefitted from the use of each other’s infrastructure: NYSDOT has free access to conduit infrastructure along I-87 and portions of I-90 and OFT has existing dark fiber that has been offered for use to DOT. NYSDOT realized a $100,000/yr reduction in leased line cost the first year of operation and OFT was able to provided redundant network service to several key State Agencies. Under this proposal, the fiber optic system would be expanded northward along I-87 to the Luther Forest/Saratoga Technology and Energy Park. Following its cost reduction strategy, NYSDOT would realize similar cost savings as it has in similar projects, but the extended fiber would also provide high bandwidth communications that support proposed improvements to CVII, Transit and incident management initiatives in the I-87 and the parallel NYS Rte 9 Corridor. OFT and other State agencies will benefit by the cost sharing of resources for the installation. OFT and SUNY specifically benefit as the direct fiber connectivity will be made between the SUNY Nanotechnology Campus at SUNY Albany and the TEC-SMART Education Center that is currently under construction in the Saratoga Technology and Energy Park. The Park is directly adjacent to the new $4 billion Global Foundries (formerly Advanced Micro Devices) chip manufacturing facility currently under construction. It is expected that other research and development facilities will be served by this fiber communications as well. It should be noted that the project is “shovel-ready”.

IV. Construct/Expand NYS Connected Vehicle Corridors including Installation of twelve (12) Roadside 5.9 GHz DSRC Sites

Products: This task will increase wireless communication coverage by deploying additional 5.9 GHz DSRC roadside devices along The Gowanus and Van Wyck Highways connecting the existing I-495 Connected Vehicle/CVII corridor and the pending I-87 Spring Valley corridor with the I-95 corridor in the metro NYC area. These routes are key transportation corridors that will provide safety, mobility, vehicle and other operating information to drivers, transit riders, shippers, operators, enforcement, maintenance and other system stakeholders. All activities will be compliant with the requirements of the applicable specifications and standards of the Connected Vehicle/CVII programs.

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Results: These additional roadside 5.9 GHz DSRC devices will allow any 5.9 GHz DSRC Connected Vehicle/CVII compliant vehicle, including passenger vehicles and those maintenance and bus transit vehicles being equipped under Tasks V-VIII below, to communicate with and receive information from the Connected Vehicle/CVII network via these installations. The expanded Connected Vehicle/CVII network will allow use and evaluation of 5.9 GHz DSRC based information developed under the CVII Program and as proposed under Task VI-VIII (see below) using operating, safety, mobility or inspection data. The expanded network provided under this task will provide additional potential and incentive for other private and public interests to develop and/or deploy other 5.9 GHz elements using these routes as dynamic, real world test beds.

V. Develop and Deploy Twenty (20) Aftermarket 5.9 GHz DSRC In-Vehicle Systems with Databus Integration Using Smart Phones for Driver Communication (Human Machine Interface) Products: This concept (see diagram below), relatively easy to achieve technologically by using existing smart phone and/or navigational devices with 5.9 GHz software applications, would allow an inexpensive, aftermarket 5.9 GHz transponder to provide real time and geo fenced based information delivered from the roadside Connected Vehicle/CVII/VII installations via visual and audible communication to the vehicle driver (HMI – human/machine interface). This effort will include all required components and agreements with equipment and service providers as appropriate to demonstrate and commercialize this combination of on-board devices and applications. Included in this effort will be an assessment of the feasibility of using a smart phone or navigational device including mounting and human behavior considerations.

Results: Advancement of this concept would allow a low cost alternative to commercial vehicle operators to begin using this exciting new technology and “bridge the gap” between 915 MHz based CVISN compatible transponders and original manufactured assembly line based integrated 5.9 GHz devices. This effort allows an inexpensive after market solution advancing HMI capability using readily available devices that can utilize roadside based Connected Vehicle/CVII/VII information generated by the network including vehicle inspection and safety status, road and weather conditions, and geo-fenced information. This would include clearance, routing and wrong way driving warnings developed under Task #III. This development effort has the potential to quickly accelerate the adoption and use of 5.9 GHz based technologies, with related economic development and manufacturing growth in the U.S.

Task #V.

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VI. Re-engineering of OS/OW Permitting Process with a Pilot deployment Program Using Electronic Permits for One Thousand

(1000) OS/OW Vehicles

VI.1.Re-Engineer NYSDOT’s OS/OW Permitting Process

Products: This Task will re-engineer NYSDOT’s existing Oversize/Overweight permitting system to provide more efficient processing of OS/OW credentials. It will include process analysis, system design, system development and programming, testing and deployment. Included in this effort will be integration with the OSCAR system and NYS’ CVIEW database.

Results: Re-engineering NYSDOT’s Oversize/Overweight permitting system will provide substantial benefits to NYSDOT, other agencies and the commercial vehicle industry through increased speed and accuracy of processing permit requests. Overall efficiency gains will be realized by NYSDOT through a reduction in staff required to operate and maintain the permit information management system. This task will also allow future enhancements to services provided by NYSDOT and other agencies by allowing integration and communication with other information systems and networks. This product will also provide managers of the NYSDOT better information, tools and flexibility to improve the process and its performance.

VI.2. Incorporate One Thousand (1000) 5.9 GHz DSRC Devices into NYSDOT’s OS/OW Credentialing Process – “E-Permitting”.

Products: NYSDOT will initiate a pilot program using a commercial vehicle fleet of approximately 1,000 Type6A/B permit vehicles (120,000 pound maximum) to support integration of “E-Permitting” using wireless electronic permitting devices as part of the State’s credentialing process for divisible load vehicles operating in the greater NYC metro area. The initial task includes providing 5.9 GHz DSRC aftermarket in-vehicle devices to permit customers to be used as a vehicle specific e-credential that would be required under NYSDOT’s regulatory based permit requirements. These devices can be used in conjunction with existing and proposed VWS/ES systems 5.9 GHz DSRC screening applications developed under the CVII program, as well as probe and traveler information and signage. This “E-Permitting” pilot program will be evaluated and expanded if successful in future phases of this statewide effort to include the companion efforts of unified permitting and OSCAR OS/OW integration discussed elsewhere in this document.

Results: This e-credentialing pilot program will help support and evaluate the effectiveness of using a wireless 5.9 GHz DSRC electronic permitting device. This effort will provide additional benefits to vehicle operators, enforcement and system managers when used along routes with VWS/ES systems and/or VII roadside devices. Other related activities such as the OSCAR OS/OW online permit application integration project and the NYS unified permitting effort discussed in this proposal support this process.

Task VII. Install 5.9 GHz DSRC On-Board Systems in 100 Buses and Five (5) Variable Message Signs for Transit Operations along NYSTA’s expanded I-87 Spring Valley/Tappan Zee Bridge Connected Vehicle/CVII Corridor

These projects will construct a 5.9 GHz DSRC based system for real time bus transit operations and fleet management involving one hundred (100) buses along NYSTA’s expanded I-87 Spring Valley Connected Vehicle/CVII Corridor from Newburgh Interchange #17 (Milepost 60) to the Tappan Zee Bridge (Milepost 16) and five variable message signs.

VII.1. Install 5.9 GHz DSRC On-Board Systems in 100 Buses

Product: This project will include procurement, installation, testing, demonstration and evaluation of after market on board 5.9 GHz DSRC equipment installed in 100 buses operated by the Orange Westchester Link (OWL), Tappan Zee Xpress and Westchester Central Ave BRT services. Results: The installation of 100 OBE systems will include integration with the vehicle databus and driver visual and audible communication interface. Twenty (20) buses will have weather sensors installed for CLARUS and related uses for maintenance and operations including real time road conditions.

VII.2. Expand the CVII Databus Vehicle Information for Fleet Management Product: This project will develop a 5.9 GHz DSRC based application to add databus information to the existing CVII vehicle based message set focused on vehicle and fleet operation and management. Additional data to be included is oil pressure and temperature, fuel level and engine temperature. In addition this application will add Clarus related data such as air and road temperature. Results: This expansion of the vehicle data message set will provide evaluable information for traffic management and road conditions as well as expanded information to be used by the fleet managers of NYS’ maintenance vehicles, bus operators and commercial carriers.

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VII.3. Install Five (5) Variable Message Signs at Park & Ride Lots for Transit Operations Product: Included in this task is the procurement and deployment of variable message signs in five (5) Park and Ride Lots served by these transit operations that will be updated with real time information for bus arrival times using the real time vehicle information from the Connected Vehicle buses via the Spring Valley Connected Vehicle/CVII system and the ten traffic signal priority locations installed under this Task. (See Appendix 4, maps 15 through 18). This information will also be transmitted to NYS 511 system for internet access.

The VMS locations and participating transit operators that serve the facility are listed below:

Transit Facility County Transit Carriers Serving Facility

Monroe - Museum Village Park and Ride

Orange Coach USA ShortLine and the Orange Westchester Link (OWL)

Central Valley Park and Ride

Orange Coach USA ShortLine and the Orange Westchester Link (OWL)

Palisades Center Mall Park and Ride

Rockland Orange Westchester Link (OWL) and Tappan Zee Express (TZX)

Tarrytown Metro North Station

Westchester Tappan Zee Express (TZX), Westchester Bee-Line and MTA Metro North Railroad

White Plains TransCenter Westchester Orange Westchester Link (OWL), Tappan Zee Express (TZX), Westchester Bee-Line and MTA Metro North Railroad

Results: The buses will be used as travel time and road condition probes to provide system operators with additional reliable information on highway conditions including congestion, road condition and weather information. By installing CVII/VII based signal priority for buses at key intersections, transit operations will be more reliable and more efficient with fuel use and emission reductions. With VMS signs installed at Park and Ride Lots being updated with real time information provided by the CVII/VII system, transit users will have more information allowing greater user flexibility and efficiencies. Databus data provided by the integrated 5.9 GHz device can provide safety information to transit vehicle operators and drivers concerning safety critical and operating status of the vehicle. The transit buses have on-board advanced vehicle location (AVL) systems which will allow a fleet based evaluation of the effectiveness of each technology including costs and benefits.

Task VIII. Install 5.9 GHz DSRC Devices in Forty (40) NYS Maintenance Vehicles and Thirty (30) Commercial Vehicles Operating Along NYS Connected Vehicle/CVII Corridors

Products: These tasks includes procuring and installing aftermarket .9 GHz DSRC devices including databus integration and driver/machine interface in forty (40) NYS maintenance vehicles and thirty (30) commercial vehicles. Vehicles will be used as probes and equipped with road temperature sensors with the information supplied to transportation operators and information systems such as 511 and TMCs for supporting fleet management, snow and ice, and maintenance operations. This effort will also utilize and advance the 5.9 GHz safety and operational advancements completed or now underway with the CVII Program. These CVII products include blind side driver and plowing/slow/stopped vehicle warnings. These functionalities can also be received by VII compliant passenger vehicles. This effort will include an evaluation of the effectiveness, benefits and costs of using 5.9 GHz based information including data supplied from the vehicle’s databus. Evaluation will also include installing 5.9 GHz devices in two maintenance vehicles already equipped with AVL devices being evaluated under a related effort (Appendix II - Maintenance Decision Support System [MDSS] & Road Weather Information System [RWIS]). Included in this effort will be an evaluation of any major development in the aftermarket 5.9 GHz on-board equipment market including the outcome of Task V. All work advanced under this task will be fully compliant with all existing 5.9 GHz DSRC based Connected Vehicle/CVII standards, specifications and requirements in support of complete interoperability which can be used in, incorporated with and/or duplicated for existing or future Connected Vehicle/CVII environments.

Results: At existing and planned roadside 5.9 GHz DSRC Connected Vehicle/CVII RSE locations vehicles can communicate location, operating and systems status as well as receiving network based information. Using applications being developed under the existing CVII Program, the maintenance vehicles operating along the highway network can communicate an assortment of safety related data including plowing operations, stop/slow moving vehicle warnings and work zone locations

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to roadside and other VII equipped commercial, transit, maintenance and passenger vehicles. Installing road temperature/weather sensors and using databus information such as windshield wiper use would allow vehicles to be used as road condition probes and communicate conditions to transportation personnel including operations managers, TMC and 511 systems. NYS maintenance and operations managers will be able to gather and analyze vehicle information to improve vehicle and fleet efficiencies including better fuel economy and reduced carbon footprints.

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Appendix II

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OOtthheerr FFuunnddiinngg ((NNoonn--TTiiggeerr)) SSoouurrcceess

There are a number of related initiatives, focusing on commercial vehicle operations, which are being explored or progressed by the various NYS agencies involved in this grant application partnership which support, enhance and advance the various concepts and scope activities for which TIGER III funding is being requested. These activities are ongoing and have been funded through other sources but are enhanced by the activities contained in this TIGER III application. They include: 1. Commercial Vehicle Infrastructure Integration (CVII) Program (NYSDOT/NYSTA/I-95 CC) - This project, currently underway

and funded by the I-95 Corridor Coalition, will develop on-board systems using 5.9 GHz DSRC technology for commercial vehicles which will provide vehicle to roadside and vehicle to vehicle wireless communication. The initial project phase, started in May, 2009, will also develop driver identification and verification using a smart card and/or biometrics, wireless vehicle safety/inspection related information, and installations and application for NYS maintenance vehicles including both fleet management and vehicle to vehicle operating information. The initial phase is scheduled to be completed in 2011 including a formal demonstration along NYSDOT’s LIE I-495 and the NYSTA’s Spring Valley VII corridors. NYSDOT was awarded a transportation leadership award for this effort of national importance and prominence. A description of the CVII Program is included in Appendix V – E-screening and CVII Background Information PDF.

2. I-495 Long Island Expressway Connected Vehicle/CVII Corridor (NYSDOT) - Under this effort NYSDOT installed the

Connected Vehicle/CVII/VII 5.9 GHz DSRC infrastructure which was used at the 2008 World Congress in NYC. The LIE Connected Vehicle/CVII/VII Corridor was not only designed to meet the needs of the 2008 World Congress Demonstrations but to remain in place and act as a test bed for any Connected Vehicle/CVII/VII compliant activities.

The Connected Vehicle/CVII/VII corridor extends 42 miles along I-495 from the Queens Midtown Tunnel to the INFORM TMC located in Hauppauge, NY. The infrastructure includes 25 roadside equipment installations (RSEs), communications over dedicated fiber optic line and CDMA services. In addition to the freeway portion of the corridor, an arterial section of NYS Route 25 is also covered. This arterial section contains nine traffic signals where various intersection safety applications as well as transit priority were demonstrated. The safety applications were accomplished using NTCIP messages/commands between the signal controller and the RSE’s/OBE’s. The entire system is still fully operational and supports daily operations and maintenance efforts.

The INFORM (INformation FOR Motorists) system provides a robust foundation for an Operational Corridor in the NYC/Long Island area. It is one of the nation's largest and most advanced transportation management systems. It covers Long Island's Northern and Southern corridors, consisting of the island's major east-west highways and their busiest north-south connecting routes. INFORM operates 24 hours a day, 365 days a year. The system has been in continuous operation for twenty two years. At the core of INFORM is the new transportation management center (TMC), which began operations in November of 2007. It is located on Long Island in Hauppauge, New York and has been designed to meet all of our current and future needs.

Key elements of the INFORM system include:

250+ centerline miles of communications backbone (fiber, coaxial cable & wireless [900MHz spread spectrum and CDMA])

3,500 detectors (loop, video and acoustic)

190 overhead and 48 portable variable message signs (VMS)

1,080 intersection traffic signals (over 500 under central control)

91 ramp meters

192 closed circuit television cameras (CCTV); available to the public via the internet

41 TRANSMIT Reader Stations (RFID Tags readers used to collect probe data for Travel Time System developed by INFORM)

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These attributes make this corridor - the three major freeway facilities have a combined AADT of 600,000 vehicles per day - uniquely qualified to integrate CVII/VII/Connected Vehicle applications and technologies into an operational Transportation Management System and bring 5.9 GHz DSRC technology from the testing stage into real time operations.

3. Development and Commercialization of an Aftermarket 5.9 GHz Device w/Integrated Driver Interface (Kapsch/NYSERDA)

- NYSDOT has agreed to be a non-funding partner with Kapsch, a member of the NYSDOT CVII team headed by Volvo Technology of America and the leading manufacturer of Connected Vehicle/CVII compliant 5.9 GHz devices, to develop an aftermarket Connected Vehicle/CVII device with build in driver interfaces (visual and audible communication capabilities). Kapsch intends to submit a proposal in response to NYSERDA’s, a partner with NYSDOT on this TIGER III proposal, pending Program Opportunity Notice No. 1520 (PON 1520) seeking “proposals to support development, demonstration, and commercialization of innovative transportation products, systems and services.” One of the PON 1520 stated objectives is “Economic benefits are sought in the form of creation or retention of jobs in New York State with emphasis on employment in manufacturing and technical services. Benefits also are sought in the form of reduced life-cycle costs of transportation vehicles and systems.” Kapsch will hold preliminary discussions with NYSERDA and other NYS officials concerning the possibilities of long term business in NYS. At present Kapsch, a company based in Europe, does not have a manufacturing presence in the US. If this Kapsch proposal to NYSERDA is successful, the schedule calls for completing this effort by 2011.

Double Click to enlarge the PDF 4. Clifton Park E-Screening System (NYSDOT) - This project, funded in part by FMCSA, is being advanced by NYSDOT along

northbound I-87 (Northway) at the highest volume inspection site in NYS. It will use the integrated e-screening prototype design successfully deployed along westbound I-90, Schodack, NY. The system includes a fully compliant highway traffic monitoring classification count system across all lanes in both directions. It will incorporate two mainline lanes of quartz WIMs with license plate readers and 915 MHz NORPASS CVISN transponders allowing both virtual weigh station and by-pass functionalities. It will also incorporate a ramp based USDOT number reader allowing improved vehicle identification ability while adding improved automated credential review during certain “no-bypass” operations. Under this TIGER III grant application, this system will be upgraded to support 5.9 GHz based safety information being developed and tested under the CVII Program (see above item).

5. I-87 Champlain Commercial Vehicle Inspection Facility with E-Screening System (NYSDOT) – This project is located along

southbound I-87 immediately south of the exit ramp from the new GSA facility housing the US Customs and Border Patrol

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operations at the international border with Quebec. This location, the sixth busiest northern crossing in the U.S. with approximately 400,000 commercial vehicles a year, is in advance of the first southbound Northway exit thereby requiring that every commercial vehicle that leaves the GSA facility pass NYSDOT’s inspection facility. This project includes a 915 MHz NORPASS transponder based e-screening system with quartz WIM and LPR devices. This location will, therefore, allow every truck that exits the port to be screened on the entrance ramp of the Northway (I-87. This facility will support both NYSDOT and New York State Police operations, and is scheduled for letting and construction in 2012/2013. TIGER III funds will be used to support the development and integration of 5.9 GHz device compatibility to this system as well as providing integrated overheight dimension detection systems.

6. Newburgh Beacon Bridge Virtual Weigh Station (NYSBA) - This joint project between NYSDOT and the NYSBA will establish

an integrated virtual weigh station for the eastbound approach to the Newburgh Beacon Bridge across the Hudson River along I-84. It will include a fully compliant FHWA traffic monitoring classification count system with two quartz WIMs, two eastbound lanes of piezo electric WIMs and a piezo electric WIM on the ramp from Route 9W. TIGER III funds will be used to support the development and integration of 5.9 GHz device compatibility to this system.

7. Newburgh Interchange #17 E-Screening System (NYSTA) - This joint project between NYSDOT and the NYSTA will establish

an integrated e-screening system for the I-87 northbound approach to Exit 17/Newburgh/I-84. It will include two mainline quartz WIMs, LPR system and 915 MHz NORPASS CVISN transponder readers. TIGER III funds will be used to support the development and integration of 5.9 GHz device compatibility to this system as well as providing integrated overheight dimension detection systems.

8. Wallkill Rest Area E-Screening System (NYSDOT) - This project, already underway, will construct an integrated e-screening

system with two mainline quartz WIMs, LPR system and 915 MHz NORPASS CVISN transponder readers. TIGER III funds will be used to support the development and integration of 5.9 GHz device compatibility to this system as well as providing integrated overheight dimension detection systems.

9. Newburgh Beacon Bridge VII Tolling Project (NYSBA) - This project, funded by the I-95 Corridor Coalition, will develop and

test an Electronic Payment Services National Interoperability Specification (EPSNIS). OmniAir will be partnering with members New York State Bridge Authority (test site host), Port Authority of New York and New Jersey (project oversight), Caseta Technologies (integrator), and MTA Bridges and Tunnels (EPS Committee chair) to define the interface protocol standards for transaction processing and test the specification on both legacy and 5.9GHz DSRC prototype systems. The roadside and demonstration activities will be undertaken at the Newburgh Beacon Bridge.

10. Spring Valley Connected Vehicle/CVII Corridor (NYSTA) - This project, scheduled for completion by Fall, 2011, will install

fourteen (14) 5.9 GHz DSRC devices along the Spring Valley section of the NYSTA’s I-87 toll road. This 44 mile section extends from Milepost 60 to 16 including the approaches to the Tappan Zee Bridge - which has reached its useful life with preliminary activities well underway for the eventual replacement of this vital mega-structure.

11. Schodack Integrated E-Screening Test Site (NYSDOT) - This state of the art integrated e-screening system along NYSDOT’s

westbound I-90, presently undergoing system operational acceptance testing which will be completed in November 2011, includes a weather station, fully compliant traffic monitoring classification count system across both lanes in each direction, a LPR system and 915 MHz NORPASS CVISN transponder readers. NYSDOT in partnership with NYSERDA has installed a USDOT number reader and has obtained network based screening software capable of integrating any roadside device or data base. This software will be used to complete the development of a 5.9 GHz DSRC screening solution incorporating existing WIM and LPR/USDOT identification with the CVII based driver identification and vehicle safety data. This will greatly enhance existing virtual weigh station and 915 MHz DSRC e-screening systems. NYSDOT has also modified the existing system to output real time traffic information to the regional Transportation Management Center. It is also the site of on-going WIM research including three different WIM technologies (piezo electric, quartz and load cell) that is evaluating the performance of the technologies including impacts of weather and pavement condition. NYSDOT is also completing an evaluation of using mainline LPR technology as an alternate method of automatically identifying a commercial vehicle. This project was funded in partnership with the NYSERDA, FHWA, FMCSA and I-95 Corridor Coalition. It is also used as a test location for other related research and development activities such as automated infra-red brake scanning technology.

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12. One Stop Credentialing and Registration (OSCAR) Commercial Vehicle Website (NYSDTF) - This website, launched in 2003, was developed for the trucking industry to allow customers to apply for various commercial vehicle credentials on line via the internet. Commercial vehicle operators or their agents no longer need to physically visit the various NYS agencies involved in the regulation of commercial vehicles, providing significant efficiencies to both the customers and regulatory agencies. Credentials available through OSCAR include IRP, IFTA, HUT, OS/OW, with links to other commercial vehicle related websites such as FMCSA, FHWA and NORPASS. The OSCAR project has been an enormous success for both the industry and the involved agencies, and has received numerous awards. NYSDOT and NYSDTF more recently completed additional functionality to allow IFTA Renewals to be obtained. Additional enhancements to the OSCAR OS/OW permitting capabilities are underway and will be phased in during 2011 and 2012. The OSCAR system was developed, and is operated and maintained, by the NYS Tax and Finance Department with funding support from NYSDOT.

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13. Unified Permitting (NYSDOT w/NYCDOT, MTA-MBTA PANYNJ, NYSTA, NYSBA & NYSDTF) - This project was initiated following the NYC Truck Summit of June 2008. The long term goal is to have a single Special Hauling permit application, approval and credential for movement throughout NYS by combining and integrating processes (application/approval) which currently are handled separately from NYSDOT, NYCDOT, MTA, NYSTA, PANYNJ and NYSBA. The first phase was implemented on July 31, 2009 and allows the customer to make only one application for all permits needed from NYSDOT, NYCDOT and MTA.

14. 511/work with Navigation Companies (NYSDOT) - Real time travel information for the New York testbed will be provided by existing data feeds from the regional 511 NY system. These XML-formatted feeds are accessed via a web connection, containing geo-coded data that includes all active incident/accident, construction and special events in New York State as well as access to over 800 camera images and associated information. An additional feed that is being developed for this effort contains continuously updated commercial vehicle weight and clearance restriction information. These feeds will be integrated into mobile device applications supporting automobile, commercial vehicle and transit use cases.

The network architecture designed and deployed to support this effort will build upon the experience and outcome of the Michigan Connected Vehicle Testbed. It is envisioned that road side equipment (RSE) installed for the New York program will test a variety of communication options including but not limited to 5.9 GHz DSRC radios, CDMA cellular modems, WiFi and WiMax devices, cable and fiber optic infrastructure. It is expected that the RSEs will be connected to the Service Delivery Node (SDN) hosted by the INFORM TMC via wireless access points, backhaul routers and VPN tunnels determined by the communications technology employed. The INFORM TMC will also function as the Enterprise Network Operations Center (ENOC) to monitor and manage all New York testbed components. Sufficient servers and routers will be procured to

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support data logging and storage, connectivity to RSEs, security management and monitoring, network services, message brokering and application management. Data Sharing with Private Sector Travel Information Providers Real time system condition information collected by NYSDOT and partner transportation system operators and first responders is made available to private sector application and hardware developers via consolidated multi-agency and multi-modal data feeds from the single portal regional 511 NY system. These XML-formatted feeds are accessed through a web connection, containing geo-coded data that includes all active incident/accident, construction and special events in New York State as well as access to over 800 camera images and associated information. Travel time and link speed data feeds are being expanded statewide. An additional feed that is being developed contains continuously updated commercial vehicle weight, cargo and clearance restriction information. These 511 NY feeds standardize information being disseminated simultaneously through multiple tools and are specifically provided for integration into mobile devices such as GPS equipped cell phones, in-vehicle navigation systems, PDAs and other applications supporting automobile, commercial vehicle and transit customers. 511 NY Benefits to Commercial Vehicle Operations 511 New York is a free, comprehensive travel information system geared to meet the multimodal needs of commuters, long-distance and local travelers, tourists and commercial-vehicle operators. The up-to-the-minute, comprehensive transportation information available to customers through 511NY strengthens efforts to improve mobility, allowing people and goods to move efficiently through New York State. System development required the cooperative integration of existing databases into a single public source for multi-state, real time and static highway and transit information. In support of commercial vehicle operations, 511 NY consolidates and provides information on major bridge and border crossing times, Customs access, permits, registration and credentialing, truck stops and rest areas, fuel locations including services that provide alternative fuels such as biodiesel, clearance, weight, cargo and other restrictions, and the latest information on local weather conditions, local forecasts or the condition of major highways during winter storms. It is envisioned that much of this information will be accessed via data feeds from 511NY to personal and in-vehicle mobile devices. These data feeds are anticipated to be expanded to include information on real time truck parking availability along key freight corridors. A segment-specific weather information service is anticipated to be provided by the 511NY system. The data provided will consist of roadway weather alerts and short term forecasts or ‘NowCasts’ for the major routes (interstates and US highways) within the State of New York. Data streamed in an XML format will be GPS based content that specifies hourly forecasts of precipitation, high wind alerts, and official National Weather Service weather watches and warnings. The information will be for the current day plus a forecast for the next two days. 511 NY and mobile device applications will have a selectable map-based “weather” layer to provide the weather alerts as icons and watch/warning boxes.

15. RWIS (NYSDOT) Maintenance Decision Support System (MDSS) and Road Weather Information System (RWIS) - MDSS is

the FHWA initiative that incorporates data from weather forecasting, RWIS input, and real time data from plow trucks via Automatic Vehicle Location (AVL) transmissions and NYSDOT guidelines. This system provides recommendations to snow and ice managers regarding route-specific treatments and timing for snow and ice operations. NYSDOT is an active member and stakeholder of the federal Pooled Fund Study for the development of MDSS. The Department seeks to develop a long-term strategy and implementation plan for utilizing MDSS, RWIS and AVL technologies in support of maintenance and traffic operations activities. It also seeks to share RWIS information with a wider user community via the federal Clarus initiative. Major components of the system include data management, hardware/software selections, networking and communications. It is envisioned that the system will be able to accept data from a wide variety of vendors and sensor types and that the system will allow sharing of the data with a wide variety of end users. Five MDSS and RWIS sites are on the corridors covered by this grant request. Additionally, significant cost savings to benefit the department’s very limited fiscal resources may be realized through the use of MDSS by assisting managers in improving materials management, overtime scheduling, reduced fuel consumption, resource management and improving the safety

38

and levels of service for the traveling public. Indiana in its first year of statewide implementation of MDSS saw a 25% reduction in salt use when compared to an average year. This resulted in a $5.3M savings.

16. Integrated Incident Management System (NYSDOT) - The IIMS is a multi-agency information system used to coordinate incident and emergency responses and has been initially deployed in NYC. This system provides real time data communications among emergency response personnel and the data sharing network partners provides a range of capabilities from victim life support, accident clean up and infrastructure repair. IIMS control centers and mobile units communicate via the internet and other wireless systems.

17. Research and Development Project – “EFFECTS OF OVERWEIGHT VEHICLES ON NYSDOT INFRASTRUCTURE” (NYSDOT) - The objective of this project is to develop models for assessing the cost of damage caused by overweight vehicles to New York State’s highway pavements and bridges. The models will be applicable for assessing the cost of NYSDOT permit vehicles for both divisible and non-divisible loads including superloads as well as illegal trucks. The models will be implemented in computer programs that can be used by NYSDOT personnel to help in the analysis of the effects of different overweight vehicles on pavements and bridges.

18. Development and Commercialization of an Infrared Commercial Vehicle Inspection System (NYSERDA) - In partnership with FMCSA and NYSDOT, NYSERDA has contracted with a NYS commercial entity to advance the development of an innovative, next-generation approach to the use of thermal imaging capable of detecting problems with commercial vehicle brakes, bearings, and tires. The primary goals of this R&D project are to identify and develop high-speed thermal imaging sensors to allow for automatic inspection of vehicles traveling at highway speed and to interface this system with existing or emerging wireless inspection systems.

19. Development and Commercialization of an Autonomous Roadside Traffic Beacon (NYSERDA) - In partnership with FHWA and NYSDOT, NYSERDA has contracted with a NYS entity to develop, build, deploy and field test a U.S. DOT compliant intelligent traffic barrel for roadside deployment capable of collecting, storing and transmitting traffic speed, traffic volumes and site temperature in real time to the web. The iCone

TM is a standard traffic barrel and has a radar sensor, as

well as satellite and cell phone communications, GPS and controller electronics installed inside. The device is powered by a saturated glass mat type battery and can run for weeks unattended.

39

Appendix III FFuuttuurree ““WWIISSEESSTT”” TTrraannssppoorrttaattiioonn PPrroojjeeccttss//AAccttiivviittiieess ((NNeexxtt PPhhaassee//LLoonngg TTeerrmm –– UUnnffuunnddeedd))

To continue the development of the ““WWIISSEESSTT”” transportation concept, NYSDOT and its partner agencies have identified additional concepts and projects that will be pursued as opportunity allows. These future efforts will remain focused on sustainable based commercial and transit vehicle operations but will also provide benefits to all system users including passenger vehicle drivers. These efforts are presently unfunded but have a horizon of 2012-2016. Deploying additional Virtual Weigh Stations and E-Screening Sites at key locations in NYS and the surrounding region that

utilize both 915 MHz transponders and 5.9 GHz DSRC on-board equipment. Priority locations include the high volume International and State border locations, and routes that support significant freight and transit operations covering a broad spectrum of economic and social conditions.

Supplementing the existing OSCAR system with additional functionalities and business options to provide increased efficiencies to both the trucking industry and public sector agencies.

Continuing the development and deployment of wireless communication technologies including 5.9 GHz DSRC systems. Continue expansion of the Connected Vehicle/CVII roadside network to support advancements in safety, mobility, security

and operational efficiencies for the transportation system’s users and operators. Continue Connected Vehicle/CVII roadside network expansion as appropriate relative to in-vehicle equipment development and commercialization. Priority corridors include major international, interstate, freight and transit routes.

Fostering and expanding partnerships and cooperation among local, state, regional and national organizations to address and improve commercial and transit vehicle operations for both the private and public sectors.

Partnering with large carriers and transit operators to further deploy on-board 5.9 GHz DSRC Connected Vehicle/CVII compliant equipment to advance Connected Vehicle/CVII programs. These partnerships will focus on investments that maximize the safety, security, mobility and economic related benefits in advancement of a state of good repair infrastructure and sustainable transportation network.

Explore the potential of developing 5.9 GHz DSRC based systems for rail operations including safety applications for railroad/highway grade crossing locations.

Deploy additional Connected Vehicle/CVII systems for transit operations including traffic signal priority capabilities.

40

Appendix IV – WISEST Program Project Maps

Map 1

41

Map 2

42

Map 3

43

Map 4

44

Map 5

45

NYS Thruway Authority Connected Vehicle / Weigh-In-Motion Build-Out

in the

I-87 Transportation Corridor

Lower NY Region Extension on I-87, I-287 and I-95

Map 6

46

Spring Valley Extension on I-87 (Spring Valley Corridor to I-84)

Map 7

47

Roadside 5.9GHz DSRC Sites - Map 8

Roadside 5.9GHz DSRC Sites - Map 9

48

Roadside 5.9GHz DSRC Sites - Map 10

49

Map 11

50

Map 12

51

Map 13

52

Map 14

53

Project Location- Installation of Fiber Optic Cable- I-87 Northway, Riverview Road, Latham (Exit 6) to Exit 12, Malta, Along the I-87 Northway to the State Technology and Energy Park (STEP)

Map 15

54

Appendix V – E-Screening and CVII Background Information

55

Double click the image above to open the document.

56

57

Commercial Vehicle Electronic Screening (e-screening) is an intelligent transportation system

(ITS) that uses 915 MHz based transponder and dedicated short range communications, as well

as

other technologies such as weigh-in-motion (WIM) devices, to screen commercial vehicles

traveling along the highway for weight compliance and credential status. This pre-screening

information assists roadside enforcement personnel in making more informed decisions

concerning which vehicles will be allowed to by-pass an inspection site and which vehicles need

to be stopped for further enforcement activities.

The benefits of e-screening based operations include:

Providing enforcement personnel with more information to help focus safety inspection

and weight compliance operations on those vehicles which may have a greater probability

of non-compliance with federal and state regulations;

Allowing enhanced asset management of existing infrastructure by improving the

efficiencies of roadside weight enforcement operations;

Improving the overall benefit/costs of roadside commercial vehicle enforcement

operations;

Reducing the overall environmental and energy impacts of commercial vehicle operations

by allowing compliant vehicles to avoid being stopped unnecessarily; and,

Reducing the overall carrier and freight shipment costs of compliant vehicles.

Commercial vehicles who fail to meet the established credential and weight based screening

criteria are notified via a red light on the transponder that has three LEDs (see diagram) to enter

the inspection station. Those carriers who are categorized as

low-risk, compliant vehicles can benefit by being cleared to

bypass inspection stations via a green light on the transponder,

thereby avoiding an unnecessary delay. The national

transponder enrollment program is voluntary, and a single, dual

use transponder can be purchased that provides e-screening

commercial vehicle information as well as electronic based

tolling such as E-Z PASS.

NYSDOT I-90 (Schodack) Electronic Screening Prototype

NYSDOT is developing an e-screening test site along I-90 in

Schodack which will be the first integrated commercial vehicle

escreening

system deployed in NYS. This site will be capable of

screening commercial vehicles for credentials and weights using

transponder readers, license plate readers and high speed weigh-inmotion

(WIM) devices. This prototype system will also be capable of providing 24/7 highway

data collection - meeting all NYS and federal requirements as well as providing weather

information, with all data being accessible in real time.

58

59

Appendix VI – Luther Forest/STEP Information

Double click the image above to open the document.

60

Appendix VII – Detailed Budgets, Tasks 1 – 8

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61

Appendix VIII

62

Appendix IX – Letters of Support/TIP Statement

Letter of Support 1

63

Letter of Support 2

64

Letter of Support 3

65

Letter of Support 4

66

Letter of Support 5

67

Letter of Support 6

68

Double click the image above to open the document.

Transportation Improvement Program (TIP) Statement

69

Appendix X

Project Partners: The NYSDOT is the lead agency for the TIGER funded ““WWIISSEESSTT”” PPrrooggrraamm activities and has six official partners listed below (see Appendix 9 for copies of the letters of support). All of the NYS agencies that have direct responsibilities for contracting and/or managing the work have lengthy histories of advancing similar, and much larger, projects. Additional information on the ““WWIISSEESSTT”” PPrrooggrraamm parties is contained below.

NYSDOT – The New York State Department of Transportation is responsible for coordinating and developing comprehensive transportation policy for the State. NYSDOT coordinates and assists in the development and operation of transportation facilities and services for highways, railroads, mass transit systems, ports, waterways and aviation facilities and is also responsible for formulating and keeping current a long-range, comprehensive statewide master plan for the balanced development of public and private commuter and general transportation facilities. As part of these duties, NYSDOT administers a public safety program for railroads and motor carriers engaged in intrastate commerce and directs state regulation of such carriers in matters of rates and service as well as providing oversight in matters relative to the safe operation of bus lines, commuter railroads and subway systems that are publicly subsidized through the Public Transportation Safety Board.

NYSDOT‘s Motor Carrier Safety Assistance Program (MCSAP) is a Federal grant program originating in 1985 that provides financial assistance to States to reduce the number and severity of crashes and hazardous materials incidents involving commercial motor vehicles (CMV). The goal of the MCSAP is to reduce CMV-involved crashes, fatalities, and injuries through consistent, uniform, and effective CMV safety programs. Investing grant monies in appropriate safety programs increases the likelihood that safety defects, driver deficiencies, and unsafe motor carrier practices are detected and corrected before they become contributing factors to crashes.

NYSDOT is the lead MCSAP agency in New York with over 60 federally certified state inspections dedicated to commercial vehicle safety inspections and compliance reviews. With its partners, the New York State Police and local police agencies, over one hundred thousand CMVs roadside inspections are performed each year.

Project Experience: With a capital construction budget exceeding $1 billion annually, NYSDOT has extensive experience and resources that will be used to expeditiously and successfully manage and execute this TIGER funded program. NYSDOT also is a leader in researching, developing and deploying innovative wireless communication technologies for safety, mobility and operational improvements. NYSDOT also develops and manages approximately $10 million annually in federal grants specifically for commercial vehicle safety activities. NYSBA – The law creating the New York State Bridge Authority is found in the Bridge Authority Act, currently Sections 525 to 542 of the New York Public Authorities Law and defines the Bridge Authority’s mission as "to maintain and operate the vehicle crossings of the Hudson River entrusted to its jurisdiction for the economic and social benefit of the people of the state." The crossings listed in the statute are: the Rip Van Winkle Bridge between Hudson and Catskill; the Kingston-Rhinecliff Bridge; the Mid-Hudson Bridge between Poughkeepsie and Highland; the parallel Newburgh-Beacon spans; and the Bear Mountain Bridge. The Authority believes its mandate imposes a responsibility to provide reliable, safe and convenient access across the river to all lawful traffic and to achieve that goal within the framework of a sound long-term financial policy.

PANYNJ – The Port Authority of New York and New Jersey is an agency of the States of New York and New Jersey, created and existing by virtue of the Compact of April 30, 1921, made by and between the two States, and thereafter consented to by the Congress of the United States. It is charged with providing transportation, terminal and other facilities of trade and commerce within the Port District, an area of about 1,500 square miles in both States, centering around New York Harbor. The Authority manages and/or operates all of the region’s major commercial airports including Newark Liberty International, John F. Kennedy International, Teterboro, LaGuardia and Stewart International Airports, marine terminals in both New Jersey (Port Newark, Elizabeth, and Jersey City) and New York (Brooklyn and Staten Island); and its interstate tunnels and bridges (the Lincoln and Holland Tunnels; the George Washington, Bayonne, and Goethals Bridges; and the Outerbridge Crossing), which are vital “Gateways to the Nation.” In addition, the Authority operates the Port Authority Bus Terminal in Manhattan, the largest facility of its kind in the world, and the George Washington Bridge and Journal Square Transportation Center bus stations. A key link in interstate commuter travel, the agency also operates the Port Authority Trans-Hudson

70

Corporation (PATH), a rapid rail transit system linking Newark, and the Jersey City and Hoboken waterfronts with midtown and downtown Manhattan. A number of other key properties are managed by the agency including but not limited to a large satellite communications facility (the Teleport) in Staten Island, and a resource recovery co-generation plant in Newark. Prior to September 11, 2001, the agency’s headquarters were located in the World Trade Center, and that complex is still owned and being partially redeveloped by the Authority.

NYSERDA – The New York State Energy Research and Development Authority was established by law in 1975 as a public benefit corporation. NYSERDA provides energy-related technical and financial assistance to businesses and provides energy research and development programs that promote safe and economical energy efficiency technologies in New York State. NYSERDA’s earliest efforts focused predominately on research and development with the goal of reducing the State’s petroleum consumption. Subsequent research and development projects have focused on topics including environmental effects of energy consumption, development of renewable resources, and advancement of innovative technologies. NYSERDA strives to facilitate change through the widespread development and use of innovative technologies to improve the State’s energy, economic, and environmental well being.

Project Experience: NYSERDA has a long, fruitful relationship with NYSDOT and other transportation partners to promote energy efficiency and economic development of transportation projects including a contractual arrangement with NYSDOT for progressing State Planning and Research (SPR) Projects, including the Schodack E-Screening system and related WIM research. To date, NYSERDA has managed nearly $8M of SPR funds on NYSDOT’s behalf and all projects administered by NYSERDA utilize NYSDOT personnel to support and co-manage the transportation related activities of the effort.

NYS DTF – The New York State Department of Taxation and Finance is responsible for collecting the State‘s tax revenues, administrating the State’s tax laws, and managing the State Treasury. In fulfilling its responsibilities, the Department collected just under $60 billion in State revenue in fiscal year 2008-09. In addition, the Department collected just under $40 billion in local taxes it administers during this period. Utilizing a staff of 5,000, the Department administers approximately 40 State taxes and 7 local taxes. The Department continually promotes and facilitates voluntary compliance. The majority of revenue, approximately 96 percent, is collected through taxpayer voluntary compliance. When it is necessary to determine liability and collect tax, the Department uses the most efficient and fair means possible.

Project Experience: With respect to State transportation finance, the Department administers State fuel and highway use taxes (HUT) that generate approximately $2 billion in annual revenues. These revenues are used to finance the State’s highway, bridge and mass transportation infrastructure. Additionally, the Department assists the federal highway administration through the federal highway fuels reporting program. Mindful of the need to maximize taxpayer compliance to ensure adequate revenue streams from the highway taxes, the Department participates in many inter-agency projects such as the OSCAR program (developed, operated and maintained by the Tax Department) and the license plate reader effort (fuel tax compliance) being advanced in this grant application.

NYS MTA – The New York State Motor Truck Association (NYSMTA) is a non-profit trade association representing the interests of the trucking industry. The Association advocates for the industry by promoting highway safety and providing educational programs, and they continually work towards fostering a healthy business environment within the state. They have become a leading supporter for the use of technology to improve the efficiency, productivity and safety of freight movement. NYSMTA has diligently represented the trucking industry in such cooperative efforts as the OSCAR system development, testing and promotion and is a member of the CVII Program Advisory Team. With nearly 800 members, NYSMTA is one of the top trucking associations in the country. They are the exclusive New York affiliate of the American Trucking Associations (ATA).

71

72

Appendix XI – Additional Relationships

NYSDOT and its TIGER partners are also members of, and actively participate in, a number of national and regional organizations. While not formal members of this TIGER grant at present, these groups will certainly be involved to varying degrees if this WWIISSEESSTT proposal is successful. These groups include:

New York State Interagency Motor Carrier Credentialing and Safety Task Force - The Task Force, created in 1997, includes representatives from the New York State Departments of Transportation, Tax and Finance, Motor Vehicles, State Police, the New York State Thruway and the New York State Motor Truck Association. The Task Force’s mission is “to help coordinate interagency issues and programs relating to motor carrier credentials and safety” and “helping to ensure that the motor carrier industry remains both competitive and healthy, and responds to the extensive mobility needs of the public for safe, efficient, affordable and reliable transportation services…” The Task Force has been the driving force behind a number of multi-agency efforts involving commercial vehicles such as the OSCAR online credentialing system. The I-95 Corridor Coalition - A multi-state organization of agencies collaborating on transportation programs and projects from Maine to Florida. This interaction provides the TIGER partners a forum to demonstrate this project work and gain feedback during its implementation and operation to better insure the potential for regional, corridor and/or national deployment in the future. It should be noted that a number of the underlying projects this grant builds upon, including the CVII Program and the OSCAR website, have received significant support and funding from the I-95 Corridor Coalition. ITSA/ITS (NY) - The Intelligent Transportation Society of America (ITS America) was established in 1991 as a not-for-profit organization to foster the use of advanced technologies in surface transportation systems. It is one of the leading advocates for technologies that improve the safety, security and efficiency of the nation's surface transportation system. The formation of ITS America was motivated by the recognition that while numerous existing organizations were actively involved in transportation issues, no single organization existed to focus exclusive attention on emerging technologies. Our members include private corporations, public agencies, and academic institutions involved in the research, development and design of Intelligent Transportation Systems (ITS) technologies to enhance safety, increase mobility, and sustain the environment. Its mission is “To be proactive leaders for all ITS stakeholders promoting collaboration and networking in research, development and design of ITS technologies to accelerate their deployment and sustain the environment.”

AASHTO – The American Association of State Highway and Transportation Officials (AASHTO) is a nonprofit, nonpartisan association representing highway and transportation departments in the 50 states, the District of Columbia, and Puerto Rico. It represents all five transportation modes: air, highways, public transportation, rail, and water. Its primary goal is to foster the development, operation, and maintenance of an integrated national transportation system. VII Consortium – The VIIC was established in 2004 to support the National VII Coalition effort to determine the feasibility of nationwide deployment of a Vehicle Infrastructure Integration (VII) program, and to establish a strategy for implementation, communications standards and capabilities. The National VII Consortium consists of the U.S. Department of Transportation, ten State Departments of Transportation including NYSDOT, and light vehicle manufacturers. The VIIC's members are: BMW of North America, LLC, DaimlerChrysler Corporation, Ford Motor Company, General Motors Corporation, Honda R&D Americas, Inc., Nissan North America, Inc., Toyota Motor Engineering & Manufacturing North America, Inc., and Volkswagen of America, Inc. CVSA – The Commercial Vehicle Safety Alliance (CVSA) is an international not-for-profit organization comprised of local, state, provincial, territorial and federal motor carrier safety officials and industry representatives from the United States, Canada, and Mexico. The CVSA mission is to promote commercial motor vehicle safety and

73

security by providing leadership to enforcement, industry and policy makers. CVSA member jurisdictions are represented by various Departments of Transportation, Public Utility and Service Commissions, State Police, Highway Patrols and Ministries of Transport. In addition, CVSA has several hundred associate members who are committed to helping the Alliance achieve its goals; uniformity, compatibility and reciprocity of commercial vehicle inspections, and enforcement activities throughout North America by individuals dedicated to highway safety and security.

74

Appendix XII – Detailed Schedules: Tasks 1 – 8

Double click the document above to open the PDF

75

Appendix XIII

NYSDOT WISEST PROGRAM

LONG TERM OUTCOMES AND BENEFIT COST ANALYSIS

Double click the document to open the document

76

Double click the image above to open the document.

77

OUTCOME AREA

PROJECT TASK

BENEFIT

Stat

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f G

oo

d R

ep

air

Ec

on

om

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mp

eti

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ss

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ty

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ain

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ty

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& E

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II.

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HT

DET

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ON

III.

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ELES

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INFO

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OW

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OC

ESS

V.

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NET

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z TO

SM

AR

T P

HO

NES

+

M

$ $ $ $ $ $ $ $ $ $

Improve commercial vehicle enforcement program effectiveness and efficiency

M

$

$ $

Reduce the number of illegally overweight vehicles to reduce pavement and bridge damage, increase life-cycle and reduce costs

M $ $ $ $ $ Improve routing to reduce infrastructure damage (reduce truck VMT)

M $ $ $ $ $ $ $ Reduce bridge and sign hits (infrastructure damage)

M

$ $

$

$ Improve maintenance vehicle fleet management with 5.9 Ghz transponders to reduce fleet operating costs

M $ $ $ $ $ Improve maintenance vehicle fleet management with 5.9 Ghz transponders to increase equipment availability (reduce down time)

M

$ $

$

$ Improve maintenance vehicle fleet management with 5.9 Ghz transponders to extend vehicle life

M

$ $

$ $ $ Support Luther Forest Technology Park development (job creation)

M

$

$ $ $ $

Allow trucks to bypass inspections to reduce cost to the commercial vehicle industry

M

$ $ $ $

$ Improve routing to reduce cost to the commercial vehicle industry (reduce VMT)

M

$ $ $

Reduce bridge and sign hits to reduce cost to the commercial vehicle industry

M

$

$

$

Improve efficiency of the permitting process to reduce costs to the commercial vehicle industry

M $ $ $ $ $ Reduce illegal commerce

M

$ $ $ $ $

$ Reduce motorist delays related to incidents involving overheight trucks

M

$ $ $ $ $ $ $

Increase compliance to reduce motorist delays related to commercial vehicle accidents

M

$

$ $ $ $

Reduce pavement and bridge damage to reduce reconstruction delays to motorists

M

$ $

$

Increase transit service reliability and effectiveness

M $ $ $ Increase customer satisfaction with transit service/ quality of life/ mobility/ more convenient and effective transport options

M $ $ $ Improve transport choices by enhancing modal connectivity

M $ $ $ $ $ Improve routing to reduce community impact (truck VMT): noise

M

$

$ $ $ $

Allow trucks to bypass inspections to reduce impact on property adjacent to inspection sites: noise, air quality

M

$

$ $ $ $

Allow trucks to bypass inspections to reduce greenhouse gases and pollution

M

$ $ $ $ $ $ $

Increase compliance to reduce greenhouse gases and emissions related to commercial vehicle accidents

M $ $ $ $ $ $ Reduce bridge and sign hits to reduce incident-related greenhouse gas and emissions (reduced delays to motorists)

M

$ $

$

Reduce greenhouse gases and emissions (mode switch to transit)

M

$

$ $ $ $

Reduce pavement and bridge damage to reduce greenhouse gases and emissions due to construction delays to motorists

M $ $ $ $ Improved fleet management with 5.9 Ghz - reduce greenhouse gases and emissions

M $ $ $ $ $ Improve routing to reduce greenhouse gases and emissions (reduce truck VMT)

M $ $ $ $ $ Allow trucks to bypass inspections to reduce energy use

M $ $ $ $ $ $ $ Increase compliance to reduce energy related to commercial vehicle accidents

M

$ $ $ $ $

$

Reduce bridge and sign hits to reduce incident-related energy use (reduced delays to motorists)

$

M

$ $

$

Reduce energy use (mode switch to transit)

M $ $ $ $ $ Reduce pavement and bridge damage to reduce energy due to construction delays to motorists

$

M

$ $

$

$ Improved fleet management with 5.9 Ghz - reduce fuel use

M

$ $ $ $

$ Improve routing to reduce energy use (reduce truck VMT)

$ M $ $ $ $ $ $ $ Reduce cost to society of injuries, fatalities and property damage

M $ $ $ $ $ Allow trucks to bypass inspections, reducing accident exposure at screening/ inspection sites

M

$ $ $ $ $

$ Reduce bridge and sign hits and misrouting by commercial vehicles to reduce incident-

78

related accidents

M

$ $ $ $ $

$ Improve routing to reduce community impact (truck VMT): safety

State of Good Repair

Benefit Description 20-Year Benefit (Present Value)

Improve commercial vehicle enforcement program effectiveness and efficiency

$4,931,959

Reduce the number of illegally overweight vehicles to reduce pavement and bridge damage, increase life-cycle and reduce costs

33,083,221

Improve routing to reduce infrastructure damage (reduce truck VMT)

116,100

Reduce bridge and sign hits (infrastructure damage) 723,169

Improve maintenance vehicle fleet management with 5.9 GHz transponders to enable early alerts to reduce fleet operating costs

Unquantified

Improve maintenance vehicle fleet management with 5.9 GHz transponders to increase equipment availability (reduce down time)

Unquantified

Improve maintenance vehicle fleet management with 5.9 GHz transponders to extend vehicle life

Unquantified

Total Benefits $38,854,449

Improve commercial vehicle enforcement program effectiveness and efficiency

According to the Auburn University, Highway Research Center Report of October 29, 2007, the US DOT has estimated that freight movement will increase by over 85% nationwide during the next 20 years (USDOT, FMCSA, 2009) At the same time a majority of jurisdictions are struggling to keep pace with increasing commercial truck/bus traffic and shrinking enforcement resources. Therefore, alternative inspections/enforcement strategies are needed. The increasing demand on the Nation’s highways and bridges due to commercial vehicles is one of the most significant challenges facing transportation agencies today. Effectively monitoring and controlling commercial vehicle weights in NYS are paramount to infrastructure preservation, minimization of pavement costs and the protection of NYSDOT’s key assets. Reducing the number of overweight commercial vehicles in NYS would extend the life of roads and bridges, thereby reducing construction and maintenance costs and preserving highway capacity as well as increasing highway safety. Yet, requiring all trucks to stop, whether or not they have proper credentials, reduces productivity for the trucking industry and increases enforcement costs at the regulating public agency. The time savings created by E-Screening and WIM is an immeasurable economic benefit for an industry serving businesses that rely on a just in time distribution system. Electronic screening levels the playing field for illegally operating carriers and carriers who operate in compliance with the law. WIM presorting can significantly reduce the number of trucks required to report to the weigh station, therefore allowing enforcement officers to concentrate enforcement efforts on violators entering the weigh station facility. Complying with commercial vehicle regulations becomes an incentive for truckers because they can reduce operation costs by passing weigh stations if they are underweight and meet dimension requirements. By focusing on the vehicles with the highest risk (overweight, lacking valid credentials, permits) we can increase out of service violations and improve highway safety. According to the CVISN Safety Analysis Interim Report, January 2, 2008, at a minimum we expect a 34% increase in the imposition of out of service violations as a result of the E-screening and weigh-in-motion enhancements.

79

The program benefits that are calculated below fall into three categories: increased fine revenues due to improved enforcement capability, increased permit revenues due to increased level of compliance by the trucking industry and increased inspector productivity due to improved screening.

Truck AADT (just five of the seven WISEST

s i tes from Task 1)

16,920 Source: NYSDOT 2006 Highway Sufficiency Ratings

Percent of days inspections are

performed annual ly

14.5% NYS Commercia l Vehicle Enforcement Program,

his torica l average

Estimated # of trucks to be screened on

inspection days

2,453

Percent trucks overweight 4% Average based on information from NYSDOT's

pi lot E-Screening System at the I-90 Schodack rest

area

Total trucks overweight 98

Percent trucks without overweight

permits

27% Average based on information from Port Authori ty

New York, New Jersey; Metropol i tan

Transportation Authori ty - Bridge and Tunnels ;

and NYSDOT's pi lot E-Screening System at the I-90

Schodack rest areaTrucks without permit and overweight 26

Average fine/notice of violation (NOV) $461 NYSDOT Permits Office

Total NOV Fine Revenue (annual) $12,215 Note: does not include Vehicle and Traffic Law

violations .

20-year benefit (present va lue) $129,406

Potential Fines Collected with Increased Technology

Truck AADT (the five of the seven WISEST

s i tes from Task 1)

16,920 Source: NYSDOT 2006 Highway Sufficiency Ratings

Percent trucks unpermitted 27% Average

Total trucks unpermitted 4,568

Percent trucks encouraged to become

legal with increased technology

10% NYSDOT Estimate based on Safety and Securi ty

Planning and Development Bureau Director

Total trucks now permitted due to

increased compl iance/enforcement and

technology

457

Average NYSDOT Permit Fee $300

Increased permit fee revenue after

implementation (annual)

$137,052

20-year benefit (present va lue) $1,451,931

Revenues to State for Newly Permitted Trucks

With twenty-seven percent of all trucks unpermitted and then another twenty percent of those trucks now compliant and carrying the proper permit, NYS will have increased revenues to mitigate against the increased wear and tear of critical infrastructure. According to the NYSDOT Motor Carrier Compliance Bureau Director, weigh-in-motion and E-screening capability will enable the state to see an increase in the out of service rate of 60-70%. In 2008 there were 4,217 inspections at seven of our proposed rest areas that resulted in no violations. At an average cost of $75 per inspection, that

80

amounts to $316,275 in potential savings/ program productivity annually. The time and resources saved through more efficient inspections and screening will be redirected to the higher risk vehicles.

Average cost per inspection (labor, fringe,

etc)

$75 NYSDOT Motor Carrier Compl iance Bureau Director

2008 inspections that resulted in no

violations

4,217 NYSDOT commercia l vehicle inspection program

history

Annual value of resources that could be

redirected toward noncompliant vehicles

$316,275 Value of increased program efficiency due to e-

sceening tools

20-year Benefit (present va lue) $3,350,622

Increased Efficiencies for NYSDOT

Reduce the number of illegally overweight vehicles to reduce pavement and bridge damage, increase life-cycle and reduce costs

As noted in the body of the grant proposal, the heavier a truck weighs, the more it contributes to pavement damage. Equivalent single axle loads (ESALs) are good indicator of expected average pavement damage. A 2005 California project analyzed data from the state’s weigh stations and determined that on average across all sites In California, 2.67 percent of axles that crossed a WIM site were overweight. Assuming two axles per truck, the overweight trucks amounted to 5.34 percent of all equivalent single axle loads. (Santero and Nokes, 2005). This value was used in the calculation below. We have conservatively assumed that there will be a 5% increased in weight compliance as a result of the initiatives planned in this grant proposal. We believe compliance rates will actually be higher, especially with longer, inter-county trips that will be affected more by the broader network of virtual WIM/ e-screening sites than more local trips (e.g. construction, garbage-hauling, lumber, etc.). NYSDOT’s enforcement program experience has been that long-haul trucks constitute the largest share of heavy trucks.

Estimated Reduction in Annual Pavement Damage Due to Overweight, Unpermitted Trucks

NYSDOT annual pavement program $358,200,000 State fiscal year 2006-2007 expenditures

NYSDOT annual bridge program $811,400,000 State fiscal year 2006-2007 expenditures

Total pavement and bridge expenditures $1,169,600,000

Overweight, unpermitted axles per CA study 5.34% Share of all equivalent single axle loads

(Santero and Nokes, 2005)

Pavement cost attributable to overweight,

unpermitted trucks

$62,456,640

Increase in compliance 5% Assumed impact of increased enforcement

program effectiveness

Annual value of reduction in pavement and bridge

damage

$3,122,832 Due to increased weight compliance

20-Year benefit of reduced pavement and bridge

damage (present value)

$33,083,221

Improve routing to reduce infrastructure damage (reduce truck VMT)

The narrative explains the significance of the problem in New York State with bridges being hit by overheight commercial vehicles. Implicitly a bridge hit is an indication of a lack of awareness of infrastructure restrictions. A 2009 bridge hit follow-up survey by NYSDOT’s Office of Structures revealed that 94% of the drivers involved in a overheight “ event” were from out-of-state, providing further perspective on the problem. Over 80% of drivers in the overheight event survey were using a GPS device, underscoring the strong receptivity by the commercial vehicle industry to routing information By providing a wireless data stream of restriction information to the commercial vehicle and navigation industries via Task III, we not only can reduce damage and delays caused by bridge and sign hits, we can also reduce vehicle routing circuity and vehicle miles of travel. Through increased knowledge of restrictions, commercial vehicle dispatchers and drivers will be better able to plan the most efficient routes to avoid them.

81

The calculation of the benefit of improved routing information that follows centers on the reduction of travel at the local delivery end of long-haul truck trips. Although the average trip length of large trucks is something like 420 miles, such a trip involves traversing several states. The average trip length used in the following calculation is an estimate of the average New York State-only portion of these trips which is assumes a mid-state destination (half the west-east and north-south distance of the state). The relationship between vehicle weight and damage to pavement and bridge infrastructure has been long-established. For the purpose of this benefit calculation we have used a cost per mile factor developed by researchers at the University of California, Davis, updated to 2009. (Gibby, Kitamura, and Zhao, 1990), (Bureau of Labor Statistics, 2009).

Truck Routing Improvement, VMT Reduction and Reduced Infrastructure Damage

Truck vehicle mi les of travel (VMT) NYS (Annual ) 12,405,000,000 USDOT, 2007, pre-recess ion

% VMT related to large trucks 4.8% USDOT, 2009

Large truck VMT (Annual ) 595,440,000

Average trip length (mi les ) 163 Estimate, NYS portion of long-haul trips

Average loca l del ivery mi les per trip 10 NYSDOT estimate

% of tota l trip length that i s loca l 6.1% Line 6 Line 5

Long Haul Truck VMT - Local Portion (Annual ) 36,530,061 Line 7 X Line 3

% VMT reduction due to improved routing 1.0% NYSDOT estimate

Reduction in Long-Haul Truck VMT (annual ) 365,301

$0.03 Gibby, Ki tamura, and Zhao, 1990,

updated to 2009

Annual cost savings - reduced VMT $10,959 VMT Reduction X Pavement damage per VMT

$116,100

Average heavy truck pavement damage per vehicle-

mi le of travel

20-year cost savings - reduced VMT

(present va lue)

Reduce bridge and sign hits (infrastructure damage)

From 2004 through 2008, there were 651 accidents reported by police involving large commercial vehicles hitting bridges in New York State. As the graph below depicts, the problem is increasing. We believe the growth rate has been dampened by the economic recession, and that the appearance of a spike in 2006 is actually more indicative of the underlying trend.

82

88

108

172

138

145

0

20

40

60

80

100

120

140

160

180

2004 2005 2006 2007 2008

Acc

iden

ts

Year

Large Vehicle Bridge Accidents in New York State -

2004 to 2008

Source: NYS Department of Transportation, Accident Location Information System The majority of incidents have occurred in the New York City Metropolitan area on or near the State’s parkway system. According to events recorded in NYSDOT’s traffic management center in Hauppauge, Long Island in 2008, 93% of overheight truck-bridge events were related to parkways.

83

Every bridge hit accident imposes costs to infrastructure (the benefit addressed in this section), economic losses to the commercial vehicle industry, a loss of mobility and delays to motorists, needless greenhouse gas emissions and pollution, wasted energy and safety. This grant proposal addresses the problem through deployment of overheight sensing technology and the development and distribution of data streams on infrastructure restrictions, including wireless information delivery. NYSDOT’s Accident Location Information System (ALIS) contains data on accidents reported by police departments to the NYS Department of Motor Vehicles. A comparison of records maintained by NYSDOT’s Traffic Management Center in Hauppauge, Long Island with accidents reported in ALIS revealed that ALIS under-reported large vehicle- bridge accidents by approximately 35%. Therefore, in the computation of benefits that follows ALIS’ figures were increased by this factor as a more accurate indicator of the extent of the overheight truck-bridge problem. Not all bridges are damaged or damaged enough to require repair. A 2001 study performed for the Maryland State Highway Administration took an in-depth look at bridge accidents, damage, including inspection reports, and found that 31% of bridges hit required repairs (Bridge Engineering Software and Technology Center, 2001). This is the value used below to estimate the infrastructure damage avoided as a result of this project.

Reduce Bridge Infrastructure Repair Costs

Accidents involving Commercia l Vehicles

col l iding with bridge s tructure, 2008

11 NYSDOT, Accident Location Information System,

within TIGER corridors

Expans ion factor (to address under-reporting

of accidents to ALIS by pol ice)

1.35 NYSDOT comparison of Hauppauge, LI traffic

management center incidents with pol ice-

reported accidents in NYSDOT ALIS system, 2008.

Total estimated accidents , 2008 15

Cost per bridge inspection $600 NYSDOT, Office of Structures

Bridge inspection cost (annual) $8,930 Annual bridge accidents (hi ts ) X inspection cost

per bridge

Reduction of tota l overheight accidents 10% NYSDOT estimate of reduction due to overheight

detection and clearance information systems

Estimated Accident Reduction (Annual ) 1 Reduction factor X Total estimated accidents

Accidents resulting in bridge damage

requiring repair

31% Bridge Engineering Software and Technology

Center, 2001, p 25.

Reduction in accidents that damage bridges 0.5

Minor damage (% of accients) 80%

Cost per bridge - minor damage (repair) $45,000 NYSDOT Office of Structures , gi rder repair, etc.

Avoided Cost - minor damage (annual) $16,609

Major damage (% of accidents) 19%

Cost per bridge - major damage (repair) $340,000 NYSDOT Office of Structures , gi rder replacement, etc.

Avoided Cost - major damage (annual) $29,805

Bridge replacement (% of accidents) 1%

Cost per bridge replaced $2,800,000 NYSDOT Office of Structures

Avoided Cost - bridge replacements (annual) $12,918

Annual savings in infrastructure repairs $68,262 Inspections + Minor repairs + Major repairs +

Replacements Avoided

20-year savings in infrastructure repairs

(present va lue)

$723,169

84

Improve maintenance vehicle fleet management with 5.9 GHz transponders to reduce fleet operating costs

Trucking fleet managers have been using satellite communications technology to monitor the condition of their vehicles. New heavy trucks have a broad array of internal sensors built into them and a data communications bus and computer which ties them all together. Typically a third party firm performs the remote monitoring for the fleet manager by periodically polling the truck’s computer. This technology has proven extremely beneficial to the trucking companies because they are alerted to problems with their vehicles and can address them before they become serious, thereby realizing significant savings in fleet operating costs. With the WISEST project we will be outfitting a small number of NYSDOT maintenance vehicles with 5.9 GHz transponders as a pilot effort to effectively provide the same capability, at a potentially much lower operating cost, and with the ability to poll vehicles more frequently.

Improve maintenance vehicle fleet management with 5.9 GHz transponders to increase equipment availability (reduce down time)

Increased vehicle up-time is an added benefit of more proactive resolution of vehicle problems using 5.9 GHz wireless technology for vehicle condition monitoring for fleet management. By addressing problems early-on before they get serious, fleet managers can avoid costly out-of-service breakdowns.

Improve maintenance vehicle fleet management with 5.9 GHz transponders to extend vehicle life

Finally, improved vehicle maintenance that is possible with wireless vehicle condition monitoring results in increased vehicle life.

Economic Competitiveness

Benefit Description 20-Year Benefit (Present Value)

Support Luther Forest Technology Park development (job creation) $465,395

Allow trucks to bypass inspection sites to reduce cost to the commercial vehicle industry

15,079,213

Improve routing to reduce cost to the commercial vehicle industry (reduce VMT)

3,386,250

Reduce bridge and sign hits to reduce cost to the commercial vehicle industry

254,172

Improve efficiency of the permitting process to reduce costs to the commercial vehicle industry

4,231,906

Reduce illegal commerce 21,188,028

Total Benefits $44,604,964

Support Luther Forest Technology Park development (job creation)

As noted in the main body of the grant proposal, the project involves improvements that directly support the expansion, hiring and growth of private sector production at the Luther Forest Technology Campus where Global Foundries’ new $4.6 billion chip manufacturing facility is being built and located. Global Foundries is a joint venture of Advanced Micro Devices and Advanced Technology Investment Company of Abu Dhabi. Full-time employment at the Global Foundries plant is expected to increase to 1,465 jobs once full scale production is achieved (http://www.lutherforest.org/interested_aboutAMD.php). The Global Foundries facility is the first of many new high technology businesses that will be attracted to the Luther Forest Technology Campus and the tremendous synergies enabled by co-location of businesses at this site. The availability of a state-of-the-art training facility with advanced data communications capability enabled by this

85

TIGER grant is an additional magnet for business development and will support enhanced productivity by the workforce at the Campus. While the primary purpose of the fiber optic backbone is to support high bandwidth communications necessary for improvements to CVII, Transit and incident management initiatives in the I-87 and the parallel Route 9 corridor, the NYS Office for Technology (OFT), other State agencies and the State University of New York will also have access to this data communications resource and will benefit by sharing the cost of installation. OFT and SUNY specifically benefit as the direct fiber connectivity will be made between the SUNY Nanotechnology Campus at SUNY Albany http://cnse.albany.edu/ and the TEC-SMART Education Center (Training and Education Center for Semiconductor Manufacturing and Alternative and Renewable Technologies) now being built in the Technology Campus (https://www.hvcc.edu/news_events/tecsmart-proposal.pdf). HVCC estimates TEC-SMART could train up to 600 technicians in the clean-tech and semiconductor jobs over the next five to 10 years. The facility is also expected to be used as a training center for employees Global Foundries Inc. There are significant synergies between SUNY Albany’s College of Nanoscale Science and Engineering and the Luther Forest Technology Park which will be supported by the data communications link. With over $5 billion in public and private investments, CNSE's Albany NanoTech Complex has attracted over 250 global corporate partners - and is the most advanced research complex at any university in the world. The Luther Forest Technology Park is a companion center. The new data communications capability provided to the training center and other public facilities located at the Luther Forest Technology Park as an off-shoot of this TIGER project will support the attraction and development of new high technology businesses and jobs. We have not estimated job creation related to support this TIGER project would bring to the Luther Forest Technology Park, focusing on the benefit to the training facility itself. Training has been shown to be highly correlated with worker productivity (Black and Lynch, 1996), significantly correlated with a company’s market-to-book value of a company (Bassi and Van Buren, 1999) and an essential element to the high technology jobs located at the Luther Forest Technology Campus. A 2000 study determined that employers’ rate of return on investment in employee training ranged from 7 to 50 percent (Bartel, 2000). A mid-range value of 28% was used in the calculation of the benefit of the enhanced data communication capability enabled by this project and connection with the State University of New York’s Nanotechnology Campus in Albany. For the calculation of benefits we have claimed that 1.5% of the increased productivity stemming from this education center will be enabled by the WISEST project.

TEC-SMART tra inee capacity 210 10 classrooms and 6 labs

Annual tra ining days 185 Academic year

Annual tra inee days 38,850

Average semiconductor manufacturing sa lary $70,000 www.payscale.com

Dai ly sa lary $269

ROI on tra ining 0.28

Value added due to tra ining (dai ly) $75

Annual va lue of tra ining $2,928,692

Value of communications technology enabled by

WISEST project 1.5%NYSDOT estimate

Annual value of WISEST data communications $43,930

20-year benefit (present va lue) $465,395

Value of Data Communications Capability Enabled by WISEST Project

Allow trucks to bypass inspection sites to reduce cost to the commercial vehicle industry

86

Reducing transportation costs by allowing vehicle to bypass inspection sites is important to the industry, especially operators who are not overweight, maintain proper operating credentials, and carry appropriate oversize/ overweight permits. Commercial vehicles equipped with transponders that electronically convey this information at E-screening sites would be allowed to bypass these sites. For the proposed sites an average of 152 commercial vehicles transport through these sites hourly. Various studies have focused on quantifying the impacts of the weigh-in-motion technology (Benekohal, El-Zohairy, Forrler and Aycin; 1999), (Benekohal, El-Zohairy, Forrler and Aycin; 2000), (McCall, Kroeger, Kamyab and Stern, 1998), (Santero and Nokes, 2005) and (Trischuk, Berthelot, and Taylor, 2002). Transponder-equipped trucks that are allowed to bypass inspection stations can save approximately five minutes of time compared with the existing, manual process because they no longer would have to decelerate to pull off the highway into the inspection station, stop, weighed on static scales, exit the inspection site and accelerate back to cruising speed (Benekohal, El-Zohairy, Forrler and Aycin; 1999), (McCall, Kroeger, Kamyab and Stern, 1998). The table below displays the potential commercial vehicle savings for just three of the seven proposed sites.

Value of Time Saved by to Trucking Companies Due to Ability to Bypass E-screening Sites

NYSDOT commercia l vehicle inspection

program his tory

I-84 (EB) Wawayanda E-Screening System186

I-81 (NB) Preble E-Screening System 115

I-84 (EB) Newburgh-Beacon Br VWS 13 (10% of 125 Truck AADT)

Total 314

Trucks per Inspection Shi ft 1,882 6 hour period; NYSDOT inspection program

Trucks equipped with transponders 20% Monsere, Wolfe and Alawakiel , 2009, p 28

Transponder-equipped trucks per shi ft 376

Percent a l lowed to bypass 85% NYSDOT CV inspection program his tory

Trucks a l lowed to bypass per shi ft 320

Total annual inspection days (a l l locations) 372 62 avg annual inspection days/ s i te X 6 s i tes

Annual number of trucks a l lowed to bypass 118,986

Bypass time savings per truck (minutes) 4.95 Benekohal , El -Zohairy, Forrler and Aycin; 1999

Total time savings (minutes) 588,981

Total time savings (hours ) 9,816

Hourly va lue of truck time $145 Pan and Khattak, 2008

Annual Value of Bypass Time Savings $1,423,371

$15,079,213

Avg. Hourly Truck Volumes at Proposed E-Screening Si tes

(Task I)

20-year value of bypass time savings (present

va lue)

Improve routing to reduce cost to the commercial vehicle industry (reduce VMT)

The narrative explains the significance of the problem in New York State with bridges being hit by overheight commercial vehicles. Implicitly a bridge hit is an indication of a lack of awareness of infrastructure restrictions. A 2009 bridge hit follow-up survey by NYSDOT’s Office of Structures revealed that 94% of the drivers involved in a overheight “ event” were from out-of-state, providing further perspective on the problem. Over 80% of drivers in the overheight event survey were using a GPS device, underscoring the strong receptivity by the commercial vehicle industry to routing information By providing a wireless data stream of restriction information to the commercial vehicle and navigation industries via Task III, we not only can reduce damage and delays caused by bridge and sign hits, we can also reduce vehicle

87

routing circuity and vehicle miles of travel. Through increased knowledge of restrictions, commercial vehicle dispatchers and drivers will be better able to plan the most efficient routes to avoid them. The calculation of the benefit of improved routing information that follows centers on the reduction of travel at the local delivery end of long-haul truck trips.

Truck Routing Improvement and Reduced VMT and Cost

Truck vehicle mi les of travel (VMT) NYS (Annual ) 12,405,000,000 USDOT, 2007; pre-recess ion

% VMT related to large trucks 4.8% USDOT, 2009

Large truck VMT (Annual ) 595,440,000

Average trip length (mi les ) 163 Estimate, NYS portion of long-haul trips

Average loca l del ivery mi les per trip 10 NYSDOT estimate

% of tota l trip length that i s loca l 6.1%

Long Haul Truck VMT - Local Portion (Annual ) 36,530,061

% VMT reduction due to improved routing 0.5% NYSDOT estimate

Reduction in Long-Haul Truck VMT 182,650

Average cost per mi le ($) $1.75 Al lExperts .com

Annual cost savings - reduced VMT $319,638

$3,386,25020-year cost savings - reduced VMT

(present va lue)

Reduce bridge and sign hits to reduce cost to the commercial vehicle industry

From 2004 through 2008, there were 643 accidents reported by police involving large commercial vehicles hitting bridges in New York State (NYSDOT, ALIS database). Additional background information is presented in the section on bridge and sign hits and infrastructure damage. NYSDOT’s Accident Location Information System (ALIS) contains data on accidents reported by police departments to the NYS Department of Motor Vehicles. A comparison of records maintained by NYSDOT’s Traffic Management Center in Hauppauge, Long Island with accidents reported by ALIS revealed that ALIS under-reported large vehicle- bridge accidents by approximately 35%. Therefore, in the computation of benefits that follows ALIS’ figures were increased by this factor as a more accurate indicator of the extent of the overheight truck-bridge problem. With the installation of overheight detection equipment through this project, the development of data streams on infrastructure restrictions and wireless information delivery, we will be able to reduce the number of overheight accidents. A modest reduction of 10% is estimated to result in 1 fewer accidents and a minimum of $23,992 in cost savings to the commercial vehicle industry per year.

88

Reduce Bridge and Sign Hits and Cost to the Commercial Vehicle Industry

Accidents involving Commercia l Vehicles

col l iding with bridge s tructures , 2008

11 NYS DOT, Accident Location Information System

(within TIGER corridors )

Expans ion factor (to address under-

reporting of accidents to ALIS by pol ice)

1.35 NYSDOT comparison of Hauppauge, LI traffic

management center incidents with NYSDOT ALIS

accidents , 2008.

Total estimated accidents , 2008 15

Reduction of tota l overheight accidents 10% NYSDOT estimate of reduction due to overheight

detection and clearance information systems

Total accident reduction 1

Property damage cost per accident $16,156 Zaloshnja and Mi l ler, 2007, adjusted to 2009 CPI.

Annual cost savings to the commercial vehicle

industry

$23,992

20-year cost savings to the commercial vehicle

industry (present va lue)

$254,172

Improve efficiency of the permitting process to reduce costs to the commercial vehicle industry

The following calculations address the benefits of electronic credentialing versus the current manual process. Cost savings will accrue to carriers as a result of a reduction in non-productive, “idle” time while carriers wait for trucks to be properly credentialed. A recent study shows that it takes approximately 3.5 days for a carrier to a new commercial vehicle into service at a cost of $371 per unit while waiting for proper operational credentials to be processes via a legacy or paper system (Battelle, 2007). In addition, both carriers and NYSDOT will experience cost savings in labor and materials In 2008, NYSDOT’s Central Permitting Office issued 22,951 divisible load permits to 22,647 power units. Assuming that 1% of these vehicles were put in service for the first time, an e-credentialing system that reduces time and cost to carriers to approximately $84,000 annually. If processing time is reduced by approximately 2 days or 60%, then savings would be $50,000 annually.

Annual permit renewals have an associated cost with the exchange of paper and clerical activity. The same study cited above developed factors for processing such permits to approximately $4.13 per transaction (approximately 10-12 minutes) plus $1 for each transaction materials that need to be post marked.

89

# Permits Issued Annual ly 22,951 NYSDOT, Centra l Permit Office Divis ible Load Database

% of permits electronica l ly i ssued 50% NYSDOT estimate

# Permits electronica l ly i ssued (annual ly) 11,476

% Placed in service for 1st time 4% Assumes conservative 25 year vehicle l i fe

# Vehicles Electronica l ly credentia led

for 1st Time (Annual ly)

459

Wait time cost (per day) $371

Reduction in wait time (days) per vehicle 2

Cost savings to carriers - reduction in

time to credentia l vehicles for the 1st

time

$340,593

50% NYSDOT estimate

Labor cost per permit transaction $4.13 Battel le, 2007

Savings - labor (annual ) $47,394

Stamps/Materia ls per transaction $1.00 Battel le, 2007

Savings - s tamps & materia ls (annual ) $11,476

Annual savings permit issuance: reduction

of out-of-service time, permit issuance

labor and materials

$399,462

20-year savings - permit issuance

(present va lue)

$4,231,906

Reduced Cost of Permit Issuance

Reduce illegal commerce

The use of weigh-in-motion installations, E-Screening technology and license plate readers will level the playing field with illegal carriers and commerce. Through monitoring and increased awareness by our enforcement personnel the state can collect a portion of the estimated $20 million in lost annual sales tax revenue. A portion of the estimated 4,167 trucks traveling in the NYC region with illegal commerce will be captured with new technology.

Gallons of untaxed motor fuel 50,000,000 NYS Department of Taxation and

Finance estimate

Annual sales tax revenue lost $20,000,000 NYS Department of Taxation and

Finance estimate

Truck capacity (gallons) 12,000

Trucks evading taxation 4,167

Increased compliance due to increased

enforcement due to WISEST project

10%

Increased sales tax revenue to NYS (annual) $2,000,000

20-year benefit (present value) $21,188,028

Reduce Illegal Commerce

Livability

Benefit Description 20-Year Benefit (Present Value)

Reduce motorist delays related to incidents involving overheight trucks

$5,896,819

Increase compliance to reduce motorist delays related to commercial vehicle accidents

Unquantified

Reduce pavement and bridge damage to reduce reconstruction $26,966,004

90

delays to motorists

Increase customer satisfaction/ quality of life/ mobility/ more convenient and effective transport options

Unquantified

Improve routing to reduce community impact (truck VMT): noise Unquantified

Allow trucks to bypass inspections to reduce impact on property adjacent to inspection sites: noise, air quality

Unquantified

Total Benefits $32,862,823

Reduce motorist delays related to incidents involving overheight trucks

The narrative for the calculation of benefits related to “Reduce bridge and sign hits (infrastructure damage)” provides background information on the nature and extent of the bridge hit problem in New York State. The New York State parkway system prohibits most commercial vehicles from operating on these roads, as the parkways were originally designed for automobile traffic only. When commercial vehicles inadvertently enter these parkways they can cause serious traffic delays. While many of the benefits related to the overheight truck problem focus on accident reductions, the “Reduce motorist delays related to incidents involving overheight trucks” involves accidents and lesser, but still very serious intrusions. These are delay-causing events that occur when commercial vehicles inadvertently enter a parkway and effectively get “stuck”: drivers realize they will hit a bridge if they proceed, but there is no shoulder to pull off the road, and they can’t back up. A minor commercial vehicle intrusion on a parkway results in approximately a one hour delay to traffic. An accident (bridge hit) may result in up to 6 hours of delay (Sosa, 2009). An analysis of 2008 incident data maintained by NYSDOT’s traffic management center in Hauppauge, Long Island revealed that there are 4.06 intrusions for every truck-bridge accident.

NYSDOT’s Accident Location Information System (ALIS) contains data on accidents reported by police departments to the NYS Department of Motor Vehicles. A comparison of records maintained by NYSDOT’s Traffic Management Center in Hauppauge, Long Island with accidents reported ALIS revealed that ALIS under-reported large vehicle- bridge accidents by approximately 35%. Therefore, in the computation of benefits that follows ALIS’ figures were increased by this factor as a more accurate indicator of the extent of the overheight truck-bridge problem. According to the manager of NYSDOT’s traffic management center in Hauppauge, Long Island, accidents involving overheight vehicle collisions with bridges result in major traffic delays amounting to 5 hours of delay per event, while intrusions (“stuck trucks”) cause an average delay of 2 hours (Sosa, 2009).

19% 3%

78%

Overheight Truck - Bridge Clearance Incidents by Type - Long Island 2008

Parkway Bridge Hits

Other Bridge Hits

Intrusions

91

Accidents (bridge hi ts ) involving commercia l

vehicles , 2008

11 NYSDOT, Accident Location Information System

Expans ion factor (to address under-reporting

of accidents )

1.35 NYSDOT comparison of Hauppauge, LI traffic management

center incidents with NYS DM ALIS accidents , 2008.

Tota l estimated s tatewide accidents (bridge

hi ts ), 2008

15

NYC metro area parkway accidents (bridge

hi ts ), 2008

61 NYSDOT, Accident Location Information System

Expans ion factor (to address under-reporting

of accidents )

1.35 NYSDOT comparison of Hauppauge, LI traffic management

center incidents with NYS DM ALIS accidents , 2008.

Tota l estimated NYC metro parkway accidents

(bridge hi ts ), 2008

82

Ratio of parkway intrus ions to accidents - Long

Is land, NY

4.06 NYSDOT Hauppauge, LI traffic management center incident

database

Tota l estimated NYC metro parkway intrus ions ,

2008

334 Parkway intrus ions to accidents ratio appl ied to estimated

NYC metro parkway accidents

Percent reduction in accidents and intrus ions

due to this project

5% Impact of overheight enforcement and wireless restriction

information tasks ; NYSDOT conservative estimate

Accidents avoided (s tatewide, 2008) 1

Intrus ions avoided (NYC metro region

parkways , 2008)

17

Average hours delay per accident (bridge hi t) 5.0

Average hours delay per parkway intrus ion 2.0

Maximum Hourly AADT 3,750 NYSDOT Highway Data Services , New York State’s 2006

Highway Sufficiency Ratings ; review of NYC metro region

parkways , volume in one direction.

Average normal parkway travel speed (mph) 35 NYSDOT assumption

Average speed of queued traffic (mph) 5 NYSDOT assumption

Length of queued traffic per accident (mi les ) 3.5 NYSDOT assumption

Accident delay per vehicle (minutes) 51.4 Travel time over length of queue @ 5 mph vs 35 mph

Accidents - vehicle hours of delay per accident 3,214.3 (Hourly AADT X Accident delay per vehicle) 60

Length of queued traffic per intrus ion (mi les ) 2.0 NYSDOT assumption

Intrus ion delay per vehicle 21 Travel time over length of queue @ 5 mph vs 35 mph

Intrus ions - vehicle hours of delay per incident 1,286 (Hourly AADT X Accident delay per vehicle) 60

Tota l vehicle-hours of delay avoided 23,880 Accidents and incidents avoided X hours per event type X

hourly volume

Vehicle occupancy rate (persons/vehicle) 1.63 USDOT, Highl ights of the 2001 National Household Travel

Survey, Table A-14 Vehicle Occupancy Per Vehicle Mi le by

Dai ly Trip Purpose, Al l Trips

Tota l person-hours of delay avoided 38,924

Value of personal time ($/ hour) $14.30 Frankel , 2003; assumes 50% loca l and 50% interci ty.

Annual value of personal time saved $556,618

20-year value of personal time saved

(present va lue)

$5,896,819

Reduction of Delays to Motorists Due to a Reduction in Bridge Hits and Parkway Intrusions

Increase compliance to reduce motorist delays related to commercial vehicle accidents

In 2007, New York State experienced 12,265 large commercial vehicle accidents that resulted in 147 fatalities and 6,390 injuries. Accidents impose significant delays to other motorists. In addition 7,518 of these events resulted in property damage alone (NYS DMV, Summary of Large Truck Accidents, 2007). Increased and more effective and efficient enforcement is conservatively estimated to reduce truck accidents by .5%. Our analysis estimated that an

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estimated 71 accidents could be avoided per year as a result of increased enforcement effectiveness (fatalities, personal injury accidents, plus those involving property damage only.

Reduce pavement and bridge damage to reduce reconstruction delays to motorists

Construction work zones impose significant delays to motorists. According to the FHWA, work zones account for 24 percent of nonrecurring congestion and 12 percent of total congestion (FHWA, 2008) Nationally, roadway infrastructure construction delays were estimated to cause 480 million vehicle-hours of delay during 2003 involving 7,200 construction sites (Wunderlich, 2006).

Major NYSDOT construction work zones (annual ) 1,000 Tom Melander, NYSDOT Office of

Construction

Percent of projects attributable to overweight,

unpermitted trucks (potentia l ly avoided)

0.27% See the analys is related to "Reduce the

number of i l lega l ly overweight vehicles to

reduce pavement and bridge damage"

Number of construction projects potentia l ly

avoided

2.67

Average delay per major work zone (annual

vehicle hours of delay)

66,667 Wunderl ich, 2006

Vehicle hours of delay potentia l ly avoided

(annual )

178,000

Value of personal time ($/ hour) $14.30 Frankel , 2003; assumes 50% local and 50%

interci ty.

Annual cost of personal delay related to

reconstruction projects that could be avoided

$2,545,400

20-Year Benefit - Avoided Personal Delay

(present va lue)

$26,966,004

Reduced Delays to Motorists Through a Reduction in Avoided Reconstruction

Increase customer satisfaction/ quality of life/ mobility/ more convenient and effective transport options

Case studies have indicated that the installation of real-time information signs at transit stations reduced perceived wait time by approximately 20% and increased transit ridership between 6-13%. Passengers place a higher value on waiting time. With improved reliability they will experience less stress and are able to better organize their trips, eliminating several key reasons why more people do not use transit. (Litman, 2007). Riding a bus or train is less stressful than being stuck behind the wheel of a passenger vehicle in rush-hour traffic. Passengers are able to do other personal things while riding transit, such as reading, listening to music, or just relaxing. The transit component of this project will improve the quality of life in the region.

Improve routing to reduce community impact (truck VMT): noise

The evaluation of the potential to reduce a small amount of the local delivery portion of long-distance trips estimated truck VMT could be reduced by over 365,000 miles. There will be a corresponding reduction in noise impacts on communities.

Allow trucks to bypass inspections to reduce impact on property adjacent to inspection sites: noise, air quality

Trucks decelerating and accelerating into inspection stations are noisier than trucks operating at a constant speed. In addition, they pollute more, especially when idling. Allowing trucks to bypass inspection sites will have positive impact on the noise and air quality of the surrounding communities.

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Sustainability

Benefit Description 20-Year Benefit (Present Value)

Allow trucks to bypass inspections to reduce greenhouse gases and pollution

$2,712

Increase compliance to reduce greenhouse gases and emissions related to commercial vehicle accidents

Unquantified

Reduce bridge and sign hits to reduce incident-related greenhouse gases and emissions (reduced delays to motorists)

$9,556

Reduce greenhouse gases and emissions (mode switch to transit) Unquantified

Reduce pavement and bridge damage to reduce greenhouse gases and emissions due to construction delays to motorists

Unquantified

Improve fleet management with 5.9 GHz - reduce greenhouse gases and emissions

Unquantified

Improve routing to reduce greenhouse gases and emissions (reduce truck VMT)

$19,874

Allow trucks to bypass inspections to reduce energy use $733,000

Increase compliance to reduce energy related to commercial vehicle accidents

Unquantified

Reduce bridge and sign hits to reduce incident-related energy use (reduced delays to motorists)

$1,279,005

Reduce energy use (mode switch to transit) Unquantified

Reduce pavement and bridge damage to reduce energy due to construction delays to motorists

Unquantified

Improve fleet management with 5.9 GHz - reduce fuel use Unquantified

Improve routing to reduce energy use (reduce truck VMT) $43,859

Total Benefits $2,088,006

Allow trucks to bypass inspections to reduce greenhouse gases and pollution

According to Oregon’s Green Light weigh in motion system, tests found a 36% to 67% reduction in each of the pollutants monitored – particulate matter, carbon dioxide, nitrogen oxides, carbon monoxide, and hydrocarbons – when trucks stayed at highway speed past a weigh station. Trucks that avoided the deceleration and acceleration necessary to enter and exit a weigh station also experienced a 57% improvement in fuel economy (Oregon Department of Transportation, 2008). Oregon’s Green Light preclearance system will allow trucks to avoid 1.5 million weigh station stops in 2008. This will result in 0.5 tons less particulate matter, 1 ton less hydrocarbons, 2.4 tons less carbon monoxide, 8 tons less nitrogen oxides, and 1,300 metric tons less carbon dioxide emitted by trucks this year. In addition, avoiding 1.5 million weigh station stops results in more than $600,000 in fuel savings (Oregon Department of Transportation, 2008). The reduced pollution and increased fuel efficiency is all in addition to the millions of minutes saved over the course of a year by trucks bypassing weigh stations. The time savings is an immeasurable economic benefit for an industry serving businesses that rely on a just in time distribution system. Assuming 236,234 heavy trucks will be allowed to bypass WISEST project inspection stations per year and each of these trucks idle for 5 minutes at each inspection, and avoid 0.4 miles of crawling at 4 miles per hour, the following benefits will be achieved:

0.15 tons per year of VOC emissions reduced per year

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1 ton per year of NOx emissions reduced per year 1 ton per year of CO emissions reduced per year 0.05 tons per year of PM emissions reduced per year 128 tons per year of CO2 emissions reduced per year

All of the pollutant emissions estimates (for VOC, NOx, CO, PM) are based on the official USEPA motor vehicle emissions model, MOBILE6.2 with New York State- specific inputs as described at: https://www.nysdot.gov/divisions/engineering/environmental-analysis/manuals-and-guidance/epm/repository/90_30ema.pdf These are very conservative estimates. It is likely that depending on the duration of inspections and number of refrigerated trucks, the estimated CO2 and fuel savings benefits could be at least two times the values shown above. DOE funded studies (McCall, Kroger, Kamyab, and Stern, 1998) suggest that each bypass inspection could yield between 0.11 and 0.24 gallons of reduced diesel fuel consumption. Saving 1/4 gallon of fuel per inspection averted would result in a fuel savings of nearly 60,000 gallons per year. As referenced in the TIGER grant Federal Register Notice, we use the multiplier of $2 per metric ton of CO2 emissions. Rather than using the mean global value of $33 we used the U.S. domestic value as currently represented. In addition, in our attempt to be consistently conservative, we will not offer multiplier factors for VOC, NOx, CO, or PM. Nor will we increase the CO2 assumption by 2.4% per year. Therefore, our 128 tons per year of CO2 emission reductions translates into $256 per year in savings. The 20-Year Benefit (present value @ 7%) is equal to $2,712.

Increase compliance to reduce greenhouse gases and emissions related to commercial vehicle accidents

The safety benefit of reducing commercial vehicle accidents is quantified in the next section (Safety). The incident-related congestion and delays associated with these accidents causes needless pollution. We have projected a modest reduction in accidents; corresponding reductions in emissions are possible.

Reduce bridge and sign hits to reduce incident-related greenhouse gases and emissions (reduced delays to motorists)

The narratives concerning benefits relating to “Reduce bridge and sign hits (infrastructure damage)” and “Reduce motorist delays related to incidents involving overheight trucks” provide important background information on the nature and extent of the problems associated with overheight trucks hitting bridge structures in New York State and intrusions into parkways, when, after they enter a parkway, drivers realize they will hit a bridge if they proceed further, but there is no shoulder to pull off the road, and they can’t back up because of the volume of traffic behind them. Greenhouse gas and emission benefits derive from the number of incidents that can be avoided as a result of the overheight detection, enforcement and restriction information delivery initiatives that will be accomplished with this grant. Emissions will be avoided by reducing severe incident-related congestion and stop and go traffic. The number incidents avoided were calculated in the benefit concerning “Reduce motorist delays related to incidents involving overheight trucks”. While the total number of incidents is relatively small, an estimated 100,000 hours of vehicle delay can be avoided with attendant improvements in air quality and a reduction in CO2 emissions. Assuming that 1) the project will prevent 20 bridge hits and 33 parkway intrusions per year, 2) bridge hits will slow traffic down to a 5 mph crawl for 3.5 miles, 3) parkway intrusions will slow traffic to a 5 mph crawl for 2.0 miles, and 4) free flow conditions on the freeways during congested period are 35 mph, the following benefits will be achieved by the traveling public:

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0.4 tons per year of VOC emissions reduced per year 0.2 tons per year of NOx emissions reduced per year 2.5 tons per year of CO emissions reduced per year 451 tons per year of CO2 emissions reduced per year

All of the pollutant emissions estimates (for VOC, NOx, CO, PM) are based on the official USEPA motor vehicle emissions model, MOBILE6.2 with New York State- specific inputs as described at: https://www.nysdot.gov/divisions/engineering/environmental-analysis/manuals-and-guidance/epm/repository/90_30ema.pdf The CO2 emission benefits of reducing bridge hits and parkway intrusions were generated by a NYSDOT-developed graphical user interface (MOVES Roadway and Rail Energy and Greenhouse Gas Analysis Extension) based on the USEPA MOVES-HVI (Motor Vehicle Emissions Simulator - Highway Vehicle Implementation) Demo version, dated 2007. The potential benefits of truck inspection bypass were calculated using field-based estimates of fuel consumption multiplied by CO2 emission coefficients published on the Department of Energy (DOE) Energy Information Administration (EIA) web site at: http://www.eia.doe.gov/oiaf/1605/coefficients.html As referenced in the TIGER grant Federal Register Notice, we use the multiplier of $2 per metric ton of CO2 emissions. Rather than using the mean global value of $33 we used the U.S. domestic value as currently represented. In addition, in our attempt to be consistently conservative, we will not offer multiplier factors for VOC, NOx, CO, or PM. Nor will we increase the CO2 assumption by 2.4% per year. Therefore, our 451 tons per year of CO2 emission reductions translates into $902 per year in savings. The 20-Year Benefit (present value @ 7%) is equal to $9,556.

Reduce greenhouse gases and emissions (mode switch to transit)

The improvements in service reliability and arrival time information that will be enabled through this project will result in increased ridership on the three bus services that will be improved (see “Increase transit service reliability and effectiveness”, for additional background information). The reliability of transit service has an impact on ridership by as much as 30% (Evans, 2004). Litman’s research has found that improved reliability in the range of 6-13% (Litman, 2007). In addition to the impact of increased reliability on ridership, case studies have indicate that the installation of real-time information signs at transit stations reduced perceived wait time by approximately 20% with a corresponding positive effect on ridership. Passengers place a higher value on waiting time; with improved reliability they will experience less stress and are able to better organize their trips, eliminating several key reasons why more people do not use transit (Litman, 2007). In particular the two feeder bus services stand to generate important energy benefits by attracting single-occupant automobile users to transit – travelers who typically have longer commutes and drive to New York City. The ridership gains that will be possible with the service enhancements will bring about corresponding benefits in reduced greenhouse gases and emissions from automobile trips avoided.

Reduce pavement and bridge damage to reduce greenhouse gases and emissions due to construction delays to motorists

Construction work zones impose significant delays to motorists. According to the FHWA, work zones account for 24 percent of nonrecurring congestion and 12 percent of total congestion (FHWA, 2008). Nationally, roadway infrastructure construction delays were estimated to cause 480 million vehicle-hours of delay during 2003 involving 7,200 construction sites (Wunderlich, 2006).

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The benefit analysis quantified “Reduce pavement and bridge damage to reduce reconstruction delays to motorists”. The vehicle idling and stop-and-go traffic implicit with these delays also entails a significant amount of emissions and greenhouse gases that can be avoided through the initiatives to be advanced with this grant.

Improve fleet management with 5.9 GHz - reduce greenhouse gases and emissions

Improved fleet operating performance that is possible with the use of 5.9 GHz monitoring technology will result in better-maintained vehicles that burn fuel efficiently and at lower levels of emissions.

Improve routing to reduce greenhouse gases and emissions (reduce truck VMT)

The evaluation of the potential to reduce a small amount of the local delivery portion of long-distance trips estimated a reduction in heavy truck VMT of 365,301 miles. There will also be a corresponding reduction greenhouse gases and emissions.

0.22 tons per year of VOC emissions reduced per year 2.36 tons per year of NOx emissions reduced per year 1.03 tons per year of CO emissions reduced per year

0.40 tons per year of PM25 emissions reduced per year 0.43 tons per year of PM10 emissions reduced per year 938 tons per year of CO2 emissions reduced per year All of the pollutant emissions estimates (for VOC, NOx, CO, PM) are based on the official USEPA motor vehicle emissions model, MOBILE6.2 with New York State- specific inputs as described at: https://www.nysdot.gov/divisions/engineering/environmental-analysis/manuals-and-guidance/epm/repository/90_30ema.pdf The estimates presented above assume that 75% of the VMT is related to heavy diesel trucks with gross vehicle weights less than 60,000 pounds and the 25% related to heavy diesel trucks with gross vehicle weights over 60,000 pounds. The CO2 emission benefits of reducing bridge hits and parkway intrusions were generated by a NYSDOT-developed graphical user interface (MOVES Roadway and Rail Energy and Greenhouse Gas Analysis Extension) based on the USEPA MOVES-HVI (Motor Vehicle Emissions Simulator - Highway Vehicle Implementation) Demo version, dated 2007. The potential benefits of truck inspection bypass were calculated using field-based estimates of fuel consumption multiplied by CO2 emission coefficients published on the Department of Energy (DOE) Energy Information Administration (EIA) web site at: http://www.eia.doe.gov/oiaf/1605/coefficients.html As referenced in the TIGER grant Federal Register Notice, we use the multiplier of $2 per metric ton of CO2 emissions. Rather than using the mean global value of $33 we used the U.S. domestic value as currently represented. In addition, in our attempt to be consistently conservative, we will not offer multiplier factors for VOC, NOx, CO, or PM. Nor will we increase the CO2 assumption by 2.4% per year. Therefore, our 938 tons per year of CO2 emission reductions translates into $1,876 per year in savings. The 20-Year Benefit (present value @ 7%) is equal to $19,874.

Allow trucks to bypass inspections to reduce energy use

With weigh-in-motion and e-screening technology fewer trucks need to be screened at low speed in rest areas and other inspection sites, reducing the number of trucks braking, decelerating, idling and accelerating with associated savings in truck fuel compared with maintaining cruising speed on the highway.

Increase compliance to reduce energy related to commercial vehicle accidents

The safety benefit of reducing commercial vehicle accidents is quantified in the next section (Safety). The incident-related congestion and delays associated with these accidents wastes energy. We have projected a modest reduction in accidents; corresponding reductions in energy use are possible.

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Reduce bridge and sign hits to reduce incident-related energy use (reduced delays to motorists)

For background information on the nature and extent of this problem, refer to the calculation of benefits related to a reduction infrastructure costs. Overheight trucks that hit bridges or get stuck on parkways cause major traffic incidents, tieing up the highways for hours. Other vehicles caught in stop-and-go traffic use significantly more energy than vehicles travelling under normal flow conditions. We previously estimated that we can reduce over 100,000 vehicle hours of delay per year by reducing the number of these incidents by a very minor amount (Reduce motorist delays related to incidents involving overheight trucks). The calculation of energy benefits of reducing bridge hits and intrusions centers on the number of vehicles impacted by the duration of these events (accidents and intrusions) and the difference in their fuel consumption in stop and go traffic versus during free flow conditions. The estimated 451 tons of CO2 savings that were computed in the analysis of emissions benefits related to a reduction in bridge hits and parkway intrusions were used as key input to the following estimate of fuel savings.

Carbon dioxide savings (tons) 451 Reduce bridge hits and intrus ions emiss ions

benefi ts

Carbon dioxide savings (pounds) 902,000

Carbon dioxide per ga l lon of gasol ine 19.564 http://www.eia.doe.gov/oiaf/1605/coefficients .html

Total Fuel Consumption Avoided (gal lons) 46,105

Average Cost Fuel - Regular gasol ine $2.61 http://tonto.eia .doe.gov (East Coast Price as of

8/24/2009)

Annual Fuel Cost Savings $120,334

20-Year Benefit (present va lue @ 7%) $1,279,005

Fuel and Cost Savings due to Reduction in Bridge Hits and Parkway Intrusions

Reduce energy use (mode switch to transit)

The improvements in service reliability and arrival time information that will be enabled through this project will result in increased ridership on the three bus services that will be improved (see “Increase transit service reliability and effectiveness”, for additional background information). The reliability of transit service has an impact on ridership by as much as 30% (Evans, 2004). Litman’s research has found that improved reliability in the range of 6-13% (Litman, 2007). In addition to the impact of increased reliability on ridership, case studies have indicate that the installation of real-time information signs at transit stations reduced perceived wait time by approximately 20% with a corresponding positive effect on ridership. Passengers place a higher value on waiting time; with improved reliability they will experience less stress and are able to better organize their trips, eliminating several key reasons why more people do not use transit. (Litman, 2007). In particular the two feeder bus services stand to generate important energy benefits by attracting single-occupant automobile users to transit – travelers who typically have longer commutes and drive to New York City.

Reduce pavement and bridge damage to reduce energy due to construction delays to motorists

Construction work zones impose significant delays to motorists. According to the FHWA, work zones account for 24 percent of nonrecurring congestion and 12 percent of total congestion (FHWA, 2008). Nationally, roadway infrastructure construction delays were estimated to cause 480 million vehicle-hours of delay during 2003 involving 7,200 construction sites (Wunderlich, 2006).

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The benefit discussion quantified “Reduce pavement and bridge damage to reduce reconstruction delays to motorists”. The vehicle idling and stop-and-go traffic implicit with these delays also entails a significant amount of energy that is being wasted.

Improve fleet management with 5.9 GHz - reduce fuel use

Improved fleet operating performance that is possible with the use of 5.9 GHz monitoring technology will result in better-maintained vehicles that use less fuel.

Improve routing to reduce energy use (reduce truck VMT)

The evaluation of the potential to reduce a small amount of the local delivery portion of long-distance trips estimated the reduction in truck VMT of 365,301 miles. There will also be a corresponding reduction in the use of energy.

Reduced Energy Use Due to Improved Routing and Reduced Truck VMT

Annual Truck VMT Reduction 365,301 Improve routing/ reduce VMT; Page 118

Heavy Truck fuel consumption rate

(ga l lons per 1,000 VMT)

230.3 NYSDOT Draft Energy and Greenhouse Gas

Analys is Guidel ines , 2003

Total Fuel Consumption Avoided (gal lons) 1,586

Average Cost Fuel - Regular gasol ine $2.61 http://tonto.eia .doe.gov (East Coast Price as of

8/24/2009)

Annual Fuel Cost Savings $4,140

20-Year Benefit (present va lue @ 7%) $43,859

Safety

Benefit Description 20-Year Benefit (Present Value)

Reduce cost to society of injuries, fatalities and property damage $106,975,750

Allow trucks to bypass inspections, reducing accident exposure at screening/ inspection sites

Unquantified

Reduce bridge and sign hits and misrouting by commercial vehicles to reduce incident -related accidents

Unquantified

Improve routing to reduce community impact (truck VMT): safety Unquantified

Total Benefits $106,975,750

Reduce cost to society of injuries, fatalities and property damage

In 2007, New York State experienced 12,265 large commercial vehicle accidents that resulted in 147 fatalities and 6,390 injuries. In addition 7,518 of these events resulted in property damage alone. Increased and more effective and efficient enforcement is conservatively estimated to reduce truck accidents by .5% (NYSDMV, 2008).

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Fatal accidents involving large commercia l

vehicles , s tatewide

147 NYS DMV, Summary of Large Truck

Accidents , 2008

Injury accidents involving large commercia l

vehicles , s tatewide

6,390 NYS DMV, Summary of Large Truck

Accidents , 2008

Property damage accidents involving large

commercia l vehicles , s tatewide

7,518 NYS DMV, Summary of Large Truck

Accidents , 2008

Predicted reduction in accidents 0.5% NYSDOT commercia l vehicle inspection

program estimate

Fatal accidents avoided (estimated) 0.74 Fatal accidents (Line 1) X % predicted

reduction in accidents (Line 4)

Societa l cost per fata l accident involving

commercia l vehicles

$3,838,811 Zaloshnja and Mi l ler, 2007, adjusted to

June, 2009 CPI.

Societal cost avoided due to reduced fatalities $2,821,526 Line 5 X Line 6

Injury accidents avoided (estimated) 32.0 Injury accidents (Line 2) X % predicted

reduction in accidents (Line 4)

Societa l cost per injury accident involving

commercia l vehicles

$208,730 Zaloshnja and Mi l ler, 2007, adjusted to

June, 2009 CPI.

Societal cost avoided due to reduced injuries $6,668,924 Line 8 X Line 9

Property damage accidents avoided

(estimated)

37.6 Property damage accidents (Line 3) X %

predicted reduction in accidents (Line 4)

Societa l cost of accidents involving property

damage only

$16,156 Zaloshnja and Mi l ler, 2007, adjusted to

June, 2009 CPI.

Societal cost avoided due to reduced property

damage

$607,304 Line 11 X Line 12

Total societal cost avoided (annual) $10,097,754 Fatal i ties , personal injury and property

damage costs avoided

20-year value of reduced secondary accidents

(present va lue)

$106,975,750

Large Commercial Vehicle Accident Reduction

Allow trucks to bypass inspections, reducing accident exposure at screening/ inspection sites

There is a significant correlation between the frequency of highway accidents and truck inspection sites. Weigh-in-motion and automated vehicle identification and screening technology can reduce reduce these traffic conflicts and improve safety (Benekohal, El-Zohairy, Forrler and Aycin; 1999). The current commercial vehicle enforcement practice in New York is to require all trucks to enter an off-road facility; perform a cursory screening to select which trucks to check further, weigh and or inspect; and allow the unselected trucks to resume their trips. Compared with cars, trucks require longer braking and acceleration distances. The divergence and merging of large trucks out of and back into traffic disrupts the traffic stream increases the chance of accidents (Barnett and Benekohal, 1999). With the technology that will be deployed as a result of this grant fewer trucks will be required to enter inspection sites. Many trucks that are determined by these technologies to be within allowable weight limits and possess proper permits and other credentials will be allowed to bypass the inspection sites and maintain their highway speeds. This will reduce turbulence in the traffic stream and accidents. One product of a 1999 study of accidents around Illinois weigh stations conducted for the Illinois Department of Transportation was a model to predict the reduction of accidents around an inspection site based on the percentage of trucks that will be allowed to bypass it. The frequency of accidents around inspection stations were compared with those on basic freeway sections. The model that was developed predicts potential accident reductions at varying levels of weigh-in-motion/ automatic vehicle identification usage (Barnett and Benekohal, 1999). This model forms the basis for our estimation of the benefit of reduced accident exposure at screening/ inspection sites.

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Trucks must be equipped with an existing 915 Mhz technology or new generation 5.9 Ghz transponder in order to be permitted to bypass an inspection site. Currently about 20 percent of large trucks have a transponder (Monsere, Wolfe, and Alawakiel, 2009). This number is growing and growth is expected to accelerate as a result of this project because of the additional benefits and cost savings transponder use will bring to trucking companies. For the purpose of this benefit analysis, we have assumed a constant transponder utilization rate of 20%.

Reduce bridge and sign hits and misrouting by commercial vehicles to reduce incident-related accidents

The narratives concerning benefits relating to “Reduce bridge and sign hits (infrastructure damage)” and “Reduce motorist delays related to incidents involving overheight trucks” provide important background information on the nature and extent of the problems of overheight trucks hitting bridge structures in New York State and intrusions into parkways, when, after they enter a parkway, drivers realize they will hit a bridge if they proceed further, but there is no shoulder to pull off the road, and they can’t back up because of the volume of traffic behind them. The reduction in accidents relating to both bridge hits and intrusions relates to secondary accidents that occur in queued, stop and go traffic that occurs after the primary incident. The calculations performed to estimate the value of reduced delay time to motorists as a result of the project tasks directed at addressing the overheight problem provide the foundation for the estimates in this section of the value of accidents that will be avoided. According to the FHWA secondary crashes due to congestion caused by a previous crash are estimated to represent 20 percent of all crashes (FHWA web page, http://www.ops.fhwa.dot.gov/aboutus/one_pagers/tim.htm, April 2004). Other studies have demonstrated that the likelihood of a secondary crash increases by 2.8 percent for each minute the primary accident continues to be a hazard (Karlaftis, Latoski, Richards, and K.C. Sinha, 1999). The analysis presented in the following table focuses on the reduction of secondary accidents related to incidents caused by overheight vehicles – accidents and intrusions alike – and the societal cost avoided.

Improve routing to reduce community impact (truck VMT): safety

The evaluation of the potential to reduce a small amount of the local delivery portion of long-distance trips quantified a reduction in truck VMT (over 365,000 miles). There will also be a corresponding reduction in accidents due a reduction in exposure to this truck traffic.

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Appendix XIV – Civil Rights Information

ON THE JOB TRAINING The New York State Department of Transportation (NYSDOT) has an On the Job Training (OJT) program is to address the current under-representation and future needs for minorities and females on NYSDOT construction projects. The OJT program is an affirmative action program pursuant to federal regulations [Federal Aid Policy Guide (FAPG) 230.111], related to but distinct from contract equal employment opportunity (EEO) goals. In essence, the regulation and the OJT plan establish contract provisions (Training Special Provisions [TSP]) under which contractors may be required to provide training and/or apprenticeship programs for their workforce.

CONSTRUCTION There are two components to the TSP for construction contracts, affirmative action (AA) and race gender neutral (RGN). Under the AA component, the pay item (691) requires the contractor to hire apprentices/trainees in certain trades and locations designated as having programmatic under-representation of minorities and/or females. Under the RGN component, contractors are required to hire apprentices/trainees but are not restricted to which trade or type of employee they must employ. Guidance for the 691 pay item stipulates including it in contracts over 5 million dollars ($5M) if reasonable training opportunities are expected to exist. Use of the 691 pay item on contracts below $5M has been allowed and encouraged. The pay item can require anywhere from two (1 AA + 1 RGN) to 6 (3 AA + 3 RGN) apprentices/trainees. The number of apprentices/trainees required is based on the contract total dollar amount.

CONSULTANT AGREEMENTS As with construction contracts, training requirements for consultant agreements are to address the current under-representation and future needs for minorities and females in consultant inspection, engineering, and related transportation professional services. NYSDOT has training requirements for minorities, females, and economically disadvantaged persons on the following types of consultant agreements, which historically have been found to consistently provide sufficient training opportunities: highway design, highway construction inspection, bridge design, bridge inspection, and highway traffic operations. With the exception of bridge inspection and video security systems, the training effort is determined by the duration of the project as well as the total number of labor hours estimated for the project. As previously stated, training effort for bridge inspection and video security systems projects is determined on a case-by-case basis.

Certain geographic areas (i.e. cities or counties) within New York State that have significant deficient economic conditions relative to unemployment or personal income are designated as Economically Distressed Areas (EDA). Under the American Recovery and Reinvestment Act (ARRA) of 2009 the Federal Government’s guidance on project selection included the mandate that one of the priorities to be considered for project selection for ARRA funds was whether the project was in an Economically Distressed Area. The criterion that designates an area as economically distressed is one of the following conditions:

1. The unemployment rate average over the 24 month period is 1% or more above the national average or; 2. The per capita or personal income is 80% or less than the national average.

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NYSDOT Performance Metrics

Value of NYSDOT Contracts for Economically Distressed Areas

Value Percentage

$227M 29%

Certified projects as of July 24, 2009

Number of NYSDOT Contracts for Economically Distressed Areas

Number Percentage

179 59%

Certified projects as of July 24, 2009

DBE GOAL SETTING

CONSTRUCTION

The Department’s DBE goal for each federally assisted construction contract is assigned in accordance with the DBE goal table that is contained in Section 21.9.3 Design Phase VI Final PS&E Submission of Chapter 21 “Contract Plans, Specifications and Estimate” of the Department’s Highway Design Manual. The goal table is arrayed by location, contract dollar value, and contract scope. Updates to the DBE goal table are issued via Engineering Instruction in accordance with the Department’s official issuance process.

In addition, for Recovery Act projects, which are submitted for certification with a DBE Goal of 0%, the NYSDOT is performing additional reviews to ensure proper DBE Goals have been established. Each submitted project is reviewed prior to certification by the Governor. Work items, which could potentially be subcontracted for DBEs, are identified and compared to the availability of DBEs in the locality of that specific contract to do the work. Those items identified and confirmed as having available DBE firms to do the work are added together and divided by the total contract amount to produce the proposed DBE Goal.

NYSDOT sets goals on federally assisted contracts in accordance with Federal Regulations which state that contract goals should depend "on such factors as the type of work involved, the location of the work, and the availability of DBEs for the work of the particular contract” [CFR§ 26.51.e.2]. Individual contract goals are based on following contributing factors:

Availability of ready, willing and able DBEs

Geographic proximity of DBEs to contract location

Work types needed compared to DBE specialties available

Work types which can separated and thus be sub-contracted

CONSULTANT AGREEMENTS The Department’s goal for each consultant agreement is 18% (race-neutral), regardless of dollar value. The agreement goal will be expressed as a percentage of the total amount of an agreement.