1	Dynamic Low Emissions Zones Concept of Operations (ConOps) Applications for the Environment: Real-Time Information Synthesis (AERIS) Program Fall/Winter Webinar Series December 12th, 2012
2	Presentation Overview
3	The Dynamic Low Emissions Zones ConOps Provides an operational description of “how” the Transformative Concept may operate. Communicates user needs and desired capabilities for and expectations of the Dynamic Low Emissions Zones Transformative Concept . Builds consensus among AERIS user groups and stakeholders concerning these needs and expectations. USDOT State and Local Departments of Transportation (DOTs) Regional Planning Organizations The Automotive Industry ITS Developers, Integrators, and Researchers Serves as a guideline moving forward with research and development of AERIS applications.
4	1. BACKGROUND AND DESCRIPTION OF CURRENT SITUATION
5	Most Polluted Cities \| American Lung Association
6	Most Polluted Cities \| American Lung Association
7	Strategies for Reducing Surface Transportation-Related Emissions
8	Case Study: London’s Low Emissions Zone The Low Emissions Zone “aims to reduce traffic pollution by deterring the most polluting diesel-engine lorries, buses, coaches, minibuses, and large vans from driving within the city.” Covers roadways 24 hours a day, seven days a week. Vehicles must meet the Euro III standard for particulate matter (PM), or else pay a daily fee of £200 to drive in the Low Emissions Zone. Euro III standards limit emissions of Carbon Monoxide (CO) to 2.1 grams per kilowatt hour (g/kWh), Hydrocarbons (HC) to 0.66 g/kWh, NO_x to 5.0 g/kWh, and PM to 0.10 g/kWh.
9	Case Study: London’s Low Emissions Zone How It Works Static road signs alert drivers when they are entering or leaving the low emissions zone. Closed circuit television (CCTV) cameras capture license plate numbers, and automatic license plate recognition (ALPR) technology uses optical character recognition software to identify vehicles by their license plates. System software compares them to a database of vehicles that meet the emissions standards to analyze whether payment is required. The system informs officials if a vehicle meets the emissions standards, is exempt, is registered for a discount or if the owner has already paid the daily charge. Benefits According to a 2006 study, concentrations of small particles from traffic sources were expected to decrease across London by 4.3 percent in 2008 and 8.0 percent in 2010 due to the Low Emissions Zone, and NO_x was expected to decrease by 3.2 percent in 2008 and 4.1 percent in 2010.
10	3. LIMITATIONS OF CURRENT SYSTEMS
11	Limitations of Current Systems Limited geographically by tolling and other roadside infrastructure Not flexible in size, location, nor the time they are operational Do not consider real-time traffic and environment data when establishing parameters for the Low Emissions Zone Emissions data are not collected from vehicles Do not determine fees for entering the Low Emissions Zone based on vehicle specific data Do not consider incentives to drivers practicing eco-driving strategies Limited in the data they provide travelers with parameters about the Low Emissions Zone or alternative travel choices for entering the Low Emissions Zone Do not consider restrictions for passenger vehicles or encourage “green” transportation choices like carpooling, vanpooling, and transit.
12	Deployment Rates and Market Penetration The market penetration of connected vehicle technologies is expected to take time to achieve comprehensive deployment. Infrastructure deployed during this transition must continue to support the environmental needs of non-equipped vehicles while leveraging the capabilities of connected vehicles to realize the benefits of vehicle-to-infrastructure (V2I) communications. The first generation of V2I applications will build upon current infrastructure systems for non-equipped vehicles, while at the same time providing data and information to connected vehicles to support better situational awareness and more informed decisions.
13	4. DYNAMIC LOW EMISSIONS ZONES TRANSFORMATIVE CONCEPT
14	Dynamic Low Emissions Zones Similar to today’s ITS: cordons with fixed infrastructure (e.g., London’s Congestion Pricing) Imagine tomorrow’s connected vehicle: Connected vehicle technology allowing for Low Emissions Zones that can be: Scalable and moveable (e.g., pop-up for a day, removable, flexible) Not dependent on conventional ITS infrastructure Dynamic based on real-time vehicle emissions data collected from vehicles and other sources Dynamic Low Emissions Zones that provide incentives to drivers who practice “eco-driving” within the Low Emissions Zone. Dynamic Low Emissions Zones that encourage “green” transportation choices, including transit options and freight operations.
15	Dynamic Low Emissions Zones The Dynamic Low Emissions Zones Transformative Concept includes a geographically defined area and seeks to restrict or deter access by specific categories of high-polluting vehicles into the zone for the purpose of improving the air quality within the geographic area. Low Emissions Zones may: Be permanent, similar to London’s Low Emissions Zone. Provide the capability for the zone to be dynamic. Dynamic zones would allow operating entities to change the parameters of the zone based on various criteria including air quality conditions, weather conditions, traffic conditions, or special events. Encourage travel using transit, carpools, and fuel efficient vehicles. Consider varying geographic boundaries: Special Event Facility – encouraging mode shift City, County, Metropolitan Area, or State
16	Dynamic Low Emissions Zones Implementation of Dynamic Low Emissions Zones must include: Sustainable Land Use Multi-modal options to travel into or around the Low Emissions Zone Transit Walkable and Bicycle friendly Cities Options for Freight to support economic vitality Incentives for Off-Peak Delivery or create a surcharge for peak-hour delivery
17	Dynamic Low Emissions Zone Systems
18	Dynamic Low Emissions Zone System
19	Dynamic Low Emissions Zone System (cont’d)
20	Dynamic Low Emissions Zone System \| Data Collection Needs
21	Dynamic Low Emissions Zone System \| Data Processing Needs
22	Dynamic Low Emissions Zone System \| Data Processing Needs
23	Dynamic Low Emissions Zone System \| Dissemination Needs
24	Dynamic Low Emissions Zone System \| Dissemination Needs
25	Dynamic Low Emissions Zone System \| Storage and Archive
26	In-Vehicle System
27	In-Vehicle System (cont’d)
28	In-Vehicle System \| Data Collection Needs
29	In-Vehicle System \| Data Collection Needs
30	In-Vehicle System \| Data Processing Needs
31	In-Vehicle System \| Data Processing Needs
32	In-Vehicle System \| Dissemination Needs
33	In-Vehicle System \| Dissemination Needs
34	5. SCENARIOS
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40	6. GOALS, OBJECTIVES, AND PERFORMANCE MEASURES
41	Goals, Objectives, and Performance Measures
42	Next Steps The AERIS Program wants to hear your thoughts on the Dynamic Low Emissions Zones Transformative Concept. You can provide inputs and feedback using the AERIS IdeaScale Site (https://aeris.ideascale.com). The AERIS Program will be conducting a Workshop in early 2013 to walk-through the Concept of Operations for the Dynamic Low Emissions Zones Transformative Concept and other AERIS ConOps. More details will be provided as workshop planning is finalized.
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