Untitled

Technical Report Documentation Page
1. Report No. 2. Government 3. Recipient’s Catalog No.

FHWA/TX-20/0-6999-21-R1 Accession No.
4. Title and Subtitle 5. Report Date
Technology Utilization Plan Submitted Dec. 2020; Published June 2021
6. Performing Organization Code
7. Author(s) 8. Performing Organization Report No.
Kristie Chin, Ph.D. http://orcid.org/0000-0002-8094-1008 0-6999-21-1
Andrea Gold https://orcid.org/0000-0003-4879-1182
Mac Bruce https://orcid.org/0000-0003-1976-2614
Mark Werner https://orcid.org/0000-0002-1586-4149
Michael Moore https://orcid.org/0000-0002-8526-9134
Hunter Maples https://orcid.org/0000-0002-1673-029X
C. Michael Walton, Ph.D. https://orcid.org/0000-0002-8558-
1013
9. Performing Organization Name and Address 10. Work Unit No. (TRAIS)
Center for Transportation Research 11. Contract or Grant No.
The University of Texas at Austin 0-6999-21
3925 W. Braker Lane, 4th floor
Austin, TX 78759
12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered
Texas Department of Transportation Technical Report
Research and Technology Implementation Division July 2020 – December 2020
P.O. Box 5080 14. Sponsoring Agency Code
Austin, TX 78763-5080
15. Supplementary Notes
Project performed in cooperation with the Texas Department of Transportation.
16. Abstract
The Texas Technology Task Force was formed to help TxDOT to remain at the forefront of innovative
transportation, by serving as a cross-functional advisory dedicated to providing guidance on essential strategies,
innovation, and communication tools for emerging technologies. The Task Force, together with TxDOT,
maintains the Emerging & Advanced Technology Portfolio, and has developed a Technology Utilization Plan
(TUP) to serve as the fulcrum between technology discovery and implementation. The TUP has been developed
in three phases including (1) technology prioritization and evaluation, (2) capturing best practices and lessons
learned, and (3) developing recommendations for technology utilization and advancement. This report provides
findings from phase three.
17. Key Words 18. Distribution Statement
Emerging technology, automated vehicles, connected No restrictions. This document is available to the
vehicles, electric vehicles, unmanned aerial systems, public through the National Technical Information
big data, mobility-as-a-service Service, Springfield, Virginia 22161; www.ntis.gov.
19. Security Classif. (of report) 20. Security Classif. (of this page) 21. No. of pages 22. Price
Unclassified Unclassified TBD
Form DOT F 1700.7 (8-72) Reproduction of completed page authorized
Technology Utilization Plan
Kristie Chin, Ph.D.
Andrea Gold
Mac Bruce
Mark Werner
Michael Moore
Hunter Maples
C. Michael Walton, Ph.D.
Contributor: Andrea Acevedo
CTR Technical Report: 0-6999-21

Report Date: Submitted: December 2020; Published June 2021
Project: 0-6999-21
Project Title: Texas Technology Task Force
Sponsoring Agency: Texas Department of Transportation
Performing Agency: Center for Transportation Research at The University of Texas at Austin
Project performed in cooperation with the Texas Department of Transportation and the Federal
Highway Administration.
Disclaimers
Author’s Disclaimer: The contents of this report reflect the views of the authors,
who are responsible for the facts and the accuracy of the data presented herein. The
contents do not necessarily reflect the official view or policies of the Federal
Highway Administration or the Texas Department of Transportation (TxDOT).
This report does not constitute a standard, specification, or regulation.
Patent Disclaimer: There was no invention or discovery conceived or first actually

reduced to practice in the course of or under this contract, including any art, method,
process, machine manufacture, design or composition of matter, or any new useful
improvement thereof, or any variety of plant, which is or may be patentable under
the patent laws of the United States of America or any foreign country.
Engineering Disclaimer
NOT INTENDED FOR CONSTRUCTION, BIDDING, OR PERMIT
PURPOSES.
Research Supervisor: Kristie Chin, Ph.D.
iii
Acknowledgments
The authors express appreciation to the Texas Department of Transportation
(TxDOT) for their guidance and support. The research team extends a special
thanks to the research project manager Shelley Pridgen, Darran Anderson, and
members of TxDOT’s Strategic Planning Division—Yvette Flores, James Kuhr,
Zeke Reyna, and Beverly West—who provided their input to the project. In
addition, the research team is grateful for the continued support of and guidance
from the members of the Texas Technology Task Force. The authors would like to
recognize the contribution of key subject matter experts who shared their insights,
experiences, and expertise on emerging technologies, planning, and policy.
iv
2020 TECH
UTILIZATION PLAN
The Texas Technology Task Force (TTTF) was formed
by the Texas Legislature as an external advisory body
to the Texas Department of Transportation (TxDOT)
to conduct technology discovery activities, assess the
benefits and barriers of adoption, and recommend
technology strategies to advance TxDOT’s goals.
AT A
GLANCE.
AUTOMATED VEHICLES, CONNECTED VEHICLES,
ELECTRIC VEHICLES, UNMANNED AERIAL SYSTEMS,
BIG & OPEN DATA, MOBILITY-AS-A-SERVICE
ii•Tech Utilization Plan

Tech Utilization Plan• iii
Table of contents
Introduction: Planning for Technology Utilization 1
• Texas at a Pivotal Moment
• Population and Economy
• Technology
• Consumer Preferences
• Constraints on Public Resources
• Strategic Planning for Technology
• Awareness & Education
• Understanding Impacts & Tradeoffs
• Facilitate Safe & Appropriate Integration
Texas Technology Task Force 5

• Texas Technology Task Force
• Task Force Origin
• Mission & Activities
• People
• Portfolio
• Plan
Process 10
Phase I: Priority Technologies & Assessment
Phase II: Best Practices & Lessons Learned
Phase III: Readiness Evaluation & Recommendations
Deep Dives 13
Automated Vehicles 13
Analysis
Case Studies
Final Recommendations
Connected Vehicles 20
Analysis
Case Studies
iv•Tech Utilization Plan

Table of contents
Electric Vehicles and Alternative Fuels 26
Analysis
Case Studies
Unmanned Aerial Systems 32

Analysis
Case Studies
Big Data and Artificial Intelligence 39

Analysis
Case Studies
Mobility-as-a-Service 44
Analysis
Case Studies
Conclusions 51
References 52
Tech Utilization Plan• v

Introduction:
Planning for
Technology
Utilization
Introduction: Planning for
Technology Utilization
The safe integration of transformational
technologies into the transportation system
and public agencies requires strategic
planning efforts that align technologies
and innovation with agency goals, assess
deployment barriers, and analyze trade-
offs and resource requirements. This
report, which is Part III of the Technology
Utilization Plan, provides information on
lessons learned in technology deployment
and recommendations for implementation Population and Economy
and advancement in Texas.
Texas is experiencing historic population
growth, a result of various job opportunities
Texas at a Pivotal Moment and a pleasant climate. The Texas Office of
Texas is in a period of great change: in the the State Demographer estimates the state
midst of an economic uptick and drastic will double its population by 2050. The
population growth, the State is making fastest growing regions of the State are
strides in technological advancement. in urban and even more so in suburban
Understanding the implications these counties of the large cities. As of 2019, two
technologies will have on the transportation of the top-five fastest growing cities in the
system in Texas is pivotal for the State to nation by number were in Texas, in Fort
continue supporting such multifaceted Worth and San Antonio. Trends show an
growth. urbanizing state, as between 2010
and 2050, 90% of the population growth is
expected to be in urban areas. However, not
all regions of the state are seeing such
benefits, as 29 Texas counties are expected
to lose population in this same time period,
predominantly in rural areas of the state.
Expanding economies in health, energy, and
tech sectors are only some of the drivers of
the growth Texas is seeing. The Texas
economy shows little sign of slowing;
between 2005 and 2015 the state ranked
second in percent GDP growth in the
nation. With this growth comes an
increased demand in servicing this economy
and the necessity for proper planning.
Already, over $1.6 trillion and 1.2 billion
2•Tech Utilization Plan

tons of freight are moved on Texas highways Freight-related improvements being made
annually, and freight traffic is expected to at the state level may impact Texas greatly,
increase by 78% by 2040. as efficiencies achieved at the Texas/Mexico
border have the potential to generate both
economic and environmental benefits.
Technology Already in use are weigh-in-motion and
Technological advances in the areas of dimension-in-motion systems, which allow
telecommunications, supply chain, and freight trucks to weigh in without stopping.
international movement are all changing As wait times continue to lag, further
the transportation landscape in Texas. The efficiencies are of great priority.
emerging technology of 5G communication
is one that shows great potential for
connected vehicle (CV) systems. CVs offer Consumer Preferences
great benefits for safety and efficiency for Just as companies are capitalizing on these
drivers, as the vehicles have the ability to technologies, consumers are similarly
communicate with each other and with demanding what is now possible and
roadside devices installed in roadway available to them. Shipping speeds have
infrastructure. Currently many CV systems now greatly increased and many retailers
are set up to use DSRC radios, though have begun to offer same-day shipping,
the emergence of 5G offers benefits such including Amazon, Target, Walmart,
as improved interoperability, a wider and others. Constant demand for faster
bandwidth, and increased security. Other and more efficient delivery is putting a
technologies, such as 3D printing, have the significant strain on the supply chain.
potential to greatly alter the supply chain. Some predictions describe the standard
3D printing allows products and prototypes changing to a “demand chain,” where
to be made much more easily, at a lower production is localized and immediate
cost, and closer to the consumer. Rather rather than produced in one central facility.
than shipping parts from only a single An emerging technology to meet this
manufacturer, parts can be created and demand is being called X2C, or delivering
shipped from various distribution centers. “X” to customers. A significant undertaking
already under way, companies are looking at
X2C solutions such as autonomous ground
vehicles or drones that can service the last-
mile delivery.
Constraints on Public Resources

The State of Texas has an expansive road
and infrastructure network that already
requires continued updates; expanding the
network to service the greatly increasing
population requires substantial resources.
One constraint that the state faces is the
lowered return from the federal Highway
Tech Utilization Plan• 3

Trust Fund. The Highway Trust Fund is the however, it must be understood and
recipient of the federal fuel tax revenues, planned for as comprehensively as possible.
at 18.4¢ per gallon. This fund supports Such preparation calls for a three-pronged
road construction and other surface approach: awareness of investment trade-
transportation projects, including mass offs, understanding of potential unintended
transit. Texas is technically the only “donor” impacts of these technologies, and
state to the Fund at present, receiving integration of these systems into daily life.
only $0.95 for each dollar contributed. These three components, which underlay
Additionally, the 18.4¢ tax has not been creation of the Technology Utilization Plan,
updated since 1993, even as the buying are outlined here.
power of the dollar has fallen roughly
40% by 2016. According to the Texas Promoting Awareness & Education
Transportation Plan 2040, keeping Texas’s Keeping abreast of technological
various transportation modes in “a good developments benefits planners because
state of repair” will require $547 billion in even a baseline understanding may reveal
funding through 2040. Texas drivers drove potential applications of a new technology
about 100 million more miles in 2016 than to an existing challenge. Additionally, an in-
in 2010, drastically increasing wear and tear depth education in these technologies may
of the roadways. point to unexpected applications, sparking
additional benefits and potentially offshoots
of further tech advancement and creativity.
Understanding Impacts & Trade-offs

It is vital to understand a new technology
holistically, by taking a deep dive to
anticipate both beneficial and harmful
impacts. Transportation in particular is
a comprehensive and multifaceted area;
mobility itself relies on interconnections,
so changes in one mode would likely affect
other modes as well.
Facilitating Safe & Appropriate

Integration
Technology development is worth little
Strategic Planning for Technology without effective integration. Planners
Strategic utilization of technology has must understand the variety of impacts new
the great potential to address many technologies could have, such as how their
inefficiencies in our transportation system implementation might reduce or increase
and create many other improvements. To the need for other services. To facilitate
properly implement emerging technology, integration, the budget for investments may
need to be adjusted.

Texas
Technology
Task Force
Mission & Activities
The Task Force has designed its activities
to advance the mission of transformational
technology discovery, stakeholder
engagement, coordination and planning
with other state agencies, and developing
strategic recommendations for technology
advancement. The Task Force activities are
planned around its organizing principles
of People, Portfolio, Plans, and Process.
Each of these principles and corresponding
activities is described below.
People
The Task Force activities provide a platform
to engage various stakeholder groups on
technology awareness and planning. These
stakeholder groups include the following:
Transportation leadership and

policymakers - Texas Transportation
Commission, TxDOT Administration,
elected official and their staff, Governor’s
Office.
TxDOT staff - practitioners from

across all TxDOT divisions, including but
not limited to freight, traffic, strategic
planning, information management, long-
range planning, legislative affairs, fleet
management, and research & technology
implementation.
Public agencies - other state agencies

such as the Department of Motor
Vehicles, Department of Public Safety,
the Texas Department of Insurance,
Texas Commission on Environmental
Quality, Public Utilities Commission, local
public agencies, metropolitan planning
organizations, transit authorities, federal
agencies, etc.

Industry experts - subject matter Plan
experts from automated driving systems,
telecommunications, information & The Task Force develops several documents
technology, data management and mining, that are intended to assist in TxDOT’s
transportation network companies (TNCs), planning activities. The first is the annual
freight and logistics, etc. issuance of technology white papers on
critical topics. Three to five white papers
are developed each year in order to
Portfolio provide timely information on innovative
The Task Force developed and maintains technologies, policies, or programs. The
the Emerging Technology Portfolio as a tool Task Force selects white paper topics based
for tracking new and maturing technologies on input from the Task Force activities with
that are expected to be transformative to TxDOT staff and industry experts, focusing
transportation. The Portfolio is a dynamic on areas in which there is critical interest
list that group technologies into the and a number of outstanding questions. The
following technologies: next-generation white papers are composed in a manner to
vehicles, infrastructure & construction, serve as a mechanism to bring the most-up-
materials & additive manufacturing, to-date information to TxDOT and other
information & communications, service- stakeholders and inform strategies in the
based platforms, and other technologies. Technology Utilization Plan. Elements of the
A full list of technologies in the portfolio is white papers contain, but are not limited to,
shown in Figure 1. information on technical details of
technologies and their real-world
For technologies in the Portfolio, the Task applications, potential business models or
Force maps transportation applications markets, political and societal trends bearing
and use cases, assesses alignment with an impact on technologies, identification of
transportation goals, identifies barriers to opportunities for utilization and adoption in
implementation, and determines maturity. Texas, and case studies on ongoing trials or
The Portfolio informs the composition of the pilots, when possible.
Task Force, meeting topics, and white papers.
The Task Force considers which technologies Next the Task Force develops and
may be competing, complementary, or maintains a Communications & Stakeholder
evolving at different paces. The Task Force Engagement Plan that characterizes
draws upon information from subject matter stakeholder groups, such as elected officials,
experts (individuals with experience and other state agencies, TxDOT divisions,
deep technical understanding of technology industry sectors, the public, etc., and defines,
processes, implementation, and research at a minimum, appropriate messages,
and development), and industry reports informational materials, and communication
to develop the list of technologies for the channels. The plan outlines proposed
Portfolio. The Emerging Technology Portfolio methods of outreach and involvement of
serves as the basis for the technology various stakeholders throughout the strategic
discovery process, technology evaluation and planning process.
prioritization, and major components of the
Technology Utilization Plan.

The final planning document is this formed the Technology Utilization Plan
Technology Utilization Plan, which is through a multi-step process that draws
intended to serve as a strategic guide on from all of its activities and includes, but is
the anticipation and inclusion of advanced not limited to, elements such as technology
technologies for the Texas transportation market forecasting, evaluation of benefits
system and within TxDOT. The Task and barriers, technology maturation
Force works to continually familiarize requirements and planning, lessons learned
itself with ongoing efforts within TxDOT from early trials, and technology adoption
to create an Emerging Technology in strategies. The Technology Utilization Plan
Transportation Plan. Where possible, the aims to define a technical end-state enabled
Task Force has developed the Technology by technology adoption over time. The Plan
Utilization Plan in a manner to supports the identifies opportunities for TxDOT to use
development of the Emerging Technology advanced technology to reasonably meet
in Transportation Plan. Further, the Task existing and anticipated goals in the near
Force will continue to work with TxDOT and long term.
staff on an as-needed basis to support the
development of the Emerging Technology
in Transportation Plan. The Task Force
Figure 1: Emerging
Technology Portfolio
Next Generation Vehicles

and Energy
• Automated Vehicles Information & Communication

• Connected Vehicles Technologies
• Electric Vehicles
• Unmanned Aerial Vehicles
• Crowdsourcing
• Blockchain
• Big & Open Data
Infrastructure & Construction • Cybersecurity
• RFID
• Cloud & Edge Computing
• Infrastructure Next • Data Standards &
Enhancements Generation Interoperability
• Construction Techniques Vehicles • Machine Learning & AI
• Solar Powered Highways and Energy • Telecommunications
Information &
Infrastructure & Communication
Construction Technologies
Interconnected
Applications
Materials & Additive
Manufacturing Service-Based Platform
Materials & Service-Based

Additive Platform • Mobility on Demand
• Self-Healing Pavements
Manufacturing • Micromobility
• Nanotechnologies
• Transportation
• 3D Printing
Subscription
• Services
Other
• freight Brokerage
Technologies • Uber Elevate
• Last Mile Delivery
Other Technologies
• Robotics
• Virtual/Augmented Reality
• Hyperloop

Process
More detail on these phases is provided
PROCESS below.
The Task Force meets regularly with
TxDOT staff to determine internal Phase I: Priority Technologies &
technology questions and priorities. The
Task Force hosts meetings quarterly at Assessment
TxDOT headquarters to engage industry Phase I focused on prioritizing
subject matter experts through deep-dive technologies in the Emerging Technology
presentations, panel discussions, and Portfolio. Input was provided by Task
roundtables. These meetings also provide Force members, TxDOT staff, and industry
an opportunity for Task Force members experts. Six priority technologies were
and TxDOT staff to discuss technologies; selected and include:
address open questions; formulate
recommendations for additional research, 1. Autonomous vehicles
implementation; or generate new policies, 2. Connected vehicles
procedures, or programs to advance 3. Electric vehicles
technology in Texas. 4. Mobility-as-a-service
5. Unmanned aerial systems
Figure 2 shows how Process drives the Task 6. Big & open data
Force’s People, Portfolio, and Plan activities.
It was also recognized that augmented
The Technology Utilization Plan has been reality, blockchain, Hyperloop, and 5G
developed over three phases: 1) evaluation telecommunications were important
of benefits and barriers to technology technologies to continue to monitor
adoption, 2) synthesis of best practices and closely.
lessons learned, and 3) delivery of
technology utilization plan with
recommendations. Figure 3 shows the
successive phases with timelines for each.
People Portfolio Plan
Information
members whitepapers
Awareness
communications
subject matter experts
tech
benefits
Action Items
barriers
security
participants technology utilization
Strategic Priority Socioeconomic,

Guidance Technologies & Use Technical, & Policy
Cases Recommendations
Figure 2: Task Force People, Portfolio, Plan, and Process

Phase II: Best Practices & Lessons Lessons learned captured both the positive
and negative experience of projects and
Learned draw from reflections from individuals
Phase II focused on collecting best practices performing or participating in the project.
and lessons learned for technology and Lessons learned can be used to improve
innovation deployment, helping to identify future projects and future stages of
methods, programs, and technical current projects. Lessons learned from key
implementations that can be leveraged by interviews and case studies are provided for
fast following agencies for replication. Best each of the top six priority technologies in
practices and lessons learned are later sections of this plan.
sometimes gathered by official external
agencies that conduct reviews and Phase III: Readiness Evaluation &
evaluations, or are sometimes realized from
reflection and interviews with practitioners Recommendations
participating in pilot programs. Phase III focused on developing
recommendations and actions for
Best practices differ from lessons learned in technology advancement. Examples may
that they often loosely meet the following include allocating resources such as funding
criteria: for technology deployment, crafting
• Measurable – meaning that goals and regulations and policies, providing user
objectives are clear and that progress training, conducting research, or keeping
toward them can be measured. the status quo. Recommendations for each
• Successful – not only are there good of the top six priority technologies are
results, but the pilot program progresses provided in later sections of this plan.
toward achieving its goals more than
similar pilots.
• Replicable – the method or program
is structured and documented clearly
enough so that it can be reproduced
elsewhere.
Emerging Recommendations
Technology Best Practices & & Utilization
Evaluation Lessons Learned Roadmap
emerging technology portfolio tech utilization plan
JANUARY 2019 AUGUST 2019 SEPTEMBER 2019 APRIL 2019 MAY 2020 AUGUST 2020
Figure 3: Technology Utilization Plan Phases and Timeline
•Tech Utilization Plan

Deep Dive:
Automated
Vehicles
AUTOMATED Maturity Scale
VEHICLES Concept Operational
KEY TAKEAWAYS
Automated vehicles (AVs) have the potential to shift
how people and goods travel within a community. Short-Term. Create a public education campaign
As AVs progress in maturity, the safety, mobility, and materials.
and public health benefits are becoming more Long-Term. Develop a funding mechanism to
apparent. The most promising of these benefits coordinate public and private investments.
is the increase in road safety, with an expected Featured Case Studies
• Nuro AI
reduction in vehicular fatalities and crash severity, • Waymo Public Education Campaign
enabling Texas to achieve its road to zero. • Automated Bus Consortium
Readiness Index Policy Deployment Research Public Education
Legend: =High Priority =Needs Work = Not Urgent
GOAL ALIGNMENT BARRIER ASSESSMENT
Negative Impact Positive Impact No Barrier Major Barrier
USE CASES
Automation within vehicles has allowed for a • Sidewalk-Based Personal Delivery Devices.
variety of uses and applications for these Small robotic devices allow for delivery of
vehicles. As the following use cases illustrate, groceries or prescriptions into food deserts and
these applications cover not only personal areas with limited access.
mobility but also freight and transit. • Personal Vehicles. Wider public adoption can
lead to potential increases in accessibility for
• Last-Mile Delivery. AVs can provide those who have traditionally not been able to
contactless delivery utilizing smaller vehicles drive as well as productivity efficiencies for
designed for on-street operations. commuters.
• Long-Haul Freight. Middle-mile and remote • On-Demand Passenger Services & TNC
operations can be used to control multiple Fleets. Create new options for transit
vehicles, allowing for increased platooning operations with greater route flexibility and
and efficiency. servicing of vulnerable populations.
with grocery stores, Nuro uses its vehicle
Analysis: Automated Vehicles platform to conduct grocery delivery to
local communities. To operate as safely as
In the last few years, AVs have seen
possible, Nuro’s vehicle does not transport
increased attention from state legislatures,
people, and is restricted to operations of
agencies, and researchers. To encourage
less than 25 mph, meaning the vehicle
innovation, Texas has taken an open and
is classified as a low-speed vehicle. For
welcoming stance to promote and attract
residents in qualifying zip codes, after
on-road testing. Due to this openness, the
ordering their goods online, a time for
state does not require any notification to
delivery can be scheduled with Nuro’s
be made for any on-road testing activities.
vehicle delivering to the resident’s curb.
To determine the state of practice within
Texas, the state’s readiness was analyzed
based on current legislation, deployments, Partners
research activity, and public education. Initially launching as a company in 2016,
In the gap analysis that was conducted, it Nuro quickly began creating partnerships
was found that the first three mentioned to provide driverless grocery delivery.
need work, while the public education The first of these partnerships were with
component should be the highest priority. Toyota and Kroger. Utilizing modified
Through the state-of-practice review, and Toyota Prius vehicles at the beginning of its
discussions with stakeholders, priorities to pilot program in Scottsdale, Nuro quickly
focus on were determined. Among these transitioned to its own R1 vehicle. The pilot
priorities are better notification of testing provided delivery to a single zip code within
activities, creation of funding opportunities, the area, after partnering with Kroger for
research activities into human factors pickup at its local Fry Food store. This
and accessibility, and the need for public partnership with Kroger has continued into
education tools. Two case studies have been Nuro’s latest deployment in Houston. In the
chosen to focus on safety standards and past year, Nuro has announced a further
public education. partnership in the Houston area with
Domino’s Pizza.
Case Study: Nuro AI Technical Details

Key Takeaways: Nuro was the first to Nuro’s pilots currently use modified Toyota
be granted an exemption from FMVSS Prius vehicles and the R1 vehicle platform,
standards. The current pilot is deployed with plans to convert to the utilization of
in Houston, with recent expanding the R2 vehicle. The R2 vehicle was
partnerships to allow for increased on- specifically designed to operate as a highly
road testing, including delivery of groceries automated, driverless, low-speed goods
and prescriptions. delivery vehicle. As such, it is restricted to
operate at no more than 25 mph, with the
Launching its first pilot in August 2018, majority of operations taking place around
Nuro has developed a low-speed AV 15–20 mph. As it was designed for the sole
designed for local goods delivery. Partnering purpose of goods delivery, it was not

fitted with a steering wheel or foot pedals. Lessons Learned
Due to its design, Nuro applied for and was
granted the first US exemption for an AV, as Looking into Nuro’s pilots and operations
of February 2020, from the Federal Motor reveals some key lessons learned. The first
Vehicle Safety Standards (FMVSS), allowing involves their exemption from the FMVSS.
Nuro to operate the vehicle without these The exemption was granted to specific
two otherwise standard safety features. portions of the standards in which not
complying with those standards would not
adversely affect the safe operation of the
Continuation and Scaling Nuro vehicle. To continually monitor and
Utilizing information learned from pilot assess the safety of the exemption granted,
tests, Nuro is continuing to develop its USDOT has stipulated that a detailed report
on-road vehicle. While the pilot tests in be submitted every 90 days. This report is to
Scottsdale, AZ have ended and no longer include mileage driven, detailed
deliver groceries, Nuro continues to test descriptions of any changes to the vehicle’s
its vehicles in the Scottsdale area. Within operational design domain (ODD), and
Texas Nuro has committed to continued detailed descriptions of any incidents and
operational testing in Houston, highlighted interactions with law enforcement. These
by the announcement of the partnership conditions show that while exemptions are
with Dominos. Other recent partnership granted, subject to specific items in the
announcements have included Walmart and FMVSS, the safety of the vehicle will
CVS Pharmacy, to deliver groceries and continually be monitored by USDOT and
prescriptions, respectively. It was also the exemption can be revoked at any time
recently announced that Nuro has been based on safety information provided.
granted permission to test its vehicle within
the State of California. To further strengthen Another lesson learned was that partnering
its position in Texas and further expand its with various companies is important to the
pilot, Nuro should focus on partnering with expansion of testing. The partnerships that
HEB, which has approximately 320 stores Nuro created allow for increased testing in a
within Texas. wider range of zip codes. This increased
testing supports the advancement of Nuro’s
In order to expand into more localities, platform by providing operational
and handle the variety of deliveries that information on how the vehicle handles
will occur, Nuro has begun looking into differing environments within its ODD.
scaling up its vehicle. This scaling-up will
potentially allow for operations at higher
speeds, around 35 mph. With increased Case Study: Waymo Public
operational speeds, the vehicle will be able
to travel on an increased number of roads, Education Initiative
expanding its operational environment
limits and reaching more residents in an Key Takeaways: Waymo’s initiative focuses
area. on providing information on the basics
of self-driving vehicles, and their specific
technology. Information included in the
initiative was presented to various road

users, including other drivers, pedestrians, a cybersecurity breach. Along with
cyclists, first responders, etc. cybersecurity, assurance of AVs' safety has
been a crucial topic within the AV realm. To
Recognizing the need for the public to show how AVs are safe, simulation, closed
be educated on AVs, Waymo has created course testing facilities, geographic fencing,
the “Let’s Talk Self-Driving” initiative. and the use of backup systems are discussed
The initiative website includes not only in order to increase confidence in the safety
news sources for articles discussing AV of these vehicles.
innovations, but also articles discussing how
AVs think and operate. The goal of including The “Let’s Talk Self-Driving” initiative also
these resources and articles is to highlight discusses the community impacts of AVs in
and advance safety around AV and vehicles. terms of passengers, cyclists, first
Important to the advancement of AVs, responders, pedestrians, and other drivers.
partnerships are also highlighted between Looking specifically at the efforts for first
advocacy groups. responders, it should be noted that Waymo
developers have taken care in programming
the vehicle to recognize first responders and
Public Outreach and Education pull over. To allow for the sharing of
To provide information for the public on information with first responders during
AVs, the Waymo initiative site is broken on-road testing, a toll-free hotline was
up into four main sections: 1 self-driving created to provide 24-hour communications
basics, 2) Waymo technology, 3) community with specialists. Along with the hotline for
impacts, and 4) resources. The first of these first responders, on-site training is also
sections, self-driving basics, starts with conducted to help police and other
a discussion on the level of automation, emergency personnel identify and be able to
providing details on the driver’s role and access a Waymo vehicle during an
the functions that are controlled by the emergency situation.
vehicle. This discussion is then followed up
with a section that covers how self-driving
cars think and work, highlighting the sense, Partners
plan, and execute stages. Because AVs have In the development of the public education
the potential to change the way people initiative, Waymo involved numerous
travel, mobility and accessibility are partners, including automobile associations,
discussed, with Waymo’s rider support, foundations, and safety advocacy groups.
accessible mobile app, and braille labels Among the safety advocacy groups
being used as examples of how Waymo is that Waymo has partnered with are the
thinking of accessibility. National Safety Council and the Red Means
Stop Traffic Safety Alliance. Foundations
Along with the general overview of AVs that have been partnered with include
and how they function, the initiative Foundation for the Blind, Foundation for
site also focuses more specifically on Senior Living, and Mothers Against Drunk
Waymo’s technology. With data protection Driving. To help stay informed about
and cybersecurity increasing in importance partner activities, news and stories related
over the last few years, this site section to AV activities are linked on the Waymo
discusses what would happen should the site.
vehicle be hacked or encounter a
Lessons Learned AV platforms. Cooperative research and
pilots among agencies can provide
On-road testing of AVs is increasing, with opportunities for diverse project scopes,
the exact number of deployments unknown. including retrofitting existing vehicles,
To help the public understand how these vehicle fuel types, and route types.
vehicles work, and the environments they Partnerships with agencies in both rural
can operate within, education campaigns and urban areas can provide extensive
are needed. An assessment of Waymo’s knowledge sharing and insights, which can
initiative yields a few lessons learned. The accelerate the deployment of automated
first of these is the need to provide basic buses and other emerging vehicle
information on how these vehicles work, automation technologies.
including descriptions of the role of the
driver and vehicle at different levels The Automated Bus Consortium is a
of automation. Providing information on collaboration of transit organizations and
the role of the driver is important, as with departments of transportation organized to
increased automated functions on vehicles, investigate the implementation of
misconceptions around what these vehicles automated bus projects across the US. The
can control has also increased. consortium was created to promote the
deployment of full-size, accessible
While drivers should be informed on automated buses in order to demonstrate
the automated functions of vehicles, automated technology in live service
a wide range of other road users should also environments. Through the pilot
be aware of AV parameters. Included in deployments, the consortium leverages new
these groups should be first responders, as technologies to improve transit service in
in the event of a vehicle emergency these the following areas: safety, reliability,
responders must have the information operating efficiency, and customer service.
needed to ensure a quick and appropriate Through the proposed deployments, it is
resolution of any issues. expected that the consortium can accelerate
automated bus technologies, reduce
To craft and provide the information planning and procurement costs, and share
needed for diverse road users, working with lessons learned with other members.
a wide variety of partners is essential, to
ensure that a unified message can be
presented to the public.
Partners
To cover the widest possible range of
environments, the consortium is made up of
Case Study: transit organizations from across the US.
Automated Bus Consortium These include organizations on both the
west and east coasts as well as the
Key Takeaways: Use of third-party southeast. As such, the organizations cover
managers can provide a streamlined not only highly urbanized areas, such as
process for the funding and procurement Dallas and Los Angeles, but also rural areas,
of emerging technologies, including such as the Huron area in Michigan. One of
the benefits of the consortium for members
is the use of resources to speed up the
funding and procurement process for pilot
deployments, as AECOM was brought on to Short-Term
be a program manager. As the case studies highlighted, more pilot
deployments and AV testing are being
Program Scope conducted not only on Texas roadways but
across the country. This increase in on-road
Using AECOM as a program manager, testing has magnified the need for public
the Automated Bus Consortium allows education. While those working in the AV
for members to bring forth and propose arena are aware of how these vehicles
projects that are beneficial to their operate, a lack of public education on AVs
services and highlights a use of automated has caused confusion within the public.
technologies. The consortium is designed Due to this lack of knowledge, it is common
for the procurement and use of between 75 for the public to place too much trust in the
and 100 full-sized, full-speed automated automated functions of these vehicles,
buses to be utilized across the various pilot which can lead to crashes and unexpected
deployments. Some of the proposed projects operations. To curb any potential accidents
include shorter routes to help connect caused by placing too much trust in
existing transit stations to airports, such automation, public education on the
as the proposed Love Field Connector in various levels of automation and what
Dallas, or help connect two existing transit those mean in terms of self-driving
stations, such as the proposed MARTA functions can be used to raise awareness.
route in Atlanta. Other proposed pilots Along with education on the levels of
include rural routes to better connect automation, public education campaigns
citizens to vital goods, such as pharmacies should focus on providing drivers and other
and grocery stores. These deployments were road users information on the role of the
expected to take place by 2022 but could see driver at each automation level.
delays due to the ongoing pandemic. One of
the biggest benefits expected from the pilot
deployments is the transfer of lessons Long-Term
learned between the member agencies, In order to advance innovation, Texas has
allowing for increased deployment of taken an open stance regarding attracting
automated technologies. AV developers and deployments. To
continue this stance on promoting
innovation, and to stay ahead of other
Final Recommendations states, a long-term funding mechanism
should be developed to encourage
As seen in the case studies above, AVs offer developers to deploy in Texas and
a number of opportunities for deployments allow municipalities to invest in AV
in a variety of environments and uses. From infrastructure. Currently there are local-led
these case studies, two recommendations efforts (such as NCTCOG's work in this
have been drafted, a short-term and long- area) to provide funding for AV-related
term recommendation focusing on areas projects but a state-level funding
in which Texas can advance understanding mechanism could provide not only a larger
and deployments of AVs. pool of funds and funding mechanisms but
also help create a more uniform process.

Deep Dive:
Connected Vehicles
CONNECTED Maturity Scale - C-V2X
VEHICLES Concept
Maturity Scale - DSRC

Operational
Concept Operational
Connected vehicles (CVs) enable the transfer of
information between vehicles, connected roadside
infrastructure, and other road users. With real-time KEY TAKEAWAYS
information and driver notifications such as work
zone warning, freight signal priority, and wrong- Short-Term. Expand the network of connected corridors.
way driver alerts, CV technology can improve both Long-Term. Conduct dual testing of DSRC and C-V2X
safety and efficiency on the roadway. With major technologies to ready the infrastructure.
Featured Case Studies
projects underway, Texas is well-positioned to • New York City Pilot Program
deploy and scale operations. • Tampa Bay Connected Vehicle Pilot
• Utah DOT 5G Deployment
7 DSRC
4 C-V2X
USE CASES
CV technology offers several benefits regarding • Pedestrian and Cyclist Detection. CVs can
safety of roadway users and pedestrians as well detect and communicate with pedestrians/
as efficiency of traffic patterns that can result in cyclists via cell phone connection to protect
reduced accidents and decreasing congestion. vulnerable road users.
• Connected Roadway Infrastructure.
• Advanced Safety Warnings. Roadway users Roadside units (RSUs) can communicate
can be given notice of slowdowns or other messages related to work zones, curve
hazards ahead in advance of what is visible to warnings, and road weather conditions.
the driver. • Connected Transit. Connected transit can
• Fleet Management. Fleet managers can tap communicate with traffic signals and request
into information to improve fleet operations additional time to promote on-time transit and
that can result in improved efficiency and improve safety.
productivity.
New York City was chosen as one of
Analysis: Connected Vehicles three deployment sites by the USDOT
intelligent transportation systems. As part
Connected vehicles (CVs) communicate
of a three-phase process, New York City
information between other vehicles (V2V),
ultimately plans to install up to 8,000
infrastructure (V2I), and other connected
vehicles with V2V connectivity. This pilot is
devices like mobile phones (V2X). CV
expected to be one of the largest CV
technology provides warning messages
deployments upon completion. This project
of roadway slowdowns, obstructions, and
is being conducted in three phases,
other hazards. CV messages can promote
beginning in 2015 with Phase 1's concept
roadway safety and encourage decreased
development and implementation. Phase 2
traffic congestion. Texas supports a quickly
worked to design, build, and test wireless
growing population, particularly in urban
in-vehicle, mobile, and roadside technology;
centers, which further stresses the existing
Phase 3 then serves as the evaluation
transportation network, resulting in rising
period. The project will encompass three
congestion and increased opportunities
distinct areas in the boroughs of Manhattan
for collision. CV technology utilizes two
and Brooklyn, ultimately connecting about
communication platforms: DSRC and
5,800 cabs, 1,250 city buses, 400
Cellular 5G communication, which is still
commercial fleet delivery trucks, and 500
developing today. The FCC has designated a
city vehicles, including 310 signalized
portion of the 5.9 GHz band to DSRC, but in
intersections and several RSUs.
response to limited deployment of DSRC,
efforts are under way to dedicate a portion
of this spectrum for 5G communication. Program Scope
Roadside units (RSUs) and onboard units CV technology is being utilized as a tool
(OBUs) are two of the most important to help New York City reach its Vision Zero
pieces of infrastructure necessary for CV goal. Thus, this program is particularly
deployment. CVs transmit information on focused on safety applications. These
position, speed, braking status, and the like. applications provide drivers with alerts so
This platform has the potential to increase that the driver can take actions to avoid a
safety and decrease congestion on the crash or reduce the severity of injuries or
roadway. damage to vehicles and infrastructure. The
goal of this project is to show that the
benefits realized justify the continuation of
Case Study: New York City CV the operation and to encourage drivers to
equip their vehicles with CV capabilities,
Pilot Program thus increasing the benefits to all. Phase 1
began in September 2015 and concluded in
Key Takeaways: The New York City DSRC-
September 2016, representing the planning
based CV pilot program is a substantial
phase. This included the concept of
undertaking that has deployed one of the
operations, system requirements, safety
densest networks of DSCR radios for V2V
plans, benefits evaluation plan, security
and V2I applications. It has helped to
management plan, and deployment plan.
advance safety applications for pedestrians
and vulnerable road users.

Phase 2 began September 2016, and ran for
48 months (although planned to last only Case Study: Tampa-
20 months). This phase included detailed
design, field equipment development and
Hillsborough Expressway
procurement, software development, and
integration and installation of the in-
Authority CV Pilot
vehicle devices and the roadside
Key Takeaways: The THEA CV Pilot
infrastructure. Phase 3 began in September
provided a novel applications of DSRC CV
2020 and is scheduled to end in November
technology in a unique reversible lane
2021; this phase includes an operating
environment. The pilot advanced mobility
period where the applications will be active
applications and also advanced
and providing alerts to the drivers. The
cybersecurity for vehicle elecommunication
project installed CV technology in 700 city
networks.
buses, 5,000 City-owned vehicles, and
1,000 taxis, representing about 1 million
Chosen as one of three CV pilots under the
miles of travel per day. Additionally,
USDOT Connected Vehicle Pilot
approximately 300 RSUs were installed.
Deployment Program, the Tampa-
The city is working with a pedestrian
Hillsborough Expressway Authority
advocacy groups and will be deploying two
(THEA) is in the process of implementing
pedestrian-oriented applications. One will
multiple CV applications throughout
support the visually challenged at
downtown Tampa. This four-year effort
intersections, and the other will determine
began in September 2015, when USDOT
potential conflicts between pedestrians in
awarded THEA $17 million. In 2016, the
crosswalks and approaching CV-equipped
project entered its second phase, including
vehicles.
design, testing, and deployment. The third
phase began in 2018, and involved full-scale
Metrics and Evaluation operation of CV technology throughout
The NYC deployment will include a downtown Tampa. The applications for this
configurable data collection application pilot are to address morning backups,
that will be used to evaluate the benefits of wrong-way highway entry, pedestrian
the system and allow USDOT to evaluate safety, transit signal priority, streetcar
the overall system operation. conflicts, and traffic flow optimization. This
pilot is working to install 1,600 OBUs on
private cars, buses, and streetcars, as well as
Lessons Learned 40 RSUs downtown.
The New York City DSRC-based CV pilot
program has already resulted in many Technical Details
lessons learned, including the need for pre-
testing in roadway environments to ensure THEA has several partners as part of
adequate sky visibility for signal this pilot, including HNTB, Siemens,
communications, the importance of the University of South Florida Center for
repeated testing of applications in testing Urban Transportation Research, and
environments, and the critical need for high Global5 Communications.
quality training for participants.
Siemens was one of the original project messages appearing in the driver's line of
partners whose work included developing sight; thus, messages such as “speed
RSUs and the city’s Transportation advisories” were prioritized.
Management Center (TMC). HNTB was
responsible for organizing aftermarket
devices like backup cameras and OBUs, Case Study: Utah DOT 5G
which ultimately included Navari, Sirius
XM, and Insignia. Every vehicle is provided Deployment
with a unique identification, which is
used to bundle data and send it to the TMC. Key Takeaways: The Utah DOT is
Then the data is compressed and stored in partnering to launch a cellular-base
the master server. The data is available to network using information from the
the TMC after about 24 hours. There are no emerging V2X environment. The DOT’s
data-sharing agreements in place, though it traffic operations center can use the data to
is understood by users that the information improve roadway safety and mobility,
created is going to be used for research. while state policymakers can apply it to
Drivers willing to install this service in their infrastructure decisions.
vehicles were recruited via their toll tag
accounts. The units were installed in As part of a $50 million agreement between
rearview mirrors and display messages. the Utah DOT and Panasonic, announced
June 25th, 2019, Utah would roll out an
expanded CV platform. This platform will
Lessons Learned improve roadway safety and mobility,
Thus far, this project has revealed that V2V and data gathered from this platform can be
applications are much easier to implement used for future infrastructural decision-
on paper than in practice. Participants making. Panasonic is using their CIRRUS
reported that their real-world, on-road CV data platform, which works with both
experiences with the application differed DSRC and Cellular V2X. This partnership is
from the demos that were given. For an opportunity to scale up work to expand
example, the pedestrian applications were existing CV infrastructure in Utah. Phase
found to be too dependent on the phone in one includes the installation of
use, and were ultimately scrapped. infrastructure at 40 sites and in 30 state-
owned vehicles. Later phases will include
Further, some limitations were found in the 200 sites in up to 2,000 vehicles.
connected display as some groups weren’t
able to add a tablet because another screen
was not allowed. Further, challenges arose
Funding and Business Model
where participants' rearview mirrors were Deploying this platform involves four main
considered “too intelligent” and installing components: implementing additional RSU
the CV services created conflicts with the deployment, deploying tech in fleet vehicles
existing tech in the mirror, thus hindering for information gathering, building a variety
existing functionality. With this technology of V2I software applications to leverage
there was concern about an overload of

data, and creating a cloud-based data Texas agencies should also keep informed
analytics, processing, and storage system. on security and data needs.
Panasonic’s CIRRUS CV platform supports
data sharing among transportation
departments, network operations centers, and Long-Term
vehicle information systems. This data is made
available to third-party developers. For safety, Long-term recommendations include
vehicles change their “signatures” at the need to build a network of connected
randomized intervals and CIRRUS corridors that offers both DSRC and
anonymizes data. Panasonic has already cellular communications to accommodate
worked with the Colorado DOT to deploy the leading technology of the future
1,500 miles of fiber optics and 100 RSUs along or accommodate their coexistence.
a stretch of I-70. Though only phase one is Recommendations also include the need to
currently planned, this UDOT deployment is keep informed on standards and advancing
expected to roll out in five phases over the technology so Texas is not behind when a
next 5 years. dominant technology is found. Finally, it
is recommended to establish joint funding
mechanisms for CAV initiatives.
Lessons Learned
A new paradigm needs to take place in
transportation for successful CV deployment,
where both road operators and the vehicle
industry need to be committed to continued
collaboration and synchronized goals.
Short-Term
Short-term recommendation for Texas include
the need to closely follow and learn from the
Texas Connected Freight Corridors project.
Once CV applications have been proven in
highway and freight environments, they can be
expanded. Texas agencies should also
continue to monitor developments and
technology advancements between DSRC and
cellular communication technologies, as they
are rapidly changing.
Several local agencies (City of Austin, City

of Frisco, etc.) are deploying limited CV
applications. At a statewide planning level,
Texas should learn from and document best
practices from these trials.
Deep Dive:
Electric
Vehicles
ELECTRIC
ELECTRIC
Maturity Scale
Maturity Scale
VEHICLES
VEHICLES
Concept
Concept
Operational
Operational
Anticipating reductions in the cost of battery

Anticipating reductions in the(EVs)
cost of
arebattery
KEY TAKEAWAYS
production, electric
production,
vehicles said to KEY TAKEAWAYS
reach parity in cost with traditional are
electric vehicles (EVs) said to
combustion
reach parity in cost with traditional combustion
engine vehicles before 2030. With the roll out of
Short-Term. Electrify fleets and consider impacts to
Short-Term. Electrify
transportation funding.fleets and consider impacts to
engine vehicles
additional charging before 2030. WithEVs
infrastructure, the rollout of
can reduce transportation funding.
Long-Term. Develop a statewide plan for siting
additional charging
greenhouse emissionsinfrastructure, EVs can reduce
and bring sustainability Long-Term.
charging Develop aalong
infrastructure statewide
majorplan for siting
corridors, transit
greenhouse emissions and bring sustainability
benefits to personal mobility, freight, and transit. charging
hubs, andinfrastructure along major corridors, transit
local establishments.
benefits to personal mobility, freight, andTexas
transit. hubs, and local establishments.
Capitalizing on its strong energy sector, Featured Case Studies
Capitalizing on its strong energy sector, Texas by •Featured
DARTCase Studies
has the opportunity to accelerate EV adoption • DART
City of Denton Municipal Fleet
has the opportunity to accelerate EV adoption
electrifying its fleets to capture a rapidly growing by • City of Denton
General MotorsMunicipal Fleet
electrifying its
economic market. fleets to capture a rapidly growing • General Motors
economic market.

8
8

USE CASES
USE CASES
EVs have the potential to alter every sector of • Public Transit. Texas transit agencies are
EVs have the potential
the transportation system,to alter
fromevery sector
personal of
mobility • Public Transit.
electrifying their Texas transit
fleets to reduceagencies are and
emissions
the transportation system, from personal mobility
to freight. This shift will be aided by battery electrifying
install charging infrastructure that can serveand
their fleets to reduce emissions the
to freight. This
technology shift will
evolution and bewill
aided byto
need both battery
coordinate install charging
general public. infrastructure that can serve the
technology evolution
with the electric grid. and will need to coordinate • general
Freight public.
Vehicles. Last-mile and short-haul
with the electric grid. • Freight Vehicles.
freight are becoming Last-mile
electricand short-haul
to take advantage
• Battery Technology. Battery research and freight are becoming
of economic savings. electric to take advantage
• Battery Technology.
development is makingBattery research
significant and
strides • of economic
Grid savings.
Resilience. Expanded deployment of
development is making significant strides
to reduce costs, improve performance, and • Grid Resilience. Expanded
EVs will both increase demand deployment of
on the electric
to reduce upon
capitalize costs,recycling
improve opportunities.
performance, and EVs will both increase demand on the
grid and generate new, innovative resilience electric
• capitalize
Personal upon recycling
Vehicles. Wider opportunities.
public adoption grid and generate new, innovative resilience
opportunities.
• Personal Vehicles. Wider publicinfrastructure
and at-home charging will drive adoption opportunities.
and at-home charging will drive infrastructure
expansion, impact the grid, and create new jobs.
expansion, impact the grid, and create new jobs.
Analysis: Electric Vehicles and
Alternative Fuels
Battery technology has greatly expanded in
recent years, and in the next ten a drastic
expansion of EV batteries is expected to
occur. These advances will also bring about
cheaper development and sale costs for EVs,
whose prices are expected to drop to meet
those of combustion vehicles before 2030.
States across the country are preparing for
this expansion of EV use and the necessary
accompanying infrastructure, within all
affordable battery technology, greater
modes of transportation, including personal
prevalence of charging infrastructure, and
vehicles, transit, and fleet vehicles. EVs can
improved grid resilience, Texas will be able
bring benefits and flexibility to the
to best prepare its EV ecosystem for the
transportation sector, as they can be
future.
charged almost anywhere—at home, at the
office, or on the road. The expansion of
charging infrastructure requires significant
planning and coordination among several Case Studies: DART and
agencies necessary for implementation and
operation. These include electricity Proterra
providers, utility commissions, charging
Key Takeaways: Electric fleets are
infrastructure providers, and leadership
becoming an increasingly higher priority
across jurisdictional boundaries. Texas has
for transit authorities. Early deployments
some incentives for alternative fuel use
can provide critical information on
adoption on both the city and state level.
performance, charging and logistics, and
Texas can utilize existing efforts by the four
lifecycle costs.
clean cities coalitions, including San
Antonio, DFW, Houston-Galveston, and
Beginning July 2018, Dallas Area Rapid
Central Texas. These plans can guide the
Transit (DART) acquired and deployed
goals and scope of a statewide or regional
seven electric Proterra buses. The cost was
EV charging platform. There are four power
offset by a $7.6 million grant from the
grids that provide and manage electricity
Federal Transit Administration (FTA) low-
for the state; the largest of these is the
or no-emission vehicle deployment
Electric Reliability Council of Texas
program to help defray upfront costs.
(ERCOT), which provides 85% of the state’s
Announced in 2015, within a year that
electricity. Proper coordination and
program dispersed more than $54 million
planning between municipalities and grid
nationwide. FTA grants have also assisted
operators is pivotal for a successful
many other major metropolitan centers in
deployment. By planning for more
purchasing EVs, totalling over $84 million

in funding that included $2 million in only 10 minutes. Then, at night or during
funds for VIA Metropolitan Transit in San maintenance activities, these buses can plug
Antonio. Each bus costs roughly into one of two plug-in depot chargers that
$970,000, which is nearly twice the cost are located at the bus operating facility.
of natural gas buses, though proponents Initially, DART hosted ChargePoint
argue this cost is more than made up in chargers, though for increased capacity and
maintenance and gas savings. DART more reliable systems they were eventually
began using these electric buses on the D- replaced with Proterra, which increased
Link, route 749, which connects the capacity 20 to 30%.
convention center and Southwestern
Medical District/Parkland stations,
among other destinations. Major
Continuation and Scaling
organizers throughout this project were DART has significant plans for the future
DART, Oncor (electric provider for the expansion of electric bus and system
DFW area), the City of Dallas (to infrastructure, coordinating grid impacts,
coordinate placement of charging longer-range buses, and charging
infrastructure on public land), and infrastructure. Beginning the next phase
Proterra to provide the buses. likely by 2022 or 2023, there is some
discussion of obtaining smaller vehicles,
particularly fuel-support vehicles. Planned
Technical Details for 2025 is a more comprehensive scheme
When preparing for this deployment to replace roughly 85 buses with EVs if they
DART commissioned the Texas A&M meet the determined range requirements.
Transportation Institute to conduct a While D-link operations proved the utility
study before and after deployment of of an EV bus, DART is looking to acquire
these vehicles, beginning 6 months before Proterra’s long-range buses moving
deployment and concluding 6 months forward. Beyond expanding the number of
after, in October of 2019. When looking at buses, DART is collaborating with Oncor to
similar routes to the D-link, which was establish both efficient charging times and
used as a sort of test route within the best practices for meeting charging needs as
downtown area, the study revealed some fleet size expands. In expanding public
savings with these EV buses, largely due charging infrastructure, DART is looking to
to energy consumption. The study create a model similar to that of San
assumed at least 12 years in operation. Francisco, who partnered with Tesla for its
This cost saving was further refined by EV fleet expansion.
avoiding charging during peak demand.
The D-link is an 8-mile route, and

Lessons Learned
currently the system has five electric DART gained much experience through the
chargers, two of which are overhead fast- “learn as you go” deployment. While
chargers stationed at the Convention Proterra offered field representatives, DART
Center Station. These fast-chargers enable chose to conduct its maintenance activities
the buses to charge via roof-mounted in-house to become familiar with the new
charging docks while waiting for
customers, and reach a 90% charge in
technology. Other lessons learned include: Continuation and Scaling
• The smaller scope of the D-link pilot Initially, ensuring infrastructure was in
provided valuable insights for a larger- place was one of the largest challenges the
scale future deployment. City of Denton faced, as the city offered few
charging facilities. The city council has been
• DART is collaborating closely with a driving force for these EV adoptions, and
Oncor to assess grid impacts of a wider the City has seen great success, including
deployment. cost effectiveness, as maintenance costs are
• DART’s forward-looking leadership greatly reduced. Further, users enjoy the
enabled a successful integration of driving experience. Both a supportive city
electric technologies and has well council and promising outlook on cost
prepared the agency for the future. prospects make further EV adoption
enticing on the municipal scale. As a more
comprehensive network citywide for
Case Study: City of Denton, TX charging would be helpful, the next step is
to expand services and infrastructure to all
Key Takeaways: The City of Denton is city facilities. EV use has been more
advancing knowledge of EV fleet challenging in some departments, including
ownership and management. The City’s those that use pickup trucks. Moving
alternative fuel investment and plans are forward, for the state to play a more helpful
aimed at, among other objectives, role would be to expand EV infrastructure
addressing carbon emissions from on state-level corridors.
transportation sources.
The City of Denton began their efforts

Lessons Learned
for alternative fuel vehicles beginning For a city beginning to install this EV
in the early 2000’s with hybrid vehicles. infrastructure, understanding what all goes
Beginning 2013 the City purchased their into charging infrastructure is particularly
first plug-in EV, and expanded this fleet helpful. Cities should use a blueprint or
further in 2018. These vehicles are currently some common method for implementation.
used for community services, as department Almost all of the push occurred at the city
staff move around the city. For example, level; a state-level initiative may be helpful
meter-reader staff use these EVs to travel to for creating such a blueprint. Beyond the
work sites. What makes the City of Denton installation aspect, users also should be
unique in its deployment of these vehicles is educated on the benefits and use of this
the use of their own electricity for charging infrastructure, to overcome concerns such
them, which essentially allows the City as range anxiety. In Denton, overall it was
more control over their own charging rates, found that users liked the EV driving
and the network as a whole. experience. The state is working to install a
corridor EV infrastructure expansion of the
network, which will ease implementation
for cities.

Case Study: San Francisco MTA can be configured in a way that can grow
incrementally as demand increases. This
+ ChargePoint flexibility allows for a range in the amount
of EV buses, but also the type of fleet,
Key Takeaways: The SFMTA and
including trucks. In terms of operation and
ChargePoint partnership offers a pathway
management, ChargePoint will also provide
to advancing the transit authority’s
the software solutions to manage the fleet, as
transition to electric busses by providing
well as the project management for
charging infrastructure and management
installing all EV infrastructure of the site.
software for better operational efficiency.
As part of a Federal Transit Administration

(FTA) Bus and Bus Facilities Infrastructure
Investment Program, the San Francisco
Municipal Transportation Agency (SFMTA) Short-Term
was awarded $3.6 million late 2018. SFMTA Short-term recommendations include
oversees all ground transportation within the need to keep informed on national
the city, and this grant can provide funds legislation regarding right-of-way charging
to modernize bus facilities, support critical regulations. In addition, as alternative fuel
operator training, and begin development of vehicles become more popular, decision-
new EV infrastructure to set the stage for makers will need to evaluate and consider
future expansion. In 2019 SFMTA alternative transportation revenue sources
announced a partnership with ChargePoint to replace fuel tax revenues. Finally, agencies
to support the agency’s transition into EVs. should plan to include electricity under the
Part of this grant is working to renovate the definition of vehicle fuel to maintain funding
Woods Bus Yard, which will implement sources.
utility upgrades that prepare for this fleet
electrification, which will have funds
matched by funds from SB 1 State of Good Long-Term
Repair Funding. These EVs are expected to Long-term recommendations include
hit the streets in late 2020. the need to keep informed on evolving
battery technologies and infrastructure
requirements, as these will have a
Technical Details considerable influence on adoption rates.
Renovation of the Woods Bus Yard will Agencies should continue planning and
support 99 electric buses, and with adjusting alternative revenue sources, and
ChargePoint’s assistance the foundation will ensure major corridors and feeder routes
be set to pave the way to the transformation are equipped with operational charging
of their entire 800-plus bus fleet by 2035. infrastructure.
This project includes nine ChargePoint
Express Plus DC fast charging stations, with
power that is supplied by nine ChargePoint
Power Blocks. These charging blocks

Deep Dive:
Unmanned
Aerial Systems
UNMANNED
Maturity Scale
AERIAL SYSTEMS Concept Operational
KEY TAKEAWAYS
Unmanned aerial systems (UAS) stand to
significantly impact every facet of the transportation Short-Term. Coordinate state and local agencies to
sector. Drone technology is being developed for a prioritize use cases in public safety and package delivery.
wide variety of uses, including public safety, freight, Long-Term. Investigate air space management for
and passenger travel. Whether it is natural disaster wide-scale operations.
response or delivery of critical supplies, Texas is Featured Case Studies
• NCDOT
looking to the sky to eliminate major inefficiencies • Prime Air Delivery
and constraints associated with ground travel. • Zipline
USE CASES
The versatility of UAS provides a wide array of • Infrastructure Inspections. For bridge and rail,
technology applications to consider in the near drones may be used to inspect critical assets.
future. Drones offer a diverse array of benefits • Medical Supply Delivery. UAS may be
across transportation, public safety, and medical deployed for medical purposes, expediting the
sectors. delivery of critical supplies and operations such
as blood transfusions.
• Last-Mile Package Delivery. Packages can be • Urban Air Mobility. Companies are designing
delivered more quickly and efficiently, vehicles and business models for urban air
eliminating contribution to local traffic. mobility to carry passengers between key
• Traffic Incident Reconstruction. Drones destinations within the city, having implications
equipped with LiDAR technology are being used for congestion and land use.
for incident reconstruction.
quickly clear travel lanes. Tech Utilization Plan• 33
unmanned aerial devices/systems. The
Analysis: UAS aviation division identified a wide array of
use cases, including job site documentation,
The versatility of drones provides a wide
hurricane response, and traffic incident
array of tech applications for public agencies
reporting. By identifying use cases, NCDOT
to consider. Drones are being developed for
was able to identify limitations in the
uses spanning from on-demand mobility
technology.
to public safety. UAS differs from ground
vehicles in that the regulatory landscape
One of NCDOT’s objectives was to discern
is rather nebulous. The Federal Aviation
what regulatory power the state had in
Administration (FAA) announced Part 107
relation to unmanned aerial devices. While
in 2016, a set of rules and certification
the FAA retained control over air space,
required for commercial drone operation in
NCDOT was able to regulate ground safety,
the U.S. Part 107 set operating parameters
privacy, and controlled take-off and landing
for drone use including a maximum weight
on state property. By identifying regulatory
of 55 lbs, maximum altitude of 400 feet
power at the outset, NCDOT was able to
above ground level, and maximum ground
build a strong framework of policies that
speed of 100 mph. Most notably, Part 107
paved the way for drone deployment.
limits drone usage to daylight hours,
requires that UAS remain in the line of sight
In 2016, NCDOT began requiring commercial
of the operator at all times, prohibits flying
and government drone operators to obtain a
over people, and requires operators to yield
state permit. The license program requires
right-of-way to other aircraft. While
that operators must have a valid airmen
personal use is common, public and private
certificate from the FAA, successfully
agencies are still navigating what policies
complete a knowledge and safety exam, be at
and uses are most relevant and effective for
least 16 years old, and register their UAS with
UAS deployment.
the FAA.
In 2018, North Carolina was selected as one

Case Study: NCDOT of 10 participants in the FAA’s UAS
integration pilot program. The pilot program
Key Takeaways: NCDOT and its Aviation
is an opportunity for state, local, and tribal
Division are leading the way in organizing
governments to partner with the private
at a state level to safely deploy drones for
sector in order to study and collect data on
public agency applications and managing
the efficiency of drone programs. NCDOT’s
the airspace.
participation in the program entails using
UAS to deliver medical supplies, provide food
The North Carolina Department of
delivery service, and conduct infrastructure
Transportation (NCDOT) first considered
inspections.
UAS as an emerging technology in 2013,
initially studying agricultural use cases. In
2014, NCDOT created an aviation division Partners
with programs and initiatives specifically for NCDOT established an array of partnerships
that allowed the agency to successfully

develop and deploy UAS initiatives in a resulted in extended highways closures and
relatively short amount of time. When travel delays. The study aimed to explore the
NCDOT began researching drones in 2013, possible benefits of deploying lidar-equipped
it was an exploratory attempt to decipher UAS to digitally reconstruct the crash site. The
the limitations and opportunities of agencies conducted a simulation experiment
emerging technology. UAS quickly became in which two teams from the NCSHP-CRU
a bigger priority due to the technology’s worked to clear a simulated crash site using
versatility and potential. To make a the traditional method and UAS respectively.
successful drone program, NCDOT decided NCDOT was able to determine that UAS
to focus on personnel, education, and was capable of reconstructing the scene to
research, creating a special division for a comparable level as traditional methods and
UAS and aviation in 2014. This legitimized that UAS took much less time to do
the agencies goals and allowed NCDOT to so. By creating a data-driven evaluation of the
discover and develop relevant use cases, and potential use case, NCDOT was able to
in turn develop better policies and develop a prioritize drone operations for traffic incident
dialogue with the FAA. reconstruction.
As part of the FAA’s UAS pilot program,

NCDOT has collaborated with private
Lessons Learned
companies in order to improve UAS NCDOT has developed a robust program
operations. For example, NCDOT partnered for UAS deployment. It has established a
with Apple to integrate Apple Maps and model framework of policies and operational
T-Mobile to access the company’s 4G protocols. It is uniquely positioned to do so as
LTE network. Other industry partners the DOT has oversight on operational permits.
include Matternet, Zipline, UPS, and NCDOT is leading the way in identification of
WakeMed, which collaborate to develop and relevant transportation system use cases and
research UAS delivery of medical supplies. forms partnerships with research and industry
NCDOT has also worked with federal and partners to leverage knowledge.
state agencies like the FAA and North
Carolina State Highway Patrol (NCSHP)
to develop use cases, such as traffic
incident reconstruction and infrastructure Case Study: Prime Air Delivery
inspections.
Key Takeaways: The limited trial of package
delivery by drone from Amazon in Las Vegas
Metrics and Evaluation is one of the earliest of its kind. Many
NCDOT collaborated with NCSHP’s unknowns exist, and it is expected that
Collision Reconstruction Unit (NCSHP- package delivery is still a far-off applications.
CRU) and the Governor’s Safe Highway
Program to research the capability and Amazon plans to deploy UAS as a means
potential for UAS and traffic incident of last-mile package delivery in Las Vegas, NV.
response. Prior to the study, NCDOT and In 2019, Amazon announced that its Prime
NCSHP-CRU reconstructed collisions Delivery effort had been issued a
utilizing time-consuming methods that

special airworthiness certificate from the FAA Novant Health, in collaboration with
allowing the company to operate its MK27 Zipline and NCDOT, has launched
unmanned aircraft in authorized flight areas. drone operations for personal protective
equipment (PPE) delivery in response to
The one-year approval, with the opportunity the Covid-19 pandemic. The venture is the
for renewal, allows Amazon to test non- first to receive a Part 107 exemption from
commercial deliveries. the FAA, allowing UAS to fly in airspace
previously restricted to manned aircraft.
The drones follow two routes between
Technical details Novant Health’s emergency drone
The MK27 drone will be able to fly up to 15 fulfillment center in Kannapolis and a
miles and deliver packages under five pounds. medical center in Huntersville. The 32-
Amazon has identified that roughly 75 to 95% mile flight is currently the longest
of the company’s deliveries fall within these approved route for delivery drones in the
constraints. US. It is also the first emergency drone
operation to help respond to the pandemic.
The drone is able to detect hazards when
airborne, utilizing a combination of thermal The drones deployed by Novant Health
cameras, depth cameras, and sonar. Onboard carry loads up to four pounds, travel up to
computers can automatically identify obstacles 80 mph, and have a total range of travel of
and avoid them with machine learning models. 100 miles. Over the next two years, the
The rotors are fully covered, serving as wings partnership plans to provide a blueprint
during sustained flight. The drone has six for more resilient, responsive healthcare
degrees of freedom, rather than the typical logistics operations. The venture also plans
four, which allows for more dynamic and to expand beyond PPE delivery and carry
deliberate flight. out commercial deliveries at the local level.
Lessons Learned Partners

Despite innovative tech and industry Zipline, Inc. has successfully delivered
dominance, Amazon Prime Air delivery has medical supplies outside of the US since
yet to materialize. Executive shakeups, project 2016. The company began delivering blood
delays, and the onset of the pandemic have via UAS in Rwanda in 2016, partnering
made the future of the project uncertain. with civil aviation authorities to develop a
successful model. Since then, the company
has expanded operations to Ghana,
Case Study: Novant Health and delivering blood, vaccines, and medicines;
Zipline, Inc. Zipline currently has plans to expand

operations to India and the Philippines by
the end of 2020.
Key Takeaways: Zipline and similar
companies may provide critical just-in-time In 2019, Zipline partnered with the US
delivery of medical supplies using drone
delivery—especially in traffic incident and
injury scenarios.

Department of Defense in order to develop public agencies with their drone
UAS operations for disaster response deployments. In 2018, Texas DPS launched
purposes. The company delivered hundreds of its Public Safety UAS program. The
mock blood samples throughout 2019, testing department deploys UAS for search and
UAS operations across a series of disaster rescue, disaster response, crash
simulations. With the onset of the Covid-19 reconstruction, and communication tower
pandemic, the company’s skills were put to inspections, among other uses.
the test. The company partnered with Novant
Health, NCDOT, and the FAA in order to DPS has partnered with Dronesense to
deploy emergency drone operations in North integrate software into UAS operations.
Carolina. The partnership has fast-tracked Dronsense software collects data, streams
FAA exemptions from Part 107, allowing long- video pilot feeds in real time, and allows
distance, high-speed operations in previously DPS to manage its UAS assets across the
restricted airspace. This is significant as state. The administrative tool generates
the partnership is the first and only Part reports for financial and legislative
107 exemption, making the North Carolina purposes, and serves as a common
operation a unique test case. Over the next two platform for state and local agencies,
years, Zipline plans to develop a blueprint that creating easy collaboration across
will alter healthcare logistics. The company boundaries.
also plans expand operations to commercial
deliveries, potentially creating a model for
successful package delivery drone service
Continuation and Scaling
nationwide. Going forward, DPS has identified several
needs for a successful program. Better
training and accountability should be
Lessons Learned prioritized in order to ensure that PDS
Part 107 exemptions are possible for operators are ready to pilot UAS once an
compelling public agency use cases. emergency strikes. As the program expands
Emergency UAS operations can be a jumping and more drones are in operation, there is
off point to develop further operations. The a need to deconflict airspace, ensuring that
policy landscape is still changing and will UAS and other low flying aircraft, such as
continue to do so as adoption increases and medical helicopters, are able to detect and
technology matures. avoid each other. Lastly, DPS identified
the need for the clarification of legal terms,
such as surveillance.
Case Study: Texas Department
of Public Safety (DPS) Lessons Learned
The extensive experience and expertise of
Key Takeaways: The Texas Department the Texas DPS has shown how critical it is
of Public Safety has established a robust UAS to have established protocols, training, and
program that delivers many critical accountability. Tracking, monitoring, and
emergency and safety services. It is a model managing UAS assets requires high quality
program, and DPS is helping other Texas software for camera feed viewing, logging,

and tracking. There is a need to develop
strong policy frameworks on privacy,
security, and safe operational procedures.
Short-Term
In the short term, TxDOT should identify
and prioritize use cases for deployment of
UAS technology. The versatility of drones
provides a wide array of tech applications
for TxDOT to consider in the near future.
This includes passenger drone efforts by on-
demand mobility services, as well as freight
applications for last-mile package delivery.
Other relevant use cases to consider include
traffic incident mapping and reconstruction,
as well as other auxiliary traffic and public
safety uses.
Long-Term
In the long term, TxDOT should investigate
the changes that will stem from broad use of
UAS technology. Some examples include air
space management, infrastructure changes
needed, and impacts to the traditional
transportation network. Currently, air space
regulation of drone traffic is nebulous and it
is unclear what the impacts to infrastructure
or the network will be. TxDOT should follow
the growth and adoption of the technology
while paying special attention to regulatory
changes by federal and state actors.

Deep Dive:
Big & Open Data
BIG &
Maturity Scale
OPEN DATA Concept Operational
In the field of transportation, data can be used

to analyze and model people’s travel behaviors KEY TAKEAWAYS
in order to improve transportation networks
and systems. Combining data from different Short-Term. Develop and implement a framework
to evaluate opportunities to use big data to achieve
sources – location-based service (LBS) data from organizational goals.
smartphones, road network maps, GPS data from Long-Term. Generate privacy principles, standards,
vehicle and navigation applications, land use data, and ultimately a culture of privacy across all
and census demographics – can reveal key insights programs.
into travel patterns. To capture these benefits, Texas Featured Case Studies
• Waycare
needs a process to assess, prototype, and integrate • City of Seattle Privacy Principles
new sources into its data management practices.
USE CASES
Data can be used to address key goals of
transportation departments such as decreasing
demographic shifts and technology adoption
congestion and increasing safety. However, in order
rates can inform planning decisions.
to be effective and to gain the trust of Texans, data
privacy and cybersecurity must remain priorities. • Data Privacy. Implementing a strategic and
replicable process for collecting, storing,
• Big Data for Traffic Operations. Data can be and sharing data across an organization is
used to decrease road congestion and increase necessary to manifest a culture of privacy.
road safety by predicting potential incident • Cybersecurity. Cutting-edge data security
areas. technology is vital to keep data safe and secure
• Predictive Data Analytics for Planning. New as it is collected, stored, and shared.
data analytics tools can help transportation
40•Tech Utilization
agencies Plan growth,
anticipate population
Waycare, a technology company focused
Analysis: Big Data and on AI-driven mobility solutions for
cities, partnered with the Regional
Artificial Intelligence Transportation Commission of Southern
Nevada, Nevada Highway Patrol
Data can be used to track performance
(NHP), and the Nevada Department
related to key transportation network
of Transportation on a pilot project to
goals in areas such as safety, efficiency,
identify roads at high risk for accidents
and access. However, there are also some
and reduce crashes. The program resulted
risks to consumers associated with having
in a 17% reduction in primary crashes on
their mobility data collected, stored, and,
a key I-15 corridor. Waycare uses in-
in some cases, shared. Even when data is
vehicle information and municipal traffic
aggregated, sophisticated methods can often
data to analyze dangerous road
be used to match a user’s identity with their
conditions in real time. When a risk is
location. These risks have sparked a robust
identified, the partner agencies used
conversation around data privacy, security,
methods such as dynamic message
and consumer protections in relation to new
boards and high-visibility positioning of
transportation technologies.
NHP officers. In addition, when accidents
did occur, the agencies were able to
The transportation data analytics
identify incidents 12 minutes faster using
technology is ready to be fully implemented
the real-time data that Waycare collected
in Texas. The case studies below will
and analyzed.
demonstrate how TxDOT can develop
partnerships and processes in order to
effectively implement data analytics to Partners
measure progress towards its goals of safety, Inter-agency collaboration was key to the
access, and efficiency. success of implementing Waycare’s data
analytics system effectively. The NHP is a
division of the Nevada Department of
Case Study: Waycare + Las Public Safety, which coordinates law
Vegas Traffic Management enforcement activities across the state.
NHP shares a dispatch location with the
Center Regional Transportation Commission of
Southern Nevada’s Freeway and Arterial
Key Takeaways: Public agencies can System of Transportation (FAST). FAST
begin to develop processes that allow and monitors and controls traffic in the
incentivize inter-agency collaboration. southern Nevada region. Although the
Learning can come from limited agencies were housed in the same
implementations or pilot data analytics location, they used different software
program. Review of results and iterating systems. Waycare was able to provide a
based on findings allows for incremental common, shared platform so NHP and
learning. FAST could share real-time information
in order to respond to roadway incidents
in an expedient and prepared manner.

Continuation and Scaling need to make privacy a key value as the city
invested in new “Smart City” technologies
In 2019, NHP built on the success of and began to collect data to quantify how
the 2018 program described above by citizens were using public space and public
leveraging funds awarded through the NSC infrastructure.
Road to Zero grant program to use the
Waycare platform to identify and deploy five
strategic traffic management sites. These Privacy Principles
sites are elevated, protected platforms built Seattle is a leader in data privacy on the
in high-visibility locations along I-15 and municipal level. In 2014, community
US-95 and used to deter speeding and advocates and city council recognized the
prevent traffic incidents. Using new funding need to make privacy a key value as the city
sources and the predictive analytics invested in new “Smart City” technologies
software from Waycare, NHP was able to and began to collect data to quantify how
iterate, expand, and scale its original data citizens were using public space and public
analytics concept to cover more corridors. infrastructure. The city council and mayor
came together to address data privacy risks
Lessons Learned and build trust with their constituents
by hiring a Chief Privacy Officer and
• Develop processes that allow and create a Privacy Advisory Committee. The
incentivize inter-agency collaboration. committee, made up of stakeholders from
• Implement and pilot data analytics business, journalism, activist groups,
program or solution, review the results, cybersecurity firms, and Washington
then iterate based on your findings. University faculty, collaborated with city
• Leverage learnings from pilot projects to staff to craft a set of privacy principles. The
expand to other corridors or contexts. principles include:
1. We value your privacy

Case Study: Data Privacy in 2. We collect and keep only what we need
3. How we use your information
Seattle, WA 4. We are accountable
5. How we share your information
Key Takeaways: The foundation for an
6. Accuracy is important
effective organization-wide data privacy
program is the development of privacy
Once the principles were created, the city
principles through a collaborative process
council and mayor adopted them in a city
with internal and external stakeholders.
ordinance and designated resources to
The principles can only be operationalized
operationalize them across 38 departments
when the necessary resources are allocated
of Seattle’s city government. The privacy
for the program.
team performs risk analysis, consultation,
and works with all city departments to
Seattle is a leader in data privacy on the
mitigate privacy risk. The office of privacy
municipal level. In 2014, community
has been integrated into all purchasing,
advocates and city council recognized the
project management, and program

development activities. The keys to Seattle’s Long-Term
success in implementing and
operationalizing these privacy principles TxDOT has the opportunity to generate
have been conducting interdisciplinary momentum following the security event
team building, allocating significant in the spring to rethink and retool their
resources towards this effort, and creating a approach to privacy and security. Following
culture of data privacy and security with best practices around organization
ambassadors who work in each department. governance of data privacy, first take
They create accountability and transparency stock of privacy and security norms and
by informing citizens what data they collect protocols across the agency and develop
and issuing quarterly reports that an intradepartmental task force to develop
communicate their progress towards living privacy values, standards, and ultimately
out the privacy principles. a culture of privacy across all programs.
This effort will require coordination within
multiple internal divisions and public
Lessons Learned engagement with stakeholders in industry
• The foundation for an effective and academia. Create a process that
organization-wide data privacy program embraces innovation and nimbleness,
is the development of privacy principles while also providing built-in checks and
through a collaborative process with balances when adopting new technologies
internal and external stakeholders. or programs.
• The principles can be operationalized
only when the necessary resources are
allocated for the program.
Short-Term
Develop and implement a framework and
rubric to evaluate opportunities to use big
data to achieve organizational goals. Based
on the implementation of select pilot
projects, create an implementation plan to
scale those particular use cases along
multiple corridors across the state. This
approach will create a process and pipeline
for best use cases and opportunities for
impact.

Deep Dive:
Mobility-as-a-service
MOBILITY-AS-
Maturity Scale
A-SERVICE Concept Operational
The concept of Mobility-as-a-Service (MaaS) KEY TAKEAWAYS

includes planning for and buying mobility services
based on consumer needs instead of buying the Short-Term. Facilitate a working group to collaborate
and share MaaS approaches across the state.
means of mobility. The realization of this concept
requires a single app or website where users can Long-Term. Scale resources to transit services for
MaaS pilot projects.
plan trips using a variety of modes and purchase
Featured Case Studies
the tickets for each of those modes with a single • Houston ConnectSmart
account. To meet the variety of consumer needs, • Central Ohio Transit Authority (COTA)
Texas can take steps to integrate multimodal • Kansas City Area Transit Authority (KCATA)
• Congestion Pricing
transportation options into a single platform.
USE CASES
MaaS envisions a system in which residents • Zero Fare Transit. Zero fare transit offers
do not need to own a car to meet their travel mobility services to users without traditional
needs; instead, they can use a variety of fares.
modes to complete trips via one interface that • Congestion Pricing. Drivers pay a fee in order
allows for comprehensive trip planning and to access certain dense areas of a city in order
integrated payment. to decrease congestion, among other positive
outcomes.
• Trip Planners and Integrated Payment. Trip • Public-Private Partnerships. Transit providers
planning and integrated payment systems can partner with TNCs or others to offer
provide a more seamless, streamlined solution paratransit services ansd integrated planning
for customers to access multiple mobility and payment systems.
services.
payment in addition to integrated trip
Analysis: planning.
Mobility-as-a-service
The concept of Mobility-as-a-Service
Case Study: Integrated
(MaaS) has been described by Dr. Maria
Kamargianni as one that includes “buying
Trip Planning; Houston
mobility services based on consumer needs
instead of buying the means of mobility.”
ConnectSmart
The realization of this concept requires Key Takeaways: Marketing and outreach of
a single app or website where users can new technology is key in order to influence
plan trips using a variety of modes and individual travel behavior and congestion;
purchase the tickets for each of those modes data gathered from adoption can be used for
with a single account. MaaS envisions a planning purposes.
system in which residents do not need
to own a car to meet their travel needs; Integrated trip planning systems are strategies
instead, they can use a variety of modes that TxDOT and other public and private
to complete trips via one interface which organizations providing transportation
allows for comprehensive trip planning and options can use to provide a more seamless,
integrated payment. With the USDOT streamlined solution for customers. For
rollout of the Complete Trip–ITS4US example, TxDOT Houston partnered with
Deployment Program, it is clear that the Metropia, a mobile computing technology
concept of complete trip planning will company, to integrate Active Demand
begin to become more of a priority in Management and Transportation Systems
the US context. Designed to address the Management and Operations with multi-
lack of transportation options for all, the modal demand and mobility management.
Complete Trip program will “provide The goal of this integrated system is to
more efficient, affordable, and accessible enhance the safety, reliability, and efficiency
transportation services for people with of Houston’s regional transportation system
disabilities, older adults, and other by reducing congestion and maintaining
underserved communities.” The pursuit of quality of life and economic vitality. The
a MaaS program in Texas with innovative ConnectSmart app provides users with
partnerships and technologies will make currently available and emerging mobility
the state competitive in securing resources options within a single, convenient platform.
through Complete Trip–IT4US. Like most The ability to chain together those services,
jurisdictions across the country and the including bus, taxi, rideshare, light rail,
world, Texas may not have the technological bikeshare, and more—right within the app—
capacity or readiness from the private will increase user access to all local modes for
sector to fully implement a comprehensive a seamless experience. It also provides data
MaaS solution; however, in the short term, to TxDOT Houston about how people are
the adoption of integrated trip planning planning trips and choices they make related
technologies is a realistic goal. Long-term to travel behavior.
solutions should aim to include integrated

The positive outcomes of the ConnectSmart indicated that they would be more likely to
program include strengthening partnerships ride transit if there were a cashless payment
among Houston regional transportation option. The integrated payment system has
agencies; allowing users to discover the added bonus of expediting the boarding
sustainable mobility options; increasing process, which can reduce delays and help
opportunities to proactively influence the to ease traffic congestion. COTA also
traffic network and conditions; providing provides an option for riders who do not
real-time system information like travel have access to a smart phone, called a
times, delays and crashes; and optimizing “Connector Smart Card”, which they can
special event and work zone management load with cash in person, online, or over the
through real-time push alerts. phone. To pay a fare, riders swipe their pre-
loaded Connector Smart Card at the fare
box. With this system, commuters can
Lessons Learned identify whether bus, train, or Lyft would be
• Marketing and outreach of new faster and can also utilize other options,
technology is key in order to influence such as scooter or bicycle, to make last-mile
individual travel behavior and connections and pay within one application.
congestion.
• Data gathered from adoption can be used
for planning purposes. Lessons Learned
• Key challenges include coordinating
policy, governance, financial
Case Study: Integrated management and acquisition.
• Management of the integrated system
Payment; Columbus will require additional resources for
COTA, including hiring additional staff
Key Takeaways: key challenges include to monitor the system and analyze
coordinating policy, governance, inancial performance.
management, and acquisition.
Management of the integrated system will
require additional resources for COTA, Case Study: Kansas City Area
including hiring additional staff to monitor
the system and analyze performance. Transit Authority
In 2019, the Central Ohio Transit Authority Key Takeaways: The rationale for the
(COTA) launched the COTA Connector, a program was based on the view that
mobile app that allows riders to transfer transportation service should be accessible
money from a bank or credit card to a for all riders, not just downtown riders.
“Connector account” that can be used to Communicating the program as “Zero
purchase pay transit fare. Riders can scan Fare” instead of “Free Transit” was pivotal
the Connect app on their smart phone on in gaining support for the initiative.
the bus fare box to pay for the ride. COTA
Connect was implemented as a way to In December 2019 the Kansas City, Missouri
attract more choice-oriented riders, who city council voted unanimously on a free-

fare bus transportation plan that will cost Continuation and Scaling
the city approximately $8–9 million
annually. The goal, as stated by the Kansas The city is rolling out zero-fare service
City mayor, is to “build up a culture of bus incrementally as funding allows, so that they
riding.” Past experiments of free transit can monitor ridership and make sure they
in the United States took place in the are able to support a possible increase in
1970s and 1980s with cities like Denver ridership. So far, fares have been eliminated
and Austin experimenting with subsidized on one fixed-route bus as well as for student
transportation. While the experiment and veteran riders.
increased ridership, it did not change how
frequently people traveled by car, nor did Lessons Learned
it increase mobility for residents who were
• Communicating the program as “Zero
unable to transport themselves or pay for
Fare” instead of “Free Transit” was
public transit. It is unclear how this change
pivotal in gaining support for the
will impact ridership, given that most
initiative.
studies, like the one produced by Transit
• The rationale for the program was based
Center, indicate that the top priority for
on the view that transportation service
most transit riders is how frequent and
should be accessible for all riders, not
reliable a system is, not its price. However,
just downtown riders.
the free fare program in Kansas City was
• The greatest challenge for this program
based on an equity framework, values
is securing adequate funding.
that the mayor and transit authority CEO
support. The policy was embraced after
the zero-fare downtown street car project
was implemented four years prior. This
catalyzed the rationale that all transit riders,
Case Study: Congestion Pricing
not just those who live or work downtown, Key Takeaways: Congestion pricing is a
should have access to zero-fare transit as tool that is being explored in a handful of
well. communities in the US. While it may be
helpful to change travel behavior, concerns
Funding Model about equity remain unaddressed.
The total cost for KCTA to implement zero-
The concept of congestion pricing is to
fare service will be around $8 million per
charge a fee to drivers who want to access
year. The 2020 city budget designates $4.8
roads in certain dense areas of a city, with
million to support zero-fare transit. The
an aim to decrease congestion, speed travel,
plan is to make up the difference through
fund and improve public transportation,
private funding, of which at least $1 million
reduce air pollution, and achieve better
has been secured through sponsorship by
public health outcomes. London,
BlueCross Blue Shield.
Stockholm, Milan, and Singapore have
implemented congestion pricing and
American cities such as New York City,
Seattle, and Los Angeles are considering
congestion pricing policies of their own.

Metro-North and Long Island Railroad
improvements.
Seattle
Seattle is considering four different models
for congestion pricing: cordon pricing,
area pricing, fleet pricing, and road usage
pricing. Cordon pricing entails charging
drivers as they cross a certain boundary.
Area pricing is a pricing program in which
drivers are charged when they enter an area
in addition to another charge based on how
long they continue to drive within that area.
New York City Fleet pricing is a model that sets different
The New York State Legislature and fees for different types or classes of vehicles.
Governor Andrew Cuomo proposed and For example, commercial vehicles could
agreed to charge a fee for motor vehicles be charged a different rate than private
entering Manhattan south of 61st street as vehicles or taxis. This model could be used
soon as January 1, 2021. The Metropolitan in tandem with other pricing programs.
Transportation Authority’s Triborough The fourth model, known as the road usage
Bridge and Tunnel Authority (TBTA) would charge, is a mileage-based fee, which would
implement a congestion pricing program in charge users based on VMT rather than
partnership with the New York City crossing a certain boundary or zone. This
Department of Transportation. The model, however, would be hard to enforce
Regional Plan Association published or scale.
a report that outlines two options for
congestion pricing in New York City. The
first option is a “Flat Fee” model where
drivers would pay $6.12 to enter the busiest
part of Manhattan between 5am and 11pm.
The zone would include every street south of
60th Street. The second option is a “High
Peak Period” model, which would charge
drivers up to $9.18 during the busiest times
of the morning and evening. In both
models, trucks would be charged more
because they cause more traffic and
pollution. Taxis and ride share would be
exempt from the model because they Los Angeles
already pay a congestion pricing surcharge
Los Angeles is considering a congestion
as a part of their existing operating
pricing model in which drivers are charged
agreements. Proceeds from the congestion
a $4 dollar fee during rush hour if they
fees will go towards capital projects for
subways and buses, as well as
enter the city’s most gridlocked areas—the and responsibilities; and 4—integration
space between two intersecting freeways of societal goals. This framework provides
in western LA and eastern Santa Monica. the basis for TxDOT to develop a strategy to
The money raised from the fee would be encourage adoption of policies and
used to increase mobility via transit and technologies that advance Texas from 0 to
subsidize access to the area for low-income 4. Different cities in Texas are currently
drivers. The study conducted by the between the 0 and 1 MaaS typologies. In
Southern California Association of order to encourage movement into levels 2,
Governments (SCAG) found that incoming 3, and 4, TxDOT and other public agency
traffic to the tolled areas would decrease 9% partners can set policy and allocate
during rush hour. Similar decreases were resources in order to create an environment
found in travel times and greenhouse gas where MaaS may be viable in the future—for
emissions, with each dropping about 20% example, tactics such as the revision of
from current levels. The study fiscal policies and the redistribution of
acknowledges the political barriers to subsidies towards transit on a municipal
implementing congestion pricing in and state level. They can support the
Southern California and cites polls showing diffusion of MaaS by providing exemptions
only 30 to 40% of respondents are from congestion charges, altering parking
favorable towards congestion pricing. regulations, and allowing shared cars to
travel in bus lanes, among other policy
shifts. Furthermore, they can use their
Final Recommendations influence with cities in order to encourage
integration of MaaS into local policy
objectives by employing tactics such as
Short-Term using dynamic road charging in dense areas.
Create a survey targeted to transportation
professionals across the state to gauge
interest and agency capacity for MaaS
solutions. For interested agencies,
help facilitate a working group in the
“communities of practice” model to share
approaches across the state.
Long-Term
In an article called “A topological approach
to Mobility-as-a-Service: A proposed
tool for understanding requirements and
effects, and for aiding the integration of
societal goals,” Sochor, et al. enumerate
four typologies of MaaS integration, which
build off of each other: 0—no integration; 1
—integration of information; 2—integration
of booking and payment; 3—integration of
the service offer, including contracts

technology, the Task Force has conducted
CONCLUSIONS an assessment of goals and barriers,
synthesized lessons learned from case
Texas transportation is rapidly evolving
studies, and proposed recommendations
and emerging technologies will continue
on technology utilization pathways. The
to play a significant role in generating
Task Force will continue to monitor
safety, mobility, and economic benefits.
trends and developments related to
In particular, the Texas Technology Task
these six technologies as well as new
Force has identified six technologies:
additions to the emerging technology
automated vehicles, connected vehicles,
portfolio, publishing updates on an
electric vehicles, unmanned aerial
annual basis. Overall, the Task Force and
systems, big data and artificial
Technology Utilization Plan will serve as
intelligence, and mobility-as-a-service -
strategic resources as TxDOT considers
with transformative potential. For each
different technology investments.

References
1. https://waycaretech.com/publication/waycare-reduced-primary-crashes-by-17-percent/
2. Kamargianni, M., Li, W., Matyas, M., & Schäfer, A. (2016). A critical review of new mobility
services for urban transport. Transportation Research Procedia, 14, 3294-3303.
3. https://www.its.dot.gov/its4us/index.htm
4. https://www.vox.com/the-goods/2019/12/17/21026425/kansas-city-free-bus-system
5. https://uspirg.org/blogs/blog/usp/zero-fare-transit-kansas-city-case-study-free-public-
transportation#:~:text=In%20the%202020%20budget%2C%20which,%244%20
million%20in%20private%20funding.
6. https://uspirg.org/blogs/blog/usp/zero-fare-transit-kansas-city-case-study-free-public-
transportation#:~:text=In%20the%202020%20budget%2C%20which,%244%20
million%20in%20private%20funding.
7. http://library.rpa.org/pdf/RPA-CongestionPricingNYC_GettingItRight.pdf
8. https://seattle.curbed.com/2019/5/29/18643057/seattle-congestion-pricing-report-tolls
9. https://www.governing.com/topics/transportation-infrastructure/gov-congestion-pricing-
los-angeles-new-york.html


Untitled

Uploaded by

Copyright:

Available Formats

Untitled

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Untitled

Uploaded by

Copyright:

Available Formats

Technical Report Documentation Page

1. Report No. 2. Government 3. Recipient’s Catalog No.

Contributor: Andrea Acevedo

CTR Technical Report: 0-6999-21

Patent Disclaimer: There was no invention or discovery conceived or first actually

Research Supervisor: Kristie Chin, Ph.D.

ii•Tech Utilization Plan

Texas Technology Task Force 5

iv•Tech Utilization Plan

Unmanned Aerial Systems 32

Big Data and Artificial Intelligence 39

Tech Utilization Plan• v

2•Tech Utilization Plan

Constraints on Public Resources

Tech Utilization Plan• 3

Understanding Impacts & Trade-offs

Facilitating Safe & Appropriate

4•Tech Utilization Plan

Transportation leadership and

TxDOT staff - practitioners from

Public agencies - other state agencies

6•Tech Utilization Plan

Tech Utilization Plan• 7

Next Generation Vehicles

• Automated Vehicles Information & Communication

Materials & Service-Based

Tech Utilization Plan• 9

Strategic Priority Socioeconomic,

Figure 2: Task Force People, Portfolio, Plan, and Process

Tech Utilization Plan• 11

Figure 3: Technology Utilization Plan Phases and Timeline

•Tech Utilization Plan

VEHICLES Concept Operational

Readiness Index Policy Deployment Research Public Education

Legend: =High Priority =Needs Work = Not Urgent

GOAL ALIGNMENT BARRIER ASSESSMENT

Negative Impact Positive Impact No Barrier Major Barrier

Case Study: Nuro AI Technical Details

Tech Utilization Plan• 15

16•Tech Utilization Plan

Tech Utilization Plan• 19

Maturity Scale - DSRC

Readiness Index Policy Deployment Research Public Education

GOAL ALIGNMENT BARRIER ASSESSMENT

Negative Impact Positive Impact No Barrier Major Barrier

22•Tech Utilization Plan

24•Tech Utilization Plan

Several local agencies (City of Austin, City

Anticipating reductions in the cost of battery

Readiness Index Policy Deployment Research Public Education

GOAL ALIGNMENT BARRIER ASSESSMENT

28•Tech Utilization Plan

The D-link is an 8-mile route, and

The City of Denton began their efforts

30•Tech Utilization Plan

As part of a Federal Transit Administration

Tech Utilization Plan• 31

AERIAL SYSTEMS Concept Operational

Readiness Index Policy Deployment Research Public Education

Legend: =High Priority =Needs Work = Not Urgent