EMERGING TECHNOLOGIES

RESPONDING TO EMERGENCIES AND OPERATING DURING POWER OUTAGES

Another way that NVTA will work towards being more sustainable will be to retrofit their new maintenance facility with solar panels. The solar panel system has been engineered to meet the needs of the maintenance facility and office, but will not have the capacity to also charge NVTA’s vehicles due to insufficient space for battery storage. To address this issue, an additional battery storage site will be needed to help NVTA generate solar power and store it off the grid for when it is needed to charge its electric vehicles. Since the design of the facility was completed in 2019, NVTA was able to acquire an adjacent parcel to the maintenance facility site on Sheehy Court. This adjacent facility ,which is included for funding consideration in this plan, will be developed to accommodate additional parking and to build a facility that can accommodate battery storage. Constructing a battery storage facility will not only reduce fueling costs further, but it will also provide battery backup power for NVTA vehicles during power outages. As a result of the 2019 fire season, Pacific Gas & Electric implemented a Public Safety Power Shutoff procedures, making potential power outages more likely. Power consistency is a necessary element for the success of the battery electric bus fuel transition. Even during power outages, NVTA riders depend on the bus service to access lifeline services, such as food, healthcare, employment, and education.

The battery storage facility is also a necessary resource during emergencies since Vine Transit is a first responder and can be called to evacuate Napa County residents. Without a battery backup facility, NVTA will not be able to provide this vital emergency response.

y

NVTA WILL BUILD A NEW $32 MILLION MAINTENANCE AND ADMINISTRATION FACILITY AT SHEEHY COURT IN NAPA, CA TO ADDRESS THE GROWING NEEDS OF THE TRANSIT OPERATIONS. THE PROJECT WILL ALLOW NVTA TO MAINTAIN AND EXPAND TRANSIT SERVICE FOR THE NEXT 50 YEARS.

The transportation and mobility industries are currently undergoing profound and rapid change resulting from the emergence of new technologies. These rapid changes in available transportation technologies and services represent both a challenge and an opportunity to shape Napa’s transportation network to serve the goals of equity, safety, efficiency, economic sustainability, and environmental sustainability. This chapter provides an overview of the most promising technologies for Napa, summarizes current efforts, and describes the types of investments needed to realize the full potential.

THE FUTURE OF MOBILITY: AUTONOMOUS, CONNECTED, ELECTRIC, AND SHARED VEHICLES

AUTONOMOUS

While the timeline of implementation for autonomous vehicle (AV) technology is uncertain, there is also a huge investment being made in AVs by the private sector. Some level of vehicle autonomy will be featured in the transportation system of the future.

CONNECTED

In the future, both privately-owned and fleet vehicles will increasingly become connected vehicles (CVs). CVs can communicate with the transportation infrastructure, such as traffic signals, as well as other vehicles and will enhance safety and improve traffic flow.

ELECTRIC

Electromobility refers to the development of electric-powered vehicle drivetrains intended to shift vehicle design away from fossil fuel use and reduce greenhouse gas emissions. Electric vehicles of all types, from bicycles to buses, will be available and are expected to have lower operating costs than their internal combustion counterparts.

SHARED

Shared mobility encompasses shared automobiles, ridesharing or ride-hailing services (also called Transportation Network Companies (TNCs)), short-term car rentals, docked and dockless bicycle rentals, electric scooters, and other micromobility devices that are now found in many cities.

TECHNOLOGY TO IMPROVE ROADWAY OPERATIONS

Public transportation agencies are looking to advanced communications and signaling technologies as a way to improve traffic flow and person throughput, and reduce congestion on existing roadways. Using technology to enhance traffic operations is often a more sustainable and more feasible alternative to adding more lanes to increase roadway capacity.

AUTONOMOUS VEHICLE TECHNOLOGY

POTENTIAL BENEFITS:

• INCREASE THE CARRYING CAPACITY OF

ROADWAYS BY REDUCING THE DISTANCE

NEEDED BETWEEN TRAVELING VEHICLE

• IMPROVE SAFETY BY REMOVING HUMAN DRIVER ERROR FROM THE EQUATION

• EXPAND MOBILITY TO THOSE WHO ARE

UNABLE TO PHYSICALLY OPERATE A VEHICLE

CONSIDERATIONS:

• WIDESPREAD ADOPTION OF AVS COULD

ALSO WORSEN CONGESTION WITH EMPTY

REPOSITIONING TRIPS AND BY UNDERMINING

TRANSIT USE

• TO GAIN THE FULL BENEFIT OF AV

TECHNOLOGY, THE STATE, COUNTIES, AND

CITIES WILL NEED TO INVEST IN A CONNECTED

VEHICLE COMMUNICATION INFRASTRUCTURE

AND ENHANCED PAVEMENT MARKINGS

ALONG KEY CORRIDORS

• AV TECHNOLOGY IS BEST IMPLEMENTED

IN CONJUNCTION WITH POLICIES AND

INVESTMENTS THAT PRIORITIZE TRANSIT

USE FOR LONGER TRIPS HIGHWAY SYSTEMS AND LANE MANAGEMENT

Key roadway corridors can be managed by providing additional lanes to the predominant flow of traffic, prioritizing transit vehicles, emergency vehicles or carpools, and responding to incidents and changing conditions in real time. Some of the key technologies for managing roadways are described in the following paragraphs.

Advanced Signal Technologies: With adaptive traffic signal systems, signal timing can adjust in response to changing traffic conditions using real-time detection data and algorithms, to reduce delays. Traffic signal systems can also give priority to transit or emergency vehicles. Safety for bicyclists and pedestrians can be improved with specialized detection equipment at intersections and signal timing plans that reduce conflicts with vehicles.

In the future, traffic signal systems will also be able to communicate with connected and autonomous vehicles. Transportation agencies can make available real-time Signal Phase and Timing (SPaT) data for connected vehicles. When combined with real-time vehicle and/or pedestrian status information, a number of safety- and mobility-enhancing applications can be provided, including red light violation warnings, dilemma zone protection, pedestrian-in-crosswalk warnings, and eco-approach and departure information.

Changeable Message Signs: Today’s changeable message signs (CMS) are a well-established means of providing a variety of traveler information to drivers on freeways and major roadways. They provide information about incidents, travel times to key destinations, and alternate or diversion route recommendations. Electronic roadway signs are used to provide variable speed limits, lane usage guidance (e.g.,

lane closed due to incident ahead or buses allowed to run on shoulder), or to manage reversible lanes.

In-Vehicle Signing (Virtual Changeable Message Signing):

An emerging concept to augment or even replace traditional changeable message signs is to deliver geo-targeted en-route traveler information directly to a vehicle or in-vehicle device. Leveraging the ubiquity of Internetconnected smart phones and in anticipation of the wider adoption of CV technologies, there is an opportunity to provide better-targeted traveler information to road users at a much lower cost.

In the near-term, the virtual CMS concept involves making relevant information available through a public data portal that is accessible to third-party information service providers (ISPs). These ISPs would subscribe to that data and make it available to the vehicle through a personal information device or an integrated display.

Further in the future, when CV technologies are either mandated or widely adopted, the virtual CMS concept would also use roadside radios and an application to broadcast relevant messages to equipped CVs. Such infrastructureto-vehicle (I2V) communication could also occur without a connection to a central system, which may benefit remote locations where communications capabilities are limited.

Dynamic Lane Assignment: Dynamic lane assignment reallocates road space in response to changes in demand to create a more efficient use of existing roadway infrastructure. This approach can function as an alternative to constructing more lanes by providing additional capacity to certain kinds of traffic at certain times. Examples include reversible lanes on highways and arterials, merge (or junction) control on highway ramps, and, most applicable to Napa, part-time highway shoulder use.

KEY INVESTMENTS

Advanced roadway technologies will require a supporting communications backbone and should be managed from a centralized Traffic Operations Center (TOC). These investments would not only improve typical traffic operations, but would allow for enhanced emergency operations (e.g., traffic could be efficiently directed out of Napa Valley during an emergency, such as a wildfire).

Communications Backbone: High-speed communications networks that are linked to central systems, field elements, and mobile users are the foundational capability needed to support existing and future transportation technology applications. The goal of a next-generation communications infrastructure is to enable reliable, resilient communications with sufficient capacity to support future technologies and applications that may have greater speed and bandwidth needs for data exchange.

Communications Technologies: Communications can be provided through a fiber-optic communications system and/or supplemented with wireless communications. A fiber-optic communications system provides high bandwidth and reliability, and is the gold standard for establishing next-generation communications networks.

In some situations, such as rural locations or difficult terrain, wired networks are less feasible and wireless network links can be used instead. The emergence of 5G commercial cellular networks offer the potential to access high bandwidth communications without the need to install fiber optic infrastructure (e.g., underground conduit). However, to achieve the promised data throughput levels, a relatively high density of 5G small cell towers would be required, which may be impractical in more rural or remote areas.

Coverage: Future transportation technology applications will employ some combination of processing at a central system (e.g., a management center or in the cloud), at the device in the field, with external central systems (e.g., a neighboring jurisdiction’s traffic management center), and potentially, with individual mobile users (e.g., connected vehicles).

Traffic Operations Center: As NVTA continues to incorporate more advanced technologies and infrastructure, it will become necessary to establish systems and facilities that can coordinate operations across the region. In partnership with local jurisdictions and Caltrans, NVTA plans to establish a TOC that could serve as a data collection, monitoring, and response center for key roadways in the area, as well as collaborate with other TOCs in the region.

The functions for this TOC would include monitoring and management of: y Traveler information messaging (using changeable message signs) y Traffic signal controls y Real-time corridor traffic congestion y Incidents and road conditions (e.g., identifying stalls on the shoulder that could impede bus operations) y Vehicular speeds, volumes, and occupancies y Travel times y Road closures y Weather y Evacuation and emergency response

In addition, the TOC could receive event data through various data sources, such as local police, California Highway Patrol, Caltrans, and CCTV video feeds. The information received could be reviewed, verified, and disseminated to other agencies and the public.

SUPPORTING POLICIES

y Develop a regional communications master plan to establish a communications architecture, required capabilities, identify technologies and standards, prioritize locations, and sequence improvements. y Require that as part of any roadway construction project, communications infrastructure improvements be included.

INFORMATION MESSAGING CAN ALERT TRAVELERS TO COLLISIONS OR OTHER CONDITIONS AHEAD.

TECHNOLOGY TO SUPPORT TRANSIT USE

The purpose of planning for and incorporating emerging technologies and public transportation service models is to advance the safe, equitable, and efficient accommodation of all travelers using the public transportation system and to expand transit’s role in a regional, multimodal transportation system. This section describes some leading transit industry trends, as well as technologies that NVTA is already implementing to be part of the next evolution of public transportation. Also addressed are technologies that NVTA and other transit agencies are using to optimize operations, increase safety and security, and improve transit-specific customer information.

REAL-TIME SIGNAGE

Electronic signage at bus stops and other key locations that displays accurate bus arrival information is a well-established approach to improve the transit experience and make it a more viable option for travelers.

ON-BUS TECHNOLOGY

A connected bus provides an onboard platform to interface with various vehicle systems (e.g., automatic vehicle location, automatic passenger counting, closed-circuit television (CCTV), fare payment, and vehicle sensors) and an efficient communications routing capability (e.g., 4G/5G cellular, Wi-Fi, and dedicated short-range communications) so that relevant safety, performance, and operational information can be transmitted to and from other connected vehicles, infrastructure, and remote systems. NVTA’s Vine transit has already begun extending mobile networking to its bus fleet, which can be leveraged to enhance the fleet’s connected capabilities.

Vehicle Diagnostic Monitoring: Transit agencies are increasingly deploying on-board technologies to provide better monitoring and real-time reporting of key vehicle diagnostics. Better diagnostic information improves vehicle uptime and surfaces maintenance issues earlier to minimize revenue service operation impacts. Transit agencies are beginning to deploy Internet-of-Things (IoT) mobile platforms on their vehicles to collect and aggregate vehicle sensor data and perform analytics to proactively predict and address maintenance issues.

Video/CCTV Monitoring and Analytics: Real-time video monitoring and analytics for stations, vehicles, and infrastructure provide machine learning-based surveillance and anomalous event detection capabilities (e.g., disruptive passengers, altercations, or fires). This technology is accessed remotely and is supported by high-bandwidth networks.

Transit Signal Priority: Transit Signal Priority (TSP) leverages vehicle and signal system communications to provide priority service to transit vehicles at traffic signals that improves travel times and schedule adherence. TSP works by adjusting the timing of a traffic signal’s red and green cycles to reduce the amount of time a transit vehicle spends waiting at a red light. Green times may be extended so an approaching transit vehicle can get through the intersection without stopping, or red times may be shortened so that a stopped vehicle can get moving again. Bus-only signal phases can help buses make left turns or “jump the queue” around traffic stopped at a red light.

Because the decision to grant signal priority will always remain with the signal owner, any TSP initiative or deployment will have to be closely coordinated with the operating agency, taking into consideration their operations and infrastructure requirements.

Connection Protection: Leveraging connected travelers, vehicles, and management systems, transit services can be coordinated across agencies to provide passengers with efficient connections between different lines and jurisdictions (e.g., between Vine transit and BART, Amtrak, and the San Francisco Bay Ferry). Particularly for high-volume transfer and low-frequency lines, incorporating real-time vehicle status

and connected passenger itinerary information can be used to recommend holding a transit vehicle if transfer passengers are approaching. NVTA is using similar technology now through its automatic vehicle location system. It informs riders when a bus will arrive at a stop, and for on-demand services, riders may request a ride through the Ride the Vine app and use the app to monitor when a bus will arrive.

Advanced Vehicle Safety Systems: Incorporating computer vision and other advanced driver-assistance system capabilities allow the connected bus to identify potential safety situations, provide applicable warnings to the vehicle operator, and even intervene proactively using automatic braking and steering assist. Recent pilot applications have demonstrated continual improvement in object recognition accuracy, false alert reductions, and capabilities in non-ideal environments (e.g., nighttime imaging).

Autonomous Vehicles: Incorporating AV capabilities in the transit fleet using a phased approach provides increased functionality in complex environments. Pilot programs have been deployed, such as at the Veteran’s Administration facility in Palo Alto, California. In the future, NVTA envisions AV applications for general paratransit and on-demand services.

Bus On Shoulder Running

Designed to improve transit travel times and increase the attractiveness of transit as a mode choice, bus on shoulder running allows authorized transit vehicles to use the shoulder to avoid congestion in the general purpose lanes. Bus on shoulder operations are typically used only during congested periods or when travel speeds in the adjacent lanes fall below a defined threshold. In Napa County, bus on

shoulder running is of key interest between North Napa and American Canyon Road.

Bus shoulder running may be facilitated by advanced technologies. For example, using automated short-range communications, buses running on the shoulder can provide alerts to downstream ramp meters or traffic signals to hold merging or conflicting traffic.

KEY INVESTMENTS AND SUPPORTING POLICIES

y Work to implement transit supportive technology investments as proposed in the SR 29 Comprehensive

Multimodal Corridor Plan including implementation of bus lanes, bus queue jumps and Transit Signal Priority y Continue to implement mobile networking in the

Vine fleet y Support bus on shoulder and other operational improvements that bus travel times competitive with the automobile

TECHNOLOGY TO SUPPORT ACTIVE TRANSPORTATION

Active transportation can also benefit from advancing transportation technologies. For example, enhanced video bicycle detection at traffic signals can be used to ensure that bicyclists get a green light and that it lasts long enough for them to cross the intersection. The same technology can be used to detect pedestrians in the crosswalk. In addition, some traffic signal systems can receive communications via an app on the personal devices of bicyclists, potentially creating a “green wave” timed to bicycle movements.

Transportation technologies, including traffic signal timings, can also be used to improve safety for bicyclists and pedestrians. A Rectangular Rapid-Flashing Beacon (RRFB) alerts vehicles that pedestrians are nearby with two rectangular-shaped yellow lights that flash rapidly when a pedestrian is detected by the system or pushes a button. In the future, infrastructure-to-vehicle applications may communicate directly to approaching vehicles to warn of pedestrians in a crosswalk.

KEY INVESTMENTS AND SUPPORTING POLICIES

y Implement technology solutions that support active transportation users, as identified in the latest countywide Active Transportation Plan.

VEHICLE ELECTRIFICATION

The use of electric-powered vehicles, or electromobility, reduces greenhouse gas emissions. Electric versions of all types of vehicles, ranging from bicycles to buses, will be increasingly available and are expected to have lower operating costs than their internal combustion engine counterparts.

Electric Vehicle Supply Equipment

A robust, accessible, and equitable network of electric vehicle charging stations will be necessary to support the adoption of alternatives to internal combustion engine (ICE) vehicles. Developing an electric vehicle supply equipment (EVSE) network will involve not only plans for publicly available charging locations, but also a review of local building and zoning codes to ensure that all residences and workplaces can be equipped with electric vehicle charging. EVSE can be provided at public buildings, mobility hubs, transit stations, and park-and-ride lots.

Transit Vehicle Electrification

Electric vehicles can provide transit service with significantly less greenhouse gas emissions and lower maintenance costs. While developing a transit vehicle charging strategy and planning the necessary infrastructure will be a challenge, the transition to electric fleets is mandated by law and NVTA is already working towards this goal. For more information on this important strategy see page 94.

Key Investments and Supporting Policies

y Prepare an EV charging master plan to ensure a robust public EV charging infrastructure. y Continue transit vehicle electrification planning

NEW WAYS OF DELIVERING MOBILITY

Recent years have seen a proliferation of ride-hailing, transit route planning, and shared mobility apps. Examples of these services include Uber and Lyft ride hailing, bicycle- and scooter-share services, and NVTA’s own Ride the Vine app. The trend is towards increasingly integrated services and payment methods, also known as Mobility as a Service (MaaS).

MaaS features integrated journey planning on a mobile device app or website, and can include integrated payment options or subscription pricing. The availability of a convenient menu of transportation options can reduce the need for private automobile ownership and support use of alternative transportation modes.

In Napa County, integrated payment methods will be a regional initiative, partly through the evolution of the current Clippercard system. Plans are underway to upgrade the Clippercard system and allow for payment through a card or app. MaaS capabilities will also be increasingly integrated into NVTA’s existing Transportation Demand Management program, V-Commute. Currently, the RideAmigos platform is offered to show options for carpooling, bicycling, driving, or using transit in one location. The RideAmigos app provides comparative information, such as travel time, tons of CO2 emitted, and driving cost, so that travelers can make an informed decision about their travel mode.

EXAMPLE OF MAAS

IN HELSINKI, FINLAND, TRAVELERS CAN SUBSCRIBE TO VARIOUS COMBINATIONS OF TRANSIT PASSES, BICYCLE- AND SCOOTERSHARING, CAR RENTALS, AND DISCOUNT TAXI RIDES THROUGH ONE MOBILE APP THAT INCLUDES ALL TICKETING AND PAYMENT.

ON-DEMAND TECHNOLOGIES

NVTA has taken the first steps towards MaaS with its Ride the Vine app. Ride the Vine is a platform to reserve ondemand door-to-door rides on any of the Vine Shuttles using a computer or a smartphone, instead of making phone calls for bookings. This real-time ride-hailing and dispatching service is for the general public and includes four separate systems operating within Napa County – Calistoga Shuttle, St. Helena Shuttle, American Canyon Transit, and Yountville Trolley. When there are no door-to-door requests, the shuttles provide service along a set of fixed stops, including connections to Vine Transit routes 10 and 29. NVTA also deployed on-demand services using the Ride the Vine app in the City of Napa when the community shut down because of the Coronavirus Pandemic. NVTA may maintain on-demand in all or part of the service area depending on rider demand.

This service and associated technology will continue to evolve so that one day, almost all transit trips may be served on an on-demand basis with only the express or “trunk” routes operating as a fixed route service. Algorithms for routing and serving transit trips are expected to continue to improve, offering more efficient and responsive service to transit customers. NVTA may also explore the option to integrate services with private ride hailing providers to provide supplementary service at times of unexpectedly high demand or where demand is low.

KEY INVESTMENTS AND SUPPORTING POLICIES

y Continue to offer and improve transit on-demand services y Continue to support NVTA TDM and MaaS programs, such as V-Commute y Explore public-private partnerships that utilize technologies to better serve transit users y Continue to support seamless mobility efforts with nearby transit partners to better serve Bay Area riders

PROJECTS THAT ADDRESS TECHNOLOGY

y Technology Projects to Improve Roadway Operations:

SR 29 Phase 1 – operational and multimodal improvements on SR 29 from Napa Junction to American

Canyon Boulevard such as signal technology upgrades and intersection reconfiguration y Technology Projects to Support Transit Use:

Transit Signal Priority on SR 29 and major corridors y Technology Projects to Support Active Transportation:

Lincoln Corridor Safety Enhancements (Calistoga) – bicycle and pedestrian enhancements to signal y Vehicle Electrification Projects:

NVTA Electric Bus Infrastructure

NVTA SR 29 Express Bus Enhancements

RIDE THE VINE IS USED FOR BOOKING ON-DEMAND, DOOR-TO-DOOR TRANSIT TRIPS.