Preparing Cities for an Automated Future

This report is an examination of parking, curb zones, and government service changes in the context of AVs. Given that there are very few actual AVs on the road, the analysis in this report is an attempt to project what we might see, using the current phenomenon as starting points. The report uses a mix of econometric modeling, cost accounting, and case studies to illustrate these projections. The first section of this report looks at the effects of transportation network companies (TNCs)—Uber and Lyft in particular—on parking revenue in the city of Seattle. The results of the study indicate that TNCs are having a negative impact on parking. In the second section of the report, we look at curb space use and on-street parking occupancy levels. We again find that parking occupancy levels are being impacted by TNCs. And in the last section, I use cost accounting as a foundation for examining how the cost of government services may change over time when AVs replace drivers of government-owned vehicles. The particular case in this section looks at how AVs may change the cost curve for municipal trash collection

Opportunities for Stationary Fuel Cell Applications in Ohio: Public Finance and Other Strategies

Ohio has not, heretofore, been a major player in the deployment of stationary fuel cell applications, notwithstanding its status as a leader in developing fuel cell technology. One reason for this is that in the years since fuel cells became commercially available, fuel cell power generation had struggled to be cost effective in Ohio due to a combination low electricity prices and high natural gas prices, the latter being the most common fuel for stationary fuel cell applications. By 2015, this had changed. The Mid-Atlantic region was enjoying the lowest natural gas prices in North America as a result of regional shale development. Meanwhile, wholesale electricity prices in the PJM Interconnect regional transmission organization (Mid-Atlantic region) are among the highest in the nation. This has created therein a historically high “spark spread” -- the term used to describe the price differential between wholesale natural gas and electricity. What’s more, fuel cell generation qualifies for net metering, and may be valued at retail costs. Finally, additional new value for the avoided costs of carbon and other emissions may be derived from new ultra-efficient fuel cell technologies. As for other nascent technologies, early adoption will likely require public-private financing partnerships. There are available federal, state and local financing strategies to enable the deployment of fuel cells in Ohio. Loan programs such as the Energy Loan Fund and Qualified Energy Conservation Bonds can be used to support fuel cell demonstration with low interest loans. Property Assessed Clean Energy (PACE) bonds may also soon be available to support fuel cell deployment, depending upon pending Ohio legislation. In addition, the Public Utility Commission of Ohio has within its authority to support power purchase agreements or special arrangements for buyers to support generation that is in the interest of Ohio ratepayers (such as when it promotes economic development). The best places to acquire natural gas for power generation on long-term, fixed prices will be at gathering points along the natural gas pipeline and processing system. Such points offer natural gas producers the most flexibility to supply natural gas long term. Most of the gathering and processing points are currently located in southeastern Ohio, however new interstate pipelines are being built across northern Ohio. This new infrastructure may provide opportunities to locate stationary fuel cells in the generation, transmission and capacity-constrained northern Ohio market. Low gas prices may also provide opportunities for stationary fuel cell applications using low temperature fuel cells. Such fuel cells run directly on hydrogen, and heretofore, the costs of manufacturing, transporting and storing hydrogen has made the economics for such generation difficult. Low hydrogen feedstock costs, together with the ability low temperature fuel cells have to supply the lucrative peak loading market, may make such applications cost effective in the near term

Local Climate Action Planning as a Tool to Harness the Greenhouse Gas Emissions Mitigation and Equity Potential of Autonomous Vehicles and On-Demand Mobility

This report focuses on how cities can use climate action plans (CAPs) to ensure that on-demand mobility and autonomous vehicles (AVs) help reduce, rather than increase, green-house gas (GHG) emissions and inequitable impacts from the transportation system. We employed a three-pronged research strategy involving: (1) an analysis of the current literature on on-demand mobility and AVs; (2) a systematic content analysis of 23 CAPs and general plans developed by municipalities in California; and (3) a comparison of findings from the literature and content analysis of plans to identify opportunities for GHG emissions reduction and mobility equity. Findings indicate that maximizing the environmental and social benefits of AVs and on-demand mobility requires proactive and progressive planning; yet, most cities are lagging behind in this area. Although municipal CAPs and general plans in California have adopted a few strategies and programs relevant to AVs and on-demand mobility, many untapped opportunities exist to harness the GHG emissions reduction and social benefits potential of AVs and on-demand mobility. Policy and planning discussions should consider the synergies between AVs and on-demand mobility as two emerging mobility trends, as well as the key factors (e.g., vehicle electrification, fuel efficiency, use and ownership, access and distribution, etc.) that determine whether deployment of AVs would help reduce GHG emissions from transportation. Additionally, AVs and on-demand mobility can potentially contribute to a more equitable transportation system by improving independence and quality of life for individuals with disabilities and the elderly, enhancing access to transit, and helping alleviate the geographic gap in public transportation services

How Are Uber/Lyft Shaping Municipal On-Street Parking Revenue?

33 pagesAutonomous Vehicles (AVs) will impose challenges on cities that are currently difficult to fully envision yet critical to begin addressing. This research makes an incremental step toward quantifying the impacts that AVs by examining current associations between transportation network company (TNC) trips—often viewed as a harbinger of AVs—and parking revenue in Seattle. Using Uber and Lyft trip data combined with parking revenue and built environment data, this research models projected parking revenue in Seattle. Results demonstrate that total revenue generated in each census tract will continue to increase at current rates of TNC tripmaking; parking revenue will, however, start to decline if or when trips levels are about 4.7 times higher than the average 2016 level. The results also indicate that per-space parking revenue is likely to increase by about 2.2 percent for each 1,000 additional TNC trips taken if no policy changes are taken. The effects on revenue will vary quite widely by neighborhood, suggesting that a one-size-fits-all policy may not be the best path forward for cities. Instead, flexible and adaptable policies that can more quickly respond (or better yet, be proactive) to changing AV demand will be better suited at managing the changes that will affect parking revenue

Revitalizing Distressed Older Suburbs

Reviews literature on strategies for revitalizing distressed older suburbs. Based on case studies of the most distressed minority suburbs, examines the effectiveness of and best practices for revitalization programs and investments. Makes recommendations

Photoactivatable genetically encoded calcium indicators for targeted neuronal imaging.

Circuit mapping requires knowledge of both structural and functional connectivity between cells. Although optical tools have been made to assess either the morphology and projections of neurons or their activity and functional connections, few probes integrate this information. We have generated a family of photoactivatable genetically encoded Ca(2+) indicators that combines attributes of high-contrast photolabeling with high-sensitivity Ca(2+) detection in a single-color protein sensor. We demonstrated in cultured neurons and in fruit fly and zebrafish larvae how single cells could be selected out of dense populations for visualization of morphology and high signal-to-noise measurements of activity, synaptic transmission and connectivity. Our design strategy is transferrable to other sensors based on circularly permutated GFP (cpGFP)