(Source: Esquire)

In a brilliant article, Esquire’s Brian Mockenhaupt goes deep into the world of UAVs (aka Drones) and those who operate them for the US military.   Here are some interesting excerpts from this lengthy, 5-page article, which is a MUST READ material if you are a tech junkie or an aviation nut..

Image Courtesy: Esquire - Dan Winters: The Predator's big brother, the Reaper, is a third bigger, flies three times as fast, and carries a much bigger payload

At this very moment, at any given moment, three dozen armed, unmanned American airplanes are flying lazy loops over Afghanistan and Iraq. They linger there, all day and all night. When one lands to refuel or rearm, another replaces it. They guard soldiers on patrol, spy on Al Qaeda leaders, and send missiles shrieking down on insurgents massing in the night. Add to those the hundreds of smaller, unarmed Unmanned Aerial Vehicles being flown over the two countries by the Army, the Marines, and coalition countries, and a handful of missile-laden planes owned by the Central Intelligence Agency circling above Pakistan. Efficient and effective, the planes have fast become indispensable assets, transforming today’s battlefields just as profoundly as the first airplanes transformed warfare during World War I.

Every so often in history, something profound happens that changes warfare forever. Next year, for the first time ever, the Pentagon will buy more unmanned aircraft than manned, line-item proof that we are in a new age of fighting machines, in which war will be ever more abstract, ever more distant, and ruthlessly efficient.

The Air Force now has 138 Predators and 36 Reapers. The military’s overall UAV inventory has swollen to seven thousand, from hand-launched Ravens to jet-powered Global Hawks, which can fly twelve miles high and monitor a swath the size of Kentucky in a day. And the revolution has just begun. Within the next twenty years, the Air Force envisions unmanned planes launching tiny missiles in hypertargeted strikes, swarms of bug-sized UAVs, and squadrons of networked unmanned fighters, bombers, and tankers, many of which will fly autonomously. And the enemy will have unmanned planes, too. More than forty countries currently fly them. In February, an American F-16 shot down an Iranian drone flying over Iraq. And Hezbollah has used them to spy on Israel and attack a ship during fighting in 2006. They can be built cheaply, with off-the-shelf software and hardware, a natural progression for insurgents who have been building increasingly sophisticated bombs.

Much of the U.S. Air Force Predator and Reaper fleet for Afghanistan is maintained out of a small cluster of buildings and tents next to the runway at Kandahar Airfield. It is here that I saw the planes up close for the first time. Where fighter jets are at once sleek and muscled, these planes look emaciated. Rap a knuckle on a rib cage and hear the hollow reply. It’s hard to see how this is the plane that’s revolutionizing warfare. Perched on twiggy landing gear, it looks less like a piece of deadly, cutting-edge military hardware than an oversized version of the windup balsa-wood planes boys build from kits. Twenty-seven feet long, with a forty-nine-foot wingspan, the Predator weighs just twelve hundred pounds without fuel or missiles. A four-cycle snowmobile engine mounted in the rear propels it with a high-pitched whine. The Reaper, a third bigger than the Predator, seems far sturdier, and with a larger engine it flies at three hundred miles per hour, three times faster. The next generation will be jet-powered with a three-thousand-pound payload. Yet even the wispy Predator has a menacing quality. Glass-bubbled cockpits remind us that man controls the killing machine.

The planes are also much cheaper to buy and fly. A Predator costs about $4 million and a Reaper $11 million, half as much as an F-16, one of the Air Force’s workhorses. In Iraq and Afghanistan, jets and UAVs are often called on for similar missions that support ground troops. The drones can’t do strafing runs or intimidate with a low, fast, ear-splitting flyover, but they use a fraction of the resources, a moped instead of a monster truck. F-16’s, which fly in pairs for safety, burn about a thousand gallons of fuel an hour. At that rate, they can stay over a target for about an hour before they must swap out with other planes or fill up at an aerial tanker. A Predator carries a hundred gallons of fuel with which it can stay aloft for twenty-four hours. As the Air Force likes to point out, a bomb from an F-16 killed Abu Musab al-Zarqawi, but the final strike against the Iraqi insurgent leader came after Predators had gathered six hundred hours of surveillance footage in the hunt for him and his associates. Keeping two F-16’s in the air that long would require about 120 tanker trucks’ worth of fuel.

Although they have never set foot in Afghanistan, Nelson and Anderson make effective counterinsurgents. They have spent hours watching the same roads, the same villages, the same people. “You gradually gain a better understanding of who they are and how they live,” Nelson says. He felt the same during his Mormon mission to the Dominican Republic, after his sophomore year at the Air Force Academy. For two years he walked or rode his bike on unpaved roads through villages and talked to people twelve hours a day. There he saw homes made of coffee cans and palm fronds. Now he gazes at houses made of mud bricks. To balance out the lack of human interaction, he has taken Afghanistan-familiarization courses offered by the Air Force. “You can picture them more as a people and a civilization,” he says.

Indeed, they see many things meant to be secret, like men having sex with sheep and goats in the deep of night. I first heard this from infantry soldiers and took it as rumor, but at Bagram I met a civilian contractor who works in UAV operations. “All the time,” he said. “They just don’t think we can see them.” Which sums up a major allure of UAVs: Though they should know better by now, many insurgents still feel safe working in darkness or in the shelter of distant mountains and valleys, so they are exposed again and again. The unmanned planes have eroded their freedom of movement and simple early-warning systems, two of their few assets when outmatched in weapons, technology, and resources. Helicopters can be heard a mile or more away. Spotters watch vehicles leave bases and follow the slow advance of dismounted patrols. Surprise is a rarity for U. S. forces in Iraq and Afghanistan. The insurgents almost always know they’re coming, with at least several minutes’ notice. So they toss weapons behind a rock and become, in an instant, civilians. But with a camera parked three miles overhead, last-minute subterfuge doesn’t work.

Enter the Betas, the future armchair fighter jocks. The Air Force is now training a first-ever test group brought straight into the Predator program. After six months of screening and basic flight instruction, the Betas started a nine-week initial qualification course at Creech, the same taken by pilots, which includes forty hours in a simulator and nine or more actual flights. The eight Beta students were still in the academics phase when I visited Creech, but the nonpilots, who came from jobs like military police, civil engineering, and acquisitions, had so far performed as well as trained pilots, Gersten says. For this type of work, how they grew up might be more important than whether they’ve logged a thousand hours flying supersonic. “This generation, where were they when 9/11 started? They were in junior high and high school,” Gersten says. “And they grew up with the very technology that we fly with here.” Those who dreamed of being fighter pilots might never get the chance as the skies unman, but America’s pool of gamers, texters, and TV watchers is certainly vast and deep. The Betas’ progress is being closely tracked by the Pentagon, which can build plenty of planes if it has the people to fly them.

Click here to read more.

Glenn N. Havinoviski is Associate Vice President for Transportation Systems with Iteris, Inc. in Sterling.  He was President of ITS Virginia from 2006 to 2007 and has been a columnist for the ITSVA Journal since 2002.

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Imagine, if you can…

Intelligent transportation systems are on their last legs in Virginia.  There is no political support for congestion reduction measures that require any kind of budgetary investment.  There is no popular desire for new measures to provide more travel choices, like express buses, rapid rail, or HOT lanes.  No one really cares to see travel time information along the road or any information about accidents or closures.  We’d rather spend more time in traffic so we can talk and text and Tweet on our cellphones, thus causing more accidents.

And hey, now they’ve got iPhone apps for traffic information, which give you nice green, orange and red lines over Google Maps!  COOL!  Who needs those electronic signs and cameras and service patrols and control centers that are run by the Marxists anyway?

Hey!  Let’s get rid of VDOT!   And how about that big Federal bureaucracy which doesn’t do anything!  We Virginians are resourceful.  The roads might crumble but we can all buy big American SUV’s again and go off-roading and impress each other at church on Sundays!  And they can tow boats too, for when all the bridges fall down. Look at all the American jobs this creates! We can take our kids to our private schools in the woods that don’t require state funding, which is fine since we also want to get rid of those so-called public schools anyway!  All kids need to learn is the Bible and the Constitution, except for those last 15 amendments!

And who needs to worry about oil?  We’ll just drill here, drill now, on the shores of the Potomac!  Heck, let’s drill off Virginia Beach!  We all go to the Outer Banks and Hilton Head anyway!  We can deport all the immigrants, and suddenly it won’t  be so crowded on the roads!  No more smelly buses either! Let the French have their trains! We won’t need any more Statist engineers and planners to tell us what to do! Problems solved!  “Carry me back to old Virgininny….”

Scary, huh? What about this scenario instead?

(Approved Press Release) The USDOT Office of Public Benefit, as directed by the President upon his signature of the Omnibus Reauthorization Welcoming Enhanced Life and Liberty in 2010 (ORWELL 2010),  has suspended all transportation projects funded in part or entirely by private sector entities, except for those providing rail-based transit services to corridors of population density less than 50 persons per square mile. In all cases, maximum fares and rate of return for shall be unilaterally set by the President’s Private Sector Compensation Czar.

Under the provisions of ORWELL 2010, all road tolling in the United States shall be ceased as of March 12, 2011, at which time all state departments of transportation and public, semi-public and private transportation authorities and their assets will become subject to USDOT jurisdiction.

All traffic signals, cameras, sensors and other electronic infrastructure commonly associated with so-called “Intelligent Transportation Systems” that are not powered by recyclable farm organisms shall be removed from public right-of-way by January 1, 2011.

ORWELL 2010 has decreed that all limited-access highways which have not otherwise bio-degraded or collapsed onto themselves shall be redesignated as Advanced Non-Individual Managed Access Lanes (ANIMAL) facilities.  An ANIMAL shall not permit access to individually-driven vehicles, via tolls or otherwise,  but will permit properly-licensed buses, bicycles, solar powered vehicles, Harley-Davidsons, and Toyota Priuses.

Henceforth, on all non-ANIMAL facilities, all travel containing less than four passengers in (or on) a motorized vehicle will be permitted between the hours of 10 pm and 5 am Monday through Friday, and for six non-contiguous hours on Saturday and Sunday to be individually approved by someone in USDOT.

ORWELL 2010 has mandated that all residents of a State, US territory, or possession, shall reside in an urban center of 50,000 population or more unless they can demonstrate they are excluded or protected entities including organic dairy farmers, custodians of wind farms, Native Americans, Members of Congress, or mammals.

All fuel taxes will be increased to a nominal rate of $25 per gallon also effective January 1, 2011, the proceeds of which will be used to build passenger rail lines on urban streets and also to demolish any housing more than 10 miles from an urban center of more than 50,000.  All families will be given 6 months to acquire dwellings within government-designated smart-growth areas,  with dwelling sizes not to exceed 150 square feet per human, or 250 square feet per dog, up to a maximum of 826 square feet.

All cats shall be permitted to roam freely within the smart growth zone (please refer to ORWELL 2010’s companion legislation, “Pelosi-McCain Feline Freedom Act”).

All broadcast, satellite and cable television and radio stations along with electronic and material mailings which present viewpoints which are contrary to the regulations and mandates stipulated in ORWELL 2010 shall be reported within 4 hours to the Office of Public Benefit, under penalty of prosecution.

“Kumbaya….”

How far are we from either of these?  Really!

After all, we are in a battle for hearts and minds,  not to mention money.  ITS and congestion management seems to be lost in the shuffle here.  Take a look at what is really happening.

For example, Arlington County has recently sued the Feds and the Commonwealth over the proposed project on I-95/395 to expanding and convert the existing HOV lanes to High-Occupancy Toll lanes, demanding the overturning of the project’s environmental Categorical Exclusion and suspending the project until their objections (notably not enough emphasis on transit, potential harm to air quality, concern about congested interchanges and local roads as a result of the project) were satisfied.

And, although years ago families saw that Arlington had run out of room and housing stock and had no choice but to move farther out, the County said “the project actually encourages additional sprawl, further exacerbating traffic congestion and harmful air emissions.”  Chickens or eggs first?

(I can’t help but think back to that California Air Resources Board study in the 1990’s which effectively said that congestion was good because fewer cars can use the road and people travel slower.  Guess we can’t win now.)

On the other hand, several freedom fighters from the “additional sprawl” in Prince William County have complained that HOT Lanes would endanger their sluglines, as people who picked up riders for their trips to the Pentagon would now selfishly pay tolls and drive by themselves, while the jilted slugs had to make do with taking the lowly bus instead.

Never mind all this counterpunching flies in the face of the HOT lane successes (from both a revenue and a congestion reduction perspective) in California, Utah, Colorado, Texas, Washington and Minnesota,  a coalition of red and blue states if I’ve ever seen one.  And the I-495 HOT lanes construction, which has a much larger impact on the surrounding communities than 95/395 would, is surging forward.

But then again, we shouldn’t worry.  After all, we all know that ITS and congestion management are a significant means of reducing greenhouse gases and improving our environment, right?  It must be true, because we’ve been saying so for years.

Well, witness the big brouhaha over the “Moving Cooler” study for Urban Land Institute with support from USDOT, the Environmental Defense Fund, EPA, ITS America, and others, which was to provide some ammunition on projected benefits of various transportation and land use strategies in curbing greenhouse gases.  The study,  to many, has left more questions than answers.

The estimates for ITS, and operations benefits were said to be a cumulative 0.3 to 0.6% reduction over 50 years for all such systems deployed together, which angered many experts, including AASHTO.  But the other individual benefits for road pricing,  transit  and land use changes did not exceed 4.4% each, and for the most part averaged 1 to 2%.

So how, when the four areas are combined, was there a cumulative 18% to 24% reduction in GHG?  And how much will individual activities cost, especially when cumulative investment would be $50 to $80 billion per year for 40 years?!  The benefits, including “reduced travel and reduced fuel consumption” did not get contrasted with any opportunity costs (e.g., relocations, additional percentage of income devoted to taxes, job shifts or losses, etc) associated with redefining our life styles. So the actual personal costs may add to the already substantial investment, either by or mandated from government.

Considering Virginia legislators haven’t been willing to make the investment in even a rudimentary transportation improvement program in the state,  this would mean we’re headed toward a giant Federal involvement in our society with all the attendant issues that brings, like constitutionality.

I attended the “Moving Cooler” media and political event in Washington in late July, presided over by several legislators (notably Rep. Oberstar-MN, Rep. Blumenauer-OR, and Sen. Menendez-NJ).  I was also surrounded by many people in small bow ties and luminescent plastic bicycle medallions on their lapels, so we do know that land use, bicycles and transit were a big deal, and we were repeatedly told that the Dutch and the Danes do over 30% of travel by bicycle, and that the Spanish and Chinese had exemplary national rail investment programs.  And we all need to be just like Portland, Oregon,  OK.

So do we only have a choice between “spend no money, everyone on their own, God Bless America”  and  “shame on you, greedy and slothful suburbanite, come live in our dense community, ride your bikes and take the trolley powered by electricity produced by some coal plant far enough away it doesn’t impact us”?    In reality,  we are faced with both situations happening, depending on what state or community you live in.  There may be a choice between these two.  But if we are not careful, there may not be any choices in between.

This combination of willful abandonment of a public sector role in our infrastructure (right wing) and direct control of our private lives and wealth (left wing) are a scary combination, and one we have to address with reasonableness, pragmatism, and the best that technology can offer.  As always, we need to push some simple facts about ITS and clear-headed transportation management strategies, which I think more than other can provide tools that keep us from descending into an abyss we cannot control.  In other words, Virginia (and other states) must step up, or get stepped on.

The key words we must use are CHOICES,  QUALITY, SAFETY and MOBILITY.   ITS enables all of these things.

ITS provides the information so travelers can make choices on when, where and how to travel, and can achieve them through alternatives that are priced based on relative convenience and utility.

ITS improves the quality of transportation services by providing timely information about their operational status, as well as actively managing the operation of the freeway, the arterial (including the bike lane or bike path) or transit service through messaging, signals, vehicle monitoring, dynamic road pricing, etc. to reduce delays.

ITS improves safety by improving information by advising of the otherwise unexpected (incidents, delays,  speed reductions needed because of weather/pavement/operational conditions, and if IntelliDrive becomes reality, various warnings of conflicts at intersections).

And finally,  all of this facilitates the ability for individuals to travel when and where they want or need to, enhancing personal mobility. It also enhances interstate commerce, which is an integral purpose of our Federal government.  It says so in our Constitution.

To me, mobility is an essential part of freedom, whether you are red or blue.

Some places may choose to barely maintain their overworked, underfed transportation networks and not invest. Some others may be willing to make enormous investments which may impact the public significantly, and force them to make lifestyle changes which may or may not be in their own self-interest.  Either way, we have to balance self-interest and the common good.  And ITS should be a part of the overall solution.

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Disclaimer: All opinions expressed are those of the author.  TransportGooru is proud to invite anyone and everyone who wishes to use this platform to engage the community in a social dialogue, there by creating a healthy debate on some of the pressing transportation issues that affect our quality of life.   Please register your comments below for the author so that he can hear the community’s voice on the issues he has addressed in the above paragraphs.

(Source: Washington Post , FoxNews.com, & CNET)

Image Courtesy: CNET - Trapster alerts you to nearby speed cameras and "Smokey takin' pictures."

A must-have iPhone application for people who drive a lot is “Trapster” the app for avoiding speed traps. Or a better description by Paul Carr before he was fired from The Guardian: “Yes, that’s Trapster: the mobile distraction for when driving at high speed isn’t fucking dangerous enough.”

The free program uses the GPS receiver built into new iPhones to track a driver’s location and warn of nearby speed traps and red light cameras. It’s also available for phones running Google Android and some BlackBerries.  Drivers can add new locations to the app by hitting buttons to mark speed traps and red light cameras for other drivers. Users can also rate the accuracy of speed trap reports, which helps weed out fake inputs.

It’s been nearly a year since the debut of Trapster, a controversial but popular app that alerts you of nearby speed traps, cameras, and the like. It’s had more than 1 million downloads, and is “getting about 50,000 downloads a day right now” to add to that.

Version 3.5 released back in September, bringing with it some impressive–and, for many users, long-awaited–new features. Here’s the rundown ((courtesy of CNET):

• Improved interface Five features (some of them new) are now accessible by tapping blue icons that span the right side of the screen.
• Bluetooth audio If your car supports Bluetooth, you can pair Trapster to your stereo to get audio alerts over your speakers. Even better, if your car supports A2DP (i.e. stereo Bluetooth), you can take advantage of:
• Built-in iPod controls Tap the little musical-note icon to slide open Trapster’s iPod audio controls. Obviously, you don’t need stereo Bluetooth to use them, but it sure is a nice combo.
• Rotating maps Trapster tacks your position in real-time on a moving map. Now, that map can rotate depending on your direction of travel rather than staying in “always-North” mode. The top blue icon toggles this feature on and off.
• Real-time traffic The bottom blue icon slides out a Google Traffic map, which shows you trouble spots in your area. Handy, but it’s too bad the developers could’t integrate this with the main map instead of requiring you to view a second one.

Image Courtesy: Trapster

Trapster crowdsources the data from its users who report speed traps.  This information is stored in the server and sharing with other Trapster users who come later near the same location, thus making the road safe . The more users, the more data, and the safer the roads are for speeders. The app potentially can help users speed or run lights more often. Nonetheless, police are largely supportive of Trapster, because they hope it will get users to slow down.

“Anything that gets people to slow down on the highway, or drive in a more responsible manner, is a good thing,” said Corinne Geller, public relations manager for the Virginia State Police.  She said the state itself uses that logic to announce some red light cameras and speed-limit enforcement areas.  “We don’t hide,” Geller said.

Here are some interesting stats from the Trapster website (as of Sep 10, 2009)

• 1,621,254 Total Trapster users world-wide
• 1,402,349 iPhones using Trapster
• 818,205 Traps reported world-wide
• Trapster is the 20th most downloaded app for the iPhone out of all 85,000 odd apps.
• Everyday more people download Trapster for iPhone than all other traffic/driving related apps COMBINED.

Click here to read more.

To promote greater cooperation between the U.S. and Indian aviation sectors, the U.S. Trade and Development Agency (USTDA), in cooperation with the India Ministry of Civil Aviation, Directorate General of Civil Aviation, Airports Authority of India, U.S. Federal Aviation Administration, US. Transportation Security Administration, U.S.-India Aviation Cooperation Program, and the American Association of Airport Executives (AAAE)/International Association of Airport Executives (IAAE), is sponsoring the U.S.- India Aviation Partnership Summit. The event will take place December 7-9, 2009, at the Walter E. Washington Convention Center in Washington, D.C. The summit will include participation from India’s three key civil aviation agencies – Ministry of Civil Aviation, Directorate General of Civil Aviation and Airports Authority of India – key industry members in the aviation sector, the U.S. government (USTDA, DOT/FAA, TSA, Departments of State and Commerce), and select members of Congress.

• Registration
• Agenda
• Hotel
• Transportation
• Sponsors
• Exhibitors
• Contacts

The 2009 U.S.-India Aviation Partnership Summit is designed to foster high-level dialogue on key issues related to India’s ongoing modernization: aviation safety, air traffic control management, aviation security, airspace utilization, sector environmental practices, and sector training. The summit will serve as a technical, policy and commercial symposium to assist Indian civil aviation agencies and aviation industry representatives in identifying advanced technology and practices that would best suit its expansion and modernization needs. The summit will provide momentum to the growing strategic and commercial relationship between the Indian and U.S. aviation sectors for the long term.

The U.S. India Aviation Partnership Summit will include a two-day conference in Washington, D.C., followed by two days of site visits to FAA and industry facilities in the Washington, D.C., area, and the FAA Technical Center in Atlantic City, N.J.

Topics To Be Covered

. Current State and Future Prospects of the India Aviation Industry
. Air Traffic Management Modernization in India: Opportunities and Challenges
. Airport Infrastructure Development/Financing
. Aircraft Maintenance and Certification
. Aviation Security
. Aviation Environmental Best Practices
. General Aviation Update (General Aviation Development in India and Helicopter Expansion)
. Aviation Training in India

Click here for more details

(Sources contributing to this hybrid report: Boston.com, ULTraPRT.com & ABC7)

The city of San Jose is planning to build a PRT system that will run between the airport and a Bay Area Rapid Transit station as well as a nearby light rail station. They say it will include up to five stations, but this and other details are still being worked out.

Back in 2008, the city has issued a request for proposals and allotted $4 million to conduct an economic and technical evaluation, and then to work with a vendor. When San Jose compared PRT with an automated people mover, the kind of large, driverless shuttle that is common at airports, officials decided that PRT would be cheaper and more convenient for passengers. The government has not sworn off other options during this exploratory phase, but officials say they will most likely proceed with a PRT system.

Image Courtesy: ULTra PRT - Click the image for more details

One of the vendors, ULTra PRT whose first deployment is scheduled for London Heathrow Airport in Spring 2010, expected to serve Heathrow’s new Terminal 5, has published more details on this project.  The website notes ULTra PRT is an electric, 200-mpg-equivalent, elevated transit system with many 5-person vehicles.  Working as circulator transit for office parks, airports, universities, and other major activity centers, PRT is faster than a car. In these applications, PRT makes carpooling and transit more effective, by solving the “last mile problem.”

Laura Stuchinksy is a sustainability officer for San Jose’s Department of Transportation. She and other city officials are considering the idea of having such a public pod system link the Mineta San Jose International Airport with area businesses, hotels and other nearby transit options, like Caltrain, BART and the VTA Light Rail.

PRT also enables longer bike commutes and shopping trips.  The only existing, functioning example in the world is an eight-mile network built in the 1970s to move people around the West Virginia University campuses (which also happens to be TransportGooru’s Alma Mater; enjoyed riding this system while studying there back in the 90s).

San Jose is anticipating population growth of a half million people over the next 30 years, so an automated pod transit system could certainly improve quality of life in the city – plus generate thousands more clean-tech jobs. Here is a video  coverage of this story (courtesy of ABC 7).

(Source: Mashable & TechCrunch)

Quick Pitch: Aha Mobile is an iPhone app that taps into the collective wisdom of actual drivers to create customized travel information for you.

Genius Idea: Navigation apps and GPS systems let you know how to get where you’re going, but what about other utilities for drivers who already know the route? Aha Mobile is a service designed to provide useful utilities to drivers while on the road.

Their first product is a free iPhone app that provides details on traffic flow, points of interest nearby, and short audio message “shouts” from other drivers who might have useful information about the route ahead.

The Aha Mobile app is designed for ease of use while driving, although they stress it should only be used when traffic conditions permit (and you’ll want to check your state laws relating to cell phone use in the car as well). With large buttons and graphics in a simple interface, it’s easier to pull out relevant information at a glance than trying to make sense of a small map.

After firing up the app you’ll see 4 buttons: traffic, shout room, nearby, and settings. The latter is where you can enter your personal details, including your Facebook and Twitter accounts for pushing your shouts out to your social networks. Yes, the app itself only has four buttons! It seems to be designed with safety in mind,  and with only 4 buttons it is a lot safer to use at speeds of 65 miles per hour or less. You can preset the roads into your app before you get on the road, so you can automatically access them without taking your eyes off the road to input the information.

Aha also alerts you to nearby food and drinks; pulling in information from Yelp. But if you want to find a coffee place while you are on the road, Aha will simple pull in the four, top-rated coffee shops nearest to your locations, instead of making you scroll through listings. Aha also pulls in bathroom locations from SitOrSquat and info about the locations of red light or speed cameras from Photoenforced.com.

Crowdsourcing traffic information is another compelling part of the app. With the Aha App, drivers simply tap their iPhone, speak for up to 15 seconds and, without taking their eyes off the road, safely broadcast voice messages, known as Aha Shouts, to drivers nearby. For example, if you witnessed an accident on the 101 highway, you could tape a shout and Aha would store this Shout so that another users could access this information when he or she is driving along the same route.  A face icon indicates one or more “shouts” are available for this route, either from other drivers or from industry sources INRIX and Clear Channel. Shouts can include information about how traffic is flowing, congestion, accidents, and other relevant major incidents that might impact your route.

Drivers can now post Aha Shouts automatically to Twitter and Facebook for others to hear. With Aha’s new Facebook and Twitter integration, drivers can customize which types of Shouts go to each of their social networks. One humorous feature of Aha’s app is the “Caraoke” room that lets Aha users record 15 seconds of singing along to any song in the car. Fellow Aha users can see other users’ recordings and you can also publish your “Caraoke” to Twitter or Facebook.

Click here to read the entire article.

(Source:  Autoblog green)

Image Courtesy: Autobloggreen

If nothing else, the big news of the day is that your iPhone can now make cars honk. The key fob would, of course, work just as well, but it’s not as flashy as using your phone.

The horn honking feature is part of the newly-released Zipcar App, which makes finding, reserving and controlling your Zipcar possible through the iPhone (and, over WiFi, the iPod touch). The app wont’ be able to unlock any car in the system – you still need to scan your Zipcard to start the reservation; only then is the app able to honk that horn. The App is free and available now in iTunes. You can take a tour here.

Funding of transportation-related infrastructure is at a crossroads. Traditional funding mechanisms, such as general and specific tax revenues, are proving to be insufficient to maintain existing facilities and fund expanded capacity. Infrastructure providers and operators are looking to users to make up for the shortfall. Transport-related infrastructure offers an exceptional opportunity for raising funds to establish and/or sustain such infrastructure while providing an attractive return on investment to both public and private investors. Key to achieving such returns are the prices charged to users. But how should user charges be set?

• Should every user pay the same fee?
• Is it practical, commercially worthwhile, and socially acceptable to charge differential prices?
• How should the price be set relative to the cost of alternatives modes or routings?
• How are these pricing principles changed when the facility is congested?
• Can pricing be used to reduce the problems of congestion?
• How does private operation of a facility change the pricing objectives?
• How might the public sector regulate prices?

These questions and more will be addressed in this two-and-half day course offered by the Transportation Center at Northwestern University.

Click Here for a Full-Brochure of the Program.

View Faculty

Facilities & Location

Registration & Fee*Registration

Program Fee (after 10.5.09) $2,700
Early Registration Fee (before 10.5.09) $2,160
Government & academic rate $2,160
Registration

Who Should Attend

The course is aimed at professionals who currently, or might in the future, set user charges; financial personnel; and engineers and project managers who oversee facility maintenance and new construction. It is also applicable to consultants to infrastructure providers, and those who finance infrastructure projects.

Course Format

Program content will be thoroughly integrated by the course faculty, so that participants will emerge with a comprehensive understanding and perspective of transportation infrastructure pricing strategies.  The focus of the course is on the economics of pricing. Some prior knowledge of economics, such as might be obtained from an introductory college level microeconomics course, will be useful.

Topics to be covered include:Full Program Schedule

For additional information please visit the Northwestern University Transportation Center website or contact: Ms. Diana Marek, Program Registrar – 847-491-2280; dmarek@northwestern.edu

Will a city need all the latest technology and they will solve the traffic problems? If not, then what are the correct choices.

Technology has been playing an important role in promoting vehicular safety, reducing driving stress, comfortable travel and increased  efficiency of the whole transport system. These technologies applied in a package are called “Intelligent Transport System (ITS)”. When carefully applied the ITS will create an efficient, safe and comfortable transport system.

Often, policy-makers are in a situation where they are not properly informed on the right technological choices. The GTZ Sourcebook module  on “Intelligent Transport Systems (ITS)” focuses on the choices for a city and also informs the reader of the various viable ITS options, their function and advantage. (German Technical Cooperation Agency (GTZ) is a member of the Sustainable Urban Transport Project (SUTP – ASIA).  The project is carried out in cooperation between German Technical Cooperation Agency (GTZ), the United Nations Economic and Social Commission for Asia and the Pacific (UNESCAP), CITYNET, UNHABITAT and the Bangkok Metropolitan Administration (BMA). The office is based in Bangkok (Thailand).

The focus of this module on ITS is on ITS applications that support the concept of sustainable transport by encouraging the following desirable outcomes which can be expected to find general acceptance:

• Equitable access and improved mobility and including reduced demand for motorised private transport; and improve the modal split in favor of walking, transit, and cycling;
• Improved transport efficiency and productivity;
• Improved safety and security; and
• Reduced environmental impact and improved ‘liveability’, especially in congested city centres.

The module was written by Mr. Phil Sayeg and Prof. Phil Charles and updated by the authors. The authors also wrote ITS Australia’s Intelligent Transport Systems Hand- book that was published in 2003 and edit their quarterly Members’ Information Pack. They are currently contributing to the development of the first ITS Strategy for Bangkok, Thailand.

More information on the updated module (3.15 Mb) and download links are available from the Sustainable Urban Transport Project (SUTP) website.

(Source: USA Today; Carkeys, UK)

Image Courtesy: USA Today

Automobile technology has exploded over the past two decades and todays cars are far more “intelligent” than the cars of the 70 and 80s.  These days there are more computers and sensors (collectively captured under the term Intelligent Vehicle, a terminology that is more familiar to those involved in Intelligent Transportation Systems) operating side by side with the driver to ensure that the vehicle operates at optimal efficiency while managing the safety of the vehicle by avoiding or alerting/warning about impending collisions.   The state of the art technology deployed in some cars can even slow down the vehicle by applying brakes without driver’s assistance, just to minimize the impact of the crash.  Now, that will soon become yesterday’s technology, thanks to vehicle safety pioneers at Volvo who are hard at work to deploy “full auto brake” and “pedestrian safety” functions.   USA Today reports on this latest vehicle technology development at the Volvo shop.

By now, collision avoidance systems that automatically apply the brakes to a speeding car have become pretty common. But while cars will suddenly slow if they detect an accident is about to happen, automakers have been hesitant to bring them to a sudden and full emergency stop.

Volvo is about to change all that. With the launch of the S60 next year, Volvo will introduce a “full auto brake” and “pedestrian safety” function. Cars will come a full stop at speeds less than about 15 miles an hour if their radar systems detect they are about to strike a car or a person. If the car is going faster, the car will try to come as close to a full stop as possible.

“If the car is traveling faster, the aim is to reduce the impact speed as much as possible. In most cases, we can reduce the collision force by about 75%,” says Thomas Broberg, Volvo’s safety expert. “Considering the large number of pedestrian fatalities that occur, if we manage to reduce the fatality risk 20 percent, this new function will make a big difference.”

Carkeys.com, a British website reports that this effort is part of Volvo’s 2020 vision, which has two goals – firstly, that nobody will be killed or injured in a new Volvo and, secondly, that the average CO2 emissions of the entire range will be below 100g/km. As part of addressing this first goal, the first step forward from the current situation regarding safety is the introduction of Collision Warning With Full Auto Brake and Pedestrian Safety, both of which will be introduced in the new S60, due to be launched next year, and Volvo is also upgrading its Adaptive Cruise Control so that it now maintains a gap to the vehicle in front at speeds right down to zero, rather than the present 18mph minimum.

Further development depends on vehicles being able to communicate with each other – the idea being that they recognise it and take steps to avoid a collision regardless of what the drivers are doing – and this in turn will require a suitable infrastructure. “We believe that the key is to use systems that are already available for other purposes,” says Jan Ivarsson, Volvo’s Head of Safety Strategy. “The air around us is already charged with communication, most of it used for pleasure or convenience.

“Adding traffic safety communication to this existing architecture is a far more sensible route than trying to invent and agree on a completely new ‘language’ for communicating in the traffic environment.”

Fifty years ago, Volvo introduced seat belts, which are now a “standard” in all vehicles entering the market(s) and has been credited for saving millions of lives world over since its introduction.  Hope this new introduction can repeat the magic for the 2nd time and further cut the vehicle-related fatalities and crashes.  Click here to read the entire article.