HomeMy WebLinkAboutResolution No. 6692 (Aegis Transporation re CRIS Project)·-
RESOLUTION NO. 6692
RESOLUTION AUTHORIZING THE SIGNING
OF AN AGREEMENT
(WjAEGIS TRANSPORTATION SYSTEMS, INC.,
re "CRIS" PROJECT)
THE CITY COUNCIL OF THE CITY OF SAN RAFAEL HEREBY
RESOLVES as follows:
The Mayor and City Clerk are authorized to execute, on
behalf of the City of San Rafael, an agreement with AEGIS
Transportation Systems, Inc., a copy of which is attached
hereto, marked Exhibit "A", and incorporated herein by this
reference.
I, JEANNE M. LEONCINI, City Clerk of the City of San
Rafael, hereby certify that the foregoing resolution was duly
and regularly introduced and adopted at a regular meeting of
the Council of said City held on the 5th day of December,
1983, by the following vote, to wit:
AYES: CQUNCILEMBERS:Breiner, Nave, Russom & Mayor Mulryan
NOES: COUNCILEMBERS:None
ABSENT: COUNCIELMBERS:Frugoli
A,.
JE M. LEONCINI, City Clerk
0 ', V".r;-I .T : :'.! . J ---'l 1 ' • i. 1 1 j I
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CITY OF SAN RAFAEL
MARIN COUNTY, CALIFORNIA
CONSULTING SERVICES CONTRACT
EXHIBIT A
THIS CONTRACT, made and entered into as of the 15th day of
October, 1983, by and between the CITY OF SAN RAFAEL (hereinafter
referred to as "City"), and AEGIS TRANSPORTATION INFORMATION
SYSTEMS, INC. (hereinafter referred to as "Contractor").
WIT N E SSE T H:
WHEREAS, City has received a grant for this project from UMTA;
and
WHEREAS, City desires to engage a firm to provide consulting
services (hereinafter "Project") pursuant to the UMTA grant
requirements; and
WHEREAS, City issued its Request for Proposal (hereinafter
"RFP"), and Contractor submi tted i ts P~oposal in response thereto;
and
WHEREAS, Contractor's Proposal dated 17 January 1983 and
addendum (hereinafter "Proposal") was selected as most responsive;
and
WHEREAS, Contractor is able and prepared to provide such
services as City does hereinafter require, and those terms and
conditions set forth; now, therefore,
IN CONSIDERATION of those mutual promises and the terms and
conditions set forth hereinafter, the parties agree as follows:
1. Term
The term of this Contract shall be from 15 December 1983
to and including 14 December 1984, unless sooner terminated under the
provisions hereof.
2. Contractor's General Responsibility
Contractor agrees to assume full responsibility for the
successful, timely, and cost-effective completion of all tasks for
consulting services set forth in this Contract. Contractor accepts
the relationship of trust and confidence established between it and
City by this Contract and covenants with City to furnish its best
professional skill and judgment in furthering the interests of the
Project. Contractor warrants that it will exercise in its performance
of services the standard of care normally exercised by internationally
recognized organizations engaged in performing comparable services,
agrees to furnish efficient business administration and superin-
tendence, and to use its professional efforts at all times in an
expeditious and economical manner consistent with the best interests
of City to ensure the successful and timely completion of all phases
of the Project.
I
., . 3. 'Contract uvcuments
The terms, conditions, covenants and provisions of City's
RFP and Contractor's Proposal are hereby incorporated by reference
and shall become a part of this Contract as if fully set forth
herein. Any conflict or discrepancy between any document herein
incorporated by reference shall be resolved in accordance with the
order of precedence hereinafter enumerated:
First:
Second:
Third:
This Contract and mutually agreed upon modifi-
ca tions.
City's RFP.
Contractor's Proposal (Including addendum of
7/5/83).
The Contract documents as above decscribed constitute the
entire agreement between the parties with respect to the subject
written hereof and supersedes all prior negotiations, representations
or agreements.
4. Project Manager
Contractor's Project Manager is Robert W. Behnke. In the
event that Contractor's deSignated Project Manager is changed, Con-
tractor shall give City written notification of such" redesignation.
The City must approve any redesignation of Project Manager. In the
event that City receives any communication from Contractor of
whatsoever nature which is not executed by Contractor's designated
Project Manager, City may request clarification by Contractor's
Project Manager, which shall be promptly furnished.
5. Project Officer
City's Project Officer is George Gerth, Traffic Engineer.
City shall give Contractor prompt written notice of any redesigna-
tion of its Project Officer.
6. Project Information
City shall provide full information regarding its require-
ments for the Project. Contractor agrees to share all Project
information, to fully cooperate with all corporations, firms,
contractors, governmental entit~es and persons involved in or
associated with the Project. No news or press releases related to
the Project, whether made to representatives of newspapers, magazines,
or television and radio stations, shall be made without the author-
ization of the Project Officer.
7. Personnel Changes
Barring any unknown external factor beyond Contractor's
control, no substitution in Project personnel shall be made without
the written consent of City.
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8. Periodic P ',v rts a~e~. 19S
I •
A. Contractor shall work with and provide appropriate
information to City in the preparation of periodic progress reports
as requested by City. These reports shall document Contractor's
past Project activities, problems encountered in performance of this
Contract, potential for delay or cost overrun and other information
pertinent to the Project. The periodic progress and costing reports
shall outline future Project activities and recommend any changes in
Project direction or activity that may benefit the Project.
B. City may request and Contractor shall attend periodic
Project meetings to review Project activity.
9. Services
The scope of Contractor's services and time of performance
under this Contract are set forth in Exhibit "A". All provisions
and covenants contained in Exhibit "A" are hereby incorporated by
reference and shall become a part of this Contract as if fully set
forth herein.
10. Contractor Identification
Contractor shall furnish to City social security number or
employer identification number as designated by the Jnternal Revenue
Service.
11. Compensation
The City agrees to pay the Consultant the fixed sum of
One Hundred Twenty-Five Thousand Eight Hundred and Fifty Dollars
($125,850), hereinafter called the "LUMP SUM FEE," for the services
as required under this contract.
Contractor may bill City periodically, but not more often
than every 30 days, for completed service. City shall pay the Con-
tractor for completed services within 30 days after City receives
Contractor's invoice.
The method of computing progress payments shall be based
upon percentages for each work product delivered as described in the
attached project payment schedule. The Schedule is merely for
the convenience of the City and. the Consultant and the progress
payments thus computed mayor may not necessarily reflect or in-
dicate the fair market value of the work rendered or to be rendered.
Upon final acceptance of the Consultant's work by the
City, the final payment shall include any unpaid sum attributable
to the remaining work. However, in no event shall the sum of all
payments to the Consultant be more than the LUMP SUM FEE. Nothing
herein is intended to affect any rights reserved by the City in this
Contract to deduct, reduce, offset or retain at the time of final
payment against the LUMP SUM FEE or any portion thereof.
Payments by City shall not preceed receipt of grant funds
from UMTA.
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12. Contracto_ is Independent Contractor
A. Contractor shall be an independent contractor for all
purposes and shall be entitled to no compensation other than the
compensation provided for under Paragraph 11 of this Contract.
B. Contractor acknowledges responsibility for liability
arising out of the performance of this Contract and shall hold City
harmless from and indemnify City for any and all liability, settle-
ments, loss, costs and expenses in connection with any action, suit
or claim resulting or allegedly resulting from Contractor's negligent
acts, omissions, activities, or services provided pursuant to this
Contract.
C. Contractor will maintain a policy of liability insurance,
with a single combined limit of one million dollars, the insurer to
be reasonably acceptable to City, with City named as an additional
insured, and with the insurer obligated to send Notice of Cancella-
tion to City.
13. Termination
A. Termination for Convenience -City may terminate this
Contract, in whole or in part, at any time by written notice to the
Contractor. Contractor shall be paid its costs, including Contract,
said costs approved by City/UMTA, and profit on work" performed up to
the time of termination. Contractor shall promptly submit its
termiantion claim to be paid. If Contractor has any property in its
possession belonging to City, Contractor will account for the same,
and dispose of it in the manner City directs.
B. Termination for Default -If Contractor fails to perform
in the manner called for in the Contract, or if Contractor fails to
comply with any other provisions of the Contract, City may terminate
this Contract for default. Termination shall be effected by serving
a notice of termination on Contractor setting forth the manner in
which Contractor is in default. Contractor will only be paid the
Contract price for services performed in accordance with the manner
of performance set forth in the Contract.
If it is later determined by City that Contractor had an
excusable reason for not performing, such as a strike, fire or
flood, events which are not the fault of, or are beyond the control
of the Contractor, City, after s~tting up a new performance schedule,
may allow Contractor to continue work, or treat the termination as a
termination for convenience.
C. This Contract may be terminated at any time by written
consent of both parties.
14. Worker's Compensation Coverage
Contractor certifies that Contractor has qualified for
State of California Worker's Compensation for all Contractor's
employees.
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15. Subletting 0r Assigninb of Contracts
Contractor agrees that it shall not assign, sell, transfer
or sublet its rights or delegate its responsibilities under this
Contract in whole or in part without written consent of City.
16. Equal Employment Opportunity
During the performance of this Contract, the Contractor
agrees as follows:
(a) The Contractor will not discriminate against any
employee or applicant for employment because of race, creed, color,
or national origin. The Contractor will take affirmative action to
ensure that applicants are employed, and that employees are treated
during employment, without regard to their race, religion, color,
sec, or national origin. Such action shall include, but not be
limited to the following: Employment, upgrading, demotion, or
transfer; recruitment advertising; layoff or termination; rates of
payor other forms of compensation; and selection for training,
including apprenticeship. The Contractor agrees to post in con-
spicuous places, available to employees and applicants for employ-
ment, notices to be provided setting forth the provisions of this
nondiscrimination clause.
(b) The Contractor will, in all solicitations or adver-
tisements for employees placed by or on behalf of the Contractor,
state that all qualified applicants will receive consideration for
employment without regard to race, religion, color, sex, or national
origin.
(c) The Contractor will send to each labor union or
representative of workers with which he has a collective bargaining
agreement or other contract or understanding, a notice to be provided
advising the said labor union or workers' representatives of the
Contractor's commitments under this section, and shall post copies
of the notice in conspicuous places available to employees and
applicants for employment.
(d) The Contractor will comply with all provisions of
Executive Order 11246 of September 24, 1965, and of the rules,
regulations, and relevant orders of the Secretary of Labor.
(e) The Contractor will" furnish all information and reports
required by Executive Order 11246 of September 24, 1965, and by
rules, regulations, and orders of the Secretary of Labor, or pursuant
thereto, and will permit access to his books, records, and accounts
by the administering agency and the Secretary of Labor for purposes
of investigation to ascertain compliance with such rules, regula-
tions, and orders.
(f) In the event of the Contractor's compliance with the
nondiscrimination clauses of this Contract or with any of the said
rules, regulations or orders, this Contract may be cancelled,
terminated, or suspended in whole or in part and the Contractor may
be declared ineligible for further grantee contracts or Federally
assisted construction contracts in accordance with procedures
authorized in Executive Order 11246 of September 24, 1965, or by
rule, regulation, or order, of the Secretary of Labor, or as other-
wise provided by law.
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(g) The Contractor will include the portion of the sentence
immediately preceding Paragraph (a) and the provisions of Paragraphs
(a) through (g) in every subcontract or purchase order unless
exempted by rules, regulations or orders of the Secretary of Labor
issued pursuant to Section 204 of Executive Order 11246 of September
24, 1965, so that such provisions will be binding upon each subcon-
tract or purchase orders as the administering agency may direct as a
means of enforcing such provisions, including sanctions for noncom-
pliance: Provided, however, that in the event a Contractor becomes
involved in, or is threatened with, litigation with a subcontractor
or vendor as a result of such direction by the administering agency,
the Contractor may request the United States to enter into such
litigation to protect the interests of the United States.
17. Maintenance and Inspection of Records
A. Required Records
Comprehensive records and documentation relating to this
Project shall be kept by Contractor.
B. The Contractor shall keep and maintain, from the time of
execution of the Contract until three (3) years after receipt of
final payment under the Contract, reasonable and reliable detailed
records of costs incurred in performing the Contract, in the format
required by UMTA.
C. Audit and Inspection of Records
The Contractor shall permit the authorized representa-
tives of the City, the U.S. Department of Transportation and the
Comptroller General of the United States to inspect and audit all
data and records of the Contractor relating to his performance under
the Contract until the expiration of three (3) years after final
payment under this Contract.
The Contractor further agrees to include in all his
subcontracts hereunder a provision to the effect that the subcon-
tractor agrees that the City, the Department of Transportation and
the Comptroller General of the United States or any of their duly
authorized representatives shall, until the expiration of three (3)
years after final payment under ~he subcontract, have access to and
the right to examine any directly pertinent books, documents,
papers, and records of such subcontractor, involving transactions
related to the subcontractor. The term "subcontract" as used in
this clause excludes (1) purchase orders not exceeding $10,000 and
(2) subcontracts or purchase orders for publich utility services at
rates established for uniform applicability to the general public.
The periods of access and examination described above,
for records which relate to (1) litigation of the settlement of
claims arising out of the performance of this Contract, of (2) costs
and expenses of this Contract as to which exception has been taken
by the Comptroller General or any of his duly authorized repre-
sentatives, shall continue until such litigation, claims, or
exceptions have been disposed of.
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18. Ownership of Documents
All work performed by Contractor under this Contract shall
be the property of the City. City retains ownership of any and all
data, documents, plans, specifications, working papers, and any
other material produced by Contractor in connection with this
Contract.
19. Law of California
The Contract shall be governed by laws of the State of
California. The contract provisions required by the State of
California to be included in public contracts are hereby incorpor-
ated by reference and shall become a part of this Contract as if
fully set forth herein.
20. Prohibited Interests
No member, officer or employee of the City, or of a local
public body, during his/her tenure or for one (1) year thereafter,
shall have any interest direct or indirect, in this Contract or the
proceeds thereof.
21. Interest of Members of Congress
No member of or delegate to the Congress of the United
States shall be admitted to any share or part of this Contract or
to any benefit arising therefrom.
22. Covenant Against Contingent Fees
The Contractor warrants that no person or selling agency
has been employed or retained to solicit or secure this Contract
upon an agreement or understanding for a commission, percentage,
brokerage, or contingent fee, excepting bona fide employees or bona
fide established commercial or seling agencies maintained by the
Contractor for the purpose of securing business. For breach or
violation of this warranty, City shall have the right to annul this
Contract without liability or at its discretion, to deduct from the
Contract price or consideration, or otherwise recover, the full
amount of such commission, percentage, brokerage or contingent
fee.
23. Minority Business Enterprises
In performing this Contract, Contractor shall cooperate
with City in meeting City's commitments and goals for maximizing
minority business enterprise participation in Contract work and
shall use best efforts to ensure that minority business enterprises
have the maximum practicable opportunity to compete for any subcon-
tract work under this Contract.
24. Excusable Delays
(a) Except with respect to defaults of subcontractors, the
Contractor shall not be considered in default by reason of any
failure to perform in accordance with the Contract if such failures
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.• arises out of cause~ beyond the control and wi thout the faul t or
negligence of the Contractor. Such causes may include, but are not
restricted to, acts of God or of the public enemy, acts of the
Government in either their sovereign or contractual capacity, fires,
floods, epidemics, quarantine restrictions, strikes, freight embar-
goes, and unusually severe weather, but in every case the failure to
perform must be beyond the control and without the fault or negli-
gence of the Contractor. If the failure to perform is caused by the
default of a subcontractor, and if such default arises out of causes
beyond the control of both the Contractor and the subcontractor, and
without the fault or negligence of either of them, the Contractor
shall not be in default by reason of any failure to perform, unless
the supplies or services to be furnished by the subcontractor were
reasonably obtainable from other sources on similar terms and in
sufficient time to permit the Contractor to meet the Contract
requirements. (As used herein, the terms "subcontractor" and
"subcontractors" mean subcontractor(s) at any tier.)
(b) Should the Contractor fail to perform because of
cause(s) as described in this Paragraph, the City shall make a
mutually acceptable revision in the Project schedule.
25. Local Representative
Contractor shall become lawfully authorized-and qualified
to transact business within the State of California and, at City's
request, supply evidence of such authorization and qualification.
26. Modification
Any modification of the provisions of this Contract shall
be reduced to writing and signed by the parties.
27. Integration
This Contract contains the entire agreement between the
parties and supersedes all prior written or oral discussions or
agreements.
AEGIS TRANSPORTATION INFORMATION
SYSTEMS, INC.
By-+-&t4~....,--,-u.._&_L_4_~_
(s igna ture)
THE CITY OF SAN RAFAEL
4 ... aU [' C40=r=
(signature)
Name
~~~~-=--~~~7=~~-----LAWRENCE E. MULRYAN, Mayor
Ti tIe PI2.€.S ItJ .. AJI
ATTEST: k.~ ~ LEONCINI, CIty CIerI, ~.s. 71t.1JwSA;JLfJt'1l ~ r,..,~ /fflflfrl
s..,~~
Contractor's Federal I.D. Number
or Social Security Number
18.1 Bj1
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TO FORM
ttorney
Product
Working Paper 111
Working Paper 112
Working Paper #3
Working Paper 114
Working Paper 115
\.lorking Paper 116
Document III
Document (12
Document (/3
Document fl4
Document /;5
Document fl6
Document il7
1
Title
CRIS PROJECT
PAYMENT SCHEDULE
Existing CRIS and Ride-Share Systems
Existing and Future Travel Patterns
Potential Travel Demands on AUTO-RIDE
Communications Demand
System Alternatives
Initial Recommendation for General
System Configuration
CRIS System Design
Estimate of Cost and Time to Develop
CRIS in San Rafael
Description o-f CRIS
Quantification of CRIS Impact on
Congestion, Energy, and Air Pollution
Non Transportation Services Compatible
with CRIS System
Public Awareness Program
Analysis of Funding Potential for CRIS
Final Report
Task % Complet ion
I-A 5
I-C 10
I-D 10
II-E 2.5
II-H 5
III-A 10
III-C 5
IV-F 5
V-A 5
IV-F 10
III-C 5
IV-E 7.5
IV-D 5
VI-B 15
TOTAL 100 %
PROPOSAL
TO THE CITY OF SAN RAFAEL
FOR
COMPUTERIZED RIDER INFORMATION SYSTEM (CRIS)
Prepared by
AEGIS TRANSPORTATION INFORMATION SYSTEMS, INC.
380 Channing Way, #266
San Rafael, California 94903
January 17, 1983
, . . .
TABLE OF CONTENTS
Page
1. Background Infonnation .............................. 1
2. Relevant Project Experience ...................... '" 6
3. Scope-of-Work. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4. Assistance from City of San Rafael ........... '" .... 16
5. Cost Estimates -by Task ............................ 17
6. Minority Business Enterprise ................... , .... 22
APPENDICES
A. Videotex -Background Information
B. Description of the AUTO-RIDE System
C. AUTO-RIDE -Patent Abstract
.. ,
1. BACKGROUND INFORMATION -AEGIS TRANSPORTATION INFORMATION SYSTEMS, INC.
(a) Date firm was founded -January 1983
(b) Location of firm's offices -
(1) 1188 Bishop Street, Suite 806
Honolulu, Hawaii 96813
(808) 536-2341
(c) Principals of firm and their resumes -
(2) 340 Channing Street, #266
San Rafael, California 94903
(415) 492-6231
(1) President -Robert I .... Behnke -Operations Analyst
Mr. Behnke has 27 years experience in data processing and opera-
tions research. He has managed analysts, programmers, engineers
and scientists on a variety of projects for business, industry
and government agencies. As President of Pacific Technical Ana-
lysts, Inc. (PTAI) and General Manager of Control Data Corpora-
tion's Pacific operations, he was responsible for over 200 tech-
nical people in Hawaii and Asia.
Mr. Behnke has been actively involved in research on transpor-
tation systems for over a decade and has been studying Marin's
transportation problems for the past two years. Mr. Behnke ori-
ginated the AUTO-RIDE concept and obtained a patent on the sys-
tem in November 1982. In 1981 he received an award from Johns
Hopkins University and the National Science Foundation for AUTO-
RIDE's "ability to enhance the quality of life for handicapped
people". During the past three years, he has been evaluating
videotex systems developed by Canadian, European, Japanese and
U.S. organizations.
Mr. Behnke has a BA in Chemistry and Physics from Hamilton Col-
lege and over 40 hours of graduate work in mathematics, engin-
eering and the management sciences. He has taught courses in
data processing, business analysis and statistics at Chulalong-
korn University, Chaminade College and the University of HawaiI.
~lr. Behnke was a trustee for Hawaii Pacific Collegc anJ a TIlcmtwl'
of Abilities Unlimi ted of Hawaii. He is also a mcmber of Rotary,
Int ernational.
(2) Vice President -Jin Won Park -Systems Engineer
Mr. Park has 22 years experience in developing computer software
and hardware. While employed by Control Data Corporation, The
Systems Corporation and the University of Hawaii, Mr Park worked
on a variety of engineering and programming projects. One of
these was the Aloha System, a project to develop a network of
minicomputers for transmitting digital information between uni-
versities located throughout the Pacific Basin. He assisted in
1
the design of the AUTO-RIDE system and is nOlo; designing a
low-cost, high-performance microcomputer terminal.
Mr. Park has a BSEE from Seoul University and a MS in Com-
puter Science from RPI. He has completed all of his course
work for a PhD in Information Processing at the East West
Center -University of Hawaii.
(3) Secretary & Treasurer -Linda S. Green -Systems Analyst
Ms. Green has ten years experience in designing and imple-
menting automated information processing systems. During
the past year she has been developing an on-line transpor-
tation-energy data base to support development of the AUTO-
RIDE system.
Ms. Green maj ored in Mathem·atics and Business Management at
the University of Oregon. She has designed and taught a vari-
ety of data processing and word processing courses in business
and industry.
(d) Personnel by Disciplines -
(1) Pat Tyrell-Smith -Systems Analyst (Consultant)
Mr. Tyrell-Smith has almost 24 years experience in designing
and developing management information systems for America Fore
Insurance, Lockheed Missiles and Space Company and Fireman's
Fund Insurance Company. His work has involved a wide variety
of computer systems, from the smallest personal computers to
the largest on-line systems developed by IBM. He has been a
featured speaker at a wide variety of professional and tech-
nical seminars.
Mr. Tyrell-Smith has been active in transportation and commu-
nity activities in Marin County for the past eleven years. He
is Chairman of the Citizen's AdVisory Committee for Dominican
College, Director of the Terra Linda Rotary Club and a member
of the Marvelous Marin Breakfast Club. In addition, he has al-
so served as:
*
*
*
President, San Rafael Chamber of Commerce and Chairman
of the Ad Hoc Committee on Transportation and Traffic.
Member of the Highway 101 Study Committee and the San
Rafael Downtown Parking Committee.
Columnist for the San Rafael News Pointer.
Mr. Tyrell-Smith has written numerous articles about the trans-
portation-energy problems of both San Rafael and Marin County.
During the past two years he has conducted independent research
on videotex (electronic publishing, bank-at-home, remote educa-
tion, electronic shopping, etc.) for use in Computerized Rider
Information Systems (CRIS). He is also Chairman of the Board of
Children'S Television and Literature Productions, Inc.
2
f'.lr. Tyre 11-Smi th has a BS degree from the Uni vers ity of San
Francisco and has completed over 30 credit hours of manage-
ment and technical courses at the University of California
and in industry. He is a member of the Society for Manage-
ment Information Systems (SMIS), Electronic Applications
Research Forum (EARF) and the Association for Computing Ma-
chinery CACM).
(2) Robert L. Harrison -Transportation Planner (Consultant)
Mr. Harrison has 17 years experience in transit and transpor-
tation planning, specializing in plans and programs for local
governments. From 1973 to 1976, he was Assistant General Mana-
ger of the Marin County Transit District and Chief of Marin
County Transportation Planning Program. In this capacity, he
prepared budget and work programs, policy reports and supervi-
sed a professional staff involved in system design and finan-
cial analysis of the local transit development programs.
Mr. Harrison directed the Santa Clara Valley Corridor Evalua-
tion, coordinating with regional and local governmental agencies
to establish policies on transportation, water supply and waste-
water projects. As an independent transit and transportation
consultant, he conducted the following projects:
* North San Rafael Corridor Study Transportation Policy
Analysis prepared for the City of San Rafael and the
County of Marin.
*
The North San Rafael Corridor Study examines the de-
velopment potential of the three largest undeveloped
parcels of land just north of the city limits. The
recommended policies incorporate the requirements of
both public agencies as well as the owners of the pro-
perties studied. Transportation policies recommended
for the area range from new streets and freeway inter-
change modifications to a program aimed at reducing
peak hour trips that . will be generated from the devel-
opment of the area. Also recommended is a finanCing
program which will assure the transportation system
can be implemented.
Environmental Impact Report for the Transportation Ele-
ment of the Marin Countywide Plan prepared for the f'.1arin
County Planning Department.
The EIR reports the impacts and required mitigation mea-
sures for each pOlicy area of the Countywide Plan Trans-
portation Element. In order to place these impacts into
the Countywide perspective, a comprehensive transportation
setting statement introduces the EIR. Countywide travel
is evaluated for total travel, highway trips and public
transit usage. Four transportation system alternatives
and six land-use options are studied in order to describe
the process used to select the recommended Countywide
Transportation Plan .
3
*
*
*
Transportation Element of Strawberry Community Plan
prepared for the Marin County Planning Department.
The Strawberry Plan recommends transportation poli-
. •
cies and programs scaled for a community of about 4,000
population. Improvements recommended include geometric
design of street intersect ions as well as pedestrian
and bicycle facility plans. A unique feature of the
plan is a set of recommendations on how to control spee-
ding and safety problems on local streets.
Transportation Analysis of Ross Landing Office Building
prepared for the Marin County Planning Department.
The report documents the traffic impacts which would oc-
cur if a 32,000 square foot office bUilding replaced a
tennis club in Kentfield . Impacts on morning peak, af-
ternoon peak and daily travel patterns are reported along
with mitigation measures needed to offset these impacts.
Analysis of Transportation Impacts Due to New Develop-
ment at Hamilton AFB.
The problem of access to Hamilton Air Force Base assuming
three different development patterns is studied for a num-
ber of transportation options. Specific recommendations
on transit service expansion and for carpool and high oc-·
cupancy vehicle (HOV) lane programs are included in the
analysis.
Mr. Harrison has a BS in Civil Engineering from Lehigh and an
MBA in Transportation from the University of California, Berkeley
(3) Clark E. Ludahl -Electronics Engineer (Consultant)
Mr. Ludahl has seven years experience in the design and devel-
opment of minicomputer and microcomputer systems. He built the
first prototype terminal for the AUTO-RIDE system and is co-author.
of a paper on the use of microcomputers to aid the handicapped.
This paper is a finalist in a regional contest sponsored by the
National Science Foundation. Mr. Ludahl also designed and built
a camera scanner interface to link a high-speed electronic camera
with a computer.
Mr. Ludahl has a BSEE from Washington State University. He has
had extensive training in DEC minicomputers, Z-80 microcomputers
and peripheral equipment.
(4) Richard Behnke -Economist (Consultant)
Mr. Behnke has taught both undergraduate and graduate courses for
the past ten years at the University of Hawaii and Chaminade Col-
lege in Honolulu. These courses include Managerial Economics,
Money and Banking, Finance, Investment Theory and Macro-Economics.
4
Name
Robert
He is a consultant for several research companies and parti-
cipated in the development of the AUTO-RIDE system. Mr. Behnke
was formerly employed by the U.s. Treasury Department and by
the U.S. Navy as a data processing specialist.
Mr. Behnke has a BA in Economics from Centre College and a MBA
from the University of Hawaii.
(5) Robert Hill -Systems Engineer (Consultant)
Mr. Hill has ten years experience in the use of m1n1computers
and microcomputers for eye research and personal identification
systems. He was responsible for the design, construction and
operation of an electrophysiology laboratory to do research on
night blindness for the FDA. He also developed and patented a
microcomputer device for automatically identifying individuals
using eye scans with infrared light. The process is faster,
less expensive and more reliable than fingerprinting.
Mr. Hill majored in Electronics at the University of Washington.
(6) Richard H. Marsh -Systems Eng1neer (Consultant)
Dr. Marsh has fourteen years experience designing minicomputer
and microcomputer systems for business and industry. He helped
develop a variety of diagnostic tools and engine control systems
for Ford Motor Company. His responsibilities included the de-
sign of a microcomputer-controlled vehicle display device and a
shared-resource communications link between the engine computer
and the display. He is currently developing the communications
and control software for a network of microcomputer terminals.
Dr. Marsh has a BS from the University of Michigan and both a
MS and a PhD from Wayne State University.
Monthly and Daily Pay Rates
Classification Monthly Rate Daily Rate
Behnke Operations Analyst $ 9,720 $ 480
Jin Won Park Systems Engineer 6,480 320
Linda Green Systems Analyst 4,050 200
Pat Tyrell-Smith Systems Analyst 8,100 400
Robert Harrison Transportation Planner 8,100 400
Clark Ludahl Electronics Engineer 4,860 240
Richard Behnke Economist 6,480 320
Robert Hill Systems Engineer 8,100 400
Richard Marsh Systems Engineer 6,480 3;?O
5
(e) Name of project manager -
Robert W. Behnke will serve as the proj ect manager of The San
Rafael CRIS Project.
2. RELEVANT PROJECT EXPERIENCE
AEGIS is a mini -microcomputer 'systems house'. It evaluates the re-
quirements of clients in business, government and industry, and assem-
bles complete systems to meet their needs. Most of the computer and
communications equipment for these systems are purchased from major
manufacturers. AEGIS designs and builds special components that are
not available from outside sources. It also provides management con-
sulting services and designs and develops software for a wide variety
of small, medium and large computer systems.
AEGIS has assembled a team of exceptionally qualified professionals to
design an innovative Computerized Rider Information System (CRIS), for
the City of San Rafael. Some of the accomplishments of these individu-
als have already been described. Others that show the team's management
and technical experience are listed below:
•
•
The Local Transit Services Plan prepared for the Marin County
Transit District (co-author),
The Plan examines the local travel market in Marin County and
recommends six categories of local transit to serve each of the
major segments of the travel market identified as most probable
to make use of public transit service. By carefully tailoring
the design of the local transit service to best meet the needs
of specific groups, the greatest possible share of all travelers
are projected to use. the transit service. The market segmenta-
tion approach is also useful as a device to allocate the avail-
able funds to each portion of the proposed service. The six
categories of service recommended include: Trunk Lines, Midday
Shuttles, Commuter Express, College Express, Schoolday Supple-
mental, and Special Services for the Elderly and Handicapped. To
implement these services, a five-year financial and implementation
program is included in the Plan. The program includes projections
of available funds and capital and operating costs, as well as the
increments of new service recommended to begin in each year of the
program.
System Installation Plan
Prepared comprehensive management, technical and financial plans
for installing a large-scale, on-line compllter system for :1 I"r~t'
multi-national corporation. This included evaluation of Cln (vi-
deo) terminals from a variety of manufacturers, estimating systems
design and programming costs, and preparing five-year financial
statements for the data processing operations.
6
<.
• Design of a High-Security Videotex Terminal
Although a wide variety of videotex terminals have been designed
and developed by U.S. and foreign manufacturers, few possess the
security features necessary for processing remote financial trans-
actions or for demand-responsive transportation applications. AE-
GIS received a three man-year contract in 1980 to analyze the capa-
bilities and limitations of existing terminals and to provide spe-
cifications for a high-security videotex terminal.
Study of a New Concept in Ridesharing for the Island of Oahu
Members of the proposed San Rafael CRIS project team recently con-
ducted a study to determine how a demand-responsive ridesharing
system could reduce traffic congestion in the Koolau, Leeward
and Kalanianaole corridors connecting Honolulu with suburban com-
munities. The study expanded the analysis conducted in 1976 by
the Department of Transportation -State of Hawaii for the Legis-
lature to find ways to limit the number of vehicles on Oahu. The
study also analyzed the reasons for the lack of success of feder-
ally-sponsored programs to stimulate conventional ridesharing ac-
tivities in the City and County of Honolulu.
• The Marin County Transportation Plan an update of the Marin Coun-
tywide Plan Transportation Element prepared for the Marin County
Planning Department.
•
•
The Marin Plan recommends innovative transportation policies tied
to the need to conserve energy and to support the County's local
land-use plans. In order to assure transportation energy consump-
tion is reduced, the Plan recommends the majority of all public
transportation expenditures be restricted to energy efficient modes
such as public transit, high-occupancy vehicle (HOV) lanes on free··
ways, preferential parking for HOV's and bicycle and pedestrian
facilities .
Management Information Systems/Center
Design and development of Management Information Centers for U.S.
Naval Facilities Engineering Command, U.S. Embassy in Bangkok and
the Military Research and Development Center (MRDC) in Thailand.
This included design and use of PERT/CPM computer programs to moni -
tor and control a variety of one-of-a-kind projects.
Technical Advisor to City of Richmond Paratransit Program
The City of Richmond operates one of the most successful paratran-
sit programs in the country and wished to assure its program re-
mained both highly effective and fully funded. As an advisor to
the City, a series of stategies were devised aimed at assuring the
paratransit service would survive federal and state funding cut-
backs and be fully coordinated with other programs in Contra Costa
County.
7
•
•
Mathematical Modeling and Simulations
Designed and developed computerized war games and flight plan-
ning systems fo~ the U.S. Pacific Command. Provided a team of
scientists and engineers to serve as a technical advisory group
·to CINCPAC and subordinate commands. Developed mathematical mo-
dels and computer simulations of military operations for the DOD
Advanced Research Projects Agency (ARPA),
San Rafael Chamber of Commerce Committee on Transportation and
Traffic
Prior to becoming associated with the AUTO-RIDE project, Mr. Pat
Tyrell-Smith formed and presided over the Ad Hoc Committee on
Transportation and Traffic in San Rafael. This committee indepen-
dently came to the conclusion that some type of jitney/ridesharing
system would provide the most cost-effective solution to San Ra-
fael's traffic and parking problems.
The following statement on San Rafael's transportation-energy pro-
blems was obtained from an October 10, 1980 report produced by the
Chamber of Commerce Committee:
Traffic
San Rafael has an unusual topography that subdivides
the City in a pattern sometimes likened to a four
leaf clover. Man-made as well as natural barriers
have formed these areas, and they pose serious im-
pediments to attempts to provide effective transit
service, since the ridges tend to run east-west and
the highway heads north-south.
The Terra Linda Valley Sub-Regional Traffic Impact
Study Summary (1) notes that " ... no direct connection
exists between the northern and southern portion of
the City except U.S. Highway 101". It also mentions
another piece of the problem: "Freeway traffic vol-
umes have been growing at a steady pace due to growth
pressures from the north, the Valley and the entire
Bay Area".
This increased use of roadways, complicated by the
need to travel to the freeway in order to move with-
in or to leave parts of the City, creates a level of
traffic congestion much greater than a city of 45,000
residents might normally expect. Some relief from
congestion could be expected if additional HOV lanes
were added to Highway 101, but realistic estimates
target this for the late 1980's.
(1) "Terra Linda Valley Sub-Regional Traffic Study Summary", Wilbur Smith
and Associates, May 1979.
8
... ' '~
Parking
Parking is a separate, but very closely allied prob-
lem. New developers must provide adequate parking
in an environment where land cost and land availa-
bility often make the required numbe.r of parking
stalls economically infeasible.
Who else is effected by inadequate parking? Accor-
ding to the Evaluation of Alternative Parking Faci-
lities for Downtown San Rafael (2), conducted by D.
Jackson Faustman and issued in August, 1979: "The
vast majority of workers (employees) park very near
their workplace." Yet these are the very parking
spaces that merchants feel should be available for
customers. The report goes on to say that " ... it
is recommended that priority be given to providing
additional customer parking because of the vital im-
portance of customers to the economic well-being of
the central business district". The intent of that
statement can easily be expanded to include the en-
tire city. It is problematical that a balance of
parking between shoppers and employees can be achie-
ved in an area with deficient parking.
Energy
The wasteful consumption of energy sources (in this
case, gasoline), when vehicles are occupied only by
a driver, has been thoroughly documented. (3) (4)
It is obvious that if the number of vehicles and ve-
hicle miles traveled can be reduced by increasing
the number of occupants, then energy is conserved,
air pollution is lessened, noise level is decreased
and the demand for road systems and parking space
diminishes ...
Transportation
The lack of an affordable, flexible means of trans-
porting people within San Rafael has serious conse-
quences. Senior citizens, the handicapped, students,
and others who may not have the money or the physical
(2) "Evaluation of Alternative Parking Facilities, San Rafael, California"
D. Jackson Faustman, August 1979.
(3) "Local Transit Services Plan" prepared for the Marin County Transit Dis-
trict in September, 1979.
(4) "San Rafael Downtown Transportation and Parking Study" issued by OKS Asso-
ciates, August 1980.
9
capanility to utilIze currently available transit
alternatives are forced to forego basic needs such
as shopping, education, job opportunities, routine
medical treatment, etc.
Employees find San Rafael a less agreeable location
to work because of the inconvenience and/or expense
of moving around the city. Owners of businesses may
be faced with the prospect of providing expensive
enticements, such as subsidized housing, in order to
retain good employees and to counteract the transit
disadvantages.
Shoppers find other places to spend their money, and
tend to frequent other store or business locations.
Similar statements of the transportation-energy problem may also
be made about Sausalito, Mill Valley, Novato and other communi-
ties in Marin County. The footnotes on the previous pages shows
that the transportation problems of San Rafael and Marin County
have been analyzed in detail in recent years. As a result of
these studies and operational experience with several paratran-
si t programs, the 1980-81 "Overall Economic Development Plan"
suggested the following direction for Marin County:
"Transportation must be addressed in innovative ways
to ensure a system that will provide schedules an d
routes that will attract use. In some cases, especi-
ally as gasoline costs continue to increase, the only
viable answers may be carpools and vanpools suppo rted
by private industry or the employees themselves."
In summary, the team proposed by AEGIS for this project has a strong back-
ground in systems engineering, transit planning, finance, economics and
the management sciences. It also possesses an excellent background in
both San Rafael's and Marin County's transportation problems and go vern-
ment operations.
3. SCOPE-OF-WORK-
The following statement was made by Dr. MartIn Wohl, Professor of Transpor-
tation System Planning at Carnegie-Mellon University and one of the authors
of the RAND Corporation Report "The Urban Transportation Problem":
"The goals of urban transportati on a r e so often viewed as
reducing downtown traffic ongestion, improving suburban-
to-downtown commuting, and 'getting people out of cars
and into transit". We look too little at the ultimate
purpose, which is fast, efficient transportation. The
10
..
most talked about 'means' for reaching our goals usually
include the construction or extension of suburban rapid
transit lines as well as subsidies for new and existing
facilities, transit fare reduction (if not free transit),
the banning of automobiles in the downtown area, parking
fee surcharges, and congestion tolls for autos. This
kind of rhetoric rarely gains us more than heavy capital
commitments for new or extended transit lines, new but
still conventional buses or rail cars, and heavier tran-
sit deficits. Traffic congestion is not reduced; tran-
sit service seems little better -at least for most urban
dwellers -and the problems of pollution, noise and energy
consumption remain unabated."
Dr. Wohl has been a long-term advocate of changing taxi regulations to
improve the availability, usage and financial viability of these para-
transit vehi~les. By eliminating regulations against shared-ride taxi
services, for example, cab owners could not only increase profits, they
could also reduce fares and conserve fuel. This, in turn, would provide
important benefits to those aged and handicapped riders who need door-
to~door transportation services and guaranteed seating.
Mass transit systems and carpools are making an important contribution
to energy conservation. However, it is doubtful that this contribution
will increase in the future. Although public transit systems received
billions of dollars of federal and state aid between 1969 and 1979, the
percentage of commuters who use rail and bus services decreased from 10
percent to 6 percent during this period. This is a 40 percent loss in
transit's market share during a decade in which there were two gasoline
crises and the cost of owning and operating an automobile increased dra-
matically. During this same decade, despite an extensive campaign to
encourage carpools, there was an overall increase in the use of single-
occupant automobiles for commuter travel. To paraphrase newspaper col-
umnist Lois Taylor: "Carpools are like broi led Ii ver -cheap, good for
you and unpopular. To date, despite bumper sticker propaganda to the
contrary, they don't work for most people."
Some conservationists may question the preceding statements about the li-
mited energy saving potential of both carpools and mass transit. It should
be noted that these conclusions were developed by both Alvin AIm and Daniel
Yergin in their studies of U.S. transportation-energy problems. It should
also be noted that both of these studies were completed before President
Reagan took office and announced plans to reduce federal spending on public
transportation.
In 1970, our national bill for imported oil was $3 billion. In 1978, it
was $42 billion. In 1980, even though conservation efforts and the reces-
sion significantly reduced the volume of oil imports, the price for these
imports exceeded $80 billion. This is equivalent to every family of four
sending $1,600 out of this country every year and it is a major reason for
our country's inflation and balance-of-payments problems.
11
-
The transportation sector uses approximately half of the oil used in
the United States and the private automobile consumes over half of
this amount. The American car alone consumes one-ninth of all the oil
used .in the world every day. The improvement in the mileage efficiency
of the automobile population will make an increasing contribution to
the U.S. energy conservation program. To make a similar contribution
in our transit systems, it will be necessary to broaden our concept ,of
ridesharing to include non-commuter travel and vehicles operated for a
profit. It will also be necessary to broaden our concept of public
transit to include a variety of new, innovative transportation services.
Because of our continued dependence on imported oil, our increasing trans·
portation and environmental problems and the proposed federal cutbacks in
operating subsidies for transit and carpooling oper~tions, a growing num-
ber of transportation specialists are recommending that regulations also
be changed to permit individuals to use their own personal vehicles to
supply local transportation services on a quasi-business basis. Unlike
carpools and vanpools, which must be operated on a not-for-profit basis,
the proposed "paraprivate" transportation services would generate income
for driver-owners. This approach could add enormous transportation capa-
city at little or no additional cost to the public. Dr. Ray Mundy, Prof-
essor of Marketing and Transportation at the University of Tennessee, and
the person who coined the term "paraprivate" transportation, offers the
following commentary:
"Management of public transportation systems in the 1980s
will be a major challenge for urban areas. Their opera-
ting scenarios, financial support and general feasibility
will be severely tested. The present heavy subsidies of
transit is not expected to continue. JUst as much of the
U.S. industry has had to specialize its product offerings
in a competitive marketplace, so will transit systems.
This will mean the expansion of paratransit activities
and the inclusion of paraprivate transportation options .
... How these newer, specialized forms of public transpor-
tation alternatives are integrated into existing tradi-
tional operations will be the major managerial and offi-
cial focus for much of this decade. Those areas that are
successful in broadening their concept of public transpor-
tation to include these innovations will breathe new life
and vitality into their local transportation systems.
Those who do not will continue to teeter from one finan-
cial crisis to another. Clearly, public transportation
officials at all levels need to ask themselves, "What are
we trying to do?", and restructure to accomplish these
goals. We can no longer continue to use nineteenth-century
work rules and early twentieth-century technology as we stum-
ble toward the twenty-first century."
The microcomputer, a prime example of late twentieth century technology,
provides some new tools to help public transportation officials integrate
transit, paratransit, ridesharing and paraprivate resources into a more
12
...
cost-effective, more energy-efficient transportation system. AEGIS
has designed an automated, door-to-door transportation system, called
AUTO-RIDE, that utilizes low-cost videotex terminals to rapidly match
would-be riders with would-be drivers on a trip-by-trip basis. AUTO-
RIDE is a supplemental transportation service that attempts to combine
the comfort and convenience of the taxi with the economy and energy
conservation characteristics of the carpool. The advent of the micro-
computer and videotex makes AUTO-RIDE a technically feasible concept
today.
Videotex is the name given to an easy-to-use, two-way consumer informa-
tion delivery system. Users in homes, offices and shops can call infor-
mation from a variety of remote sources and display it on an ordinary
TV set using a low-cost, microcomputer keyboard. The information car-
rier can be either a telephone line, TV cable or a radio link. Once in-
stalled in a community, a videotex network connects businesses and homes
creating a new two-way video communications medium in which users can
make reservations, purchase goods, pay bills, receive training and ex-
change electronic mail. Perhaps the most widely publicized application
of this technology is the French government's program to install 270,000
videotex terminals in a suburb of Paris to replace printed telephone di-
rectories and reduce the cost of directory assistance services.
The AUTO-RIDE system employs low-cost, easy-to-use videotex terminals to
instantly collect trip requests from riders and trip offers from drivers.
Because of the speed and flexibility of the modern microcomputer, detailed
trip information (e.g. origin, destination, departure time, seating) can
usually be entered by pressing one or two buttons on the terminal keyboard.
This information, after being checked for accuracy and completeness, is
then automatically transmitted to a central computer. After careful se-
curity checks are performed, the central computer matches drivers and ri-
ders to instantly form, in effect, single-trip carpools. Confirming and
coordinating messages are then transmitted back to the terminals for the
drivers and riders.
It is envisioned that the AUTO-RIDE system will use a mix of professional
taxi drivers and parttime drivers to provide demand-responsive (i.e. on
call) transportation services. Fares, comparable to those of existing
public transit systems, will be billed monthly by the central computer.
Since only a small portion of these fares will be needed to support the
central computer system, most of the fares can be used to provide finan-
cial incentives for AUTO-RIDE drivers and to subsidize operators of taxi
cabs or specialized vehicles for the handicapped.
Appendix A provides general background information on videotex and how thi~
technology can be used for a variety of consumer applications (e.g. elec-
tronic mail, publishing, shopping, banking). Appendix B provides a des-
cription of how this videotex technology can be used to provide low-cost,
door-to-door transportation services for citizens of San Rafael. Appendix
C contains an abstract of the patent issued for the AUTO-RIDE concept to
Robert Behnke, the proposed project leader for the San Rafael CRIS study.
13
-
During the past few years, UMTA's Services and Methods Demonstration
(SMD) Programs has sponsored several trials of Computerized Rider In-
formation Systems (CRIS). In almost all cases, bus stops were assigned
a four digit bus stop number. A would-be rider could receive the sche-
duled times of the next two buses on up to three bus routes that serve
any stop via an ordinary telephone. The prospective rider merely dialed
a eRIS prefix (e.g. 825 in Erie, Pennsylvania) followed by the four-di-
git bus stop number and a computerized anwering machine provided the
information.
When Ronald Fisher, Director of UMTAjSMD was briefed on AUTO-RIDE by
Robert Behnke, he recognized that videotex could provide more comprehen-
sive transportation information than the telephone and became very int-
erested in starting some type of demonstration project. In his memoran-
dum to Arthur Teele, UMTA Administrator, Ron Fisher stated:
"One of our high priority areas for investigation in the
SMD Program is customer (rider) information ...... Fortunately,
we are very involved in (eRrS) at present, but the most ex-
citing potential advance is the "AUTO-RIDE" system recently
proposed by Mr. Behnke for Marin County ...... With one 'tele-
phone' call a person would be able to get information on tran-
sit, paratransit and auto shared ride. It (AUTO-RIDE) could
represent the space age type breakthrough that everyone has
been talking about for transit since the early 60's."
As part of the San Rafael CRIS project, AEGIS proposes to design a sub-
system, including videotex screen layouts, to display bus, ferry and BART
schedules and to provide information on how to use these transit services.
AEGIS also plans to design a subsystem on how to call any demand-respon-
sive paratransit service that is available to San Rafael's citizens, in-
cluding taxis, Handi-wheels, Whistlestop Wheels and airline limosines.
Paraprivate and shared-ride services will be provided by the AUTO-RIDE
subsystem.
The proposed videotex-based eRrS system for San Rafael fits in with UMTA's
plans and programs for the future. Note the following quotations from the
"Report on the Future Directions of the SMD Program":
"Over the next few years, the SMD Program faces what may be
its greatest challenge yet --to develop, test and disseminate
information about innovative strategies and management techni-
ques to reduce the operating deficits of public transportation
in response to growing economic and political pressures. Many
of the demonstrations currently being evaluated by the SMD Pro-
gram already reflect an increased emphasis on transit producti-
vity and efficiency. Future efforts, described briefly below,
will be directed principally toward these goals."
14
4. INFORMATION A..!\JDjOR ASSISTANCE FRO~l SA,l.,J RAFAEL -
(a) Transportation Data
AEGIS has built a data base of books, reports and articles on
the transportation-energy problem that will be used to support
this proj ect. These information resources may not contain the
most recent data or projections. AEGIS would like to have the
assistance of the City to locate the best data sources available.
(b) Project Status Meetings
AEGIS will prepare monthly reports that will describe the re-
sults achieved, problems encountered, and the plans for the
next 30 days. AEGIS believes that monthly meetings should be
scheduled with the City's Project Officer to review and discuss
each report. More frequent meetings, particularly during the
early stages of the project, would be welcomed.
(c) Outside Meetings
AEGIS plans to install a prototype version of the CRIS system
in San Rafael to demonstrate both the concept and videotex tech-
nology to businesses, government agencies and other organizations
that will be involved with the proposed system. One purpose of
these demonstration meetings will be to obtain data and to col-
lect comments for the analysis. Another will be to inform transit
(including taxi) operations, community and environme~tal groups,
and the media about the concept since the ultimate success of the
p~oject will depend on public acceptance. AEGIS would like to
have the City review the presentation and the printed material pri-
or to meetings with outside agencies. AEGIS would also like to
coordinate all meetings with the City's Project Officer to mini-
mize communication problems.
AEGIS is particularly interested in meeting with telephone, cable
TV and other communications companies to determine the potential
impact of a large volume of new message traffic in San Rafael.
It should also be noted that both Robert Behnke and Pat Tyrell-Smith
are active in Rotary, International. Since Rotary and other service
organizations contain business and government leaders, presentations
at their meetings would be an inexpensive but effective way to dis-
seminate information throughout the City and County about the new
CRIS system.
16
. I •
"In the area of conventional transit service innova-
tions, demonstration activities will focus on improve-
ments in transit service attributes such as reliability,
transfer coordination, and passenger information sys-
tems. The central theme of these projects will be to
improve transit service and make it more attractive to
choice riders at little or no increase in operating
costs. The passenger information system demonstrations
will also be exploring other uses for the passenger in-
formation data, such as in transit operations management
or service planning. A demonstration involving coordina-
tion of public transit and school transportation services
is also planned, with a primary objective being to in-
crease overall transit efficiency by reducing or elimin-
ating redundant services."
"Paratransitdemonstrations will also reflect the theme
of public transportation cost savings by exploring innova-
tive applications of private providers to deliver trans-
portation services in areas or to target groups that can-
not be efficiently served with conventional fixed-route
transit. Specific demonstrations include: (l)the use of
shared-ride taxi services to supplement transit in low-
density neighborhoods or during evenings and weekends, (2)
an application of the citizen cooperative concept to neigh-
borhood transportation services, and (3) strategies to fa-
cilitate ridesharing, both at employment sites and in resi-
dential neighborhoods. Also, the SMD Program will be evalu-
ating the cost-effectiveness of check-point dial-a-ride as
an alternative to fixed-route bus service in low-density areas."
"For the near future, at least, the SMD Program will continue
to explore alternative transportation services for elderly and
handicapped people in order to aid local decisionmakers in de-
veloping cost-effective, accessible public transportation for
their areas. Another proposed demonstration will look at ac-
cessible feeder service to accessible fixed-route bus as one
means to increase transit use by handicapped people."
"The ultimate goal of the SMD Program is to provide useful, ob-
jective information in a timely fashion, which can be used by
transportation decisionmakers to formulate more rational, effec-
tive and equitable trasnportation policies. The findings sum-
marized in this report and in other SMD publications are all
directed toward that goal."
San Rafael clearly has an opportunity to become a leader in innovative
transportation and communications technology that can be transferred to
other cities throughout the country in the future.
IS
S . COST ESTI~~TES
AEGIS is prepared to undertake the design of a CRIS/Videotex system
for the City of San Rafael on any of the following bases:
(a) Fixed Price
(b) Time and Materials
(c) Cost Plus Fee (either fixed or incentive)
AEGIS has conducted s1milar project s for business, industry and govern-
ment agencies using each of the above approaches. Whenever possible,
however, AEGIS prefers to work on a fixed-price basis. In that way, the
client knows what its total cost will be in advance and AEGIS can maxi~
mize its profits if it employs highly productive personnel.
The following tables describe AEGIS' cost estimate for the proposed pro-
ject:
PHASE I -ANALYSIS -90 days
Task 1 -Requirements Analysis
Task 2 -Systems Analysis
Subtotal
$ 26,780
22,830
$ 49,610
PHASE II -DESIGN AND IMPLEMENTATION PLAN -ISO days
Task 3 -Systems Design
Task 4 -Management Plan
Subtotal
PHASE III -RESULTS AND RECOMMENDATIONS -90 days
Task 5 -Draft Final Report
Task 6 -Final Report
Subtotal
TOTAL
1 7
$ 44,400
17,460
$ 61,860
$ 18,100
6,280
$ 24,380
$135,850
TASK: l. REQUIREMENTS ANALYSIS
Hrly
Name Classification Rate Hours Extension
Robert Behnke Operations Analyst $60 194 $ 11,640
Jin Won Park Systems Engineer 40 16 640
Linda Green Systems Analyst 25 64 1,600
Pat Tyrell-Smith Systems Analyst 50 56 2,800
Robert Harrison Transportation Planner 50 202 10,100
Clark Ludahl Electronl.cs Engineer 30
Richard Behnke Economist 40
Robert Hill Systems Engineer 50
Richard Marsh Systems Engineer 40
Labor Subtotal $ 26,780
Direct Charges
TOTAL $ 26,780
TASK: 2. SYSTEMS ANALYSIS
Hrly
Name Classification Rate Hours Extension
R0bert Behnke Operations Analyst $60 138 $ 8,280
Jin Won Park Systems Engineer 40 40 1,600
Linda Green Systems Analyst 25 130 3,250
Pat Tyrell-Smith Systems Analyst SO 138 6,900
Robert Harrison Transportation Planner SO 24 1,200
Clark Ludahl Electronics Engineer 30
Richard Behnke Economist 40
Robert Hill Systems Engineer 50
Richard Marsh Systems Eng1neer 40 40 1,600
Labor Subtotal $ 2 2,830
Direct Charges
TOTAL $ 22,830
18
...
Name
Robert Behnke
Jin Won Park
Linda Green
Pat Tyrell-Smith
Robert Harrison
Clark Ludahl
Ricllard Behnke
Robert Hill
Richard Marsh
TASK: 3 SYSTEMS DESIGN
Classification
Operations Analyst
Systems Engineer
Systems Analyst
Systems Analyst
Transportation Planner
Electronics Engineer
Economist
Systems Engineer
Systems Engineer
Trip to Wasington DC to meet with
Hrly
Rate
$60
40
25
50
SO
30
40
50
40
Hours
220
160
160
160
120
40
24
80
Labor Subtotal
videotex suppliers and UMTA --------------------Direct Charges
TOTAL
TASK: 4. MANAGEMENT PLAN
Hrly
Name Classification Rate Hours
Robert Behnke Operations Analyst $60 106
Jin Won Park Systems Engineer 40
Linda Green Systems Analyst 25 76
Pat Tyrell-Smith Systems Analyst 50 80
Robert Harrison Transportation Planner 50 40
Clark Ludahl Electronics Engineer 30
Richard Behnke '. Economist 40 40
Robert Hill Systems Engineer 50
Richard Marsh Systems Engineer 40 40 ---
Labor Subtotal
Direct Charges
TOTAL
19
Extension
$ 13,200
6,400
4,000
8,000
6,000
1,200
1,200
3,200
$ 43,200
1,200
$ 44,400
Extension
$ 6,360
1,900
4,000
2,000
1,600
1,600
$ 17,460
$ 17,460
TASK: 5. DRAFT FINAL REPORT
Hrly
Name Classification Rate Hours Extension
Robert Behnke Operations Analyst $60 120 $ 7,200
Jin Won Park Systems Engineer 40 40 1,600
Linda Green Systems Analyst 25 80 2,000
Pat Tyrell-Smith Systems Analyst SO 80 4,000
Robert Harrison Transportation Planner SO 60 3,000
Clark Ludahl Electronics Engineer 30
Richard Behnke Economist 40
Robert Hill Systems Engineer SO
Richard Marsh Systems Engineer 40
Labor Subtotal $ 17,800
Printing and Binding Costs Direct Charges 300
TOTAL $ 18,100
TASK: 6. FINAL REPORT
Hrly
Name Classification Rate Hours Extension
Robert Behnke Operations Analyst $60 30 $ 1,800
Jin Won Park Systems Engineer 40
Linda Green Systems Analyst 25 30 750
Pat Tyrell-Smith Systems Analyst SO 30 1,500
Robert Harrison Transportation Planner SO 30 1,500
Clark Ludahl Electronics Engineer 30
Richard Behnke Economist 40
Robert Hill Systems Engineer SO
Richard Marsh Systems Engineer 40
Labor Subtotal $ 5,550
Printing and Binding Costs Direct Charges 730
TOTAL $ 6,280
:;0
'. '"
In the event that the City of San Rafael woul d pre fer to use a Cost-
Plus-Fee approach, the following are the estimates of labor, overhead
and other costs.:
1. Salaries by Task
Requirements Analysis $ 13,844
Systems Analysis 11,836
Systems Design 22,357
Management Plan 9,068
Draft Final Report 9,206
Final Report 2,907
Labor Subtotal $ 69,218
2. Payroll Taxes, Medical, etc. 15,798
Subtotal $ 85,016
3. Overhead 38,706
Subtotal $ 123,722
4. Profit/Fee 9,898
Subtotal $ 133,620
5, Other Direct Costs 2,230
TOTAL $ 135,850
If the City of San Rafael can provide AEGIS with office space, secre-
tarial support, telephone answering services, and office equipment for
the planned 12-month duration of this project, AEGIS can reduce its costs
by approximately $12,000. AEGIS recommends that these monies be used to
set up a variety of videotex demonstrations for the City Council, staff,
transportation agencies and interested citizens, and to invite, as sub-
contractors to AEGIS, experts in public transportation, energy and tele-
matics to review the CRIS project. Integrating expert comments and sug-
gestions into the final report will be extremely valuable if the City
plans to seek UMTA or other funds to develop and test the proposed CRIS
system.
AEGIS has already conducted preliminary discussions with Dr. Daniel Yer-
gin of Harvard Business School and author of "Energy Futures" and Mr.
Kenneth C. Orski, President of the Center for Urban Mobility and former
Deputy Administrator of UMTA. Both are extremely interested in the AUTO-
RIDE concept and would be receptive to an invitation to review AEGIS' ana-
lysis and design efforts.
21
6. MINORITY BUSINESS ENTERPRISE (MBE)
AEGIS is a small business corporation. Most of its stock is owned
by employees or their families . Although over 50% of the fUll-time
management and technical staff are women or members of minority groups,
AEGIS does not qualify as a MBE because its daily business operations
are not controlled by one or more such individuals or women.
AEGIS plans to use Marin-based subcontractors if awarded this contract.
However, the best qualified consultants in information processing and
transportation planning that AEGIS found for this project are not mem-
bers of MBE firms.
22
pI
APPENDIX A
VIDEOTEX -BACKGROUND INFORMATION
What is Oata Vision?
DataVI~lon I~ an interactIVe Videotex system
Videotex. also known as Viewdata. IS the new Internallonal standard for retrieving
Information from com outer data bases . The Informallon IS stored In .. pages" In me
Videotex system or retrieved from external data bases .
DataVISlon IS designed to lacilitate storage and retrieval of Informallon 11
requires minimal computer expenence to Inout or access Iniormalion In Ihe system
DataVlslon addS . 10 an e)Clstlng data processing enVIronment. the caoability 01
uSing low-cost and standardized terminals to Interact With different data bases In a
user-onented way
You need a TV set. ..
The lermlnalS used tor commun 'callon w"n Ihe
DataVISlon system are reallv somernlng SDeClal
Or Irom another palnl 01 y'ew Iney are not
SDeClal al all -Ine l ermlnalS are standard TV
sets modi lied w,th a lOW-cost CirCUit OCard II
tne TV set '5 a COlour sel vou can get text and
Joaures ,n seven COlOurS USlna etant different
cackgrouno COlours --
Several dlfferetnt types 01 ~eyooardS are
avallaOle The Information user onlv needS a
numeric keypad or a Simple alpnanumenc key-
coard The InlOrmalion provloer. the person
SToring ,nlormation In Ine oata baSe. uses a
buffered kf!vooarO to select colours Oraw
grapnlcs ana seno tne new pages to Ine Data-
VISion computer
The DataVISlon svstem can also Inlerface
wltn regular CRT -lermlnalS
... and a telephone
he oubJoc teleonone network IS used to
connecl rne lermlnal rv sel to rne Datav,-
system ThiS means mat YOU SlmOlv
alai Ine comouter "0u nave computer
'
Dower al ynUl olsoosal wnf!rpvP"
tnere 's a tel"pnone ana a plua
All yOu n~ '5 a lOW COsI moo em
10 conve'l Ihp ~,anaI5 10 Irom Ine
lermlnal
Access of information is within fingertip reach ...
Every page '5 g.vef'l a numoel wnlcn YOU re-
aues! Oy uSlna Ine small keYOOara To maKe
Inls SlmOle. a system 01 menu cages'5 USeD
These cages gIve you several alternatives 10
proceeo with and you SImPly IVoe Ihe numoer
at vaur ChOIce
You can also use wnat IS Known as a Key
word searCh lechnlaue. whIch means Ihal yau
Iype a keyword Irke . news weatner'" bank "
or "llmetaOle" It tnere IS a page In the system
lied 10 Ihal keyworo you WIll access thaI cage
olrectly or II mere are more man one you WIll
gel a menu page 10 selecl tram
You can also use OataVlslon lor all types at
.nteractIVe transactrons sucn as InaUlres . orClel -
entry tiCket leservatlons and calCulationS
... building a database
D,s an .ntormatlon plOVlcel yOu bUIld" cages
at YOU! lermlnal You cnoose Ihe oackground
COlour you wanl ana Ine COlour or your lext
You can SPlol me screen .nto allterenl COlours
You can alSO Change cOlours tor every cnarac-
ler YOu can araw grapnlcs 10 maKe logOtypes.
PIctures ana amer svmOOIS You can also maKe
me lext blInk 01 enlarae Ine lexl Wnen Ine
caae IS comOleleD yOU 51 mOly alai Ine Oalalll-
Slon comOUler and Iransmll Ine oaae Connec
lions (links I 10 orner paaes are created auro-
mallcallv OUI you can alSO aehne youl own
l.nkS 10 otner pages
Applic ations
Appllcallons for DataVI!llon are virtually unhm lled Here are a few exam pIli!!
Banking
There are many OOll'OUS apohcallons lor Data·
VISion In Danklng DOln m lerms 01 lelall ana
coroorate services APOllcallons are oank-at·
nome oanK.ng.m-lne-oflrce and crancn .nfor·
mallon SYSlemS for transaCllons SUCh as
G AcCOunl InouI/les
• Funes transfer
• 8111 paymentS
• Proouct! service manualS
• FinanCial news services
• Elec1ronlc mall
• tnQUllles 1010 cuSIOrTlef Illes
• Calculallons
Education
DalaVISlon .s well su.te<:! lor self-SIUOV tralnlno
The stueent takes an .ntearal part Ih tne tran;·
mg process at hiS I her o~ pace Instruction
paoes can De mlXe<:! wllh multlple-CnOICe oues·
lions gIVIng .mme<:llale 1ee<:lOaCk on resultS
QUIZZes can De Dullt .nto me system w.,h aU IO ·
m:iIlC record keeDlng Of results If desl/e<:!
News media
The v.deotex techniQue .s spreading QUICkly .n
the OUCIlSh.ng .nOustry DataV.s.on wUh news
pages uooatea W.tnlh minutes IS a great com·
plement 10 the lIaOlllonal Pllnl·on·paoer '
news me<:!la
These areas are sUitable for OalaVI510n
o News orrehngs
• Wealfler 10recaSlS
Soorts ,esullS and stallslICS
• ·Vgu.des
• MOv'e and tnealef difectOtles e Restaurant gu.des
• L ocal events Cllf'hngs
A CHICKEN IN EVERY POT AND A TERMINAL IN EVERY HOME
A few years back, EMMS was among ' the first publications to pick up on plans of the
French Postal Telephone and Telegraph Authority (PTT) to convert its telephone
directory to an electronic database and have ultra-low cost terminals built to
give away to every home in the country. While the plan was bold, it didn't
exactly meet with lots of enthusiasm by industry experts, most of whom thought it
was just a pipe dream by a few visionaries. The word within the field was that
the French would back off and the project would fail.
Well, it looks like the French are fooling the early nay-sayers by ringing up some
impressive results in their field tests and getting widespread publicity in some
impressive publications like the new computer section of Time magazine.
The Test: France is way ahead of any other country in putting together a
working electronic telephone directory product, which allows far more intelligent
access than letting your fingers do the walking. The database, for example, will
do things like tell you the vendor closest to your address. It also has extensive
-help features to aide in long distance dialing, including information on calling
costs. In addition, it has features like soundex to tell you sound-alike listings
in case you don't have the exact spelling of the name you want.
To date, the test has proceeded largely on schedule. It began with only 1,500
users in Rennes, but has gone into an extensive, multi-million dollar development
stage that will see 300,000 terminals, worth about $100 million at end user
prices, given away during the next two years. The rationale for giving away the
terminals is that the expense wi 11 be offset by lowered costs for the phone direc··
tory, which will not have to be printed, along with the benefit of having the
information kept current.
Shadow Benefits: It is doubtful that the French PTT can really justify the cost
of spending vast sums on putting a terminal in every home on grounds of saving on
paper and printing costs •. It is possible, for example, that a small charge may
end up being made to recover the cost of the terminal over a period of a few
years.
But regardless of whether they're given away or not, the main rationale for the
government largesse is the shadow benefits to private industries that will be
created by the existence of the terminals. Electronic mail, database access, home
banking and the French Teletel videotex service will all benefit substantially
from a base of terminals, businesses that could easily generate enough money in
taxes to pay back the cost of the terminals.
A Terminal in Every Home: During the next decade, the French PTT plans to
install as many as 30 million terminals in the country's households. When this
was first suggested, most observers thought it bordered on madness. Even the
boldest of prognosticators, for example, rarely talks about much more than 30-40%
of the base of U.S. homes having terminals during the same period. Can the French
possibly achieve virtually 100% penetration at an investment in the $4.5 billion
range?
Given that the terminals represent the cost of one or two good weapons systems,
the truth is that it is affordable --and if they were given away on a first-come,
first-served basis, they would undoubtedly spark an enormous market for follow-on
electronic ser.vices. In other words, it may just turn out that the French have a
super-winner on their hands, leaving the rest of the world in its wake.
. , .
Col rg SOIlPIoilPno t hIS
5t'!' rur pi ii1S 0
'J
IT II j'" '1
SOO 6000
914 1030
BI4 5340
Travel and Tourist
Information
i ravel agencies can use tne Dalavlslon SYSlem
10 Interlace wlln airline reservallon SySlems lor
o "'Imelaoles local ana glooal
e Inlormallon on aesllnallons aomesllc ana
~olelgn
G ,CKel reservallons
Fo r 10UliSI 'ntormaiion DalaVlslon can oro-
Viae allecl access 10 SYSlems Inal oroVlae
tTl HOIe4 reservallons
o Cal 'eserva1tons
o l ocal IranSoortalion scneoUies
o L ... cal entellalnmenl gUloes
Advertising
The DalaVlsron lermrnall TV-sel IS a very elfec-
live marKellng 1001 AClvellrslng and oromOllons
can De presenteo uSing a plclure 1)1 Ine pro-
auCI ana lex I relallng 10 soeclal pllce olfellngs
The syStem nas tne caoaOllllv 01 execullng
purcnase oroers ana Inllla1tng electroniC lunas
IranSler lor paymentS The CUSlomer Ciln com-
munlcale Ollecllv wltn Ihe SYSlem 10 give snip-
ping .nStruClions
Social and Civic
Service
DalaVlslon has appllcallons lor manv aspecls
01 ouOIiC Informallon E.amPles InCluOe
o Consumer Inlormalion
o library services
o Social programs Iniormaiion
o Health servIce!;
e Income fa)!. aovlce •
o D,alooue oelween cllizens ana aulno""es
,nOUllies polls on Ollferent SuPleCIS
d
.. '
APPENDIX B
DESCRIPTION OF
THE AUTORIDE SYSTEM
PROPRIETARY INFOPJ1l\TlOO
NOTICE: The data contained in Appendix B, pages 1-14, of this
proposal has been submitted in confidence and contains trade se-
crets or proprietary information, and such data shall be useJ or
disclosed for evaluation purposes only, proviJcd that if a con-
tract is awarded as a result of or in connection with the submis-
sion of this proposal, the Government shall have the right to use
or disclose the data herein to the extent provided in the contract.
This restriction does not limit the Government's right to use or
disclose data obtained without restriction from any source, inclu-
ding the proposer.
INTRODUCTION
The AUTORIDE System was. designed to provide low-cost, door-~o-door trans por-
tation services. Its name reflects the automated nature of its operation
(computers perform the primary functions of matching, dispatching and con-
trol), as well as the reliance on the automobile as the transit vehicle.
The AUTORIDE System provides economical, energy-efficient, shared-ride trans-
portation services. It makes extensive use of computers to simplify opera-
tions, eliminate the need for handling cash and provide a high level of se-
curity for both drivers and passengers. All AUTORIDE vehicles, drivers and
passengers must be licensed by government agencies. Licenses are examined
automatically prior to each trip to insure they are valid. Passengers and
drivers utilize a combination of computer-readable licenses and personal
"passwords" to identify themselves prior to using the system. These secur-
ity procedures are similar to those now used by bank-card holders to obtain
cash from automatic teller devices. Specialized equipment can also be a dded
to the terminal to instantly confirm the identity of any user, with the same
accuracy as fingerprinting.
Prospective passengers can request AUTORIDE service by telephone or by spe-
cial terminals located in their homes, offices, shops or public booths.
These easy-to-use terminals are connected directly to the central AUTORIDE •
computer system by telephone lines. Drivers who have volunteered to use
their autos or vans for sharing trips, may also use terminals in their ve-
hicles to communicate with the central computer. Communications to and from
mobile terminals are sent via digitized radio messages.
PROPRIETARY INFORM4TION
1
,.
..
The AUTORIDE computer will process each incoming message and examine all
license files to verify that the vehicle meets safety requirements, that
the driver's insurance coverage is still in force, and that passenger's
credit limits have not been exceeded. It will then match AUTORIDE ride
requests with available seats and notify both passengers and drivers of
the trip assignments.
THE AUTO RIDE TERMINAL
Figure 1 shows the type of keyboard that passengers can use to call an AU-
TORIDE vehicle and that drivers can use to enter trip information. Although
the keyboard looks complex, it will be easi er to use than a telephone for
most trips. A typical commuter, for example, will need to press only a sin-
gle key on the terminal to give the central computer his or her home address
and employer's address, so that ~ neighborhood AUTORIDE driver can be quickly
found to drive him or her to work.
• Each terminal contains a powerful microcomputer to control its operations.
The microcomputer analyzes user entries, translates them into detailed in-
•
structions, transmits these instructions to the central computer, checks
for transmission errors and displays information for drivers and passengers.
It is the development of the low-cost, high-performance microcomputer that
makes the terminal easy to use and the AUTORIDE System technically and eco-
nomically feasible.
PROPRIETARY INFORMl\TION
2
FIGURE 1 -TYPICAL USER TERMINAL
-DISPLAY
4" -KEYBOARD
7"
NOTE: In addition to entering and receiving AUTORIDE transportation infor-
mation, the terminal may be used for a variety of other data proces-
sing applications.
PROPRIETARY INFO~TION
3
.. ~.
SECURITY PROCEDURES
The central computer will process only those messages that contain a valid
license number and password. Consequently, these are the first two items
that a user must enter. The terminal will then display "NUMBER ?" . , and
the user will usually enter a single character which the microcomputer will
automatically translate into a full license or identification number.
After the license number has been entered, the terminal will display "PASS-
WORD. ?". The user will then enter up to eight characters via the keyboard.
The password will often be a relative's birthdate or maiden name that is
easy to remember. The terminal microcomputer will make a preliminary' check
of the password and if it is satisfactory, it will display "SEATS ?", ask-
ing for additional information. If the password is invalid, the terminal
will continue to display "PASSWORD ?" until a valid password is entered.
No passenger-vehicle assignments will be made until the passwords have been
checked in the master transit files.
This security procedure will assure the AUTORIDE driver that each passenger
has been carefully screened and that each passenger-vehicle assignment has
been recorded in a master log. It will provide similar assurances to passen-
gers about their drivers and vehicles. Moreover, the system could easily be
adapted to provide selective assurances to prospective riders. For example,
if a prospective rider will only ride in vehicles equipped with an anti-theft
device and a speed governor, the computer would only assign vehicles with
these features to that rider.
PROPRIETARY INFORML\TION
4
CALL AND DISPATCH PROCEDURES
In order to match passengers and vehicles, the central computer must know
the origin and destination addresses, requested pick-up time and the seat-
ing requirements of the passenger.
Figure 2 shows how a typical ride request would be entered by a passenger
and how he would receive the identification of the vehicle as an acknow-
ledgement after the computer dispatched the driver.
Figure 3 shows how trip information and seating capacity would be entered
by a driver and how she would receive the passenger's name and address as
acknowledgement. If there were no qualified passenger in her neighborhood
waiting for a ride to a destination along her planned route, the terminal
would display "NO RIDERS NOW".
Several points should be noted in these examples:
1. Each user entry is preceded by a computer generated question (e.g.
PASSWORD?, FROM?, TO?) to slmplify operatlon of the terminal.
2. The license number and password information can usually be entered
with six or seven easily remembered characters.
3. Complete trip information can usually be entered with a few charac-
ters because of the rapid storage and retrieval capabilities of mo-
dern computers. In Figure 3, one character (L) is all that is re-
quired to tell the transit computer that a passenger located at 897
Friendly Ave., San Rafael, Calif. 94901 (Phone 415/453-1111) needs
an AUTORIDE vehicle to take him to work at 1134 4th St., San Rafael,
Calif. 94901 (Phone 415/453-2222) as soon as possible.
PROPRI ET ARY I NFORMl\ TI ON
5
....
. ., .
4. In cases where origin or destination addresses have not been stored
in the computer in advance, the AUTORIDE System will accept phone
numbers of a nearby store or business as a concise method of enter-
ing this information. If no phone number is available, a user may
enter the postal zip code for the area.
PROPRIETARY INFORMATION
6
..
FIGURE 2: A TYPICAL AUTORIDE RIDE REQUEST
John Smith resides with his parents at 897 Friendly Ave., San Rafael, Calif-
ornia. He works downtown on 4th Street, and attends College of Marin at night.
John uses his mother's maiden name, "JONES", as h~s personal security pass-
word in order to request a ride. He ~s licensed by the State of California
to use the family car as an AUTORIDE vehicle on Mondays. The rest of the week,
John uses other AUTORIDE vehicles to commute to work and night school.
The example below shows how John would enter his ride request information
in response to questions presented by the microcomputer in the terminal. It
also shows how he would get a description of the computer assigned vehicle.
STEP
NUMBER
1
2
3
4
5
6
7
COMPUTER
DISPLAYS
NUMBER ?
PASSWORD ?
SEATS ?
FROM ?
TO ?
WHEN ?
76 FORD SEDAN-BLUE
Lic. No. 235 ,BAT
ETA: 7 :25 A.M.
USER
ENTERS
2
JONES
1
H
W
A
EXPLANATION/COMMENTS
John is family member number 2.
He uses his mother's maiden name
as his security password.
He is traveling alone today.
Home.
Work.
As Soon As Possible.
Description of Vehicle.
License Number.
Estimated Time of Arrival.
The terminal microcomputer or the central computer would automatically trans-
late John's coded entries (e.g. "H" equals 897 Friendly Ave., San Rafael, Ca.
94901) into complete text for dispatching and display. Alternatively, John
can eliminate steps 3, 4, 5 and 6 by merely entering "L" in place of the se-
quence "l,H,W,A" for his home-to-work ride request.
PROPR lET ARY I NFOWA T I ON
7
FIGURE 3: A TYPICAL AUTORIDE RIDE OFFER
Mary Meyers lives at 679 Vintage Dr., a few ~locks from the Smith residence.
She requires a car for her employment as a visiting nurse. Because of her
job requirements, driving record and willingness to provide transportation
service, Mary is licensed to use her car as an AUTORIDE vehicle every day.
Her auto is a blue 1976 Ford sedan, license number 235 BAT. Today, Mary's
first call is in Peacock Gap. To get there, she will drive down 4th Street.
She has already agreed to take a neighbor to Dominican College enroute, so
she only has room for two additional AUTORIDE passengers. Mary uses her fa-
ther's birthdate, "11-11-24", as her password to use the central computer
system.
The example below shows how Mary would enter her ride-offer information and
how she would receive John's address on her terminal. Her entry is six char-
acters longer than John's because she is using a phone number to specify her
destination address. The computer will automatically convert this phone num-
ber into the address in Peacock Gap.
STEP
NUMBER
1
2
3
4
5
6
7
COMPUTER
DISPLAYS
NUMBER ?
PASSWORD ?
SEATS ?
FROM ?
TO ?
WHEN ?
JOHN SMITH (1 )
USER
ENTERS
M
11-11-24
2
H
453-9999
N
EXPLANATION/COMMENTS
Mary's family code.
She uses her father'S birthdate as
her security password.
Since Mary and a neighbor are riding
together, only 2 seats are available
to AUTORIDE passengers.
Home.
Phone number of house in Peacock Gap.
Now.
897 Friendly Ave.
Name and Number of Passengers.
Street Address.
San Rafael, Ca. 94901
PROPRI ETARY I NFORML\TI ON
3
-
CONCLUSION
Figure 4 provides a schematic view of the AUTORIDE System. Multiple termi-
nals, located in homes, offices, automobiles, et~ will be continuously pol-
led by the central computer to see if an y h ave a message to be processed.
If a user's message is ready, the terminal will automatically transmit it
to the central computer. Each message will be represented by a series of
alphanumeric characters that will be decoded by the central computer and
processed. The computer's reply will also be sent back to the terminal as
a series of alphnumeric characters, decoded by the microcomputer and dis-
played to the user.
The AUTORIDE System provides each passenger with the capability of calling
a low-cost, neighborhood AUTORIDE vehicle without human intervention. It
provides the same time and cost benefits to taxi-dispatching that direct-
dialing does for telephone companies. (It should be noted that if tele-
phone companies were still in the "number please" manual mode of operation,
like today's radio dispatched cabs, every man, woman and child in the U.S.
would have to serve as telephone operators to handle our present volume of
phone calls.) The microcomputer extends direct-dial capabilities to taxi
operatlons.
The AUTORIDE System is able to provide low -cost transportation services be-
cause the purchase, operation and maintenance of the vehicles will, at
least in part, be provided by volunteers. Fares, comparable to those of
existing public transit services, will be billed monthly by the central
PROPR I ET ARY I NFORML\ T I ON
9
, ..
computer. Only a small portion of these fares will be needed to support
the AUTORIDE computer-terminal network. Some of the fares may be used to
repay fuel, parking, licensing and other costs of the AUTORIDE drivers.
The balance could be made available, for example, to subsidize special
equipment for the handicapped or other modes of public transportation.
PROPRIETARY INFORMATION
10
TELEPHONE
(VOI CE) ", ....
REQUESTS , ."
...
USER
TERMINALS """-~
(CABLE)
USER
TE~l1NAlS ~ ~
i' ,-
(RADIO)
FI~RE 4 -AUTORIDE COMPUTER SYSTEM
TRANSIT
AGENCY ..,
TERMINALS ,
~
/ '\
/ '\
/.:: ~ / ACTIVE '\ / TRANSACTION
FILES \ / '\ / I'
Y '\
/ \.
/
~ , .... "-" MESSAGE TRANSACTIO N MASTER , " ~ .... ~ ..... LICENSE -r'" . PRE-PROCESSOR " , PROCESSOR " .,r FI LES
~
" /' , r"
" " / ,
'\
'\ \ Z /
'\ COMPLETED / " TRANSACTION / "-FILES
DISTRICT
RELAY
STATION
"-/
/
L.;o '\ /
I' V
TRANSIT COMPUTER SYSTEM
PROPRIETARY INFORMATION
II
• .. II r
"
/
" '\
I
)
/
.: .-
FIGURE 5 - A VEHICLE TERMINAL
NOTE: This is the type of terminal currently used by some police
departments to send and receive date to and from a computer.
The vehicle terminals proposed for the AUTORIDE System will
be much smaller and less expensive.
PROPRIETARY INFORMATION
12
The following are some of the advantages of the AUTORIDE System:
* It provides rapid pOint-to-point transportation, rather than fixed
route services. This is particularly important to the aged and the
handicapped.
* It will conserve fuel, particularly gasoline and other petroleum
products.
* The AUTORIDE System can use existing vehicles and roadways. No
research and development or capital investment is required in these
areas.
* Purchase, operation and maintenance of the AUTORIDE System may be
performed by a combination of private transit companies, government
agencies or volunteer citizens.
* Current traffic congestion, parking problems, and vehicle pollution
will be significantly reduced.
* The system has unlimited flexibility. New vehicles with special
performance characteristics can be gradually integrated into the
system as they become available.
* AUTORIDE can interface with existing fixed-guideway, bus and taxi
facili ties.
* AUTORIDE will stimulate transit ridership and the uses of traditional
car and vanpools by providing an immediate back-up capability which
also offers point-to-point service at a reasonable price.
* The technology has already been proven in a variety of applications
and the system can be developed and installed quickly.
* Each community is responsible for the operation of its own AUTORIDE
System.
PROPRI ET ARY I NFORMl\ TI ON
13
.~
* AUTORIDE can be adapted for use in cities, suburbs, and even rural
areas.
* AUTORIDE provides an in-place emergency transit system if the energy
crisis makes private transportation infeasible or in th e event of
disruption of public transit services.
* The installation of a low-cost microcomputer, with the capability to
transmit and receive information, in the home or automobile of all
AUTORIDE passengers or drivers makes possible a variety of applica-
tions that have a practical pay-back.
PROPRIETARY INFORJ'1ATION
14
I.. .. '":
APPENDIX C
AUTO-RIDE -PATENT ABSTRACT
United States Patent [19)
Behnke
[54] AUTOMATED, DOOR-TO-DOOR,
DEMAND-RESPONSIVE PUBLIC
TRANSPORTATION SYSTEM
(76) Inventor: Robert W. Bebnke, 2010 Wembley
Park Rd ., Lake Oswego, Oreg. 97034
[21) AppJ. No.: 236,858
(22)
[5 I)
[52]
[58]
[56]
Filed: Feb. 23, 1981
Int. a.l .............................................. G06F 15/48
U.S. O ....................................... 364/436; 340/22;
364 /900
Field of Searcb ... 364/200 MS File. 900 MS File,
364/436; 340/22-24; 246/5, 187 B
References Cited
U.S. PATENT DOCUMENTS
3.268.727 8/1966 Shepard .............................. 246 /187
3.533,084 10/1970 Cook el aI ........................... 364/900
3,568.161 3/1971 Knickel ............................... 364/900
3.895.584 7/1975 Paddison ......................... 246/187 B
3,953,714 4/1976 Gabillard ........................ 246/187 B
4,015,804 4/1977 Dobler el aI ............................ 246/5
4,023,753 5/1977 Dobler .................................... 246/5
4,092,718 5/1978 Wendl ................................. 364/436
4,122.523 10/1978 Morse el aL ........................ 364/436
4.181,945 1/1980 Adler el aI .......................... 364/436
4.208,717 7/1980 Rush .................................... 364/426
4,212,069 7/1980 Baumann ............................. 364/436
OTHER PUBLICATIONS
Billstrom, 0; "A Taxi Communication System"; Proc.
of IEEE Vehicular Tech. Conf.; Arlington Heights, Ill.
Mar. 27-30. 1979 ; pp. 307-308.
Bennett et al.; IBM Tech. DiscI. Bull .. vol. 14, No .2; pp.
438-440, (Jul. 1971); "School Bus ScheddJing with Sev-
eraIObjectives".
[II]
[45]
4,360,875
Nov. 23, 1982
Primary Examiner-Errol A . Krass
Attorney. Agent. or Firm-ChernolT & Vilhauer
[57) ABSTRACI'
A flexible-route transportation system. primarily utiliz-
ing privately-owned vehicles to provide ridesharing
transportation for the public. is described. Interactive
communications tenninals are provided through which
drivers of the vehicles may rapidly transmit ride olTers
via a telecommunications network to a central opera-
tions coordinating station, equipped with a general-pur-
pose programmable computer. Rider inleractive com-
munications terminals. located at public and private
facilities. are also connected by the telecommunications
network with the central coordinating station. pennit-
ting eligible members of the public to quickly request
rides from one location to another. The central coordi-
nating station matches the ride requests with the ride
olTers, on a trip-by-trip basis, comparing the driver's
indicated origin, destination, seating requirements and
time with the rider's requested origin, destination, seat
availability and time . If a ride olTer and ride request can
be matched within reasonable limits of space and time,
the central coordinating station transmits to the driver
the rider's identity and location and transmits to the
rider the description and identity of the vehicle, so that
the driver can pick up and drop 01T the rider en route to
his or her destination. The system includes security
features for preventing unauthorized access to the sys-
tem by either drivers or riders, accounting features for
properly billing riders and reimbursing vehicle owners
for transportation services, and special tenninals for
entering trip infonnation quickly and accurately.
33 aaims, 6 Drawing Figures
28
I , ______ i-,
I COMMUNICATIONS L.
2l4. Lr--------<c::I!:>I(e.o. RADIO, TELEPHONE, T.\l CABLE) 14-------~
, L - -_INT_ERF._ACE_ - -J 22 1
rL -1 ,-16
l DATA
I STORAGE I I
UNIT
I I I
I (NAMES) I MICRO-I
I (LIe. NOS.) COMPUTER I
(PASSWORDS) / CONTROL
I (ADDRESSES) I
I( VEHICLE 10.>/ I
I (COMMON I I
(TRIP DISCRIP.) L_T_-.J, --, '-20 L -r-J
-l ( e . ~ A/g;f~ BATTERY)!-J-t--------I-
10 12/0r 16 L - - - - - - - -.J ,
t
f
i
I
I
J
! ,
4.360.875
1
. .\l·TO\lATED. DOOR·TO-DOOR.
DE\IA~D-RESPO~SJ\·E PL'RLlC
TRA ""SPORT A TIO" SYSTE\I
BACKGROUND OF THE INVENTION
This inventiOn relates to a door-to-door tran sit sys-
tcm v. hi.:h prlmanl~ ulilizes privatel y-ow ned vehicles
10 pr0vlde high-volume. low-cost. ene rgy-effi c ient and
ccologically-sound transportallon services for the pub-
hc. including the aged and the handicap ped .
In view of the critical transportation, environmental
and energy problems now facing the world, new ap-
proaches are constantly being sought to reduce the
dependence upon single-passenger automobile trips for
Iransportation. Unfortunately, attempts to eliminate the
slngl~-passenger auto have met with only limited suc-
ces~ 10 dale. Consequently, gasoline consumption, traf-
fic congesllon and air pollution levels remain high.
Although great emphasis has been placed on mass
Iransit systems to alleviate these problems, mass trans!\
syslems are extremely costly to build and operale. ~us
systems require large outl.ays for vehicles and operatmg
personnel. while fixed-guIdeway systems require. capItal
ellpenditures many times greater than those reqUired for
bus svstems. Equally important, the fact that both high-
volu~e bus syslems and fixed-guideway systems must
adhere to predetermined routes, makes it impossible for
such systems to proVide door-to-door service for most
citizens.
Door-to-door transportation service is a requirement
for many aged and handicapped persons. Door-to-door
service is also desirable for other riders, since the time
and energy required to get riders to and from transit
stations reduces both the convenience and the energy
efficiency of mass transit systems. Although taxis, jit-
neys and dial-a-ride minibuses offer door-to-door con-
venience, the necessity of having a driver who makes
his living providing such service 10 relauvely few riders
renders it far too expensive for most citizens to use on a
regular basis. Hitchhiking is 100 dangerous to consider
as a viable transportation system.
Although one of the least energy efficient forms of
2
OUf l:}'-"lIn~ aUl(1ln0biles and roads constitute an
efft:ctivc dO()f-((1-doOf transportation system for many
CJlJzen~ Bt:cau~t: of Ihe low occupancy rate of the vehi-
cles. however. 11 IS a very inefficient system. Further-
5 more. the syslem IS not always responsive to the needs
of those who either cannot afford an automobile or
cannot drive. What IS required is a method for using the
eXisting inventory of empty auto seats on our highways
to respond to the transportation demands of the general
10 public. including the aged and the handicapped, on an
individual tnp basis. Voice systems, currently used by
radIO-dispatched taxi and dial-a-ride minibus services.
are too slow and too labor-intensive to be used for high-
volume transportation systems. The volume of informa-
15 tion to be processed and the time constraints mandate
that such a door-Io-door. demand-responsive system be
automated In all but the smallest towns.
In recent years a number of automated, demand-
responsive mass trans!\ systems have been developed
20· with a view toward increasing their efficiency and cut-
tmg their COSI of operation . Among these are the sys-
tems shown in the following U.S. Pat. Nos.: 3.268,727,
4.023.753, 3.8'15,584, 4,092,718, 3,953,714, 4,181,945.
4,015,804, 4,208,717. Also of interest is Bennett et ai,
25 IBM Technical Disclosure Bulletin. Volume 14, No.2,
pages 438-440 (July 1971). Most of these systems apply
to fixed-guideway mass transit systems, although U.S.
Pat. No. 4,092,718 and the IBM Technical Disclosure
Bulletin pertain to bus systems. In every case, however,
30 the mass transit system involves vehicles traveling
along predetermmed routes between predetermined
stations. That is, each vehicle in the system has respec-
tive origins and destinations which bear a predeter-
mined route relationship to one another. The stations do
35 not vary according to current rider needs. Accordingly,
these systems share the major disadvantages of other
mass transit systems In their high capital costs and in-
ability to provide door-to-door transportation.
Unfortunately such automated, demand-responsive
40 transportation systems of the fixed-route. station-to-sta-
tion type are not easily adapted to a flexible-route sys-
tem because of the many unique problems presented by
door-to-door service. In order to be effective, a high-
volume door-to-door system requires many more vehi-
cles of smaller seating capacity than a station-to-station
system. A door-to-door system must also be able to
instantaneously match a large number of different ride
requests with an equally large number of different ride
offers. Common routing is not the only criterion for
. tqlnsportation is an automobile with a single occupant, 4S
one of the most energy efficient forms is an automobile
with several occupants. Car pools, van pools and other
ndeshanng programs have been encouraged to reduce
petroleum consumption while providing riders with
economical, door-to-door transportation services. The
advantages of ridesharing are well-known. By increas-
Ing the average number of passengers in each vehicle,
the number of vehicle-miles can be reduced while keep-
ing the number of passenger-miles constant. By sharing
the operating costs both the rider and the driver save
money, while gasoline consumption, parking, traffic
congestion and air pollution problems are all reduced.
50 effective matching. Timing and seating needs of riders
require matchmg with timing and seating capacities of
vehIcles.
Because of the volume and complexity of the data
required in a trip-by-trip scheduling system, special
55 computer terminals should be used to permit both driv-
ers and riders to enter trip information quickly and
accurately and transmit this information to a computer
for driver-rider matching. This matching must be ac-
complished on a real-time basis in response to current
Despile these benefits and an intensive advertising
campaign, 75% of all workers who commute by auto-
mobile drive by themselves. One of the reasons for thiS
is the absence of suitable backup transportation for
commuters who rideshare, such backup transportation
being needed whenever a driver's or a rider's itinerary
changes. Because noncommuter travel is less regular
and repetitive than commuter travel. conventional ride-
sharing techniques have been used even less for this
type of travel. Noncommuter travel currently repre-
sents 6OC'c of all aUlomobile trips.
60 demands. and without the need for human intervention.
In order to mmimize capital costs, most of the transit
vehicles should be pnvately owned. In order to mini-
mIze operating costs, extensive use should be made of
volunteer and part-time drivers, particularly during
65 peak traffic penods. The security of private citizens
who do not know each other but nonetheless share rides
with each other must be ensured. The current 5uitabil-
ity, from a point of view of safety and liability, of pri-
, '.
4.360.875
3
vate vehicle~ and their dnvers to transport riders must
be monitored continuously. Furthermore once a vehicle
4
The system also includes security features for pre-
venllng unauthonzed access to the system by drivers or
riders. continuous monitoring of the suitability or rhgi-
hility of currently authorized drivers and riders to par-
ticipate in the system and accounting features for billing
riders and reimbursing vehicle owners for transporta-
tion services.
is assigned to a rider or group of riders. some method
must be provided to ensure that vehicles and riders will
make proper connections. The ability to deal with all of 5
these variables on an instantaneous, real-time basis is far
beyond the capability of known fixed-route automated
transportation systems. Accordingly, it is a principal objective of the present
invention to provide low-cost, energy-efficient, door-
10 to-door transportation services usable by the public on
a high-volume basis.
SUMMAR Y OF THE PRESENT INVENTION
The present Invention is directed to an automated
public transportation system adapted for high-volume
usage and capable of providing door-to-door transpor-
tation while requiring a much smaller cost to build and
operate than fixed-route mass transit systems. It is basi-15
cally a ride-sharing system which makes use of modem
communications and computerized control techniques
to provide public ridesharing in an organized manner
with sufficient instantaneous, demand-responsive flexi-
bility to eliminate the present drawbacks of other ride-20
sharing systems such as carpools and the like. Its ex-
treme flexibility offers the potential of extending the
benefits of ridesharing to noncommuter travel. It should
also stimulate the growth of carpools and van pools by
providing convenient backup transportation services, 25
thereby eliminating a primary objection to conventional
ridesharing systems.
The high-cost characteristics of other mass transit
systems is eliminated in the present system by the use of
existing roads and privately-owned vehicles whose 30
drivers offer ridesharing services on a trip-by-trip basis
to the public through a communications and automatic
computerized coordinating network. Interactive termi-
nals are provided, at fixed locations and/or in vehicles,
having registers of any suitable type for the entry of 35
information, through which drivers of the vehicles may
transmit ride offers by telecommunications to a central
coordinating station containing a general-purpose, pro-
grammable computer. Each ride offer indicates an ori-
It is a further principal objective of the present inven-
tion to provide public access to transportation by pri-
vately-owned vehicles on an instantaneous, trip-by-trip
ridesharing basis, thereby increasing the utilization of
ridesharing not only for commuter travel but also en-
abhng the use of ridesharing for noncommuter travel.
It is a further principal objective of the invention to
give the public access to ridesharing vehicles by means
of B highly automated system. This system links riders
and drivers by telecommunications to data processing
equipment which automatically and instantly matches
riders with rideshanng vehicles according to origins
and destinations indicated by riders and drivers.
It IS a further principal objective of the invention to
enable both riders and drivers to enter and receive trip
in formation directly from a central computer system via
easy-to-use electronic terminals. These terminals are
designed to permit users to enter trip information
quickly, accurately and with minimum training. Fur-
thermore, when these terminals are not being usr.d for
transit applications, they may also be used to store,
retrieve and process other types of data.
The foregoing and other Objectives. features and
advantages of the present invention will be more readily
understood upon consideration of the following de-
tailed description of the invention taken in conjunction
with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic diagram of the major compo-
nents of an exemplary system in accordance with the
present invention.
FIG. 2 depicts an exemplary driver or rider terminal
schematic by which ride offers and ride requests may be
transmitted by users of the system and through ",mch
messages may be received.
FIG. 3 is a logic flow chart illustrating the exemplary
function of a driver or rider terminal having an integral
microcomputer control, and illustrating in simplified
form the interaction of the terminal with a central coor-
dinating station computer.
gin and destination determined by the driver of the 40
vehicle, such origin and destination therefore having no
predetermined route relationship to one another. Rider
interactive communications terminals are provided at
public and private locations connected by telecommuni-
cations networks with the central coordinating station 4.5
for permitting licensed members of the public to request
rides from any origin to any destination in the area
served by the system, such origin and destination like-
wise having no predetermined route relationship to one
another. The central coordinating station coordinates 50
the ride requests with the ride offers, comparing the
driver's indicated origin and destination with the rider's
requested origin and destination. Variable times and
seating for ride requests and ride offers are also com-
pared.
If a ride offer and ride request can be matched within
predetermined geographical, time and seating limits, the
central coordinating station transmits to the driver the
rider's location (and preferably transmits to the rider a
description of the driver's vehicle for recognition pur-60
poses) thereby Instantly matching the rider with a nde-
sharing vehicle and enabling the driver to pick up the
rider. The matching process is accomplished to enable
FIG. 4 is a logic flow chart indicating an exemplary
process by which the central coordinating station com-
S5 pUler automatically limits use of the system to eligible
drivers and riders.
the driver to pick up the rider either close to his own
origin or by stopping or detouring slightly along his 65
route . According to the matching process, the rider's
destination will he close to the driver's destination or
generally along the driver's route.
FIG. 5 depicts an exemplary grid used by the central
coordinating station computer to geographically match
ride olTers with ride requests .
FIG. 6 is a logic flow chari indicatlllg an exemplary
process by which the central coordinating statton com-
puter geographically matches ride olTers with ride re-
quests.
DESCRIPTION OF THE PREFERRED
EMBODIMENT
In FIG. 1 the major components of B preferred em-
bodiment of a door-to-door public ridesharing system in
George Gerth
Traffic Engineer
Public Works
City of San Rafael
P.O. Box 60
San Rafael, CA 94915
Dear George:
380 Channing Way, #266
San Rafael, CA 94903
July 5, 1983
I am attaching a copy of a draft that I have put together in answer
to your request for an understanding of some of the management aspects of
the CRrS project. I have not had a chance to review it with Bob Behnke
yet, and so I trust you will hold this in confidence until he and I have
had a chance to talk about it.
I have not made a copy of the attachment that is indicated, but I
know that you have your own copies and they should suffice until we have
agreed upon the final content of tryis document.
If I can provide further information, or if you wish clarification on
any of these items, please contact me at 492-6231. I would appreciate
your response so we can proceed with the contractual aspects of the eRIS
project.
PTS:kat
Attachment
cc: Bob Behnke wiatt.
Bob Harrison
Pam Nichol!
Very truly yours,
Pat Tyrell-Smith
A!TROVED BY:
ROBERT 1'l. BEHNKE, !'resident
AEGIS TRANSPORTATION INFOru.:ATION
SYSTe$. INC.
I •
A ., ' ..
July 5, 1983
COMPUTERIZED RIDER INFORMATION SYSTEM
CRIS PROJECT
This document will serve as an addendum to the contract entered
into by the City of San Rafael, hereinafter called the "City," and
Aegis Transportation Information Systems, Inc., hereinafter called
"Aegis." The purpose of this addendum is to set forth the major
milestones of the CRIS project, and to outline the steps to be taken
by Aegis in fulfilling contractual obligations.
PROJECT CHARACTERISTICS
A few words about the nature of the project itself is in order.
The Scope of Work submitted to the City on February 15 of this year
outlines six major tasks to be performed, and they are grouped in
three phases. Some elements of the work are much like a research pro-
ject, and the results are difficult to project since there are no pre-
conceived solutions. However, once the Analysis Phase has been com-
pleted, and system alternatives have been reviewed, then a much more
structured plan can be developed to take the project to its conclusion.
This means that, although the tasks described in the Scope of Work
will be completed, and the products of those tasks will be delivered
as indicated. the project team will be in a much better position at the
end of the first phase to accurately project the second two phases. For
that reason. Aegis will at that time prepare a more specific plan for
the remainder of the project.
PROJECT REPORTING
The Aegis project team will provide reports to the City, specifically
to the City Traffic Engineer, at several intervals:
• The project team will accept responsibility to provide data
to the City Traffic Engineer consistent with that required
by UMTA. In other words, he will only have to review those
reports (and they will be clear as to status and progress),
and when he approves they can be forwarded directly to UMTA.
Page 2 July 5, 1983
It is the intent of the project team to minimize the admin-
istrative burden on the City while at the same time keeping
them abreast of the status of the project.
UMTA reporting requirements are not known at this time, so
no exact report format or content can be determined .
• On a monthly basis, a performance and progress report will
be provid~d to the City Traffic Engineer. This will be
available within 10 working days of the close of the previous
calendar month.
It will have six categories:
1. Performance against plan (see Attachment #1 to th~s
document):
o Deliverables
• Schedule
o Tasks started and completed
2. Changes to plan (a separate change log will be kept).
e Approved by the City
e To be approved by the City
3. Significant accomplishments.
4. Problems encountered.
• Resolved
• Still open
5. Tasks to be accomplished during the next reporting
period.
6. Costs incurred (to be submitted to UMTA for payment).
The exact format of this report will be worked out with the
City Traffic Engineer to his requirements. If UMTA reporting
requirements and this monthly report are basically similar,
it is hoped that the two can be combined, to reduce the repor t -
ing load on the project team.
," " I
Page 3 July 5, 1983
Q The City Traffic Engineer may, at his discretion, ask for
a specific report on a significant element of the project.
This request would be used judiciously, and hopefully in-
frequently, since it would take precious time from the
project team's primary objectives. The project team may
also issue ad hoc reports if they feel that the project
would be better served by clarifying a particular issue .
• Upon completion of the project a Project Completion and
Analysis Report will be prepared by the Aegis team. The
report will focus on the management aspects of the project
and will be an historical analysis of performance against
plan, benefits projected versus benefits gained, a summary
of costs incurred versus cost estimates, a critical state-
ment of the project's success, and recommendations for
future activities. This report will be available within
30 calendar days of project completion .
• The project team will, of course, comply with any other
reporting requirements established by UMTA and/or the City.
PROJECT PLANNING AND TRACKING
The project team's first management task is to formulate a project
plan in sufficient detail to describe low level tasks. Generally these
tasks and sub tasks will not exceed one work week in duration, although
there will be some activities which will be laid out as a level of effort.
For example, a task might be stated as "Adapt the Aegis technical library
for the CRIS project and set up a simple document reference system": this
may be estimated to take 3 working days across one elapsed week. Addit-
ionally a level of effort activity might be stated as "Maintain the Aegis
CRIS technical library and add/delete entries as appropriate": this would
Page 4 July 5, 1983
last for the entire CRrS project and take one hour per week, every week.
Completion criteria for each project deliverable will be established
at this time as part of the detailed planning.
Tracking will be set at the same level as the detailed plan, and
will require a constant monitoring of plan versus actual. All project
team members will be responsible to the Aegis project team leader, and
will report progress or problems as they occur. Generally tracking will
include hours (planned and expended), tasks started (planned and actual),
and tasks completed (planned and actual).
Except as these monitoring methods are needed for project reporting
to the City, they are internal to the day to day operation of the project
and are not normally available outside of the team.
PROJECT ORGANIZATION
The Aegis project team will be organized to best accomplish its ob-
jectives, and this may mean that changes to functional relationships (who
reports to whom and for what) may be necessary as the project progresses.
There will always be one Aegis project team leader who is directly
accountable for all team activities and is the Aegis contact with the
City. An alternate will be named so the City will be able to get infor-
mation quickly to and from the project team.
The roles and responsibilities of Aegis project team members will
be several:
o Project team leader -ultimate responsibility, accountability,
and authority for all tasks and activities of the project team .
• Permanent project team members -assigned specific tasks and
activities and remain on the team throughout the CRIS project .
• Consulting project team members -assigned specific one time
tasks ,and complete their work on the project when their task
is completed.
" '
Page 5 July 5, 1983
PROJECT REVIEWS
The City may choose to review the project at any point they deem
necessary, however the project phases have been defined in such a way
as to make project review possible. It is recommended that a review
team be established, headed by the City Traffic Engineer, to conduct
a review at the conclusion of Phase 1, the conclusion of Phase 2, and
the conlusion of the project.
Members of the review panel could include, but not be limited to,
a representative of Golden Gate Bridge District, the Marin County Transit
District, and the transit planning community.
The purpose of the review would be to ascertain whether the project
continues to meet the objectives established for the phase (as evidenced
in the deliverable products of that phase).
The Scope of Work as submitted to the City on February 15, 1983
has been included as an attachment. In addition, the Aegis response to
the RFP and the RFP itself should be considered as a logical extension
of this addendum and of the contract. We have chosen not to restate or
repeat portions of those documents, and ask the reader to refer to them
as appropriate.
CRIS PROJECT
SCOPE OF WORK
DETAILED WORK PROGRAM
TASK I -REQUIREMENTS ANALYSIS
A. Review state of the art CRIS and Ride-Share systems
1. Examine current literature: technical papers, conference
proceedings, and other publications of the transportation, transit,
computer and videotex and communications industries.
2. Extract pertinent information from the Aegis technical library.
3. Through personal contact, continue to gather data from the leade rs
in the field, including contacts in Europe, Canada, and other
foreign countries.
4. Consider two categories of systems:
1. Those that are designed to improve overall efficiency, and
2. Those that are designed to provide ride-sharing (e.g. RIDES for
Bay Area Commuters).
Product: Working Paper on Existing CRIS and Ride Share Systems
B. Identify transportation characteristics of the study area
1. Define area for detailed study and area of secondary analysis. It
is expected one or both of the major planning basins of San Rafael
will be studied in detail while all of urban Marin County will be
given a less detailed analysis.
2. Develop transportation analysis zone (TAZ) system for the study
area. The zone system will be based on already established basic
data units such as census tracts or county traffic zones.
3. Generate trips for each TAZ
a. Total daily trips
b. Peak hour trips
1) Auto person trips
2) Transit person trips
3) Carpool/Vanpool person trips
2/15/[;3
4. Link trips among TAZ and to external generators. The distribution
of trips will be accomplished to the extent needed to identify
major travel corridors and confirm validity of trip generation and
distribution analysis.
5. Identify all available traffic counts and transit system
statistics. Collect data on the operation of the transportation
system in San Rafael from city, county, State and transit
districts. Combine data into corridor data for each critical
corridor in the study area.
6. Combine trip generation and distribution estimates with traffic and
transit counts. This will permit confirmation of the model of
travel patterns, and establish the key points necessary for future
year analysis.
C. Project future travel demands on critical corridors
1. Collect projections of population and employment from city and
county planning departments.
2. Generate trips for the projected new people and jobs.
3. Add new trips to existing travel counts.
4. Identify scale of probable future travel demands at each critical
corridor.
Product: Working Paper on Existing and Future Travel Patterns
D. Estimate potential travel demands on the CRIS and real time ride share
(AUTO-RIDE) Systems
1. Develop models of CRIS and AUTO-RIDE travel patterns
2. Relate CRIS AUTO-RIDE travel patterns to existing travel patterns
for both automobile and public transit travel.
3. Estimate modal split on auto, transit and CRIS AUTO-RIDE system.
4. Prepare separate analysis for eRIS AUTO-RIDE impact on para-transit
systems.
Product: Working Paper on Potential Travel Demands on AUTO-RIDE
TASK II -SYSTEMS ANALYSIS
A. Define content of each type of request for rider information for fixed
schedule transportation services. This includes information on:
1. How to use each type of service available (e.g. Golden Gate bus &
ferry, Travelers Transit, Marin Airporter)
2
2. Basic schedule and fare information for each system listed above .
Golden Gate bus schedules will be available for:
a. Each bus route, and
b. Each bus stop in Marin County (this will be a major expansion
from currently available printed schedules).
B. Define content -of each type of request for information for both drivers
and riders of demand-responsive vehicles, for example:
1. How to use each type of service (e.g. Yellow Cab of San Rafael and
Handi-Wheels, AUTO-RIDE, senior citizen dial-a-ride)
2. Basic fare structure for each type of service
3. Request for information by rider on availability of vehicles
4. Request for information by drivers on availability of riders
C. Repeat step B for both prescheduled carpools and vanpools, and for
trips that involve more than one vehicle (i.e. transfers)
D. Estimate frequency of information requests from sources that include:
1. Other CRIS operations and trials
2. Airline, train and bus ~ompanies
3. Videotex operations and trials, includin~:
a. Paris Metro Information System
b. Tor.-nto's "Travelguide" System
4. Taxi and dial-a-ride operators
5. Car pool and van pool operators
E. Develop or adopt a mathematical model to prepare estimates of the
frequency and distribution of message traffic for transportation
information utilizing data from the sources listed above and the
results of the modal-split analysis in Task I. This model will be used
to study, among other items:
1. Effect of data transmission rate on the number of communications
ports, central computer size and speed, etc.
2. Value of utilizing "smart" (1. e. micro computer-based) terminals
for coding and decoding messages, data compression, error
detection, etc.
Product: Working Paper on Communications Demand
3
~ I' ,"
F. Analyze alternative equipment configurations to develop general
comparison of price/performance characteristics. Some of the variables
to be considered are:
1. Input/Output devices -telephone, CRT terminal, personal computer,
videotex terminal
2. Communications mode -telephone, TV-cable, radio or combinations
(e.g. TV-cable from, and telephone to, the central computer)
G. Prepare Preliminary Feasibility Analysis
1. Compare probable total system costs ~o potential transportation
service benefit.
a. Ride-Share users
b. Transit use increase
2. Compare potential transportation benefit/cost ratio to existing
transportation services economics for highway, bus and ferry
systems. ,
3. Discuss other possible benefits from installation of system in San
Rafael which could improve the overall benefit/cost ratio.
H. Prepare detailed evaluation of a limited number of alternative
equipment configurations selected from those analyzed above.
Additional criteria that will be considered:
1. Compatibility with other remote electronic information services
(e.g. COMPUSERV, The Source, Dow-Jones).
2. Stand-alone uses for CRIS terminal: personal computing, word
processing, video games, electronic mail, etc.
3. Compatibility with proposed videotex services for electronic
banking, shopping, publishing, etc.
Product: Working Paper on System Alternatives
TASK III -SYSTEMS DESIGN
A. Prepare recommendation for City of San Rafael for CRIS-only, and also
for a multipurpose systems configuration including:
1. Input-output devices
2. Data communications mode(s)
3. Central computer configuration
a. Processor size/speed
4
b. Mass storage requirements
c. Operating system software
d. Standards for displays
e. Communications protocol
Product: Initial Recommendation for General System Configuration.
B. Prepare future system specification (following general system
configuration approval by the City of San Rafael):
1. Software specifications
a. Screen/report formats
b. Data entry procedures
c. File layouts
d. Information flow charts
2. Hardware specifications
a. CPU speed
b. High-speed memory s"ize
c. Mass storage size
d. Communications ports
e. Other input-output equipment
3. Security subsystem specifications -To prevent unauthorized use of
the system in order to maximize safety of both driver and rider.
4. Billing subsystem specifications -To eliminate the need for
collecting cash and providing change, it may be desirable to
prepare monthly statements for demand-responsive transportation
services. These monthly statements could either be mailed or
transmitted to each user's terminal electronically.
5. Transfer subsystem -To minimize confusion and unnecessary wait
times, special attention will be devoted to information that will
simplify passenger transfers between vehicles. Preliminary
analysis has shown that the total wait time for many AUTO-RIDE
trips for example, can be significantly reduced if the prospective
passenger is willing to make one transfer en route.
C. Prepare detailed cost estimates of the CRIS design selected by the City
of San Rafael for the following:
1. Hardware
5
2. Systems software
3. Applications software
4. Requirements for space , office equipment, personnel, supplies, and
services (i.e. electrical, janitorial) for the San Rafael CRIS
central computer operat i on. These will be prepared by analyzing
costs in similar activities including:
a. Large-scale, time-sharing computer service bureaus
b. Airline reservation systems
c. Videotex operations and trials
Products: Document #1 -CRIS System Design
Document #5 -Non Transportation Services Compatible
with CRrS System.
TASK IV -MANAGEMENT PLAN
A. Conduct feasibility study
1. Recommend a fee structure for CRrs and other applications. The
objective is to reduce the net cost of the CRrs in San Rafael by
selling surplus computer time to other information providers
(banks, news papers, schools, telephone companies, stores, etc.).
2. Estimate revenue for both transportation and non-transportation
information services.
3. Compare revenue and cost projections for each of the following:
a. Prototype system
b. Production system
1) 1985
2) 1990
3) 1995
4) 2000
4. Compare and contrast the price and performance of CRIS with other
transportation systems including:
a. Highways
b. Bus
c. Ferry
B. Prepare a development plan
1. Determine major software modules and prepare recommendations on
whether to buy or program each module.
6
2. Prepare a network diagram of the major tasks involved in developing
and installing the CRIS system in San Rafael including:
a. Preparation of hardware and software bid specifications
b. Selection of contractors
c. Design of test plan
d. Site preparation
e. Equipment installation
C. Conduct analysis of legal and insurance requirements.
D. Identify potential sources for financing, both public and private, for
the CRIS program.
Document # 7 -Analysis of Funding potential for CRIS.
E. Provide a means of disseminating information about CRIS to potential
users of the system (emphasis in San Rafael, but expand to all
potential users within Marin County). Obtain comments and suggestions,
and with this input, design a public awareness program that will
promote the use of CRIS when it is implemented.
1. Several categories of potential users will (get particular
attention: handicapped, senior citizens, school children, and
those who are otherwise transportation disadvantaged.
2. Utilize existing channels of communication of the Golden Gate
Bridge District to provide information to, and receive feedback
from, current transit users.
3. Take advantage of free media promotion with newspaper articles,
television and radio news stories, and radio public service
announcements.
4. Present the CRIS story to the community: homeowners associations,
service organizations, government agencies, and other interested
groups.
5. Provide a forum for open discussion of CRIS through meetings
sponsored by the City of San Rafael and/or transportation agencies.
Document #6 -Public Awareness Program.
F. Describe the activities San Rafael will need to conduct in order to
continue CRIS development beyond this feasibility study.
Products: Document #2 -Estimate of Cost and Time to Develop CRrS
in San Rafael.
Document #4 -Ouantification of CRIS Impact on Congestion,
Energy, and Air Pollution.
7
TASK V -DRAFT FINAL REPORT
A. Organize results of working papers, documents and all other research
into a single report. The organization of the reports will be as
follows:
1. Executive Summary
2. Statement of the problem
3. The CRIS approach
a. A complete description of the kinds of equipment that would be
involved and how they would work and relate to each other.
b. A comprehensive discussion of how CRIS will provide timely and
accurate information on the transportation services available
to all residents, including the handicapped and the elderly.
Product: Document #3 -Description of CRIS
c. Other information services
4. Costs and benefits
5. Conclusions and recommendations
6. Appendices
a. CRIS systems design
b. CRIS users manual
c. Technical working papers
d. Bibliography
B. Distribute draft final report to:
1. Public officials and civic leaders
2. Transportation agencies, including:
a. Golden Gate Transit
b. Marin County Transit
c. Metropolitan Transportation Commission
3. Private transportation operators, including:
a. Yellow Cab
8
b. Travelers Transit
c. Marin Operators
4. Other interested parties
TASK VI -FINAL REPORT
A. Amend draft report based on comments received in Task V-B.
B. Print final report (SO copies) and deliver to the City of San Rafael.
I ,_ i-I.' ,,-I t--"
9
Product
Working Paper tIl
Working Paper #2
Working Paper #3
Working Paper #4
Working Paper #5
Working Paper #6
Document til
Document tl2
Document 113
Document 1/4
Document tIs
Document tl6
Document #7
SUMMARY OF PRODUCTS
PREPARED DURING THE CRIS PROJECT
Title
Existing CRIS and Ride-Share Systems
Existing and Future Travel Patterns
Potential Travel Demands on AUTO-RIDE
Communications Demand
System Alternatives
Initial Recommendation for General
System Configuration
CRIS System Design
Estimate of Cost and Time to Develop
CRIS in San Rafael
Description o"f CRIS
Quantification of CRIS Impact on
Congestion, Energy, and Air Pollution
Non Transportation Services Compatible
with CRIS System
Public Awareness Program
Analysis of Funding Potential for CRlS
Final Report
Task
I-A
I-C
I-D
II-E
II-H
III-A
III-C
IV-F
V-A
IV-F
III-C
IV-E
IV-D
VI-B
TASK I-------R E QUI REM E N T S
Review Identify
Existing Transportation
Systems Char ac teris tics
I-A 1-8
Working
Paper
III
CRIS PROJECT
SUMNARY FLOW CHART
A N A L Y S I S--------
Project Estimate
Future AUTO-RIDE
Demands
I-C
Working Working
Paper Paper
112 1/3
Page 1
TASK II----------------------------------S Y S T EMS A N A L Y S I S----------------------------------
Define Estimate Construct Analyze Prepare Evalua te I
Information h. Request ~ Model ---() Alternative ~ Preliminary ~ Alternative .. i Reauests Frequency Configurations Feas ibili ty Configura tions:
II-D II-E II-F Analysis II-H i
Fixed Demand II-G
Schedule Responsive
Services Services
II-A II-B Working Working
Paper Paper
114 1/5
..... .....
~PHASE 1 ANALYSIS 9 0 DAYS 1
['.
p
t ...
' ..
TASK III-------------------S Y S T EMS
Initial System
CRIS PROJECT
S~lliARY FLOW CHART
DES I G N-------------------
Prep are Hprepare
Recommendation Specifications
Prepare
~--------~~~Cost
Estimates
III-C III-A III-B
Working
Paper
116
Page 2
TASK IV----------------------------------------M A NAG E MEN T P L A N-----------------------
Conduct Prepare Conduct Prepare Describe
Feasibility Development Legal and Public Future
Study Plan Insurance Information Activities
IV-A IV-B Analysis IV-F
lV-C
Document
Document Document (/2
1/6
Document
114
r--PHASE 2 DESIGN 1 5 0 DAYS ~
CRIS PROJECT
SUMMARY FLOW CHART
TASKS V & VI----------------------F I N A L REP 0 R T-----------------------------
Organize Prepare Distribute Amend Print
Draft .. Draft ... Draft .. Draft ... Final
Report ... Report ... Report " Report .. Report
V-A for Review V-C VI-B
V-B
"-..-
Document I
113 FINAL _ .....
REPORT
\
F-PHASE 3 FINAL REPORT 9 0 DAYS 1
Page 3
\
J