Beneficios Its en Áreas Urbanas

PORTLAND STATE UNIVERSITY
DEPARTMENT OF CIVIL & ENVIRONMENTAL ENGINEERING

SCHOOL OF URBAN STUDIES AND PLANNING
CENTER FOR TRANSPORTATION STUDIES (CTS)

Benefits of Intelligent Transportation Systems
Technologies in Urban Areas: A Literature
Review

Final Report

Submitted to:
Peter Koonce, P.E.
Kittelson Associates, Inc.
610 SW Alder Street, Suite 700
Portland, OR 9720

Submitted by:
Robert L. Bertini, Ph.D., P.E.
Christopher M. Monsere, Ph.D., P.E.
Thareth Yin
Portland State University
Civil and Environmental Engineering
PO Box 751
Portland, OR 97207-0751

April 2005

Benefits of Intelligent Transportation Systems in Urban Areas: A Literature Review
Portland State University Center for Transportation Studies 2004 2
Table of Contents

1.0 EXECUTIVE SUMMARY............................................................................................................ 3
2.0 INTRODUCTION.......................................................................................................................... 4
3.0 MEASURES OF BENEFITS ........................................................................................................ 5
4.0 ARTERIAL AND FREEWAY MANAGEMENT SYSTEMS ................................................... 6
4.1 ADAPTIVE AND ADVANCED SIGNAL CONTROL SYSTEMS............................................................. 6
4.2 MONITORING AND TRAFFIC SURVEILLANCE ................................................................................ 7
4.3 RAMP METERING......................................................................................................................... 9
4.4 INFORMATION DISSEMINATION.................................................................................................. 11
5.0 REGIONAL MULTIMODAL AND TRAVELER INFORMATION SYSTEMS.................. 13
6.0 FREIGHT MANAGEMENT SYSTEMS................................................................................... 14
7.0 TRANSIT MANAGEMENT SYSTEMS ................................................................................... 15
8.0 INCIDENT MANAGEMENT SYSTEMS ................................................................................. 17
9.0 EMERGENCY MANAGEMENT SYSTEMS........................................................................... 20
10.0 INFORMATION MANAGEMENT........................................................................................... 20
11.0 CONCLUSIONS AND SUMMARY........................................................................................... 21
12.0 REFERENCES............................................................................................................................. 22

1.0 EXECUTIVE SUMMARY

The goal of intelligent transportation systems (ITS) is to improve the effectiveness,
efficiency, and safety of the transportation system. Effective deployment of ITS
technologies depends in part on the knowledge of which technologies will most
effectively address the issues of congestion and safety. Thus, it is important to
understand the benefits of both existing and emerging technologies.

Based on
documented experience locally and throughout the country, ITS deployments in urban
areas have the potential to offer the following benefits:

Arterial management systems can potentially reduce delays between 5% and 40%
with the implementation of advanced control systems and traveler information
dissemination.
Freeway management systems can reduce the occurrence of crashes by up to
40%, increase capacity, and decrease overall travel times by up to 60%.
Freight management systems reduce costs to motor carriers by 35% with the
implementation of the commercial vehicle information systems and networks.
Transit management systems may reduce travel times by up to 50% and increased
reliability by 35% with automatic vehicle location and transit signal priority
implementation.
Incident management systems potentially reduce incident duration by 40% and
offer numerous other benefits, such as increased public support for DOT activities
and goodwill.

There is a wide range of benefits that can be obtained from ITS deployments. For
example, fuel consumption, travel time, and delay can be reduced. ITS deployments can
also result in higher travel speeds, improved traffic flow, and more satisfied travelers for
all modes. ITS deployments in Oregon that have demonstrated or shown potential for
benefits include the Portland Region Advanced Transportation Management System
(ATMS), ramp metering, variable message signs (VMS), TriMets automatic vehicle
location (AVL) and bus dispatch system (BDS), TripCheck, Oregons Green Light
program, and Portlands incident response program, COMET.

2.0 INTRODUCTION

The goal of intelligent transportation systems (ITS) is to improve the effectiveness,
efficiency, and safety of the transportation system. Long range planning for the
deployment of ITS technologies depends in part on the knowledge of which technologies
are most effective. Thus, it is important to understand the benefits of emerging and
existing technologies.

Many of the benefits of urban traffic management systems have
benefit-to-cost ratios of typically 10:1 or more, a value not usually seen by traditional
capacity projects (1). ITS deployments have occurred at the national, state, and local
levels. Oregons transportation infrastructure is being asked to serve a growing demand
while financial resources are becoming increasingly limited. As the focus of
transportation moves to operating the system in the most efficient manner, ITS
technologies are a potential way to address these needs in Oregons transportation
system.

There are a great variety of ITS deployments and programs. The scope of this literature
review is to synthesize some particular ITS benefits based on real experiences in urban
areas. The review by no means intends to be a comprehensive evaluation of benefits in
these areas. Instead, the purpose of the report is to highlight examples under each
category on the national or international level and include a synthesis of documented
benefits from ITS programs in Oregon. A helpful resource was the National ITS Benefits
Database available at www.benefitcost.its.dot.gov. The ITS Benefits Database is a
project of the United States Department of Transportation (U.S. DOT) ITS J oint Program
Office (J PO). The J PO has been actively collecting information regarding measured
benefits of ITS deployments to help transmit knowledge to transportation professionals
who may not well be versed in ITS products and services. It also provides researchers
with information on ITS areas in which further study may be needed. The database
provides a brief summary of literature and links to source documentation (2).

This literature review also includes a brief discussion of the following areas of ITS
metropolitan deployments:

Arterial and Freeway Management Systems;
Freight Management Systems;
Transit Management Systems;
Incident Management Systems;
Emergency Management Systems;
Regional Multimodal and Traveler Information Systems; and
Information Management.

3.0 MEASURES OF BENEFITS

To help quantify ITS benefits, various measures of effectiveness have been used. These
measures represent the ways that ITS programs improve traveler safety, traveler mobility,
system efficiency, productivity of transportation providers, energy conservation and
environmental protection. These measures include: (3)

Safety: typical measures include overall number of crashes, and changes in crash,
injury, and fatality rates. Surrogate measures include vehicle speeds, speed
variability or changes in the number of violations of traffic safety laws.

Mobility: typical measures include the amount of delay (in units of time) and the
variability of travel time.

Capacity/Throughput: measured by the maximum number of persons or vehicles
per hour at a point. Throughput is the number of persons, goods or vehicles
traversing a roadway section per unit time.

Customer Satisfaction: measures related to satisfaction include amount of travel
in various modes, mode choices and quality of service as well as volume of
complaints and/or compliments received. Typical results reported for customer
satisfaction with a product or service includes product awareness, expectations of
benefits, product use, response, realization of benefits, and assessment of value.

Productivity: measures include operational efficiencies and cost savings.

Energy and Environment: measures of effectiveness include changes in emission
levels and energy consumption. Specific measures for fuel use and emission
levels include emission levels (kilograms or tons of pollutants for carbon
monoxide (CO), oxides of nitrogen (NO
x
), hydrocarbons (HC) and volatile
organic compounds (VOC); fuel use (liters or gallons); and fuel economy.

4.0 ARTERIAL AND FREEWAY MANAGEMENT SYSTEMS

Arterial and freeway management systems manage traffic by using traffic signal control
systems, system detectors, closed-circuit television (CCTV) cameras, ramp meters,
variable message signs (VMS) and bus probes to improve the efficiency of arterial and
freeway roadways. The purpose of these systems is to use information to improve the
flow of traffic, increase safety, reduce costs and improve traveler experience along
arterial and freeway corridors.

4.1 Adaptive and Advanced Signal Control Systems

Adaptive signal control systems coordinate control of traffic flow on arterials across a
metropolitan area by continually adjusting signal timing parameters based on current
volumes. Advanced signal control systems include centralized control of traffic signals
and coordinated signal operations across neighboring jurisdictions. Based on published
reports there are many positive benefits from adaptive traffic control systems over fixed
time systems. These benefits include reductions in travel time, delay, number of vehicle
stops and exhaust emissions for road users. The magnitude of these benefits will depend
on how well the system addresses current traffic situations.

Some studies have shown that delay can be reduced up to 42% (4). Examples of the
benefits of signal control systems include Torontos SCOOT (Split Cycle Offset
Optimization Techniques), which was found to reduce stops by 18 to 29% and vehicle
delay by 6 to 26% (5). Following the successful demonstration project, Toronto was able
to expand their system to 250 intersections. It was estimated that the cost of the
investment was covered with system benefits in just 2 years. The SCATS (Sydney
Coordinated Adaptive Traffic System) in Oakland County, Michigan showed a travel
time decrease of 9% in the morning peak travel direction and a 7% decrease in the
evening peak travel direction (6). The SCATS system in Florida reported a 28% decrease
in the number of stops and in Michigan a 33% reduction was reported (4). In Tysons
Corner, Virginia the system decreased total annual emissions for CO, VOC and NO
X
by
134,600 kilograms (7). A study using the ITS Deployment Analysis Software (IDAS)
was conducted in Eugene, Oregon to evaluate the potential benefits of a hypothetical
future adaptive signal control system along Gateway Street at 8 signalized intersections
for improved travel time. The results were summarized in a benefits-to-cost summary
and are shown in Table 1 (8).

Table 1 Benefit-to-Cost Summary for Gateway Traffic Responsive Signal Timing

Performance Measure Annual Benefit
User Mobility $135,000
Fuel Consumption $1,000
Emissions $10,000
Total Annual Benefits $146,000
Total Annual Costs $27,500
Benefit-to-cost Ratio 5:1

Recent implementation of coordinated signal timing with communication to a central
computer system in Multnomah County has proven to have substantial benefits. The
results show up to 85% reduction in stops, up to 33% reduction in travel time, and over
85,000 gallons of fuel saved per year (8). While the system has not yet been deployed,
the City of Gresham, Oregon is preparing to implement an adaptive signal control system
based on the performances and benefits of various systems around the world. An
evaluation report was completed in November 2004 on established systems such as
SCOOT, SCATS, the City of Los Angeles Adaptive Traffic Control System (ATCS) and
emerging systems such as OPAC (Optimization Policies for Adaptive Control, RHODES
(Real-Time, Hierarchical, Optimized, Distributed, Effective System), and ACS Lite
(current FHWA research projects on adaptive control). The evaluation of these
alternative systems will help the City of Gresham choose the most suitable system that
will improve the efficiency of traffic flow and reduce congestion in the city (4). The
Metropolitan Transportation Improvement Program (MTIP) scheduled a little over $2.5
million for Greshams traffic signal coordination and optimization project for 2004 (9).
The City of Vancouver is in the process of implementing adaptive signal timing on 12
traffic signals on a 1.5-mile section of Mill Plain Boulevard between SE 104th Avenue
and Hearthwood. (10)

4.2 Monitoring and Traffic Surveillance

The primary goal of traffic surveillance systems is to supply information about conditions
in the field to other system components so that appropriate response and control actions
can be taken (11). Monitoring and traffic surveillance strategies include the use of
closed-circuit television (CCTV), system detectors, and communications networks.
These tools can help improve incident management, inform control decision-making and
determine traffic conditions for information dissemination. Surveillance can enhance
traffic operations and planning by serving the following purposes: (11)

Detection and verification of incidents that have an impact on traffic operations;
Monitoring of incident clearance;
Monitoring traffic for emergencies and special events;
Monitoring of traffic operations and supporting the implementation of control
strategies, such as adaptive ramp metering and automated traffic signal
coordination systems (ATCS);
Monitoring pavement and environmental conditions; and
Monitoring of traffic operations to generate data for planning and research
purposes. These data can lead to information on space-time series on link travel
time, link space mean speed, traffic flow rate, space occupancy, and origin-
destination flows.

Data collection can be accomplished through a number of detector surveillance
technologies that measure traffic parameters including: (11)

Inductive loop detector and magnetometer, which are embedded in the roadway;
Non-intrusive detector including microwave/radar, laser, infrared, ultrasonic,
acoustic, digital video imaging; and
Vehicle probes using automatic vehicle identification (AVI) and automatic
vehicle location (AVL).

Detection and surveillance systems can reduce the time lapsed between the occurrence of
an incident and its reporting to the traffic management centers or emergency services
(detection time). To verify incidents CCTV is commonly used with the automated
detection systems. CCTV can help to determine the location of the incident and its
severity. In addition, CCTV can supply digital video images to video image processing
algorithms, which can be used to automatically detect the occurrence of an incident.
Using CCTV can also reduce verification time, since all incidents must be verified prior
to the dispatching of response vehicles and personnel. (11)

A computer simulation model comparing the situation before detection and surveillance
systems deployment to after deployment found the following quantifiable benefits of
detection and surveillance: (11)

Reduction of non-recurrent delay along the corridor;
Reduction of secondary crashes along the corridor;
Reduction of primary crashes along the corridor;
Reduction of vehicle emissions associated with delay reduction; and
Reduction of fuel consumption associated with delay reduction.

In 1995 the first phase of the San Antonio TransGuide System became operational. The
system included 26 miles of downtown freeway with dynamic message signs, lane
control signs, loop detectors, video surveillance cameras, and a communications network.
A study was done which documented the impact of the system on crashes and incident
response times during the first five months. Crash statistics were compared for August
December of 1992, 1993, and 1994 with the statistics for August December 1995. The
before-and-after study indicated that the system reduced primary crashes by 35%,
secondary crashes by 30%, inclement weather crashes by 40%, and overall crashes by
41% (12). These results may not be typical given that only one year of after data was
studied. Data collected through 1995 indicated a 20% average reduction in response
times as a result of improved traffic surveillance and incident response. Using the
reduction in response times as an input, an analysis using the CORFLO freeway
simulation model showed a fuel consumption decrease of 2,600 gallons per incident and
an annual savings of $1.65 million (12).

Oregon has an extensive network of closed circuit television (CCTV) cameras. About
140 are active across the state. These cameras help provide extensive freeway coverage
in the Portland area in addition to other vital locations such as major junctions and
mountain passes. The cameras allow traffic operators to verify incidents occurring on the
roadway. In addition, they provide a useful tool in Oregons traveler information system
offering pre-trip information on traffic conditions when accessed through the Internet.
The Oregon Department of Transportation (ODOT) is currently operating the Advanced
Transportation Management System (ATMS) in the Portland Metro region. The ODOT
Region 1 Traffic Management Operations Center (TMOC) has modified the Georgia
DOT (GDOT) ATMS subsystem to manage and control freeway ramp metering, mainline
detectors, surveillance CCTV and variable message signs. The software package analyzes
traffic incident points throughout the system and brings up specific response plans for the
area. The ATMS helps transportation officials make real time decisions that reduce
travel time, increase operational efficiency and improve incident management.

The
ATMS system includes about 98 CCTV cameras, 19 variable message signs, an extensive
fiber optic communications system and 135 ramp meters, including approximately 485
inductive loop detectors. ODOTs Region 1 Traffic Management Operations Center
(TMOC) is the keystone and focal point in the regional plan for transportation systems
integration and information sharing capabilities (13).

4.3 Ramp Metering

Ramp metering has proven to be an effective means of control to prevent bottleneck
formation at critical ramp junctions increasing efficiency and safety. Ramp meters are in
use worldwide in more than 30 cities (2). At the most basic level, ramp meters are traffic
signals located at freeway on-ramps to control the flow of vehicles onto the freeway.
Based on a pre-defined or variable signal cycle, vehicles are allowed to enter the freeway
only on a green indication. The rate is determined through either real time or historical
knowledge of the freeway capacity and the demand of the on-ramps (14).

A ramp metering evaluation in Minneapolis, Minnesota was conducted by evaluating
before and after performance and public satisfaction after their ramp metering system was
temporarily shut down (15). The two-phase study attempted to gauge the effectiveness of
ramp meters on four test corridors. Phase I was designed to measure system
performance, determine public satisfaction with initial ramp metering strategies
(September/October 2000) and assess the impacts of discontinued operations during a
ramp meter shut down (October/November 2000). In Phase II, system performance was
optimized and the effects of alternative ramp meter strategies on public opinion were
evaluated. The data collected in Phase I used multiple sources including probe vehicles
during peak periods, traffic detectors for traffic volume counts, crash statistics, and
traveler surveys. Phase II was immediately implemented after the end of Phase I
(December 2000). Phase II left a number of meters turned off, reduced ramp meter
operation by four hours each day, and used faster metering rates. The evaluation for
Phase II involved focus groups, field observations, and telephone surveys in order to
gauge public reaction and system performance changes to modified ramp metering
operations. The evaluations for both phases covered the same corridors and were
conducted in the same fashion. The results indicated that traffic operations and safety
performance were degraded and remained degraded below pre-shut down (full metering)
levels through the end of the interim period. The report from Phase II compared results
from before and after the shutdown and showed that the number of commuters supporting
the complete shutdown declined from 21% to 14%. The number of crashes was 15%
higher during the first seven months of 2001 (reduced ramp metering capacity) compared
to the first seven months of 1998, 1999, and 2000 (full ramp metering). Freeway speeds
decreased by 5-10%, and the freeway travel times increased by 5-10% during the reduced
ramp metering interim period. These results suggest that there were positive benefits
from ramp metering. Although Phase II ended the ramp metering study, Mn/DOT
continues to monitor ramp meter performance and modify ramp meter timing according
to evolving traffic conditions.

The Oregon Department of Transportation (ODOT) operates an extensive advanced
traffic management system (ATMS) in the Portland metropolitan region. As a part of the
system there are about 135 ramp meters. Vehicles are allowed to enter the freeway at a
rate of one vehicle per green based on a fixed-timed signal cycle activated and
deactivated the same times every weekday. The goal of the ramp meters is the
preservation of mobility in the Portland metro area during peak hours. An evaluation on
the effects of a weekend ramp meter shutdown on U.S. Highway 26, indicated that ramp
metering led to more travel at better quality of service through the corridor (16). As a
result of ramp meters travelers who spent their time in level of service (LOS) D, E and F
dropped from 42% to 39% during Saturday travel and from 37% to 32% during Sunday
travel. The studied also concluded that improvements in efficiency could be gained by
better ramp detection installed in future implementations of ramp metering. A 1982
report for ramp metering from ODOT showed a 65% reduction in travel time and a 43%
reduction in crashes on Interstate 5 (17).

In 1999, a study of two freeways in Toronto, Canada, found that freeway capacity at
several merge locations dropped upon queue formation (18). More recently, experimental
work in California has shown definitively and for the first time that careful ramp
metering can in fact restore freeway flows to pre-queue levels, thus actually increasing
freeway capacity (19). The Portland metro ramp metering system was recently evaluated
and is currently undergoing major improvements including the deployment of the System
Wide Area Ramp Metering (SWARM) system (16). The PSU report represented the first
use of ODOTs 20-second loop detector data. The study was beneficial in revealing
some main issues that led to improvements in ODOTs data collection and archiving
algorithms. The study also established that the ramp metering system that is currently in
place is performing reasonably well given its own limitations (16). There was a
discrepancy between actual ramp flows and the pre-programmed metering rates that
could probably be attributed to meter violations and uncounted vehicles on the on-ramps.
Recommendations to mitigate the problem include better ramp detection be installed in
future deployments and off-ramp detection also be included. Future benefits of SWARM
can be evaluated using an established baseline for a before and after evaluation from the
existing study (16). The results from the Minnesota ramp meter shut down indicate that
ODOT should consider a transition period prior to the start-up of the new SWARM
system in which current meters along selected segments are shut down during particular
periods in order to collect better traffic demand data (16). These strategies along with the
PORTAL data archiving system at Portland State University will facilitate a more
comprehensive analysis of benefits of the metering system.

4.4 Information Dissemination

Information can be conveyed to motorists through different means such as dynamic
message signs (DMS), variable message signs (VMS), and highway advisory radio
(HAR). Dynamic message signs are constantly changing based on some condition such
as the speed of a vehicle while variable message signs have static messages that can be
changed through the operations center. Some signs are permanent while others are
portable and may be moved to different locations.

European studies show that 30%90% of travelers noticed variable message signs and
40% of respondents from a study in Glasgow, Scotland said they changed their routes as
a result of a variable message sign (3). Dynamic message signs (DMSs) in Denver that
displayed real-time vehicle emission levels motivated most motorists served to consider
repairs (3). The University of Wisconsin conducted a driver survey in December of 2001
on traveler information available on a freeway dynamic message sign (20). Out of 221
questionnaires that were returned and analyzed, approximately 68% of the respondents
said that they adjusted their travel time based on the traffic information given by the
VMS system during the winter months (DecemberMarch) and 72% during the non-
winter months (AprilNovember). In the winter months about 12% of the respondents
adjusted their travel routes more than 5 times per month and 18% did so during the non-
winter months. A study conducted in the Moanalua and H-1 freeway corridor in
Honolulu, Hawaii simulated incident duration and motorist response to real-time traffic
information (21). Changes in capacity were measured on each freeway using statistical
estimates of driver uncertainty and driver behavior simulations with real-time traffic
information in the form of DMS and HAR (21). The INTEGRATION simulation model
was used to analyze three different scenarios that included the base case (existing), the
incident case with no incident management, and the incident case with incident
management. The model results showed significant travel time savings with VMS and
HAR in place as incident management tools. The highway advisory radio (HAR) system
in Oregon uses a low powered AM Radio broadcast to increase the safety, prepare
travelers of current road conditions, and to notify them of future events. Studies have
shown that the use of HAR in conjunction with other technologies increases the overall
benefits to road users.

In December 1990 foggy conditions caused a chain-reaction collision to occur that
involved 99 vehicles on Interstate 75 in southeastern Tennessee. It prompted the design
and implementation of fog detection and warning system on a three-mile stretch of I-75.
There have been approximately 18 fatalities and 130 injuries and more than 200 vehicle
crashes resulting from foggy conditions in the period from 1973 to 1994 at this location.
The fog warning system instituted in 1994 disseminates information from sensor data
with pre-determined response scenarios via flashing beacons atop six static signs, two
HAR transmitters, and ten variable message signs. Center managers, according to
response scenarios proposed by the system, select pre-programmed DMS messages, pre-
recorded HAR messages, and appropriate speed limits for foggy conditions. Table 2
shows the conditions and the messages displayed (22). Variable speed limit signs are
used to reduce speeds and access to the affected highway segments are restricted with

Table 2 TDOT Fog Detection/Warning System DMS Messages

Conditions Displayed Messages
Reduced Speed Detected Flashing "CAUTION" with "SLOW TRAFFIC AHEAD"
Fog Detected Flashing "CAUTION" with "FOG AHEAD TURN ON LOW BEAMS"
Flashing "FOG AHEAD" with "ADVISORY RADIO TUNE TO XXXX
AM"
Flashing "FOG AHEAD" with "REDUCE SPEED TURN ON LOW
BEAMS"
Speed Limit Reduced
Flashing "FOG" with "SPEED LIMIT YY MPH"
Flashing "DETOUR AHEAD" with "REDUCE SPEED MERGE RIGHT"
Flashing "I-75 CLOSED" with "DETOUR
Roadway Closed
Flashing "FOG AHEAD" with "ADVISORY RADIO TUNE TO XXXX
AM"

ramp gates. Since the project opened, there have been no fog-related crashes or fatalities
occurring within the project limits.

ODOT operates 41 variable message signs. In the Portland area there are 19 variable
message signs along freeways and near major interchanges. The VMSs provide another
source of information to help motorists make informed decisions about travel routes and
potential alternatives while en-route to their destinations (1). In March 2004, an
advanced curve warning system (ACWS) was installed for both the northbound and
southbound traffic for I-5 at the Myrtle Creek curves in Southern Oregon. The key
elements of each sign location includes a dynamic message sign, a radar unit for speed
measurement, a controller unit and computer software to manage the speed inputs and
(locally) modify the sign message (23). An evaluation revealed positive reaction to the
ACWS and showed statistically significant reductions in mean speed (23). For passenger
cars and commercial vehicles the maximum speed reductions were 3.3 mph and 3.0 mph
respectively. The vehicle speeds recorded included 6,800 samples from before and
11,600 samples from the after condition. As a part of the study a survey was conducted at
rest stops 26 miles south and 35 miles north of the ACWS locations. A total of 47
surveys were collected at the southbound rest stop and 40 surveys were collected at the
northbound rest stop. A total of 85% of the survey participants were driving a passenger
vehicle. The survey showed that 95% of the respondents noticed the ACWS. The
percentage recalling the ACWS is noteworthy given that the survey was conducted nearly
30 minutes after the drivers encountered the sign (23). Of the 95% of respondents that
noted the sign, 76% said it displayed their speed and 84% of those thought that the sign
information aided in safe navigation through the curves. The majority of drivers (76%)
claimed to have actually slowed down and nearly half of those that did not slow down
indicated that they were already traveling below the advised speed. Although the ACWS
at Myrtle Creek is located in a rural area, the effects of the dynamic message signs may
have implication for urban applications with similar conditions.
5.0 REGIONAL MULTIMODAL AND TRAVELER INFORMATION SYSTEMS

ITS applications in travel information services strive to deliver accurate information to
the motorist or traveler. The information services hope to allow users to make more
informed decisions about their trips either with pre-trip information or en-route
information. These services have been shown to increase transit usage, and may help to
reduce congestion on the roadways if motorists choose to leave early or postpone their
trips based on the information they receive (2).

One study examined the impacts of ARTIMIS (Advanced Regional Traffic Interactive
Management and Information System) in the metropolitan areas of Northern Kentucky
and Cincinnati, Ohio (24). Two focus groups of area travelers were interviewed and 375
telephone surveys were conducted in February and April of 2000. The results showed
that two thirds of travelers using the system were satisfied or very satisfied with the
system.

A previous study conducted one year earlier showed in February and March of
1999 that 99% of the respondents benefited from the information avoiding traffic
problems, saving time, reducing frustration and arriving at destinations on time (25).

In Portland, Oregon TriMet conducted a survey of passengers to determine customers
perception of TriMets Transit Tracker system (26). Key results of this survey included
that the value placed on having Transit Tracker at the bus stop was very high with 4.5 on
a 5-point Likert scale. What the respondents liked most about the display was that they
knew how many minutes until the next bus arrives (42%) and they thought that it was
accurate or exact time/real-time (12%). Transit Tracker can also be accessed through
TriMets comprehensive website (www.trimet.org). Information on the bus, MAX and
streetcar can be accessed through maps, schedules and a trip planner along with Transit
Tracker, which will give the next real time arrivals. Other pertinent information and links
are also available through the website.

According to a study done on advanced traveler information systems (ATIS) drivers want
to lesson the impact of traffic congestion delay and aggravation, and to increase their
control over time (27). Customers of the Washington Department of Transportation
(DOT) traffic website consulted the site for five reasons. The reasons are listed in order
of importance: (27)

To assess traffic congestion on their routes;
To judge the effects of incidents on their trips;
To decide among alternate routes;
To estimate their trip duration; and
To time their trip departures.

The primary personal benefits listed by customers of the Wisconsin DOT traffic website
(in importance of order) include: (27)

Saved time;
Avoided congestion;
Reduced stress; and
Avoided unsafe conditions.

The Oregon DOTs statewide traveler information site, TripCheck.com, was launched in
May of 2000. It is part of the statewide effort to convey the most comprehensive,
current, and safest information possible to travelers. The site provides a platform to view
still images from CCTV cameras showing volumes and conditions, assess incident
reports and maps, check speeds on the highway network, check for construction
activities, read weather forecasts, as well as link to other sources of data. Information on
the numerous Road Weather Information System (RWIS) stations are also linked to the
website. ODOT received the ITS America Best of ITS Award in 2001 for the
TripCheck.com (28).

The University of Oregon conducted a telephone-based survey in
2001 contacting approximately 500 Oregonians (29). The survey showed that 60% of the
commuters who responded used the Internet to access road and weather information and
83% said that this information was somewhat or very important to them. Of the
respondents who visited the TripCheck website most found all the information they were
looking for. In late 2003, the new nationwide 511 dialing code for travel information
services began operations. The goal of the system is to simplify access to travel
information with a uniform number across the country. The 511 network for Oregon will
compliment the existing TripCheck.com website and will use information from the same
data sources (1).

6.0 FREIGHT MANAGEMENT SYSTEMS

The Federal Highway Administration expects freight volumes on our nations highways
to nearly double by the year 2020. The movement of freight is vital to any regions
economic vitality and survival. More and more, state DOTs are being required to
maintain and report travel time reliability along key freight corridors. Efficiency of modal
and intermodal forms of freight movement can be improved through the use of many ITS
technologies. Most of the technologies are focused at improving the motor carrier
enforcement and regulatory environment. The technologies involve credentials
administration (electronic fund payments, electronic registration and permit applications),
safety assurance (automated inspection, safety information exchange), electronic
screening (border clearance, credential checking, safety screening, weight screening), and
carrier operations and fleet management (AVL/CAD, on-board monitoring and traveler
information).

In 1999, the states of Maryland, Virginia, Connecticut, Kentucky, and Oregon were
actively engaged in the CVISN (Commercial Vehicle Information Systems and
Networks) pilot program. A study in 2002 evaluated the impacts of electronic screening,
electronic credentialing, and safety information exchange on commercial vehicle
operations in the pilot project (30). Motor carriers indicated they were able to
commission new vehicles 60% faster by printing their own credential paperwork.
Kentucky and Virginia estimated that the overhead to motor carrier accounts would
decrease 35% for each motor carrier. Benefits-to-cost ratios were evaluated for
electronic credentialing and roadside enforcement over a 25-year period. Future costs
and benefits were analyzed using start-up costs, operating costs, crash avoidance over the
expected lifetime of the technology, and a 1999 discount rate of 7%. The screening
alternatives showed a benefit-to-cost ratio raging from 2:1 to 40:1. These results were
highly dependent on the level of deployment, integration, and cooperation between states
(30). A study from the American Trucking Association Foundation performed in 1996
predicted high ratios of benefits to costs for CVO (commercial vehicle operations) user
services on regulatory compliance cost of motor carriers (31). For administrative
processes the benefit-to-cost ratios are as high as 20:1. For electronic screening the
benefit-to-cost ratio range from 6.5:1 to 1.9:1 and for automated roadside safety it ranged
from 1.3:1 to 1.4:1.

Oregon has implemented weigh-in-motion (WIM) in its Green Light Preclearance
Program, which reduces delay for truck operators. In the Green Light system, it takes
less than a second to weigh, classify, check for height, identify and send the data to a
supervisory system computer (SSC) (32). The system currently serves 3,330 companies
with 30,171 transponder-equipped trucks. By the end of 2004 more than 1.2 million
clearances will have occurred for the year. The pre-clearance systems have been
estimated to save trucking companies $6.2 million in operating costs and 83,000 hours of
travel time (33). The State of Washington uses their transponder equipped trucks as
anonymous traffic probes along key freight routes and calculates and reports travel times.
This concept is currently being explored in Oregon as well.

In addition to improving efficiency, ITS technologies can improve safety. In 2003, there
were 1,126 truck crashes in Oregon and 65 fatalities that occurred from these crashes
(34). Some of these crashes occurred as a result of over speeding on steep down grades.
A downhill speed warning system was implemented by ODOT in December 2002 at
Emigrant Hill to help drivers select an appropriate speed before entering the 6% down
grade (35). Similar warning systems have decreased truck crashes by 13% and reduced
runaway ramp usage by 24% in a period of four years (36). As discussed previously, an
evaluation of the advanced curve warning system (ACWS) for I-5 at the Myrtle Creek
curves in Southern Oregon revealed positive reaction and showed statistically significant
reductions in mean speed (37). For passenger cars and commercial vehicles, the
maximum speed reductions were 3.3 mph and 3.0 mph respectively. Seventy-six percent
of drivers surveyed said the ACWS displayed their speed and 84% of those thought that
the sign information aided in safe navigation through the curves. The majority of drivers
(76%) claimed to have actually slowed down and nearly half of those that did not slow
down indicated that they were already traveling below the advised speed.

7.0 TRANSIT MANAGEMENT SYSTEMS

As part of the Advanced Public Transportation Systems (APTS), automatic vehicle
location (AVL) systems and computer aided dispatching (CAD) systems allow transit
agencies to optimize vehicle resources, providing valuable information for operational
control strategies that reduce the number of vehicles necessary to provide the required
level of service (2).

Another ITS application that has proven to be effective is transit
signal priority (TSP) for improving the on-time performance of buses or light-rail
vehicles. TSP allows buses that are behind schedule to increase the length of a green
phase, shorten the length of a red phase or shorten opposing phases of a traffic signal and
proceed through an intersection. TSP enhances the reliability of bus service, improving
both customer satisfaction and the efficiency of the transit operation and resulting in cost
reductions for transit service providers (38).

TSP systems require close collaboration
between the transit provider and the local agencies that have jurisdiction over the arterials
and traffic signal system.

After the implementation of an AVL system, the Denver Regional Transportation District
(RTD) found that between 1992 and 1997 there was a 12% decrease in the number of
vehicles that arrived early at stops and customer complaints decreased by 26% per
100,000 boardings. As a part of the AVL system, the use of location-based silent alarms
has served as a crime deterrent and has helped to increase operator and passenger safety.
Passenger assaults decreased 33% per 100,000 passengers during the period between
1992 and 1997. The Outreach paratransit broker in San J ose, California realized
significant benefits after implementing an AVL system along with a digital geographic
database. Shared rides (rides with more than one passenger), increased from 38% to 55%
of all rides provided, and resulting in substantial cost savings. The fleet reduced its size
from 200 to 130 vehicles and the cost per passenger mile decreased from $4.88 to $3.72.
There was a $500,000 savings in cost after the first year of the deployment (2).

A transit
priority system implemented on an urban bus line in Vancouver, British Columbia, has
decreased the variability of travel time experienced by buses along the route by 29% in
the morning peak hours and 59% during the evening peak hours. A study performed in
Seattle, Washington on a TSP implementation on Rainier Avenue showed that average
bus delay was reduced by approximately 5 seconds per TSP equipped intersection, signal
related stops were reduced by 50% for TSP equipped buses, bus travel time variability
was reduced by 35% and transit patrons experienced a smoother and more comfortable
ride (39).

TriMet and the City of Portland have successfully implemented these technologies. In
1998 TriMet implemented its automatic vehicle location (AVL) and computer aided
dispatching (CAD) system. A study collected data over a period of 10 weekdays prior to
the implementation and a 10-day period shortly after the system began (40). The benefits
of the system included a 9.4% increase in on-time performance and a 3.1% increase in
run time performance. The variability in the headway between buses decreased by 5%
and the average coefficient of variation improved by 18%. Improvements in run time
performance allow the travel agency to reduce costs by eliminating runs and/or adding
service elsewhere on the system while actually improving customer service. The
improvement in vehicle run time as a result of the AVL/CAD system allows the transit
agency to provide the same level of service to a greater number of travelers with the same
equipment increasing effective bus system capacity.

An ongoing analysis of Portlands TSP system, performed collaboratively by TriMet and
the City of Portland, examined journey time and transit vehicle speed using GPS and the
AVL/CAD system. TSP was granted for only those buses that were behind schedule. A
determination was made as to whether the bus was on time or not by an onboard transit
vehicle trip monitoring system. The system compared the scheduled time for passing a
particular location to the actual time the bus passed the location. Data collected was used
to perform a corridor and intersection level analysis (39).

Corridor level analysis was
performed on Route-12/Barbur Blvd. The TSP was on from September 24, 2001 to
October 18, 2001, and the TSP was off from October 22, 2001 to November 15, 2001.
The results are summarized below for when TSP was off. (41)

Median inbound journey times increased 0.4% during the AM peak;
Median inbound journey times increased 2.3% during the PM peak;
Median inbound journey times increased 0.5% during the non-peak;
Median outbound journey times increased 3.1% during the AM peak;
Median outbound journey times increased 4.2% during the PM peak, and
Median outbound journey times increased 1.5% during the non-peak.

The intersection level analysis was done on SE 82nd Avenue and SE Division Street.
Measurements for before and after implementation of TSP were made on vehicle speeds.
The before data were collected in April 2001 and the after data were collected in April
2002. The results show that after TSP was implemented: (41)

Speed increased approximately 7.7% during the AM peak;
Speed increased approximately 13.7% during the PM peak; and
Speed increased approximately 2.9% during the all-day period.

8.0 INCIDENT MANAGEMENT SYSTEMS

Incident management programs can reduce the effects of non-recurring congestion by
decreasing the time to detect incidents, reducing the time for responding vehicles to
arrive, thereby reducing the time to return the facility to normal conditions. Congestion
caused by incidents is estimated to cause approximately 50% of congestion delay on the
nations highway (42). The delays lead to major road closures and adversely affects the
safety of the transportation network (42). When incorporated into a traffic management
system, incident management systems can broadcast information about incidents to
travelers suggesting alternative routes and broadcasting information through the media,
HAR, and variable message signs that can reduce congestion and traveler delay. Incident
management also includes improving the efficiency of hazardous materials (HAZMAT)
response.

The premier incident management program evaluation was a true before and after study
conducted on Interstate 880 in Hayward, California in 1995. The Bay Area Freeway
Service Patrol (FSP) evaluation focused on a 9.2-mile freeway test site and collected 276
hours of incident and freeway data (43). This experiment was conducted during morning
and afternoon peak periods on 24 weekdays prior to the implementation of the FSP and
22 weekdays after implementation. Probe vehicles were dispatched at 7-minute headways
on more than 1,700 one-way runs and observers recorded details of 1,453 incidents in the
before case and 1,210 incidents in the after scenario. Loop detector data (count and
speed) were archived from 393 loop detectors on the freeway mainline and on-ramps.
The Bay Area FSP evaluation found that the mean incident duration dropped by 4% and
that the mean response times for breakdown incidents decreased by 45% from 33 to 18
minutes and that the overall program resulted in savings of 42 vehicle hours per incident,
resulting in annual savings of more than 90,000 vehicle hours. Similarly, improvements
in fuel consumption and emissions were also documented. The opportunity to conduct a
true before and after experiment is rare, particularly since many urban areas have
operated incident response programs for many years. The Los Angeles FSP evaluation
(1998), an example of an evaluation performed after implementation of an FSP program,
focused on a 7.8-mile section of Interstate 10 in El Monte and Alhambra, California (44).
This project also used the probe vehicle observation method (6-min headways), coupled
with archived loop detector data. The evaluation included a total of 192 hours of
observation over 32 weekdays, with details on 1,560 incidents, 3,600 probe vehicle runs,
and data from 240 loop detectors. Using data from the Bay Area FSP and other
evaluations, a relationship between delay and incident duration was modeled, resulting in
the ability to estimate the benefits of the FSP program according to a range of incident
duration reduction. The study found that the program was operating with a benefit-to-cost
ratio between 3.8 and 5.6.

In Oregon, an evaluation of ODOTs Region 2 Incident Response program also used
archived dispatch and traffic flow data collected after the program was initiated (45).
Using a statistical analysis of the incident data, reductions in fuel consumption and delay
were estimated for more than 2,500 incidents logged in two 50-mile highway corridors. It
was shown that the mean incident duration and thus delay per incident has decreased with
expansion of the Region 2 IR program and that the benefits of the program far outweigh
its modest cost. The Puget Sound Region of Washington State implemented a freeway
service patrol in August of 2000 (46). A study was conducted in which archived incident
data from six months following implementation were compared to pre-implementation
data from the same six-month period during the previous year. This study revealed a
decrease in emergency response time. Prior to the implementation of the service patrol,
the mean response time for assistance was over 9 minutes, which was reduced by 61% to
approximately 5.8 minutes. Faster response time was estimated to reduce annual vehicle
hour delay by 13,000 hours and result in a cost savings of nearly $200,000.

An Evaluation of Marylands CHART (Coordinated Highways Action Response Team)
incident management program showed average incident duration was reduced from 77
minutes to 33 minutes (47). The study (using traffic models) indicated that the estimated
savings in hours of delay was 24.2 million vehicle hours of delay translating into 4.1
million gallons of fuel. The cost savings from reducing pollutants was estimated at $26.7
million. Another study predicted the benefit-to-cost ratios of HAZMAT incident
response could be as much as 2.5:1 (31). Early studies show that incident management
programs using freeway service patrols are very successful with high benefit-to-cost
ratios (48). The Traffic and Incident Management System (TIMS) in Philadelphia,
Pennsylvania helps traffic to circumvent highway incidents and emergencies on I-95 by
rerouting traffic immediately after an incident is detected. Thus the system helps to
dilute traffic and secondary crashes. Since its implementation in 1993, TIMS has
reduced freeway incidents by 40%, decreased freeway closure time by 55%, and reduced
the severity of incidents by 8% (7). The advanced incident detection system in Brooklyn,
New York uses 20 CCTV cameras, HAR, VMS and a construction hotline reducing
average incident clearance times from 1.5 hours to 19 minutes (49).

In March 1997, the incident response program known as COMET began serving the
Portland metropolitan area. The freeways being serviced include Interstate 5, 84, 205,
405, and state routes 217, 26, and 30. The annual cost to operate COMET is about
$750,000 (42). The response program operates nearly 24 hours a day and has 11
specially equipped incident response vehicles. During a given weekday, four response
vehicles are operating and two vehicles operate on weekends and overnight. They each
travel about 120 miles per shift. The standard equipment on the vehicles include a
variable message sign, basic traffic control equipment, gasoline and automotive fluid,
basic automotive tools, a communications system, and an AVL system. The vehicles
have push bumpers and two cables to help drag, push or pull disabled vehicles. Each
responder who operates a vehicle is given extensive training in emergency vehicle
operations, traffic control and bridge inspection. A recent evaluation concluded that there
was sufficient evidence to show that the benefits of COMET outweigh the costs (42).
The study looked at the freeway incidents for the Portland metro area in 2001. Some of
the benefits that were identified in the study include those that accrue to the general
public such as: (42)

Reduced delay;
Reduced fuel consumption;
Improved air quality;
Improved safety and security (avoided primary crashes and secondary crashes and
an improved feeling of security on the transportation system);
Improved flow of commerce; and
Reduced harm to wildlife, soil and water quality.

Benefits that accrue to ODOT and other agencies from the incident response program
include: (42)

Reduced maintenance crew cost;
Value of extra maintenance performed;
Increased recovery of Charges Against Others (CAO) from motorists insurance
companies;
Awareness of potentially hazardous items requiring maintenance; and
Improved public relations and good will.

The computer aided dispatch (CAD) data used in the study included incident location by
primary and secondary route, incident type, incident beginning and ending times, lanes
blocked, and GPS coordinates identifying incident location. The analysis used data from
21,728 unique reported incidents. Actual delay for the incidents responded to by
COMET was estimated from the data collected in the study period. Table 3 shows the
total hours of delay for the actual incidents in the study (42). It also shows the cost of
fuel consumption, time and total cost. In addition, the table shows how the values would
be affected for durations that were 1, 5 or 10 minutes over the actual delay recorded from
COMET.

With the assumption that without COMET the incident would increase in
duration by 1 minute, the total cost of delay increases by $1,422,600; or roughly twice the
cost of operating the COMET program for one year. If the increase to delay was 5
minutes then the cost rises to $7,113,000. With a 10-minute increase in delay the cost
would rise by $14,226,000. The data indicated that an average reduction in delay by
about only 30 seconds per incident is the break-even point for costs and benefits of the
program.

Table 3 Cost of Incident Due to Delay, Portland, Oregon

Actual Incident
Delay
+ 1 minute per
incident
+ 5 minute per
incident
+ 10 minute per
incident
Hours of Delay 1,940,000 1,994,000 2,211,000 2,481,000
Fuel Consumption $2,522,000 $2,593,000 $2,874,000 $3,226,000
Time $48,484,000 $49,836,000 $55,245,000 $62,006,000
Total Cost $51,006,000 $52,429,000 $58,119,000 $65,232,000

9.0 EMERGENCY MANAGEMENT SYSTEMS

Improved notification, dispatch and guidance of emergency or other response equipment
are among the benefits of an emergency management system. Safety and response times
of emergency vehicles can also be enhanced by emergency vehicle preemption (2).

In Albuquerque, New Mexico a map-based computer-aided dispatch system is used for
its fleet of ambulances. The exact location of an emergency is given and guidance is
provided by the dispatch center using the system. The response efficiency has increased
10-15% as a result of the system (2). Few data have been collected in the area of
Emergency Management. As the ITS deployments become more prevalent and the U.S.
Department of Transportation ITS Public Safety program develops, more information on
the benefits should emerge in the future (2).

10.0 INFORMATION MANAGEMENT

Data collected through ITS applications can be a very useful resource for the
transportation system with regard to variety of performance measures. In addition to
supporting ITS implementations, these data can also assist transportation planning,
research and safety management. The addition of the Archived Data User Service
(ADUS) and Archived Data Management Systems (ADMS) to the National ITS
Architecture indicates the value of retaining and analyzing ITS data (2). Successful data
management systems include California PeMS (Performance Measurement System), the
Puget Sound WSDOT/TRAC system and San Antonios TransGuide/Datalink system.

Portland State University in partnership with ODOT, the City of Portland and the
National Science Foundation has implemented a regional archive data user service
(ADUS) designated as PORTAL (Portland Transportation Archive Listing). PORTAL is
part of the TransPort project and the purpose is to archive, mine and analyze real-time
ITS data. PORTAL provides a graphical user interface on its website
(http://portal.its.pdx.edu) in an effort to disseminate current and archived data in a useful
form to relevant parties who can use these data to improve the efficiency, safety and
sustainability of the transportation system (50).

11.0 CONCLUSIONS AND SUMMARY

The results of this literature review have shown that many benefits are obtained through
deployments of ITS systems in an urban setting in the correct situations. Based on
documented experience locally and throughout the country, ITS deployments in urban
areas have the potential to offer the following benefits:

Arterial management systems can potentially reduce delays between 5% and 40%
with the implementation of advanced control systems and traveler information
dissemination.
Freeway management systems can reduce the occurrence of crashes by up to
40%, increase capacity, and decrease overall travel times by up to 60%.
Freight management systems reduce costs to motor carriers by 35% with the
implementation of the commercial vehicle information systems and networks.
Transit management systems may reduce travel times by up to 50% and increased
reliability by 35% with automatic vehicle location and transit signal priority
implementation.
Incident management systems potentially reduce incident duration by 40% and
offer numerous other benefits, such as increased public support for DOT activities
and goodwill.

Many areas of the urban transportation system can be effectively improved through ITS
deployments. These areas include arterial, freeway, freight, transit, incident, emergency,
regional multimodal traveler information, and archived information management
systems. The benefits include improved safety, efficiency, mobility, accessibility, and
intermodal connections. ITS deployment improvements also include the promotion of
environmental responsibility, energy use, and economic development. These benefits can
be increased through regional cooperation and partnerships. Oregons transportation
infrastructure is being asked to serve a growing demand while financial resources are
becoming increasingly limited. New methods should be explored in order to meet the
needs of today and into the future. ITS technologies are a way to cost effectively
increase efficiency and safety needs in Oregons transportation system. The investigation
shows that ITS deployments can be effectively implemented to address a vast range of
issues and conditions across vastly different regions.
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