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

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

Portland State University Center for Transportation Studies 2004

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

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.

Portland State University Center for Transportation Studies 2004

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

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 Joint Program Office (JPO). The JPO 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.

Portland State University Center for Transportation Studies 2004

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

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 (NOx), hydrocarbons (HC) and volatile organic compounds (VOC); fuel use (liters or gallons); and fuel economy.

Portland State University Center for Transportation Studies 2004

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

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

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

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 origindestination 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;

Portland State University Center for Transportation Studies 2004

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

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

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

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

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

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.

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

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 nonwinter 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 nonwinter 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, prerecorded 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

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

Table 2 TDOT Fog Detection/Warning System DMS Messages

Conditions Reduced Speed Detected Fog Detected Speed Limit Reduced Displayed Messages Flashing "CAUTION" with "SLOW TRAFFIC AHEAD" 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" Flashing "FOG" with "SPEED LIMIT YY MPH" Roadway Closed Flashing "DETOUR AHEAD" with "REDUCE SPEED MERGE RIGHT" Flashing "I-75 CLOSED" with "DETOUR 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.

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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;

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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

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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
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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 Jose, 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

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

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

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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

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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

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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 1,940,000 $2,522,000 $48,484,000 $51,006,000 + 1 minute per incident 1,994,000 $2,593,000 $49,836,000 $52,429,000 + 5 minute per incident 2,211,000 $2,874,000 $55,245,000 $58,119,000 + 10 minute per incident 2,481,000 $3,226,000 $62,006,000 $65,232,000

Hours of Delay Fuel Consumption Time Total Cost

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.

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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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12.0 1. 2. 3. 4.

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