U.S. Department of TransportationFederal Highway AdministrationITS Joint Program OfficeIntelligentTransportation SystemsBenefits:1999 Update28 May 1999
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`1.Report No. FHWA-OP-99-0122.Government Accession No.3.Recipient’s Catalog No.4.Title and Subtitle ITS Benefits: 1999 Update5.Report Date 28 May 19996.Performing Organization Code7. Author(s)Allen T. Proper8.Performing Organization Report No.9.Performing Organization Name and AddressMitretek Systems, Inc.Intelligent Transportation Systems600 Maryland Ave, SW, Suite 755Washington, D.C. 2002510.Work Unit No. (TRAIS)11.Contract or Grant No.DTFH61-95-C0004012.Sponsoring Agency Name and AddressDepartment of TransportationFHWA Intelligent Transportation Systems Joint Program Office400 Seventh Street, SW - Room 3422Washington, D.C. 2059013.Type of Report and Period Covered14.Sponsoring Agency CodeHVH-115.Supplementary NotesJoe Peters16.AbstractThis report continues the emphasis in documenting evaluation results of ITS user services and the benefits these servicesprovide to the surface transportation system. The organization of this report differs from that of the previous ITS Benefitsreports. Referenced data are classified into a structure that reflects individual ITS program areas. These program areasinclude the metropolitan and rural infrastructure, ITS for Commercial Vehicle Operations (ITS/CVO) and Intelligent Vehicleuser services. Data within the report reflect empirical results from field operations of deployed systems, supplemented withbenefits information based upon modeling studies and statistical studies.This report is intended to be a reference report. It highlights benefits identified by other authors and refers the reader toinformation sources. The interested reader is encourages to obtain source documents to appreciate the assumptions andconstraints placed upon interpretation of results. It is the intent of the ITS Joint Program Office to update this reportperiodically.Key WordsIntelligent Transportation Systems (ITS), ITS Benefits, Benefits to Cost Analysis18.Distribution Statement No restrictions. This document is available to the public19.Security Classif. (of this report) Unclassified20.Security Classif. (of this page) Unclassified21.No of Pages 8422.PriceForm DOT F 1700.7 (8-72)Reproduction of completed page authorized
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`enter for Telecommunications and Advanced TechnologyMcLean, VirginiaIntelligent Transportation Systems Benefits:1999 UpdatePrepared byMitretek Systems Inc.600 Maryland Avenue SW, Suite 755Washington, D.C., 20024Under Contract to the Federal Highway AdministrationUnited States Department of TransportationWashington, D.C.28 May 1999
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`2NoticeThis document is disseminated under the sponsorshipof the Department of Transportation in the interest ofinformation exchange. The United States Governmentassumes no liability for its contents or use thereof.
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`3PREFACEThe Federal Intelligent Transportation Systems (ITS) program came into being as a result of theIntermodal Surface Transportation Efficiency Act of 1991. In the years since, the ITS field hasdeveloped from a collection of ideas and isolated applications of technology into an interrelatedprogram with initial projects yielding benefits for the nation’s surface transportation system. On 9 June 1998, the Transportation Equity Act for the 21st Century was signed into law. Known asTEA-21, this new legislation succeeded the 1991 act and authorized $1.3 billion, enabling thecontinued investment in ITS.Since December of 1994, the United States Department of Transportation’s (U.S. DOT’s) ITSJoint Program Office (JPO) has been actively collecting information regarding the impact of ITSprojects on the operation of the surface transportation network. This report is a compendium ofreported impacts of ITS collected for this effort. Its purpose is to provide the JPO with a tool totransmit existing knowledge of ITS benefits to the transportation professional who may not be wellversed in ITS products and services. Also, this report is intended to provide the researchcommunity with information on ITS areas where further analysis is required.This report is intended to be a reference report. It highlights benefits identified by other authors andrefers the reader to information sources. The interested reader is encouraged to obtain sourcedocuments to appreciate the assumptions and constraints placed upon interpretation of results.To aid the distribution of the information in this report, this document will be placed in the U.S.DOT’s ITS Electronic Document Library at www.its.dot.gov/cyberdocs/welcome.htm as documentnumber 8323.Many ITS efforts initiated by states, local governments, and private enterprise do not have theirbenefits or cost documented in this report. Readers who are aware of important ITS benefits andcost information from these and other sources are encouraged to send reference documents to:Joseph I. Peters, Ph.D.ITS Program Assessment CoordinatorITS Joint Program OfficeFederal Highway Administration (HOIT-1)400 7th Street, SWWashington, D.C. 20590
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`4TABLE OF CONTENTSPREFACE..................................................................3TABLE OF CONTENTS......................................................4EXECUTIVE SUMMARY.....................................................71.0 INTRODUCTION........................................................131.1 GOALS OF THE ITS BENEFITS REPORT..............................131.2 ORGANIZATION OF THIS REPORT..................................141.3 A FEW GOOD MEASURES..........................................161.4 POSITIVE AND NEGATIVE IMPACTS OF ITS..........................172.0 BENEFITS OF METROPOLITAN ITS INFRASTRUCTURE......................182.1 ARTERIAL MANAGEMENT SYSTEMS...............................202.1.1 Summary of Arterial Management Systems Data....................252.2 FREEWAY MANAGEMENT SYSTEMS................................272.2.1 Summary of Freeway Management Systems........................312.3 TRANSIT MANAGEMENT SYSTEMS.................................322.3.1 Summary of Transit Management Systems.........................342.4 INCIDENT MANAGEMENT SYSTEMS................................352.4.1 Summary of Incident Management...............................382.5 EMERGENCY MANAGEMENT......................................392.6 ELECTRONIC TOLL COLLECTION..................................412.6.1 Summary of Electronic Toll Collection...........................422.7 ELECTRONIC FARE PAYMENT PROGRAMS..........................432.8 HIGHWAY-RAIL INTERSECTIONS...................................442.9 REGIONAL MULTI-MODAL TRAVELER INFORMATION................452.10 BENEFITS OF INTEGRATED METROPOLITAN ITS....................493.0 BENEFITS OF RURAL ITS INFRASTRUCTURE..............................513.1 TRAVELER SAFETY AND SECURITY................................523.2 EMERGENCY SERVICES...........................................533.3 TOURISM AND TRAVEL INFORMATION.............................543.4 PUBLIC TRAVEL AND MOBILITY SERVICES.........................543.5 INFRASTRUCTURE OPERATION AND MAINTENANCE.................563.6 FLEET OPERATION AND MAINTENANCE............................57
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`54.0 BENEFITS OF ITS FOR COMMERCIAL VEHICLE OPERATIONS................584.1 SAFETY ASSURANCE.............................................594.2 CREDENTIALS ADMINISTRATION..................................604.3 ELECTRONIC SCREENING.........................................604.4 CARRIER OPERATIONS............................................625.0 BENEFITS OF INTELLIGENT VEHICLES...................................655.1 DRIVER ASSISTANCE.............................................655.2 COLLISION AVOIDANCE / WARNING................................686.0 SUMMARY............................................................70APPENDIX 1: REFERENCE LIST.............................................74APPENDIX 2: LISTING OF ACRONYMS.......................................82LISTING OF TABLESTable ES-1: Summary of References Discussed in This Report. . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Table ES-2: Summary of Available Data by Benefit Measure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Table 2-1: Summary of Incident Management Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39Table 6-1: Number of Point Data Summarized in This Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72Table 6-2: Summary of Available Data by Benefit Measure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73LISTING OF FIGURESFigure ES-1: Summary of Reported ITS Benefits Data From Traffic Signal Control. . . . . . . . . . . 11Figure ES-2: Summary of Ramp Metering Impacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Figure ES-3: Operational Cost Savings for Electronic Toll Collection . . . . . . . . . . . . . . . . . . . . . . 12Figure 1a: Intelligent Infrastructure Taxonomy for Reporting ITS Benefits . . . . . . . . . . . . . . . . . .15Figure 1b: Intelligent Vehicles Taxonomy for Reporting ITS Benefits . . . . . . . . . . . . . . . . . . . . 15Figure 2-0: Metropolitan ITS Program Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19Figure 2-1: A Possible Set of Integration Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19Figure 2-2: Taxonomy of Arterial Management Systems. . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . 21Percent Reduction In Stops Due To Adaptive Traffic Control . . . . . . . . . . . . . . . . . . . . . . . . . . . 25Percent Reduction In Travel Time Due To Adaptive Traffic Control . . . . . . . . . . . . . . . . . . . . . . 26Percent Delay Reduction Due To Adaptive Traffic Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26Figure 2-3: Taxonomy of Freeway Management Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27Percent Accident Reduction Due To Ramp Metering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31Increase in Speed Due To Ramp Metering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
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`6Figure 2-4: Taxonomy of Transit Management Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32Figure 2-5: Taxonomy for Incident Management Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35Figure 2-6: Taxonomy of Emergency Response . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39Figure 2-7: Taxonomy of Electronic Toll Collection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41Estimated Annual Operating Cost for Electronic Toll Collection . . . . . . . . . . . . . . . . . . . . . . . . . 42Figure 2-8: Taxonomy of Electronic Far Payment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43Figure 2-9: Taxonomy for Highway Railroad Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45Figure 2-10: Taxonomy for Regional Multimodal Traveler Information . . . . . . . . . . . . . . . . . . . . . .45Figure 3-0: Rural ITS Program Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51Figure 3-1: Taxonomy for Traveler Safety and Security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52Figure 3-2: Taxonomy for Emergency Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53Figure 3-3: Taxonomy of Tourism and Travel Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54Figure 3-4: Taxonomy of Public Travel and Mobility Services . . . . . . . . . . . . . . . . . . . . . . . . . . . 55Figure 3-5: Taxonomy for Infrastructure Operation and Maintenance . . . . . . . . . . . . . . . . . . . . . . 56Figure 3-6: Taxonomy for Fleet Operation and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57Figure 4-0: ITS/CVO Program Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58Figure 4-1: Taxonomy for Safety Assurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59Figure 4-2: Taxonomy for Credentials Administration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60Figure 4-3: Taxonomy for Electronic Screening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61Figure 4-4: Taxonomy for Carrier Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62Figure 5-1: Taxonomy for Driver Assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65Figure 5-2: Taxonomy for Collision Avoidance / Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
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`7EXECUTIVE SUMMARYSince December of 1994, the United States Department of Transportation’s (U.S. DOT) ITS JointProgram Office (JPO) has been actively collecting information on the impacts that ITS and relatedprojects have on the operation and management of the nation’s surface transportation system. Theevaluation of ITS and precursor systems is an ongoing process. Significant knowledge is availablefor many ITS services, but gaps in knowledge also exist.The purpose of this report is to provide the JPO with a tool to transmit existing knowledge of ITSbenefits to the transportation professional who may not be well versed in ITS products and services. Also, this report is intended to provide the research community with information about wherefurther analysis is required in the ITS program. Intended to be a reference report, it highlightsbenefits identified by other authors and refers the reader to information sources. This reportsummarizes much of the available quantifiable data and benefits of ITS impacts collected by theJPO. It demonstrates that in general all ITS services have shown some positive benefit and thatnegative impacts are usually outweighed by other positive results. For example, higher speeds andimproved traffic flow result in increases in Nitrous Oxides, while other emission measures, fuelconsumption, travel time, and delay, are reduced.Table ES-1 presents the number of references that contain information about measured andpredicted impacts of ITS services. These references represent data sources that are discussed in thisreport. Table ES-2 presents these data for each ITS service by measure of effectiveness. Eachsource may contain data for more than one measure or ITS user service. The authors acknowledgethat this is not an exhaustive report of ITS impacts and continue to seek available impacts data. Using these two tables, conclusions can then be drawn as to where gaps in knowledge of ITSbenefits are located.Most of the data collected to date are concentrated within the metropolitan areas, while ruralapplications have few data points available. This may be due to the fact that the metropolitanprogram has been in existence longer and is much more developed than rural or CVO. The heaviestconcentrations of data in the metropolitan area are for safety and delay savings in traffic signalcontrol, freeway management, and incident management. Although there are several operationaltests currently underway for the program area of highway/rail intersections, it is the newest programarea of metropolitan infrastructure and no data have been reported as of this date.Currently, few benefits data have been collected regarding rural ITS. Several state and nationalparks are now examining the possibilities of providing improved tourism and travel information, andseveral rural areas are implementing public travel services. Also, many states are now examining thebenefits of incorporating ITS, specifically weather information, into the operation and maintenanceof facilities and equipment. Over the next several years and as this program matures, more data willbecome available.
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`8BenefitInfrastructureUser ServiceAreaMeasuredPredictedMetropolitanArterial Management SystemsSafety9Time123Throughput1Customer Satisfaction2Emissions/Fuel Savings5Other4Freeway Management SystemsSafety5Time2Throughput4Other2Transit Management SystemsTime3Cost2Customer Satisfaction1Incident Management SystemsSafety4Time101Cost6Emissions/Fuel Savings21Emergency ManagementTime1Customer Satisfaction1Other1Electronic Toll CollectionTime1Throughput1Cost1Emissions/Fuel Savings1Electronic Fare PaymentTime1Cost5Regional Muti modal informationCost1Customer Satisfaction6Emissions/Fuel Savings1Other5Integrated systemsTime4Cost3Customer Satisfaction2RuralTraveler Safety and SecuritySafety1Emergency ServicesSafety1Time1Public Travel and MobilityCost2Other1Infrastructure Operation Cost2ITS/CVOSafety AssuranceCost1Credentials AdministrationTime1Electronic ScreeningTime1Cost4Carrier OperationsTime5Cost7Other4Intelligent Veh.Driver AssistanceSafety4Time3Throughput1Cost1Customer Satisfaction2Platform SpecificSafety1Throughput1Total14414Number of ReferencesTable ES-1 Summary of References Discussed in This Report
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`90 :1 to 3 :4 to 6 : 7 to 10 : > 10 :Key:Number of ReferencesSafetyTime & DelayEffective CapacityCostCustomer SatisfactionEmissions/Fuel SavingsOtherArterial Management SystemsFreeway ManagementTransit ManagementIncident ManagementEmergency ManagementElectronic Toll CollectionElectronic Fare PaymentHighway/Rail IntersectionRegional Mutimodal Travel InformationIntegrated SystemsTraveler Safety and SecurityEmergency ServicesTourism and Travel InformationPublic Travel and Mobility ServicesInfrastructure Operation and MaintenanceFleet Operation and MaintenanceSafety AssuranceCredentials AdministrationElectronic ScreeningCarrier OperationsDriver AssistancePlatform SpecificITS/CVOI.V.MetropolitanRuralTable ES-2: Summary of Available Data by Benefit Measure
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`10ITS for Commercial Vehicle Operations (ITS/CVO) continues to provide benefits to both carriersand state agencies. ITS/CVO program areas usually report benefits data from directly measurableeffects. Therefore, it might be expected that these data are accurate and only a few data pointswould be necessary to convince carriers, states, and local authorities of the possible benefits ofimplementing these systems. To date, most of the data collected for ITS/CVO are for cost, traveltime, and delay savings for carrier operations.ITS program areas and user services associated with driver assistance and specific vehicle classesare still being developed and planned. Although a few of these services are available in themarketplace, much of the data currently associated with these services are predicted or projectedbased on how systems are expected to perform. As market penetrations increase and improvedsystems are developed, there will be ample opportunity to measure and report more accurate data.As shown in Table ES-2, ITS benefits data are available across all measures of effectivenesscategories. The heaviest concentration of data available for particular measures is for time/delayand cost savings. Much less data are available on effective capacity, emissions, and customersatisfaction at this point in time.General conclusions and results are developed throughout the main body of the report. It should bementioned that due to the nature of the data, it is often difficult to compare data from one project toanother. This is due to the fact that there are several different variables involved between differentimplementations of ITS user services. Thus, statistical analysis of the data is not done across datapoints. In several cases, ranges of reported impacts are presented and general trends can bediscussed. These cases include traffic signal systems, ramp metering, and electronic toll collection.Traffic Signal SystemsThe charts in figure ES-1 contain the reported values for traffic signal system data presented in thisreport, arranged from the lowest to the highest values. As a general observation, one might assumethat for adaptive control signal systems, the number of stops could be reduced a minimum of 20%. Likewise, the reduction in travel times range between 8% and 20%, and delay reductions can beexpected to be around 15% or better. Video enforcement of traffic signal compliance has shownthe potential to reduce between 20 and 43% of crashes occurring at intersections. Impacts ofemission reductions appear to be favorable, with the exception of emissions of Nitrous-oxides. Thisis expected because improved flows and increases in speed lead to increased production of Nitrous-oxides while decreasing other emission measures.
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`1122%30%33%41%0%20%40%60%80%100%1234Percent Reduction in StopsDue to Adaptive Control4 Reported Values15%17%25%37%44%0%20%40%60%80%100%12345Percent Delay ReductionDue to Adaptive Control5 Reported Values8%14%18%20%0%20%40%60%80%100%1234Percent Reduction in Travel TimeDue to Adaptive Control4 Reported Values20%32%35%43%0%20%40%60%80%100%1234Percent Crash ReductionDue to Enforcement4 Reported ValuesFigure ES-1: Summary of Reported ITS Benefits Data From Traffic Signal ControlRamp MeteringFigure ES-2 summarizes the impacts on accidents and speed reported for ramp metering. Rampmetering can reduce crashes by reducing the probability of side swipes in merge areas. Alsoreduced are rear end collisions that occur as vehicles slow to allow others to merge, or because theycannot merge. These reductions occur on both mainline lanes as well as on ramps. The range ofaccident reduction due to ramp metering for the reported data is from 15% to 50%.The range of speed increase due to ramp metering for the reported data is from 8% to 60%. The large range of values for ramp metering may be due to the differences in flow rates, geometric configurations of the freeway, number of meters, ramp spacing, or the length of freeway beingmeasured.
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`122%2%10%14%43%0%20%40%60%80%100%BuildingUtilitiesBuildingMaintenanceMoneyHandlingStaffRoadwayMaintenanceTollCollectionStaffEstimated Annual Operating Cost Savings for ETC15%24%27%43%50%50%0%20%40%60%80%100%123456Percent Accident ReductionDue to Ramp Metering6 Reported Values8%9%13%16%20%35%60%60%60%0%20%40%60%80%100%123456789Percent Increase in SpeedDue to Ramp Metering9 Reported ValuesFigure ES-2: Summary of Ramp Metering ImpactsElectronic Toll CollectionElectronic Toll Collection has been shown to reduce emissions, decrease delay, improvethroughput, and save on the operating costs at toll plazas. Figure ES-3 is a summary of estimateddata for reducing operational costs by using Electronic Toll Collection over conventional manuallanes. It is estimated that the number of people required to operate toll collection booths can bereduced 43%. Roadway and building maintenance cost can be reduced approximately 14% and 2%,respectively. Figure ES-3: Operational Cost Savings for Electronic Toll CollectionOutlookAs market penetrations increase and improved systems are developed, there will be ampleopportunity to measure, analyze, and report more accurate data. As these data become available, itmay be possible to perform more detailed analyses for particular program areas or benefitsmeasures. These analyses are expected to assist in improving the estimated ranges of impacts, andthe level of confidence in those ranges.
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`1“Transportation: Driving a Thriving Economy,” American Association of State Highway andTransportation Officials and the National Governors’s Association, May 1997.2Peters, J, McGurrin, M. F., Shank, D. E., and Cheslow, M., “An Estimate of Transportation CostSavings from Using Intelligent Transportation System (ITS) Infrastructure,” ITE Journal, November 1997.131.0 INTRODUCTIONThe transportation system of the United States consists of more than 6.3 million kilometers ofhighways and roads, and 503 public transit operators. More than 258 million people, 6 millionbusinesses, and 86 thousand federal, state, and local government agencies produce more than 6.3trillion kilometers of travel and 4.8 trillion ton kilometers of domestic freight each year. In 1995,Congress designated the near 260,000 kilometer National Highway System. Although this systemincludes all of the interstates and many other highways, and carries almost half the total highwaytraffic and most truck and tourist traffic, it consists of less then 4% of the roadway system in thenation. More than 30% of the roads on the interstate system are rated either “poor” or “mediocre,”and more than 125,000 bridges nationwide are near the end of their useful lives1.Over the next decade, travel demand in the U.S. is expected to increase by about 30%. In order tosimply maintain congestion at current levels, the United States would need to add (in 50 majorurban areas) more than 7,100 new lane kilometers of roadway every year. Currently, roads arebeing built at about two-thirds this rate.Another option is to develop alternatives that increase effective capacity by improving the efficiencyof the transportation system. This option focuses on building fewer lane-kilometers while investingin Intelligent Transportation Systems (ITS) infrastructure. A twenty-year life-cycle cost analysis for50 major urban areas for the two options, indicated that “Buying smarter by deploying ITS reducesthe need for new roads while saving taxpayers 35% of the required investment in urban highways2.” In addition to other effects, ITS can also positively impact environmental and societal concerns.This analysis demonstrates that ITS can be an important factor in addressing the needs of ourgrowing transportation system.1.1 GOALS OF THE ITS BENEFITS REPORTSince December of 1994, the United States Department of Transportation’s (USDOT) ITS JointProgram Office (JPO) has been actively collecting information regarding the impacts that ITS andrelated projects have on the operation and management of the nation’s transportation system.This periodically updated report is a compendium of reported impacts of ITS that have beencollected from a number of sources. Its purpose is to provide the JPO with a tool to transmitexisting knowledge of ITS benefits to the transportation professionals who may not be well versedin ITS products and services. Also, this report is intended to provide the research community withinformation about where further analysis is required in the ITS program. Although a concentratedeffort was made to include and highlight recent data, this report also contains data included inprevious versions and is considered to be cumulative. Intended to be a reference report, ithighlights benefits identified by other authors and refers the reader to information sources.
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`141.2 ORGANIZATION OF THIS REPORTThe previous benefit reports were organized according to measures of effectiveness such as safety,delay savings, and customer satisfaction. Although that format worked well for those interested inthe results of a particular benefit measure, it did not easily provide references to data related to aparticular ITS program area or service. Also, it did not represent a convenient way to expressinformation to decision makers or the research community in determining areas of ITS that needfurther investigation.Therefore, a more useful taxonomy for classifying ITS benefits data has been developed for thisreport. This effort is based on the observation that there are several different view points inexamining the structure of ITS across the nation. The ITS taxonomy used in this report groupsbenefits data into two major components: Intelligent Infrastructure and Intelligent Vehicles. Thesecomponents are then divided into program areas and specific ITS application areas. While thistaxonomy was not intended to reflect the official structure of the ITS program, it has proven usefulin promoting discussion within the ITS community and has been used to demonstrate the breadth ofthe ITS program. An overview of this taxonomy is represented in Figure 1.This report follows this taxonomy for reporting ITS benefits. Sections within chapters discuss eachprogram area for which benefit data are available. Each section begins with a brief description ofthe ITS application and the current state of knowledge. Following this are summaries of benefitsdata collected. Finally, when possible, an overview of the data is presented for those sections withenough data that may support some general conclusions.It is realized that many of the program areas highlighted in the taxonomy can be dependent orheavily influenced by other areas. It is also understood that many ITS program areas shareinformation and operate in a cooperative fashion. For example, incident management systems candirectly influence emergency response by providing timely and accurate information on incidentlocation and severity. Additionally, in-vehicle systems, such as route guidance, require acooperative infrastructure that can provide routing and/or travel time information to the vehicle. This report attempts to account for these influences and cooperative aspects of ITS. Most data areclassified by the specific program area and infrastructure that the data most directly support. Thisclassification of data types was based on geographic setting (metropolitan, rural) or functionality(ITS/CVO) of the ITS services referenced in the source documentation. In some cases, sourcedocumentation did not provide enough detailed information to classify referenced data. When thisoccurred, the author used judgement to determine how these data should be classified.
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`15INTELLIGENT VEHICLESAll PlatformsCollision Avoidanceand WarningOther DriverAssistancePlatform SpecificPersonal VehiclesCommercial VehiclesTransit VehiclesEmergency andSpecial Use VehiclesMetropolitanRuralTraveler Safety andSecurityEmergency ServicesTourism and TravelInformationPublic Travel andMobility ServicesInfrastructure Operationand MaintenanceINTELLIGENT INFRASTRUCTUREFleet Operationand MaintenanceITS / CVOSafety AssuranceCredentialsAdministrationElectronic ScreeningCarrier OperationsArterial Management SystemsFreeway ManagementSystemsTransit Management SystemsIncident ManagementSystemsEmergency ManagementElectronic Toll CollectionElectronic Fare PaymentHighway Rail IntersectionRegional MultimodalTraveler InformationIntegratedSystemsFigure 1a: Intelligent Infrastructure Taxonomy for Reporting ITS BenefitsFigure 1b: Intelligent Vehicles Taxonomy for Reporting ITS Benefits
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`16DelayCostSafetyEffectiveCapacity1.3 A FEW GOOD MEASURESAs mentioned in section 1.2, previous versions of this report were organized based on a fewmeasures of effectiveness. Termed “A Few Good Measures,” the JPO has identified these as themeasures that are used to track progress toward meeting ITS program goals. Because of thisemphasis, the collection of these measures is a standard in the reporting of much of the ITS benefitsdata currently available. Throughout the document, icons are placed next to each source to reflectthe measure that is reported. Benefits that are not included in the set of a few good measures arealso included; however, they are not referenced by icons. The Few Good Measures include safetyimprovements (crashes and fatalities), delay reduction, cost savings, effective capacityimprovements, customer satisfaction, and energy and other environmental impacts.An explicit objective of the transportation system is to improve the safety of travel. Although undesirable, crashes and fatalities are an inevitable occurrence of thetransportation system. ITS helps to minimize the risk of accident occurrence. Thismeasure focuses on reducing the number of crashes, and lessening the probability of afatality should a crash occur.Delay reduction and travel time savings is a major goal of many ITS services. In 1996,the Secretary of Transportation termed an ITS initiative of the US DOT, “OperationTimeSaver.” Benefits of this measur