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PORTLAND STATE UNIVERSITYDEPARTMENT OF CIVIL & ENVIRONMENTAL ENGINEERING

SCHOOL OF URBAN STUDIES AND PLANNINGCENTER 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 700Portland, OR 9720

Submitted by:

Robert L. Bertini, Ph.D., P.E.Christopher M. Monsere, Ph.D., P.E.Thareth YinPortland State UniversityCivil and Environmental EngineeringPO Box 751Portland, OR 97207-0751

April 2005


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

Portland State UniversityCenter for Transportation Studies2004 2

Table of Contents

1.0 EXECUTIVE SUMMARY............................................................................................................ 3

2.0 INTRODUCTION.......................................................................................................................... 4

3.0 MEASURES OF BENEFITS ........................................................................................................ 5

4.0 ARTERIAL AND FREEWAY MANAGEMENT SYSTEMS ................................................... 6

4.1 ADAPTIVE AND ADVANCED SIGNAL CONTROL SYSTEMS............................................................. 64.2 MONITORING AND TRAFFIC SURVEILLANCE ................................................................................ 74.3 RAMP METERING ......................................................................................................................... 94.4 INFORMATION DISSEMINATION .................................................................................................. 11

5.0 REGIONAL MULTIMODAL AND TRAVELER INFORMATION SYSTEMS.................. 13

6.0 FREIGHT MANAGEMENT SYSTEMS................................................................................... 14

7.0 TRANSIT MANAGEMENT SYSTEMS ................................................................................... 15

8.0 INCIDENT MANAGEMENT SYSTEMS ................................................................................. 17

9.0 EMERGENCY MANAGEMENT SYSTEMS........................................................................... 2010.0 INFORMATION MANAGEMENT........................................................................................... 20

11.0 CONCLUSIONS AND SUMMARY........................................................................................... 21

12.0 REFERENCES............................................................................................................................. 22


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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 mosteffectively address the issues of congestion and safety. Thus, it is important tounderstand the benefits of both existing and emerging technologies. Based ondocumented experience locally and throughout the country, ITS deployments in urbanareas 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 informationdissemination.

Freeway management systems can reduce the occurrence of crashes by up to40%, increase capacity, and decrease overall travel times by up to 60%.

Freight management systems reduce costs to motor carriers by 35% with theimplementation of the commercial vehicle information systems and networks.

Transit management systems may reduce travel times by up to 50% and increasedreliability by 35% with automatic vehicle location and transit signal priorityimplementation.

Incident management systems potentially reduce incident duration by 40% andoffer numerous other benefits, such as increased public support for DOT activitiesand goodwill.

There is a wide range of benefits that can be obtained from ITS deployments. Forexample, 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 forall modes. ITS deployments in Oregon that have demonstrated or shown potential forbenefits include the Portland Region Advanced Transportation Management System(ATMS), ramp metering, variable message signs (VMS), TriMets automatic vehiclelocation (AVL) and bus dispatch system (BDS), TripCheck, Oregons Green Lightprogram, and Portlands incident response program, COMET.


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

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 urbanareas. The review by no means intends to be a comprehensive evaluation of benefits inthese areas. Instead, the purpose of the report is to highlight examples under eachcategory on the national or international level and include a synthesis of documentedbenefits from ITS programs in Oregon. A helpful resource was the National ITS BenefitsDatabase available at www.benefitcost.its.dot.gov. The ITS Benefits Database is aproject of the United States Department of Transportation (U.S. DOT) ITS Joint ProgramOffice (JPO). The JPO has been actively collecting information regarding measuredbenefits of ITS deployments to help transmit knowledge to transportation professionalswho may not well be versed in ITS products and services. It also provides researcherswith information on ITS areas in which further study may be needed. The databaseprovides a brief summary of literature and links to source documentation (2).

This literature review also includes a brief discussion of the following areas of ITSmetropolitan 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.


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3.0 MEASURES OF BENEFITS

To help quantify ITS benefits, various measures of effectiveness have been used. Thesemeasures 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, speedvariability or changes in the number of violations of traffic safety laws.

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

Capacity/Throughput: measured by the maximum number of persons or vehiclesper 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 travelin various modes, mode choices and quality of service as well as volume ofcomplaints and/or compliments received. Typical results reported for customersatisfaction with a product or service includes product awareness, expectations ofbenefits, 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 emissionlevels include emission levels (kilograms or tons of pollutants for carbonmonoxide (CO), oxides of nitrogen (NOx), hydrocarbons (HC) and volatileorganic compounds (VOC); fuel use (liters or gallons); and fuel economy.


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4.0 ARTERIAL AND FREEWAY MANAGEMENT SYSTEMS

Arterial and freeway management systems manage traffic by using traffic signal controlsystems, 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 theflow of traffic, increase safety, reduce costs and improve traveler experience alongarterial and freeway corridors.

4.1 Adaptive and Advanced Signal Control Systems

Adaptive signal control systems coordinate control of traffic flow on arterials across ametropolitan area by continually adjusting signal timing parameters based on currentvolumes. Advanced signal control systems include centralized control of traffic signalsand coordinated signal operations across neighboring jurisdictions. Based on publishedreports there are many positive benefits from adaptive traffic control systems over fixedtime systems. These benefits include reductions in travel time, delay, number of vehiclestops and exhaust emissions for road users. The magnitude of these benefits will dependon how well the system addresses current traffic situations.

Some studies have shown that delay can be reduced up to 42% (4). Examples of thebenefits of signal control systems include Torontos SCOOT (Split Cycle OffsetOptimization Techniques), which was found to reduce stops by 18 to 29% and vehicledelay by 6 to 26% (5). Following the successful demonstration project, Toronto was ableto expand their system to 250 intersections. It was estimated that the cost of theinvestment was covered with system benefits in just 2 years. The SCATS (SydneyCoordinated Adaptive Traffic System) in Oakland County, Michigan showed a traveltime decrease of 9% in the morning peak travel direction and a 7% decrease in theevening peak travel direction (6). The SCATS system in Florida reported a 28% decreasein the number of stops and in Michigan a 33% reduction was reported (4). In TysonsCorner, Virginia the system decreased total annual emissions for CO, VOC and NOX by134,600 kilograms (7). A study using the ITS Deployment Analysis Software (IDAS)was conducted in Eugene, Oregon to evaluate the potential benefits of a hypotheticalfuture adaptive signal control system along Gateway Street at 8 signalized intersectionsfor improved travel time. The results were summarized in a benefits-to-cost summaryand are shown in Table 1 (8).

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

Performance Measure Annual Benefit

User Mobility $135,000

Fuel Consumption $1,000

Emissions $10,000

Total Annual Benefits $146,000

Total Annual Costs $27,500

Benefit-to-cost Ratio 5:1


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Non-intrusive detector including microwave/radar, laser, infrared, ultrasonic,acoustic, digital video imaging; and

Vehicle probes using automatic vehicle identification (AVI) and automaticvehicle location (AVL).

Detection and surveillance systems can reduce the time lapsed between the occurrence ofan incident and its reporting to the traffic management centers or emergency services(detection time). To verify incidents CCTV is commonly used with the automateddetection systems. CCTV can help to determine the location of the incident and itsseverity. In addition, CCTV can supply digital video images to video image processingalgorithms, 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 priorto the dispatching of response vehicles and personnel. (11)

A computer simulation model comparing the situation before detection and surveillancesystems 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. Thesystem included 26 miles of downtown freeway with dynamic message signs, lanecontrol signs, loop detectors, video surveillance cameras, and a communications network.

A study was done which documented the impact of the system on crashes and incidentresponse 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. Thebefore-and-after study indicated that the system reduced primary crashes by 35%,secondary crashes by 30%, inclement weather crashes by 40%, and overall crashes by41% (12). These results may not be typical given that only one year of after data wasstudied. Data collected through 1995 indicated a 20% average reduction in responsetimes as a result of improved traffic surveillance and incident response. Using thereduction in response times as an input, an analysis using the CORFLO freewaysimulation model showed a fuel consumption decrease of 2,600 gallons per incident andan annual savings of $1.65 million (12).

Oregon has an extensive network of closed circuit television (CCTV) cameras. About140 are active across the state. These cameras help provide extensive freeway coveragein the Portland area in addition to other vital locations such as major junctions andmountain passes. The cameras allow traffic operators to verify incidents occurring on theroadway. In addition, they provide a useful tool in Oregons traveler information systemoffering 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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Transportation Management System (ATMS) in the Portland Metro region. The ODOTRegion 1 Traffic Management Operations Center (TMOC) has modified the GeorgiaDOT (GDOT) ATMS subsystem to manage and control freeway ramp metering, mainlinedetectors, surveillance CCTV and variable message signs. The software package analyzestraffic incident points throughout the system and brings up specific response plans for the

area. The ATMS helps transportation officials make real time decisions that reducetravel time, increase operational efficiency and improve incident management. TheATMS system includes about 98 CCTV cameras, 19 variable message signs, an extensivefiber optic communications system and 135 ramp meters, including approximately 485inductive loop detectors. ODOTs Region 1 Traffic Management Operations Center(TMOC) is the keystone and focal point in the regional plan for transportation systemsintegration 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 inuse worldwide in more than 30 cities (2). At the most basic level, ramp meters are trafficsignals 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 freewayonly on a green indication. The rate is determined through either real time or historicalknowledge of the freeway capacity and the demand of the on-ramps (14).

A ramp metering evaluation in Minneapolis, Minnesota was conducted by evaluatingbefore and after performance and public satisfaction after their ramp metering system wastemporarily shut down (15). The two-phase study attempted to gauge the effectiveness oframp 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 aramp meter shut down (October/November 2000). In Phase II, system performance wasoptimized and the effects of alternative ramp meter strategies on public opinion wereevaluated. The data collected in Phase I used multiple sources including probe vehiclesduring peak periods, traffic detectors for traffic volume counts, crash statistics, andtraveler 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 meteroperation by four hours each day, and used faster metering rates. The evaluation forPhase II involved focus groups, field observations, and telephone surveys in order togauge public reaction and system performance changes to modified ramp meteringoperations. The evaluations for both phases covered the same corridors and wereconducted in the same fashion. The results indicated that traffic operations and safetyperformance 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 resultsfrom before and after the shutdown and showed that the number of commuters supportingthe 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) comparedto the first seven months of 1998, 1999, and 2000 (full ramp metering). Freeway speeds


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decreased by 5-10%, and the freeway travel times increased by 5-10% during the reducedramp metering interim period. These results suggest that there were positive benefitsfrom ramp metering. Although Phase II ended the ramp metering study, Mn/DOTcontinues to monitor ramp meter performance and modify ramp meter timing accordingto evolving traffic conditions.

The Oregon Department of Transportation (ODOT) operates an extensive advancedtraffic management system (ATMS) in the Portland metropolitan region. As a part of thesystem there are about 135 ramp meters. Vehicles are allowed to enter the freeway at arate of one vehicle per green based on a fixed-timed signal cycle activated anddeactivated the same times every weekday. The goal of the ramp meters is thepreservation of mobility in the Portland metro area during peak hours. An evaluation onthe effects of a weekend ramp meter shutdown on U.S. Highway 26, indicated that rampmetering led to more travel at better quality of service through the corridor ( 16). As aresult of ramp meters travelers who spent their time in level of service (LOS) D, E and Fdropped 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 bybetter ramp detection installed in future implementations of ramp metering. A 1982report 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 atseveral merge locations dropped upon queue formation (18). More recently, experimentalwork in California has shown definitively and for the first time that careful rampmetering can in fact restore freeway flows to pre-queue levels, thus actually increasingfreeway capacity (19). The Portland metro ramp metering system was recently evaluatedand is currently undergoing major improvements including the deployment of the SystemWide Area Ramp Metering (SWARM) system (16). The PSU report represented the firstuse of ODOTs 20-second loop detector data. The study was beneficial in revealingsome main issues that led to improvements in ODOTs data collection and archivingalgorithms. The study also established that the ramp metering system that is currently inplace is performing reasonably well given its own limitations (16). There was adiscrepancy between actual ramp flows and the pre-programmed metering rates thatcould probably be attributed to meter violations and uncounted vehicles on the on-ramps.Recommendations to mitigate the problem include better ramp detection be installed infuture deployments and off-ramp detection also be included. Future benefits of SWARMcan be evaluated using an established baseline for a before and after evaluation from theexisting study (16). The results from the Minnesota ramp meter shut down indicate thatODOT should consider a transition period prior to the start-up of the new SWARMsystem in which current meters along selected segments are shut down during particularperiods in order to collect better traffic demand data (16). These strategies along with thePORTAL data archiving system at Portland State University will facilitate a morecomprehensive analysis of benefits of the metering system.


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4.4 Information Dissemination

Information can be conveyed to motorists through different means such as dynamicmessage 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 bechanged through the operations center. Some signs are permanent while others areportable and may be moved to different locations.

European studies show that 30%90% of travelers noticed variable message signs and40% of respondents from a study in Glasgow, Scotland said they changed their routes asa result of a variable message sign (3).Dynamic message signs (DMSs) in Denver thatdisplayed real-time vehicle emission levels motivated most motorists served to considerrepairs (3).The University of Wisconsin conducted a driver survey in December of 2001on traveler information available on a freeway dynamic message sign (20).Out of 221questionnaires that were returned and analyzed, approximately 68% of the respondentssaid that they adjusted their travel time based on the traffic information given by theVMS system during the winter months (DecemberMarch) and 72% during the non-winter months (AprilNovember). In the winter months about 12% of the respondentsadjusted their travel routes more than 5 times per month and 18% did so during the non-winter months. A study conducted in the Moanalua and H-1 freeway corridor inHonolulu, Hawaii simulated incident duration and motorist response to real-time trafficinformation (21). Changes in capacity were measured on each freeway using statisticalestimates of driver uncertainty and driver behavior simulations with real-time trafficinformation in the form of DMS and HAR (21). The INTEGRATION simulation modelwas used to analyze three different scenarios that included the base case (existing), theincident case with no incident management, and the incident case with incidentmanagement. The model results showed significant travel time savings with VMS andHAR in place as incident management tools.The highway advisory radio (HAR) systemin Oregon uses a low powered AM Radio broadcast to increase the safety, preparetravelers of current road conditions, and to notify them of future events. Studies haveshown that the use of HAR in conjunction with other technologies increases the overallbenefits to road users.

In December 1990 foggy conditions caused a chain-reaction collision to occur thatinvolved 99 vehicles on Interstate 75 in southeastern Tennessee. It prompted the designand 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 vehiclecrashes 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 datawith pre-determined response scenarios via flashing beacons atop six static signs, twoHAR transmitters, and ten variable message signs. Center managers, according toresponse scenarios proposed by the system, select pre-programmed DMS messages, pre-recorded HAR messages, and appropriate speed limits for foggy conditions. Table 2shows the conditions and the messages displayed (22). Variable speed limit signs areused to reduce speeds and access to the affected highway segments are restricted with


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Table 2 TDOT Fog Detection/Warning System DMS Messages

Conditions Displayed Messages

Reduced Speed Detected Flashing "CAUTION" with "SLOW TRAFFIC AHEAD"

Fog Detected Flashing "CAUTION" with "FOG AHEAD TURN ON LOW BEAMS"

Flashing "FOG AHEAD" with "ADVISORY RADIO TUNE TO XXXXAM"

Flashing "FOG AHEAD" with "REDUCE SPEED TURN ON LOWBEAMS"

Speed Limit Reduced

Flashing "FOG" with "SPEED LIMIT YY MPH"

Flashing "DETOUR AHEAD" with "REDUCE SPEED MERGE RIGHT"

Flashing "I-75 CLOSED" with "DETOUR

Roadway Closed

Flashing "FOG AHEAD" with "ADVISORY RADIO TUNE TO XXXXAM"

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

ODOT operates 41 variable message signs. In the Portland area there are 19 variablemessage signs along freeways and near major interchanges. The VMSs provide anothersource of information to help motorists make informed decisions about travel routes andpotential alternatives while en-route to their destinations (1). In March 2004, anadvanced curve warning system (ACWS) was installed for both the northbound andsouthbound 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 speedmeasurement, a controller unit and computer software to manage the speed inputs and(locally) modify the sign message (23). An evaluation revealed positive reaction to theACWS and showed statistically significant reductions in mean speed (23). For passengercars and commercial vehicles the maximum speed reductions were 3.3 mph and 3.0 mphrespectively. The vehicle speeds recorded included 6,800 samples from before and11,600 samples from the after condition. As a part of the study a survey was conducted atrest stops 26 miles south and 35 miles north of the ACWS locations. A total of 47surveys were collected at the southbound rest stop and 40 surveys were collected at thenorthbound rest stop. A total of 85% of the survey participants were driving a passengervehicle. The survey showed that 95% of the respondents noticed the ACWS. Thepercentage recalling the ACWS is noteworthy given that the survey was conducted nearly30 minutes after the drivers encountered the sign (23). Of the 95% of respondents thatnoted the sign, 76% said it displayed their speed and 84% of those thought that the signinformation 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 downindicated that they were already traveling below the advised speed. Although the ACWSat Myrtle Creek is located in a rural area, the effects of the dynamic message signs mayhave 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 tothe motorist or traveler. The information services hope to allow users to make moreinformed 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 toreduce congestion on the roadways if motorists choose to leave early or postpone theirtrips based on the information they receive (2).

One study examined the impacts of ARTIMIS (Advanced Regional Traffic InteractiveManagement and Information System) in the metropolitan areas of Northern Kentuckyand Cincinnati, Ohio (24).Two focus groups of area travelers were interviewed and 375telephone surveys were conducted in February and April of 2000. The results showedthat two thirds of travelers using the system were satisfied or very satisfied with thesystem. A previous study conducted one year earlier showed in February and March of1999 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 customersperception of TriMets Transit Tracker system (26). Key results of this survey includedthat the value placed on having Transit Tracker at the bus stop was very high with 4.5 ona 5-point Likert scale. What the respondents liked most about the display was that theyknew how many minutes until the next bus arrives (42%) and they thought that it wasaccurate or exact time/real-time (12%). Transit Tracker can also be accessed throughTriMets comprehensive website (www.trimet.org). Information on the bus, MAX andstreetcar can be accessed through maps, schedules and a trip planner along with TransitTracker, which will give the next real time arrivals. Other pertinent information and linksare also available through the website.

According to a study done on advanced traveler information systems (ATIS) drivers wantto lesson the impact of traffic congestion delay and aggravation, and to increase theircontrol over time (27). Customers of the Washington Department of Transportation(DOT) traffic website consulted the site for five reasons. The reasons are listed in orderof 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 inMay 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 viewstill images from CCTV cameras showing volumes and conditions, assess incidentreports and maps, check speeds on the highway network, check for constructionactivities, read weather forecasts, as well as link to other sources of data. Information onthe numerous Road Weather Information System (RWIS) stations are also linked to thewebsite. ODOT received the ITS America Best of ITS Award in 2001 for theTripCheck.com (28). The University of Oregon conducted a telephone-based survey in2001 contacting approximately 500 Oregonians (29). The survey showed that 60% of thecommuters who responded used the Internet to access road and weather information and83% said that this information was somewhat or very important to them. Of therespondents 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 informationservices began operations. The goal of the system is to simplify access to travelinformation with a uniform number across the country. The 511 network for Oregon willcompliment the existing TripCheck.com website and will use information from the samedata sources (1).

6.0 FREIGHT MANAGEMENT SYSTEMS

The Federal Highway Administration expects freight volumes on our nations highwaysto nearly double by the year 2020. The movement of freight is vital to any regionseconomic vitality and survival. More and more, state DOTs are being required to

maintain and report travel time reliability along key freight corridors. Efficiency of modaland intermodal forms of freight movement can be improved through the use of many ITStechnologies. Most of the technologies are focused at improving the motor carrierenforcement and regulatory environment. The technologies involve credentialsadministration (electronic fund payments, electronic registration and permit applications),safety assurance (automated inspection, safety information exchange), electronicscreening (border clearance, credential checking, safety screening, weight screening), andcarrier operations and fleet management (AVL/CAD, on-board monitoring and travelerinformation).

In 1999, the states of Maryland, Virginia, Connecticut, Kentucky, and Oregon were

actively engaged in the CVISN (Commercial Vehicle Information Systems andNetworks) pilot program. A study in 2002 evaluated the impacts of electronic screening,electronic credentialing, and safety information exchange on commercial vehicleoperations in the pilot project (30). Motor carriers indicated they were able tocommission new vehicles 60% faster by printing their own credential paperwork.Kentucky and Virginia estimated that the overhead to motor carrier accounts woulddecrease 35% for each motor carrier. Benefits-to-cost ratios were evaluated forelectronic 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 theexpected lifetime of the technology, and a 1999 discount rate of 7%. The screeningalternatives showed a benefit-to-cost ratio raging from 2:1 to 40:1. These results werehighly 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) userservices on regulatory compliance cost of motor carriers (31). For administrativeprocesses the benefit-to-cost ratios are as high as 20:1. For electronic screening thebenefit-to-cost ratio range from 6.5:1 to 1.9:1 and for automated roadside safety it rangedfrom 1.3:1 to 1.4:1.

Oregon has implemented weigh-in-motion (WIM) in its Green Light PreclearanceProgram, which reduces delay for truck operators. In the Green Light system, it takesless than a second to weigh, classify, check for height, identify and send the data to asupervisory system computer (SSC) (32). The system currently serves 3,330 companieswith 30,171 transponder-equipped trucks. By the end of 2004 more than 1.2 millionclearances will have occurred for the year. The pre-clearance systems have beenestimated to save trucking companies $6.2 million in operating costs and 83,000 hours oftravel time (33). The State of Washington uses their transponder equipped trucks asanonymous 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, therewere 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 atEmigrant Hill to help drivers select an appropriate speed before entering the 6% downgrade (35). Similar warning systems have decreased truck crashes by 13% and reducedrunaway ramp usage by 24% in a period of four years (36). As discussed previously, anevaluation of the advanced curve warning system (ACWS) for I-5 at the Myrtle Creekcurves in Southern Oregon revealed positive reaction and showed statistically significantreductions in mean speed (37). For passenger cars and commercial vehicles, themaximum speed reductions were 3.3 mph and 3.0 mph respectively. Seventy-six percentof drivers surveyed said the ACWS displayed their speed and 84% of those thought thatthe 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 slowdown 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 vehiclelocation (AVL) systems and computer aided dispatching (CAD) systems allow transitagencies to optimize vehicle resources, providing valuable information for operationalcontrol strategies that reduce the number of vehicles necessary to provide the requiredlevel of service (2). Another ITS application that has proven to be effective is transitsignal 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 greenphase, shorten the length of a red phase or shorten opposing phases of a traffic signal andproceed through an intersection. TSP enhances the reliability of bus service, improvingboth customer satisfaction and the efficiency of the transit operation and resulting in costreductions for transit service providers (38). TSP systems require close collaboration

between the transit provider and the local agencies that have jurisdiction over the arterialsand 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 ofvehicles that arrived early at stops and customer complaints decreased by 26% per100,000 boardings. As a part of the AVL system, the use of location-based silent alarmshas 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 between1992 and 1997. The Outreach paratransit broker in San Jose, California realizedsignificant 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 sizefrom 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 transitpriority system implemented on an urban bus line in Vancouver, British Columbia, hasdecreased the variability of travel time experienced by buses along the route by 29% inthe morning peak hours and 59% during the evening peak hours. A study performed inSeattle, Washington on a TSP implementation on Rainier Avenue showed that averagebus delay was reduced by approximately 5 seconds per TSP equipped intersection, signalrelated stops were reduced by 50% for TSP equipped buses, bus travel time variabilitywas reduced by 35% and transit patrons experienced a smoother and more comfortableride (39).

TriMet and the City of Portland have successfully implemented these technologies. In1998 TriMet implemented its automatic vehicle location (AVL) and computer aideddispatching (CAD) system. A study collected data over a period of 10 weekdays prior tothe implementation and a 10-day period shortly after the system began (40). The benefitsof the system included a 9.4% increase in on-time performance and a 3.1% increase inrun time performance. The variability in the headway between buses decreased by 5%and the average coefficient of variation improved by 18%. Improvements in run timeperformance allow the travel agency to reduce costs by eliminating runs and/or addingservice elsewhere on the system while actually improving customer service. Theimprovement in vehicle run time as a result of the AVL/CAD system allows the transitagency to provide the same level of service to a greater number of travelers with the sameequipment increasing effective bus system capacity.

An ongoing analysis of Portlands TSP system, performed collaboratively by TriMet andthe City of Portland, examined journey time and transit vehicle speed using GPS and theAVL/CAD system. TSP was granted for only those buses that were behind schedule. Adetermination was made as to whether the bus was on time or not by an onboard transit


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vehicle trip monitoring system. The system compared the scheduled time for passing aparticular location to the actual time the bus passed the location. Data collected was usedto 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 toOctober 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 April2002. 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 toarrive, thereby reducing the time to return the facility to normal conditions. Congestioncaused by incidents is estimated to cause approximately 50% of congestion delay on thenations highway (42). The delays lead to major road closures and adversely affects thesafety of the transportation network (42). When incorporated into a traffic managementsystem, incident management systems can broadcast information about incidents totravelers suggesting alternative routes and broadcasting information through the media,HAR, and variable message signs that can reduce congestion and traveler delay. Incidentmanagement also includes improving the efficiency of hazardous materials (HAZMAT)response.

The premier incident management program evaluation was a true before and after studyconducted on Interstate 880 in Hayward, California in 1995. The Bay Area FreewayService Patrol (FSP) evaluation focused on a 9.2-mile freeway test site and collected 276hours of incident and freeway data (43). This experiment was conducted during morningand afternoon peak periods on 24 weekdays prior to the implementation of the FSP and22 weekdays after implementation. Probe vehicles were dispatched at 7-minute headwayson 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 andspeed) 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% andthat the mean response times for breakdown incidents decreased by 45% from 33 to 18minutes 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, improvementsin fuel consumption and emissions were also documented. The opportunity to conduct atrue before and after experiment is rare, particularly since many urban areas haveoperated 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), coupledwith archived loop detector data. The evaluation included a total of 192 hours ofobservation 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 otherevaluations, 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 incidentduration reduction. The study found that the program was operating with a benefit-to-costratio between 3.8 and 5.6.

In Oregon, an evaluation of ODOTs Region 2 Incident Response program also usedarchived 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 delaywere estimated for more than 2,500 incidents logged in two 50-mile highway corridors. Itwas shown that the mean incident duration and thus delay per incident has decreased withexpansion of the Region 2 IR program and that the benefits of the program far outweighits modest cost. The Puget Sound Region of Washington State implemented a freewayservice patrol in August of 2000 (46). A study was conducted in which archived incidentdata from six months following implementation were compared to pre-implementationdata from the same six-month period during the previous year. This study revealed adecrease 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% toapproximately 5.8 minutes. Faster response time was estimated to reduce annual vehiclehour 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 77minutes to 33 minutes (47). The study (using traffic models) indicated that the estimatedsavings in hours of delay was 24.2 million vehicle hours of delay translating into 4.1million gallons of fuel. The cost savings from reducing pollutants was estimated at $26.7million. Another study predicted the benefit-to-cost ratios of HAZMAT incidentresponse could be as much as 2.5:1 (31). Early studies show that incident managementprograms using freeway service patrols are very successful with high benefit-to-costratios (48). The Traffic and Incident Management System (TIMS) in Philadelphia,Pennsylvania helps traffic to circumvent highway incidents and emergencies on I-95 byrerouting 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 hasreduced freeway incidents by 40%, decreased freeway closure time by 55%, and reducedthe 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 reducingaverage incident clearance times from 1.5 hours to 19 minutes (49).

In March 1997, the incident response program known as COMET began serving thePortland 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 11specially equipped incident response vehicles. During a given weekday, four responsevehicles are operating and two vehicles operate on weekends and overnight. They eachtravel about 120 miles per shift. The standard equipment on the vehicles include avariable message sign, basic traffic control equipment, gasoline and automotive fluid,basic automotive tools, a communications system, and an AVL system. The vehicleshave 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 vehicleoperations, traffic control and bridge inspection. A recent evaluation concluded that therewas 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 ofthe benefits that were identified in the study include those that accrue to the generalpublic 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 programinclude: (42)

Reduced maintenance crew cost;

Value of extra maintenance performed;

Increased recovery of Charges Against Others (CAO) from motorists insurancecompanies;

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 byprimary and secondary route, incident type, incident beginning and ending times, lanesblocked, and GPS coordinates identifying incident location. The analysis used data from21,728 unique reported incidents. Actual delay for the incidents responded to byCOMET 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 offuel consumption, time and total cost. In addition, the table shows how the values wouldbe affected for durations that were 1, 5 or 10 minutes over the actual delay recorded fromCOMET. With the assumption that without COMET the incident would increase induration 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 5minutes then the cost rises to $7,113,000. With a 10-minute increase in delay the costwould rise by $14,226,000. The data indicated that an average reduction in delay byabout only 30 seconds per incident is the break-even point for costs and benefits of theprogram.

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

Actual Incident

Delay

+ 1 minute per

incident

+ 5 minute per

incident

+ 10 minute per

incident

Hours of Delay 1,940,000 1,994,000 2,211,000 2,481,000

Fuel Consumption $2,522,000 $2,593,000 $2,874,000 $3,226,000

Time $48,484,000 $49,836,000 $55,245,000 $62,006,000Total Cost $51,006,000 $52,429,000 $58,119,000 $65,232,000

9.0 EMERGENCY MANAGEMENT SYSTEMS

Improved notification, dispatch and guidance of emergency or other response equipmentare among the benefits of an emergency management system. Safety and response timesof 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 isprovided by the dispatch center using the system. The response efficiency has increased10-15% as a result of the system (2). Few data have been collected in the area ofEmergency Management. As the ITS deployments become more prevalent and the U.S.Department of Transportation ITS Public Safety program develops, more information onthe 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 tosupporting 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 ITSArchitecture indicates the value of retaining and analyzing ITS data (2). Successful datamanagement systems include California PeMS (Performance Measurement System), thePuget 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 theNational Science Foundation has implemented a regional archive data user service(ADUS) designated as PORTAL (Portland Transportation Archive Listing). PORTAL ispart of the TransPort project and the purpose is to archive, mine and analyze real-timeITS 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 usefulform to relevant parties who can use these data to improve the efficiency, safety andsustainability of the transportation system (50).

11.0 CONCLUSIONS AND SUMMARY

The results of this literature review have shown that many benefits are obtained throughdeployments of ITS systems in an urban setting in the correct situations. Based ondocumented experience locally and throughout the country, ITS deployments in urbanareas 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 informationdissemination.

Freeway management systems can reduce the occurrence of crashes by up to40%, increase capacity, and decrease overall travel times by up to 60%.

Freight management systems reduce costs to motor carriers by 35% with theimplementation of the commercial vehicle information systems and networks.

Transit management systems may reduce travel times by up to 50% and increasedreliability by 35% with automatic vehicle location and transit signal priorityimplementation.

Incident management systems potentially reduce incident duration by 40% andoffer numerous other benefits, such as increased public support for DOT activitiesand goodwill.

Many areas of the urban transportation system can be effectively improved through ITSdeployments. These areas include arterial, freeway, freight, transit, incident, emergency,regional multimodal traveler information, and archived information managementsystems. The benefits include improved safety, efficiency, mobility, accessibility, andintermodal connections. ITS deployment improvements also include the promotion ofenvironmental responsibility, energy use, and economic development. These benefits canbe increased through regional cooperation and partnerships. Oregons transportation

infrastructure is being asked to serve a growing demand while financial resources arebecoming increasingly limited. New methods should be explored in order to meet theneeds of today and into the future. ITS technologies are a way to cost effectivelyincrease efficiency and safety needs in Oregons transportation system. The investigationshows that ITS deployments can be effectively implemented to address a vast range ofissues and conditions across vastly different regions.


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12.0 REFERENCES

1. Oregon Transportation Plan Update. June 2004, Oregon Department ofTransportation.

2. Intelligent Transportation Systems Benefits: 2001 Update. March 2001, FHWA,

U.S. Department of Transportation, Prepared by Mitretek Systems.3. Intelligent Transportation Systems Benefits: 2003 Update. May 2003, FHWA,U.S. Department of Transportation, Prepared by Mitretek Systems.

4. Gresham/Multnomah County Phase 3: Traffic Signal System Optimization.November 2004, DKS Associate Transportation Solutions and Siemens IntelligentTransportation Systems.

5. Greenough and Kelman.ITS Technology Meeting Municipal Need-The TorontoExperience. in 6th World Congress Conference on ITS. 1999. Toronto, Canada.

6. Abdel-Rahim, A. The Impact of SCATS on Travel Time and Delay. in 8th ITSAmerica Annual Meeting. May 1998. Detroit, Michigan.

7. White, J., Traffic Signal Optimization for Tyson's Corner Network Volume I:

Evaluation and Summary. March 2000, Virginia DOT.8. Regional ITS Operations & Implementation Plan for the Eugene-SpringfieldMetropolitan Area. Novemeber 2002, Oregon Department of Transportation,Prepared by DKS Associates.

9. Metropolitan Transportation Improvement Plan 2004-07. December 11, 2001,METRO.

10. Vancouver Area Smart Trek, IP address http://www.vastrek.org/travelinfo.htm.Last accessed 4 April 2005, Southwest Washington Regional TransportationCouncil.

11. Dectector and Sensor Systems, IP addresshttp://www.geog.buffalo.edu/~jcthill/UGSection9.pdf. Last accessed 30 March2005, CUBRC/University at Buffalo.

12. Henk, R.H.Before-and-After Analysis of the San Antonio TransGuide System. in76th Annual Meeting of the Transportation Research Board. January 1997.Washington D.C.

13. FY 2000 ITS Service Plan Oregon Division. April 17, 2000, U.S. Department ofTransportation.

14. Bertini, R.L. and A.M. El-Geneidy, Using Advanced Traffic Management SystemData to Evaluate Intelligent Transportation Systems Investments. 2004, PortlandState University.

15. MN/DOT Ramp Meter Evaluation: Phase II Evaluation Report. May 10, 2002,Cambridge Systematic Inc., Prepared for the Minnesota Department ofTransportation.

16. Bertini, R.L., et al., Using Archived Data to Measure Operational Benefits of ITSInvestments: Ramp Meters. June 2004, Portland State University, TransportationResearch Group.

17. I-5 North Ramp Metering. June 1982, Oregon Department of Transportation:Portland, Oregon.


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18. Cassidy, M.J. and J. Ridjanakanoknad, Som Traffic Features at FreewayBottlenecks. Transportation Research, Part B, Methodological, January 1999.33(1): p. Elsevier pp. 25-42.

19. Cassidy, M.J. and R.L. Bertini.Increasing Capacity of Isolated Merge byMetering Its On-Ramp. in Presented at the Transportation Research Board

Annual Meeting. January 2005, Pre-print No. 05-0163.20. Ran, B.,Evaluation of Variable Message Signs in Wisconsin: Driver Survey.May 2002, University of Wisconsin at Madison.

21. ITS Benefits and Costs Database, IP addresshttp://www.benefitcost.its.dot.gov/ITS/benecost.nsf/ID/46995F854BE1EC4C8525

6B18006EF832. Last accessed 15 December 2004, U.S. Department ofTransportation national ITS Benefits Database.

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AFD006764DF?OpenDocument&Query=State. Last accessed 15 December2004, U.S. Department of Transportation ITS Website.

23. Monsere, C., et al., "Measuring the Impacts of Speed Reduction Technologies: ADynamic Advanced Curve Warning System Evaluation". Transportation ResearchRecord: Journal of the Transportation Research Board, 2004 (In press).

24. Jeannotte, K.Evaluation of the Advanced Regional Traffic InteractiveManagement and Information System (ARTIMIS). in 11th Annual ITS AmericaMeeting. June 2001. Miami, Florida.

25. Clemons, J.,ARTIMIS Telephone Travel Information Service: Current UsePatterns and User Satisfaction. June 1999, Kentucky Transportation Center,University of Kentucky.

26. Hu, P., Cross Cutting Studies and State-of-the-Practice Reviews: Archive and Useof ITS Generated Data. April 2002.

27. Lappin, J.E., Chapter 4: What Have We Learned About Advanced TravelerInformation Systems And Customer Satisfaction, John A. Volpe NationalTransportation Systems Center.

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U.S. Department of Transportation Website.29. Benefits of ITS in Oregon, IP address

http://www.odot.state.or.us/its/BenefitsOfITS/travelerinfo.htm. Last accessed 6November 2004, Oregon Department of Transportation ITS Benefits Website.

30. Evaluation of the CVISN MDI - Volume I: Final Report. March 2002, Battelle andCharles River Associates, Prepared for the U.S. Department of Transportation ITSJoint Program Office.

31. Assessment of Intelligent Transportation Systems/Commercial Vehicle Operationusers Services: ITS/CVO Qualitative Benefits/Cost Analysis - Executive

Summary. 1996, American Trucking Association Foundation Inc.32. Krukar, M., 'Green Light' for Oregon, in Traffic Technology International. 1996.33. Green Light Weigh Station Preclearance, IP Address

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34. Crash Profile Online, IP addresshttp://ai.volpe.dot.gov/CrashProfile/st_overview.asp?StCd=OR. Last accessed 16December 2004, Crash Profiles Online.

35. Downhill Speed Information System, IP Addresshttp://www.oregon.gov/ODOT/MCT/DOWNHILL.shtml. Last accessed 16

December 2004, State of Oregon Motor Carrier Transportation Website.36. ITS Benefits Desk Reference. June 2001, FHWA, U.S. Department ofTransportation, Prepared by Mitretek Systems.

37. Monsere, C., et al., "Measuring the Impacts of Speed Reduction Technologies: ADynamic Advanced Curve Warning System Evaluation". Transportation ResearchRecord: Journal of the Transportation Research Board, 2004 (In press).

38. Benefits of ITS in Oregon, Public Transportation, IP Addresshttp://www.odot.state.or.us/its/BenefitsOfITS/public.htm. Last access 6 November2004, Oregon Department of Transportation ITS Benefits Website.

39. Chad, S. and R. Newland,Effectiveness of Bus Signal Priority, Final Report.January 2002, Florida DOT and USDOT.

40. Strathman, J.G., Service Reliability Impacts of Computer-Aided Dispatching andAutomatic Vehicle Location Technology: A Tri-Met Case Study. TransportationQuarterly, Summer 2000. 54(3).

41. Crout, D. Transit Signal Priority Evaluation. in 13th Annual Meeting andExposition. May 2003.

42. Bertini, R.L., M. Rose, and A.M. El-Geneidy, Using Archived Data to MeasureOperational Benefits of ITS Investments: Incident Response Program. June 2004,Portland State University, Transportation Research Group.

43. Bertini, R., et al.,Evaluation of Region 2 Incident Response Program UsingArchived Data. 2001, Portland State University, Transportation Research Group,Research Report.

44. Skabardonis, A., et al., Freeway Service Patrol Evaluation, in PATH ResearchReport UCB-ITS-PRR-95-5. 1995: University of California, Berkley.

45. Skabardonis, A., et al.,Evaluation of the Freeway Service Patrol (FSP) in LosAngels., in PATH Research Report UCB-ITS-PRR-98-31. 1998, University ofCalifornia, Berkley.

46. Nee, J. and M. Hallenbeck,Evaluation of the Service Patrol Program in the PugetSound Region, inReport WA-RD 518.1. 2001, FHWA, U.S. Department ofTransportation.

47. Pretrov, A.Evaluation of the Benefits of a Real-Time Response System. in 9thWorld Congress Conference on ITS. October 2002. Chicago, Illinois.

48. Fenno, D.W. and M.A. Ogden. Freeway Service Patrols: A State of the Practice.in 77th Annual Meeting of the Transportation Research Board. January 1998.Washington D.C.

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50. PORTAL: Portland Transportation Archive Listing: IP Addresshttp://portal.its.pdx.edu. Last accessed 6 November 2004, Portland StateUniversity Portland Transportation Archive Transportation Listing.

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