Intell igent Transportation Systems

2 005 Update

Benefits, Costs and

Lessons Learned
Notice

The Federal Highway Ad mi nistration provides high - qual ity information to serve

Govern ment, industry, and the publ ic in a man ner that promotes publ ic understand i ng .

Standards and pol icies are used to ensu re and maxi mize the qual ity, objectivity, util ity,

and integrity of its information. FHWA period ically reviews qual ity issues and adjusts

its programs and processes to ensu re conti nuous qual ity improvements .
Intell igent 

Transportation Systems 

Benefi ts, Costs, and Lessons Learned :

2005 Update

Prepared by

Mitretek Systems

600 Maryland Avenue, SW, Suite 755

Wash i ngton, D.C. 20024

Under Contract to the Federal Highway Ad mi nistration

United States Department of Transportation

Wash i ngton, D. C .

May 2005

Technical Report Documentation Page

1 . R e p o rt No. 2 . G o v e rnment Accession No. 3 . R e c i p i e n t ’s Catalog No.

F H WA - O P - 0 5 - 0 0 2

4 . Title and Subtitle 5 . R e p o rt Date

Intelligent Tr a n s p o rtation Systems Benefits,Costs, and May 2005

Lessons Learned: 2005 Update

6 . P e rf o rming Organization Code

7 . A u t h o r ( s ) 8 . P e rf o rming Organization Report No.

R o b e rt P. Maccubbin, Barbara L. Staples, Michael R. Merc e r, Firoz Kabir,

Daniel R. Abedon, James A. Bunch

9 . P e rf o rming Organization Name and Addre s s 1 0 . Work Unit No. (TRAIS)

M i t retek Systems, Inc.

600 Maryland Ave., SW, Suite 755 1 1 . Contract or Grant No.

Washington D.C. 20024 D T F H 6 1 - 0 0 - C - 0 0 0 0 1

1 2 . Sponsoring Agency Name and Addre s s 1 3 . Type of Report and Period Covere d

D e p a rtment of Tr a n s p o rt a t i o n

Intelligent Tr a n s p o rtation Systems Joint Program Off i c e

400 Seventh Street, SW - Room 3416 1 4 . Sponsoring Agency Code

Washington, D.C. 20590 H O I T

1 5 .S u p p l e m e n t a ry Notes

Joseph I. Peters–Task Manager

1 6 .A b s t r a c t

Intelligent Tr a n s p o rtation Systems (ITS) technologies offer a clear opportunity to improve transportation safety, re l i e v e

congestion, and enhance pro d u c t i v i t y. This re p o rt is a continuation of a series of re p o rts providing a synthesis of the

i n f o rmation collected by the United States Department of Tr a n s p o rt a t i o n ’s ITS Joint Program Office on the impact that ITS

p rojects have on the operation of the surface transportation network, and the costs of ITS deployment and operations. New 

in the 2005 re p o rt is the inclusion of summaries of lessons learned from ITS planning, deployment, operations, and evaluation

experience. Information in this re p o rt is drawn from the ITS Benefits and Costs Databases, regularly updated repositories of

such information, available on the Internet at w w w. b e n e f i t c o s t . i t s . d o t . g o v. The re p o rt presents material from the databases

that describes the impacts and costs of the intelligent transportation infrastru c t u re as well as intelligent vehicle applications.

M o re details of the lessons learned discussed in this re p o rt will be presented in the Internet-accessible ITS Lessons Learn e d

Database planned to be available in the summer of 2005.

1 7 . Key Wo rd s 1 8 . Distribution Statement

Intelligent Tr a n s p o rtation Systems, ITS, Benefits, Costs, 

Lessons Learn e d No Restrictions

This document is available to the public

1 9 . Security Classif. (of this re p o rt ) 2 0 . Security Classif. (of this page) 2 1 . No. of Pages 2 2 . P r i c e

U n c l a s s i f i e d U n c l a s s i f i e d 1 9 2 N A

F o rm DOT F 1700.7 (8-72) R e p roduction of completed page authorized

i

P reface

The U. S. Department of Transportation (USDOT) is pleased to present its 2005 snapshot of benefits and costs of

Intell igent Transportation Systems (ITS) implementations, and to an nou n ce a valuable new database of lessons

learned by those plan ni ng, deployi ng, and evaluati ng ITS.

Intelligent Transportation Systems Benefits, Costs, and Lessons Learned: 2005 Update is the sixth in a series of 

period ic publ ications that began in 1995. It is the next step toward a vision of one - stop shoppi ng for qual itative

and quantitative information about ITS. 

As a publ ic service, DOT sponsors regu larly updated ITS Benefits and Costs Databases available on l i ne at

w w w. benefitcost. its. dot. gov, wh ich gives transportation professionals the information they need about ITS 

i mplementations and services. Companion websites docu menti ng the amou nt and geograph ical deployment of

ITS and the Lessons Learned Database, wh ich is schedu led to be on l i ne in the su m mer of 2005, can be accessed

on l i ne th rough the ITS Joi nt Program Office’s homepage at w w w. its. dot. gov. 

The pri nted version of th is report (FHWA Report FHWA- JPO-05-002) can be ordered via e-mail to itspu bs @ fhwa. dot. gov.

It can be viewed on DOT 's ITS Electronic Docu ment Library at w w w. its. dot. gov / itsweb / welcome. htm as docu ment 

No. 14073.

Not all ITS efforts initi ated by states, local govern ments, and private enterprises are docu mented in th is 2005

Update report or in the databases. We en cou rage readers who are aware of ITS benefits, costs, or lessons learned

to let us know about evaluation efforts or sou rce docu ments that may be missi ng. To keep us up to date, readers

may either use the “Contribute Data” featu re of our on l i ne database, or send referen ce docu ments to :

Joseph I. Peters, Ph . D.

Manager, ITS Program Assessment

ITS Joi nt Program Office

Federal Highway Ad mi nistration (HOIT- 1 )

400 Seventh Street, SW

Wash i ngton, D.C. 20590

Joe . Peters @ fhwa . dot . gov

iii

T able of contents

Listi ng of Tables ..............................................................................................................................................................v

Listi ng of Figu res............................................................................................................................................................vi

Executive Su m mary ....................................................................................................................................................vii

1 . 0 I ntroduct i on..........................................................................................................................................................1

1.1 Benefits Database Goals and Overview ..........................................................................................5

1.2 Costs Database Goals and Overview ..............................................................................................13

1.3 Lessons Learned Database Goals and Overview ......................................................................15

1.4 Report Organization ..............................................................................................................................23

2.0 Benefits, Costs, and Lessons Learned of the Intelligent Infrastructure ........................27

2.1 Arterial Management Systems..........................................................................................................33

2.2 Freeway Management Systems ........................................................................................................45

2.3 Transit Management Systems ..........................................................................................................53

2.4 Incident Management Systems ........................................................................................................61

2.5 Emergency Management Systems ..................................................................................................67

2.6 Electronic Payment Systems ..............................................................................................................73

2.7 Traveler Information..............................................................................................................................79

2.8 Information Management ..................................................................................................................85

2.9 Crash Prevention and Safety ..............................................................................................................87

2.10 Roadway Operations and Maintenance ........................................................................................95

2.11 Road Weather Management ............................................................................................................101

2.12 Commercial Vehicle Operations ....................................................................................................107

2.13 Intermodal Freight ..............................................................................................................................117
iv

3.0 Benefits and Costs of Intelligent Vehicles ......................................................................................121

3.1 Collision Avoidance Systems ..........................................................................................................123

3.2 Driver Assistance Systems................................................................................................................127

3.3 Collision Notification Systems........................................................................................................133

4.0 Conclusion..........................................................................................................................................................135

References ............................................................................................................................................................137

Appendix A: ITS Unit Costs Data..............................................................................................................147

A.1 Unadjusted Unit Costs ................................................................................................................148

A.2 Adjusted (2003 Dollars) Unit Costs ......................................................................................164

Appendix B: Available Benefit and Cost Data ......................................................................................181

Appendix C: List of Acronyms and Abbreviations ............................................................................187
v

Listing of Tables

Table ES. 1 Lessons Learned Database – Categories, Aud ien ce, and Topic Areas. . . . . . . . . . . . . . . . . . . . . .x vi i

Table 1.0.1 Defi nition of Impact Rati ngs for Assessment of ITS Appl ications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

Table 1.1.1 Docu ments Available in the ITS Benefits Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

Table 1.3.1 Lessons Learned Database – Categories, Aud ien ce, and Topic Areas. . . . . . . . . . . . . . . . . . . . . . . .1 6

Table 2.1.1 Benefits and Costs of Arteri al Management Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 5

Table 2.2.1 Benefits and Costs of Freeway Management Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 6

Table 2.3.1 Benefits and Costs of Transit Management Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 4

Table 2.4.1 Benefits and Costs of In cident Management Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 2

Table 2.5.1 Benefits and Costs of Emergen cy Management Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 9

Table 2.6.1 Benefits and Costs of Electronic Payment Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 5

Table 2.7.1 Benefits and Costs of Traveler In formation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 0

Table 2.8.1 Costs of In formation Management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 6

Table 2.9.1 Benefits and Costs of Crash Prevention and Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 8

Table 2.10.1 Benefits and Costs of Roadway Operations and Mai ntenan ce. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 6

Table 2.11.1 Benefits and Costs of Road Weather Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 0 2

Table 2.12.1 Benefits and Costs of ITS for Com merci al Veh icle Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 0 8

Table 2.13.1 Benefits and Costs of ITS Appl ications for Intermodal Freight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 1 8

Table 3.1.1 Benefits and Costs of Coll ision Avoidan ce Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 2 4

Table 3.2.1 Benefits and Costs of Driver Assistan ce Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 2 9

Table 3.3.1 Benefits and Costs of Coll ision Notification Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 3 4
vi

Listing of Figures

Figu re 1.1.1 U. S. Map with Distribution of ITS Benefits Database Entries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

Figu re 1.1.2 World Map with Distribution of ITS Benefits Database Entries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

Figu re 1.2.1 U. S. Map with Distribution of ITS System Costs Database Examples . . . . . . . . . . . . . . . . . . . .1 4

Figu re 1.3.1 Lessons Learned Database Access and Output Con cept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 8

Figu re 1.4.1 Classification Scheme for ITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 3

Figu re 1.4.2 Classification Scheme for the Intell igent In frastructu re . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 3

Figu re 1.4.3 Classification Scheme for Intell igent Veh icles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 3

Figu re 1.4.4 Excerpt of Table 2.1.1 (describi ng benefits 

and costs of Arteri al Mangement Systems) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 4

Figu re 2.0 Classification Scheme for the Intell igent In frastructu re . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 7

Figu re 2.1.1 Classification Scheme for Arteri al Management Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 3

Figu re 2.2.1 Classification Scheme for Freeway Management Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 5

Figu re 2.3.1 Classification Scheme for Transit Management Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 3

Figu re 2.4.1 Classification Scheme for In cident Management Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 1

Figu re 2.5.1 Classification Scheme for Emergen cy Management Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 7

Figu re 2.6.1 Classification Scheme for Electronic Payment Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 3

Figu re 2.7.1 Classification Scheme for Traveler In formation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 9

Figu re 2.8.1 Classification Scheme for In formation Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 5

Figu re 2.9.1 Classification Scheme for Crash Prevention and Safety. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 7

Figu re 2.10.1 Classification Scheme for Roadway Operations and Mai ntenan ce . . . . . . . . . . . . . . . . . . . . . . . . . .9 5

Figu re 2.11.1 Classification Scheme for Road Weather Management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 0 1

Figu re 2.12.1 Classification Scheme for Com merci al Veh icle Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 0 7

Figu re 2.13.1 Classification Scheme for Intermodal Freight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 1 7

Figu re 3.0.1 Classification Scheme for Intell igent Veh icles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 2 1

Figu re 3.1.1 Classification Scheme for Coll ision Avoidan ce Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 2 3

Figu re 3.2.1 Classification Scheme for Driver Assistan ce Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 2 7

Figu re 3.3.1 Classification Scheme for Coll ision Notification Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 3 3
2005 Update ITS Benefits, Costs, and Lessons Learned

vii

E xecut i ve Summary

U. S. highway deaths conti nue to cl i mb (43,000 in 2003) and the ever increasi ng demand for travel by highway and

publ ic transit is causi ng the transportation system to reach the limits of its existi ng capacity, resu lti ng in growi ng

traffic congestion that robs Americans of ti me and money. Intell igent Transportation Systems (ITS) tech nologies

offer a clear opportu nity to improve transportation safety, rel ieve congestion, and en han ce productivity. 

The ITS vision includes a wide collection of appl ications that integrate su rface transportation infrastructu re with

the veh icles that use it. Many existi ng appl ications of deployed ITS will contribute to the real ization of th is vision .

Th is docu ment focuses on the benefits, costs, and lessons learned th rough the deployment of the intell igent infrastructu re and intell igent veh icles. Examples include: advan ced traffic signal control systems; electronic transit fare

payment systems; ramp meters; and coll ision avoidan ce systems. In order to apply ITS services most effectively,

decision makers requi re benefits and cost information about the ITS they are consideri ng as well as docu mented

lessons learned from the experien ces of others. To be most effective, these inputs shou ld be supplemented with

i n formation that describes the context from wh ich the data were derived. 

Th is report is a conti nuation of a series of reports provid i ng a snapshot of the information collected by the United

States Department of Transportation (USDOT) ITS Joi nt Program Office (JPO) on the impact that ITS projects have

on the operation of the su rface transportation network. New in the 2005 report is the introduction of su m maries of

lessons learned from ITS plan ni ng, deployment, operation, mai ntenan ce, and evaluation experien ce; the previous

report contai ned on ly benefits and costs information. The ITS JPO has just recently initi ated the process of captu ri ng these lessons and th is report presents su m maries of some of the fi rst few collected. An ITS Lessons Learned

Database is plan ned to be available in the su m mer of 2005, when it will be publ icly accessible via the Internet .

Because the Lessons Learned Database is just getti ng under way as th is docu ment is bei ng written, th is docu ment

focuses on provid i ng an introductory overview.

Most of the information in th is report is drawn from the ITS Benefits and Costs Databases, regu larly updated repositories of such information, available on the Internet at w w w. benefitcost. its. dot. gov. The report presents materi al

from the databases that describes the impacts of the intell igent transportation infrastructu re as well as intell igent

veh icle appl ications. The majority of publ ished evaluations of ITS implementations docu ment positive impacts on

the transportation system, and the assessments provided in th is report reflect th is fact. However, every attempt has

been made to incorporate positive, negative, and neutral fi nd i ngs. A small nu mber of negative fi nd i ngs appear in

th is report, and th is report al so docu ments a few evaluations that fou nd that an ITS implementation did not have

an impact on a particu lar measu re of effectiveness. Mixed resu lts are al so noted in the few instan ces where stud ies

have fou nd both positive and negative impacts in a given area. There is a conti nui ng need for ongoi ng evaluation

of ITS, as ind icated by the large nu mber of appl ication areas within th is report for wh ich there are not enough evaluation data to make an assessment of the system’s i mpact on many of the relevant performan ce measu res .

The body of th is report includes add itional detail on the impacts and costs of appl ications within the wide variety

represented by the major ITS tech nology appl ication areas. Example lessons learned su m maries are presented

th roughout the report .

The remai nder of the Executive Su m mary contai ns brief descriptions of the 16 ITS tech nology appl ication areas — 1 3

i n frastructu re areas and 3 veh icle areas — as well as high l ights of the benefits and costs information available for each .
The high l ighted benefits and costs are reported from various ITS deployments. Project costs are not reported in a

standard format; rather, cost data reflect the specific ITS project and vary in detail and content from project to project. Reported costs include: the total cost of the deployment, ITS equipment or component costs, and, less frequently, operations and mai ntenan ce (O&M) costs. Th is executive su m mary con cludes with a discussion of lessons learned .

Executive Summary

viii

A rter i al Management Systems

Arteri al management systems manage traffic along arteri al roadways ,

employi ng traffic detectors, traffic signals, and various means of com municati ng information to travelers .

I nfrastructure Techn ology Appl i cat i ons

As discussed above, NYSDOT installed a computerized Total project cost :

traffic signal system and opti mized the signal ti mi ng $ 8 , 3 1 6 , 0 0 0

of 145 intersections in Syracuse and Onondaga Cou nty.1

To improve air qual ity in downtown Syracuse and Onondaga Cou nty, the New York

State Department of Transportation (NYSDOT) installed a computerized traffic

signal system and opti mized the signal ti mi ng of 145 intersections. The project

resu lted in a reduction of total delay experien ced by veh icles du ri ng the a.m.-peak ,

mid - day, and p.m.-peak periods by 14–19%.1

System Cost

F reeway Management Systems

Freeway management systems employ traffic detectors, su rveillan ce cameras, and other means of monitori ng traffic flow on freeways to support

the implementation of traffic management strategies such as ramp

meters, lane closu res, and vari able speed limits. These sensors can al so be used to

monitor critical transportation infrastructu re for secu rity pu rposes .

The Utah DOT operates and mai ntai ns more than 69 per- Cost of VMS: 

manently mou nted vari able message signs (VMS) on freeways $15.25 mill ion

and su rface streets as part of the Utah Advan ced Transportation

Management System (ATMS). Portable message signs are An nual VMS

al so used along roadsides where there is no permanent VMS. operati ng cost: 

An nual operati ng cost for the VMS is based on power $ 2 1 , 9 6 0

consu mption (electricity) .3

Mail - back question nai res were sent to 428 drivers livi ng near major freeways in

Wisconsin to assess the impacts of posti ng travel ti me and traffic information on

dynamic message signs th roughout the state. A total of 221 question nai res were

retu rned and analyzed. The resu lts ind icated that 12% of respondents used the

i n formation more than five ti mes per month to adjust travel routes du ri ng wi nter

months, and 18% of respondents used the information more than five ti mes per

month to adjust travel routes du ri ng non - wi nter months .2

System Cost

Customer

Satisfaction

Mobi l ity

Costs

Benefits

Benefits

Costs
2005 Update ITS Benefits, Costs, and Lessons Learned

ix

T ransit Management Systems

Transit ITS services include su rveillan ce and com mu nications, such as

automated veh icle location (AVL) systems, computer- aided dispatch

(CAD) systems, and remote veh icle and facil ity su rveillan ce cameras ,

wh ich enable transit agen cies to improve the operational efficien cy, safety, and security of the nation 's publ ic transportation systems. Publ ic access to bus location data

and schedu le status information is increasi ngly popu lar on transit Internet websites

and at bus stops .

Transit riders at Bellevue and Northgate Transit Centers Cost to deploy 

( Seattle, Wash i ngton) are provided with bus arrival / departu re Transit Watch: 

ti mes, bay nu mber, and expected actual departu re ti mes for $ 7 2 2 , 8 7 7 (1998) 

all bus routes usi ng the transfer center. The system, Transit

Watch, obtai ns actual ti mes from an automatic veh icle An nual operations 

identification (AVI) system and presents the information & mai ntenan ce 

on monitors at the transit centers .5(O&M) cost: 

$ 1 7 9 , 6 5 2 ( 1 9 9 8 )

At the Acadia National Park in Mai ne, electronic message signs were installed to

i n form visitors of updated bus arrival and departu re ti mes at th ree popu lar visitor

desti nations. A su rvey of park visitors who used the signage fou nd that 90% ind icated transit information signs made it easier to get arou nd .4

System Cost

I n c i dent Management Systems

In cident management systems can reduce the effects of incident - related

congestion by decreasi ng the ti me to detect incidents, the ti me for

respond i ng veh icles to arrive, and the ti me requi red for traffic to retu rn to

normal cond itions. In cident management systems make use of a variety of su rveillan ce tech nologies, often shared with freeway and arteri al management systems, as

well as en han ced com mu nications and other tech nologies that facil itate coord i nated response to incidents .

A freeway cou rtesy patrol (FCP) was implemented in the Cost to operate

Detroit, Mich igan, area in 1994. Mich igan Department of the FCP in 2003: 

Transportation (MDOT) ad mi nisters the program as part of $2.5 mill ion

its larger freeway incident management program out of the 

Mich igan Intell igent Transportation Systems Center (MITSC ) Cost to operate 

in Detroit. In 2003, the program employed 32 drivers. The fleet the FCP in 2002: 

i n cludes 34 veh icles, of wh ich 29 are vans and five are tow $2 mill ion 

trucks. The standard hou rs of patroll i ng are from 6:00 a.m. 

to 11:00 p.m., Monday th rough Friday. The patrol al so operates 

on speci al - event days (e.g., major com mu nity publ ic events 

and sporti ng events) .9

Delay savi ngs identified in stud ies of freeway service patrols implemented in

Mi n neapol is - St. Paul, Mi n nesota; Denver, Colorado; and Northwest Ind i ana documented an nual benefits of $1.2 to $1.8 mill ion, th rough reductions in the du ration

of incidents, and related congestion .6, 7, 8

System Cost

Customer

Satisfaction

Mobi l ity

Benefits

Costs

Costs

Benefits
Executive Summary

x

E mergen cy Management Systems

ITS appl ications in emergen cy management include hazardous materi al s

management, the deployment of emergen cy med ical services, and large -

and small - scale emergen cy response and evacuation operations .

The Combi ned Transportation, Emergen cy & Com mu nication CTECC equipment 

Center (CTECC) is a mu lti agen cy partnersh ip between the cost (approxi -

Texas Department of Transportation (Tx DOT) Austin District , mately) :

Travis Cou nty, City of Austin, and Capital Metropol itan $5 mill ion

Transportation Authority. The tech nological systems presently

i nvolved in the CTECC include 911 call handl i ng, rad io 

tru n ki ng, computer- aided dispatch (CAD), mobile data 

computer (MDC), includ i ng automatic veh icle location 

( AVL), and transportation and transit services. These 

i ntegrated systems are essenti al to the del ivery of emergen cy

and transportation services in the Austin and Travis 

Cou nty region .1 1

The Life Link project in San Antonio, Texas, enabled emergen cy room doctors to

com mu nicate with emergen cy med ical tech nici ans (EMTs) usi ng two - way video ,

aud io, and data com mu nications. EMTs and doctors had mixed opi nions about the

system; however, it was expected that th is tech nology wou ld have more positive

i mpacts in ru ral areas .1 0

System Cost

Customer

Satisfaction

E lectronic Payment Systems

Electronic payment systems employ various com mu nication

and electronic tech nologies to facil itate com merce between

travelers and transportation agen cies, typically for the pu rpose

of payi ng tolls, transit fares, and parki ng fees .

The Wash i ngton Metropol itan Area Transit Authority Cost to deploy the 

(WMATA) is expand i ng the capabil ity of their Smar Trip® RCSC: $ 2 5 . 5 3 7

contactless smart card system by linki ng it to mu ltiple bus m i ll ion ( 2 0 0 2 – 2 0 0 3 )

and rail fare collection systems th roughout the Wash i ngton, 

D.C., area. A Regional Customer Service Center (RCSC) will be An nual O&M cost 

used to perform cross - ju risd ictional management, distribution , (esti mated): $ 3 . 4 5

and recon cil i ation tasks. The cost of the RCSC includes m i ll ion (2002–2003) 

contracted services, central database, poi nt of sale network 

and devices, and existi ng system software upgrades .1 3

Th ree projects in Eu rope demonstrated the coord i nated use of a smart card as 

a payment system for publ ic transit, shops, libraries, swi m mi ng pools, and other

city services. User acceptan ce and satisfaction with these systems was very high ,

rangi ng from 71–87%.1 2

System Cost

Customer

Satisfaction

Costs

Benefits

Benefits

Costs
2005 Update ITS Benefits, Costs, and Lessons Learned

xi

T raveler Informat i on

Traveler information appl ications use a variety of tech nologies, includ i ng

Internet websites, instant messagi ng, telephones, satell ite rad io, and local

television and rad io, to allow users to make more informed decisions

regard i ng trip departu res, routes, and mode of travel. Ongoi ng implementation of the

designated 511 telephone nu mber will improve access to traveler information across

the cou ntry.

In January 2003, Montana DOT implemented its 511 system Cost to deploy 

to provide travelers with traffic and road weather cond itions . GYRTWIS: 

The 511 traveler information system is a part of the GYRTWIS $188,000 

project (see above). The GRYTWIS system cost includes 

system development, voice recognition, marketi ng, and a An nual operati ng 

one - ti me improvement for the add ition of regional reports, cost: $ 1 9 5 , 4 5 3

Amber Alerts, Homeland Secu rity, and General Transporta -

tion Alerts. An nual operati ng cost includes contracted 

services and equipment lease, toll charges, marketi ng, and 

operati ng cost for the statewide alert system .1 3

In Montana, 81% of su rvey respondents were satisfied or very satisfied with road

cond itions information available th rough a 511 telephone service provided by the

Greater Yellowstone Regional Traveler and Weather In formation System

(GYRTWIS ) .1 4 In Vi rgi nia, 90% of users who agreed to participate in a follow - up

telephone su rvey fou nd the 511 service deployed there useful, and nearly half of

them ind icated they had changed their travel plans on at least one occasion as a

resu lt of the information provided .1 5

System Cost

I nformat i on Management

ITS information management supports the arch ivi ng and retrieval of data

generated by other ITS appl ications and assists in analysis fu n ctions that

benefit transportation ad mi nistration, pol icy evaluation, safety, plan ni ng ,

program assessment, operations research, and other appl ications. Data arch ivi ng systems are scalable to support a si ngle agen cy’s operations center and to support mu ltiple agen cies th rough regional data warehouses. 

The total cost of the Nevada DOT Freeway and Arteri al System Software design 

of Transportation (FAST) central system software design and and development 

development is approxi mately $4.225 mill ion. The software will cost: $4.225 mill ion

provide a fu lly automated freeway management system, plus (2000) 

the capabil ity to receive, collect, arch ive, su m marize, and 

d istribute data generated by FAST. Of the $4.225 mill ion, the ADMS design cost: 

cost to develop the design for the implementation of the $ 2 2 5 , 0 0 0 ( 1 9 9 9 )

Arch ived Data Management System (ADMS) for FAST was 

approxi mately $225,000. Th is cost included needs assessment, 

update of fu n ctional requi rements, update of the regional 

arch itectu re for the Las Vegas area, and system design .1 3

System Cost

No data to report .

Benefits

Customer

Satisfaction

Benefits

Costs

Costs
Executive Summary

xii

The Mich igan DOT (MDOT) used a temporary traffic manage - Cost to lease the 

ment system (TTMS) du ri ng a construction project in down - TTMS: $2.4 mill ion

town Lansi ng. The system was deployed from March 2001 to (wh ich is about 6% 

October 2001 and removed at the completion of the construc - of the total project 

tion project. The project involved a complete closu re of portions construction 

of I-496. The TTMS was used th roughout the construction cost)

project. The system included 17 cameras, 12 DMS, six queue 

detectors (microwave sensors), and a com merci al off - the - shelf 

(COTS) software package that ran on a server located at the 

construction traffic management center.1 9

Average clearan ce ti mes for incidents were reduced 44% with the implementation

of motorist assistan ce patrols and a temporary traffic management center du ri ng a

construction project at the “Big I” interchange in Albuquerque, New Mexico .

Du ri ng weekday operations, the Highway Department allocated two cou rtesy

patrol units to patrol the construction zone between 5 a.m. and 8 p.m. and a

wrecker was on - call from 6 a.m. to 6 p.m.1 8

System Cost

In Groton, Con necticut, a fou r- quad rant gate with automatic The cost of the 

train stop system was deployed. The system included fou r- system included 

quad rant gates to deter veh icles from attempti ng to cross as equipment 

trai ns approached, and six i nductive loop veh icle detectors to i nstalled at the 

detect veh icles blocki ng the tracks. In the event of an crossi ng and the 

obstruction, the detector system was designed to notify train i n - cab signal i ng 

operators via an in-cab signal i ng system. If the engi neer failed system: $ 9 7 7 , 0 0 0

to slow the train, then an automated system wou ld stop (2001) 

the trai n .1 7

Installation of a “Second Train Comi ng” warni ng system at a light rail transit grade

crossi ng in the subu rbs of Balti more, Maryland, led to a reduction of 26% of veh icles

crossi ng the tracks between the two trai ns. The nu mber of drivers begi n ni ng to move

their veh icles under the risi ng crossi ng gate before real izi ng a second train was

approach i ng decreased by 86% after the system began operation. These benefits were

determi ned by compari ng data from a one - month evaluation period just before the system was installed and data from the two months immed i ately after installation .1 6

System Cost

C rash Prevent i on and Safety

Crash prevention and safety systems make use of sensor tech nology and

active warni ng signs, includ i ng flashers, beacons, and dynamic message

signs (DMS), to warn drivers of dangerous cu rves, excessive speed on

down h ill road segments, at - grade rail road crossi ngs, and other dangerous cond itions .

R oadway Operat i ons and Maintenan ce

ITS appl ications in operations and mai ntenan ce focus on integrated management of mai ntenan ce fleets, speci al ized service veh icles, hazardous road

cond itions remed i ation, and work zone mobil ity and safety. These appl ications monitor, analyze, and dissemi nate roadway and infrastructu re data for operational, mai ntenan ce, and manageri al uses. ITS can help secu re the safety of workers and

travelers in a work zone wh ile facil itati ng traffic flow th rough and arou nd the construction area. Th is is often ach ieved th rough the temporary deployment of other ITS services, such as elements of traffic management and incident management programs .

Safety

Mobi l ity

Benefits

Costs

Costs

Benefits
2005 Update ITS Benefits, Costs, and Lessons Learned

xiii

R oad Weather Management

Road weather management activities include road weather information systems (RWIS), wi nter mai ntenan ce tech nologies, and coord i nation of operations within and between state DOTs. ITS appl ications assist with the monitori ng and forecasti ng of roadway and atmospheric cond itions, dissemi nation of

weather- related information to travelers, weather- related traffic control measu res such

as vari able speed limits, and both fixed and mobile wi nter mai ntenan ce activities .

As part of WSDOT system (see above), two envi ron mental Two ESS: 

sensor stations (ESS) were installed at Sherman Pass and the $45,000 each

town of Lau rier, and two mobile highway advisory rad io (HAR )

systems were installed near the town of Republ ic and at the HAR cost: $ 1 1 1 , 0 7 3

town of Kettle Falls. Broadcasts warn motorists of road con - -Two mobile HARs :

struction, incidents, dangerous drivi ng cond itions and restrict - $ 5 2 , 0 0 0

ions, and border crossi ng cond itions and closu res .2 0 -Signs, con nectivity,

cleari ng, and

other associ ated

costs: $59,073 

The Wash i ngton State Department of Transportation (WSDOT) installed a system

in the ru ral and mou ntai nous region of Spokane to collect and com mu nicate

weather and road cond itions, border crossi ng status, and other information to

com merci al drivers, the motori ng publ ic, and WSDOT mai ntenan ce crews. Ni nety -

four percent of su rveyed users of a road weather information website coveri ng

roadways in Wash i ngton state agree that the weather information made travelers

better prepared for their trips. More than half of the respondents (56 percent)

agreed the information helped them avoid travel delays .2 0

System Cost

C ommerc i al Veh i cle Operat i ons

ITS appl ications for com merci al veh icle operations are designed to

en han ce com mu nication between motor carriers and regu latory agen cies .

Examples include electronic registration and permitti ng programs, electronic exchange of inspection data between regu lati ng agen cies for better inspection

targeti ng, electronic screeni ng systems, and several appl ications to assist operators

with fleet operations and secu rity.

As part of the CVISN model deployment initi ative, mentioned Cost to implement 

above, Kentucky and Maryland have implemented end - to - end end - to - end IRP in 

International Registration Plan (IRP) electronic credenti al i ng Kentucky: $ 9 3 5 , 9 0 6

systems within their states. The costs to deploy these systems Maryland :

vary with the unique characteristics of each state. A significant $ 4 6 4 , 8 0 2

i mpact on cost is whether com merci al software is used or 

speci al software is developed and if th i rd - party services will 

be used .2 1

Th ree motor carriers su rveyed du ri ng the Com merci al Veh icle In formation System and

Network (CVISN) model deployment initi ative ind icated that electronic credenti al i ng

reduced paperwork and saved them 60 to 75% on credenti al i ng costs. In add ition, motor

carriers were able to com mission new veh icles 60% faster by pri nti ng their own credenti al paperwork and not waiti ng for conventional mail del ivery.2 1

System Cost

Customer

Satisfaction

Prod uctivity

Benefits

Costs

Benefits

Costs
Executive Summary

xiv

I ntermodal Fre i ght

ITS can facil itate the safe, efficient, secu re, and seam less movement of

freight. Appl ications bei ng deployed provide for tracki ng of freight and

carrier assets such as contai ners and chassis, and improve the efficien cy

of freight termi nal processes, drayage operations, and international border crossi ngs .

A tracki ng device installed on fleet trailers can integrate Global Cost: begi n ni ng at 

Positioni ng System (GPS) tech nology with the Internet to $ 8 0 0 per trailer 

provide a secu re cost - effective method for remote and accu rate (2000) 

management of trailers. The sel f - powered unit has a rechargeable

battery pack, a roof - mou nted combi nation GPS and wi reless Month ly service

anten na, and a roof - mou nted solar panel .2 3 cost: $ 1 9 per sub -

scriber with a 

th ree - year contract

(2000) 

An electronic supply chain manifest system implemented biometric and smart -

card devices to automate manual paper- based cargo data transfers between manufactu rers, carriers, and ai rports in Chicago, Ill i nois, and New York, New York .

Although participation was limited, the system was expected to improve efficien cy.

The ti me requi red for truckers to accept cargo from manufactu rers decreased by

about four mi nutes per sh ipment, and the ti me requi red for ai rports to accept the

del iveries decreased by about th ree mi nutes per sh ipment .2 2

System Cost

C oll i s i on Avo i dan ce Systems

To improve the abil ity of drivers to avoid accidents, veh icle - mou nted coll ision avoidan ce systems conti nue to be tested and deployed. These appl ications use a variety of sensors to monitor the veh icle’s su rrou nd i ngs and

alert the driver of cond itions that cou ld lead to a coll ision. Examples include forward

coll ision warni ng, obstacle detection systems, and road departu re warni ng systems .

The Federal Transit Ad mi nistration (FTA), Port Authority of Cost to equip each 

Allegheny Cou nty (Pittsbu rgh, Pen nsylvani a), and Carnegie bus with 12 side -

Mellon University’s Robotics Institute tested a coll ision mou nted ultrason

avoidan ce system on 100 buses to warn bus drivers of ic sensors and an 

obstacles in bl i nd spots .2 5 on - board comput -

er: $ 2 , 6 0 0 (approx.) 

( 2 0 0 1 )

A National Highway Traffic Safety Ad mi nistration (NHTSA) model i ng study ind icated coll ision warni ng systems wou ld be effective in 42% of rear- end crash situations where the lead veh icle was decelerati ng, and effective in 75% of rear- end

crashes where the lead veh icle was not movi ng. Overall, coll ision warni ng systems

wou ld be 51% effective .2 4

System Cost

Prod uctivity

Safety

Costs

Benefits

Costs

Benefits
2005 Update ITS Benefits, Costs, and Lessons Learned

xv

D r i ver Ass i stan ce Systems

Nu merous intell igent veh icle tech nologies exist to assist the driver in operati ng the veh icle safely. Systems are available to aid with navigation, wh ile others, such as vision en han cement, adaptive cruise control, and speed control

systems, are intended to facil itate safe drivi ng du ri ng adverse cond itions. Other systems

assist with difficu lt drivi ng tasks such as transit and com merci al veh icle docki ng .

In - veh icle navigation units were distributed to publ ic agen cies Total project cost: 

in the San Antonio, Texas, area as part of the San Antonio $ 2 , 3 8 8 , 6 9 1 ( 1 9 9 8 )

Metropol itan Model Deployment Initi ative (MM DI). The units

provided route guidan ce and real - ti me traffic cond itions. The An nual O&M cost: 

cost of the units (590 at approxi mately $2,800 each) was the $ 1 0 2 , 3 3 0 (1998) 

most significant cost driver for the project. Most of the O&M 

cost is attributed to database updates .1 0

Ten veh icles were equipped with adaptive cruise control, includ i ng automatic

th rottle modu lation and down sh ifti ng (but not braki ng) to mai ntain preset headways du ri ng a NHTSA field test. The performan ce of the system was compared to

conventional cruise control and manually operated veh icles. Resu lts ind icated that

veh icles equipped with adaptive cruise control made the fewest nu mber of risky

lane changes in response to slower traffic. Manually operated veh icles, however,

had the quickest average response ti me to lead veh icle brake lights. Participants

overwhel mi ngly ran ked adaptive cruise control over the manual and conventional

cruise control - equipped veh icles for convenien ce, comfort, and enjoyment, and

i nd icated they wou ld most likely use the system on freeways .2 6

System Cost

C oll i s i on Not i f i cat i on Systems

In an effort to improve response ti mes and save lives, coll ision notification systems have been designed to detect and report the location and severity of incidents to agen cies and services responsible for coord i nati ng appropri ate emergen cy response actions. These systems can be activated manually (Mayday), or automatically with automatic coll ision notification (ACN), and advan ced systems may transmit information on the type of crash, nu mber of passengers, and the likel ihood of inju ries .

Nu merous com merci al Mayday / ACN products are available After market 

as factory - i nstalled and after- market devices. Cost data are device cost range: 

more prevalent for after- market devices than for factory - $400–$1,895 

i nstalled systems. Installation costs were not read ily available. 

An nual service fees vary depend i ng on the level of services Month ly service 

offered .2 8 fee: $10–$27 

Between Ju ly 1997 and August 2000, the impacts of advan ced ACN on incident

notification were tracked for veh icles with and without ACN systems in urban and

subu rban areas of Erie Cou nty, New York. Based on a limited nu mber of crash

events, the average notification ti me for veh icles equipped with ACN was less than

one mi nute with some notification ti mes as long as two mi nutes, and the average

notification ti me for veh icles without ACN was about th ree mi nutes, with some

notification ti mes as long as 9, 12, 30, and 46 mi nutes .2 7

System Cost

Safety

Safety

Benefits

Costs

Benefits

Costs
Executive Summary

xvi

L essons Learned Database – C oming Soon

A lesson learned is the knowledge gai ned th rough experien ce or study. It is a reflection on what was done right ,

what one wou ld do differently, and how one cou ld be more effective in the futu re. The ITS JPO is in the process of

developi ng an ITS Lessons Learned Database. Major objectives are :

• Captu re experien ces of stakeholders in their plan ni ng, deployment, operations, mai ntenan ce, and 

evaluation of ITS.

• Provide all ITS stakeholders with convenient access to the lessons learned knowledge so that they can

make informed decisions in their futu re ITS actions .

The ITS Lessons Learned Database is plan ned to be available on l i ne in the su m mer of 2005. It will be accessible as

a resou rce from the ITS JPO website, w w w. its. dot. gov. 

ITS lessons will be classified by a nu mber of attributes as su m marized in Table ES. 1. General lessons will be drawn

from stakeholders’ experien ce in such topic areas as management and partnersh ips, plan ni ng, design and deployment, procu rement, tech nical integration, operations and mai ntenan ce, legal

issues, and hu man resou rces. Tech nical lessons will be categorized under the

cu rrent classification scheme of the ITS Benefits and Costs Databases, wh ich

organize information under 16 ITS appl ication areas, includ i ng freeway management systems, arteri al management systems, transit management systems ,

electronic payment systems, traveler information, coll ision warni ng systems ,

and driver assistan ce systems. In add ition, lessons will al so be grouped under

ITS goal areas, and the ITS initi atives .

Spread th roughout the body of th is report is a sampl i ng of lessons learned in the plan ni ng, deployment, and evaluation of ITS, presented in the form of short su m maries. These lessons depict experien ces rangi ng from tech nical

issues such as con figu ration management and arteri al traffic detection systems upgrade, to general ITS issues such

as legal issues in incident management. Examples of lessons learned included in th is report are :

• Regard 511 as an evolvi ng service designed to attract and retain users. The most successful 511 services track ,

respond to, and even try to pred ict user needs. One mechanism to captu re user feedback is to incorporate a

com ment line on the 511 menu tree .2 9 The target aud ien ce for th is lesson is program managers, who shou ld

have flexibil ity in designi ng an evolvi ng 511 service. 

• Execute thorough configu ration management from the start of an ITS project. At a mi ni mum, the con figu ration

management process needs to identify the nami ng conventions, interfaces, and requi red protocols. Agen cies

al so need to be aware that every “new” innovation in off - the - shelf software comes with its own set of bugs ,

software licenses, languages, and interdependen cies. The operati ng agen cy needs to determi ne its preferred

software and integration design methodology and requi re the contractor to support that approach .3 0 The target aud ien ce for th is type of lesson is project managers .

A lesson learned is the knowledge

gai ned th rough experience or

study. It is a reflection on what

was done right, what one wou ld

do differently, and how one cou ld

be more effective in the futu re.
2005 Update ITS Benefits, Costs, and Lessons Learned

xvii

Lesson Categories Major Target Aud ience Lesson Topic Areas

General ITS Program Managers • Management and Partnersh ips

• Plan ni ng

• Design and Deployment

• Procu rement

• Tech nical Integration

• Operations and Mai ntenan ce

• Legal Issues

• Hu man Resou rces

ITS Appl ications Project Managers, 

Plan ners, Designers

• Intell igent In frastructu re

• Intell igent Veh icle

ITS Goal Areas Executives, Researchers ,

Plan ners

• Safety 

• Mobil ity

• Productivity

• Efficien cy (Capacity / Th roughput)

• Energy and Envi ron ment

• Customer Satisfaction

ITS Initi atives Initi ative Program Managers

and Support Teams 

• Integrated Veh icle - Based - Safety Systems

• Cooperative Intersection Coll ision Avoidan ce

Systems

• Next Generation 911

• Mobil ity Services for All Americans

• Integrated Corridor Management Systems

• Nationwide Su rface Transportation Weather

Observi ng and Forecasti ng System - Clarus 

• Emergen cy Transportation Operations

• Universal Electronic Freight Manifest

• Veh icle In frastructu re Integration (VI I )

• Intell igent Veh icle Initi ative (IVI )

• 511 Traveler In formation

• Wi reless En han ced 911

• Com merci al Veh icle and In formation Systems and

Networks Deployment (CVISN )

• ITS Arch itectu re Consisten cy

T able ES.1 

L essons Learned Database – C ategor i es, Aud i en ce, and Topic Areas
Executive Summary

xviii

The Lessons Learned Database is a relatively new ventu re for USDOT. Consequently, there may be few lessons available in each of the categories listed in Table ES.1. Th is scarcity of data makes it difficu lt to draw broad con clusions .

The lessons contai ned both in the database and in th is docu ment shou ld not be considered as offici al pol icy or

guidan ce from USDOT. Instead, they describe the past experien ces of others that readers may want to consider

when maki ng local decisions regard i ng the deployment of ITS.

In compil i ng the database, researchers have observed many lessons that appear repeatedly in mu ltiple referen ce

sou rces. To some, these lessons will appear obvious. Nevertheless, these lessons need to be told to a new generation

of ITS professionals. As Peter F. Drucker on ce observed, “...(t) he obvious is precisely what needs to be poi nted out—

otherwise, it will be overlooked .”

3 1 Detailed information on the above lessons, as well as new lessons, will be presented in a Lessons Learned Database plan ned to be made available to the publ ic in the su m mer of 2005.
2005 Update ITS Benefits, Costs, and Lessons Learned

1

1.0 INTRO DU C TION

U. S. highway deaths conti nue to cl i mb (43,000 in 2003) and the ever- i n creasi ng demand for travel by highway and

publ ic transit is causi ng the transportation system to reach the limits of its existi ng capacity, resu lti ng in growi ng

traffic congestion that robs Americans of ti me and money. Intell igent Transportation Systems (ITS) tech nologies

offer a clear opportu nity to improve transportation safety, rel ieve congestion, and en han ce productivity. 

Si n ce the mid 1990’s, the U. S. Department of Transportation (USDOT) has been accu mu lati ng information regardi ng levels of ITS deployment in the United States, and associ ated benefits, costs, and lessons learned. With th is publ ication, we are introduci ng the collection of lessons learned information as a new resou rce for ITS managers, executives, plan ners, designers, deployers, and researchers .

The ITS vision includes a wide collection of appl ications that integrate su rface transportation infrastructu re with

the veh icles that use it. Many existi ng appl ications of deployed ITS will contribute to the real ization of th is vision .

Th is docu ment focuses on the benefits, costs, and lessons learned th rough the deployment of the intell igent infrastructu re and intell igent veh icles. Examples include: advan ced traffic signal control systems, electronic transit fare

payment systems, ramp meters, and coll ision avoidan ce systems. 

In order to apply ITS services most effectively, decision makers requi re benefits and costs information about the ITS

they are consideri ng as well as docu mented lessons learned from the experien ces of others. To be most effective ,

these inputs shou ld be supplemented with information that describes the context from wh ich the data were

derived. As tech nology evolves, the choices available change. Often, several tech nologies are combi ned in a si ngle

i ntegrated system, provid i ng a higher level of benefits than any si ngle tech nology. The costs of these tech nology

i nvestments, not on ly the one - ti me, initi al costs, but al so the costs to operate and mai ntain them, are of interest to

transportation agen cies .

Th is report is a conti nuation of a series of reports provid i ng a snapshot of the information collected by the USDOT

ITS Joi nt Program Office (JPO) on the impact of ITS appl ications on the su rface transportation network, and the

cost of these appl ications. The last report, ITS Benefits and Costs: 2003 Update, was publ ished in May 2003.32 Benefit

and cost information in the report is drawn from the ITS Benefits and Costs Databases, regu larly updated repositories for th is information, available on the Internet at w w w. benefitcost. its. dot. gov.

New in the 2005 report is the introduction of su m maries of lessons learned from ITS plan ni ng, deployment, operation, mai ntenan ce, and evaluation experien ce; the previous report contai ned on ly benefits and costs information .

The ITS JPO has just recently initi ated the process of captu ri ng these lessons, and th is report presents su m maries

of some of the fi rst few collected. An ITS Lessons Learned Database is under development and plan ned to be available in the su m mer of 2005, when it will be publ icly accessible via the Internet. Because the Lessons Learned

Database is just getti ng under way as th is docu ment is bei ng written, th is docu ment focuses on provid i ng an introductory overview.
The benefits and costs information contai ned in th is 2005 report has been significantly updated

si n ce the previous report. The report includes 26 new benefits fi nd i ngs that did not appear in the

prior report, representi ng 20 percent of the 128 fi nd i ngs docu mented in th is ed ition. Forty - six new

system cost examples are provided in th is report (49 percent of the 93 examples in the docu ment) .

Th roughout the report, new costs and benefits data are high l ighted with a N E W bar, as shown at left .

In docu menti ng the benefits of ITS, th is report provides an assessment of the effect of ITS appl ications on several

i mportant goal areas, such as safety and mobil ity, fu rther described later in th is report. These assessments are built

from fi nd i ngs in the ITS Benefits Database, incorporati ng add itions si n ce the completion of the last report. Wh ile

the assessments are based on the authors’ review of all study fi nd i ngs, the examples provided in th is docu ment are

on ly a portion of the total nu mber of stud ies docu mented in the Benefits Database. The impact assessment for each

ITS appl ication area is presented th rough a rati ng system, as shown in Table 1.0.1. These rati ngs were developed

th rough ind ividual review of the database content by the authors, with add itional discussion among the authors to

establ ish the fi nal rati ngs presented in th is report. A particu lar rati ng was assigned if one or more of the reasons in

the rationale colu mn in Table 1.0.1 was evident in reviewi ng the evaluations of a given ITS appl ication in the

Benefits Database .

1.0 Introduction

2

Sym bol Im pact Rati ng Rationale

+ + substanti al positive impacts • several stud ies with positive fi nd i ngs

• docu mented impact of relatively large magnitude

+ positive impacts • several stud ies docu menti ng positive fi nd i ngs though the impact 

may be small or moderate

• si ngle, relatively rigorous study docu mented a positive impact 

o negl igible impact • stud ies performed fou nd little significant impact

+/– mixed resu lts • stud ies have fou nd both positive and negative impacts on a 

given measu re

? not enough data • usually, on ly a si ngle study is available, and resu lts can not be 

taken to ind icate a trend

• stud ies in database have limited sample sizes, or study du rations

• stud ies in database are from a si ngle location, and impacts are

expected to vary in different locations

– negative impacts • several stud ies docu menti ng negative fi nd i ngs

• si ngle, relatively rigorous study docu menti ng a negative impact

Table 1.0.1

D ef i n i t i on of Impact Rat i n gs for Assessment of ITS Appl i cat i ons

Sign ifies a

new entry
2005 Update ITS Benefits, Costs, and Lessons Learned

3

The majority of publ ished evaluations of ITS appl ications docu ment positive impacts on the transportation system ,

and the assessments provided in th is report reflect th is fact. However, every attempt has been made to incorporate

positive, negative, and neutral fi nd i ngs. A small nu mber of negative fi nd i ngs appear in th is report. For example ,

Section 2.6 docu ments increases in crashes at toll plazas with electronic toll collection, likely due to driver uncertai nty regard i ng plaza con figu ration and the vari ations in the speeds of veh icles within the plazas. Th is report al so

docu ments a few evaluations that fou nd that an ITS implementation did not have an impact on a particu lar measu re of effectiveness, includ i ng two stud ies that fou nd traveler information did not have a significant impact on

th roughput, wh ile it did reduce traveler delay. Mixed resu lts are al so noted in the few instan ces where stud ies have

fou nd both positive and negative impacts in a given area. There is a conti nui ng need for ongoi ng evaluation of ITS,

as ind icated by the large nu mber of appl ication areas within th is report for wh ich there are not enough evaluation

data to make an assessment of the system’s impact on one or more of the relevant performan ce measu res .

Interested readers are en cou raged to check the databases from ti me to ti me for

the latest fi nd i ngs on the benefits and costs of ITS. Th is report is intended to be

a referen ce report; it high l ights impacts, system cost data, and an initi al set of

lessons learned that have been identified by other authors. The interested reader is en cou raged to obtain sou rce docu ments to appreci ate the assu mptions

and constrai nts placed upon interpretation of the reported resu lts. An interactive version of th is report will be available th rough the website in the near

futu re, includ i ng links from sections of the report to relevant portions of the ITS

Benefits, Costs, and Lesson Learned Databases. The databases include more detailed su m maries of the evaluations

cited in th is report as well as links to sou rce docu ments, when available on l i ne .

The ITS JPO website is another valuable resou rce for information on the various appl ications of ITS. The website ,

w w w. its. dot. gov, al so includes links to many of the resou rces high l ighted within th is report, includ i ng an Electronic

Docu ment Library (EDL), wh ich contai ns electronic copies of many of the reports made available by the JPO. The

new ITS Tech nology Overview, bei ng developed as part of the ITS JPO website, will provide on l i ne access to information on ITS integration. The ITS Tech nology Overview will provide an on l i ne defi nition of integration, both

graph ically and in text, for each element in the ITS classification scheme involved with a defi ned integration link.

The ITS Tech nology Overview will al so provide a su m mary of add itional information for each element of the ITS

classification scheme, includ i ng benefits, costs, lessons learned, deployment, and available docu mentation. The ITS

JPO website is bei ng updated and the revised site, includ i ng the ITS Tech nology Overview, will be unveiled in May

2005, coi n cid i ng with the release of th is report. 

This report is intended to be a

reference report. The interested

reader is encouraged to obtain

source documents to appreciate

the assumptions and constraints

placed upon interpretation of

the reported results.
1.0 Introduction

4

For those ITS tech nologies with a well - establ ished track record, the JPO has developed a series of reports that help

decision makers learn about how those ITS solutions can add ress local and regional transportation needs. There

are several different types of reports in the series (many available at the website above), each designed to com municate with target aud ien ces at various level s :

• ITS Benefits Broch u res let experien ced com mu nity leaders and transportation professionals explain in thei r

own words how specific ITS tech nologies have benefited their areas. 

• Cross- Cutti ng Stud ies exami ne various ITS approaches that can be taken to meet a com mu nity’s goals. 

• Case Stud ies provide in-depth coverage of specific approaches taken by com mu nities across the United States .

• Im plementation Gu ides serve as “how to” manuals to assist project staff in the tech nical details of 

i mplementi ng ITS. 

• Tech n ical Reports are easy - to - read excerpts from more detailed evaluation reports. 

Im plementation Gu ides

Case Stud ies

Tech n ical Reports

Cross- Cutti ng Stud ies

ITS Benefits Broch u res

In add ition to the variety of reports developed to assist transportation decision makers, information is available on

how much and what types of ITS deployment have taken place. The ITS Metropol itan Deployment Tracki ng project began in 1996 with the goal of tracki ng the level of ITS deployment and integration in 75 of the nation’s largest

metropol itan areas. The nu mber of metropol itan areas was later increased to 78. In 1997, and again in 1999, 2000,

and 2002, data were collected based on a series of su rveys targeted at 78 of the largest metropol itan areas. Begi n ni ng

in 2002, the metropol itan target areas were expanded to include 30 med iu m - size, high - congestion areas, and 20

tou rist areas. Add itionally, in 2002, a new set of su rveys was lau n ched with the pu rpose of gatheri ng data on

ru ral / statewide ITS deployments targeted at each of the 50 states. In 2004, the metropol itan su rveys of 78 large and

30 med ium metropol itan areas and the statewide / ru ral su rveys in each state were repeated. Resu lts of the data collected for 2004 will be available at the ITS Deployment Tracki ng website, w w w. itsdeployment. its. dot. gov, in early

su m mer 2005. Th is website al so includes data on l i ne and in the form of reports from the earl ier su rveys and provides a view of deployment trends .
2005 Update ITS Benefits, Costs, and Lessons Learned

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1.1 BEN E F ITS DATA BASE GOALS AND OVERV I E W

To expand the understand i ng of ITS benefits, the USDOT has been actively collecti ng information regard i ng the

i mpact of ITS implementations for more than a decade. In support of th is effort, the JPO sponsored the development of the ITS Benefits Database. The database is available to the publ ic at w w w. benefitcost. its. dot. gov. The database contai ns the most recent data collected by the JPO. Its pu rpose is to transmit existi ng knowledge of ITS benefits to transportation professionals. The database al so provides the research com mu nity with information on ITS

areas where fu rther analysis may be requi red .

The Benefits Database website contai ns detailed su m maries of each of the ITS evaluation reports reviewed by the

JPO that meet several acceptan ce criteria (see the “Criteria Docu ment” under the “Available Docu ments” link at

w w w. benefitcost. its. dot. gov). Su m maries on the Web pages provide add itional backgrou nd on the context of the

evaluations, the evaluation methodologies used, and links to the sou rce docu mentation (when available on l i ne). Wh ile the JPO publ ishes su m mary reports such as

th is cu rrent docu ment period ically, the on l i ne database is updated conti nuously, as

reports are reviewed. Docu ments reviewed for inclusion in the database include

the resu lts of federal evaluation projects, as well as papers, jou rnal articles, and

state, local or international evaluation reports identified th rough review of con feren ce proceed i ngs and jou rnals, or submitted th rough the database website. The collection of evaluation reports is

an ongoi ng program, and readers are en cou raged to submit relevant docu ments via the database website .

Table 1.1.1 provides an overview of the information available in the ITS Benefits Database, coveri ng each goal area

for each of the major ITS tech nology appl ication areas. Th is report provides sample fi nd i ngs drawn from the larger

body of data in the database. Table 1.1.1 demonstrates that a significant nu mber of stud ies are accu mu lati ng in a

nu mber of areas, such as arteri al and freeway management systems. However, there is much to be learned in many

areas of ITS implementation. 

The collection of eval uation

reports is an ongoi ng program ,

and readers are encou raged to

su bm it relevant docu ments via

the database website.
1.1 BENEFITS DATABASE GOALS AND OVERVIEW

6

T able 1.1.1 

D ocuments Ava i lable in the ITS Benef i ts Database 

( as of September 30, 2004 )
2005 Update ITS Benefits, Costs, and Lessons Learned

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The on l i ne database al so provides several capabil ities to si mpl ify access to information relevant to a researcher ’s interest. In add ition to the tech nology appl ication classification system used in th is report (see Section 1.4), interested

researchers can access docu ment su m maries classified by project location and the ITS goal areas add ressed in the

evaluations, or search the database for relevant keywords. Figu res 1.1.1 and 1 . 1 . 2 show the distribution of project locations for evaluation stud ies included in the Benefits Database. These capabil ities of the on l i ne database si mpl ify access

to the most recently available data on ITS benefits identified by the JPO. The website al so contai ns a discussion of the

criteria and sou rces used to determi ne whether or not a report shou ld be added to the Benefits Database. 

Figu re 1.1.1

U. S. Map with Distribution of ITS Benefits

Database Entries (as of September 30, 2004)
1.1 BENEFITS DATABASE GOALS AND OVERVIEW

8

Figu re 1.1.2.

World Map with Distribution of ITS Benefits Database Entries

(as of September 30, 2004), not Including the United States
2005 Update ITS Benefits, Costs, and Lessons Learned

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A FEW GOOD MEASU RES

In the spri ng of 1996, the ITS JPO establ ished a set of ITS program goal areas directly related to the ITS strategic

plan .3 3 The goal areas include improvi ng traveler safety, improvi ng traveler mobil ity, improvi ng system efficien cy,

i n creasi ng the productivity of transportation providers, and conservi ng energy wh ile protecti ng the envi ron ment .

The JPO al so identified several measu res of effectiveness to evaluate the performan ce of ITS services in each goal

area. The measu res are known as the “Few Good Measu res” and are intended to enable project managers to gauge

the effects and impacts of ITS.

The USDOT has identified ni ne major initi atives that represent an important step in the conti nui ng evolution of

the ITS program and will contribute to strengtheni ng the role of ITS in transportation safety, mobil ity, productivity, and global con nectivity. Visit w w w. its. dot. gov for more information on these initi atives and their relationsh ip

with the safety, mobil ity, and productivity goals discussed below.

Safety

An expl icit objective of the transportation system is to provide a safe envi ron ment for travel wh ile conti nui ng to strive to improve the performan ce of the system. Although undesi rable, crashes and fatal ities do

occu r. Several ITS services aim to mi ni mize the risk of crash occu rren ce. Th is goal area focuses on reduci ng the nu mber of crashes, and lesseni ng the probabil ity of a fatal ity shou ld a crash occu r. Typical measu res of effectiveness used to quantify safety performan ce include the overall crash rate, fatal ity crash rate, and inju ry crash rate .

Su rrogate measu res are al so used, includ i ng veh icle speeds, speed vari abil ity, or changes in the nu mber of violations

of traffic safety laws .

Mobi l ity

Improvi ng mobil ity by reduci ng delay and travel ti me is a major goal of many ITS components. Measu res

of effectiveness typically used to evaluate mobil ity include the amou nt of delay ti me and the vari abil ity in

travel ti me .

Delay can be measu red in many different ways depend i ng on the type of transportation system bei ng analyzed .

Delay of a system is typically measu red in seconds or mi nutes of delay per veh icle. Al so, delay for users of the system may be measu red in person - hou rs. Delay for freight sh ipments cou ld be measu red in ti me past schedu led

arrival ti me of the sh ipment. Delay can al so be measu red by observi ng the nu mber of stops experien ced by drivers

before and after a project is implemented .

Travel ti me vari abil ity is an ind icator of trip ti me rel i abil ity. It measu res how stable or unpred ictable the trip ti me is

across nu merous trips at different ti mes of day. Th is measu re of effectiveness can be read ily appl ied to intermodal

freight (goods) movement as well as personal travel. Reduci ng the vari abil ity of travel ti me improves the rel i abil ity of

arrival ti me esti mates that travelers or companies use to make plan ni ng and schedu l i ng decisions. By improvi ng operations, improvi ng incident response, and provid i ng information on delays, ITS services can reduce the vari abil ity of

travel ti me in transportation networks. For example, traveler information products can be used in trip plan ni ng to help

re - route com merci al veh icle drivers arou nd congested areas, resu lti ng in less vari abil ity in travel ti me .
1.1 BENEFITS DATABASE GOALS AND OVERVIEW

10

Prod uctivity

ITS implementations can reduce operati ng costs and allow productivity improvements. Some appl ications

may save ti me in completi ng busi ness or regu latory processes, enabl i ng busi nesses to increase their economic efficien cy. For publ ic agen cies, ITS alternatives for transportation improvements may have lower acquisition

costs and life - cycle costs when compared to trad itional transportation improvements. Other ITS appl ications

enable the collection and synthesis of data that can translate into cost savi ngs and performan ce improvements .

Operational efficien cies and cost savi ngs made possible by ITS implementation can help both publ ic and private

entities make the most productive use of their resou rces. The measu res of effectiveness for th is goal area are

i mprovements in efficien cy, effectiveness, or cost savi ngs as a resu lt of implementi ng ITS.

Capacity / Th rough put

Many ITS components seek to opti mize the efficien cy of existi ng facil ities and use of rights - of - way so that

mobil ity and com merce needs can be met wh ile reduci ng the need to construct or expand facil ities. Th is is

accompl ished by increasi ng the effective capacity of the transportation system. Effective capacity is the

“ maxi mum potenti al rate at wh ich persons or veh icles may traverse a link, node, or network under a representative

composite of roadway cond itions ,” includ i ng “weather, incidents, and vari ation in traffic demand patterns .”

3 4

Capacity, as defi ned by the Highway Capacity Manual, is the “maxi mum hou rly rate at wh ich persons or veh icles can

reasonably be expected to traverse a given poi nt or uniform section of a lane or roadway du ri ng a given ti me period

u nder prevail i ng roadway, traffic, and control cond itions .”

3 5 The major differen ce between effective capacity and

capacity is that capacity is generally measu red under typical cond itions for the facil ity, such as good weather and

pavement cond itions, with no incidents affecti ng the system, wh ile effective capacity can vary depend i ng upon these

cond itions and the use of management and operational strategies. Th roughput is defi ned as the nu mber of persons ,

goods, or veh icles traversi ng a roadway section or network per unit ti me. In creases in th roughput are someti mes realizations of increases in effective capacity. Under certain cond itions, it may reflect the maxi mum nu mber of travelers

that can be accom modated by a transportation system. Th roughput is more easily measu red than effective capacity and therefore can be used as a su rrogate measu re when analyzi ng the performan ce of an ITS project .

Customer Satisfaction

Given that many ITS projects and programs are specifically developed to serve the publ ic, it is important

to ensu re that traveler expectations are bei ng met or su rpassed. Customer satisfaction measu res characterize the differen ce between users’ expectations and experien ces in relation to a service or product. The

central question in a customer satisfaction evaluation is, “Does the product del iver sufficient value (or benefits) in

exchange for the customer ’s investment, whether the investment is measu red in money or ti me?” Typical resu lts

reported in evaluati ng the impacts of customer satisfaction with a product or service include product awareness ,

expectations of product benefit (s), product use, response (decision maki ng or behavior change), real ization of benefits, and assessment of value. Although satisfaction is difficu lt to measu re directly, measu res related to satisfaction

can be observed, includ i ng amou nt of travel in various modes, mode choices, and the qual ity of service as well as

the volu me of complai nts and / or compl i ments received by the service provider.
2005 Update ITS Benefits, Costs, and Lessons Learned

11

In add ition to customer satisfaction, it is necessary to evaluate the satisfaction of the transportation system

provider or manager. For example, many ITS projects are implemented to en han ce coord i nation between various

stakeholders in the transportation arena. In such projects, it is important to measu re the satisfaction of the transportation providers to ensu re the best use of limited fu nd i ng. One way to measu re the performan ce of such a project is to su rvey transportation providers before and after a project has been implemented to see if coord i nation was

i mproved. It may al so be possible to bri ng together providers from each of the stakeholder groups to evaluate thei r

satisfaction with the system before and after the implementation of the ITS project .

Energy and Envi ron ment

The air qual ity and energy impacts of ITS services are very important considerations, particu larly for commu nities strivi ng to comply with federal air qual ity standards. In most cases, envi ron mental benefits can

be esti mated on ly th rough the use of model i ng and si mu lation. The problems related to regional measu rement include the small impact of ind ividual projects and large nu mbers of exogenous vari ables, includ i ng weather,

contributions from non mobile sou rces, air pollution drifti ng into an area from other regions, as well as the ti me -

evolvi ng natu re of ozone pollution. Small - scale stud ies generally show positive impacts of ITS on the envi ron ment .

These impacts resu lt from smoother and more efficient flows in the transportation system. However, envi ron mental impacts of travelers reacti ng to large - scale deployment of ITS in the long term are not well understood .

Decreases in emission levels and energy consu mption have been identified as measu res of effectiveness for th is goal

area. Specific measu res of effectiveness for emission levels and fuel use include :

• Emission levels (kilograms or tons of pollutants includ i ng carbon monoxide (CO), oxides of nitrogen (NOx) ,

hyd rocarbons (HC), and volatile organic compou nds) 

• Fuel use (l iters or gallons) 

• Fuel economy (km/L or miles / gal)

2005 Update ITS Benefits, Costs, and Lessons Learned

13

1.2 COSTS DATA BASE GOALS AND OVERV I E W

The ITS JPO al so collects information on ITS costs and mai ntai ns th is information in the ITS Costs Database. 

The database, a companion to the ITS Benefits Database, is available to the publ ic at the same website ,

w w w. benefitcost. its. dot. gov. The database is a central site for ITS cost data and is based on the most recent data

collected by the JPO. Its pu rpose is to make cost data available to publ ic and private organizations. The database al so provides data that the ITS JPO can use for program matic and pol icy decisions and education of ITS

stakeholders .

The costs database contai ns two types of cost information: unit costs and system costs. The differen ce in the two

types of cost data is in the level of aggregation. Unit cost is the cost associ ated with an ind ividual ITS element .

System costs are associ ated with mu ltiple ITS elements and typically represents the total cost of an ITS project or

portion of an ITS project .

The unit costs database (presented in Append ix A) consists of a range of reported costs for a set of ITS elements .

The cost data are organized by “subsystem” and generally follow the structu re of the National ITS Arch itectu re. The

cost esti mates are categorized as capital and operati ng and mai ntenan ce (O&M) costs. Capital costs are the costs

expended for one - ti me, non recu rri ng pu rchases. Operations and mai ntenan ce costs, often referred to as recu rri ng

costs, are the an nual costs incu rred on an ongoi ng basis. Costs are presented in a range to captu re the lows and

h ighs of the cost elements from the different data sou rces. A “Notes” field provides a brief narrative describi ng the

particu lar unit cost element and its components. The cost data are useful in developi ng project cost esti mates du ri ng the plan ni ng process. However, the user is en cou raged to fi nd local / regional data sou rces and cu rrent vendor

data in order to perform a more detailed cost esti mate .

The unit costs database is updated semi an nually—in March and September. Begi n ni ng with the September 30,

2004 update, the dollar year of the cost data is provided for each ITS element. In add ition, unit cost values are adjusted to 2003 year dollars. In formation on indexes used in the adjustments is provided on the website. 

The system costs portion of the database provides examples of systems that have been deployed and includes the

cost of the implementation, in the form of detailed su m maries. Su m maries on the website provide add itional backgrou nd on the context of the ITS project, project cost data, and links to the sou rce

docu mentation (when available). Docu ments reviewed for inclusion in the database include the resu lts of federal evaluation projects, as well as papers, jou rnal

articles, and state, local, or international evaluation reports identified th rough

review of con feren ce proceed i ngs and jou rnals, or th rough electronic submission

via the website. The collection of cost sou rces is an ongoi ng effort, and readers are

en cou raged to submit relevant docu ments and cost data via the website .

The on l i ne database al so provides several capabil ities to si mpl ify access to information relevant to a researcher ’s

i nterest. In add ition to usi ng the classification system used in th is report, interested researchers can access document su m maries classified by project location, or search the database for relevant keywords. Figu re 1.2.1 is a map of

the United States with distribution of system cost examples available in the ITS Costs Database. Although the

majority of costs information in the system costs database is from U. S. deployments, a small nu mber of su m maries

captu re the costs of international deployments .

The collection of cost sou rces

is an ongoi ng effort, and readers are encou raged to su bm it

relevant docu ments and cost

data via the website.
1.2 COSTS DATA BASE GOALS AND OVERV I E W

14

Figu re 1.2.1

U. S. Map with Distribution of ITS System Costs Examples

( Available in the ITS Costs Database as of September 30, 2004) 
2005 Update ITS Benefits, Costs, and Lessons Learned

15

1.3 LESSONS LEAR N ED DATA BASE GOALS AND OVERVIEW 

Lessons Learned Database – Com i ng Soon

The ITS JPO is in the process of developi ng an ITS Lessons Learned Database. Major objectives are :

• Captu re experien ces of stakeholders in their plan ni ng, deployment, operations, mai ntenan ce, and evaluation

of ITS.

• Provide all ITS stakeholders with convenient access to the lessons learned knowledge so that they can make

i n formed decisions in their futu re ITS actions .

The ITS Lessons Learned Database is plan ned to be publ icly available on l i ne in the su m mer of 2005, when it will be

accessible as a resou rce from the ITS JPO website, w w w. its. dot. gov.

What is a Lesson Learned ?

A lesson learned is the knowledge gai ned th rough experien ce or study. It is a

reflection on what was done right, what one wou ld do differently, and how one

cou ld be more effective in the futu re. An ITS stakeholder experien ce of what

worked and what did not work in the procu rement of traffic management 

systems software is a val id cand idate for the lessons learned database. Each 

lesson captu red in the database will be described in a con cise format. A lesson

description will include items such as a lesson title in the form of a recom mendation, a su m mary of major outcomes, context description, and identifyi ng information such as date, location, sou rce, and contact .

The lessons su m marized in th is docu ment place the reader in the position of one who has experien ced either a successful or unsuccessful practice. It then places the reader in the same position of the one who has learned a lesson

and deduces a statement that says, “If I had the opportu nity to tu rn back ti me, th is is a possible ru le that might be

true or helpful to others .” In other words the lesson is worded as a hypothetical action that may or may not be effective if re - tried by others in the present .

The Lessons Learned Database is a relatively new ventu re for USDOT. Consequently, there may be few lessons available in each of the categories listed in Table 1.3.1 below. Th is scarcity of data makes it difficu lt to draw broad conclusions. The lesson contai ned both in the database and in th is docu ment shou ld not be considered as offici al policy or guidan ce from USDOT. Use discretion as to whether or not lessons reported in th is docu ment apply to you r

situation .

Lessons Learned Knowledge Sou rces 

Lessons will be collected pri marily from docu mented knowledge sou rces. ITS case stud ies, best practice compend iu ms, plan ni ng and design reviews, and evaluation stud ies are targeted as key resou rces. The ITS Electronic

Docu ment Library, Transportation Research Board’s Transportation Research In formation Services (TR IS), international transportation literatu re database (e.g., Transport), and con feren ce proceed i ngs are major sou rces of the

docu ments that are cu rrently bei ng reviewed for collection of lessons .

The lessons contai ned both in

the database and in th is document shou ld not be considered

as official pol icy or gu idance

from US DOT.
1.3 LESSONS LEAR N ED DATA BASE GOALS AND OVERVIEW 

16

Lesson Types

ITS lessons will be presented in a nu mber of different categories and topic areas depend i ng upon the intended aud ien ce and topic of interest. Table 1.3.1 provides a list of these classifications .

T able 1.3.1 

L essons Learned Database – Categor i es, Aud i en ce, and Topic Areas

Lesson Categories Major Target Aud ience Lesson Topic Areas

General ITS Program Managers • Management and Partnersh ips

• Plan ni ng

• Design and Deployment

• Procu rement

• Tech nical Integration

• Operations and Mai ntenan ce

• Legal Issues

• Hu man Resou rces

ITS Appl ications Project Managers, 

Plan ners, Designers

• Intell igent In frastructu re

• Intell igent Veh icle

ITS Goal Areas Executives, Researchers ,

Plan ners

• Safety 

• Mobil ity

• Productivity

• Efficien cy (Capacity / Th roughput)

• Energy and Envi ron ment

• Customer Satisfaction

ITS Initi atives Initi ative Program Managers

and Support Teams 

• Integrated Veh icle Based Safety Systems

• Cooperative Intersection Coll ision Avoidan ce

Systems

• Next Generation 911

• Mobil ity Services for All Americans

• Integrated Corridor Management Systems

• Nationwide Su rface Transportation Weather

Observi ng and Forecasti ng System – Clarus 

• Emergen cy Transportation Operations

• Universal Electronic Freight Manifest

• Veh icle In frastructu re Integration (VI I )

• Intell igent Veh icle Initi ative (IVI )

• 511 Traveler In formation

• Wi reless En han ced 911

• Com merci al Veh icle and In formation Systems and

Networks Deployment (CVISN )

• ITS Arch itectu re Consisten cy
2005 Update ITS Benefits, Costs, and Lessons Learned

17

Lessons presented in the General ITS category will be targeted to program managers and provide insights into areas

rangi ng from management and partnersh ips to hu man resou rces. For example, a reader may learn that ensu ri ng

team effort, pol itical champion involvement, and consistent com mu nity outreach th roughout the project is a critical element of any successful implementation of high - occupan cy / toll lanes .

Lessons presented in the ITS appl ications category will be targeted to the project managers, plan ners, and designers responsible for a particu lar ITS appl ication. These ITS appl ications lessons will be categorized accord i ng to the

16 tech nology appl ication areas util ized in the benefits and costs databases. Th is will allow, for example, a designer plan ni ng a new transit management system to search for lessons gathered from the experien ces of others deployi ng si milar appl ications. Other appl ication areas include freeway management systems, arteri al management systems, electronic payment systems, traveler information, coll ision warni ng systems, and driver assistan ce systems .

Lessons presented in the ITS goals area category will be targeted to executives, researchers, and plan ners interested in learni ng more about successful approaches to maxi mizi ng benefits in key ITS goal areas rangi ng from safety

to customer satisfaction .

Where appropri ate, lessons will al so be categorized accord i ng to the USDOT’s ITS Initi atives. Th is categorization

will aid program managers and others supporti ng the initi atives to quickly identify lessons that pertain to their particu lar initi ative. It is expected that any given ind ividual lesson may be appropri ate to one or more different categories, aud ien ces, and topic areas. 

Figu re 1.3.1 shows a schematic illustration of database access flow and the types of lesson information that are bei ng

collected for lessons within each topic area .
1.3 LESSONS LEAR N ED DATA BASE GOALS AND OVERVIEW 

18

Figu re 1.3.1

Lessons Learned Database Access and Output Concept

Accou nt for benefits to each stakeholder to ensu re

successful implementation of integrated ITS.

Execute thorough con figu ration management

from the start of an ITS project .

Topic Area Sam ple Lesson Title

L esson Learned Report

Target aud ien ce

Lesson title

Lesson abstract

Lesson detail

Sou rce information

ITS Lessons Learned Database

H omepage

General

Lessons Appl ications GoalAreas In itiatives
2005 Update ITS Benefits, Costs, and Lessons Learned

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G eneral Lessons

Management and Partnersh i ps

Management and partnersh ips lessons will captu re: outreach and awareness efforts that made stakeholders knowledgeable and accepti ng of ITS; partnersh ips that facil itated collaboration and cooperation

among mu ltiple agen cies in deployi ng ITS; approaches used to manage ITS programs, projects, and operations; and, pol icy decisions that impacted ITS. Examples of target groups for the awareness and outreach efforts

are general publ ic, elected and appoi nted offici als, and tech nical staff. Key partnersh ips of interest include publ ic -

private partnersh ips, and publ ic - publ ic partnersh ips .

Plan n i ng

Plan ni ng lessons will captu re the approaches used to incorporate the consideration of ITS products and

services in the transportation plan ni ng process. These approaches may include the development of a

regional ITS arch itectu re, an ITS strategic plan, a con cept of operations, a traffic analysis tool, or a transportation improvement plan (TIP — metropol itan, statewide) .

Design and Deployment

Design and deployment lessons will captu re the approaches used in the design and completion of an ITS

project, includ i ng the choice of appropri ate ITS tech nologies, use of ITS standards and systems engineeri ng, ITS software development issues, and the construction and implementation tech niques on - site .

Procu rement

Procu rement lessons will captu re the approaches that facil itate the pu rchase of goods and services needed for an ITS project. They may include such items as procu rement of ITS hardware and software and

contracti ng methods .

Tech n ical Integration

Tech nical integration will captu re approaches that facil itated the tech nical con nection of systems operated by different entities and the shari ng of information from these systems. Such integration may occu r

among mu ltiple systems, agen cies, and regions .

Operations and Mai ntenance

Operations and mai ntenan ce (O&M) will captu re approaches that keep the ITS products and services

fu n ctioni ng after a project has been implemented. O&M issues may include allocation of fu nds for O&M,

outsou rci ng of speci al ized O&M services, and electronic and manual inspections that ensu re ITS devices

remain in operati ng cond ition. The operational strategies used to ach ieve high performan ce will al so be covered. 
1.3 LESSONS LEAR N ED DATA BASE GOALS AND OVERVIEW 

20

Legal Issues

Lessons about handl i ng legal issues will captu re the approaches that facil itated resolution of potenti al

d isputes in areas such as liabil ity, intellectual property rights, and privacy. Li abil ity issues may include

approaches that ensu red that the legal responsibil ity for an act or failu re to act within a project is properly assigned. Intellectual property rights lessons may captu re approaches that equitably distributed the patents ,

copyrights, trademarks, and other docu mentation developed within a project among project participants. Privacy

lessons may include tech nical approaches that were used that ensu red the privacy of stakeholders is not violated

and institutional approaches used that convi n ced stakeholders that ITS products and services do not infri nge upon

the privacy of an ind ividual .

Hu man Resou rces

Hu man resou rces lessons will captu re the approaches that ensu red the right nu mber of staff was

assigned to plan, design, deploy, operate, and mai ntain an ITS project and that they had the right skill s

and trai ni ng .

ITS Appl i cat i on Areas - Infrastructure and Veh i cle

The ITS appl ication areas are grouped in two categories — i ntell igent infrastructu re and intell igent veh icle — wh ich

al so form the structu re for discussi ng the benefits and costs of ITS in th is report, as discussed in Section 1.4. Most

general lessons are likely to have been experien ced th rough the plan ni ng and deployment efforts in one or more of

the appl ication areas. In the intell igent infrastructu re category, lessons will be gathered in such areas as arteri al

management, freeway management, incident management, and transit management. In the intell igent veh icle category, lessons collected will fall under coll ision avoidan ce systems, driver assistan ce systems, and coll ision notification systems. 

ITS Program Goal Areas

Lessons will be categorized to reflect the progress bei ng made in advan ci ng the national ITS program goal areas

such as improvi ng safety, mobil ity, and productivity as well as capacity / th roughput, customer satisfaction, energy,

and envi ron ment. These goal areas were previously described in Section 1.1.

US DOT ITS Initiat i ves

The Lessons Learned Database will identify the potenti al linkage of a lesson with the USDOT’s major ITS initi atives

(see Table 1.3.1). The ITS initi atives represent an important step in the conti nui ng evolution of the ITS program and

will contribute to strengtheni ng the role of ITS in transportation safety, mobil ity, productivity, and global con nectivity. Add itional information on these initi atives can be fou nd on the ITS JPO website (w w w. its. dot. gov). The pu rpose of

captu ri ng ITS lessons associ ated with these initi atives is to leverage from the ITS stakeholders’ experien ce in these

areas. Lessons learned by the stakeholders cou ld help guide the plan ni ng and program mi ng efforts for these initi atives .
2005 Update ITS Benefits, Costs, and Lessons Learned

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L esson Samples

Spread th roughout the remai nder of th is report is a sampl i ng of the fi rst few lessons gathered. Presented in short

su m maries, th is sampl i ng represents stakeholders’ experien ce in such general areas as: management and partnersh ips; plan ni ng; design and deployment; tech nical integration; operations and mai ntenan ce; legal issues; hu man

resou rces; and in tech nology appl ication areas such as arteri al management and freeway management .

In compil i ng the database, researchers have observed many lessons that appear

over and over again in mu ltiple referen ce sou rces. To some, these lessons will

appear obvious. Nevertheless, these lessons need to be told to a new generation of

ITS professionals. As Peter F. Drucker on ce observed, “...(t) he obvious is precisely

what needs to be poi nted out— otherwise, it will be overlooked .”

3 1 As noted previously, the Lessons Learned Database is in the process of development, and th is

report presents on ly a sampl i ng of ITS lessons in a su m mary format as an introductory overview. These lessons can

be fou nd at the begi n ni ng of Section 2 and in the sidebars embedded within the benefits / costs discussions in the

subsequent sections. More details of these, as well as new lessons, will be presented in a Lessons Learned Database

website plan ned to be made available to the publ ic in the su m mer of 2005.

“ ... ( t ) he obvious is precisely

what needs to be poi nted

out — otherwise, it wi ll be

overlooked .”

– Peter F. Drucker

2005 Update ITS Benefits, Costs, and Lessons Learned

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1.4 RE P ORT ORGAN I Z ATION

In reporti ng the benefits, costs, and lessons learned in the deployment of ITS, th is

report follows a classification scheme for categorizi ng ITS appl ications. The ITS classification scheme used in th is report groups ITS appl ications into two major components: intell igent infrastructu re and intell igent veh icles. These components are then

d ivided into tech nology appl ication areas. Figu res 1.4.1 th rough 1 . 4 . 3 present an

overview of th is classification scheme. Subsequent sections of th is report provide add itional detail within each

of the major tech nology appl ication areas. 

The classification scheme can not represent all aspects

of ITS. For example, many of the tech nology appl ication

areas can be dependent on or heavily influen ced by

other areas. Th is dependen cy is not well shown in the

classification scheme. Al so note that many ITS tech nology appl ication areas share information and operate in

a cooperative man ner that is difficu lt to captu re in th is format. For example, traveler information systems, especi ally those regional or mu lti modal in natu re, must rely

on su rveillan ce data collected by other ITS appl ications such as freeway, arteri al, and

transit management systems. In add ition, in-veh icle driver assistan ce systems, such

as navigation, can be augmented by a cooperative infrastructu re to provide routi ng

and / or travel ti me information to veh icle systems. Within th is report, in cases of

i ntegrated deployment of more than one appl ication, system cost and impact data

appear under the tech nology appl ication area that the implementation most directly supports .

Sections 2 and 3 begin with a brief description of the ITS classification scheme components, intell igent infrastructu re and intell igent veh icles, respectively. Subsequent

subsections within these two sections include a brief description of each tech nology

appl ication area and specific ITS appl ication area. The benefits and costs data are

presented in tabu lar format based on the classification scheme structu re for each

tech nology appl ication area. Example lessons learned are provided for many of the

tech nology appl ication areas (described in brief sidebars), th roughout Section 2. The

example lessons presented in th is section have broad appl icabil ity across the various

areas of ITS deployment. More comprehensive details of these and add itional lessons

will be presented in the forthcomi ng Lessons Learned Database, plan ned to be available in the su m mer of 2005. Within the benefit and cost tables, impact information

is presented by goal area (e.g., safety, mobil ity, etc.), followed by a listi ng of relevant

u nit cost elements (refer to Append ix A), and con clud i ng with available examples of

system cost data .

T echn ology

A ppl i cat i on Areas

Arterial Management

Systems

Freeway Management

Systems

Transit Management

Systems

Incident Management

Systems

Emergency Management

Systems

Electron ic Payment Systems

Traveler Information

Information Management

Crash Prevention and Safety

Roadway Operations and

Mai ntenance

Road Weather Management

Com mercial Veh icle

Operations

Intermodal Freight

Figure 1.4.2

Classification Scheme for the

Intelligent Infrastructure

I ntell i gent Infrastructure

I ntell i gent 

T ransportat i on

S ystems

Intell igent Infrastructu re

Intell igent Veh icles

Figure 1.4.1

Classification Scheme for ITS

T echn ology

A ppl i cat i on Areas

Coll ision Avoidance Systems

Driver Assistance Systems

Coll ision Notification Systems

Figure 1.4.3

Classification Scheme for

Intelligent Vehicles

I ntell i gent Veh i cles
1.4 RE P ORT ORGAN I Z ATION

24

Figu re 1.4.4 is an excerpt of Table 2.1.1 d iscussi ng the benefits and costs of arteri al management systems; th is portion presents the benefits and costs of ITS appl ications for bicycl ists and pedestri ans. Several pieces of information

are provided in the benefits portion of the data table in each section of th is report. The “Goal Area ,” one of the “Few

Good Measu res” discussed earl ier in Section 1.1, is followed by the “Nu mber of Stud ies” in the database identifyi ng

i mpacts within that goal area for a given appl ication of ITS. The “Impact” rati ng in the th i rd colu mn represents an

assessment of the appl ication’s impact on the performan ce goal area, consideri ng the collection of reports in the

database (a more complete discussion of these rati ngs is provided in Table 1.0.1). Impact rati ngs fall into one of the

six categories defi ned in the Impact Legend below, wh ich is al so repeated in each subsection within Sections 2 and

3 of th is report. Example impacts for each appl ication are included in the fi nal colu mn of the table, drawn from representative stud ies within the database. 

Figure 1.4.4

Excerpt of Table 2.1.1 (describing the benefits and costs

of ITS applications for bicyclists and pedestrians)

“Table title” appears once at the begi n n i ng of each section, 

identifyi ng wh ich ITS appl ications are discussed within the table.

Table 2.1.1

B enef i ts and Costs of Arter i al Management Systems

Table su bhead i ngs identify ITS 

appl ication for wh ich benefits 

and cost information are avai lable.

Benefits segment of table discusses

i m pacts of ITS appl ication .

The NEW bar to the left is

used to identify benefits and

costs information that is new

in this report.

Costs segment of table provides 

i nformation on costs of ITS 

appl ication .

The su bsystems listed refer to

those in Append ix A.

These are exam ple costs of 

i m plemented systems.
2005 Update ITS Benefits, Costs, and Lessons Learned

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Un it Costs Database

The costs portion of the data tables in each section include a listi ng of relevant unit cost subsystems for

the appl ication. The icon to the left identifies appl icable unit cost subsystems in the Costs Database for

the given appl ication area, wh ich can be used to refer to unit cost information in Append ix A. The Costs

Database is regu larly updated, with the most recent data available at w w w. benefitcost. its. dot. gov.

System Cost

Sample system cost information, along with a brief description of the implemented system, follows the

u nit cost information in each data table and is identified by the icon to the left. The pu rpose of presenti ng system cost information is to give the reader an example of systems that have been deployed along

with the costs of each particu lar implementation. The reader is remi nded that the costs presented are taken from

the sou rce docu ments. Project costs are not reported in a standard format; rather cost data reflect the specific ITS

project and vary in detail and content from project to project. Reported costs include: the total cost of the deployment, ITS equipment or component costs, and, less frequently, operations and mai ntenan ce (O&M) costs. The parenthetical date followi ng the system cost information represents the dollar year of the cost data, when known. New

i n formation on system costs is al so added to the on l i ne costs database regu larly. 

Con clud i ng remarks are presented in Section 4. A l ist of referen ces and end notes follows Section 4. Append ix A

contai ns the unit cost data from the Costs Database in table format, as of September 30, 2004. Append ix B contai ns

a su m mary of the data presented in th is report. Th is su m mary tall ies the referen ces docu menti ng ITS benefits and

costs available in the on l i ne database. Append ix C contai ns a listi ng of acronyms and abbrevi ations used th roughout the report .

2005 Update ITS Benefits, Costs, and Lessons Learned

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2.0 BEN E F ITS, COSTS, AND LESSONS LEAR N ED OF 

THE INTELLIGENT INFRASTRU C T U RE

The intell igent infrastructu re consists of a wide variety of appl ications intended to

i mprove the safety and mobil ity of the travel i ng publ ic, wh ile enabl i ng organizations

responsible for provid i ng transportation facil ities and services to do so more efficiently. Sections 2.1 to 2.13 of th is report will discuss specific appl ications within the

13 tech nology appl ication areas that make up the intell igent infrastructu re listed in

Figu re 2.0. ITS can be deployed to improve the operation of both the highway and

publ ic transportation systems. Several appl ications can support critical transportation fu n ctions du ri ng emergen cy situations. Other appl ications facil itate convenient

payment for highway tolls and transit fares. Traveler information programs synthesize information collected by ITS and dissemi nate it to travelers for their benefit in

maki ng travel decisions. In formation management programs help transportation

organizations manage and analyze the flow of data from deployed ITS and use it to

i mprove transportation plan ni ng and operations. Crash prevention and safety appl ications provide a variety of cou ntermeasu res, often location - specific, to add ress

transportation safety con cerns. Road weather management implementations

i mprove the abil ity of the highway transportation system to react to adverse weather cond itions. Several appl ications can improve the daily operation and conti nui ng

mai ntenan ce of the highway system. ITS for com merci al veh icle operations

( ITS / CVO) and intermodal freight appl ications help facil itate the smooth and safe

flow of freight th roughout the cou ntry and at our borders. 

Several metropol itan areas are implementi ng ITS services that are very high ly integrated. Integration is accompl ished by creati ng links between components, systems ,

services, or tech nology appl ication areas. These links are used to share operational

i n formation and allow better use of infrastructu re across ju risd ictional bou ndaries .

One example is shari ng arteri al traffic cond ition information origi nati ng from a traffic signal system with a freeway management system, allowi ng the freeway management system to provide expected travel ti mes on alternate routes du ri ng congested

periods. There are nu merous other ways of integrati ng various implementations of

ITS to ach ieve benefits greater than those of the ind ividual system. The on l i ne

Benefits Database contai ns a section presenti ng the evaluation reports that discuss

i ntegrated systems .

T echn ology

A ppl i cat i on Areas

Arterial Management

Systems

Freeway Management

Systems

Transit Management

Systems

Incident Management

Systems

Emergency Management

Systems

Electron ic Payment Systems

Traveler Information

Information Management

Crash Prevention and Safety

Roadway Operations and

Mai ntenance

Road Weather Management

Com mercial Veh icle

Operations

Intermodal Freight

Figure 2.0

Classification Scheme for the

Intelligent Infrastructure

I ntell i gent Infrastructure
2.0 BEN E F ITS, COSTS, AND LESSONS LEAR N ED OF THE INTELLIGENT INFRASTRU C T U RE

28

For a more complete understand i ng of the integration of ITS components, visit the ITS Tech nology Overview Web

Site available th rough the ITS JPO website (w w w. its. dot. gov, cl ick “ITS Overview”, and follow the link to the ITS

Tech nology Overview Web Site). The ITS Tech nology Overview Web Site provides a description of the types of

i n formation that can be shared between ITS appl ications to enable integrated operation .

Several docu ments have al so been publ ished wh ich discuss the integration of ITS appl ications :

• Metropolitan ITS Integration: A Cross - Cutting Study. FHWA Report (FHWA- OP-02-083), FTA Report (FTATRI-11-02-05). Electronic Docu ment Nu mber 13672. 

• Tracking the Deployment of the Integrated Metropolitan Intelligent Transportation Systems Infrastructure in

the USA: FY2002 Results. FHWA Report. April 2004. (Available at w w w. itsdeployment. its. dot. gov.) 

These docu ments are electronically available on the ITS Electronic Docu ment Library at w w w. its. dot. gov / itsweb /

welcome. htm. 

The USDOT has been actively tracki ng the deployment of ITS appl ications within the United States si n ce 1997. In

order to track progress toward fu l fill ment of deployment goals establ ished by Secretary of the DOT in 1996, the

USDOT ITS JPO developed the metropol itan ITS deployment tracki ng methodology. Th is methodology tracks

deployment of many of the infrastructu re - based ITS appl ications discussed in th is chapter. In formation is gathered

th rough a set of su rveys distributed to the state and local agen cies involved with the various infrastructu re components (such as arteri al management, freeway management, and transit management systems). The su rveys gather information on the extent of deployment of the infrastructu re and on the extent of integration between the

agen cies that operate the infrastructu re. Deployment is measu red usi ng a set of ind icators tied to the major fu n ctions of each component. Integration is measu red by assessi ng the extent to wh ich agen cies share information and

cooperate in operations based on a set of defi ned links between the infrastructu re components .3 6

Information collected during the ongoing series of surveys is available at the deployment tracking website,

www.itsdeployment.its.dot.gov. This website contains updated information on the deployment of many infrastructure-based ITS applications discussed in this chapter.
2005 Update ITS Benefits, Costs, and Lessons Learned

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ITS LESSON SAM P LES

A sample of six general ITS lessons is presented in th is section. Often, an ITS lesson depicts a combi nation of experien ces en compassi ng one or more of the ITS appl ication areas (e.g., arteri al management, freeway management)

as well as nontech nical areas (e.g., hu man resou rce, legal issue). Broadly, these general lessons are classified in the

followi ng topic areas — management and partnersh ips; plan ni ng; design and deployment; procu rement; tech nical

i ntegration; operations and mai ntenan ce; legal issues; and hu man resou rces. The lessons presented below are in a

su m mary format, intended to be a prelude to the efforts cu rrently under way by the ITS JPO to develop a publ icly

accessible ITS Lessons Learned Database. The database is expected to include lessons learned in all major ITS categories previously identified in Table 1.3.1.

1. A Delaware exper i en ce in ITS plann i n g37

Lesson Learned – Incl ude ITS in long - range plans.

“Wi n ni ng buy-in as part of the department’s long - range plans is often easier in the long run than

wi n ni ng ongoi ng battles for approval for each project ,” noted a 2004 evaluation of the Delaware

Department of Transportation’s (Del DOT) statewide ITS program, Del Trac .

Del Trac was an integral part of the 2002 Statewide Long - Range Transportation Plan. Because the long - range plans

at Del DOT called for rad io broadcast of traveler information, Del DOT was able to take advantage of the available

rad io license to develop its traveler information services when a pri mary rad io license became available in 2000, well

before the Del Trac ITS infrastructu re was actually in place to provide real - ti me traffic information .

The Del Trac evaluation provided a nu mber of suggestions for inclusion of ITS in the department’s long - range plan :

• In clude ITS projects in the department’s long - range plan in order to receive more stable and pred ictable

fu nd i ng .

• State the expected transportation benefits of an ITS project to increase its potenti al for inclusion in the

long - range plan .

• High l ight ITS integration opportu nities with other transportation projects to obtain support for ITS across

d ivisions within the department .

• Gain management buy-in to the benefits of ITS in order to include ITS in the long - range plan .

• Take advantage of cost - effective deployment choices on ce ITS projects are in the long - range plan. For example, in Delaware, the long - range plan for ITS called for con necti ng many miles of road to a com mon telecommu nication backbone. Actual installation of segments of th is backbone was then linked, whenever possible ,

to existi ng build i ngs or mai ntenan ce projects, resu lti ng in much more cost - effective fiber installation .
2.0 BEN E F ITS, COSTS, AND LESSONS LEAR N ED OF THE INTELLIGENT INFRASTRU C T U RE

30

2. A Utah exper i en ce in techn i cal integrat i on

30

Lesson Learned – Execute thorough configu ration management from the start of an ITS project.

The Utah Department of Transportation’s (UDOT) Salt Lake City ITS deployment, known as

CommuterLink, is among the most comprehensive ITS operations in the nation. All ITS enabled

functions and services are integrated, controlled, and monitored at the Traffic Operations

Center (TOC). 

In 2002, UDOT executed a series of case study evaluations that assessed the components of the Com muter Li n k

deployment. High l ights of the lessons learned regard i ng tech nical integration of systems included :

• Execute thorough con figu ration management from the start of an ITS project .

• Be aware that “off - the - shel f” software comes with its own set of bugs, software licenses, languages, and

i nterdependen cies .

• Develop a preferred integration and software support approach for the agen cy and requi re the contractor

to support that approach .

Mai ntai ni ng accu rate information about the cu rrent con figu ration was a challenge du ri ng the Com muter Li n k

deployment. On a frequent basis, the contractor wou ld add components and integrate new capabil ities to the traffic operations center. There were al so frequent changes in the com mu nications chan nels as new backbone commu nications came on l i ne. A con figu ration management approach shou ld have been in place from the start that

identified the nami ng conventions, interfaces, and requi red protocol s .

3. Nat i onal exper i en ce in des i gn and deployment with ITS standards38

Lesson Learned – Call out specific standards from the NTCIP group when procu ri ng standardsbased DMS.

The lessons cited were drawn from the experien ce of ni ne agen cies that were among the fi rst to

use Dynamic Message Sign (DMS) built to the National Transportation Com mu nications for ITS

Protocol (NTCIP) specification. NTCIP is a group of ITS standards. ITS standards allow systems to talk to one

another by supporti ng standard information exchange. Standards are designed to promote interchangeabil ity and

i nteroperabil ity. DMS was one of the fi rst systems to use elements of NTCIP and prove that the standard works. 

The followi ng are high l ights of the lessons that past implementers offer on NTCIP- based DMS :

• Use NTCIP standards to enable the procu ri ng agen cy to select from a larger pool of DMS vendors and

avoid usi ng proprietary software .

• Ask for and verify DMS vendor referen ces, NTCIP specifications, and ti me to install .

• To reduce deployment risks, util ize vendors who have al ready (successfu lly) installed NTCIP- based DMS. 

• When developi ng the Request for Proposals (RFP), specify more than just NTCIP compl i an ce; call out the

exact standards from the NTCIP group, and be specific about com mu nications plan ned for the DMS and

data exchange rates .

It is al so reported that the lowest price is not always the best solution, and that incorporati ng standards into ITS

design and deployment is an investment in the futu re .
2005 Update ITS Benefits, Costs, and Lessons Learned

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4. A lesson in integrated ITS transit management and partnersh i ps

39

Lesson Learned – Accou nt for benefits to each stakeholder to ensu re successful implementation of

i ntegrated ITS. 

An independent cross - cutti ng study looked into six ITS transit field operational tests to learn what

made them successful or not. These field tests included: Smar Trip® (Wash i ngton, D.C.), Smart Card

(C h icago, IL), Translink (San Fran cisco Bay Area, CA), Go Ventu ra (Ventu ra Cou nty, CA), Automated Dispatch i ng

( Santa Clara, CA), and Smart Shuttle (San Gabriel Valley, CA). The study included several lessons on the implementation of integrated ITS transit involvi ng mu ltiple organizations :

• Perform basic feasibil ity checks in plan ni ng that ask: “Will ITS solve the problem?” “Is it the best solution ? ”

• Develop clear goals and objectives that are agreed to by all parties, and verify that the tech nology solution

is consistent with objectives .

• Implement formal institutional arrangements that provide for appropri ate allocation of responsibil ity 

and risk .

• Provide for incremental deployment of tech nology to mi ni mize the bu rden on participants; avoid potenti al

costly mistakes; and allow learni ng du ri ng deployment. 

• Presu me the requi red ITS knowledge and skill levels may not exist within all participati ng organizations. 

• Reflect the benefits of integration to all participants in the institutional agreements. 

More details of these and add itional lessons will be presented in a website plan ned to be available publ icly in the

su m mer of 2005.
32
2005 Update ITS Benefits, Costs, and Lessons Learned

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2.1 Arter i al Management Systems

Arteri al management systems manage traffic along arteri al roadways, employi ng

traffic detectors, traffic signals, and various means of com mu nicati ng information to

travelers. These systems make use of information collected by traffic su rveillan ce

devices to smooth the flow of traffic along travel corridors. They al so dissemi nate

i mportant information about travel cond itions to travelers via tech nologies such as

dynamic message signs (DMS) or highway advisory rad io (HAR ) .

Figu re 2.1.1, showi ng a portion of the ITS classification

scheme, lists the variety of systems that may be employed as

part of arterial management systems. Many of the services

possible through arterial management systems are enabled

by traffic surveillance technologies, such as sensors or cameras monitoring traffic flow. These same sensors may also be

used to monitor critical transportation infrastructure for

security purposes.

Traffic signal control systems add ress a nu mber of objectives, pri marily improvi ng

traffic flow and safety. Transit signal priority systems can ease the travel of buses or

l ight - rail veh icles travel i ng arteri al corridors and improve on - ti me performan ce .

Signal preemption for emergen cy veh icles en han ces the safety of emergen cy responders, reduci ng the likel ihood of crashes wh ile improvi ng response ti mes. Adaptive

signal control systems coord i nate control of traffic signals, across metropol itan

areas, adjusti ng the lengths of signal phases based on prevail i ng traffic cond itions .

Advan ced signal systems include coord i nated signal operations across neighbori ng

ju risd ictions, as well as central ized control of traffic signals, wh ich may include some

necessary tech nologies for the later development of adaptive signal control .

Pedestri an detectors, speci al ized signal heads, and bicycle - actuated signals can

i mprove the safety of all road users at signal ized intersections. Arteri al management

systems can al so apply unique operati ng schemes for traffic signals, portable or dedicated dynamic message signs, and other ITS components to smooth traffic flow

du ri ng speci al events .

A variety of tech niques are available to manage the travel lanes available on arteri al

roadways, and ITS appl ications can support many of these strategies. Examples

i n clude dynamic posti ng of high - occupan cy veh icle (HOV) restrictions and the use

of reversible flow lanes, allowi ng more lanes of travel in the peak direction of travel

du ri ng rush hou rs. Parki ng management systems, most com mon ly deployed in

Su rvei llance

Traffic

Infrastructu re

Traffic Control

Transit Signal Priority

Emergency Veh icle 

Preem ption

Adaptive Signal Control

Advanced Signal Systems

Variable Speed Li m its

Bicycle and Pedestrian

Special Events

Lane Management

HOV Faci l ities

Reversi ble Flow Lanes

Prici ng

Lane Control

Variable Speed Li m its

Emergency Evacuation

Parki ng Management

Data Collection

Information Dissem i nation

Information Dissem i nation

D ynam ic Message Signs 

( D M S )

In-Veh icle Systems (IVS)

Highway Advisory Rad io 

( HAR )

Enforcement

Speed Enforcement

Stop / Y ield Enforcement

A rter i al 

M anagement 

S ystems

Figure 2.1.1

Classification Scheme for

Arterial Management Systems

I ntell i gent Infrastructure
2.1 Arter i al Management Systems

34

u rban centers or at modal transfer poi nts such as ai rports, monitor the availabil ity of

parki ng and dissemi nate the information to drivers, reduci ng traveler frustration and

congestion associ ated with search i ng for parki ng. Organizations operati ng ITS can

share information collected by arteri al management systems with road users

th rough tech nologies within the arteri al network, such as dynamic message signs or

h ighway advisory rad io. Arteri al management systems may al so include automated

en forcement programs that increase compl i an ce with speed limits, traffic signal s ,

and other traffic control devices .

Shari ng information with other components of the ITS infrastructu re can al so have

a positive impact on the operation of the transportation system. Examples include

coord i nati ng operations with a freeway management system or provid i ng arteri al

i n formation to a traveler information system coveri ng mu ltiple roadway and publ ic

transit facil ities .

Table 2.1.1 provides information on the benefits and costs of arteri al management

systems. An assessment of the impact of these systems is ind icated by usi ng the

symbols in the Impact Legend at the bottom of each page. 
2005 Update ITS Benefits, Costs, and Lessons Learned

35

Roadside Telecom mu nication subsystem See Append ix A

Roadside Detection subsystem

Transportation Management Center subsystem

The Utah Advan ced Transportation Management System Cameras and 

( ATMS) includes more than 230 cameras to observe incidents i nstallation cost: 

and congested areas. Camera coverage is pri marily on freeways $8.4 mill ion

and grade - separated facil ities; however, there are some deploy -

ments at key intersections on su rface streets. The capital cost An nual operati ng 

of the cameras includes the cameras and installation. The cost for cameras: 

l ifeti me of the cameras is 10 years .3 $ 7 5 , 6 0 0

In April 2001, the city of Colorado Spri ngs, Colorado, began Average cost per 

the process of replaci ng in-pavement loops with video detec - i ntersection: 

tion at 420 intersections. Separate contracts were let for $ 1 3 , 0 0 0

equipment and installation. The equipment included a two - year 

warranty and free upgrades. (Fi ne - tu ni ng of the cameras was Total project cost :

performed by city crews.) The cost per intersection varied $5.6 mill ion 

based on the type of intersection (mast arm, span wi re), 

nu mber of cameras (one to eight), and add itional work 

(l ighti ng). The average cost per intersection does not include 

city crew staff ti me, but does include the cost of a custom - built 

video van, an add itional bucket truck, and various test 

equipment. The relatively low cost per intersection is due in part 

to the large nu mber of intersections involved in the project .4 0

Supporti ng role, no benefits information. 

Su rvei llance

Benefits

Costs

System Cost

Table 2.1.1

B enef i ts and Costs of Arter i al Management Systems

Un it Costs

Database

System Cost

Lessons

Learned

Consider video 

detectors as an 

alternative to loops. 

4 0

The city of Colorado Spri ngs

experience in design and

deployment

Colorado Spri ngs, Colorado,

has one of the largest video

based arterial traffic detection systems in the Un ited

States. The city’s signal system

i ncl udes 420 actuated or

sem i - actuated signals that

requ i red 10,000 loop detectors. The an n ual loop fai l u re

rate was 20%; 2,000 out of

10,000. After an eval uation of

avai lable tech nologies in

2001, the city replaced the

loop detectors with video

detectors to en hance detection capabi l ities and red uce

mai ntenance costs. Colorado

Spri ngs also uti l ized innovative contracti ng mechan isms

to procu re and install the

video detection system. 
36

Goal Area # of Stud ies Im pact Exam ple

1 5 + + Experien ce in 11 cities in the U. S. and abroad show 2–20% to

20% improvement in bus travel ti me .12, 41, 42, 43, 44, 45, 46 Several stud -

ies show significant reduction in travel ti me vari abil ity, with a 

correspond i ng improvement in on - ti me performan ce .

2 + On a Toronto, Canada, light - rail transit line, signal priority

allowed same level of service with less roll i ng stock .4 7

2 + Si mu lation of a hypothetical transit signal priority system 

along a heavily traveled corridor in Arl i ngton Cou nty, Vi rgi nia, 

fou nd a 2–3% reduction in fuel consu med by buses across a 

nu mber of priority scenarios .4 2

Roadside Telecom mu nications subsystem See Append ix A

Roadside Control subsystem

Transit Management Center subsystem

Transit Veh icle On - Board subsystem

Transportation Management Center subsystem

A bus rapid transit (BRT) system was deployed to en han ce Transit signal

bus operations and improve customer service in the Greater priority system: 

Van couver area of British Colu mbia, Canada. In August 2001, $ 1 . 6 M (CAD) 

BRT route #98 B-Li ne was introduced to con nect the city of ( 2 0 0 1 )

Rich mond with Van couver. The BRT service includes several 

ITS components, includ i ng automated veh icle location (AVL) 

tech nology, transit signal priority systems, on - board voice and 

d igital an nou n cements of next stop information, and real - ti me 

bus arrival ti me information usi ng digital cou ntdown signs at 

bus stops .4 8

The Los Angeles DOT (LADOT) implemented a $10 mill ion bus Total project cost: 

signal priority demonstration project along two corridors $10 Mi ll ion

(Ventu ra Bou levard and the Santa Monica - Beverly Hill s -

Montebello route) in the City of Los Angeles, Cal ifornia. The initi al Average cost :

deployment began in Ju ne 2000. The system consists of 331 loop $ 1 3 , 5 0 0 per signal -

detectors, 210 intersections equipped with automatic veh icle ized intersection

identification (AVI) sensors at the controller cabi net, and 150 ( 2 0 0 0 )

transponder- equipped buses. Loop detection tech nology is used 

to detect the presen ce of a bus approach i ng the intersection. The Transponder cost: 

bus identification is detected by the AVI sensor and sent to the Approxi mately

transit management computer located at the LADOT transpor- $ 7 5 per bus (2000)

tation management center. The system checks the bus' schedu le 

and headway to determi ne if it is early or on ti me. If the bus is be -

h i nd schedu le, one of four types of priority modes is granted .46,49 

The cost of transit signal priority systems varies based on Cost range: 

many factors such as system design and fu n ctional ity and $ 8 , 0 0 0 – $ 3 5 , 0 0 0

type of equipment. Based on information reported in a per intersection

recent ITS America report, the per- i ntersection cost of a 

transit priority system covers a wide range .5 0

System Cost

System Cost

System Cost

Benefits

Costs

Mobi l ity

Prod uctivity

Energy /

Envi ron ment

Un it Costs

Database

Traffic Control: Transit Signal Priority 

2.1 Arter i al Management Systems

Lessons

Learned

The critical system design and

deployment lessons learned

i ncl ude :

• Establ ish camera locations by a field trip to

visual ize what the camera

wi ll see.

• Never have the horizon in

the pictu re or other large

reflective su rfaces.

• Instead of shooti ng across

many lanes, install add itional cameras to el i m inate occl usion .

Si nce the video detection

i nstallation, there has been a

sign ificant red uction in service needs com pared to loops.

The total project, incl ud i ng

the 420 intersections, cost

approxi mately $5,600,000.

Conti n ued from page 35
2005 Update ITS Benefits, Costs, and Lessons Learned

37

Roadside Telecom mu nications subsystem See Append ix A

Roadside Control subsystem

Emergen cy Response Center subsystem

Emergen cy Veh icle On - Board subsystem

Transportation Management Center subsystem

Several intersections in British Colu mbia, Canada, were Cost: $ 4 , 0 0 0 per

equipped for emergen cy veh icle preemption. The si ren of an i ntersection (can 

emergen cy veh icle is detected and initi ates a green signal be less if mu ltiple

for the on comi ng veh icle. Pedestri an crossi ng signals are i ntersections are

switched to DON’T WA LK. A visual verification system equipped )

(set of blue and wh ite lights) ind icates that the intersection 

is controlled by an emergen cy veh icle preemption system 

and when the system has been activated .5 3

Goal Area # of Stud ies Im pact Exam ple

3 + + A study in Houston, Texas, fou nd signal preemption reduced 

average emergen cy veh icle response ti mes by 16% in one fi re 

d istrict, 23% in another.5 1 A si mu lation study in the Vi rgi ni a

subu rbs of Wash i ngton, D.C., fou nd emergen cy veh icle preemption caused mi ni mal increases in average travel ti mes

(2.4%) for all traffic .5 2

Benefits

Costs

System Cost

Un it Costs

Database

Traffic Control: Emergency Veh icle Preem ption

Mobi l ity
38

Roadside Telecom mu nications subsystem See Append ix A

Roadside Detection subsystem

Roadside Control subsystem

Transportation Management Center subsystem

Arl i ngton Cou nty, Vi rgi nia, Department of Publ ic Works, Total project cost :

Traffic Engi neeri ng Division, recently brought 65 intersections $ 2 . 4 3 mill ion

(expandable to 235) under an adaptive signal control system. ( 2 0 0 1 )

The cost included software, hardware, roadside equipment, 

cabl i ng, mobil ization and mai ntenan ce of traffic, installation, 

trai ni ng, mai ntenan ce and test equipment, and system 

docu mentation .5 9

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 8 + + Stud ies from six cities in Canada, Brazil, Spain, and Scotland

i nd icated delay reductions from 5–42% after installation

of adaptive signal control .54, 55, 56, 57, 58 

1 + A study of the integrated deployment of freeway ramp meter

i ng and adaptive signal control on adjacent arteri al routes in 

Glasgow, Scotland, fou nd a 20% increase in veh icle th rough

put on the arteri als and a 6% increase on freeways. Arteri al 

traffic increased 13% after implementation of ramp meteri ng 

and an add itional 7% with the initi ation of adaptive signal 

control .5 8

3 + Adaptive signal control in Toronto, Canada, has yielded 

emission reductions of 3–6% and fuel savi ngs of 4–7%.5 7

Benefits

Mobi l ity

Energy /

Envi ron ment

Traffic Control: Adaptive Signal Control

Capacity /

Th rough put

2.1 Arter i al Management Systems
2005 Update ITS Benefits, Costs, and Lessons Learned

39

Goal Area # of Stud ies Im pact Exam ple

3 + Signal coord i nation along a Phoenix, Arizona, corridor 

resu lted in a 6.7% reduction in crash risk, calcu lated based 

on improved travel speeds and a reduction in the average 

nu mber of stops .6 0

1 6 + + Signal coord i nation at 145 intersections in Syracuse, New 

York, reduced the total delay experien ced by veh icles du ri ng 

the a.m.-peak, mid - day, and p.m.-peak periods by 14–19%.1

1 ? A si mu lation study of re - ti med traffic signals along two major

arteri als north of Seattle, Wash i ngton, fou nd a 7.0% an nual

ized reduction in veh icle delay, accompanied by a 0.2% 

i n crease in veh icles travel i ng the corridor. 6 1

3 + Assigni ng a monetary value to reductions in delay, fuel use, 

and emissions ach ieved du ri ng a $4.7 mill ion dollar upgrade 

of the Rich mond, Vi rgi nia, signal system yielded benefits of 

$4.2 million annually. 62

9 + Model i ng stud ies of coord i nated signal control in five 

U. S. local ities fou nd reductions in fuel use rangi ng from no

significant change in Seattle, Wash i ngton, to a 13% decl i ne 

in Syracuse, New York.1, 60, 61, 62, 63 

Benefits

Mobi l ity

Safety

Prod uctivity

Energy /

Envi ron ment

Traffic Control: Advanced Signal Systems

Capacity /

Th rough put

Roadside Telecom mu nications subsystem See Append ix A

Roadside Detection subsystem

Roadside Control subsystem

Transportation Management Center subsystem

To improve air qual ity in downtown Syracuse and Onondaga Total project Cost: 

Cou nty, the New York State Department of Transportation $ 8 , 3 1 6 , 0 0 0

( NYSDOT) installed a computerized traffic signal system 

and opti mized the signal ti mi ng of 145 intersections .1

The Utah Advan ced Transportation Management System Signal com mu ni -

( ATMS) includes a coord i nated signal system. More than 600 cation capabil ity: 

of the 900 signals in the Salt Lake Valley are con nected to the $2.2 mill ion 

traffic operations center (TOC). With the installation of the 

com mu nication system and central traffic control system, An nual mai n -

monitori ng and adjusti ng the signal system is performed at tenan ce cost :

the TOC rather than by site visit. Cu rrently, more than 50 $ 1 5 , 0 0 0

coord i nated corridors have been implemented by Utah DOT. 

The cost of the signal system includes on ly the com mu nication 

capabil ity. The signals were al ready in place prior to the ATMS 

i mplementation .3

Costs

System Cost

System Cost

Un it Costs

Database
40

Roadside Telecom mu nications subsystem See Append ix A

Roadside Detection subsystem

Roadside In formation subsystem

A downtown Bou lder, Colorado, intersection has been Project cost :

equipped with a series of four flash i ng in-pavement lights $ 8 , 0 0 0 - $ 1 6 , 0 0 0

per lane. Th is high pedestri an - volu me intersection is al so 

equipped with two flash i ng pedestri an signs. The lights 

and signs are activated manually. Project cost includes 

equipment and installation costs .5 3

Goal Area # of Stud ies Im pact Exam ple

1 + Automatic pedestri an detection systems deployed at four 

i ntersection crosswal ks in th ree U. S. cities resu lted in a 24% 

i n crease in the nu mber of pedestri ans who began crossi ng 

du ri ng the WA LK signal, and an 81% decrease in the nu mber 

of pedestri ans who began crossi ng du ri ng the steady DON’T 

WA LK signal .6 4

Benefits

Costs

System Cost

Un it Costs

Database

Traffic Control: Bicycle and Pedestrian

Safety

Roadside Telecom mu nications subsystem See Append ix A

Roadside Detection subsystem

Roadside Control subsystem

Roadside In formation subsystem

Transportation Management Center subsystem

The Utah ATMS includes a coord i nated signal system. More Signal com mu ni -

than 600 of the 900 signals in the Salt Lake Valley are con nected cation capabil ity: 

to the TOC. With the installation of the com mu nication system $2.2 mill ion

and central traffic control system, monitori ng and adjusti ng 

the signal system for speci al events is performed at the TOC. An nual mai nte -

The cost of the signal system includes on ly the com mu nication nan ce cost: 

capabil ity. The signals were al ready in place prior to the ATMS $ 1 5 , 0 0 0

i mplementation .3

No data to report .

Benefits

Costs

System Cost

Un it Costs

Database

Traffic Control: Special Events

2.1 Arter i al Management Systems
2005 Update ITS Benefits, Costs, and Lessons Learned

41

Roadside Telecom mu nications subsystem See Append ix A

Roadside In formation subsystem

Parki ng Management subsystem

Transportation Management Center subsystem

The Seattle Center Advan ced Parki ng In formation System in Project cost: 

Seattle, Wash i ngton, provides information and routi ng $ 9 2 5 , 2 6 5 (1998) 

d i rections to th ree major parki ng centers via vari able message 

signs. Th is information is al so available via the Internet, phone , An nual O&M cost: 

and pagers to travelers prior to leavi ng for an event as well as $ 5 0 , 5 2 3 (1998) 

travelers en route. Detection tech nology is used to monitor 

parking availability.5

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 ? Experien ce with parki ng management systems in Eu rope

i nd icates a 25% reduction in downtown traffic volu mes related

to the search for parki ng .6 5

Benefits

Capacity /

Th rough put

Parki ng Management

Information Dissem i nation: Dynam ic Message Signs

Roadside Telecom mu nications subsystem See Append ix A

Roadside In formation subsystem

Transportation Management Center subsystem

The Utah DOT operates and mai ntai ns more than 69 perma - Cost of VMS: 

nently mou nted vari able message signs (VMS) on freeways and $15.25 mill ion

su rface streets as part of the Utah Advan ced Transportation 

Management System. Portable message signs are al so used An nual VMS 

along roadsides where there is no permanent VMS. The operati ng cost: 

an nual operati ng cost is based on power consu mption $ 2 1 , 9 6 0

(electricity) .3

No data to report (for appl ications on arteri al s) .

Benefits

Costs

Un it Costs

Database

System Cost
42

Veh icle On - Board subsystem See Append ix A

No data to report .

No data to report .

Benefits

Costs

Un it Costs

Database

System Cost

Information Dissem i nation: In -Veh icle Systems (IVS)

Information Dissem i nation: Highway Advisory Rad io

No data to report .

Benefits

Roadside Telecom mu nications susbsystem See Append ix A

Roadside In formation subsystem

No data to report (for appl ications on arteri al s) .

Costs

Un it Costs

Database

System Cost

2.1 Arter i al Management Systems
2005 Update ITS Benefits, Costs, and Lessons Learned

43

Goal Area # of Stud ies Im pact Exam ple

5 + A 1999 Institute of Transportation Engi neers (ITE) synthesis 

study on automated en forcement lists two U. S. cities with 

automated speed limit en forcement programs, with docu -

mented crash reductions of 40% in Parad ise Valley, Arizona, 

and 51% in National City, Cal iforni a .6 6

1 + Fifteen months after extensive deployment of automated 

speed en forcement cameras in Great Britain, a nationwide 

su rvey fou nd 70% of those su rveyed thought that well - placed 

cameras were a useful way of reduci ng accidents and savi ng 

l ives, wh ile 21% thought that speed cameras were an infri nge -

ment of civil liberties .6 7

Benefits

Safety

Enforcement: Speed Enforcement

Roadside Telecom mu nications subsystem See Append ix A

Roadside Detection subsystem

Roadside In formation subsystem

In April 2000, a cost recovery system for speed and red - l ight Fi rst year cost: 

cameras was introduced in eight pilot areas in England, Wales, £ 2 0 4 , 3 3 0

and Scotland. In Strathclyde, 28 fixed camera sites were 

establ ished in mostly 30 mph zones. The costs associ ated with Second year cost: 

camera en forcement and processi ng of fixed penalty notices £ 7 4 0 , 8 9 6

were collected for the fi rst two years. Costs increased for year 

two, wh ich may be due in part to not all of the sites bei ng

fu lly operational du ri ng the fi rst year. In the second half of year 

two, the nu mber of fixed penalties paid began to plateau, 

wh ich may be due to increased compl i an ce. In terms of

en forcement history, the Strathclyde partnersh ip was one 

of the more experien ced .6 7

Costs

System Cost

Un it Costs

Database

Customer

Satisfaction
44

Roadside Telecom mu nications subsystem See Append ix A

Roadside Detection subsystem

Red light en forcement cameras have been implemented in Costs per 

nu merous cities th roughout the U. S. The cost of equippi ng i ntersection :

an intersection for red light en forcement depends on the $ 6 7 , 0 0 0 - $ 8 0 , 0 0 0

geometry of the intersection and the nu mber of lanes 

monitored. Typical implementation costs include camera, 

poles, loops, wi res, and installation. The cost range 

represents the costs incu rred per intersection for the city of 

Jackson, Mich igan, (low - end) and the City of San Fran cisco, 

Cal ifornia, (h igh - end ) .6 9

In April 2000, a cost recovery system for speed and red - l ight Fi rst year cost: 

cameras was introduced in eight pilot areas in England, Wales , £ 6 2 2 , 3 7 1

and Scotland. In Notti ngham, two digital camera sites were 

i mplemented on its ri ng road. Mobile en forcement al so took Second year cost: 

place at seven mobile sites and 19 red - l ight sites. Most £ 7 7 8 , 5 3 6

en forcement took place in 30 mph zones. The costs associ ated

with camera en forcement and processi ng of fixed penalty 

notices were collected for the fi rst two years. Costs increased 

for year two, wh ich may be due in part to not all of the sites 

bei ng fu lly operational du ri ng the fi rst year. In the second half 

of year two, the nu mber of fixed penalties paid began to 

plateau wh ich may be due to increased compl i an ce. The 

Notti ngham partnersh ip had comparatively less experien ce 

of camera en forcement .6 7

Costs

System Cost

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 2 ? Red light camera programs have resu lted in reported 

violation reductions rangi ng from 20–75%; fi nd i ngs on 

crash impacts have been incon clusive .6 8

2 + + Publ ic opi nion su rveys ind icated 60–80% support for red 

l ight camera programs .6 8

Benefits

Safety

Customer

Satisfaction

Enforcement: Stop / Y ield Enforcement

2.1 Arter i al Management Systems
2005 Update ITS Benefits, Costs, and Lessons Learned

45

2.2 Freeway Management Systems

There are six major ITS fu n ctions that make

up freeway management systems, as shown

in Figu re 2.2.1. Traffic su rveillan ce systems

use detectors and video equipment to support the most advan ced freeway management appl ications. These sensors can al so

be used to monitor critical transportation

i n frastructu re for secu rity pu rposes. Traffic

control measu res on freeway entran ce

ramps, such as ramp meters, can use sensor data to opti mize freeway travel speeds

and ramp meter wait ti mes. Lane management appl ications can promote the most

effective use of available capacity on freeways and en cou rage the use of high - occupan cy com mute modes. Speci al event transportation management systems can help

control the impact of congestion at stad iu ms or convention centers. In areas with

frequent events, large changeable desti nation signs or other lane control equipment

can be installed. In areas with occasional or one - ti me events, portable equipment can

help smooth traffic flow. Advan ced com mu nications have improved the dissemi nation of information to the travel i ng publ ic. Motorists are now able to receive relevant

i n formation on location - specific traffic cond itions in a nu mber of ways, includ i ng

dynamic message signs (DMS), highway advisory rad io (HAR), in-veh icle signi ng, or

speci al ized information transmitted to ind ividual veh icles. Other methods of providi ng traveler information, includ i ng those coveri ng mu ltiple modes or travel corridors ,

are discussed in Section 2.7–Traveler Information. Automated systems en forci ng

speed limits and aggressive drivi ng laws can lead to safety benefits .

Table 2.1.1 provides information on the benefits and costs of freeway management

systems. An assessment of the impact of these systems is indicated by using the

symbols in the Impact Legend at the bottom of each page. 

Su rvei llance

Traffic

Infrastructu re

Ramp Control

Ramp Meteri ng

Ramp Closu res

Priority Access

Lane Management

HOV Faci l ities

Reversi ble Flow Lanes

Prici ng

Lane Control

Variable Speed Li m its

Emergency Evacuation

Special Event Trans. Mgmt.

Occasional Events

Frequent Events

Other Events

Tem porary TM C s

Information Dissem i nation

D ynam ic Message Signs 

( D M S )

In-Veh icle Systems (IVS)

Highway Advisory Rad io 

( HAR )

Enforcement

Speed Enforcement

High Occu pancy Veh icles

( HOV)

Ramp Meter Enforcement

F reeway 

M anagement 

S ystems

Figure 2.2.1

Classification Scheme for

Freeway Management

Systems

I ntell i gent Infrastructure
46

2.2 Freeway Management Systems

Roadside Telecom mu nications subsystem See Append ix A

Roadside Detection subsystem

Transportation Management Center subsystem

The Florida Department of Transportation (FDOT), ITS Camera site, 

Division, exami ned the design factors for closed - ci rcuit i niti al costs: 

television (CCTV) video camera sites and how the design and $ 1 6 , 5 5 0 – $ 2 7 , 5 5 0

mai ntenan ce issues impact the life - cycle costs. FDOT reviewed 

stud ies on th is subject and collected information from si milar Camera system, 

projects in other states. Pole height and effect on camera l ife cycle costs: 

system performan ce, site placement and spaci ng, coverage $ 4 0 3 , 6 5 0 – $ 8 3 5 , 0 0 0

area, envi ron mental impacts, and use of camera - loweri ng 

devices are detailed in the report. The costs of several alternatives based on pole height and mou nti ng with / without 

camera - loweri ng devices are compared in the report .7 0

The Utah DOT employs traffic monitori ng stations at approx- Congestion sensor 

i mately 1/2 mile intervals along Salt Lake Valley freeways as part cost: $2.1 mill ion

of the Utah Advan ced Transportation Management System 

( ATMS). The in-pavement congestion sensors allow Com muter- An nual 

Link operators to monitor traffic cond itions. The sensors mai ntenan ce

provide operators with information on traffic volu me, speed, cost : $ 4 2 , 0 0 0

and congestion. An nual operational cost is based on power 

consu mption (electricity) .3 An nual 

operational cost: 

$ 3 7 , 8 0 0

The Ill i nois Department of Transportation (IDOT) District 8 will For the four 

be deployi ng ITS field devices in conju n ction with several mu lti options evaluated, 

mill ion dollar construction projects. Tech nical and cost options capital costs range 

were evaluated and presented to IDOT District 8 for a com mu n - from $18.1 mill ion

ication network con necti ng the ITS field devices to the transpor- to $26 mill ion, and 

tation operations center. At the ti me of the study, a nu mber of l ife cycle costs 

ITS devices were con nected via leased telecom mu nication lines. range from 

I DOT desi red to move away from the leased com mu nication $43 mill ion to 

structu re and associ ated recu rri ng month ly costs . $52.5 mill ion

The major interstates in District 8 collectively en compass 

approxi mately 105 miles of centerl i ne highway. The ITS devices 

that wou ld be deployed along these interstates include CCTV

cameras with pan / tilt / zoom, video detection stations, DMS, and 

HAR. Tech nical and non tech nical issues as well as initi al and 

long - term costs were considered in the various com mu nication 

alternatives. Initi al capital cost, operations and mai ntenan ce 

(O&M) costs, and 15-year life - cycle costs are provided for four 

com mu nication options .7 1

Supporti ng role, no benefits information .

Benefits

Costs

System Cost

System Cost

System Cost

Un it Costs

Database

T able 2.2.1

B enef i ts and Costs of Freeway Management Systems

Traffic Su rvei llance
2005 Update ITS Benefits, Costs, and Lessons Learned

47

Roadside Telecom mu nications subsystem See Append ix A

Roadside Control subsystem

The Utah DOT employs 24 freeway ramp meters as part of the Cost of ramp 

Utah ATMS. Ramp meteri ng consists of sensors and traffic meteri ng is the fu ll 

signals at freeway entran ces to control the nu mber and cost to implement, 

frequen cy of veh icles enteri ng the freeway. The capital cost of i n clud i ng the 

ramp meteri ng is the fu ll cost to implement, includ i ng the design, equipment, 

design, equipment, and installation .3, 76 and installation: 

$ 5 , 7 5 0 , 0 0 0

An nual 

mai ntenan ce cost: 

$ 1 3 , 8 0 0

An nual 

Operational cost: 

$ 8 , 2 8 0

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

5 + A su rvey of traffic management centers in eight cities fou nd 

that ramp meteri ng reduced the accident rate by 24–50%.7 2

8 + + Two stud ies in Mi n neapol is - St. Paul, Mi n nesota, and one in 

Long Island, New York, place mai n l i ne speed increases on 

freeways with ramp meteri ng between 8% and 26%.73, 74, 75

3 + + The Mi n neapol is - St. Paul, Mi n nesota, shutdown study fou nd 

that freeway volu mes were 10% higher with ramp meters 

than they were du ri ng the shutdown .73 A study in Glasgow, 

Scotland, fou nd freeway volu mes increased by 5% with ramp 

meteri ng .5 8

3 + + Support for complete shutdown of the Mi n neapol is - St. Paul, 

Mi n nesota, ramp meteri ng system dropped from 21% in 

2000 to just 14% of su rvey respondents after implementation 

of a mod ified operati ng strategy in 2001.7 3 Fifty - ni ne percent 

of su rvey respondents in Glasgow, Scotland, fou nd ramp 

meteri ng to be a helpful strategy.5 8

1 ? A si mu lation study of the Mi n neapol is - St. Paul, Mi n nesota, 

system fou nd 2–55% fuel savi ngs for veh icles travel i ng along 

two modeled corridors under varyi ng levels of travel demand .7 4

Benefits

Mobi l ity

Safety

Capacity /

Th rough put

Energy /

Envi ron ment

Customer

Satisfaction

Ramp Control: Ramp Meteri ng
48

2.2 Freeway Management Systems

Roadside Telecom mu nications subsystem See Append ix A

Roadside Control subsystem

Transportation Management Center subsystem

No data to report .

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 ? Traffic su rveillan ce, lane control signs, vari able speed limits, 

and dynamic message signs in Amsterdam, the Netherlands, 

have led to a 23% decl i ne in the accident rate .6 5

Benefits

Safety

Roadside Telecom mu nications subsystem See Append ix A

Roadside Control subsystem

Roadside Detection subsystem

Roadside In formation subsystem

Wash i ngton State DOT (WSDOT) implemented Travel Aid, Design and

a vari able speed limit system that changes as the weather i mplementation

does, along the Snoqual mie Pass (I-90) east of Seattle, cost: $ 5m i ll ion

Wash i ngton. Approxi mately 13 miles are operated as vari able ( 1 9 9 7 )

speed limit du ri ng the wi nter months. The system consists of 

radar detection, six envi ron mental sensor stations (ESS), ni ne 

DMS, and rad io and microwave transmission systems .53, 77, 78

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 ? In England, vari able speed limits supplemented with 

automated speed en forcement have reduced rear- end 

accidents on approaches to freeway queues by 25–30%.65 

1 ? Combi ned with automated speed limit en forcement, an 

Engl ish vari able speed limit system has increased freeway 

capacity by 5–10%.6 5

Benefits

Safety

Capacity /

Th rough put

Lane Management: Lane Control

Lane Management: Variable Speed Li m its

Lessons

Learned

Ensu re team effort,

pol itical cham pion

i nvolvement, and 

consistent com m u n ity

outreach th roughout

the project to successfu lly enable High

Occu pancy / Toll

( HOT) lanes.8 1

A Cal iforn ia management

and partnersh i ps experience

The HOT lanes on southern

Cal iforn ia’s I-15 are operated

u nder the Fas Trak program of

the San Diego Association of

Govern ments (SAN DAG ) .

Fas Trak HOT lanes opened in

1996 and evolved from underuti l ized high occu pancy veh icle (HOV) lanes. To preserve

the carpool i ng incentive,

Fas Trak HOT lanes remai n

free of charge for veh icles with

two or more persons duri ng

the morn i ng and afternoon

peak periods in the direction

of peak flow. Solo drivers can

use HOT lanes for a toll paid

th rough electron ic toll collection tech nology. Actual tolls

are based on real - ti me traffic

levels on the I-15 Express

Lanes. The tolls are posted on

roadside Fas Trak toll signs

located before the entrance to

the Express Lanes. 

SAN DAG made early and

aggressive efforts to assess the

pu bl ic opi n ion and paid close
2005 Update ITS Benefits, Costs, and Lessons Learned

49

Special Event Transportation Management

Roadside Telecom mu nications subsystem See Append ix A

Roadside In formation subsystem

Parki ng Management subsystem

No data to report .

No data to report .

Benefits

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 ? A San Antonio, Texas, deployment of DMS, combi ned with 

an incident management program resu lted in a 2.8% decrease

in crashes .1 0

1 4 + A si mu lation study of the system deployed on the John C. 

Lodge freeway in Detroit, Mich igan, esti mated that HAR and 

DMS in combi nation with ramp meteri ng may reduce veh icle

delay by up to 22%.7 9

7 + Mail - back question nai res were sent to 428 drivers livi ng near

major freeways in Wisconsin to assess the impacts of posti ng

travel ti me and traffic information on DMS th roughout the

state. A total of 221 question nai res were retu rned and analyzed. The resu lts ind icated that 12% of respondents used the

i n formation more than five ti mes per month to adjust travel

routes du ri ng wi nter months, and 18% of respondents used

the information more than five ti mes per month to adjust

travel routes du ri ng non - wi nter months .2

Benefits

Safety

Mobi l ity

Customer

Satisfaction

Information Dissem i nation: Dynam ic Message Signs

Lessons

Learned

attention to marketi ng issues

th roughout the project implementation. The followi ng are

h igh l ights of the partnersh i p

and leadership lessons learned

th rough project development

and implementation :

• Encou rage detai led project agreements that specify roles and responsi bi l ities of partici pati ng agencies as early in the project

process as possi ble, leavi ng adequate flexi bi l ity for

u nexpected issues.

• Ensu re strong com m u n ity

outreach efforts th roughout the project, and clearly com m u n icate the goals,

plans, progress and benefits.

• Consider local pol itical

buy-in as a key factor in

HOT lane success.

An exam ple of the Fas Trak’s

conti n u i ng outreach was the

execution of an 800-person

telephone su rvey in 2001. The

su rvey fou nd that users su pport the Fas Trak lanes, and

data on the use of the faci l ity

su pports th is fi nd i ng. Dai ly

veh icle traffic on I-15

i ncreased from 100,000 veh icles in 1992 to 250,000 in

2002. 

Conti n ued from page 48

Roadside Telecom mu nications subsystem See Append ix A

Roadside In formation subsystem

Transportation Management Center subsystem

The Utah DOT operates and mai ntai ns more than 69 perma - Cost of VMS: 

nently mou nted vari able message signs (VMS) on freeways and $15.25 mill ion

su rface streets as part of the Utah Advan ced Transportation 

Management System. Portable message signs are al so used An nual VMS 

along roadsides where there is no permanent VMS. An nual operati ng cost: 

operati ng cost for the VMS is based on power consu mption $21,960 

(electricity) .3

Costs

System Cost

Un it Costs

Database
50

2.2 Freeway Management Systems

Information Dissem i nation: Highway Advisory Rad io

Roadside Telecom mu nications subsystem See Append ix A

Roadside In formation subsystem

Transportation Management Center subsystem

Wash i ngton State Department of Transportation (WSDOT ) Two ESSs: 

i nstalled a system in the ru ral and mou ntai nous region of $ 4 5 , 0 0 0 each

Spokane to collect and com mu nicate weather and road 

cond itions, border crossi ng status, and other information to HAR cost: 

com merci al drivers, the motori ng publ ic, and WSDOT $ 1 1 1 , 0 7 3

mai ntenan ce crews. As part of th is system, two ESSs were -Two mobile HAR: 

i nstalled at Sherman Pass and the town of Lau rier, and two $ 5 2 , 0 0 0

mobile HAR systems were installed near the town of Republ ic -Signs, con nectivity, 

and at the town of Kettle Falls. Broadcasts warn motorists of cleari ng, and other 

road construction, incidents, dangerous drivi ng cond itions associ ated costs: 

and restrictions, and border crossi ng cond itions and closu res .2 0 $ 5 9 , 0 7 3

Wash i ngton State DOT deployed th ree HAR stations along the Average cost of the 

Blewett / Stevens Pass to provide weather and road cond ition HAR (includ i ng 

i n formation to travelers and mai ntenan ce crews. One portable i nstallation): 

and two fixed HAR stations were deployed. An nual O&M costs $ 2 0 , 0 0 0 (2001) 

are based on prior experien ce to operate and mai ntai n .1 3

An nual O&M cost :

$ 1 , 0 0 0 ( 2 0 0 1 )

No data to report .

Benefits

Costs

System Cost

Un it Costs

Database

System Cost
2005 Update ITS Benefits, Costs, and Lessons Learned

51

Enforcement: Speed Enforcement

Roadside Telecom mu nications subsystem See Append ix A

Roadside Detection subsystem

In April 2000, a cost recovery system for speed and red - l ight Fi rst year cost: 

cameras was introduced in eight pilot areas in England, Wales, £ 1 , 7 0 2 , 4 0 4

and Scotland. The Northamptonsh i re pilot consisted of five 

fixed camera sites and 45 mobile camera sites. Mobile Second year cost: 

en forcement was typically conducted on long stretches of £ 2 , 2 4 7 , 8 3 8

roads known as red routes (corridors greater than 1 km). 

En forcement took place at 10 sites where the speed limit was 

60–70 mph. The costs associ ated with camera en forcement 

and processi ng of fixed penalty notices were collected for the 

fi rst two years. Costs increased for year two, wh ich may be due 

in part to the fact that not all of the sites were fu lly operational du ri ng the fi rst year. In the second half of year two, the 

nu mber of fixed penalties paid began to plateau, wh ich may be 

due to increased compl i an ce. In terms of en forcement history, 

the Northamptonsh i re area was comparatively new to camera 

en forcement .6 7

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 0 + + A study of two years of crash data followi ng deployment of 

speed cameras at study sites th roughout Great Britain fou nd 

a 35% reduction in the nu mber of people killed or seriously 

i nju red at camera locations. There was a 14% decl i ne in the 

nu mber of personal inju ry accidents .6 7

3 + Eighty - two percent of su rvey respondents in the Wash i ngton, 

D.C., area favored video tech nology used to en force aggressive

d rivi ng laws such as not speed i ng and not followi ng too 

closely.8 0

Benefits

Safety

Customer

Satisfaction
52
2005 Update ITS Benefits, Costs, and Lessons Learned

53

2.3 Transit Management Systems

Transit ITS services include a nu mber of ITS appl ications that can help transit agencies increase safety and improve the operational efficien cy of the nation’s transit systems. Advan ced software and com mu nications enable data as well as voice to be

transferred between transit management centers and transit veh icles for increased

safety and secu rity, improved transit operations, and more efficient fleet operations .

Transit management centers in several cities now monitor in-veh icle and in-terminal su rveillan ce systems to improve qual ity of service and improve the safety and

secu rity of passengers and operators .

Transportation demand management services increase publ ic access to transit

resou rces where coverage is limited. Fleet

management systems improve transit rel i abil ity th rough implementation of automated veh icle location (AVL) and computeraided dispatch (CAD) systems wh ich can

reduce passenger wait ti mes. These systems

have someti mes been implemented with inveh icle sel f - d i agnostic equipment to automatically alert mai ntenan ce person nel of

potenti al problems .

Publ ic access to bus location data and schedu le status information is increasi ngly

popu lar on transit Internet websites. Passengers can con fi rm schedu l i ng information, improve transfer coord i nation, and reduce wait ti mes. In add ition, electronic

transit status information signs at bus stops help passengers manage ti me, and on -

board systems such as next - stop aud io an nu n ci ators help passengers in unfamil i ar

areas reach their desti nations .

Figu re 2.3.1 shows the classification of benefits and costs information for transit

management systems. Transit signal priority and electronic payment systems, discussed in Sections 2.1 and 2.6, respectively, al so provide significant benefits to transit operations .

Table 2.3.1 provides information on the benefits and costs of transit management

systems. An assessment of the impact of these systems is ind icated by usi ng the symbols in the Impact Legend at the bottom of each page .

Safety and Secu rity

In -Veh icle Su rvell iance

Faci l ity Su rvell iance

Em ployee Credential i ng

Remote Disabl i ng Systems

Transportation Demand

Management

Ride Shari ng / Match i ng

D ynam ic Routi ng /

Sched u l i ng

Service Coord i nation

Fleet Management

AV L / CAD

Mai ntenance

Plan n i ng

Information Dissem i nation

In-Veh icle Systems (IVS)

In-Term i nal / Wayside

Internet / Wi reless / Phone

T ransit 

M anagement 

S ystems

Figure 2.3.1

Classification Scheme for

Transit Management Systems

I ntell i gent Infrastructure
54

2.3 Transit Management Systems

T able 2.3.1 

B enef i ts and Costs of Transit Management Systems

Transit Management Center subsystem See Append ix A

Transit Veh icle On - Board subsystem

CCTV cameras are one of the pri mary su rveillan ce systems CTA on - board 

used on transit veh icles. The cost of CCTV camera systems system su rveil

have decreased in recent years and now come as options on lan ce cost: 

new transit veh icles. In Chicago, Ill i nois, on - board transit su r- $3.1 mill ion ( 1 9 9 8 )

veillan ce systems were installed on 322 buses. Mu ltiple 

cameras were installed on the interior of each bus to ensu re CCTV system 

complete coverage, and digital event recorders were used to med i an cost per 

secu rely captu re video, aud io, and sensor data. In 1998, the veh icle: $ 6 , 5 0 0

C h icago Transit Authority (CTA) reported the total cost of 

i nstallation was $3.1 mill ion. The cost per veh icle depends on Digital event 

the tech nology deployed, complexity, and size of the system. recorder systems 

Typically, analog CCTV systems are least expensive and digital per veh icle: 

CCTV systems are more expensive. Digital event recorders are $ 5 , 0 0 0 – $ 7 , 0 0 0

capable of record i ng visual images as well as signals from other 

on - board systems .8 3

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 ? The Ann Arbor, Mich igan, transit on - board camera systems 

were often noticed by passengers, but the system on ly 

provided a significant feel i ng of add itional secu rity when 

respondents were travel i ng at night .8 2

Benefits

Customer

Satisfaction

Safety and Secu rity: In -Veh icle Su rvei llance

Safety and Secu rity: Faci l ity Su rvei llance

Transit Management Center subsystem See Append ix A

Transit Veh icle On - Board subsystem

Remote Location subsystem

No data to report .

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 ? When respondents in Ann Arbor, Mich igan, rated the 

degree to wh ich improvements increased their sense of 

secu rity, pol ice presen ce showed the greatest influen ce, 

followed closely by increased lighti ng. Emergen cy phones 

and video cameras had less influen ce .8 2

Benefits

Customer

Satisfaction
2005 Update ITS Benefits, Costs, and Lessons Learned

55

Transportation Demand Management: Dynam ic

Routi ng / Sched u l i ng

Goal Area # of Stud ies Im pact Exam ple

1 ? In Ei nd hoven, the Netherlands, onboard computers 

recorded daily transit performan ce. Th is information was 

used to plan mi ni mum transit route ti mes and increase 

schedu le rel i abil ity.8 4

1 ? In San Jose, Cal ifornia, the Outreach paratransit program

i nstalled AVL on 40 veh icles, as part of an automated schedu l i ng and routi ng system. A paratransit driver com mented

that she was satisfied with the system. In particu lar, she cited

its usefu l ness in settl i ng driver- passenger disputes con cerni ng

on - ti me performan ce .8 5

4 + The automated schedu l i ng and routi ng system installed in

San Jose, Cal ifornia, enabled shared rides to increase from 38

to 55%, allowi ng the fleet size to decrease from 200 to 130

veh icles .8 5

Benefits

Mobi l ity

Prod uctivity

Customer

Satisfaction

Transit Management Center subsystem See Append ix A

Transit Veh icle On - Board subsystem

The cost of demand - responsive operational software and Cost range :

computer- aided dispatch i ng systems varies depend i ng on the $ 1 0 , 0 0 0 – $ 5 0 , 0 0 0 +

transit mode, appl ication, and system fu n ctional ity. Low - end per system 

systems can facil itate schedu l i ng, accou nti ng, and report i mplementation

generation activities. High - end systems generally have more 

advan ced transit demand management featu res and can 

automate passenger registration, schedu le trips in real ti me, 

i nterface with GIS and AVL systems, and com mu nicate with 

d igital mobile messagi ng systems .8 6

Costs

System Cost

Un it Costs

Database
56

2.3 Transit Management Systems

Transit Management Center subsystem See Append ix A

Transit Veh icle On - Board subsystem

In 2002, the Utah Transit Authority (UTA) in Salt Lake City, Con nection 

Utah, implemented con nection protection for passengers Protection 

transferri ng from the TRAX (l ight rail) to buses. The con nection software cost: 

protection system uses the real - ti me information from the $ 3 0 5 , 0 0 0

TRAX and the bus schedu le data along with specific ru les that 

determi ne when to hold a bus and how long a specific bus can 

wait for a train without serious impact to the bus schedu le. 

The system uses ru les to hold buses based on the frequen cy 

and market type of the bus service. Mobile data termi nals 

( M DTs) on - board the buses receive and display the instructions 

to the driver.8 7

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

3 + Travel dispatch centers in Eu rope used service coord i nation 

systems to decrease paratransit operations costs 2–3%. Th is 

compared favorably to the previous 15% an nual increase .1 2

Benefits

Prod uctivity

Transportation Demand Management: Service Coord i nation

Fleet Management: AV L / CAD

Goal Area # of Stud ies Im pact Exam ple

8 + + The Denver, Colorado, Regional Transportation District (RTD) 

i mplemented its AVL system to improve bus service, and suc -

ceeded in decreasi ng passenger late arrivals by 21%.8 8 The 

AVL / CAD systems deployed in Balti more, Portland, and 

Milwau kee improved on - ti me bus performan ce 9–23%.89, 90, 91

4 + The Global Positioni ng System (GPS ) - based veh icle location

system in Denver, Colorado , rated very well with Regional

transportation District (RTD) dispatchers. Operators and dispatchers were able to com mu nicate more quickly and efficiently. Approxi mately 80% of dispatchers fou nd the system

“easy” or “very easy” to use, and about 50% of operators and

street supervisors thought likewise .9 2

6 + + AVL capabil ity was added to the Tri - Met bus dispatch system

without requi ri ng a significant change to existi ng service

design and del ivery practices. The new system reduced passenger wait ti me and in-veh icle travel ti me, provid i ng savi ngs

valued at about $3.5 mill ion an nually.8 9

Benefits

Mobi l ity

Prod uctivity

Customer

Satisfaction

Lessons

Learned

To ensu re successfu l

Automatic Veh icle

Location and

Com puter Aided

Dispatch (AV L / CAD )

i ntegration that

i nvolves legacy 

systems, perform

thorough configu ration management

starti ng early in the

plan n i ng process.9 7

A small transit agency’s

experience with AV L / CAD

i ntegration

Montach usett Area Regional

Transit Authority (MART) is a

small transit operator in ru ral

Massachusetts. It operates

fixed route and paratransit

service. In 2000, MART instituted a pi lot program to integrate a new AVL system with its

existi ng reservation and CAD

systems. Challenges incl uded

legacy systems from different

vendors that were proprietary

and poorly docu mented, limited rad io coverage and bandwidth, and existi ng contractual

agreements with the thirdparty operators. 

Specific lessons learned from

overcom i ng these challenges

i ncl ude :

• Carefu lly consider the

i m pact of deployi ng new

tech nologies on an

agency's existi ng operati ng proced u res.
2005 Update ITS Benefits, Costs, and Lessons Learned

57

Roadside Telecom mu nications subsystem See Append ix A

Transit Management Center subsystem

Transit Veh icle On - Board subsystem

Accord i ng to a literatu re search and su rvey of transit agen cies The total capital 

in the United States and abroad on the state of the practice in cost for the AVL 

real - ti me bus arrival information, the majority of AVL systems and real - ti me 

use GPS tech nology; other tech nologies used include signpost i n formation sys

and transponders. Bus arrival ti me is dissemi nated to riders tems ranged from 

via dynamic message signs or liquid crystal displays at stops. a low of $ 6 0 , 0 0 0

The same information al so may be dissemi nated via the Inter- for the Fai rfax

net, cellu lar phones, and personal digital assistants. The most (Vi rgi ni a) CUE 

com mon information displayed at the stops includes cu rrent with 12 AVL -

date and ti me, route nu mber and fi nal desti nation of the bus, equipped veh icles 

wait ti me (presented as cou nt - down or ti me range), and service to more than $ 7 0

d isruptions or other service / secu rity messages. The com mu ni - m i ll ion for the 

cations tech nologies frequently used to dissemi nate informa - London Buses 

tion from the central system to each stop are cellu lar and with an AVL -

conventional telephone lines .9 3 equipped fleet of 

5 , 7 0 0 .

Costs

System Cost

Un it Costs

Database

Fleet Management: Mai ntenance

Transit Management Center subsystem See Append ix A

Transit Veh icle On - Board subsystem

The Ottu mwa Transit Authority (OTA) is a department of the Total project cost 

City of Ottu mwa, Iowa. The agen cy provides bus service to for 51 veh icles: 

Ottu mwa, Iowa, and the su rrou nd i ng 10-cou nty area, wh ich $ 6 2 8 , 0 0 0

covers 5,000 square miles. OTA operates 51 veh icles. The heart 

of the ru ral transit ITS project is a two - way rad io system wh ich 

offers improved voice com mu nication and increased bandwidth 

for the AVL / M DT system. Veh icle cond ition is transmitted to 

the central dispatch facil ity as part of the log - on / pre - trip 

procedu re. Major mai ntenan ce and servici ng of remote veh icles

is schedu led at the facil ity when cond itions are warranted .9 4

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

2 + A demonstration project in Valen cia, Spain, incorporated 

remote mai ntenan ce bus monitori ng with dynamic 

schedu l i ng. The system decreased non - revenue service ti me 

th rough a 20–30% reduction in the ti me to detect and 

correct veh icle fau lts .1 2

Benefits

Lessons

Learned

• Review existi ng contracts

with all th i rd party service

providers to ensu re that

changes in operati ng proced u res are allowable.

• Involve operators and

th i rd party service

providers early in the system plan n i ng and design

process.

• Plan for developi ng proficiency in the operation of

new systems and equ i pment th rough docu mentation and staff trai n i ng. 

• Carefu lly analy ze and test

the new systems on existi ng equ i pment, like

servers, as early as possible.

• Test com m u n ication coverage specified by wi reless

service providers duri ng

the design phase.

• Im plement a formal configu ration management

process for all existi ng and

new systems.

Challenges faced and lessons

learned by the MART in its

AV L / CAD implementation are

useful gu idance to any agency

u ndergoi ng an integration initiative, especially small and

rural transit providers with

th i rd - party service providers.

Conti n ued from page 56

Prod uctivity
58

2.3 Transit Management Systems

Transit Management Center subsystem See Append ix A

The River Valley Transit, operated by the Will i amsport Bu reau Total project cost: 

of Transport, a city department, provides fixed route and $200,000 

demand responsive services in the greater Will i amsport, 

Pen nsylvania area. The ru ral transit ITS system, traveler information system (TIS), provides real - ti me customer information 

on routes operati ng out of a new intermodal facil ity. TIS 

i n forms riders aud ibly and visually as to wh ich of 10 bays 

buses will arrive at and depart from; provides a 20-second 

notification before buses depart the center; notifies drivers 

when they have pu lled into the wrong bay; and allows the 

agen cy to create reports for operational and plan ni ng pu rposes. 

The project cost i n cluded signs, in-veh icle equipment, com -

puter equipment, software, installation, integration, and 

warranty.9 4

No data to report .

Benefits

Costs

System Cost

Un it Costs

Database

Fleet Management: Plan n i ng

Information Dissem i nation: In -Veh icle Systems

Goal Area # of Stud ies Im pact Exam ple

1 ? At the Acadia National Park in Mai ne, 84% of su rveyed visi -

tors ind icated the on - board next - stop an nou n cement sys -

tems installed on shuttle buses made it easier for them to get

arou nd .4

Benefits

Customer

Satisfaction

Transit Management Center subsystem See Append ix A

Transit Veh icle On - Board subsystem

A bus rapid transit (BRT) system was deployed to en han ce bus AVL and real - ti me 

operations and improve customer service in the Greater Van - i n formation 

couver area of British Colu mbia, Canada. In August 2001, BRT system: $ 4 . 2

route #98 B-Li ne was introduced to con nect the city of Rich - m i ll ion (CAD) 

mond with Van couver. The BRT service includes several ITS ( 2 0 0 1 )

components, includ i ng AVL tech nology, transit signal priority 

systems, on - board voice and digital an nou n cements of next stop 

i n formation, and real - ti me bus arrival ti me information usi ng 

d igital cou ntdown signs at bus stops .4 8

Costs

System Cost

Un it Costs

Database
2005 Update ITS Benefits, Costs, and Lessons Learned

59

Information Dissem i nation: In -Term i nal / Wayside

Roadside Telecom mu nications subsystem See Append ix A

Transit Management Center subsystem

Transit Veh icle On - Board subsystem

Transit riders at Bellevue and Northgate Transit Centers Cost to deploy 

( Seattle, Wash i ngton) are provided with bus arrival / departu re Transit Watch: 

ti mes, bay nu mber, and expected actual departu re ti mes for all $ 7 2 2 , 8 7 7 (1998) 

bus routes usi ng the transfer center. The system, Transit Watch ,

obtai ns actual ti mes from an AVI system and presents the An nual O&M cost: 

i n formation on monitors at the transit centers. Approxi mately $ 1 7 9 , 6 5 2 (1998) 

12% of the capital cost and 25% of the operations and mai n -

tenan ce (O&M) cost listed represent the Transit Watch pro -

ject’s portion of costs shared with other projects in the Seattle 

Smart Trek Metropol itan Model Deployment Initi ative 

( MM DI ) .5

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

3 + + At the Acadia National Park in Mai ne, electronic message 

signs were installed to inform visitors of updated bus arrival 

and departu re ti mes at th ree popu lar visitor desti nations. 

Ni nety percent of su rveyed visitors who used the information 

i nd icated the tech nology made it easier to get arou nd .4

Benefits

Customer

Satisfaction
60

Transit Management Center subsystem See Append ix A

Transit Veh icle On - Board subsystem

Personal Devices subsystem

Bus View is a component of Metro On l i ne, the Ki ng Cou nty, Capital cost :

Wash i ngton, transit website. Bus View displays bus progress $333,118 ( 1 9 9 8 )

and routes on a map. Rough ly 25% of the capital cost and 

25% of the O&M cost were shared with other Seattle Smart An nual O&M cost :

Trek MM DI projects .5 $175,552 ( 1 9 9 8 )

The Regional Transportation District in Denver, Colorado, Cost to implement

has implemented a voice recognition call-in system called Tal k- n - Ride :

Tal k- n - Ride, wh ich enables transit riders to call a toll - free $40,000 ( 2 0 0 1 )

nu mber and check if their bus or train is on ti me and 

the schedu led arrivals of the next th ree buses. The cost to 

i mplement the system does not include the cost for tracki ng 

bus location .9 6

Costs

System Cost

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 ? The ROUTES (Rail, Omnibus, Undergrou nd, Travel 

Enqui ry System) computerized travel enqui ry system used 

by the London Transport in London, England, helped 

13% of travelers change their travel modes to transit, wh ich 

generated an esti mated 1.3 mill ion pou nds sterl i ng 

(approxi mately $2 mill ion USD) of add itional revenue 

for bus companies, 1.2 mill ion pou nds (approxi mately $1.9 

mill ion USD) for the undergrou nd, and 1 mill ion pou nds 

(approxi mately $1.6 mill ion USD) for railways .9 5

Benefits

Customer

Satisfaction

Information Dissem i nation: Internet / Wi reless / Phone

2.3 Transit Management Systems
2005 Update ITS Benefits, Costs, and Lessons Learned

61

2.4 Incident Management Systems

In cident management systems can reduce the effects of incident - related congestion

by decreasi ng the ti me to detect incidents, reduci ng the ti me for respond i ng veh icles

to arrive, and decreasi ng the ti me requi red for traffic to retu rn to normal cond itions .

The classification of benefit and cost data for incident management systems is su mmarized in Figu re 2.4.1.

A variety of su rveillan ce and detection tech nologies can help detect incidents quickly, includ i ng inductive loop or acoustic roadway detectors, and camera systems provid i ng frequent still images or fu ll - motion video. In formation from wi reless

en han ced 911 systems, mayday, and automated coll ision notification systems, as well

as roadside call boxes can al so help incident

management system person nel identify

i n cidents quickly. Mobil ization and

response may include automated veh icle

location and computer- aided dispatch systems, as well as response routi ng systems, to

help incident response teams arrive swiftly.

Motorist assistan ce patrols, occasionally initi ated prior to the emergen ce of ITS technologies, are now frequently incorporated into traffic management systems. These

patrols significantly reduce the ti me to clear incidents, especi ally mi nor ones .

Several components of incident management systems help travelers safely negoti ate

travel arou nd incidents on the roadway and facil itate the rapid and safe clearan ce of

i n cidents and reopeni ng of travel lanes. In some locations, incident management person nel can directly post incident - related information to roadside traveler information

devices such as dynamic message signs (DMS) or highway advisory rad io (HAR). On -

site, or transportation management center (TMC ) - based person nel can al so relay messages to traveler information, freeway management, or arteri al management systems ,

provid i ng incident information to travelers via add itional means, includ i ng 511 systems and traveler information websites. Several tech nologies are available to speed the

i nvestigation of incident scenes and record necessary information for later analysis .

Temporary traffic control devices help ensu re the safety of incident responders and

provide for the safe travel of veh icles arou nd the incident site .

Su rvei llance and Detection

Detectors

Imagi ng / Video

Wi reless E911

Mayday / AC N

Call Boxes

Traveler Reported

Mobi l ization and Response

AV L / CAD

Response Routi ng

Motorist Assistance Patrols

Information Dissem i nation

D ynam ic Message Signs

( D M S )

Highway Advisory Rad io

( HAR )

Clearance and Recovery

Investigation

Video

Tem porary Traffic Control

I n c i dent 

M anagement 

S ystems

Figure 2.4.1

Classification Scheme for

Incident Management

Systems

I ntell i gent Infrastructure
62

2.4 Incident Management Systems

It is generally understood that incident management systems are implemented concu rrently with freeway management systems, but it is important to keep in mi nd

that arteri als can be included in incident management programs as well. Coverage of

arteri als by incident management programs is increasi ng, particu larly in areas with

well - establ ished programs .

Table 2.4.1 provides information on the benefits and costs of incident management

systems. An assessment of the impact of these systems is ind icated by usi ng the symbols in the Impact Legend at the bottom of each page .

Roadside Telecom mu nication subsystem See Append ix A

Roadside Detection subsystem

Transportation Management Center subsystem

The Georgia DOT installed 147 call boxes along a 39-mile Total project cost :

ru ral section of I-185 as part of a pilot project. The total project $ 9 1 1 , 8 7 3

cost included 147 call boxes, th ree computer systems at the

answer center, and one computer at the mai ntenan ce center.9 9 Average cost percall box, includ i ng

construction :

$5,590 ( 1 9 9 9 )

An nual O&M 

breakdown :

Mai ntenan ce cost

for one year: 

$51,450 ( 1 9 9 9 )

Cellu lar service

cost for one year:

$38,808 ( 1 9 9 9 )

Costs

System Cost

Table 2.4.1

B enef i ts and Costs of Incident Management Systems

Un it Costs

Database

Su rvei llance and Detection

Goal Area # of Stud ies Im pact Exam ple

2 + TMC staff in Pittsbu rgh, Pen nsylvania, ind icated a real - ti me

traffic information system used to monitor traffic density 

| and congestion was useful and helped improve coverage for

i n cident management .9 8

Benefits

Customer

Satisfaction
2005 Update ITS Benefits, Costs, and Lessons Learned

63

Mobi l ity

Customer

Satisfaction

Mobi l ization and Response

Goal Area # of Stud ies Im pact Exam ple

6 + In San Antonio, Texas, combi ned incident management 

and freeway management systems along the Med ical Center 

corridor reduced crashes by 2.8%.1 0

9 + + A study of the Coord i nated Highways Action Response 

Team (CHART) in Maryland fou nd that the system reduced 

average incident du ration by 57% in 2000 and 55% in 1999.1 0 0

1 + Motorist assistan ce patrols are well - received by the publ ic. 

The Vi rgi nia Department of Transportation has publ ished 

hu nd reds of “thank you” letters received regard i ng their 

Safety Service Patrol .1 0 1

5 + Delay savi ngs identfied in stud ies of freeway service patrols 

i mplemented in Mi n neapol is - St. Paul, Mi n nesota, Denver, 

Colorado, and Northwest Ind i ana docu mented an nual bene -

fits of $1.2 to $1.8 mill ion th rough reductions in the du ration 

of incidents and related congestion .6

5 + Reductions in incident - related delay al so lead to fuel savi ngs 

and related emissions reductions. A si mu lation study of 

the San Antonio, Texas, Trans Guide system of freeway and 

i n cident management fou nd the system saved an average 

2,600 gallons of fuel du ri ng major incidents .1 0 2

Benefits

Prod uctivity

Safety

Energy /

Envi ron ment

Transportation Management Center subsystem See Append ix A

In San Antonio, Texas, an integrated freeway / i n cident manage - Cost of the freeway 

ment system was developed as part of a freeway expansion and incident 

project. The project covered a 28.9-mile stretch of I-10, I-410, management

and US 281 in the northern region of San Antonio. The majority expansion project: 

of the cost was for su rveillan ce, detection, and information approxi mately 

equipment and com mu nications hardware. Detection tech - $26.6 mill ion (1998) 

nologies such as acoustic sensors, loops, and digital detectors, 

CCTV cameras, dynamic message signs and lane control Esti mated an nual 

systems, and supporti ng fiber optic com mu nications infra - O&M cost: 

structu re were deployed. The cost of mobil ization (e.g., keepi ng $8 5 2 , 0 0 0 ( 1 9 9 8 )

traffic movi ng du ri ng deployment) du ri ng the expansion was 

approxi mately $2 mill ion (1998). Th is cost was kept low based 

on the plan ni ng decision to deploy the ITS components as part

of the highway reconstruction .1 0

Costs

System Cost

Un it Costs

Database
64

2.4 Incident Management Systems

Roadside Telecom mu nications subsystem See Append ix A

Roadside In formation subsystem

Transportation Management Center subsystem

For the San Antonio, Texas, integrated freeway / i n cident Costs of 23 large 

management system mentioned earl ier in th is section, a total VMS: $ 2 , 0 3 5 , 2 5 7

of 77 vari able message signs (VMS) were deployed: 23 large ( 1 9 9 8 )

and 54 small. The signs were deployed as part of a freeway 

expansion project. The project covered a 28.9-mile stretch of Costs of 54 small 

I-10, I-410, and US 281 in the northern region of San Antonio .1 0 VMS: $ 2 , 3 4 0 , 7 6 3

( 1 9 9 8 )

No data to report .

Benefits

Costs

System Cost

Un it Costs

Database

Information Dissem i nation

Lessons

Learned

En hance incident 

management programs with qu ick

clearance legislation .1 0 3

National experience with

legal issues

In 2003, the National

Cooperative Highway Research

Program (NCH RP) pu bl ished

the Synthesis of Highway

Practice #318. Th is study presents detai led classifications of

laws, pol icies, and agreements

that faci l itate institutional su pport of qu ick clearance strategies. 

Qu ick clearance laws must

add ress the followi ng criteria

for incident clearance: Who is

authorized to initially move

the veh icle and cargo; Where

to move; and, By what means

can the incident be cleared ?

The followi ng are high l ights of

the legislation and pol icyrelated lessons learned and

presented in the synthesis:

• Eval uate the scope of

existi ng legislation

authorizi ng the removal

or tow of driver attended

d isabled or wrecked veh icles off of travel lanes.

A freeway cou rtesy patrol (FCP) was implemented in the Cost to operate 

Detroit, Mich igan, area in 1994. Mich igan Department of the FCP in 2003: 

Transportation (MDOT) ad mi nisters the program as part of $2.5 mill ion

its larger freeway incident management program out of the 

Mich igan Intell igent Transportation Systems Center (MITSC ) Cost to operate 

in Detroit. In 2003, the program employed 32 drivers. The the FCP in 2002: 

fleet includes 34 veh icles, of wh ich 29 are vans and 5 are $2 mill ion 

tow trucks. The standard hou rs of patroll i ng are from 6:00 a.m. 

to 11:00 p.m., Monday th rough Friday. The patrol al so operates 

on speci al - event days (e.g., major com mu nity publ ic events and

sporti ng events) .9

Dane Cou nty, Wisconsin, implemented an interagen cy Cost per veh icle :

d ispatch and reporti ng coord i nation system to improve $ 8 , 0 0 0 – $ 1 0 , 0 0 0

response to incidents and emergen cies. Pol ice veh icles are 

equipped with on - board computers used to transmit 

i n cident data to a central dispatch i ng database .5 3

Costs ( conti n ued )

System Cost

System Cost
2005 Update ITS Benefits, Costs, and Lessons Learned

65

Clearance and Recovery: Investigation

Transportation Management subsystem See Append ix A

Computer- aided incident investigation equipment was Total start - up cost :

pu rchased as part of the Phoenix, Arizona, Metropol itan Model $147,000 ( 1 9 9 8 )

Deployment Inti ative (MM DI) to reduce incident clearan ce 

ti me and improve the qual ity of accident investigations. The An nual O&M costs :

i niti al cost of the project included hardware, software, $ 4 , 3 0 5 (not includ -

and trai ni ng .6 0 i ng labor) (1998)

Mi n nesota DOT and the Mi n nesota State Patrol have Cost per veh icle :

i mplemented a pilot automated field reporti ng system that $ 8 , 0 0 0 – $ 1 0 , 0 0 0

enables law en forcement offici als to use an in-veh icle 

computer to record and submit incident information .5 3

No data to report .

Benefits

Costs

System Cost

System Cost

Un it Costs

Database

Lessons

Learned

• Develop a traffic fatal ity

certification law to perm it

the removal of the body

of a crash victim from a

h ighway traveled way,

th us increasi ng scene 

safety.

• Involve med ical exam i ners

in the plan n i ng of incident

clearance pol icies, proced u res, and legislation .

• Establ ish a driver removal

law (with gu idance to

when a driver must

remove his / her veh icle off

travels lanes) for involvi ng

the motori ng pu bl ic in a

qu ick clearance practice.

• Develop authority and

tow laws to perm it pu bl ic

agency removal of driver

attended veh icles and / or

spi lled cargo obstructi ng

traffic.

• Develop qu ick clearance

i n itiatives and pol icies for

hand l i ng traffic incidents

on arterials.

Without the proper qu ick

clearance legislation in place,

even the most com prehensive

i ncident management programs wi ll not reach their ultimate potential and may put

responders at legal risk. 

Conti n ued from page 64
66
2005 Update ITS Benefits, Costs, and Lessons Learned

67

2.5 Emergen cy Management Systems

Benefits of emergen cy management include improved notification, dispatch, and

guidan ce of emergen cy responders to the scene of an incident. Figu re 2.5.1 shows the

cu rrent classification of benefits and costs for emergen cy management systems. ITS

appl ications in emergen cy management cover hazardous materi als management ,

the deployment of emergen cy med ical systems, and large- and small - scale emergen cy response and evacuation operations. Each of these systems can improve publ ic safety by decreasi ng response ti mes and increasi ng the operational efficien cy of

safety professionals du ri ng emergen cy situations, such as hu rricane evacuations .

Across the United States, federal, state, and local govern ments are worki ng to support fi rst responders, secu re our borders, and improve tech nology for national security. As these programs come to fruition, add itional information will become available on the benefits of ITS for emergen cy management activities. 

ITS appl ications associ ated with hazardous materi als (HAZMAT) sh ipment can

accompl ish four major fu n ctions intended to provide for the safe and secu re transport of hazardous materi als by road. Veh icle - mou nted hardware provides the capabil ity to track HAZMAT sh ipments and

support the notification of management

centers when a sh ipment devi ates from its

i ntended route. Roadside detectors can

monitor for the presen ce of hazardous sh ipments in sensitive areas and, if electronic

tag information is available on the detected

veh icle, con fi rm that the sh ipment is on the

expected route. Driver authentication technology can con fi rm that the ind ividual

operati ng a HAZMAT veh icle is authorized to do so and report operation by unexpected drivers to publ ic safety entities. ITS can al so provide assistan ce to com merci al veh icle operators via electronic route plan ni ng services, ensu ri ng compl i an ce

with HAZMAT sh ipment restrictions along plan ned travel routes .1 0 4

Advan ced automated coll ision notification (ACN) and telemed ici ne add ress the

detection of and response to incidents such as veh icle coll isions or other incidents

requi ri ng emergen cy responders. In ru ral areas, response ti me for emergen cy med ical

services is greater than in metropol itan areas, resu lti ng in more severe consequen ces

for those in need of med ical assistan ce. Advan ced automated coll ision notification

Hazardous Materials

Management

Tracki ng

Detection

Driver Authentication

Route Plan n i ng

Emergency Med ical Services

Advanced AC N

Telemed ici ne

Response and Recovery

Early Warn i ng System

Response Management

Evacuation and Re - Entry

Management

Emergency Traveler

Information

E mergen cy

M anagement 

S ystems

Figure 2.5.1

Classification Scheme for

Emergency Management

Systems

I ntell i gent Infrastructure
68

systems can notify emergen cy person nel and provide them with valuable information on the crash, includ i ng location, crash characteristics, and possibly relevant

med ical information regard i ng the veh icle occupants. Telemed ici ne systems provide

a link between respond i ng ambu lan ces and emergen cy med ical facil ities, enabl i ng

doctors to advise emergen cy med ical person nel regard i ng treatment of patients en

route to the hospital. 

The variety of sensors deployed on the transportation infrastructu re can help provide an early warni ng system to detect large - scale emergen cies, includ i ng natu ral disasters (hu rricanes, earthquakes, floods, wi nter storms, tsu namis, etc.) and tech nological and man - made disasters (HAZMAT incidents, nuclear power plant accidents ,

and acts of terrorism, includ i ng nuclear, chemical, biological, and rad iological

weapons attacks). In the event of a large - scale emergen cy, ITS appl ications can assist

with response management th rough services such as the tracki ng of emergen cy veh icle fleets usi ng automated veh icle location (AVL) tech nology and two - way com munications between emergen cy veh icles and dispatchers. Evacuation operations often

requi re a coord i nated emergen cy response involvi ng mu ltiple agen cies, various

emergen cy centers, and nu merous response plans. Integration with traffic and transit management systems enables emergen cy information to be shared between publ ic and private agen cies and the travel i ng publ ic. Th is com mu nication and cooperation al so enables the use of the variety of ITS information dissemi nation capabil ities

to provide emergen cy traveler information .

Table 2.5.1 provides information on the benefits and costs of emergen cy management systems. An assessment of the impact of these systems is ind icated by usi ng

the symbols in the Impact Legend at the bottom of each page .

2.5 Emergen cy Management Systems
2005 Update ITS Benefits, Costs, and Lessons Learned

69

Emergen cy Response Center subsystem See Append ix A

Emergen cy Veh icle On - Board subsystem

Fleet Management Center subsystem

No data to report .

Costs

System Cost

Un it Costs

Database

Table 2.5.1

B enef i ts and Costs of Emergen cy Management Systems

No data to report .

Benefits

Emergen cy Response Center subsystem See Append ix A

Veh icle On - Board subsystem

No data to report .

Costs

System Cost

Un it Costs

Database

No data to report .

Benefits

Hazardous Materials Management

Emergency Med ical Services: Advanced AC N
70

Roadside Telecom mu nications subsystem See Append ix A

Emergen cy Response Center subsystem

Emergen cy Veh icle On - Board subsystem

The Life Link project (San Antonio, Texas) was deployed to Project cost :

provide improved emergen cy services. The system supports $ 3 . 2 5 mill ion 

voice and video telecon feren ci ng between University ( 1 9 9 8 )

Hospital and 10 of the ambu lan ces in the San Antonio Fi re 

Department. Much of the cost of the project is attributed An nual O&M cost :

to research and development .1 0 $25,325 ( 1 9 9 8 )

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 + / – The Life Link project in San Antonio, Texas, enabled 

emergen cy room doctors to com mu nicate with emergen cy 

med ical tech nici ans (EMTs) usi ng two - way video, aud io, and 

data com mu nications. EMTs and doctors had mixed 

opi nions about the system; however, it was expected that 

th is tech nology wou ld have more positive impacts in ru ral 

areas .1 0

Benefits

Customer

Satisfaction

Emergency Med ical Services: Telemed ici ne

2.5 Emergen cy Management Systems
2005 Update ITS Benefits, Costs, and Lessons Learned

71

Emergen cy Response Center subsystem See Append ix A

Emergen cy Veh icle On - Board subsystem

The Combi ned Transportation, Emergen cy & Com mu nication PBX telephone 

Center (CTECC) is a mu lti agen cy partnersh ip between the equipment: 

Texas Department of Transportation (Tx DOT) Austin District, $ 6 7 7 , 1 2 5

Travis Cou nty, City of Austin, and Capital Metropol itan Trans -

portation Authority. The tech nological systems presently Cl ient / server

i nvolved in the CTECC include 911 call handl i ng, rad io LAN / WAN 

tru n ki ng, computer aided dispatch (CAD), mobile data equipment: 

computer (MDC) includ i ng AVL, and transportation and $727,537 

transit services. These integrated systems are essenti al to 

the del ivery of emergen cy and transportation services in the Video wall 

Austin and Travis Cou nty region .1 1 equipment: 

$2.16 mill ion 

Aud io / video 

d istribution 

equipment: 

$706,427 

Structu red wi ri ng 

and cabl i ng: 

$ 5 0 0 , 3 4 0

Miscellaneous 

computer 

equipment: 

$ 2 0 9 , 0 0 0

To overcome the lack of shared com mu nication among emer- Project cost: 

gen cy operations centers (EOCs) in the Seattle, Wash i ngton , $ 1 5 1 , 7 0 0 (1998) 

metropol itan area, the Smart Trek project pu rchased and 

d istributed to each EOC com mu nications equipment that An nual O&M cost: 

operated on the same frequen cy. The project cost included the $ 2 , 8 6 0 (1998) 

pu rchase of sixteen 800 MHz rad ios, th ree repeater station 

upgrades, other equipment, and plan ni ng and development 

labor costs .5

Costs

System Cost

System Cost

Un it Costs

Database

No data to report .

Benefits

Response and Recovery: Response Management
72
2005 Update ITS Benefits, Costs, and Lessons Learned

73

2.6 Electronic Payment Systems

Electronic payment systems are used by transportation agen cies for the collection of

h ighway tolls, transit fares, and parki ng fees. Some publ ic agen cies in Eu rope have

al so demonstrated systems that go beyond transportation. For the pu rpose of presenti ng the benefits and costs of electronic payment systems, see Figu re 2.6.1, modal

appl ications are presented separately (i.e., electronic toll collection [ETC], transit fare

payment, and parki ng fee payment) and mu lti - use payment is reserved for systems

contai ni ng two or more appl ications of a different natu re .

Electronic payment is cu rrently characterized by the use of cards or transponders carried by the user that electronically com municate with devices mai ntai ned by the

transportation agen cy, to conduct and

record payment transactions. The transaction and transaction data are used in different ways, depend i ng on how the payment

system stores and tracks value. The transaction can deduct value from the user ’s prepaid system

accou nt (typical for ETC), or change the stored value

amou nt held on the user ’s card (typical for transit) .

For si ngle - agen cy systems, transaction data are used

to recon cile internal agen cy accou nts. For regional

systems, they are al so used to recon cile accou nts

with other agen cies at a regional cleari nghouse .

ETC supports the collection of payment at toll plazas

usi ng automated systems to increase the operational

efficien cy and convenien ce of toll collection. ETC

systems operate as either integrated, mu ltistate systems such as the E-Z Pass system, or si ngle - state or si ngle toll authority systems such

as the Oklahoma Tu rnpi ke System. A great deal of coord i nation and upgrades is

requi red for a si ngle - state or agen cy toll authority to become integrated with other

toll systems. ETC is one of the most successful ITS appl ications with nu merous benefits related to delay reductions, improved th roughput, and reduced fuel consu mption and veh icle emissions at toll plazas. Stud ies have al so docu mented increases in

crashes at toll plazas with ETC, likely due to driver uncertai nty regard i ng plaza configu ration and speed vari abil ity between veh icles with and without ETC transponders. The most advan ced ETC tech nologies can identify and process veh icles traveli ng at high speeds. Th is enables cars to travel on the mai n l i ne without havi ng to slow

Toll Collection

Transit Fare Payment

Parki ng Fee Payment

Mu lti - use Payment

E lectron i c

P ayment 

S ystems

Figure 2.6.1

Classification Scheme for

Electronic Payment Systems

I ntell i gent Infrastructure
74

down and negoti ate tollbooths. Benefits of integrated systems are expected to be

greater than those of non - i ntegrated systems .

Transit fare payment systems can provide increased convenien ce to customers and

generate significant cost savi ngs to transportation agen cies by increasi ng the efficien cy of money - handl i ng processes and improvi ng ad mi nistrative control s .

Regional processi ng centers can consol idate fi nan ci al information and stream l i ne

fare transaction management for mu ltiple transit agen cies. A transit fare payment

system can be part of a closed system operated by a si ngle transit agen cy, or after

much coord i nation and upgrad i ng, it can be integrated across mu ltiple transit agencies, becomi ng part of a regional fare payment system. As with toll collection systems, benefits of integrated transit fare payment systems are expected to be greater

than those of non - i ntegrated systems .

Electronic parki ng fee payment systems can provide si milar benefits to parki ng facility operators, si mpl ifyi ng payment for customers, wh ile al so reduci ng congestion at

entran ces and exits to parki ng facil ities. 

Mu lti - use payment is a category for integrated payment systems that can be used in

two or more of the four followi ng ways: transit, toll collection, parki ng, and participati ng merchants. Most examples of mu lti - use payment systems in the United States

provide the capabil ity to pay for some combi nation of transit fare, highway tolls, and

parki ng fees. The E-Z Pass tag that is used for electronic toll payment in the E-Z Pass

system can al so be used for parki ng payment at New York City area ai rports. Other

systems, most notably in Eu rope, may provide for pu rchases at nearby participati ng

vendors or merchants. Mu lti - use payment capabil ities can make transit, toll payment, and parki ng more convenient. Payment for bus, rail, parki ng, and potenti ally

other publ ic or private sector goods and services can be si mpl ified by usi ng electronic devices such as smart cards and transponder tags. Fare transaction processors

access information on these devices and com mu nicate accou nt activity to a regional database. Central ized systems can track the location and activity of smart cards to

help with highway, transit, and / or parki ng plan ni ng and operations, and limit unauthorized use of ind ividual accou nts. 

Table 2.6.1 provides information on the benefits and costs of electronic payment systems. An assessment of the impact of these systems is ind icated by usi ng the symbols in the Impact Legend at the bottom of each page .

2.6 Electronic Payment Systems
2005 Update ITS Benefits, Costs, and Lessons Learned

75

Toll Collection

Table 2.6.1

B enef i ts and Costs of Electronic Payment Systems

Roadside Telecom mu nications subsystem See Append ix A

Toll Plaza subsystem

Toll Ad mi nistration subsystem

The cost for the Oklahoma Tu rnpi ke Authority to operate an An nual O&M cost :

electronic toll collection lane is approxi mately 91% less than $ 1 6 , 0 0 0 per lane

to staff and operate a trad itional toll lane .1 1 0

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

2 – In Florida, driver uncertai nty about congestion at Express 

Pass (E-PASS) toll stations contributed to a 48% increase 

in accidents .1 0 5

4 + + Implementation of the E-ZPass system by the New Jersey 

Tu rnpi ke Authority (NJTA) reduced delay for all veh icles at 

toll plazas by 85%.1 0 6

1 + A study of ETC on the Tappan Zee Bridge in New York City 

showed an ETC lane cou ld process 1,000 veh icles / hour (vph), 

wh ile a manual lane cou ld handle on ly 400–450 vph .1 0 7

1 ? Twenty percent of travelers on two bridges in Lee Cou nty,

Florida, adjusted their departu re ti mes as a resu lt of value

prici ng and electronic toll s .1 0 8

3 + Based on changes in traffic cond itions after deployment 

of E-ZPass, passenger cars on the New Jersey tu rnpi ke saved 

an esti mated $19 mill ion in delay costs and $1.5 mill ion in 

fuel costs each year.1 0 6

4 + / – Model calcu lations of emissions usi ng the EPA Mobile-5a 

model and traffic field data ind icated ETC decreased CO by 

7.3%, decreased hyd rocarbons by 7.2%, and increased NOx

by 33.8% at the Holland East Toll Plaza in Florida. NOx

i n creased as a resu lt of higher engi ne speeds .1 0 9

Benefits

Mobi l ity

Prod uctivity

Customer

Satisfaction

Safety

Energy /

Envi ron ment

Capacity /

Th rough put
76

2.6 Electronic Payment Systems

Roadside Telecom mu nications Subsystem See Append ix A

Transit Management Center subsystem

Transit Veh icle On - Board subsystem

The Central Puget Sou nd Regional Fare Coord i nation (RFC) Total project cost: 

Project featu res smart card tech nology that will support and $42.1 mill ion

link the fare collection systems of the major transit agen cies (nomi nal) 

operati ng in the Central Puget Sou nd region of Wash i ngton 

State. The cost of the RFC Project will be paid out du ri ng the Average an nual 

2003–2007 ti meframe. The cost includes all vendor contract O&M costs: 

cost components, includ i ng equipment, equipment installation , $3.28 mill ion over 

fare cards, integration, and project management as well as fi rst 10 years of 

other RFC Project ad mi nistration costs, includ i ng sales tax, project operation 

conti ngen cy fu nd, and project management team costs .113, 114, 115 (nomi nal)

The Wash i ngton Metropol itan Area Transit Authority Cost to deploy 

(WMATA) is expand i ng the capabil ity of their Smar Trip® the RCSC: 

contactless smart card system by linki ng it to mu ltiple bus $25.537 mill ion 

and rail fare collection systems th roughout the Wash i ngton, ( 2 0 0 2 – 2 0 0 3 )

D.C., area. A Regional Customer Service Center (RCSC) will 

perform cross - ju risd ictional management, distribution, and An nual O&M 

recon cil i ation tasks. The cost of the RCSC includes contracted cost (esti mated): 

services, central database, poi nt - of - sale network and devices, $3.45 mill ion

and existi ng system software upgrades .1 3 (2002–2003) 

Costs

System Cost

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

3 + C h icago, Ill i nois, transit riders participati ng in a pilot 

program rated convenien ce, rail use, and speed the most 

preferred featu res of the Smart Card electronic fare payment 

system .1 1 1

3 + The smart card electronic payment system in Ventu ra, 

Cal ifornia, saved an esti mated $9.5 mill ion per year in 

reduced fare evasion, $5 mill ion in reduced data collection 

costs, and $990,000 by el i mi nati ng transfer sl ips .1 1 2

Benefits

Prod uctivity

Customer

Satisfaction

Transit Fare Payment Lessons

Learned

To successfu lly deploy

regional fare systems:

(1) carefu lly plan and

negotiate agreements

on tech n ical requ i rements; and (2) incorporate customer

acceptance 

tech n iques.1 1 6

A Ventu ra Cou nty,

Cal iforn ia, experience in

i m plementi ng a regional

smart card system

An integrated electron ic fare

collection system was field

tested in Ventu ra Cou nty,

Cal iforn ia, between 1996 and

1999. The smart card was

plan ned to be used by six transit agencies for fare payment.

Also, a university was expected to use the smart card for an

identification card, a universal

semester bus pass, and parki ng access. 

The initial deployment of the

smart card system faced

“ n u merous operational and

data processi ng problems

resu lti ng in inconsistent data

and infrequent reports,” and

had implementation problems for some of the agencies.

Ventu ra Cou nty learned from

the initial attem pts and the

problems were overcome. A

successful system is in operation today.
2005 Update ITS Benefits, Costs, and Lessons Learned

77

Transit Veh icle On - Board subsystem See Append ix A

Transit Management Center subsystem

No data to report .

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 + Th ree projects in Eu rope demonstrated the coord i nated 

use of a smart card as a payment system for publ ic transit, 

shops, libraries, swi m mi ng pools, and / or other city services. 

User acceptan ce and satisfaction with these systems was 

very high, rangi ng from 71–8 7 % .1 2

Benefits

Customer

Satisfaction

Mu lti - use Payment Systems Lessons

Learned

In itial tech n ical difficu lties

and data processi ng problems

led to these tech n ical lessons

learned :

• Ensu re that the system

i ntegrator is on site

th roughout the project.

• Du ri ng the plan n i ng

phase of the program ,

obtain agreement

between all partici pati ng

operators for: system performance requ i rements;

minimum requ i rements

for data collection

processes; reporti ng

requ i rements that defi ne

report formats and the

reporti ng sched u le; and

designation of cleari nghouse and settlement

responsi bi l ities.

• Carry out verification and

mon itori ng of these

requ i rements conti n uously duri ng the project

design and implementation .

• Apply customer acceptance tech n iques, incl udi ng extensive marketi ng ;

customer usage incentives

such as free transfers, fare

d iscou nts, and automatic

replen ish ment; and frequent customer satisfaction su rveys and interviews.

Conti n ued from page 76
78
2005 Update ITS Benefits, Costs, and Lessons Learned

79

2.7 Traveler Informat i on

Provid i ng traveler information on several modes of travel can be benefici al to both

the traveler and service providers. Many transit agen cies use traveler information

websites to provide schedu les, expected arrival ti mes, expected trip ti mes, and route

plan ni ng services to patrons. See w w w. transitweb. its. dot. gov for a listi ng of such sites .

Al so, many state DOT and local transportation agen cies are provid i ng cu rrent traffic cond itions and expected travel

ti mes usi ng si milar approaches .

Ongoi ng implementations of the 511

telephone nu mber will improve access

to traveler information. Each of these

services allows users to make a more

i n formed decision for trip departu res ,

routes, and mode of travel, especi ally in bad weather. They have been shown to

i n crease transit usage, and may help to reduce congestion when travelers choose to

defer or postpone trips, or select alternate routes. In formation on impacts and costs

of traveler information systems are separated into those that provide pre - trip information, and those that provide en - route information, as shown in Figu re 2.7.1.

Note that the traveler information programs discussed in th is section of the report ,

and docu mented in the correspond i ng portions of the database, are generally regional, and occasionally mu lti modal in natu re. Roadside or transit facil ity - based traveler

i n formation components such as dynamic message signs (DMS), highway advisory

rad io (HAR), and in-termi nal displays are most often deployed, operated, and controlled by arteri al, freeway, transit, or incident management systems. Earl ier sections

of th is report discuss evaluations of these information dissemi nation tech nologies .

Evaluation of implemented traveler information systems reveals that the systems are

well - received by those who make use of them. The nu mber of travelers usi ng the

i n formation generally represents a small portion of the total travelers in a region .

Consequently, evaluations of traveler information systems show that such systems

demonstrate a modest impact on travel ti mes across the regional transportation network. Nevertheless, ind ividual users of the systems do perceive significant personal

benefit in the form of improved on - ti me rel i abil ity, reduci ng the nu mber of excessively early and late arrivals th rough better trip - plan ni ng made possible by traveler

i n formation services .

Pre - trip Information

Internet / Wi reless

5 1 1

Other Telephone

TV / Rad io

Kiosks 

En - Route Information

Wi reless

511 

Other Telephone

Rad io

In -Veh icle Systems (IVS)

Tou rism and Events

Travel Services

Advanced Parki ng

Electron ic Payment

T raveler 

I nformat i on

Figure 2.7.1

Classification Scheme for

Traveler Information

I ntell i gent Infrastructure
80

Tou rism and event - related travel information systems focus on the needs of travelers in areas unfamil i ar to them or when travel i ng to major events such as sporti ng

events or con certs. These services add ress issues of mobil ity and traveler convenien ce. In formation provided can include electronic yellow pages, transit, and parki ng

availabil ity. The systems may al so provide mobil ity services such as pre - trip route

plan ni ng or en - route navigation .

Table 2.7.1 provides information on the benefits and costs of traveler information. An

assessment of the impact of these systems is ind icated by usi ng the symbols in the

Impact Legend at the bottom of each page .

2.7 Traveler Informat i on

Table 2.7.1

B enef i ts and Costs of Traveler Informat i on

Goal Area # of Stud ies Im pact Exam ple

8 + A si mu lation study of the Wash i ngton, D.C., metropol itan

area fou nd that ind ividuals usi ng traveler information services

cou ld improve their on - ti me rel i abil ity wh ile reduci ng the risk

of ru n ni ng late. Overall, regu lar users of the pre - trip traveler

i n formation benefited significantly by reduci ng the frequen cy

of early and late arrivals by 56% and 52% respectively.1 1 7

4 o Model i ng stud ies in Detroit, Mich igan, and Seattle, 

Wash i ngton, have shown sl ight improvements in corridor 

capacity with the provision of traveler information .61, 79

2 1 + + An Internet su rvey of users of traveler information websites in

Ph iladelphia and Pittsbu rgh, Pen nsylvania, fou nd that 86% of 

users in Ph iladelphia and 68% of users in Pittsbu rgh had 

changed their origi nal travel route for at least one of their 

trips based on information received .9 8 In Montana, 81% of 

su rvey respondents were satisfied or very satisfied with road 

cond itions information available th rough a 511 telephone 

service provided by the Greater Yellowstone Regional Traveler 

and Weather In formation System .1 4

3 ? A 1993 prospective study of traveler information in Boston, 

Massachusetts, fou nd that the system wou ld reduce veh icle 

emissions from participati ng travelers. The study esti mated 

a 25% reduction in volatile organic compou nds, a 1.5% 

reduction in oxides of nitrogen, and a 33% reduction in 

carbon monoxide .1 1 8

Benefits

Mobi l ity

Customer

Satisfaction

Energy /

Envi ron ment

Capacity /

Th rough put

Pre -Trip Information
2005 Update ITS Benefits, Costs, and Lessons Learned

81

Roadside Telecom mu nications subsystem See Append ix A

In formation Service Provider subsystem

Remote Location subsystem

Transportation Management Center subsystem

Arizona DOT’s (ADOT) traveler information system has been Pre - en han ced 511 

operational si n ce 1998, and was converted to 511 in March 2002. system implemen -

The system is cu rrently bei ng en han ced. Costs for the existi ng tation cost: 

system are available; costs for the en han ced system will be $ 3 5 5 , 0 2 0

available in the futu re. The system provides information on 

Interstates, U. S. Highways, and State Routes th roughout An nual operati ng 

Arizona. In add ition, Phoenix and Tucson transit options are costs: $ 1 3 6 , 7 3 4

supported by transferri ng callers to the respective transit 

agen cy. In formation is obtai ned usi ng touchtone (keypad) 

menu selections. The implementation cost includes the cost 

to develop the origi nal (pre - en han ced) interactive voice 

response (IVR) phone system, “VRAS” (voice response 

activated system); the cost of the origi nal IVR hardware, 

software, and engi neeri ng; and the cost to convert the VRAS 

system from the 10-digit nu mber to 511. The pri mary driver 

for the an nual operati ng cost is the phone charges (e.g., toll -

free nu mber, transfers). An nual operational costs are kept low 

because the ADOT 511 system is high ly automated and 

i ntegrated with Highway Cond ition and Reporti ng System 

( HC RS), the pri mary sou rce of information .1 1 9

The Arizona DOT en han ced its traveler information system, Cost to en han ce 

Trail master, as part of the AZTech Metropol itan Model Trail master:

Deployment Initi ative (MM DI) project. The cost of the $ 1 3 5 , 7 8 2 (1998) 

en han cement included hardware and software upgrades, 

and web page redesign. The project team esti mated that the An nual O&M cost: 

origi nal Trail master website cost was approxi mately 10 ti mes $116,551 ( 1 9 9 8 )

as much as that of the redesign .6 0

Real - ti me traffic cond ition information si milar to the infor- Cost for 

mation provided on the Trail master website (see above) is Trail master kiosk 

available at kiosks located at selected publ ic and com merci al project: $ 4 5 9 , 7 3 2

sites. Approxi mately 28 kiosks are deployed in the Phoenix, ( 1 9 9 8 )

Arizona, region .6 0

An nual O&M cost :

$ 1 5 3 , 5 1 9 ( 1 9 9 8 )

Costs

System Cost

System Cost

Un it Costs

Database

System Cost
82

2.7 Traveler Informat i on

Roadside Telecom mu nications subsystem See Append ix A

Roadside In formation subsystem

Transportation Management Center subsystem

Veh icle On - Board subsystem

Personal Devices subsystem

In January 2003, Montana DOT implemented its 511 system to Cost to deploy 

provide travelers with traffic and road weather cond itions. The GYRTWIS 511: 

511 traveler information system is a part of the Greater Yellow - $ 1 8 8 , 0 0 0

stone Regional Traveler and Weather In formation Systems 

(GYRTWIS) project. The system cost includes system develop - An nual operati ng 

ment, voice recognition, marketi ng, and one - ti me improvement cost: $ 1 9 5 , 4 5 3

for the add ition of regional reports, AM BER (America’s Missi ng: 

Broadcast Emergen cy Response) Alerts, Homeland Secu rity, and 

General Transportation Alerts. An nual operati ng cost includes 

contracted services and equipment lease, toll charges, marketi ng, 

and operati ng cost for the statewide alert system .1 3

511 traveler information is available in a growi ng nu mber of Sample costs -

locations th roughout the U. S. Many of the 511 systems are Text - to - speech 

statewide, a few provide metropol itan area coverage, and one and voice recogniprovides coverage for a ru ral corridor. The 511 Coal ition tion software: 

collected cost data representative of actual 511 deployments $179,000 

from arou nd the U. S. Costs are broken down by five general 

categories appl icable to the development phase and the operations Switch program -

and mai ntenan ce phases. Deployi ng agen cies do not necessarily mi ng for carriers 

use these same accou nti ng categories; however, example costs th roughout one 

that fall within these general categories are presented so the state: $ 8 4 , 0 0 0

reader has insight into some costs that may be en cou ntered. 

The five cost categories presented are: labor, equipment, 511 advertisement 

telecom mu nications, 511 content upgrades, and marketi ng .1 2 0 in 350,000 travel 

guides: $ 3 , 4 0 0

Costs

System Cost

Un it Costs

Database

System Cost

Goal Area # of Stud ies Im pact Exam ple

4 + En han cements to the traveler information system in San 

Antonio, Texas, du ri ng the MM DI included improvements to 

the Internet website, and the installation of in-veh icle 

navigation (IVN) devices in veh icles operated by publ ic 

agen cies in the area. Model i ng resu lts ind icate significant 

potenti al benefits for ind ividuals usi ng the devices. Over a 

one - year period, a traveler usi ng an IVN device cou ld 

experien ce an 8.1% reduction in delay.1 0

1 3 + + In Vi rgi nia, an automated telephone 511 traveler information 

service was deployed. In order to evaluate the impacts of the 

system on customer satisfaction, su rvey data were collected 

from 400 participants who used the system, and later agreed 

to participate in a follow - up telephone su rvey. Overall, 90% of 

respondents fou nd the service useful, and nearly half of them 

i nd icated they had changed their travel plans on at least one 

occasion as a resu lt of the information provided .1 5

Benefits

Mobi l ity

Customer

Satisfaction

En - Route Information Lessons

Learned

511 shou ld be

thought of as an

evolvi ng service

designed to attract

users.2 9

National experience in 511

management and partnersh i ps

In early 2001, the 511

Deployment Coal ition was

establ ished. Si nce then, the

Coal ition has developed gu idance, tracked national 511 status, and docu mented lessons

learned to assist 511 implementers. Lessons tracked

range from cost esti mates for

i m plementi ng the service to

recom mendations on how to

en hance and track the usage

of the service.
2005 Update ITS Benefits, Costs, and Lessons Learned

83

Tou rism and Events

Roadside Telecom mu nications subsystem See Append ix A

Roadside In formation subsystem

Parki ng Management subsystem

The Seattle Center Advan ced Parki ng In formation System System cost :

in Seattle, Wash i ngton, provides information and routi ng $925,265 ( 1 9 9 8 )

d i rections to th ree major parki ng centers via dynamic mes -

sage signs. Th is information is al so available via the Internet, An nual O&M cost :

phone, and pagers to travelers prior to leavi ng for an event $50,523 ( 1 9 9 8 )

as well as travelers en route .5

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

2 + In Acadia National Park, 90% of visitors who used real - ti me 

transit departu re signs, 84% of visitors who experien ced auto

mated on - board next - stop message an nou n cements, and 74%

of visitors who experien ced real - ti me parki ng information 

reported these tech nologies made it easier to get arou nd .4

Benefits

Customer

Satisfaction

Lessons

Learned

The followi ng are high l ights of

lessons on awareness and outreach cu lled from various

states with operational 511

systems:

• Market and brand 511

service sufficiently, correctly, and consistently

across regions, states, and

the nation. For greater

retu rn on 511 investments, clearly relay to

users what the service 

is and how it shou ld 

be used. 

• Think of 511 as an evolvi ng service designed to

attract and retain users.

• Track, respond to, and

even try to pred ict 511

user needs.

• Captu re user feedback by

i ncorporati ng a com ment

l i ne on the 511 menu tree.

The Coal ition website

( w w w. deploy 5 1 1 . org) offers

511 marketi ng and awareness

gu idance and tools that have

been successfu lly em ployed

by implementers.

Conti n ued from page 82
84
2005 Update ITS Benefits, Costs, and Lessons Learned

85

2.8 Informat i on Management

Data generated for immed i ate use in ITS appl ications can be arch ived and used for

mu ltiple pu rposes. Arch ived ITS data can be used to improve plan ni ng and operations and supplement govern ment reporti ng systems by provid i ng more comprehensive measu res of performan ce analysis. Stored ITS data are typically referred to as

an ITS data arch ive. Typical examples include bus jou rney ti mes generated by transit automatic veh icle location (AVL) systems or traffic volu me data monitored by

freeway loop detectors. 

The data stored in ITS data arch ives can be

processed and organized usi ng an arch ived

data management system (ADMS) to facil itate subsequent analysis by end users. The

i n clusion of the Arch ived Data User Service

( ADUS) in the National ITS Arch itectu re

u nderscores the value of arch ived data management systems and the need to collect ,

manage, and distribute ITS data to end

users at the federal, state, and local level. The National ITS Arch itectu re high l ights a

broad range of end users, includ i ng pol icymakers, plan ners, system operators, and

the general publ ic .

ADMS generally are scalable, allowi ng expansion of the scope of arch ived data to

cover many fu n ctional items by fi nd i ng relations among new sou rces and sets of data .

Several large ADMS have been deployed in the United States over the past several

years. The level of complexity of each system has been dependent on the end user

needs. Small - scale systems have been tailored to meet the needs of a si ngle agen cy or

operations center, wh ile larger systems have been deployed to collect data generated

by mu ltiple agen cies, and to incorporate th is data into regional ITS data warehouses .

Figu re 2.8.1 shows how data arch ivi ng appl ications fit into the ITS classification

scheme. Operati ng agen cies arou nd the cou ntry are in various stages of plan ni ng ,

i mplementi ng, and operati ng arch ived data management systems. As more

advan ced data analysis tech niques develop, and the efficien cy of data reporti ng systems is improved, add itional examples of the effectiveness of information management systems will become available .1 2 1

Table 2.8.1 provides information on the costs of information management. An assessment of the impact of these systems is ind icated by usi ng the symbols in the Impact

Legend at the bottom of each page .

Data Arch ivi ng

I nformat i on 

M anagement

Figure 2.8.1

Classification Scheme for

Information Management

I ntell i gent Infrastructure
86

Transportation Managaement subsystem See Append ix A

The total cost of the Nevada DOT Freeway and Arteri al Software design

System of Transportation (FAST) central system software and development

design and development is approxi mately $4.225 mill ion. cost: $4.225 mill ion

The software will provide a fu lly automated freeway ( 2 0 0 0 )

management system, plus the capabil ity to receive, collect, 

arch ive, su m marize, and distribute data generated by FAST. ADMS design cost :

Of the $4.225 mill ion, the cost to develop the design for the $ 2 2 5 , 0 0 0 ( 1 9 9 9 )

i mplementation of the Arch ived Data Management System 

( ADMS) for FAST was approxi mately $225,000. Th is cost 

i n cluded needs assessment, update of fu n ctional requi rements, 

update of the regional arch itectu re for the Las Vegas area, and 

system design .1 2 2

System Cost

Un it Costs

Database

No data to report .

Benefits

Table 2.8.1

C osts of Informat i on Management

2.8 Informat i on Management

Data Arch ivi ng

Costs
2005 Update ITS Benefits, Costs, and Lessons Learned

87

2.9 Crash Prevent i on and Safety 

A major goal of the ITS program is to improve safety and reduce risk for road users ,

i n clud i ng pedestri ans, cycl ists, operators, and occupants of all veh icles who must

travel along a given roadway. Figu re 2.9.1 depicts the cu rrent classification for collecti ng crash prevention and safety systems

benefits and costs information. Road geometry warni ng systems warn drivers, typically

those in com merci al trucks and other heavy

veh icles, of potenti ally dangerous cond itions that may cause rollovers or other

crashes on ramps, cu rves, or downgrades .

Highway - rail crossi ng systems can reduce

the potenti al for coll isions at rail road crossi ng, includ i ng catastroph ic accidents involvi ng school buses or hazardous materi al s

carriers. The goal of the Highway - Rail Intersection (HRI) User Service in the National

ITS Arch itectu re is to fu rther improve safety at these crossi ngs and improve coord ination between rail operations and traffic management fu n ctions .

Intersection detection systems can reduce approach speeds at ru ral intersections by

advisi ng drivers of the presen ce and direction of approach i ng traffic. Pedestri an safety systems can help protect pedestri ans by automatically activati ng in-pavement

l ighti ng to alert drivers as pedestri ans enter crosswal ks. Bicycle warni ng systems can

notify drivers when a cycl ist is in an upcomi ng stretch of roadway to improve safety

on narrow bridges and tu n nels. Ani mal warni ng systems can alert travelers when

wildl ife is in the vici nity of the roadway, or attempt to deter ani mals from crossi ng

the roadway wh ile traffic is present. 

Table 2.9.1 provides information on the benefits and costs of crash prevention and

safety. An assessment of the impact of these systems is ind icated by usi ng the symbols in the Impact Legend at the bottom of each page .

Road Geometry Warn i ng

Systems

Ramp Rollover Warn i ng

Cu rve Speed Warn i ng

Down h i ll Speed Warn i ng

Overheight / Overwidth

Warn i ng 

Highway- Rail Crossi ng

Systems

Intersection Coll ision

Warn i ng

Pedestrian Safety

Bicycle Warn i ng Systems

An i mal Warn i ng Systems

C rash 

P revent i on and

S afety

Figure 2.9.1

Classification Scheme for

Crash Prevention and Safety

I ntell i gent Infrastructure
88

2.9 Crash Prevent i on and Safety 

Table 2.9.1

B enef i ts and Costs of Crash Prevent i on and Safety

Roadside Detection subsystem See Append ix A

Roadside In formation subsystem

Roadside Telecom mu nications subsystem

As mentioned in the benefits example above, th ree automatic Si ngle lane ramp

ramp rollover warni ng systems have been deployed arou nd cost: $ 1 6 6 , 4 6 2

the Wash i ngton, D.C., Capital Beltway. The costs of th is system ( 1 9 9 4 )

for software, construction, cal ibration, com missioni ng, 

testi ng, and design were $166,462 for a one - lane ramp and Dual lane ramp

$268,507 for a two - lane ramp. These costs were for a cost: $ 2 6 8 , 5 0 7

prototype rollover warni ng system .1 2 4 ( 1 9 9 4 )

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

3 + A ramp rollover warni ng system was installed at th ree cu rved

exit ramps on the beltway arou nd Wash i ngton, D.C. in 1993.

On - site sensors and computers detected truck speeds, weight ,

and height classification, and then calcu lated the probabil ity 

a truck wou ld roll over as it approached. If a truck was at risk ,

a roadside warni ng sign was activated to alert drivers to slow

down. Prior to deployment there were 10 truck rollover accidents at these sites between 1985 and 1990. After deployment ,

no accidents were recorded between 1993 and 1997.1 2 3

Safety

Costs

System Cost

Benefits

Road Geometry Warn i ng Systems: Ramp Rollover Warn i ng
2005 Update ITS Benefits, Costs, and Lessons Learned

89

Road Geometry Warn i ng Systems: Cu rve Speed Warn i ng

Road Geometry Warn i ng Systems: Down h i ll Speed Warn i ng

Goal Area # of Stud ies Im pact Exam ple

1 ? An advan ced cu rve warni ng system was installed on five 

cu rves along I-5 in a mou ntai nous portion of ru ral northern 

Cal ifornia. A before - and - after evaluation at two sites showed 

a significant reduction in truck speeds on downgrades 

greater than 5%.1 2 5

1 ? In a su rvey completed 10 months after installation of the 

northern Cal ifornia cu rve warni ng system described above, 

70% of com merci al veh icle drivers and 85% of passenger car 

d rivers ind icated the signs were useful. Sixty - ni ne percent of

both types of drivers ind icated they reduced their speed

th rough the cu rves in response to the signs .1 2 5

Benefits

Safety

Customer

Satisfaction

Roadside Detection subsystem See Append ix A

Roadside In formation subsystem

Roadside Telecom mu nications subsystem

No data to report .

Costs

System Cost

Un it Costs

Database

Roadside Detection subsystem See Append ix A

Roadside In formation subsystem

Roadside Telecom mu nications subsystem

A truck speed warni ng system was deployed on a downgrade Esti mated cost 

cu rve along I-70 in Glenwood Canyon, Colorado. If a truck is range for a si ngle 

detected (via radar) exceed i ng the posted speed, then the site: $25,000– 

truck ’s speed is posted on a dynamic message sign (DMS ) .5 3 $30,000 ( 1 9 9 6 )

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

3 + A dynamic truck down h ill speed warni ng system installed 

on I-70 in Colorado decreased truck accidents by 13% and 

reduced the use of run away truck ramps by 24%.1 2 3

1 ? A small - scale study of truck drivers who experien ced the 

dynamic truck down h ill speed warni ng system in Colorado 

i nd icated that most drivers thought it was helpfu l .1 2 6

Benefits

Safety

Customer

Satisfaction
90

2.9 Crash Prevent i on and Safety 

Goal Area # of Stud ies Im pact Exam ple

4 + Installation of a “Second Train Comi ng” warni ng system at a 

l ight - rail transit grade crossi ng in the subu rbs of Balti more, 

Maryland, led to a reduction of 26% of veh icles crossi ng the 

tracks between the two trai ns. The nu mber of drivers begi n -

ni ng to move their veh icles under the risi ng crossi ng gate 

before real izi ng a second train was approach i ng decreased by 

86% after the system began operation. These benefits were 

determi ned by compari ng data from a one - month evaluation 

period just before the system was installed and data from the 

two months immed i ately after installation .1 6

2 ? The San Antonio, Texas, si mu lations of increased traffic 

volu mes ind icated DMS with rail road crossi ng delay 

i n formation may decrease system delay by 7%.1 0

1 ? Before implementation of an automated warni ng system, 

77% of su rveyed residents in Ames, Iowa, ind icated that train 

horns had a “negative” or “very negative” impact on their 

qual ity of life. After deployment, 82% of residents responded 

that the automated horn was “no problem .”

1 2 7

2 ? Noise levels were measu red at a highway - rail intersection 

before and after installation of the automated horn system 

in Ames, Iowa. Resu lts ind icated that areas impacted by 

noise levels greater than 80 decibels decreased by 97%.1 2 7

Benefits

Safety

Customer

Satisfaction

Mobi l ity

Energy /

Envi ron ment

Highway Rail Crossi ng Systems

Roadside Rail Crossi ng subsystem See Append ix A

Roadside Detection subsystem

Roadside In formation subsystem

Roadside Telecom mu nications subsystem

The Advan ced Warni ng for Rail road Delays (AWARD) project AWARD project 

was implemented as part of the San Antonio, Texas, Metro - cost: $350,800 

pol itan Model Deployment (MM DI). The project consisted of ( 1 9 9 8 )

Doppler radar and acoustic sensors deployed at selected 

locations of rail road tracks to detect the presen ce, speed, and An nual O&M cost: 

length of on comi ng trai ns as they approach grade crossi ngs . $34,000 ( 1 9 9 8 )

Data are transmitted to the Trans Guide Operations Center, 

where the data are analyzed and rail road delay information is 

com mu nicated to travelers on existi ng dynamic message signs .1 0

Costs

System Cost

Un it Costs

Database
2005 Update ITS Benefits, Costs, and Lessons Learned

91

In Groton, Con necticut, a fou r- quad rant gate with automatic The cost of the 

train stop system was deployed. The system included fou r- system included 

quad rant gates to deter veh icles from attempti ng to cross as equipment 

trai ns approached, and six i nductive loop veh icle detectors to i nstalled at the 

detect veh icles blocki ng the tracks. In the event of an ob - crossi ng and the 

struction, the detector system was designed to notify train i n - cab signal i ng 

operators via an in-cab signal i ng system. If the engi neer failed system: $ 9 7 7 , 0 0 0

to slow the train, then an automated system wou ld stop the (2001) 

trai n .1 7

In northern Chicago, Ill i nois, an in-veh icle rail road crossi ng Total project cost 

warni ng system was designed and deployed. When a train was i n clud i ng 300 indetected by the track ci rcuitry that activates the bells, signals, veh icle units and 

and gates, a transmitter wou ld al so broadcast a signal intended train detection 

or any veh icle equipped with the speci al warni ng system re - equipment at five 

ceiver. In - veh icle receivers within a certain distan ce wou ld crossi ngs: $ 6 7 9 , 0 0 0

activate and operate in one of th ree modes: aud io, visual, or ( 2 0 0 1 )

combi nation aud io / visual. The in-veh icle receiver device was 

i nstalled in 300 veh icles, includ i ng school buses, emergen cy 

veh icles (i.e., fi re, pol ice, and ambu lan ce), and com merci al 

veh icles that normally traveled th rough the study area .1 7

Costs ( conti n ued )

System Cost

System Cost

No data to report .

No data to report .

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 ? A coll ision cou ntermeasu re system (CCS) was installed 

at an unsignal ized, two - way, stop - controlled intersection 

in a ru ral area of Aden, Vi rgi nia. Before - and - after field 

data ind icated the system lowered approach speeds. Safer 

projected - ti mes - to - coll ision (PTCs) were observed after 

system implementation .1 2 8

Benefits

Safety

Intersection Coll ision Warn i ng
92

Bicycle Warn i ng Systems

Pedestrian Safety

Roadside Detection subsystem See Append ix A

Roadside In formation subsystem

Roadside Telecom mu nications subsystem

A downtown Bou lder, Colorado, intersection has been Project cost 

equipped with a series of four flash i ng in-pavement lights i n clud i ng equip -

per lane. Th is high pedestri an - volu me intersection is al so ment and 

equipped with two flash i ng pedestri an signs. The lights i nstallation: 

and signs are activated manually.5 3 $ 8 , 0 0 0 – $ 1 6 , 0 0 0

Costs

System Cost

Un it Costs

Database

No data to report .

Benefits

2.9 Crash Prevent i on and Safety 

No data to report .

A Bicycle in Tu n nel Warni ng System was deployed at a tu n nel Cost to implement

on Highway 971 near Chelan, Wash i ngton. Flash i ng beacons the system: $5,000 

on a fixed message sign are activated when a cycl ist presses a ( 1 9 7 9 )

push - button, and deactivate after a preset ti me interval has 

passed. The fixed message sign reads, PEDS / BICYCLES IN 

TUN NEL WH EN FLASH I NG. The cost to implement the 

system was kept low due to the existi ng power sou rce at the 

tu n nel entran ce .5 3

Costs

System Cost

Un it Costs

Database

No data to report .

Benefits
2005 Update ITS Benefits, Costs, and Lessons Learned

93

An i mal Warn i ng Systems

No data to report .

An Ani mal Warni ng System has been deployed in the Cost per site 

Greater Yellowstone Ru ral Intell igent Transportation Systems i n cludes transmit -

(GYR ITS) corridor. A transmitter is installed along the road ter, solar pack, 

where a high nu mber of ani mal - veh icle incidents have and installation

occu rred. The cost per site includes transmitter, solar pack, (esti mated): $ 3 , 8 0 0

and installation (esti mated). The cost does not include 

off - the - shelf in-veh icle radar detectors requi red to receive the 

signal from the transmitter.5 3

On the Olympic pen ni nsu la in Wash i ngton state, an ani mal Warni ng system: 

warni ng system was deployed. The system was designed to $ 7 5 , 0 0 0 (2001) 

alert motorists of the presen ce of elk by triggeri ng a solarpowered rad io activated flash i ng ELK X- I NG warni ng sign 

when an ani mal equipped with a rad io collar was within a 

quarter mile of the roadway. A federal grant was used to pay 

for the cost of collari ng 12 lead elk (10% of herd), build i ng and 

i nstall i ng the rad io - activated signs, and pu rchasi ng the 

equipment necessary to monitor the elk herd .1 2 9

In Saskatchewan, Canada, a new tech nology was deployed to Wildl ife deterrent 

alert wildl ife of freeway traffic and scare ani mals away from the system: $100,000 

road. Twenty - five wildl ife warni ng units were placed on both CAD (2001)

sides of the road approxi mately every 1,000 feet along a 3.1-mile 

section of Highway 7. Units at each end of the array were 

equipped with sensors and transmitters to detect approach i ng 

veh icles and send signals to other warni ng units downstream, 

enabl i ng them to activate warni ng lights and sou nds to repel 

ani mals away from the roadway and on comi ng traffic. The cost 

of the system did not include installation and mai ntenan ce

costs du ri ng the two - year project .1 2 9

Costs

System Cost

Un it Costs

Database

System Cost

System Cost

No data to report .

Benefits
94
2005 Update ITS Benefits, Costs, and Lessons Learned

95

2 . 10 Roadway Operat i ons and Maintenan ce

Operati ng and mai ntai ni ng transportation systems is costly. Many state DOTs are

i mplementi ng ITS to better manage roadway mai ntenan ce efforts and to en han ce

safety on the transportation system. ITS appl ications in operations and mai ntenan ce

focus on integrated management of mai ntenan ce fleets, speci al ized service veh icles ,

hazardous road cond itions remed i ation, and work zone mobil ity and safety. Systems

and processes are requi red to monitor, analyze, and dissemi nate roadway / i n frastructu re data for operational, mai ntenan ce, and manageri al uses. ITS can help

secu re the safety of workers and travelers in a work zone wh ile facil itati ng traffic flow

th rough and arou nd the construction area .

Figu re 2.10.1 su m marizes the classification scheme

for collecti ng benefits and costs information for

roadway operation and mai ntenan ce. In formation

d issemi nation tech nologies can be deployed temporarily, or existi ng systems can be updated period ically to provide information on work zones or other

h ighway mai ntenan ce activities. Several appl ications

help state DOTs with asset management, includ i ng

fleet tracki ng appl ications, as well as automated data

collection appl ications for monitori ng the cond ition

of highway infrastructu re. 

ITS appl ications in work zones include the temporary implementation of traffic

management or incident management capabil ities. These temporary systems can be

stand - alone implementations or they may supplement existi ng systems in the area

du ri ng construction. Other appl ications for managi ng work zones include measu res

to control veh icle speeds and notify travelers of changes in lane con figu rations or

travel ti mes and delays th rough the work zones. ITS may al so be used to manage traffic along detour routes du ri ng fu ll road closu res to facil itate rapid and safe reconstruction projects .

Table 2.10.1 provides information on the benefits and costs of roadway operations

and mai ntenan ce. An assessment of the impact of these systems is ind icated by

usi ng the symbols in the Impact Legend at the bottom of each page .

Information Dissem i nation

Portable DMS

Highway Advisory 

Rad io (HAR )

Internet / Wi reless / Phone

Asset Management

Fleet Management

Infrastructu re Management

Work Zone Management

Tem porary Traffic

Management

Tem porary Incident

Management

Lane Control

Variable Speed Li m it

Speed Enforcement

Intrusion Detection

Road Closu re Management

R oadway 

O perat i ons and

M a i ntenan ce

Figure 2.10.1

Classification Scheme

for Roadway Operations

and Maintenance

I ntell i gent Infrastructure
96

2 . 10 Roadway Operat i ons and Maintenan ce

Benefits

Table 2.10 . 1

B enef i ts and Costs of Roadway Operat i ons 

and Maintenan ce

Information Dissem i nation

Goal Area # of Stud ies Im pact Exam ple

2 + In Arkansas, automated work zone information systems 

( AWIS) were installed and tested at construction sites in two 

cities. Each AWIS was pri marily a queue detection system 

designed to calcu late and report delay ti mes to travelers via 

roadside changeable message signs. Analysis of the impacts of

the system ind icated rear- end crashes and fatal ities were less 

frequent in areas where AWIS was deployed, however, the 

observation period for th is study was limited, so the resu lts 

may not be representative. The resu lts may be fu rther con -

fou nded by a statewide work zone safety information cam -

paign conducted at the ti me of the study.1 3 0

Safety

Roadside Telecom mu nications subsystem See Append ix A

Roadside In formation subsystem

In formation Service Provider subsystem

Personal Devices subsystem

Transportation Management Center subsystem

In 2000, the Arkansas State Highway and Transportation De - Lonoke Cou nty 

partment (AHTD) began the Interstate Rehabil itation Project, AWIS: $ 3 2 2 , 5 0 0

a five - year construction project includ i ng the rebuild i ng of 60% 

of Arkansas’s total Interstate miles. Two work zones were Pu laski Cou nty 

equipped with two different types of AWIS in an attempt to AWIS: $ 4 9 0 , 0 0 0

mitigate traffic congestion and automobile incidents at the 

work zone site. Both systems were provided by a contractor. 

The fi rst site was a 6.3-mile segment of I-40 located in Lonoke 

Cou nty. Th is AWIS included a central system controller, two 

h ighway advisory rad ios (HAR), five traffic radar sensors 

measu ri ng veh icle speed, five dynamic message signs (DMS) 

and two supplemental speed stations. The second site was an 

8 . 6 - mile segment of I-40 located in Pu laski Cou nty. Th is AWIS 

i n cluded a central system controller, a host computer in the 

engi neer ’s office, two DMS, queue detection sensors, and five 

HAR. Both systems util ize traffic sensors and DMS that are 

equipped to commu nicate with a central controller via rad io 

( Federal Com mu nications Com mission (FCC) or FHWA band). 

The DMS were automated to display one of the various preset 

messages available. The display corresponded to the scenario 

monitored by the traffic sensors .1 3 1

Costs

System Cost

Un it Costs

Database
2005 Update ITS Benefits, Costs, and Lessons Learned

97

The New Mexico State Highway and Transportation Depart - Work zone ITS 

ment (NMSHTD) used ITS in a two - year construction project cost: $1.5 mill ion

of “The Big I” interchange where I-40 and I-25 intersect. The 

system included eight fixed CCTV cameras, eight modu lar 

(expandable) DMS, four arrow dynamic signs, four portable 

DMS, four portable traffic management systems (a si ngle integrated platform for camera and DMS), and four HAR units. 

Components were linked to base station computers via wi re -

l i ne and wi reless com mu nications. In formation on traffic 

cond itions were provided via the HAR and DMS, and via other 

outlets to include website, rad io, fax, and e-mail distribution 

l ists. NMSHTD pu rchased the ITS with the intent of incorporati ng much of the system into a freeway management 

system on ce construction was completed. Other components 

wou ld be used in futu re work zone projects .1 9

Costs ( conti n ued )

System Cost

Fleet Management subsystem See Append ix A

The pu rpose of the Advan ced Ru ral Transportation In formation Project cost for 

and Coord i nation (ARTIC) project in Mi n nesota was to share AVL and MDT 

appl ication of ITS across various publ ic agen cies such as trans - i nstallation: 

portation, publ ic safety, and transit util izi ng a central com mu n - $1.574 mill ion

ications and dispatch i ng center. Automated veh icle location 

( AVL ) / Global Positioni ng System (GPS) equipment was installed 

on fleet veh icles for ease of location, identification, and dis -

patch i ng. Mobile data termi nals (MDT) were al so installed 

allowi ng for data transmission between the veh icles and the 

d ispatch center. AVL and MDT were installed on 15 Mn / DOT 

veh icles, four Mi n nesota State Pol ice (MSP) veh icles, and 15 

transit buses. To demonstrate the capabil ity of transmitti ng 

data from fleet veh icles to the center, an interface was developed 

between the MDT and the sand spreader control on the snow 

plows .5 3

Costs

System Cost

Un it Costs

Database

No data to report .

Benefits

Asset Management: Fleet Management
98

2 . 10 Roadway Operat i ons and Maintenan ce

Asset Management: Infrastructu re Management

Benefits

Goal Area # of Stud ies Im pact Exam ple

1 ? In Montana, weigh - i n - motion (WIM) sensors were installed 

d i rectly in freeway travel lanes to conti nuously collect truck 

weight and classification data at 28 sites. The study fou nd 

that if freeway pavement designs were based on fatigue calcu -

lations derived from comprehensive WIM data instead of 

weigh station data, the state wou ld save about $4.1 mill ion 

each year in construction costs. The pavement fatigue calcu -

lations based on WIM data were 11% lower on Interstate 

roadways and 26% on non - Interstate pri mary roadways .1 3 2

Fleet Management subsystem See Append ix A

No data to report .

Costs

System Cost

Un it Costs

Database

Prod uctivity
2005 Update ITS Benefits, Costs, and Lessons Learned

99

Work Zone Management

Goal Area # of Stud ies Im pact Exam ple

4 + Iowa evaluated the effectiveness of a citizens band (CB) rad io 

alert system used to warn approach i ng truckers of slow - mov -

i ng mai ntenan ce veh icles on I-35. The test was conducted 

usi ng a roadway pai nt crew of four to five veh icles travel i ng at 

25 miles per hour (mph) spread out over one mile. The trail i ng 

veh icle in the crew was equipped with a CB transmitter to 

automatically broadcast warni ng message up to a distan ce of 

four miles. A su rvey fou nd that 39 of 59 truckers who saw the 

pai nt crew ind icated the alert system was effective at warni ng 

them of workers in the roadway.1 3 3

2 + Average clearan ce ti mes for incidents were reduced by 44%

with the implementation of motorist assistan ce patrols and a

temporary traffic management center du ri ng a construction

project at the “Big I” interchange in Albuquerque, New

Mexico. Du ri ng weekday operations, the Highway

Department allocated two cou rtesy patrol units to patrol the

construction zone between 5 a.m. and 8 p.m. on weekdays ,

and a wrecker was an on - call from 6 a.m. to 6 p.m.1 8

3 + An investigation into remote speed en forcement in work 

zones in Texas drew mixed resu lts from project participants. 

Wh ile officers felt the system had the potenti al to allow safe 

en forcement of speed limits in work zones, by relayi ng images 

of offend i ng drivers to officers downstream, some had con -

cerns regard i ng the proper identification of speed i ng veh icles .1 3 4

Benefits

Customer

Satisfaction

Mobi l ity

Safety

Roadside Telecom mu nications subsystem See Append ix A

Roadside Detection subsystem

Roadside Control subsystem

Roadside In formation subsystem

Transportation Management Center subsystem

The Mich igan DOT (MDOT) used a temporary traffic man - Cost to lease the 

agement system (TTMS) du ri ng a construction project in TTMS: $2.4 mill ion

downtown Lansi ng. The system was deployed from March (wh ich is about 6% 

2001 to October 2001 and removed at the completion of the of the total project 

construction project. The project involved a complete closu re construction cost)

of portions of I-496. The TTMS was used th roughout the con -

struction project. The system included 17 cameras, 12 DMS, 

six queue detectors (microwave sensors), and a com merci al 

off - the - shelf (COTS) software package that ran on a server 

located at the construction traffic management center.1 9

Costs

System Cost

Un it Costs

Database
100

Oh io DOT installed Web cameras in its I-70 work zone to System cost :

assist in traffic management. The cost of installation was kept $ 1 7 , 0 0 0 for eight

very low due to the use of temporary structu res. Although cameras

the installations were temporary and wou ld not meet 

envi ron mental standards for permanent structu res, the video 

i mages of traffic in the construction areas were benefici al to 

Oh io DOT.1 3 5

Mich igan DOT teamed up with FHWA and Mich igan State Project cost :

University for an 18-month study to test the use of vari able $400,900 ( 2 0 0 2 )

speed limits (VSL) in work zones. The equipment, seven VSL 

trailers, was rented for the study. The project cost includes 

the equipment, tech nical support, and transport of the VSL 

trailers .1 3 6

Costs ( conti n ued )

System Cost

System Cost

2 . 10 Roadway Operat i ons and Maintenan ce
2005 Update ITS Benefits, Costs, and Lessons Learned

101

2 . 11 Road Weather Management

Adverse weather cond itions pose a significant th reat to the infrastructu re and operation of our nation’s roads. The Road Weather Management Program, within the

FHWA Office of Operations, seeks to better understand the impacts of weather on

roadways, and promote strategies, tools, and tech nologies to mitigate those impacts .

The program is worki ng to promote a national road weather observi ng system ,

en han ce decision support for wi nter mai ntenan ce person nel, and advan ce weatherresponsive traffic management. Figu re 2.11.1 depicts the classification of benefits and

costs data associ ated with Road Weather Management .

ITS appl ications that assist road weather

management support four major types of

activities. Su rveillan ce, monitori ng, and pred iction of weather and roadway cond itions

enable the appropri ate management

actions to mitigate the impacts of any

adverse cond itions. In formation dissemi nation tech nologies help road weather managers notify travelers of adverse cond itions

they may face on their trips. Traffic control

measu res may be enacted to improve traveler safety under poor weather cond itions ;

a variety of tech nologies allow these control measu res to be taken quickly in

response to developi ng adverse weather. A variety of ITS appl ications are bei ng

deployed in the United States to support roadway treatments necessary in response

to weather events. These appl ications may provide for automated treatment of the

road su rface at fixed locations, such as anti - ici ng systems mou nted on bridges in

cold cl i mates. They may al so en han ce the efficien cy and safety of mobile wi nter

mai ntenan ce activities, for example, th rough automatic veh icle location on snow

plows supporti ng a computer- aided dispatch system .

Table 2.11.1 provides information on the benefits and costs of road weather management. An assessment of the impact of these systems is ind icated by usi ng the symbols in the Impact Legend at the bottom of each page .

Su rvei llance, Mon itori ng, 

and Pred iction

Pavement Cond itions

Atmospheric Cond itions

Water Level

Information Dissem i nation

D ynam ic Message Signs

( D M S )

Internet / Wi reless / Phone

Highway Advisory Rad io

( HAR )

Traffic Control

Variable Speed Li m its

Traffic signal Control

Lane Use / Road Closu res

Veh icle Restrictions

Response and Treatment

Fixed Wi nter Mai ntenance 

Mobi le Wi nter Mai ntenance

R oad Weather

M anagement

Figure 2.11.1

Classification Scheme for

RoadWeather Management

I ntell i gent Infrastructure
102

2 . 11 Road Weather Management

Table 2.11 . 1

B enef i ts and Costs of Road Weather Management

Su rvei llance, Mon itori ng, and Pred iction

Benefits

Goal Area # of Stud ies Im pact Exam ple

2 + In interviews followi ng the deployment of two new envi ron -

mental sensor stations (ESS) equipped with pole - mou nted 

CCTV cameras and sensors to measu re an array of envi ron -

mental cond itions, the Wash i ngton State DOT road mai nte -

nan ce crews ran ked pavement cond itions data as the most 

useful ITS tech nology deployed, followed by camera images, 

and radar data on the Internet. The mai ntenan ce superi n -

tendent reported that the ESS data and camera images 

helped staff become more productive by allowi ng them to 

check road cond itions in outlyi ng areas and mi ni mize unnec -

essary trips .2 0

Roadside Detection subsystem See Append ix A

Transportation Management subsystem

Roadside Telecom mu nications subsystem

In 2003, the Oh io Department of Transportation (ODOT) expand - Cost of 88 

ed its Roadway Weather In formation System (RWIS) with the add itional ESS 

add ition of 86 envi ron mental sensor stations to the 72 al ready i n clud i ng trai ni ng 

in operation. The 158 ESS provide coverage of all 88 Oh io cou n - and warranty /

ties, maki ng it the largest deployment of RWIS in the U. S. service agreement: 

Eighty - six ESS have been installed with two more sites goi ng $3.699 mill ion 

operational in the followi ng construction season. In formation ( 2 0 0 3 )

from the ESS is processed by a central server located in 

Colu mbus. The data are used by ODOT garages for treatment 

of roads du ri ng snow and ice cond itions. The deployment was 

contracted as a product pu rchase wherein the vendor was re -

sponsible for equipment installation. ODOT requi red that the 

ESS be compl i ant with National Transportation Com mu nica -

tions for ITS Protocol (NTCIP) and support wi reless com mu ni -

cation. The contract al so includes a two - year service agreement 

(recu rri ng costs over two years) for mai ntenan ce support 365 

days a year, 24 hou rs a day, and 7 days a week, with penalties

i mposed for down sites .1 3 7

A fog detection system is bei ng plan ned in response to a serious Costs to mod ify 

mu ltiveh icle accident that occu rred in May 2003 along I-68 Big Savage and 

near Big Savage Mou ntain in Maryland. The new system will Keyser sites: 

make use of existi ng infrastructu re at two locations and in- $ 7 5 , 0 0 0 per 

cludes a new RWIS. The existi ng RWISs at Big Savage and location

Keysers Ridge will be mod ified to identify low visibil ity con -

d itions and alert drivers via warni ng signs. The th i rd location, Cost of new 

Friendsville, will be equipped with an RWIS and warni ng signs .1 3 8 i n frastructu re at 

Friendsville: 

$ 1 2 5 , 0 0 0

Costs

System Cost

Un it Costs

Database

System Cost

Customer

Satisfaction
In order to better manage hu rricane - related evacuations, the In formation 

Louisi ana Department of Transportation and Development Station 

( LA DOTD) worked with the United States Geological Su rvey deployment cost: 

( USGS) to deploy In formation Stations. In formation Stations $ 2 6 , 0 0 0 (approx . )

are USGS Hyd rowatch stations that are fitted with traffic cou nt 

detectors. In formation Stations gather and transmit in real ti me In formation 

data on traffic and water level cond itions along evacuation Station an nual 

routes. The costs of these systems vary depend i ng on factors operations cost: 

such as retrofitti ng existi ng equipment, leveragi ng joi nt agen cy $ 1 4 , 0 00 (approx . )

deployments, and shari ng operati ng costs .1 3 9

System Cost

2005 Update ITS Benefits, Costs, and Lessons Learned

103

Information Dissem i nation

Costs ( conti n ued )

Goal Area # of Stud ies Im pact Exam ple

6 + An Idaho DOT study fou nd significant speed reductions 

when weather- related warni ngs were posted on dynamic 

message signs. Du ri ng periods of high wi nds and snowcovered pavement, veh icle speeds dropped by 35% to 35 mph 

when warni ng messages were displayed, compared to a 9% 

d rop to 44 mph without the dynamic message signs .1 4 0

1 + Ni nety - four percent of su rveyed users of a road weather information website coveri ng roadways in Wash i ngton state agree

that the weather information made travelers better prepared

for their trips. More than half of the respondents (56%) agreed

the information helped them avoid travel delays .2 0

Benefits

Safety

Customer

Satisfaction

Roadside Telecom mu nications subsystem See Append ix A

Roadside In formation subsystem

Remote Location subsystem

Personal Devices subsystem

Transportation Management Center subsystem

Wash i ngton State Department of Transportation (WSDOT ) Two ESS: 

i nstalled a system in the ru ral and mou ntai nous region of $ 4 5 , 0 0 0 each

Spokane to collect and com mu nicate weather and road con -

d itions, border crossi ng status, and other information to com - HAR cost: 

merci al drivers, the motori ng publ ic, and WSDOT mai ntenan ce $ 1 1 1 , 0 7 3

crews. As part of th is system, two ESS were installed at Sherman -Two mobile HAR: 

Pass and the town of Lau rier, and two mobile HAR systems $ 5 2 , 0 0 0

were installed near the town of Republ ic and at the town of - Signs, con nectivi -

Kettle Falls. Broadcasts warn motorists of road construction, ty, cleari ng and 

i n cidents, dangerous drivi ng cond itions and restrictions, and other associ ated 

border crossi ng cond itions and closu res .2 0 costs: $ 5 9 , 0 7 3

Costs

System Cost

Un it Costs

Database
104

2 . 11 Road Weather Management

Traffic Control

Goal Area # of Stud ies Im pact Exam ple

5 + A vari able speed limit system implemented along Interstate

75 in Ten nessee to control traffic du ri ng foggy cond itions, and

close the freeway if necessary, has dramatically reduced crashes. Wh ile there had been more than 200 crashes, 130 inju ries ,

and 18 fatal ities on th is highway section si n ce the interstate

opened in 1973, a 2003 report notes that on ly one fog - related

crash has occu rred on the freeway si n ce installation of the

system in 1994.1 4 1

1 o An investigative study sponsored by the Mi n nesota 

Department of Transportation (Mn / DOT) fou nd that opti mizi ng traffic signals along an arteri al corridor to accom modate

adverse wi nter weather cond itions yielded an 8% reduction in

delay. The study al so noted that the existi ng signal ti mi ng

plans were sufficient to accom modate the lower traffic volu mes and lower speeds du ri ng wi nter weather.142

1 ? Su rvey resu lts in Fi n land ind icate that 90% of drivers fou nd 

weather- controlled vari able speed limit signs to be usefu l .1 4 3

2 + The Mn / DOT uses mai n l i ne and ramp closu re gates to close 

segments of freeways du ri ng severe weather. Du ri ng a 1998 

storm, closu re allowed Interstate 90 to be cleared 4 hou rs 

earl ier than nearby Highway 75, with I-90 clearan ce costs 

18% lower than those for Highway 75.1 4 4

Benefits

Safety

Customer

Satisfaction

Mobi l ity

Prod uctivity

Lessons

Learned

To develop accu rate

forecasts, ensu re careful qual ity control ,

and cal i bration to

local cond itions for

data integration with i n

Road Weather

Information Systems

( RW IS ) .1 4 7

Lessons on weather data

analysis for transportation

operations

Th is is a su m mary of crosscutti ng experiences on weather data analysis from five projects. Projects occu rred in

Pen nsylvan ia, Iowa, Nevada,

New York, and Utah. The

experiences high l ight the

approaches to better uti l ize

weather data in transportation operations. Sign ificant

lessons learned incl ude :

• Ensu re data integration

overcomes problems with

d ifferent data formats;

i nstru ment siti ng and

mai ntenance issues; and

com m u n ication. 

• Increase poll i ng frequency

and transm ission rel iabi l ity by usi ng wi reless comm u n ication tech nology

for RW IS. 

Roadside Telecom mu nications subsystem See Append ix A

Roadside Control subsystem

Roadside Detection subsystem

Roadside In formation subsystem

Transportation Management Center subsystem

Wash i ngton State DOT implemented Travel Aid, a vari able Design and 

speed limit (VSL) system that changes as the weather does, i mplementation

along the Snoqual mie Pass (I-90) east of Seattle. cost: $ 5 mill ion

Approxi mately 13 miles are operated as VSL du ri ng the ( 1 9 9 7 )

wi nter months. The system consists of radar detection, six

weather stations, ni ne dynamic message signs, and rad io and 

microwave transmission systems .53, 77, 78

Costs

System Cost

Un it Costs

Database
2005 Update ITS Benefits, Costs, and Lessons Learned

105

Response and Treatment

Goal Area # of Stud ies Im pact Exam ple

3 ? In Mi n nesota, the Mn / DOT installed an automated anti - ici ng

system on a 1,950-foot (594-meter), eight - lane bridge near

downtown Mi n neapol is on I-35. In the fi rst year of operation ,

the system significantly improved roadway safety th rough a

68% decl i ne in wi nter crashes, when compared to prior wi nters with comparable weather.1 4 1

6 + The Wisconsin DOT has fou nd that a snow forecasti ng 

model combi ned with ice detection systems help improve 

plan ni ng for work schedu les, reduci ng labor- hou rs up to 

four hou rs per person du ri ng a significant storm .1 4 5

Benefits

Safety

Prod uctivity

Lessons

Learned

• Ensu re qual ity control to

best uti l ize envi ron mental

data.

• Incl ude metadata in the

RW IS data set (e. g., wi nd

speed, preci pitation rate,

roadway su rface cond itions, etc. ) .

• Cal i brate data in

mesonets to accou nt for

d ifferences in station siti ng.

• Aspi rate sensors to

accou nt for high bias in

tem peratu re read i ngs at

RW IS sites duri ng certai n

cond itions.

• Im prove mesoscale forecasts in com plex terrai n

by usi ng RW IS data. 

• Work to conti n uously

i m prove pred ictions of ai r

tem peratu re, preci pitation, and cloud cover in

order to increase pavement cond ition forecasti ng accu racy.

Roadside Detection subsystem See Append ix A

Roadside Control subsystem

Roadside Telecom mu nicatons subsystem

Transportation Management Center subsystem

The Southeast Mich igan Snow and Ice Management (SEMSIM ) AVL / GPS system 

project is a mu lti agen cy automatic veh icle location (AVL) sys - cost: $1.862 mill ion

tem that will use 500 highway mai ntenan ce veh icles equipped ( 2 0 0 2 )

with Global Positioni ng System (GPS) receivers and sensors to 

monitor snow plow use, rate of appl ication for de - ici ng materi als, 

and air and road temperatu res. In 2002, the system cost approxi amtely $1.862 mill ion to equip 292 veh icles. The system included

the development, manufactu ri ng, testi ng, and integration of 

software and hardware components (veh icle logic unit, mobile 

data termi nal, sensors, bracket and wi ri ng harness), and com -

mu nications. Each veh icle will use 900 MHz com mu nications 

and transmit data to a central ized system where the data will 

be uploaded onto an Internet server and made available to other 

agen cies. As of November 2003, 375 veh icles were operational .13

To add ress weather- related accidents on a section of I-90 near Initi al cost 

Vantage, Wash i ngton, the Wash i ngton State DOT assessed the esti mate: $ 5 9 9 , 5 0 0

benefits and costs of deployi ng an automated anti - ici ng system ( 1 9 9 9 )

to prevent the formation of pavement frost and black ice and to 

reduce the impact of freezi ng rain. The proposed installation An nual O&M 

consists of a liquid chemical storage tank, a pu mp, a dispensi ng costs (esti mated): 

system with spray nozzles, an ESS, a computerized control sys - $ 3 2 , 8 0 0 ( 1 9 9 9 )

tem, and a CCTV camera for remote viewi ng. The system mon -

itors weather and road cond ition data from the ESS, and 

automatically activates the dispensi ng system when pre -

determi ned cond itions exist. The system al so alerts dis -

patchers and the mai ntenan ce supervisor when the anti - ici ng 

system is activated .1 4 6

Costs

System Cost

System Cost

Un it Costs

Database

Conti n ued from page 104
106
2005 Update ITS Benefits, Costs, and Lessons Learned

107

2 . 12 Commerc i al Veh i cle Operat i ons 

ITS appl ications for com merci al veh icle operations are designed to en han ce commu nication between motor carriers and regu latory agen cies, particu larly du ri ng

i nterstate freight movements. ITS can aid both carriers and agen cies in reduci ng

operati ng expenses th rough increased efficien cy, and assist in ensu ri ng the safety of

motor carriers operati ng on the nation’s

roadways. Figu re 2.12.1 shows the components of the ITS classification scheme for

com merci al veh icle operations .

Com merci al Veh icle In formation System

and Networks (CVISN) has created a

nationwide framework of com mu nication

l i n ks that state agen cies, motor carriers, and

stakeholders can use to conduct busi ness

transactions electronically. Electronic registration and permitti ng at state agen cies

allows carriers to register on l i ne, decreasi ng the tu rn - arou nd ti me associ ated with

permit approval. In add ition, Safety In formation Exchange (SIE) programs have been

i mplemented as part of CVISN to standard ize the exchange of veh icle and driver

safety information between states and ju risd ictions. En forcement person nel at check

stations can use national database cleari nghouses to con fi rm carrier regu latory compl i an ce data and crosscheck safety assu ran ce information .

Electronic screeni ng promotes safety and efficien cy for com merci al veh icle operators. Carriers that equip their fleets with low - cost in-veh icle transponders can commu nicate with check stations and automatically transfer regu latory data to authorities as trucks approach check stations. These and other tech nologies such as weigh -

i n - motion (WIM) scales improve efficien cy and reduce congestion at check stations

by allowi ng safe and legal carriers to bypass inspections and retu rn to the mai n l i ne

without stoppi ng .

Several ITS tech nologies have been implemented to support motor carriers with

their day - to - day operations: automated veh icle location (AVL ) / computer- aided

design (CAD) tech nologies assist with schedu l i ng and tracki ng of veh icle loads; on -

board monitori ng of cargo can alert drivers and carriers of potenti ally unsafe load

cond itions; and traveler information can help carriers choose alternate routes and

departu re ti mes, avoid traffic, bypass inclement weather, and arrive on ti me .

Credentials Ad m i n istration

Electron ic Fu nds

Electron ic Registration /

Perm itti ng 

Safety Assu rance

Safety Information Exchange

Automated Inspection

Electron ic Screen i ng

Safety Screen i ng

Border Clearance

Weight Screen i ng

Credential Checki ng

Carrier Operations and Fleet

Management

AV L / CAD

On - Board Mon itori ng

Traveler Information

Secu rity Operations

Asset Tracki ng

Remote Disabl i ng Systems

C ommerc i al

V eh i cle

O perat i ons

Figure 2.12.1

Classification Scheme

for Commercial

Vehicle Operations

I ntell i gent Infrastructure
108

ITS can al so be used to ensu re the secu rity and safety of motor carriers. Asset tracki ng tech nologies can monitor the location and cond ition of fleet assets (e.g., trailers ,

cabs, and trucks), and remote disabl i ng systems can prevent the unauthorized use of

fleet veh icles and assist in asset recovery.

Table 2.12.1 provides information on the benefits and costs of com merci al veh icle

operations. An assessment of the impact of these systems is ind icated by usi ng the

symbols in the Impact Legend at the bottom of each page .

2 . 12 Commerc i al Veh i cle Operat i ons

Goal Area # of Stud ies Im pact Exam ple

1 ? A su rvey of members of the Maryland Motor Truck 

Associ ation (MMTA) and the Independent Truckers and 

Drivers Associ ation (ITDA) ind icated the potenti al value 

of Electronic Data Interchange (EDI) and the Internet for 

conducti ng busi ness with Maryland state agen cies rated 

1.85 and 2.04 on a scale of one to th ree .1 4 8

1 ? A two - year study by the American Trucki ng Associ ation 

Fou ndation (ATAF) fou nd that the com merci al veh icle ad mi nistrative processes (CVAP) reduced carriers’ costs by an estimated 9–18% when EDI was used .1 4 9

Benefits

Table 2.12 . 1

B enef i ts and Costs of ITS for Commerc i al 

V eh i cle Operat i ons

Prod uctivity

Customer

Satisfaction

Credentials Ad m i n istration: Electron ic Fu nds

Roadside Telecom mu nications subsystem See Append ix A

Com merci al Veh icle Ad mi nistration subsystem

Fleet Management Center subsystem

New York developed an Internet - based One - Stop - Credenti al i ng Cost for the 

and Registration system (OSCAR) to provide a cost - effective Internet - based 

method to implement com merci al veh icle registration and data electronic 

exchange between states. As a proof - of - con cept demonstration , credenti al i ng 

OSCAR provided the followi ng fu n ctions : system: $577,910 

• Internet - accessible credenti al appl ication forms (1999) 

• International Registration Plan (IRP) credenti al i ng 

• International Fuel Tax Agreement (IFTA) credenti al i ng 

• Highway User Tax ( HUT) credenti al i ng 

• Si ngle State Registration System (SSRS) credenti al i ng

1 5 0

Costs

System Cost

Un it Costs

Database
2005 Update ITS Benefits, Costs, and Lessons Learned

109

Credentials Ad m i n istration: Electron ic Registration / Perm its

Roadside Telecom mu nications subsystem See Append ix A

Com merci al Veh icle Ad mi nistration subsystem

Fleet Management Center subsystem

As part of the CVISN model deployment initi ative, Kentucky Cost to implement 

and Maryland have implemented end - to - end IRP electronic end - to - end IRP

credenti al i ng systems within their states. The costs to deploy in Kentucky:

these systems vary with the unique characteristics of each state. $ 9 3 5 , 9 0 6

A significant impact on cost is whether com merci al software is Maryland :

used or speci al software is developed and if th i rd - party services $ 4 6 4 , 8 0 2

will be used .2 1

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

2 + In Eu rope, several projects investigated management 

systems designed to improve the operati ng efficien cy of 

carriers. Benefits included a 30% reduction in order 

processi ng ti me and fewer processi ng errors .1 2

2 ? In a su rvey of Maryland Motor Truck Associ ation members, 

33% thought electronic registration was valuable, 13% were 

neutral, and 11% thought it had little or no value; 43% were 

u nable to com ment .1 4 8

5 + + Th ree motor carriers su rveyed du ri ng the CVISN model 

deployment initi ative ind icated that electronic credenti al i ng 

reduced paperwork and saved them 60–75% on credenti al i ng

costs. In add ition, motor carriers were able to com mission 

new veh icles 60% faster by pri nti ng their own credenti al 

paperwork and not waiti ng for conventional mail del ivery.2 1

Benefits

Mobi l ity

Prod uctivity

Customer

Satisfaction
110

2 . 12 Commerc i al Veh i cle Operat i ons

Roadside Telecom mu nications subsystem See Append ix A

Com merci al Veh icle Ad mi nistration subsystem

Com merci al Veh icle Check Station subsystem

Usi ng cost data based on fu ll CVISN deployment of Safety Esti mated cost

In formation Exchange (SIE) systems in Kentucky and for SIE: $ 6 5 0 , 0 0 0

Con necticut, an esti mate can be calcu lated for other states. 

Initi al SIE systems include wi reless telecom mu nications, Esti mated an nual

Safety and Fitness Electronic Record (SAFER) Data Mailbox, O&M cost :

and Com merci al Veh icle In formation Exchange Wi ndow $ 1 6 1 , 0 0 0

(CVI EW). System cost assu mes a state has 50 mobile 

en forcement units .2 1

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 ? The resu lts of field testi ng in Con necticut ind icate that 

Inspection Selection Systems (ISS) supplemented with 

electronic shari ng of safety inspection data increased 

out - of - service order rates by 2%. Model i ng efforts esti mated 

that ISS cou ld prevent 84 com merci al veh icle accidents per 

year nationwide .2 1

Benefits

Safety

Safety Assu rance: Safety Information Exchange

Safety Assu rance: Automated Inspection

Goal Area # of Stud ies Im pact Exam ple

1 + Four states (Georgia, Kentucky, North Carol i na, and Ten nessee)

participated in a year- long test to evaluate the performan ce 

of an infrared brake screeni ng system designed to inspect 

com merci al veh icles for brake problems as they enter weigh 

stations. The percentage of com merci al veh icles placed out 

of service because of brake problems increased by a factor of 

2.5 as a resu lt of infrared screeni ng at these stations .1 5 1

1 ? In a su rvey of truck and motorcoach drivers, participants 

were asked about the util ity of various ITS appl ications in 

com merci al veh icles. Truck drivers held much less favorable 

opi nions of automated roadside safety inspection than 

motorcoach drivers .1 5 2

Benefits

No data to report .

No data to report .

Costs

System Cost

Un it Costs

Database

Customer

Satisfaction

Safety
2005 Update ITS Benefits, Costs, and Lessons Learned

111

Electron ic Screen i ng: Safety Screen i ng

Electron ic Screen i ng: Border Clearance

Goal Area # of Stud ies Im pact Exam ple

1 ? Most truck drivers and CVO inspectors su rveyed du ri ng the 

CVISN Model Deployment Initi ative (MDI) felt electronic

screeni ng saved them ti me .2 1

1 + / – Motor carriers su rveyed du ri ng the CVISN MDI were 

con cerned with the cost - effectiveness of electronic screeni ng 

methods and the expansion of state regu lation. However, 

most truck drivers felt that electronic screeni ng saved them 

ti me. Inspectors al so noted that CVISN saved ti me and 

i mproved the accu racy and speed of data reporti ng .2 1

2 ? The CVISN MDI analysis considered start - up costs, 

operati ng costs, and crash avoidan ce from better targeted 

screeni ng over the expected lifeti me of the tech nology. 

Without consideri ng the cost - savi ng benefits of crash 

avoidan ce from increased motor carrier compl i an ce, the 

study esti mated that electronic screeni ng wou ld have a 

B/C ratio of 2:1.2 1

Benefits

Mobi l ity

Prod uctivity

Customer

Satisfaction

No data to report .

No data to report .

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

3 + Si mu lation models of traffic on the Ambassador Bridge 

Border Crossi ng System (ABBCS) showed that electronic 

border clearan ce cou ld save equipped trucks 50% of the 

delay th rough customs .1 5 3

Benefits

Mobi l ity

Roadside Telecom mu nications subsystem See Append ix A

Com merci al Veh icle Check Station subsystem

Com merci al Veh icle On - Board subsystem

No data to report .

Costs

System Cost

Un it Costs

Database
112

2 . 12 Commerc i al Veh i cle Operat i ons

Electron ic Screen i ng: Weight Screen i ng

Roadside Telecom mu nications subsystem See Append ix A

Com merci al Veh icle Ad mi nistration subsystem

Com merci al Veh icle Check Station subsystem

Com merci al Veh icle On - Board subsystem

Electronic screeni ng infrastructu re typically includes automatic Roadside 

veh icle identification, WIM scales, signage, workstations, and equipment cost 

telecom mu nications at the roadside, and transponders installed range: $ 1 5 0 , 0 0 0 –

in com merci al veh icles. The majority of the cost for electronic $ 7 8 0 , 0 0 0 ( 1 9 9 7 )

screeni ng is borne by state agen cies. Electronic screeni ng costs 

can range broadly depend i ng on the level of infrastructu re .21, 155, 156 In - veh icle 

transponder 

cost: $ 5 0

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 ? The Westa (weigh station) si mu lation model evaluated 

weigh station th roughput in Seymou r, Ind i ana, based on 

vari ations in entran ce ramp length, deployment of screeni ng 

transponders, and use of weigh - i n - motion (WIM) scales. 

The model showed that WIM scales can be very effective at 

reduci ng the nu mber of trucks in queue at weigh stations .1 5 4

Benefits

Mobi l ity
2005 Update ITS Benefits, Costs, and Lessons Learned

113

Electron ic Screen i ng: Credential Checki ng

Roadside Telecom mu nications Subsystem See Append ix A

Com merci al Veh icle Check Station subsystem

Com merci al Veh icle On - Board subsystem

States interested in converti ng existi ng static weigh stations Cost for fi rst site :

to participate in CVISN electronic screeni ng wou ld not incur $ 5 2 2 , 2 5 2

some of the one - ti me start - up costs for the initi al site such 

as software development .2 1 Cost for add itional

site: $ 3 0 3 , 4 5 0

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 ? Drivers of trucks and motorcoaches were asked about the 

util ity of various ITS appl ications in com merci al veh icles. 

Both motorcoach and truck drivers held favorable opi nions 

of Com merci al Veh icle Electronic Clearan ce .1 5 2

2 ? A su rvey of the mid - conti nent transportation corridor along 

Interstate Highway (IH) 35 from Du luth, Mi n nesota, to 

Laredo, Texas, showed that except for the most conservative 

growth and high - cost esti mates, benefits of electronic 

credenti al checki ng exceed costs for most motor carriers. 

State agen cies, however, were able to real ize positive B/C 

ratios on ly when very aggressive growth scenarios were 

pai red with low - cost esti mates .1 5 5

Benefits

Prod uctivity

Customer

Satisfaction
114

2 . 12 Commerc i al Veh i cle Operat i ons

Roadside Telecom mu nications subsystem See Append ix A

Fleet Management Center subsystem

Com merci al Veh icle On - Board subsystem

Global Positioni ng System (GPS) positioni ng incorporated Cost : $ 1 , 2 0 0

with terrestri al or satell ite - based mobile com mu nication (terrestri al) to 

systems, reporti ng location of power units at predetermi ned $ 2 , 2 0 0 (satell ite) 

i ntervals, on - demand by dispatcher or as a resu lt of driver / per power unit, 

d ispatcher messagi ng or change in engi ne ignition status .1 5 7 i n clud i ng 

i nstallation. 

Month ly costs 

approxi mately $ 6 0

per unit .

A tracki ng device installed on fleet trailers can integrate GPS Cost: begi n ni ng at 

tech nology with the Internet to provide a secu re cost - effective $ 8 0 0 per trailer 

method for remote and accu rate management of trailers. The (2000) 

sel f - powered unit has a rechargeable battery pack, a roof -

mou nted combi nation GPS and wi reless anten na, and a roof - Month ly service 

mou nted solar panel .2 3 cost: $ 1 9 per 

subscriber with a 

th ree - year 

contract (2000) 

Costs

System Cost

Un it Costs

Database

System Cost

Goal Area # of Stud ies Im pact Exam ple

1 ? In Eu rope, several projects investigated management 

systems designed to improve the operati ng efficien cy of 

carriers. Central ized route plan ni ng systems reduced veh icle 

travel distan ces by 18% and decreased travel ti me 14%.1 2

3 + Analysis of fleet operations conducted as part of the 

Hazardous Materi als Safety and Secu rity Tech nology field 

operational test evaluation demonstrated the potenti al of 

tracki ng tech nologies to :

• In crease driver productivity (increased pick- ups and 

del iveries) in local operations by 3.5% (less than truck

load ( LTL ) - parcel del ivery) and 11% (bulk fuel del iveries) .

• Reduce overall fleet operati ng costs per truck $1,560 to

$10,968 per year for long - haul truckload operations .1 5 7

Benefits

Mobi l ity

Prod uctivity

Carrier Operations and Fleet Management: AV L / CAD Lessons

Learned

Ensu re that the impacts

of com mercial veh icle

tech nologies are exami ned from the perspective of both the pu bl ic

and private sectors and

u nderstand that these

two sectors may have

very different priorities

and goals. Fu rthermore,

be aware that any

movement toward

deployment of these

tech nologies must

add ress sign ificant institutional issues.1 5 7

Lessons on deployi ng

Com mercial Veh icle

Operations tech nologies

The US DOT cond ucted a field

operational test and independent assessment in 2004 to

i nvestigate the efficacy of commercial veh icle tech nologies to

i m prove the safety, secu rity,

and efficiency of hazardous

materials sh i pments. The test

i nvolved 100 veh icles deployed

and operati ng th roughout the

nation and a variety of technologies from GPS tracking

and com m u n ications to biometric access. Sign ificant lessons learned from the test

i ncl ude the followi ng :

• Deploy tech nologies that

flexi bly add ress the needs

of motor carriers. The

motor carrier ind ustry is a

d iverse universe of businesses, each busi ness with
2005 Update ITS Benefits, Costs, and Lessons Learned

115

Carrier Operations and Fleet Management: 

On - Board Mon itori ng

Carrier Operations and Fleet Management: Traveler Information

Fleet Management Center subsystem See Append ix A

Com merci al Veh icle On - Board subsystem

No data to report .

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

2 – The American Trucki ng Associ ation Fou ndation (ATAF) 

conducted an extensive B/C analysis of the effects of CVO

user services on regu latory compl i an ce cost of motor carriers .

The B/C ratio for on - board safety monitori ng ranged from

0.49:1 to 0.02:1.1 5 8

Benefits

Prod uctivity

No data to report .

No data to report .

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 ? The Fleet Forward operational test conducted by the ATAF 

provided com merci al truckers with real - ti me traffic 

i n formation to facil itate routi ng decisions and improve the 

operational efficien cies of motor carrier operations along 

the eastern corridor. Although operati ng efficien cies were 

not significantly impacted, 75% of motor carriers felt traffic 

i n formation was a valuable tool for identifyi ng congestion .1 5 9

Benefits

Customer

Satisfaction

Lessons

Learned

u n ique operational characteristics, customer base,

busi ness goals, and constrai nts. 

• Demonstrate tech nology

efficacy and retu rn on

i nvestment in order to

penetrate into the commercial motor carrier market successfu lly. Motor carrier confidence in tech nology and the abi l ity of technologies to pay for themselves are key to carrier

adoption of tech nology.

• Consider that com mercial

veh icle tech nologies cannot be successful if they

are deployed in a vacu u m .

Such tech nology must be

accom pan ied by su pporti ng changes in pol icy and

proced u res. For exam ple,

the add ition of a GPS system to high -val ue cargo

offers little secu rity benefit

u n less methods are put in

place to actually allow the

cargo to be tracked or

mon itored. 

• Add ress issues of data privacy early in the design

and form u lation of potential com mercial veh icle

tech nology sol utions. Put

si m ply, the private sector

wi ll not vol u ntari ly

em brace tech nologies that

can not guarantee the safeguard i ng of their critical

busi ness information. 

Conti n ued from page 114
116
2005 Update ITS Benefits, Costs, and Lessons Learned

117

2 . 13 Intermodal Fre i ght

ITS can facil itate the safe, efficient, secu re, and seam less movement of freight. Figu re

2 . 1 3 . 1 shows how intermodal freight appl ications fit into the ITS classification

scheme. Freight tracki ng appl ications can monitor, detect, and com mu nicate freight

status information to ensu re contai ners remain sealed wh ile en route. In add ition ,

asset tracki ng tech nologies can monitor the location and identity of contai ners in

real - ti me. ITS freight termi nal processes can improve operations at freight transfer

stations, usi ng information tech nology to exped ite

procedu res often carried out usi ng paper records .

These tech nologies combi ned can provide an electronic freight manifest, reduci ng sh ipment processi ng ti me and increasi ng the productivity of freight

carriers and the freight transportation system .

Secu rity can be augmented by tracki ng devices that

con fi rm the location and cond ition of freight as it is

sealed for transfer. ITS support for drayage operations

can promote the efficient transfer of cargo by truck

arou nd major port facil ities, usi ng information technology to provide dispatchers and truck drivers with

i n formation on vessel traffic, contai ner / cargo availabil ity, on- and off - port traffic

cond itions, and delay ti mes at termi nal entran ces. At international border crossi ngs ,

automati ng revenue transactions and faster, more efficient con fi rmation of cargo

manifest information can reduce delays associ ated with customs and tax collection

processi ng. In add ition, ITS appl ications that opti mize traffic control and coord i nate

transfers near intermodal ports of entry can help reduce the strain of increased

freight movement on the nation’s freight highway con nector system .

Table 2.13.1 provides information on the benefits and costs of intermodal freight. An

assessment of the impact of these systems is ind icated by usi ng the symbols in the

Impact Legend at the bottom of each page .

Freight Tracki ng

Asset Tracki ng

Freight Term i nal Processes

Drayage Operations

Freight Highway Con nector

System

International Border

Crossi ng Processes

I ntermodal 

F re i ght

Figure 2.13.1

Classification Scheme for

Intermodal Freight

I ntell i gent Infrastructure
118

2 . 13 Intermodal Fre i ght

Roadside Telecom mu nications subsystem See Append ix A

Com merci al Veh icle On - Board subsystem

Fleet Management Center subsystem

No data to report .

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 ? Du ri ng the Electronic Intermodal Supply Chain Manifest 

field operational test in Chicago, Ill i nois, and New York, 

New York, participants thought access to real - ti me cargo 

sh ipment information over the Internet was benefici al. 

Manufactu rers, carriers, and ai rports that used the system 

thought it was easy to use, and were very satisfied with the 

system’s capabil ity of dupl icati ng necessary busi ness 

fu n ctions. The system was expected to improve operational 

efficien cy if more fu lly deployed .2 2

Benefits

Customer

Satisfaction

Table 2.13 . 1

B enef i ts and Costs of ITS Appl i cat i ons for 

I ntermodal Fre i ght

Roadside Telecom mu nications subsystem See Append ix A

Com merci al Veh icle On - Board subsystem

Fleet Management Center subsystem

A tracki ng device installed on fleet trailers can integrate Cost: begi n ni ng at 

Global Positioni ng System (GPS) tech nology with the Internet $ 8 0 0 per trailer

to provide a secu re cost - effective method for remote and ( 2 0 0 0 )

accu rate management of trailers. The sel f - powered unit has

a rechargeable battery pack, a roof - mou nted combi nation GPS Month ly service

and wi reless anten na, and a roof- mou nted solar panel .2 3 cost: $ 1 9 per

subscriber with a

th ree - year 

contract (2000)

Costs

System Cost

Un it Costs

Database

No data to report .

Benefits

Freight Tracki ng

Asset Tracki ng
2005 Update ITS Benefits, Costs, and Lessons Learned

119

Freight Term i nal Processes

Dryage Operations

Goal Area # of Stud ies Im pact Exam ple

1 ? An analytical demand model esti mated the impacts of implementi ng an appoi ntment system designed to exped ite cargo

handl i ng at transfer stations by pre - registeri ng truck arrival

ti mes at termi nal gates. The model ind icated that if all trucks

used the appoi ntment system, total in-termi nal ti me across

all veh icles wou ld decrease 48%.

1 6 0

Benefits

No data to report .

No data to report .

Costs

System Cost

Un it Costs

Database

Mobi l ity

No data to report .

No data to report .

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 ? An electronic supply chain manifest system implemented 

biometric and smart - card devices to automate manual 

paper- based cargo data transfers between manufactu rers, 

carriers, and ai rports in Chicago, Ill i nois, and New York, 

New York. Although participation was limited, the system 

was expected to improve efficien cy. The ti me requi red for 

truckers to accept cargo from manufactu rers decreased by 

about four mi nutes per sh ipment, and the ti me requi red for 

ai rports to accept the del iveries decreased by about th ree 

mi nutes per sh ipment .2 2

Benefits

Prod uctivity
120
2005 Update ITS Benefits, Costs, and Lessons Learned

121

3.0 BEN E F ITS AND COSTS OF INTELLIGENT VE H IC LES

In - veh icle appl ications of ITS, known as intell igent veh icle tech nologies, use veh icle -

mou nted sensors and com mu nications devices to assist with the safe operation of

veh icles and mitigate the consequen ces of crashes that do occu r. The many intell igent veh icle appl ications under various levels of development, testi ng, and deployment fall into th ree tech nology appl ication areas as depicted in Figu re 3.0.1. Coll ision

avoidan ce systems monitor a veh icle’s su rrou nd i ngs and provide warni ngs to the

d river regard i ng dangerous cond itions that may lead to a coll ision. Driver assistan ce

systems provide information and in some cases assu me parti al control of the veh icle

to assist with the safe operation of the veh icle. With the aim of speed i ng aid to victi ms after a crash occu rs, coll ision notification systems alert responders when an

accident occu rs, with more advan ced systems provid i ng add itional information on

crash characteristics that can aid med ical person nel .

Sections 3.1 th rough 3.3 discuss each of these intell igent veh icle tech nology appl ication areas in greater detail .

P rogram Areas

Coll ision Avoidance Systems

Driver Assistance Systems

Coll ision Notification

Systems

Figure 3.0.1

Classification Scheme for

Intelligent Vehicles

I ntell i gent Veh i cles
122
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123

3.1 Coll i s i on Avo i dan ce Systems

To improve the abil ity of drivers to avoid accidents, coll ision avoidan ce systems conti nue to be tested and deployed. A nu mber of different veh icle - based tech nologies

are under development :

• Intersection coll ision warni ng systems are designed to detect and warn drivers of

approach i ng traffic and potenti al right - of - way violations at intersections .

• Obstacle detection systems use veh icle - mou nted sensors to detect obstructions ,

such as other veh icles, road debris, or ani mals in a veh icle’s path or projected path

and alert the driver.

• Lane change warni ng systems have been deployed to alert bus and truck drivers

of veh icles or other obstructions in adjacent lanes when the driver prepares to

change lanes .

• Lane departu re warni ng systems warn drivers that their veh icle is uni ntentionally drifti ng out of the lane .

• Rollover warni ng systems notify drivers when they are travel i ng too fast for an

approach i ng cu rve, given their veh icles’ operati ng characteristics. 

• Road departu re warni ng systems warn drivers that their veh icle is about to leave

the roadway, whether they are approach i ng a cu rve too fast, or about to drift off

the road on a straight roadway segment. 

• Forward coll ision warni ng systems, often known as rear end coll ision avoidan ce

systems, warn drivers that they are in a con fl ict situation with a lead veh icle .

These con fl icts can arise when the lead veh icle is stopped, slowi ng, or travel i ng at

a constant speed. 

• Rear impact warni ng systems warn the followi ng veh icle driver that they are in

con fl ict with the lead veh icle. The warni ng can be presented by the lead veh icle or

transmitted to an in-veh icle warni ng system in the followi ng veh icle. 

Table 3.1.1 su m marizes the classification of

benefits and costs under coll ision avoidan ce

systems .

Wh ile most coll ision avoidan ce systems are

still in the research, prototype, and testi ng

phases, some (e.g., forward coll ision warni ng and lane control) have begun to emerge

in mai nstream markets. Cost data are not

read ily available for coll ision warni ng systems in the early development stages or

even for those systems in the com merci al market. Much of the coll ision avoidan ce

system cost data in reports and stud ies is based on esti mates and / or market analysis of the publ ic ’s will i ngness to pay for a specific in-veh icle featu re. Al so, some of

Intersection Coll ision

Warn i ng

Obstacle Detection

Lane Change Assistance

Lane Departu re Warn i ng

Rollover Warn i ng

Road Departu re Warn i ng

Forward Coll ision Warn i ng

Rear Im pact Warn i ng

C oll i s i on 

A vo i dan ce

S ystems

Figure 3.1.1

Classification Scheme for

Collision Avoidance Systems

I ntell i gent Veh i cles
124

3.1 Coll i s i on Avo i dan ce Systems

these featu res are available as factory - i nstalled options, as standard items included

in the base cost of a veh icle, or as a component of an upgrade package. Hen ce, th is

section contai ns few examples of system cost data .

Table 3.1.1 provides information on the benefits and costs of coll ision avoidan ce systems. An assessment of the impact of these systems is ind icated by usi ng the symbols in the Impact Legend at the bottom of each page .

Intersection Coll ision Warn i ng

Obstacle Detection

Table 3.1.1

B enef i ts and Costs of Coll i s i on Avo i dan ce Systems

Com merci al Veh icle On - Board subsystem See Append ix A

Veh icle On - Board subsystem

No data to report .

Costs

System Cost

Un it Costs

Database

No data to report .

Benefits

Com merci al Veh icle On - Board subsystem See Append ix A

Veh icle On - Board subsystem

The Federal Transit Ad mi nistration (FTA), Port Authority of Cost to equip each 

Allegheny Cou nty (Pittsbu rgh, Pen nsylvani a), and Carnegie bus with 12 side -

Mellon University’s Robotics Institute tested a coll ision mou nted ultrason -

avoidan ce system on 100 buses to warn bus drivers of ic sensors and an 

obstacles in bl i nd spots .2 5 on - board comput -

er: $ 2 , 6 0 0 (approx.) 

( 2 0 0 1 )

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 ? A transport company in St. Nicholas, Quebec, Canada, was 

able to reduce at - fau lt accidents by 33.8% in the fi rst year 

after the installation of a radar- based coll ision warni ng 

system. The system included a forward - looki ng sensor and 

a side sensor to warn drivers of obstacles in bl i nd spots .1 6 1

Benefits

Safety
2005 Update ITS Benefits, Costs, and Lessons Learned

125

Lane Change Assistance

Road Departu re Warn i ng

Com merci al Veh icle On - Board subsystem See Append ix A

Veh icle On - Board subsystem

A coll ision warni ng system that uses radar tech nology Average cost for a

can reduce sideswipes du ri ng lane changes and right tu rns .1 6 2 coll ision warni ng 

system with forward - looki ng and

sidesensor: $ 2 , 5 0 0

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

2 ? A study conducted by NHTSA i nd icated a lane 

change / merge crash avoidan ce system wou ld be effective 

in 37% of crashes .2 4

Benefits

Safety

Com merci al Veh icle On - Board subsystem See Append ix A

Veh icle On - Board subsystem

No data to report .

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

2 ? A study conducted by NHTSA i nd icated a road - departu re 

cou ntermeasu re system wou ld be effective in 24% of crashes .2 4

Benefits

Safety
126

3.1 Coll i s i on Avo i dan ce Systems

Forward Coll ision Warn i ng

Com merci al Veh icle On - Board subsystem See Append ix A

Veh icle On - Board subsystem

A Florida - based trucki ng company has installed a coll ision Average cost for a

warni ng system to reduce the nu mber of rear- end coll ision warni ng 

i n cidents. Adaptive cruise control can be added to fu rther system with forreduce rear- end coll isions .162, 163 ward -looki ng and

sidesensor: $ 2 , 5 0 0

Adaptive cruise

control: 

$350–$400 extra

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

3 ? A NHTSA model i ng study ind icated coll ision warni ng 

systems wou ld be effective in 42% of rear- end crash 

situations where the lead veh icle was decelerati ng, and 

effective in 75% of rear- end crashes where the lead veh icle 

was not movi ng. Overall, coll ision warni ng systems wou ld 

be 51% effective .2 4

Benefits

Safety
Navigation / Route Gu idance

Driver Com m u n ication

With Other Drivers

With Carrier / Dispatch

Vision En hancement

Object Detection

Adaptive Cru ise Control

Intell igent Speed Control

Lane Keepi ng Assistance

Roll Stabi l ity Control

Drowsy Driver Warn i ng

Systems

Precision Docki ng

Cou pl i ng / Decou pl i ng

On - Board Mon itori ng

Cargo Cond ition

Safety and Secu rity

Veh icle Diagnostics

Event Data Recorders

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3.2 Driver Ass i stan ce Systems

ITS tech nologies that assist drivi ng tasks conti nue to gain interest in the marketplace. Several appl ications are cu rrently available, wh ile others are in various phases

of operational tests: 

• In - veh icle navigation and route guidan ce systems with Global Positioni ng

System (GPS) tech nology may reduce driver error, increase safety, and save ti me

by improvi ng driver decisions in unfamil i ar areas .

• Integrated com mu nication systems that enable drivers and dispatchers to

coord i nate re - routi ng decisions on - the - fly can al so save ti me, money, and

i mprove productivity.

• In - veh icle vision en han cement improves visibil ity for drivi ng cond itions involvi ng reduced sight distan ce due to night drivi ng, inadequate lighti ng, fog, drifti ng snow, or other inclement weather cond itions. 

• Object detection systems, such as parki ng aids for passenger veh icles, warn the

d river of an object (front, side, or back) that is in the path or adjacent to the path

of the veh icle. 

• Adaptive cruise control, intell igent speed control, and lane - keepi ng assistan ce

assist drivers with safe veh icle operation. 

• Roll stabil ity control systems take corrective action, such as th rottle control or

braki ng, when sensors detect that a veh icle is in a potenti al rollover situation. 

• Drowsy driver warni ng alerts the driver that he or she is fatigued, wh ich may

lead to lane departu re or road departu re. 

• Precision docki ng systems automate precise positioni ng of veh icles at loadi ng / u n load i ng areas. 

• Coupl i ng / decoupl i ng systems help veh icle operators link mu ltiple veh icles ,

such as buses or trucks, into platoons. 

Recently, real - ti me on - board monitori ng

appl ications have been developed to track

and report cargo cond ition, safety and security, and the mechanical cond ition of veh icles equipped with in-veh icle diagnostics .

Th is information can be presented to the

d river immed i ately, transmitted off - board ,

or stored. In the event of a crash or nearcrash, in-veh icle event data recorders can

record veh icle performan ce data and other input from video cameras or radar sensors to improve the post - accident processi ng of data .

Figu re 3.2.1 su m marizes the classification of benefits and costs data for driver assistan ce systems .

D r i ver

A ss i stan ce

S ystems

Figure 3.2.1

Classification Scheme for

Driver Assistance Systems

I ntell i gent Veh i cles
128

3.2 Driver Ass i stan ce Systems

Many of the driver assistan ce systems discussed above have begun to emerge in

mai nstream markets. Wh ile system performan ce and safety testi ng has been performed by veh icle manufactu rers, the impacts of deployment of these tech nologies

on the operation of the transportation system will conti nue to be evaluated as

deployment becomes more widespread. Cost data are not read ily available for systems that remain in development stages or even for those systems in the com merci al market. Fu rthermore, many reports and stud ies on driver assistan ce systems

contain little or no cost data, or are based on esti mates and / or market analysis of the

publ ic ’s will i ngness to pay for a specific in-veh icle featu re. Al so, some of these featu res are available as factory - i nstalled options, as standard items included in the

base cost of a veh icle, or as a component of an upgrade package. Hen ce, th is section

contai ns few examples of system cost data .

Table 3.2.1 provides information on the benefits and costs of driver assistan ce systems. An assessment of the impact of these systems is ind icated by usi ng the symbols in the Impact Legend at the bottom of each page .
2005 Update ITS Benefits, Costs, and Lessons Learned

129

Goal Area # of Stud ies Im pact Exam ple

2 ? Safety impacts of in-veh icle navigation systems were 

esti mated usi ng si mu lation models and field data collected 

from the Trav Tek project. Resu lts ind icated users cou ld 

decrease their crash risk by up to 4%.1 6 4

4 + The City Laboratories Enabl i ng Organization of Particu larly 

Advan ced Telematics Research and Assessments 

(CLEOPATRA) project in Tu rin, Italy, demonstrated a ti me 

savi ngs of more than 10% for cars equipped with in-veh icle 

navigation devices .1 2

2 ? Capacity improvements from in-veh icle navigation systems 

were esti mated usi ng si mu lation models and field data from 

the Trav Tek project. Usi ng a market penetration rate of 30%, 

and overall average trip du ration as a su rrogate for a given 

level of service, dynamic route guidan ce enabled the system 

to handle a 10% increase in demand .1 6 4

3 + In - veh icle navigation units were distributed to publ ic 

agen cies in the San Antonio, Texas, area as part of the San 

Antonio Metropol itan Model Deployment Initi ative (MM DI ) .

Focus groups composi ng drivers of veh icles equipped with

the units ind icated that the drivers most satisfied with the

system were those who frequently drove different routes each

day, particu larly paratransit drivers and pol ice investigators .1 0

Veh icle On - Board subsystem See Append ix A

In - veh icle navigation units were distributed to publ ic Total project

agen cies in the San Antonio, Texas, area as part of the San cost: $2,388,691 

Antonio MM DI. The units provided route guidan ce and ( 1 9 9 8 )

real - ti me traffic cond itions. The cost of the units (590 at 

approxi mately $2,800 each) was the most significant cost An nual O&M cost :

d river for the project. Most of the operations and mai ntenan ce $102,330 ( 1 9 9 8 )

(O&M) cost is attributed to database updates .1 0

Costs

System Cost

Un it Costs

Database

Benefits

Mobi l ity

Safety

Customer

Satisfaction

Table 3.2.1

B enef i ts and Costs of Driver Ass i stan ce Systems

Capacity /

Th rough put

Navigation / Route Gu idance
130

3.2 Driver Ass i stan ce Systems

Driver Com m u n ication with Carrier / Dispatch

Goal Area # of Stud ies Im pact Exam ple

2 + An advan ced routi ng and decision - maki ng software 

com mu nications program for com merci al veh icles helped 

d ispatchers organize and route ti me - sensitive del ivery orders .

The system increased the nu mber of del iveries per driverhour by 24%.1 6 5

Benefits

Prod uctivity

Emergen cy Veh icle On - Board subsystem See Append ix A

Transit Veh icle On - Board subsystem

Com merci al Veh icle On - Board subsystem

Veh icle On - Board subsystem

The automated veh icle location (AVL) system installed by the AVL system cost :

Regional Transit District (RTD) in Denver, Colorado, included $ 1 0 . 4 mill ion

the capabil ity for voice and data com mu nication between fleet 

veh icles and the dispatch center. The GPS / i n - veh icle logic 

u nit / transit control head was approxi mately $3,517 per bus .9 2

Costs

System Cost

Un it Costs

Database
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131

Adaptive Cru ise Control

Goal Area # of Stud ies Im pact Exam ple

1 + / – Ten veh icles were equipped with adaptive cruise control, includi ng automatic th rottle modu lation and down sh ifti ng (but not

braki ng) to mai ntain preset headways du ri ng a NHTSA field

test. The performan ce of the system was compared to conventional cruise control and manually operated veh icles. Resu lts

i nd icated that veh icles equipped with adaptive cruise control

made the fewest nu mber of risky lane changes in response to

slower traffic. Manually operated veh icles, however, had the

quickest average response ti me to lead veh icle brake lights .2 6

3 + In the Netherlands, a si mu lation model investigated the 

i mpact of an automated braki ng system capable of auto -

matically resetti ng itself after activation in the operational 

speed range of 30 to 150 km / h r. With a market penetration 

of 20%, and a headway setti ng of 0.8 seconds, the system 

i n creased capacity by 3.2%. However, if headway was 

set at 1.2 seconds, capacity increased by on ly 1.0%.1 6 6

2 + The adaptive cruise control system deployed in the NHTSA

field test generally had a very high level of acceptan ce by the

participants. Participants overwhel mi ngly ran ked adaptive

cruise control over the manual and conventional cruise control - equipped veh icles for convenien ce, comfort, and enjoyment. Participants ind icated they wou ld most likely use the

system on freeways .2 6

3 + Driver response and veh icle dynamics were recorded for one

adaptive cruise control veh icle and two manually operated

veh icles in a si ngle lane of freeway traffic. The adaptive cruise

control veh icle attempted to smooth traffic flow by mi ni mizi ng the vari an ce between acceleration and deceleration

extremes. Si mu lation models based on collected field data

esti mated a fuel savi ngs of 3.6% du ri ng scenarios with frequent acceleration and deceleration .1 6 7

Veh icle On - Board subsystem See Append ix A

A Florida - based trucki ng company has installed a coll ision Average cost for a 

warni ng system to reduce the nu mber of rear- end incidents. coll ision warni ng 

The company installed the coll ision warni ng system on 1,682 system with 

tractors with plans to outfit the enti re fleet of about 4,000. forward - looki ng 

Adaptive cruise control, at an add itional cost of $350–$400, and side sensor: 

can be added to fu rther reduce rear- end coll isions .162, 163 $2,500 

System Cost

Un it Costs

Database

Safety

Customer

Satisfaction

Capacity /

Th rough put

Energy /

Envi ron ment

Benefits

Costs
132

Intell igent Speed Control

Cou pl i ng / Decou pl i ng

3.2 Driver Ass i stan ce Systems

Veh icle On - Board subsystem See Append ix A

No data to report .

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 ? In the southern Swed ish town of Eslov, 25 personal veh icles 

were equipped with governors activated by wi reless beacons 

at city poi nts - of - entry to limit inner city veh icle speeds to 

50 km / h r. The vast majority of participants preferred th is 

adaptive speed control over other physical cou ntermeasu res 

such as speed hu mps, ch icanes, or mi ni - rou ndabouts .1 6 8

Benefits

Customer

Satisfaction

Veh icle On - Board subsystem See Append ix A

No data to report .

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 ? An electronic towbar system coupled two heavy - duty 

trucks without the aid of a mechanical towbar. The system 

enabled a trail i ng truck to autonomously follow a lead truck 

by a distan ce of approxi mately 10 meters. Track testi ng 

showed the lead truck and the trail i ng truck reduced fuel 

consu mption by about 7% and 15–21%, respectively, when 

travel i ng at 80 km / h r.

1 6 9

Benefits

Energy /

Envi ron ment
2005 Update ITS Benefits, Costs, and Lessons Learned

133

3.3 Coll i s i on Not i f i cat i on Systems 

Coll ision notification systems have been designed to detect and report the location

and severity of incidents to agen cies and services responsible for coord i nati ng appropri ate emergen cy response actions. These systems can be activated manually

( Mayday), or automatically (automated coll ision notification (ACN)), and typically

establ ish wi reless data and voice com mu nications with call centers that then relay the

i n formation to emergen cy response services. Data transmitted include veh icle location and description and the natu re of the

emergen cy. More advan ced ACN systems

use in-veh icle crash sensors, Global

Positioni ng System (GPS) tech nology, and

wi reless com mu nications systems to automatically determi ne the severity, location, cond ition, and orientation of veh icles in

an accident, and com mu nicate th is information to emergen cy responders. Advan ced

ACN data can assist responders in determi ni ng the type of equipment needed in an

emergen cy (basic or advan ced life support emergen cy med ical services), mode of

transport (air or grou nd), and the location of the nearest trau ma center. 

Figu re 3.3.1 su m marizes the classification of benefits and costs data under coll ision

notification .

More than a dozen com merci al Mayday / ACN products are available. Many of these

products are available as factory - i nstalled options on high - end luxu ry cars; others

are installed as after- market products. The typical Mayday / ACN product util izes

location tech nology, wi reless com mu nication, and a th i rd - party response center to

notify the closest Publ ic Safety Answeri ng Poi nt (PSAP) for emergen cy response. 

Table 3.3.1 provides information on the benefits and costs of coll ision notification

systems. An assessment of the impact of these systems is ind icated by usi ng the symbols in the Impact Legend at the bottom of each page .

Mayday / AC N

Advanced AC N

C oll i s i on

N ot i f i cat i on

S ystems

Figure 3.3.1

Classification Scheme for

Collision Notification Systems

I ntell i gent Veh i cles
134

3.3 Coll i s i on Not i f i cat i on Systems

Table 3.3.1

B enef i ts and Costs of Coll i s i on Not i f i cat i on Systems

Roadside Telecom mu nication subsystem See Append ix A

Veh icle On - Board subsystem

Nu merous com merci al Mayday / ACN products are available as After- market 

factory - i nstalled and after- market devices. Cost data are more device cost range :

prevalent for after- market devices than for factory - i nstalled $ 4 0 0 – $ 1 , 8 9 5

systems. Installation costs were not read ily available. An nual Month ly service 

service fees vary depend i ng on the level of services offered .2 8 fee: $ 1 0 – $ 2 7

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 ? The Puget Sound Help Me (PuSHMe) Mayday System

allowed a driver to immediately contact a response center,

transmit GPS coordinates, and request assistance. Survey

responses were collected from 23 participants equipped

with Mayday voice communication systems, and 54

participants equipped with Mayday text messagi ng. The 

su rveys ind icated 95% of drivers felt more secu re if equipped 

with Mayday voice com mu nications, and 70% of drivers felt 

more secu re if equipped with Mayday text messagi ng .1 7 0

Benefits

Customer

Satisfaction

Roadside Telecom mu nication subsystem See Append ix A

Veh icle On - Board subsystem

No data to report .

Costs

System Cost

Un it Costs

Database

Goal Area # of Stud ies Im pact Exam ple

1 ? Between Ju ly 1997 and August 2000, the impacts of advan ced 

ACN on incident notification were tracked for veh icles with 

and without ACN systems in urban and subu rban areas of 

Erie Cou nty, New York. Based on a limited nu mber of crash 

events, the average notification ti me for veh icles equipped 

with ACN was less than 1 mi nute with some notification 

ti mes as long as 2 mi nutes, and the average notification 

ti me for veh icles without ACN was about 3 mi nutes, with 

some notification ti mes as long as 9, 12, 30, and 46 mi nutes .2 7

Benefits

Safety

Mayday / ACN 

Advanced AC N
2005 Update ITS Benefits, Costs, and Lessons Learned

135

4.0 Con clus i on

Th is report has presented many of the fi nd i ngs on the benefits and costs of ITS accumu lated in the ITS Benefits and Costs Databases. New in th is 2005 report is the

i n clusion of su m maries of lessons learned du ri ng ITS plan ni ng, deployment, and

evaluation. Significant amou nts of information are available for many ITS services ,

but many gaps in knowledge al so exist. Refer to Append ix B for add itional detail on

available benefits and cost data. In general, ITS services have shown positive benefit ,

but the authors have identified a nu mber of areas with mixed resu lts, not enough

i n formation, or negl igible impacts. Wh ile reported negative impacts are usually outweighed by other positive impacts, a few evaluations have identified opportu nities

for improvement in futu re deployments. The reader shou ld note that reported resu lts

are high ly sensitive to the deployment envi ron ment .

Interested readers are encouraged to submit additional evaluation reports discussing system impacts, costs, or lessons learned, via the online databases.

Documented cost data for implemented ITS applications are also welcome, and

will help keep the unit and systems cost data up to date. The reader is reminded to

check online for the most current information on benefits, costs, and lessons

learned at www.benefitcost.its.dot.gov.

The level of ITS deployment in the United States and worldwide continues to

increase (see www.itsdeployment.its.dot.gov). As experience with additional applications increases, add itional impacts will become apparent, and fu rther information

on the costs of ITS implementation will become available. Implementing agencies

will also learn valuable lessons regarding appropriate implementation and operational strategies. The ITS JPO will conti nue to make th is information available via 

the JPO website at www.its.dot.gov, the ITS Benefits and Costs Databases at

www.benefitcost.its.dot.gov, the forthcoming ITS Lessons Learned Database (available in the summer of 2005), and other publications.
136
2005 Update ITS Benefits, Costs, and Lessons Learned

137

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the New York State Department of Transportation. Syracuse, NY: Sept. 2003.

2 Ran, Bin, et al. Evaluation of Variable Message Signs in Wisconsin: Driver Survey. University of Wisconsi n .

Mad ison, WI: May 2002.

3 Perrin, Joseph, et al. Advanced Transportation Management System Elemental Cost Benefit Assessment.

Prepared by the University of Utah for the FHWA and the Utah DOT. Salt Lake City, UT: March 2004.

4 Daigle, John and Carol Zi m merman. Acadia National Park Field Operational Test: Visitor Survey. Prepared by

Battelle for the USDOT, EDL No. 13806. Wash i ngton, D.C.: Feb. 2003.

5

Jensen, M., et al. Metropolitan Model Deployment Initiative: Seattle Evaluation Report (Final Draft ). Prepared by

SAIC for the USDOT, Report No. FHWA- OP-00-020, EDL No. 13071. Wash i ngton, D.C.: 30 May 2000.

6 Highway Helper Summary Report - Twin Cities Metro Area. Mi n nesota Department of Transportation, Report

No. TMC 07450-0394. St. Paul, MN: Ju ly 1994.

7 Cuciti, P. and B. Janson. “In cident Management via Cou rtesy Patrol: Evaluation of a Pilot Program in Colorado .”

Paper presented at the 74th An nual Meeti ng of the Transportation Research Board, Wash i ngton, D.C. Jan. 1995.

8 Latoski, S., et al. “Cost - Effectiveness Evaluation of Hoosier Helper Freeway Service Patrol .” Jou rnal of

Transportation Engi neeri ng. Volu me 125(5). Sept . / Oct. 1999.

9 MDOT Freeway Courtesy Patrol in Southeast Michigan: 2003 Evaluation Report. Southeast Mich igan Cou n cil of

Govern ments. MI: May 2004.

1 0 Carter, Mark, et al. Metropolitan Model Deployment Initiative: San Antonio Evaluation Report (Final Draft ).

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1 1 Bu rk, Bri an D. P.E. “Combi ned Transportation, Emergen cy & Com mu nications Center: A Partnersh ip of

Performan ce .” Paper presented at 14th An nual ITS America An nual Meeti ng, San Antonio, TX. May 2004.

1 2 Transport Sector of the Telematics Applications Programme, 4th Framework Programme for RTD&D 1994-1998,

Website http : / / www. cord is . lu / telematics / tap _ transport / research / 1 0 . html. Last accessed 29 Oct. 2004.

1 3 USDOT, Federal Highway Ad mi nistration, ITS Joi nt Program Office, Wash i ngton, D. C .

1 4 San chez, R., et al. Final Evaluation Report for the Greater Yellowstone Regional Traveler and Weather Information

System (GYRTWIS ). Prepared by SAIC for the USDOT, EDL No. 13985. Wash i ngton, D.C.: 30 Dec. 2003.

1 5 Swan, Nicole, et al. 5 1 1 Virginia Evaluation. Vi rgi nia Department of Transportation. Ed i nbu rg, VA: Jan. 2004.

1 6 Mass Transit Ad mi nistration. Draft Final Report for Second Train Coming Warning Sign Demonstration Project.

Transit Cooperative Research Program Project A-5A. Balti more, MD: Feb. 1999.

1 7 Intelligent Transportation Systems at Highway - Rail Intersections: A Cross - Cutting Study, USDOT, Federal

Highway Ad mi nistration, Report No. FHWA- OP-01-149, EDL No. 13587. Wash i ngton, D.C.: Dec. 2001.

1 8 Du m ke, Lisa R. and Terren ce E. Doyle. “Intell igent Transportation Systems in Work Zones: Leveragi ng the

Internet and Wi reless Com mu nications .” Paper presented at the 11th ITS America An nual Meeti ng, Mi ami, FL .

Ju ne 2001.
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1 5 5 Maze, T. and C. Monsere. “Analysis of a Mu lti - State Corridor Deployment of Intell igent Transportation Systems

for Com merci al Veh icle Operations .” Paper presented at the 6th World Congress Con feren ce on ITS, Toronto ,

Canada. Nov. 1999.

1 5 6 Trischuk, et al. “Evaluation of Weigh - i n - Motion for ITS CVO Appl ications Usi ng Westa .” Paper presented at the

8 1 st An nual Meeti ng of the Transportation Research Board, Wash i ngton, D.C. Jan. 2002.

1 5 7 Hazardous Materials Safety and Security Technology Field Operational Test, Volume II: Evaluation Final Report

Synthesis. Prepared by SAIC for the USDOT. Wash i ngton, D.C.: Oct. 2004.

1 5 8 Assessment of Intell igent Transportation Systems / Com merci al Veh icle Operations Users Services: ITS / CVO

Qualitative Benefits / Cost Analysis - Executive Summary. American Trucki ng Associ ations Fou ndation .

Alexand ria, VA: 1996.

1 5 9 Fleet Forward Evaluation, Final Report. Prepared by Cambridge Systematics, Inc., and SAIC for the USDOT and

the I-95 Corridor Coal ition, EDL No. 13283. Wash i ngton, D.C.: Oct. 2000.

1 6 0 Srou r, J., et al. Freight Information Real -Time System for Transport (FI RST): Evaluation Final Report. Prepared by

SAIC for the USDOT, EDL No. 13951. Wash i ngton, D.C.: Oct. 2003.
R eferen ces

146

1 6 2 “Freightl i ner to Offer Coll ision Warni ng on New Truck Li ne ,” Inside ITS 20 Nov. 1995.

1 6 3 “Trucki ng offici als discuss ITS ROI, tax i n centives ,” Inside ITS 15 Ju ly 2001.

1 6 4 “Truckers real ize benefits of intell igent veh icle tech nology,” Inside ITS 1 Dec. 2000.

1 6 5 Van Aerde, M. and H. Rakha. Trav Tek Evaluation Modeling Study. Prepared by SAIC for the USDOT, Report No .

FHWA- RD-95-090, EDL No. 4403. Wash i ngton, D.C.: Jan. 1996.

1 6 6 Doyle, Elly, et al. Final Report: Commercial Fleet Management Project. George Mason University Transportation

Pol icy Program. Fai rfax, VA: Jan. 1998.

1 6 7 Mi nderhou nd, M. and P. Bovy. “Impact of Intell igent Cruise Control Strategies and Equipment Rate on Road

Capacity.” Paper presented at the 5th World Congress Con feren ce on ITS, Seoul, Korea. Oct. 1998.

1 6 7 Bose, A. and P. Ioan nou. “Evaluation of the Envi ron mental Effects of Intell igent Cruise Control (ICC) Veh icles .”

Paper presented at the 80th An nual Meeti ng of the Transportation Research Board, Wash i ngton, D.C. Jan. 2001.

1 6 8 Al mq vist, Sverker. “Speed Adaptation: A Field Tri al of Driver Acceptan ce, Behavior, and Safety.” Paper presented

at the 5th World Congress Con feren ce on ITS, Seoul, Korea. Oct. 1998.

1 6 9 Bon net C., and Fritz. “Fuel Consu mption Reduction Experien ced by Two PROMOTE - CHAUFFEUR Trucks in

Electronic Towbar Operation .” Paper presented at the 7th World Congress Con feren ce on ITS, Tu rin, Italy. Nov.

2 0 0 0 .

1 7 0 Hasel korn, M., et al. Evaluation of the Pu SHMe Regional Mayday System Operational Test. Prepared by the

Wash i ngton State Transportation Center for the Wash i ngton State Transportation Com mission, Report No .

T9903-60, EDL No. 3184. Olympia, WA: Sept. 1997.
A ppendix A: ITS Unit Cost Data

(as of September 30, 2004)

ITS unit costs are available in two formats: unadjusted (see Section A.1 on the followi ng page) and adjusted (see Section A.2). The unadjusted format presents costs

data in its origi nal value along with the dollar year of the capital and operati ng and

mai ntenan ce (O&M) costs. The adjusted format presents capital and O&M unit

costs in 2003 dollars. The dollar year the cost data were adjusted from is provided

along with the index used to adjust the cost data. If the cost data are 2003 values ,

then no adjustment was made. The unit costs presented in th is append ix represent

data collected th rough September 30, 2004.

Information on indexes used to adjust the costs is provided in Table A. The indexes used in the adjustments are maintained by the Bureau of Labor Statistics

(www.bls.gov). The year-by-year index series from 1995 to 2003 can be accessed at

this website. Index information is also available in the ITS Costs Database

(www.benefitcost.its.dot.gov).

2005 Update ITS Benefits, Costs, and Lessons Learned

147

Index Index Series Identifier Application to ITS Unit Costs

Database Elements

1 WPU 1 1 7 6 Com mu nications and related equipment

2 WPU 1 1 7 8 Elements that contain electronic components

3 PCU 5 1 1 2 1 0 5 1 1 2 1 0 2 Software and integration elements

4 PCU BBLD - BBLD Physical dwell i ngs at Centers and Toll Plaza

5 WPU 1 1 5 Computer hardware

6 ECI 1 1 0 6 1 I Labor categories

7 CUUR 0 0 0 0 SA 0 ISP Li abil ity Insu ran ce (IS 0 1 6 )

The index nu mber in Section A.2 (far left colu mn) corresponds to the index used to

adjust the cost data. The index is representative of the ITS element. For example, the

fi rst element in Roadside Telecom mu nications, DS0 Com mu nication Li ne, is tagged

with Index 1. Index 1 is the WPU1176 index and is appl ied to com mu nications and

related equipment. The capital cost range is an adjusted value and was adjusted from

a 1995 value (see date directly to the right of the capital cost range). The O&M costs

are 2003 values obtai ned in Mitretek ’s analysis (as such, no adjustment needed ) .

T able A

I ndexes Used to Adjust ITS Unit Costs Data
148

A ppendix A.1 Unadjusted Unit Costs

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost Cost O&M Cost Cost Notes

No.^ (years) ($K) Date ($K/year) Date

Low High Low High

Roadside Telecom m u n ications (RS-TC )

A ppendix A. 1

U nadjusted Unit Costs

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

DS0 Com mu nication Li ne TC 0 0 1 2 0 0 . 5 1 1 9 9 5 0 . 6 1 . 2 2 0 0 3 5 6 Kbps capacity. Leased with typical dis -

tan ce from termi nus to termi nus of 8–15 

miles, but most of the cost is not distan ce 

sensitive .

DS1 Com mu nication Li ne TC 0 0 2 2 0 0 . 5 1 1 9 9 5 4 . 8 8 . 4 2 0 0 2 1 . 5 4 4 Mbps capacity (T1 line). Leased 

with typical distan ce from termi nus to

termi nus of 8–15 miles, but most of the

cost is not distan ce sensitive. 

DS3 Com mu nication Li ne TC 0 0 3 2 0 3 5 1 9 9 5 2 4 7 2 2 0 0 1 44.736 Mbps capacity (T3 line). Leased

with typical distan ce from termi nus to

termi nus of 8–15 miles, but most of the

cost is not distan ce sensitive. 

ISP Service Fee TC 0 0 7 0 . 1 8 0 . 6 2 0 0 2 Month ly service fee ranges from $15 per

month for regu lar dial - up service to $50

per month for DSL .

Di rect Bu ry Armor En cased Fiber 6 0 1 9 9 9 0 . 0 2 1 9 9 9 Cost is per mile. In cludes cable and instal -

Cable lation .

Conduit Design and Installation - 2 0 5 0 6 5 2 0 0 3 0 . 0 2 1 9 9 9 Cost is per mile. In cludes bori ng, tren ch ,

Corridori ng and conduit (3 or 4 inch). Cost wou ld be

significantly less for an aeri al installation .

In - grou nd installation wou ld cost significantly less if implemented in conju n ction

with a construction project .

Twisted Pair Installation 2 0 1 2 1 9 9 9 0 . 0 2 1 9 9 9 Cost is per mile .

Fiber Optic Cable Installation 2 0 2 0 5 0 2 0 0 3 0 . 0 2 1 9 9 9 Cost is per mile for cable and in-grou nd

i nstallation. Cost wou ld be significantly

less for an aeri al installation. In - grou nd

i nstallation wou ld cost significantly less if

i mplemented in conju n ction with a construction project .

Cellu lar Com mu nication 0 . 5 1 9 9 9 0 . 3 0 . 4 1 9 9 9 Cost is for one unit .

900 MHz Spread Spectrum Rad io 1 0 9 1 9 9 9 0 . 1 5 0 . 4 1 9 9 9 Cost is per link.

Microwave Com mu nication 1 0 1 0 2 0 2 0 0 2 0 . 5 1 2 0 0 2 Cost is per link. Cost cou ld be higher

depend i ng on tower / anten na installation .

Wi reless Com mu nications, TC 0 0 4 0 . 1 2 0 . 2 2 0 0 3 125 Kbytes / month available usage 

Low Usage (non - conti nuous use) .

Wi reless Com mu nications, TC 0 0 5 0 . 6 0 . 7 1 9 9 5 1,000 Kbytes / month available usage 

Med ium Usage (non - conti nuous use) .

Wi reless Com mu nications, 2 0 0 . 5 1 1 9 9 5 1 . 2 1 . 8 2 0 0 2 3,000 Kbytes / month available usage 

High Usage (non - conti nuous use) .

Call Box 1 0 4 5 . 9 2 0 0 2 0 . 7 1 4 1 9 9 9 Capital cost includes call box and installation. O&M is cost per unit (per year) for

service mai ntenan ce contract and an nual

cellu lar service fee .
2005 Update ITS Benefits, Costs, and Lessons Learned

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^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost Cost O&M Cost Cost Notes

No.^ (years) ($K) Date ($K/year) Date

Low High Low High

Roadside Detection (RS- D )

Inductive Loop Su rveillan ce 5 3 8 2 0 0 1 0 . 5 0 . 8 1 9 9 5 Double set (four loops) with controller, 

on Corridor power, etc .

Inductive Loop Su rveillan ce 5 9 1 6 2 0 0 3 1 1 . 6 1 9 9 9 Four legs, two lanes / approach .

at Intersection

Mach i ne Vision Sensor on Corridor 1 0 2 1 . 7 2 9 2 0 0 3 0 . 2 0 . 4 2 0 0 3 One sensor both directions of travel. Does

not include installation .

Mach i ne Vision Sensor 1 0 2 0 2 5 . 7 2 0 0 3 0 . 2 0 . 5 2 0 0 3 Fou r- way intersection, one camera per 

at Intersection approach. Does not include installation .

Passive Acoustic Sensor on Corridor 3 . 7 8 2 0 0 2 0 . 2 0 . 4 1 9 9 8 Cost range is for a si ngle sensor coveri ng

up to five lanes. Low cost is for basic sensor, wh ich consists of the sensor, mou nti ng kit, ju n ction box, and cabi net termi nation card. High cost includes basic sensor

with solar and wi reless option. Th is option 

consists of an anten na, solar charger, battery, and panel, and wi reless base station ,

wh ich will handle up to eight sensors .

Capital costs do not include installation or

mou nti ng structu re .

Passive Acoustic Sensor 5 1 5 2 0 0 1 0 . 2 0 . 4 2 0 0 2 Four sensors, four leg intersection .

at Intersection

Remote Traffic Microwave Sensor 1 0 3 . 3 6 2 0 0 2 0 . 1 2 0 0 1 One sensor both directions of travel .

on Corridor In cludes installation .

Remote Traffic Microwave 1 0 1 8 2 0 0 1 0 . 1 2 0 0 1 Four sensors, four leg intersection. 

Sensor at Intersection In cludes installation .

In frared Sensor Active 6 7 . 5 2 0 0 0 Sensor detects movement in two directions and determi nes veh icle speed, classification, and lane position .

In frared Sensor Passive 0 . 7 1 . 2 2 0 0 2 Sensor covers one lane and detects veh icle

cou nt, volu me, and classification .

CCTV Video Camera RS 0 0 7 1 0 7 . 5 1 7 2 0 0 3 1 . 5 2 . 4 2 0 0 1 Cost includes color video camera with

pan, tilt, and zoom (PTZ). In cludes 

i nstallation .

CCTV Video Camera Tower RS 0 0 8 2 0 4 1 2 2 0 0 3 Low cost is for a 35 ft. tower. High cost is

for 90 ft. tower. In cludes fou ndation, pole ,

conduit, and labor.

Pedestri an Detection Microwave 0 . 6 2 0 0 1 Cost is per device. Typical deployment

consists of two devices per crosswalk for

detection of pedestri an in crosswalk. Can

be used for detection of pedestri an at the

cu rbside .

Pedestri an Detection In frared 0 . 3 0 . 5 2 0 0 2 Cost is per device. Does not included

i nstallation. Typical deployment consists

of two devices per crosswalk for detection

of pedestri an at the sidewalk. Can be used

for detection of pedestri an in the crosswal k .
A ppendix A.1 Unadjusted Unit Costs

150

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost Cost O&M Cost Cost Notes

No.^ (years) ($K) Date ($K/year) Date

Low High Low High

Roadside Control (RS- C )

Envi ron mental Sensi ng Station 2 5 3 0 5 0 2 0 0 3 1 . 9 4 . 1 2 0 0 3 Envi ron mental Sensi ng Station (ESS), al so

(Weather Station) known as a weather station, consists of

pavement temperatu re sensor, subsu rface

temperatu re sensor, precipitation sensor

(type and rate), wi nd sensor (speed and

d i rection), air temperatu re and hu mid ity

sensors, visibil ity sensors, and remote processi ng unit (RPU). ESS provide cond ition

data and are basic components of larger

Road Weather In formation Systems (see

RWIS under TMC subsystem). RPU

replaced every five years at $6.4K. O&M

i n cludes cal ibration, equipment repai rs ,

and replacement of damaged equipment .

O&M costs cou ld be higher if state provided mai ntenan ce .

Traffic Camera for Red Light 7 5 1 3 6 2 0 0 1 6 0 2 0 0 1 Low capital range is for a 35-mm wet fil m

Ru n ni ng En forcement camera, wh ich includes installation of the

camera ($25K) and associ ated equipment

(e.g., pole, loop detectors, cabi net fou ndation). High capital range is for digital camera, wh ich includes a total of two cameras

for a th ree - lane approach. O&M cost is for

one 35-mm wet film camera per year.

Note, most ju risd ictions contract with a

vendor to install and mai ntain, and

process the back office fu n ctions of the

RLR system. The vendor receives compensation from fi nes charged to violators .

Loweri ng System 2 0 8 1 0 . 5 2 0 0 3 Cost includes the loweri ng system and the

pole (pole height rangi ng 40 ft. to 70 ft . ) .

Installation costs not included. The loweri ng system is mechanically operated ;

requi res routi ne lubrication .

Portable Speed Monitori ng System 1 5 5 1 5 2 0 0 2 Trailer mou nted two - d igit dynamic message sign, radar gun, computer; powered

by generator or operates off of solar power;

and requi res mi ni mal operations and

mai ntenan ce work. The system determi nes a veh icle’s speed with the radar gu n

and displays the cu rrent speed, in real

ti me, and al so stores the speeds in a computer for fu rther analysis .

Portable Traffic Management System 8 0 1 0 0 2 0 0 3 Th is portable unit collects traffic data ,

com mu nicates with a central control facility, and displays real - ti me traffic information to travelers. The system includes a

trailer mou nted dynamic message sign

and mast equipped with a PTZ video camera, sensors, and wi reless com mu nications. Cost will vary depend i ng on the

type and nu mber of traffic sensors

i nstalled .

Li n ked Signal System LAN RS 0 0 2 2 0 4 0 7 0 1 9 9 5 0 . 4 0 . 8 1 9 9 5 Th is element provides the con nections to

the linked signal system .

Signal Controller Upgrade for RS 0 0 3 2 0 2 . 5 6 2 0 0 3 0 . 2 0 . 5 1 9 9 5 Local controller upgrade to provide 

Signal Control advan ced signal control .

Signal Controller and Cabi net 8 1 5 2 0 0 3 0 . 2 0 . 5 2 0 0 1 In cludes installation of traffic signal controller and cabi net per intersection .
2005 Update ITS Benefits, Costs, and Lessons Learned

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^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost Cost O&M Cost Cost Notes

No.^ (years) ($K) Date ($K/year) Date

Low High Low High

Roadside Information (RS- I )

Traffic Signal 9 5 1 1 5 2 0 0 1 2 . 4 3 1 9 9 9 In cludes installation for one signal (fou rleg intersection), conduit, controller, and

detection device. Cost ranges from traffic

signal with inductive loop detection (low)

to non - i ntrusive detection (h igh) .

Signal Preemption Receiver RS 0 0 4 5 2 8 1 9 9 5 0 . 0 5 0 . 2 1 9 9 5 Two per intersection. Complement of

I DAS elements RS005 and TV 0 0 4 .

Signal Controller Upgrade for RS 0 0 5 1 0 2 5 1 9 9 5 Add - on to base capabil ity (per intersec -

Signal Preemption tion). Complement of IDAS elements

RS004 and TV 0 0 4 .

Roadside Signal Preemption / Priority 2 . 5 5 . 5 2 0 0 3 In cludes infrared detector, detector cable ,

phase selector, and system software .

Capital costs range is for two directions

(low) and four directions (h igh). Does not

i n clude installation costs. Complement to

transit (or emergen cy veh icle) on - board

Signal Preemption / Priority Emitter.

Ramp Meter RS 0 0 6 5 2 5 5 0 2 0 0 3 1 . 2 2 . 8 2 0 0 3 In cludes ramp meter assembly, signal displays, controller, cabi net, detection, and

opti mization .

Software for Lane Control RS 0 1 1 2 0 2 5 5 0 1 9 9 5 2 . 5 5 1 9 9 5 Software and hardware at site. Software is

off - the - shelf tech nology and unit price

does not reflect product development .

Lane Control Gates RS 0 1 2 2 0 1 0 0 1 5 0 1 9 9 5 2 3 1 9 9 5 Per location .

Fixed Lane Signal RS 0 0 9 2 0 6 8 1 9 9 5 0 . 6 0 . 8 1 9 9 5 Cost per signal .

Automatic Anti - Ici ng System 1 2 2 5 1 9 9 8 2 1 9 9 8 Typical automatic anti - ici ng system 

Short Span consists of a control system, chemical

storage tank, distribution lines, pu mp, and

nozzles. Pu mp and control hardware

replaced every five years at cost of $3.5K.

For a short span system rangi ng from 120

to 180 feet. O&M includes system mai ntenan ce, util ities, materi als, and labor. 

Automatic Anti - Ici ng System 1 2 5 0 4 9 5 1 9 9 9 1 . 5 2 9 . 5 1 9 9 9 Typical automatic anti - ici ng system 

Long Span consists of a control system, chemical

storage tank, distribution lines, pu mp, and

nozzles. Pu mp and control hardware

replaced every five years at cost of $3.5K.

For a long span system rangi ng from 320

feet to greater than 1/2 mile. O&M

i n cludes system mai ntenan ce, util ities ,

materi als, and labor. The high O&M cost is

for a much larger system, hen ce the need

for a greater amou nt of materi al s .

Roadside Message Sign RS 0 1 0 2 0 5 0 7 5 1 9 9 5 2 . 5 3 . 7 5 1 9 9 5 Fixed message board for HOV and HOT

lanes .

Wi rel i ne to Roadside Message Sign RS 0 1 3 2 0 6 9 1 9 9 5 Wi rel i ne to VMS (0.5 mile upstation) .

Vari able Message Sign RS 0 1 5 2 0 4 8 1 2 0 2 0 0 3 2 . 4 6 2 0 0 3 Low capital cost is for smaller VMS

i nstalled along arteri al. High capital cost is

for fu ll matrix, LED, th ree - l i ne, wal k- i n

VMS installed on freeway. Cost does not

i n clude installation .
A ppendix A.1 Unadjusted Unit Costs

152

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost Cost O&M Cost Cost Notes

No.^ (years) ($K) Date ($K/year) Date

Low High Low High

Roadside Rail Crossi ng (R- R C )

Vari able Message Sign Tower RS 0 1 6 2 0 2 5 1 2 0 2 0 0 3 Low capital cost is for a small structu re

for arteri als. High capital cost is for a larger structu re span ni ng th ree to four lanes .

VMS tower structu re requi res mi ni mal

mai ntenan ce .

Vari able Message Sign – Portable 1 4 2 1 . 5 2 5 . 5 2 0 0 2 1 . 2 2 2 0 0 0 Trailer mou nted VMS (th ree - l i ne, 8” character display); includes trailer, solar or

d iesel powered .

Highway Advisory Rad io RS 0 1 7 2 0 1 6 3 2 2 0 0 1 0 . 6 1 2 0 0 1 Capital cost is for a 10-watt HAR. In cludes

processor, anten na, transmitters, battery

back- up, cabi net, rack mou nti ng, lighti ng ,

mou nts, con nectors, cable, and license fee .

Super HAR costs an add itional $9-10K

(larger anten na). Pri mary use of the super

HAR is to gain a stronger signal. 

Highway Advisory Rad io Sign 1 0 5 9 2 0 0 3 0 . 2 5 2 0 0 3 Cost is for a HAR sign with flash i ng beacons. In cludes cost of the controller.

Roadside Probe Beacon RS 0 2 0 5 5 8 2 0 0 1 0 . 5 0 . 8 2 0 0 1 Two - way device (per location) .

LED Cou ntdown Signal 1 0 0 . 3 2 5 0 . 4 5 2 0 0 1 Costs range from low (two 12x12–inch

dual housi ng unit) to high (16x18–inch

si ngle housed unit). Signal ind icates ti me

remai ni ng for pedestri an to cross, and a

walk or don’t walk icon. Cou ntdown signals use low eight - watt LED bu lbs, wh ich

requi re replacement approxi mately every

five to seven years .

Pedestri an Crossi ng Illu mi nation 5 2 7 . 5 4 2 2 0 0 3 2 . 7 5 4 . 2 2 0 0 1 The capital cost range includes cost of 

System equipment and installation. Equipment

i n cludes fixtu res — four lamps per lane —

for a th ree - lane crosswalk, controller, pole ,

and push button activator. Installation is

esti mated at 150–200% of the total equipment cost. Capital cost wou ld be greater if

the system included automated activation

of the in-pavement lighti ng system. O&M

is approxi mately 10% of the equipment

cost .

Vari able Speed Display Sign 3 . 7 5 2 0 0 1 Low range is for a vari able speed limit display system. High range includes static

speed sign, speed detector (radar), and display system. 

Rail Crossi ng Fou r- Quad Gate, Signal s RS 0 2 1 2 0 1 1 5 1 3 0 1 9 9 5 4 . 2 5 4 . 8 5 1 9 9 5 Gates and signal s .

Rail Crossi ng Train Detector RS 0 2 2 2 0 1 6 2 1 . 5 1 9 9 5 0 . 7 7 1 . 0 3 1 9 9 5 Train detector ci rcuitry and com mu nication line from intell igent interface controller (IIC) to wayside interface equipment (WIE). Assu me two track crossi ng

with two 0.5 mile com mu nication lines. 

Rail Crossi ng Controller RS 0 2 3 1 0 8 1 0 1 9 9 5 0 . 4 0 . 5 1 9 9 5 Intell igent interface controller (IIC ) .

Rail Crossi ng Pedestri an Warni ng RS 0 2 4 2 0 1 0 1 5 1 9 9 5 0 . 2 0 . 3 1 9 9 5 Pedestri an warni ng signal and gates .

Signal, Gates

Rail Crossi ng Trapped RS 0 2 5 1 0 2 5 3 0 1 9 9 5 1 . 2 5 1 . 5 1 9 9 5 Entrapped veh icle detection camera 

Veh icle Detector with poles and controller.
2005 Update ITS Benefits, Costs, and Lessons Learned

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^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost Cost O&M Cost Cost Notes

No.^ (years) ($K) Date ($K/year) Date

Low High Low High

Entran ce / Exit Ramp Meters 1 0 2 5 1 9 9 5 0 . 2 0 . 5 1 9 9 5 Ramp meters are used to detect and cou nt

veh icles enteri ng / exiti ng the parki ng facility. O&M costs based on an nual service

contract .

Tag Readers 1 0 2 5 1 9 9 5 0 . 2 0 . 5 1 9 9 5 Readers support electronic payment

scheme. O&M costs based on an nual 

service contract .

Database and Software for 1 0 1 0 1 5 1 9 9 5 1 2 1 9 9 5 Database system contai ns parki ng prici ng

Bill i ng and Prici ng structu re and availabil ity. O&M costs

based on an nual service contract .

Parki ng Monitori ng System 1 0 2 1 4 6 1 9 9 8 In cludes installation, detectors, and controllers .

Electronic Toll Reader TP 0 0 1 1 0 2 5 2 0 0 1 0 . 2 0 . 5 2 0 0 1 Readers (per lane). O&M is esti mated at

10% of capital cost .

High - Speed Camera TP 0 0 2 1 0 7 1 0 2 0 0 3 0 . 5 1 1 9 9 5 Cost includes one camera / two lanes .

Electronic Toll Collection Software TP 0 0 3 1 0 5 1 0 1 9 9 5 In cludes COTS software and database .

Electronic Toll Collection Structu re TP 0 0 4 2 0 1 0 1 5 1 9 9 5 Mai n l i ne structu re .

CCTV Camera RM 0 0 1 7 2 . 1 5 2 0 0 3 0 . 1 0 . 2 5 2 0 0 3 Interior fixed mou nt camera for secu rity.

Low cost represents black and wh ite

pan / tilt / zoom (PTZ). High cost represents

color PTZ. Does not include installation .

Integration of Camera with RM 0 0 2 1 0 2 2 . 5 1 9 9 5 Per location .

Existi ng Systems 

In formational Kiosk RM 0 0 3 7 1 2 2 5 2 0 0 1 1 . 2 5 1 9 9 8 In cludes hardware, en closu re, installation ,

modem server, and map software .

Integration of Kiosk with RM 0 0 4 7 2 . 2 2 7 . 4 1 9 9 5 Software costs are for COTS (low) and

Existi ng Systems developed / outdoor (h igh) .

Kiosk Upgrade for Interactive Usage RM 0 0 5 5 5 8 1 9 9 5 0 . 5 0 . 8 1 9 9 5 Interactive information display interface

(upgrade from existi ng interface) .

Kiosk Software Upgrade for RM 0 0 6 5 1 0 1 2 1 9 9 5 Software is COTS.

Interactive Usage

Transit Status In formation Sign 1 0 4 8 2 0 0 2 A LED display installed at transit termi nal

that provides status information on transit

arrival. Cost depends on qual ity, size, and

controller capabil ities .

Smart Card Vend i ng Mach i ne RM 0 0 7 5 3 7 4 0 1 9 9 5 1 . 8 5 2 1 9 9 5 Ticket vend i ng mach i ne for smart card .

Software, Integration for Smart RM 0 0 8 2 0 3 5 1 9 9 5 Software is COTS.

Card Vend i ng

Parki ng Management (PM)

Toll Plaza (T P )

Remote Location (RM)
A ppendix A.1 Unadjusted Unit Costs

154

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost Cost O&M Cost Cost Notes

No.^ (years) ($K) Date ($K/year) Date

Low High Low High

Emergency Response Center (ER )

Basic Facil ities, Comm for EM 0 0 6 4 , 0 0 0 1 9 9 5 4 0 0 6 0 0 1 9 9 5 For popu lation >750,000. Based on 

Large Area pu rchase of build i ng rather than leasi ng

space. Com mu nications includes com munications equipment internal to the facil ity such as equipment racks, mu ltiplexers ,

modems, etc .

Basic Facil ities, Comm for EM 0 0 7 3 , 2 0 0 1 9 9 5 4 0 0 4 8 0 1 9 9 5 For popu lation <750,000 and >250,000.

Med ium Area Based on pu rchase of build i ng rather than

leasi ng space. Com mu nications includes

com mu nications equipment internal to

the facil ity such as equipment racks, mu ltiplexers, modems, etc .

Basic Facil ities, Comm for EM 0 0 8 2 , 8 0 0 1 9 9 5 4 0 0 4 2 0 1 9 9 5 For popu lation <250,000. Based on 

Small Area pu rchase of build i ng rather than leasi ng

space. Com mu nications includes com munications equipment internal to the facil ity such as equipment racks, mu ltiplexers ,

modems, etc

Emergen cy Response Hardware EM 0 0 1 5 6 9 2 0 0 3 0 . 1 2 0 . 1 8 2 0 0 3 In cludes th ree workstations. O&M is estimated at 2% of capital cost .

Emergen cy Response Software EM 0 0 2 1 0 7 0 1 5 0 1 9 9 5 0 . 5 3 . 5 1 9 9 5 In cludes emergen cy response plans database, veh icle tracki ng software, and real -

ti me traffic coord i nation .

Emergen cy Response Labor EM 0 0 3 5 0 1 6 5 1 9 9 5 Two people. Salary costs are fu lly loaded

i n clud i ng salary, overti me, overhead, benefits, etc .

Emergen cy Management EM 0 0 4 2 0 5 1 0 1 9 9 5 2 . 5 5 1 9 9 5 Shared database between four sites. Cost is

Com mu nications Software per site; software is COTS.

Hardware, Software Upgrade EM 0 0 5 1 0 1 0 5 1 8 0 1 9 9 5 1 . 7 2 . 5 1 9 9 5 Data com mu nications translation 

for E-911 and Mayday software, E911 interface software, processor, and th ree workstations .

800 MHz. Two - way Rad io 5 0 . 8 1 . 7 2 0 0 1 0 . 0 9 0 . 1 2 2 0 0 1 Cost is per rad io .

Com mu nications Interface EV 0 0 1 1 0 0 . 3 2 1 9 9 5 0 . 0 2 1 9 9 5 Emergen cy veh icle com mu nications. Cost

is per veh icle .

Signal Preemption / Priority Emitter 0 . 5 2 . 1 2 0 0 3 Data - en coded emitter; manually initi ated .

Complement to Roadside Signal

Preemption / Priority (see Roadside Control

subsystem) .

Basic Facil ities, Comm for IS 0 1 9 4 , 0 0 0 1 9 9 5 4 0 0 6 0 0 1 9 9 5 For popu lation >750,000 (stand - alone) .

Large Area Based on pu rchase of build i ng rather than

leasi ng space. Com mu nications includes

com mu nications equipment internal to

the facil ity such as equipment racks, mu ltiplexers, modems, etc .

Basic Facil ities, Comm for IS 0 2 0 3 , 2 0 0 1 9 9 5 4 0 0 4 8 0 1 9 9 5 For popu lation <750,000 and >250,000

Med ium Area (stand - alone). Based on pu rchase of buildi ng rather than leasi ng space .

Com mu nications includes com mu nications equipment internal to the facil ity

such as equipment racks, mu ltiplexers ,

modems, etc .

Information Service Provider (ISP )

Emergency Veh icle On - Board (EV)
2005 Update ITS Benefits, Costs, and Lessons Learned

155

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost Cost O&M Cost Cost Notes

No.^ (years) ($K) Date ($K/year) Date

Low High Low High

Basic Facil ities, Comm for IS 0 2 1 2 , 8 0 0 1 9 9 5 4 0 0 4 2 0 1 9 9 5 For popu lation <250,000 (stand - alone) .

Small Area Based on pu rchase of build i ng rather than

leasi ng space. Com mu nications includes

com mu nications equipment internal to

the facil ity such as equipment racks, mu ltiplexers, modems, etc

In formation Service Provider IS 0 0 1 5 2 6 3 5 2 0 0 3 0 . 5 0 . 7 2 0 0 3 In cludes two servers and five workstations.

Hardware O&M is esti mated at 2%; cou ld be higher

for responsive and preventative mai ntenan ce .

Systems Integration IS 0 1 7 2 0 9 0 1 1 0 1 9 9 8 Integration with other systems .

In formation Service IS 0 0 2 2 0 2 7 5 5 5 0 1 9 9 5 1 3 . 7 5 2 7 . 5 1 9 9 5 In cludes database software (COTS) and

Provider Software traffic analysis software .

Map Database Software IS 0 0 3 2 1 5 3 0 2 0 0 3 Software is COTS.

In formation Service Provider Labor IS 0 0 4 1 7 5 2 5 0 1 9 9 5 Two staff at $50K to $75K and one staff at

$ 7 5 K to $100K. Salary cost are fu lly loaded

prices and include base salary, overti me ,

overhead, benefits, etc .

FM Subcarrier Lease IS 0 0 5 1 2 0 2 4 0 1 9 9 5 Cost is per year.

Hardware Upgrade for IS 0 0 6 5 1 2 1 6 2 0 0 3 0 . 2 4 0 . 3 2 2 0 0 3 In cludes one server and two workstations .

Interactive In formation O&M is esti mated at 2%; cou ld be higher

for responsive and preventative mai ntenan ce .

Software Upgrade for IS 0 0 7 2 0 2 5 0 5 0 0 1 9 9 5 1 2 . 5 2 5 1 9 9 5 Trip plan ni ng software (includes some

Interactive In formation development costs) .

Added Labor for Interactive IS 0 0 8 1 0 0 1 5 0 1 9 9 5 One staff at $50K to $75K for two sh ifts. 

In formation Salary cost are fu lly loaded prices includi ng base salary, overti me, overhead, benefits, etc .

Software Upgrade for IS 0 0 9 2 0 2 5 0 5 0 0 1 9 9 5 1 2 . 5 2 5 1 9 9 5 Route selection software. Software is

Route Guidan ce COTS.

Map Database Upgrade for IS 0 1 0 2 1 0 0 2 0 0 1 9 9 5 Map database software upgrade .

Route Guidan ce

Hardware Upgrade for Emergen cy IS 0 1 1 5 8 1 0 2 0 0 3 0 . 1 6 0 . 2 2 0 0 3 In cludes one server. O&M is esti mated at 

Route Plan ni ng 2%; cou ld be higher for responsive and

preventative mai ntenan ce .

Software Upgrade for Emergen cy IS 0 1 2 2 0 5 0 1 0 0 1 9 9 5 2 . 5 5 1 9 9 5 Route guidan ce software. Software is

Route Plan ni ng COTS.

Hardware Upgrade for Dynamic IS 0 1 3 5 4 6 2 0 0 3 0 . 0 8 0 . 1 2 2 0 0 3 In cludes two workstations. O&M is 

Rideshari ng esti mated at 2%; cou ld be higher for

responsive and preventative mai ntenan ce .

Software Upgrade for Dynamic IS 0 1 4 2 0 1 0 0 2 0 0 1 9 9 8 5 1 0 1 9 9 5 Software includes some development cost .

Rideshari ng

Added Labor for Dynamic IS 0 1 5 1 0 0 1 5 0 1 9 9 5 One staff at $50K to $75K for two sh ifts. 

Rideshari ng Salary cost are fu lly loaded prices includi ng base salary, overti me, overhead, benefits, etc .

Li abil ity Insu ran ce for Dynamic IS 0 1 6 5 0 1 0 0 1 9 9 5 $ 5 0 K to $100K per year.

Rideshari ng

Software Upgrade for Probe IS 0 1 8 2 0 2 5 0 5 0 0 1 9 9 5 1 2 . 5 2 5 1 9 9 5 Software includes COTS and some 

In formation Collection development cost .
A ppendix A.1 Unadjusted Unit Costs

156

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost Cost O&M Cost Cost Notes

No.^ (years) ($K) Date ($K/year) Date

Low High Low High

Transportation Management Center (TM )

Basic Facil ities, Comm for TM 0 4 0 3 , 5 0 0 8 , 0 0 0 2 0 0 3 3 5 0 1 , 2 0 0 2 0 0 3 For popu lation >750,000. Based on 

Large Area pu rchase of build i ng rather than leasi ng

space. Com mu nications includes com munications equipment internal to the facil ity such as equipment racks, mu ltiplexers ,

modems, etc. O&M is esti mated at

10–15% of the capital cost .

Basic Facil ities, Comm for TM 0 4 1 3 , 2 0 0 3 , 2 0 0 1 9 9 5 4 0 0 4 8 0 1 9 9 5 For popu lation <750,000 and >250,000.

Med ium Area Based on pu rchase of build i ng rather than

leasi ng space. Com mu nications includes

com mu nications equipment internal to

the facil ity such as equipment racks, mu ltiplexers, modems, etc. O&M is esti mated

at 10–15% of the capital cost .

Basic Facil ities, Comm for TM 0 4 2 2 , 8 0 0 2 , 8 0 0 1 9 9 5 4 0 0 4 2 0 1 9 9 5 For popu lation <250,000. Based on 

Small Area pu rchase of build i ng rather than leasi ng

space. Com mu nications includes com munications equipment internal to the facil ity such as equipment racks, mu ltiplexers ,

modems, etc. O&M is esti mated at

10–15% of the capital cost .

Hardware for Signal Control TM 0 0 1 5 1 8 . 5 2 8 . 5 2 0 0 3 9 1 0 . 5 2 0 0 3 In cludes one server and mu ltiple workstations. O&M includes responsive and preventative mai ntenan ce .

Software, Integration for TM 0 0 6 5 1 0 5 1 5 0 2 0 0 3 1 5 0 2 0 0 3 Software and integration for a large urban 

Signal Control area. Cost wou ld be lower (approx. $10,500)

for a few arteri al intersections. O&M

i n cludes software upgrades, revisions, and

expansion of the system .

Labor for Signal Control TM 0 0 2 4 8 6 5 9 4 2 0 0 1 Costs include labor for operations (two at

50% of the ti me, at $100K), transportation

engi neer (one at 50% of the ti me, at

$100K), update ti mi ng plans ($2K per system per month for every 10 systems), and

signal mai ntenan ce tech nici an (two at

$75K). Salary cost are fu lly loaded prices

i n clud i ng base salary, overti me, overhead ,

benefits, etc .

Hardware, Software for Traffic TM 0 0 3 2 0 1 3 5 1 6 5 1 9 9 5 6 . 7 5 8 . 2 5 1 9 9 5 Processor and software .

Su rveillan ce

Integration for Traffic Su rveillan ce TM 0 3 2 2 0 2 2 5 2 7 5 1 9 9 5 1 1 . 2 5 1 3 . 7 5 1 9 9 5 Integration with other systems .

Hardware for Freeway Control TM 0 0 4 5 6 9 2 0 0 3 0 . 3 0 . 4 5 2 0 0 3 In cludes th ree workstations. O&M 

esti mated at 5% of capital cost .

Software, Integration for TM 0 0 7 5 1 8 0 2 2 0 2 0 0 2 Software and integration, installation and

Freeway Control one year mai ntenan ce. Software is off - the -

shelf tech nology and unit cost does not

reflect product development .

Labor for Freeway Control TM 0 0 5 2 2 5 2 7 5 2 0 0 1 Labor for operations (two at 50% of

$100K) and mai ntenan ce tech nici ans (two

at $75K). Salary cost are fu lly loaded prices

i n clud i ng base salary, overti me, overhead ,

benefits, etc .

Hardware for Lane Control TM 0 0 8 5 2 3 2 0 0 3 0 . 1 0 . 1 5 2 0 0 3 In cludes one workstation and 19” monitor.

O&M esti mated at 5% of capital cost .
2005 Update ITS Benefits, Costs, and Lessons Learned

157

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost Cost O&M Cost Cost Notes

No.^ (years) ($K) Date ($K/year) Date

Low High Low High

Software, Integration for TM 0 0 9 1 0 2 2 5 2 7 5 1 9 9 5 1 1 . 2 5 1 3 . 7 5 1 9 9 5 Software development and integration

Lane Control and software upgrade for controllers .

Software development is fi ne tu ne adjustments for local installations. Otherwise ,

software is COTS.

Labor for Lane Control TM 0 1 0 9 0 1 1 0 2 0 0 1 Labor for two operators at 50% of $100K.

Software, Integration for TM 0 1 1 1 0 3 0 0 4 0 0 1 9 9 8 Software and integration, installation and 

Regional Control one year mai ntenan ce. Integration with

other TMC’s. Software is COTS.

Real - ti me, Traffic Adaptive Signal 1 0 1 2 0 1 5 0 2 0 0 1 2 0 2 0 0 1 The costs range is based on com merci ally 

Control System available packages, wh ich run on a central ized computer. The high capital cost

i n cludes software packages for graph ical

user interface and incident management .

Labor for Regional Control TM 0 1 2 1 8 0 2 2 0 2 0 0 1 Labor for operators (two at 50% of $100K),

transportation engi neer (one at 50% of

$100K), and mai ntenan ce contract. Salary

costs are fu lly loaded prices includ i ng base

salary, overti me, overhead, benefits, etc .

Video Monitors, Wall for TM 0 1 3 1 5 5 7 1 0 3 2 0 0 3 3 5 2 0 0 3 Video wall and monitors. O&M esti mated 

In cident Detection at 5% of capital cost

Hardware for In cident Detection TM 0 1 4 5 4 3 5 7 2 0 0 3 2 . 1 5 2 . 8 5 2 0 0 3 In cludes four servers, five workstations ,

and two laser pri nters. O&M esti mated at

5% of capital cost; cou ld be higher for

responsive and preventative mai ntenan ce .

Integration for In cident Detection TM 0 2 5 2 0 9 0 1 1 0 1 9 9 5 4 . 5 5 . 5 1 9 9 5 Integration with other systems .

Software for In cident Detection TM 0 1 5 5 9 0 1 1 0 2 0 0 2 4 . 5 5 . 5 2 0 0 2 Software is COTS and includes development cost. O&M is esti mated at 5% of

capital .

Labor for In cident Detection TM 0 1 6 6 3 0 7 7 0 2 0 0 1 Labor for operators (four at $100K and

one manager at $150K) and two mai ntenan ce techs at $75K.

Video Monitor for In cident Response TM 0 1 7 5 0 . 6 1 . 5 2 0 0 3 In cludes one 19” monitor.

Hardware for In cident Response TM 0 1 8 5 2 3 2 0 0 3 0 . 1 0 . 1 5 2 0 0 3 In cludes one workstation. O&M esti mated

at 5% of capital cost .

Integration for In cident Response TM 0 2 6 2 0 1 8 0 2 2 0 1 9 9 5 Integration with other systems .

Software for In cident Response TM 0 1 9 2 1 3 . 5 1 6 . 5 1 9 9 5 0 . 6 7 5 0 . 8 2 5 1 9 9 5 Software is COTS.

Labor for In cident Response TM 0 2 0 9 0 1 1 0 2 0 0 1 Labor for incident management coord i nator (one at $100K).

Automated In cident Investigation 5 1 5 2 0 0 1 In cludes workstation, tripod, monopole

System anten na, Auto Integration, and Auto CAD

software .

Hardware for Traffic In formation TM 0 2 1 5 2 3 2 0 0 3 0 . 1 0 . 1 5 2 0 0 3 In cludes one workstation. O&M esti mated 

Dissemi nation at 5% of capital cost .

Software for Traffic In formation TM 0 2 2 5 1 8 2 2 1 9 9 5 0 . 9 1 . 1 1 9 9 5 Software is COTS.

Dissemi nation

Integration for Traffic In formation TM 0 2 3 2 0 9 0 1 1 0 2 0 0 0 4 . 5 5 . 5 1 9 9 5 Integration with other systems .

Dissemi nation

Labor for Traffic In formation TM 0 2 4 9 0 1 1 0 2 0 0 1 Labor for one operator at $100K. Salary 

Dissemi nation costs are fu lly loaded and include base

salary, overti me, overhead, benefits, etc .

Software for Dynamic TM 0 2 7 5 2 2 . 5 2 7 . 5 1 9 9 5 1 . 1 2 5 1 . 3 7 5 1 9 9 5 In cludes software installation and one year 

Electronic Toll s mai ntenan ce. Software is COTS.
A ppendix A.1 Unadjusted Unit Costs

158

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost Cost O&M Cost Cost Notes

No.^ (years) ($K) Date ($K/year) Date

Low High Low High

Integration for Dynamic TM 0 2 8 2 0 9 0 1 1 0 1 9 9 5 4 . 5 5 . 5 1 9 9 5 Integration with other systems .

Electronic Toll s

Hardware for Probe In formation TM 0 3 3 3 2 3 2 0 0 3 0 . 1 0 . 1 5 2 0 0 3 In cludes one workstation. O&M esti mated 

Collection at 5% of capital cost .

Software for Probe In formation TM 0 3 4 5 1 8 2 2 1 9 9 5 1 . 8 2 . 2 1 9 9 5 In cludes software installation and one year

Collection mai ntenan ce. Software is COTS.

Integration for Probe In formation TM 0 3 5 2 0 1 3 5 1 6 5 1 9 9 5 1 3 . 5 1 6 . 5 1 9 9 5 Integration with other systems .

Collection

Labor for Probe In formation TM 0 3 6 4 5 5 5 2 0 0 1 Labor for one operator (four hou rs per day 

Collection at $100K/year). Salary costs are fu lly

loaded prices and include base salary,

overti me, overhead, benefits, etc. 

Software for Rail Crossi ng Monitor TM 0 3 7 5 1 8 2 2 1 9 9 5 1 . 8 2 . 2 1 9 9 5 In cludes software installation and one

year mai ntenan ce. Software is COTS.

Integration for Rail Crossi ng Monitor TM 0 3 8 2 0 9 0 1 1 0 1 9 9 5 Integration with other systems .

Labor for Rail Crossi ng Monitor TM 0 3 9 4 5 5 5 2 0 0 1 Operators (one at 50% of $100K). Salary

costs are fu lly loaded prices includ i ng base

salary, overti me, overhead, benefits, etc .

Road Weather In formation 2 5 2 5 1 9 9 8 0 . 4 2 . 5 2 0 0 1 An RWIS consists of several components: 

System (RWIS ) an envi ron mental sensi ng station (ESS ) ,

CPU, workstation with RWIS software ,

and com mu nications equipment. All components of the RWIS reside at the TMC

with the exception of the ESS. See

Roadside Detection subsystem for costs of

ESS. Cost of the ESS ($10K–$50K) shou ld

be added to $25K l isted here in order to

cost out the enti re system. CPU replaced

every 5 years at a cost of $4K. O&M costs

range includes com mu nication, and

optional weather forecast / meteorological

service .

Basic Facil ities, Comm for TR 0 1 4 4 , 0 0 0 4 , 0 0 0 1 9 9 5 4 0 0 6 0 0 1 9 9 5 For popu lation >750,000. Based on 

Large Area pu rchase of build i ng rather than leasi ng

space. Com mu nications includes com munications equipment internal to the facil ity such as equipment racks, mu ltiplexers ,

modems, etc .

Basic Facil ities, Comm for TR 0 1 5 3 , 2 0 0 3 , 2 0 0 1 9 9 5 4 0 0 4 8 0 1 9 9 5 For popu lation <750,000 and >250,000. 

Med ium Area Based on pu rchase of build i ng rather than

leasi ng space. Com mu nications includes

com mu nications equipment internal to

the facil ity such as equipment racks, mu ltiplexers, modems, etc .

Basic Facil ities, Comm for TR 0 1 6 2 , 8 0 0 2 , 8 0 0 1 9 9 5 4 0 0 4 2 0 1 9 9 5 For popu lation <250,000. Based on 

Small Area pu rchase of build i ng rather than leasi ng

space. Com mu nications includes com munications equipment internal to the facil ity such as equipment racks, mu ltiplexers ,

modems, etc .

Transit Center Hardware TR 0 0 1 5 6 9 2 0 0 3 0 . 1 2 0 . 1 8 2 0 0 3 In cludes th ree workstations. O&M estimated at 2% of capital cost .

Transit Center Software, Integration TR 0 0 2 2 0 8 1 5 1 , 7 2 0 1 9 9 5 6 1 2 1 9 9 5 In cludes veh icle tracki ng and schedu l i ng ,

database and information storage, schedu le adjustment software, real - ti me travel

i n formation software, and integration .

Software is COTS.

Tansit Management Center (TR )
2005 Update ITS Benefits, Costs, and Lessons Learned

159

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost Cost O&M Cost Cost Notes

No.^ (years) ($K) Date ($K/year) Date

Low High Low High

Toll Ad m i n istration (TA )

Transit Veh icle On - Board (TV)

Transit Center Add itional TR 0 0 3 6 9 1 9 9 5 Add itional space requi red for ITS 

Build i ng Space tech nology - $12–$18/sq . ft., 500 sq . ft .

Transit Center Labor TR 0 0 4 5 0 2 5 0 1 9 9 5 Labor for th ree staff at $75K. Salary cost

are fu lly loaded prices includ i ng base

salary, overti me, overhead, benefits, etc .

Upgrade for Auto. Schedu l i ng, Run TR 0 0 5 2 0 2 0 4 0 1 9 9 5 0 . 4 0 . 8 1 9 9 5 Processor / software upgrade, installation 

Cutti ng, or Fare Payment and one year mai ntenan ce (for processor) .

Software is COTS.

Integration for Auto. Schedu l i ng, TR 0 1 2 2 0 2 2 5 5 0 0 1 9 9 5 Integration with other systems .

Run Cutti ng, or Fare Payment

Fu rther Software Upgrade for TR 0 1 3 2 0 4 0 6 0 1 9 9 5 0 . 8 1 . 2 1 9 9 5 Software upgrade. Software is COTS. 

E - Fare Payment Automatic passenger cou nter processi ng

software costs an add itional $25K to several hu nd red thousand dollars depend i ng

on the system .

Veh icle Location Interface TR 0 0 7 2 0 1 0 1 5 1 9 9 5 Veh icle location interface .

Video Monitors for Secu rity System TR 0 0 8 5 3 7 2 0 0 3 0 . 0 6 0 . 1 4 2 0 0 3 Five per site. O&M esti mated at 2% of

capital cost .

Hardware for Secu rity System TR 0 0 9 5 1 4 1 9 2 0 0 3 0 . 2 8 0 . 3 8 2 0 0 3 In cludes one server and th ree workstations. O&M esti mated at 2% of capital

cost; cou ld be higher for preventative and

responsive mai ntenan ce .

Integration of Secu rity System with TR 0 1 0 2 0 2 5 0 5 0 0 1 9 9 5 Integration with other systems .

Existi ng Systems

Labor for Secu rity System TR 0 1 1 2 0 2 2 4 7 1 9 9 5 Labor for th ree staff at $75K each. Salary

cost are fu lly loaded prices includ i ng base

salary, overti me, overhead, benefits, etc .

Toll Ad mi nistration Hardware TA 0 0 1 5 4 6 2 0 0 3 0 . 2 0 . 3 2 0 0 3 In cludes two workstations, pri nter, and

modem. O&M esti mated at 5% of capital

costs .

Toll Ad mi nistration Software TA 0 0 2 1 0 4 0 8 0 1 9 9 5 4 8 1 9 9 5 In cludes local database and national database coord i nation. Software is COTS.

Driver Interface and Schedu le TV 0 0 1 1 0 0 . 3 0 . 5 1 9 9 5 0 . 0 0 6 0 . 0 1 1 9 9 5 On - board schedu le processor and 

Processor database .

Cell - Based Com mu nication TV 0 0 2 1 0 0 . 1 5 0 . 2 5 1 9 9 5 0 . 0 0 7 5 0 . 0 1 2 5 1 9 9 5 Cell - based rad io with data capacity.

Equipment

GPS / DGPS for Veh icle Location TV 0 0 3 1 0 0 . 5 2 2 0 0 2 0 . 0 1 0 . 0 4 2 0 0 2 AVL GPS / DGPS. Capital cost depends on

featu res of unit. O&M cost (esti mated at

2% of capital) is for unit mai ntenan ce and

does not include an nual telecom service

fees .

Signal Preemption Processor TV 0 0 4 1 0 0 . 3 0 . 6 1 9 9 5 0 . 0 0 6 0 . 0 1 1 9 9 5 On - board schedu le processor and database. Complement to IDAS elements

RS004 and RS 0 0 5 .

Signal Preemption / Priority Emitter 0 . 5 2 . 1 2 0 0 3 Data - en coded emitter; manually initi ated .

Complement to Roadside Signal

Preemption / Priority (see Roadside Control

subsystem) .

Preemption / Priority Transponder 0 . 0 7 5 2 0 0 0 Passive transponder mou nted on underside of transit veh icle. Requi res transit priority system at the Transit Management

Center.
A ppendix A.1 Unadjusted Unit Costs

160

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost Cost O&M Cost Cost Notes

No.^ (years) ($K) Date ($K/year) Date

Low High Low High

Trip Computer and Processor TV 0 0 5 1 0 0 . 1 0 . 1 5 1 9 9 5 0 . 0 0 2 0 . 0 0 3 1 9 9 5 On - board processor for trip reporti ng and

data storage .

Secu rity Package TV 0 0 6 1 0 4 . 2 7 1 9 9 5 0 . 2 1 0 . 2 6 5 1 9 9 5 On - board CCTV su rveillan ce camera and

hot button. The high capital cost represents a com mon installation of a digital

event recorder system .

Electronic Farebox TV 0 0 7 1 0 0 . 8 1 . 5 1 9 9 5 0 . 0 4 0 . 0 7 5 1 9 9 5 On - board flex fare system DBX processor,

on - board farebox, and smart card reader. 

Automatic Passenger Cou nti ng 1 0 1 1 0 2 0 0 3 Low cost reflects the APC system as an 

System add - on to an existi ng route schedu l i ng or

tracki ng system. High cost reflects the

APC system as a stand alone installation .

Cost is per veh icle and includes installation .

Com merci al Veh icle Ad min CA 0 0 1 5 6 9 2 0 0 3 0 . 1 2 0 . 1 8 2 0 0 3 In cludes th ree workstations. O&M estiHardware mated at 2% of capital cost .

Com merci al Veh icle Ad min CA 0 0 2 2 0 2 0 0 2 2 0 1 9 9 5 4 4 . 4 1 9 9 5 In cludes processor and integration. 

Software, Integration Software is COTS.

Com merci al Veh icle Ad min Labor CA 0 0 3 2 7 0 3 3 0 2 0 0 3 Labor for four staff at $75K (average) .

Salary costs are fu lly loaded prices includi ng base salary, overti me, overhead, benefits, etc .

Software Upgrade for Electronic CA 0 0 4 2 0 6 0 1 4 0 1 9 9 5 1 . 2 2 . 8 1 9 9 5 Electronic credenti als pu rchase software, 

Credenti al Pu rchasi ng database and management for post - trip

processi ng and E-credenti als. 

Software Upgrade for Inter- Agen cy CA 0 0 5 2 0 2 0 4 0 1 9 9 5 0 . 4 0 . 8 1 9 9 5 Processor and integration add - on. 

In fo Exchange Software is COTS.

Added Labor for Inter- Agen cy CA 0 0 6 6 7 8 2 1 9 9 5 Labor for one staff at $75K (average). 

In fo Exchange Salary cost are fu lly loaded prices includi ng base salary, overti me, benefits, etc .

Software Upgrade for Safety CA 0 0 7 2 0 4 0 8 0 1 9 9 5 0 . 8 1 . 6 1 9 9 5 Database add - on, software, and integra -

Ad mi nistration tion. Software is COTS.

C heck Station Structu re CC 0 0 1 2 0 5 0 7 5 1 9 9 5 Roadside structu re – mai n l i ne w/ lane 

i nd icator signal s .

Signal Board CC 0 0 2 1 0 1 0 1 5 1 9 9 5 1 1 . 5 1 9 9 5 Roadside signal board .

Signal Ind icator CC 0 0 3 2 0 5 1 0 1 9 9 5 0 . 2 5 0 . 5 1 9 9 5 Signal ind icator system .

Roadside Beacon CC 0 0 4 1 0 5 8 1 9 9 5 0 . 5 0 . 8 1 9 9 5 Roadside beacon used for electronic

screeni ng (not included in roadside subsystem). Beacon repai r / replacement .

Wi rel i ne to Roadside Beacon CC 0 0 5 2 0 1 0 2 0 1 9 9 5 Ded icated wi rel i ne com mu nication from

beacon to roadside (one mile upstream) .

C heck Station Software, Integration CC 0 0 6 2 0 1 8 0 2 1 5 1 9 9 5 Software, processor and integration .

C heck Station Hardware CC 0 0 7 5 2 3 2 0 0 3 0 . 0 4 0 . 0 6 2 0 0 3 In cludes one workstation. O&M esti mated

at 2% of capital cost .

Safety and Fitness Electronic 7 . 5 9 . 2 1 9 9 9 0 . 4 4 0 . 6 6 1 9 9 9 In cludes portable computer with pri nter 

Records (SAFER) Data Mailbox and wi reless Internet modem to download, record, and upload carrier safety

database records at field locations or

check stations .

Detection System CC 0 0 8 1 0 5 0 7 5 1 9 9 5 2 . 5 3 . 7 5 1 9 9 5 Com merci al veh icle com mu nication interface and com mu nication device (cell

based rad io) .

Com mercial Veh icle Ad m i n istration (CA )

Com mercial Veh icle Check Station (CC )
2005 Update ITS Benefits, Costs, and Lessons Learned

161 161

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost Cost O&M Cost Cost Notes

No.^ (years) ($K) Date ($K/year) Date

Low High Low High

Software Upgrade for Safety CC 0 0 9 2 0 4 0 8 0 1 9 9 5 0 . 8 1 . 6 1 9 9 5 Safety database add - on and resu lt writi ng

Inspection to veh icle tag processor add - on. Software

is COTS.

Hand held Safety Devices CC 0 1 0 5 3 5 1 9 9 5 0 . 3 0 . 5 1 9 9 5 For com merci al veh icle inspection. The

devices either measu re data themselves or

read data from the veh icle. Th ree per location .

Software Upgrade for Citation and CC 0 1 1 2 0 2 0 4 0 1 9 9 5 1 2 1 9 9 5 Software add - on for record i ng of citation 

Accident Record i ng and accident information to the com merci al veh icle .

Weigh - In - Motion Facil ity CC 0 1 2 1 0 1 4 2 1 1 9 9 5 1 . 4 2 . 1 1 9 9 5 In cludes WIM fixed load cell and interface

to roadside facil ity. Software is COTS.

Wi rel i ne to Weigh - In - Motion Facil ity CC 0 1 3 1 0 1 2 1 9 9 5 0 . 1 0 . 2 1 9 9 5 Wi rel i ne com mu nication (local line) .

Electronic ID Tag CV 0 0 1 1 0 0 . 6 5 1 . 1 1 9 9 5 0 . 0 1 3 0 . 0 2 2 1 9 9 5 In cludes ID tag, add itional software and

processi ng, and database storage. Software

is COTS.

Com mu nication Equipment CV 0 0 2 1 0 1 . 1 5 2 . 2 5 1 9 9 5 0 . 0 0 7 5 0 . 0 1 2 5 1 9 9 5 Com merci al veh icle com mu nication interface and com mu nication device (cell -

based rad io) .

Central Processor and Storage CV 0 0 3 1 0 0 . 3 0 . 5 1 9 9 5 0 . 0 0 6 0 . 0 1 1 9 9 5 Equipment on board for the processi ng

and storage of cargo materi al .

GPS / DGPS CV 0 0 4 1 0 0 . 5 1 . 8 2 0 0 2 0 . 0 1 0 . 0 3 6 2 0 0 2 GPS for veh icle location. Capital cost

depends on featu res of unit. O&M cost

(esti mated at 2% of capital) is for unit

mai ntenan ce and does not include an nual

telecom service fees .

Driver and Veh icle Safety CV 0 0 5 1 0 1 . 1 2 . 2 1 9 9 5 0 . 0 4 0 . 0 8 1 9 9 5 Add itional software and processor for 

Sensors, Software warni ng ind icator and aud io system interface, and onboard sensors for engi ne / veh icle and driver. Software is COTS.

Cargo Monitori ng Sensors CV 0 0 6 1 0 0 . 1 7 0 . 3 5 1 9 9 5 0 . 0 1 7 0 . 0 3 5 1 9 9 5 Optional on - board sensors for measu ri ng 

and Gauges temperatu re, pressu re, and load level i ng .

Electronic Cargo Seal Disposable 0 . 0 1 0 . 0 2 5 2 0 0 3 Cost for a disposable rad io frequen cy identification (RFID) E-seal that provides a

complete and accu rate aud it trail of seal

status du ri ng transport. Low is for passive ,

and high is for active E-seal. 

Electronic Cargo Seal Reusable 0 . 0 3 5 0 . 4 4 2 0 0 2 Cost for a reusable rad io frequen cy identification (RFID) E-seal that provides a

complete and accu rate aud it trail of seal

status du ri ng transport. Low is for passive ,

and high is for active E-seal. Depend i ng on

the vendor, some E-seals may incur a

month ly service charge .

Autonomous Tracki ng Unit 0 . 3 5 0 . 8 2 0 0 3 0 . 1 4 4 0 . 4 2 2 0 0 3 C hassis or contai ner mou nted unit that

tracks location and cond ition of assets

(cost for on - board sensors not included ) .

Higher- priced units provide greater fu n ctional ity, such as poll i ng of location information and increased quantities of sensor

data. An nual service charges include the

com mu nications link between unit and

data center, and information services .

Com mercial Veh icle On - Board (CV)
A ppendix A.1 Unadjusted Unit Costs

162

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost Cost O&M Cost Cost Notes

No.^ (years) ($K) Date ($K/year) Date

Low High Low High

Fleet Center Hardware FM 0 0 1 5 6 9 2 0 0 3 0 . 1 2 0 . 1 8 2 0 0 3 Costs include th ree workstations. O&M

esti mated at 2% of capital cost .

Fleet Center Software, Integration FM 0 0 2 2 0 2 1 5 5 0 0 1 9 9 5 In cludes processor and integration .

Software is COTS.

Fleet Center Labor FM 0 0 3 3 3 7 4 1 2 1 9 9 5 Labor for five staff at $75K. Salary costs

are fu lly loaded prices includ i ng base

salary, overti me, overhead, benefits, etc .

Software for Electronic FM 0 0 4 2 0 8 0 1 8 0 1 9 9 5 In cludes electronic credenti al pu rchase 

Credenti al i ng, Clearan ce software, database and management for

trip reports, and database management

for pre - clearan ce. Software is COTS.

Software for Tracki ng and FM 0 0 5 2 0 4 0 1 0 0 1 9 9 5 4 1 0 1 9 9 5 Veh icle tracki ng and schedu l i ng. Software 

Schedu l i ng is COTS.

Veh icle Location Interface FM 0 0 6 2 0 1 0 1 5 1 9 9 5 Veh icle location interface from FMS to

TMS.

Software Upgrade for Fleet FM 0 0 7 2 0 2 0 4 0 1 9 9 5 0 . 4 0 . 8 1 9 9 5 Processor / software upgrade to add 

Mai ntenan ce capabil ity to automatically generate preventative mai ntenan ce schedu les from

veh icle mileage data. Software is COTS.

Integration for Fleet Mai ntenan ce FM 0 0 8 2 0 1 0 0 2 0 0 1 9 9 5 2 4 1 9 9 5 Integration with other systems .

Software Upgrade for FM 0 0 9 2 0 2 0 4 0 1 9 9 5 0 . 4 0 . 8 1 9 9 5 Veh icle tracki ng and schedu l i ng 

HAZMAT Management en han cement. Software is COTS.

Hardware Upgrade for HAZMAT FM 0 1 0 5 2 3 2 0 0 3 0 . 0 4 0 . 0 6 2 0 0 3 In cludes one workstation. O&M esti mated 

Management at 2% of capital cost .

Electronic Cargo Seal Reader 0 . 3 1 . 5 2 0 0 2 Unit cost depends on quantity pu rchased .

Low cost is for hand held reader. High cost

is for fixed reader. Cost will be significantly

i n creased if reader is equipped with add itional secu rity featu res .

Com mu nication Equipment VS 0 0 1 7 0 . 2 0 . 4 1 9 9 5 0 . 0 0 4 0 . 0 0 8 1 9 9 5 Wi reless data transceiver.

In -Veh icle Display VS 0 0 2 7 0 . 0 5 0 . 1 1 9 9 5 0 . 0 0 1 0 . 0 0 2 1 9 9 5 In - veh icle display / warni ng interface .

Software is COTS.

In -Veh icle Signi ng System VS 0 0 3 7 0 . 1 6 0 . 4 1 9 9 5 0 . 0 0 3 0 . 0 0 8 1 9 9 5 Interface to active tag reader, processor for

active tag decode, and display device for

messages .

GPS / DGPS VS 0 0 4 7 0 . 2 5 0 . 5 1 9 9 5 0 . 0 0 5 0 . 0 1 1 9 9 5 Global Positioni ng System / Differenti al

Global Positioni ng Systems .

GIS Software VS 0 0 5 7 0 . 2 0 . 3 1 9 9 5 Geograph ical In formation System (GIS )

software for performi ng route plan ni ng .

Route Guidan ce Processor VS 0 0 6 7 0 . 1 0 . 1 5 1 9 9 5 0 . 0 0 2 0 . 0 0 3 1 9 9 5 Li mited processor for route guidan ce

fu n ctional ity.

Sensors for Lateral Control VS 0 0 7 7 0 . 8 1 . 1 1 9 9 5 0 . 0 1 6 0 . 0 2 2 1 9 9 5 In cludes lane sensors in veh icle and lateral

sensors MMW radar.

Electronic Toll Equipment VS 0 0 8 7 0 . 0 4 0 . 1 1 9 9 5 Active tag interface and debit / cred it card

i nterface .

Mayday Sensor and Processor VS 0 0 9 7 0 . 1 5 0 . 6 5 1 9 9 5 0 . 0 0 3 0 . 0 1 3 1 9 9 5 Coll ision detector sensor and interface for

Mayday processor. Software is COTS.

Sensors for Longitud i nal Control VS 0 1 0 7 0 . 3 0 . 5 1 9 9 5 0 . 0 0 6 0 . 0 1 1 9 9 5 Longitud i nal sensors MMW radar.

Advan ced Steeri ng Control VS 0 1 1 7 0 . 5 0 . 6 1 9 9 5 0 . 0 1 0 . 0 1 2 1 9 9 5 Advan ced steeri ng control (“hands off ”

d rivi ng). Software is COTS.

Fleet Management Center (FM)

Veh icle On - Board (V S )
2005 Update ITS Benefits, Costs, and Lessons Learned

163

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost Cost O&M Cost Cost Notes

No.^ (years) ($K) Date ($K/year) Date

Low High Low High

Advan ced Cruise Control VS 0 1 2 7 0 . 1 5 0 . 3 1 9 9 5 0 . 0 0 3 0 . 0 0 6 1 9 9 5 Adaptive cruise control (automatic breaki ng and accelerati ng) .

Intersection Coll ision Avoidan ce VS 0 1 3 7 0 . 2 8 0 . 5 5 1 9 9 5 0 . 0 0 6 0 . 0 1 1 1 9 9 5 Software / processor for infrastructu re 

Processor, Software transmitted information, interface to inveh icle signi ng and aud io system, software

and processor to link to longitud i nal and

lateral veh icle control modu les based on

i nput signal from veh icle intersection coll ision warni ng equipment package .

Software is COTS.

Vision En han cement System VS 0 1 4 7 2 2 . 5 2 0 0 3 0 . 1 0 . 1 2 5 2 0 0 3 In - veh icle camera, software and processor,

head - up display, and infra - red sensors

(local sensor system). Software is COTS.

O&M esti mated at 5% of capital .

Driver and Veh icle Safety VS 0 1 5 7 0 . 6 6 1 . 2 5 1 9 9 5 0 . 0 3 3 0 . 0 6 3 1 9 9 5 Safety collection processor and software, 

Monitori ng System d river cond ition sensors, six veh icle cond ition sensors (at $50 each), and veh icle data

storage. Software is COTS.

Pre - Crash Safety System VS 0 1 6 7 1 . 1 2 . 1 5 1 9 9 5 0 . 0 3 7 0 . 0 6 7 1 9 9 5 Veh icle cond ition sensors, veh icle performan ce sensors, software / processor,

i nterface, pre - crash safety systems deployment actuators. Software is COTS.

Software, Processor for VS 0 2 0 7 0 . 0 5 0 . 1 5 1 9 9 5 0 . 0 0 1 0 . 0 0 3 1 9 9 5 Software and processor for com mu nica -

Probe Veh icle tion to roadside infrastructu re, signal generator, message generator. Software is

COTS.

Toll Tag / Transponder 5 0 . 0 2 5 2 0 0 3 Most toll tags / transponders cost approx .

$25. Some toll agen cies requi re users to

pay a refu ndable deposit in lieu of pu rchasi ng a tag. The user is charged the cost

of the tag if the tag is lost .

In -Veh icle Navigation System 7 2 . 8 1 9 9 8 COTS product that includes in-veh icle display and supporti ng software .

Basic PDA PD 0 0 1 7 0 . 2 0 . 4 2 0 0 1 0 . 0 0 4 0 . 0 0 8 2 0 0 1 Personal digital assistant. O&M esti mated

at 2% of capital .

Advan ced PDA for Route Guidan ce, PD 0 0 2 7 0 . 5 0 . 7 5 1 9 9 5 0 . 0 1 0 . 0 1 5 1 9 9 5 Personal digital assistant with advan ced 

Interactive In fo capabil ities (route guidan ce, interactive) .

Modem Interface, Anten na for PDA PD 0 0 3 7 0 . 1 8 0 . 2 5 1 9 9 5 0 . 0 0 4 0 . 0 0 5 1 9 9 5 Modem interface and separate anten na

for wi reless capabil ity.

PDA with Wi reless Modem 2 0 . 2 0 . 6 2 0 0 3 0 . 1 2 0 . 3 2 0 0 1 Personal digital assistant with wi reless

modem. O&M based on month ly subscriber rate plans of 50 Kbytes (low) and

150 Kbytes (h igh) .

GPS / DGPS PD 0 0 5 7 0 . 1 5 0 . 1 8 2 0 0 1 0 . 0 0 3 0 . 0 0 4 2 0 0 1 GPS / DGPS. O&M esti mated at 2% of 

capital cost .

GIS Software PD 0 0 6 7 0 . 1 0 . 1 5 1 9 9 5 0 . 0 0 5 0 . 0 0 8 1 9 9 5 Add itional GIS / GUI capabil ity.

Personal Devices (PD )
164

A ppendix A. 2

A djusted Unit Costs (2003 Dollars )

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost O&M Cost Notes

No.^ (years) ($K) ($K/year)

Low High Low High

1 DS0 Com mu nication Li ne TC 0 0 1 1 0 0 . 5 0 . 9 1 9 9 5 0 . 6 1 . 2 2 0 0 3 56 Kbps capacity. Leased with typical distan ce from termi nus to termi nus is 8–15

miles, but most of the cost is not distan ce

sensitive .

1 DS1 Com mu nication Li ne TC 0 0 2 2 0 0 . 5 0 . 9 1 9 9 5 4 . 7 8 . 2 2 0 0 2 1.544 Mbps capacity (T1 line). Leased with

typical distan ce from termi nus to terminus is 8–15 miles, but most of the cost is

not distan ce sensitive .

1 DS3 Com mu nication Li ne TC 0 0 3 2 0 2 . 8 4 . 7 1 9 9 5 2 3 6 9 2 0 0 1 44.736 Mbps capacity (T3 line). Leased

with typical distan ce from termi nus to

termi nus is 8–15 miles, but most of the

cost is not distan ce sensitive .

1 ISP Service Fee TC 0 0 7 0 . 1 8 0 . 6 2 0 0 2 Month ly service fee ranges from $15 per

month for regu lar dial - up service to $50

per month for DSL .

1 Di rect Bu ry Armor En cased 5 6 1 9 9 9 0 . 0 2 1 9 9 9 Cost is per mile. In cludes cable and 

Fiber Cable i nstallation .

1 Conduit Design and Installation - 2 0 5 0 6 5 2 0 0 3 0 . 0 2 1 9 9 9 Cost is per mile. In cludes bori ng, 

Corridor tren ch i ng, and conduit (th ree or fou r

i n ch). Cost wou ld be significantly less for

an aeri al installation. In - grou nd installation wou ld cost significantly less if implemented in conju n ction with a construction project .

1 Twisted Pair Installation 2 0 1 1 1 9 9 9 0 . 0 2 1 9 9 9 Cost is per mile .

1 Fiber Optic Cable Installation 2 0 2 0 5 0 2 0 0 3 0 . 0 2 1 9 9 9 Cost is per mile for cable and in-grou nd

i nstallation. Cost wou ld be significantly

less for an aeri al installation. In - grou nd

i nstallation wou ld cost significantly less if

i mplemented in conju n ction with a construction project .

1 Cellu lar Com mu nication 0 . 5 1 9 9 9 0 . 3 0 . 4 1 9 9 9 Cost is for one unit .

1 900 MHz Spread Spectrum Rad io 1 0 8 . 4 1 9 9 9 0 . 1 4 0 . 4 1 9 9 9 Cost is per link.

1 Microwave Com mu nication 1 0 9 . 8 1 9 . 6 2 0 0 2 0 . 5 1 2 0 0 2 Cost is per link. Cost cou ld be higher

depend i ng on tower / anten na installation .

1 Wi reless Com mu nications, TC 0 0 4 0 . 1 2 0 . 2 2 0 0 3 125 Kbytes / month available usage 

Low Usage (non - conti nuous use) .

1 Wi reless Com mu nications, TC 0 0 5 0 . 6 0 . 7 1 9 9 5 1,000 Kbytes / month available usage 

Med ium Usage (non - conti nuous use) .

1 Wi reless Com mu nications, TC 0 0 6 2 0 0 . 5 0 . 9 1 9 9 5 1 . 2 1 . 8 2 0 0 2 3,000 Kbytes / month available usage 

High Usage (non - conti nuous use) .

1 Call Box 1 0 4 5 . 8 2 0 0 2 0 . 6 7 1 9 9 9 Capital cost includes call box and installation. O&M is cost per unit (per year) for

service mai ntenan ce contract and an nual

cellu lar service fee .

Roadside Telecom m u n ications (RS-TC )

A ppendix A.2 Adjusted Unit Costs
2005 Update ITS Benefits, Costs, and Lessons Learned

165

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost O&M Cost Notes

No.^ (years) ($K) ($K/year)

Low High Low High

Roadside Detection (RS- D )

2 Inductive Loop Su rveillan ce 5 3 8 2 0 0 1 0 . 4 0 . 6 1 9 9 5 Double set (four loops) with controller, 

on Corridor power, etc .

2 Inductive Loop Su rveillan ce 5 9 1 6 2 0 0 3 0 . 9 1 . 5 1 9 9 9 Four legs, two lanes / approach .

at Intersection

2 Mach i ne Vision Sensor 1 0 2 1 . 7 2 9 2 0 0 3 0 . 2 0 . 4 2 0 0 3 One sensor both directions of travel. 

on Corridor Does not include installation .

2 Mach i ne Vision Sensor 1 0 2 0 2 5 . 7 2 0 0 3 0 . 2 0 . 5 2 0 0 3 Fou r- way intersection, one camera 

at Intersection per approach. Does not include 

i nstallation .

2 Passive Acoustic Sensor 3 . 6 7 . 9 2 0 0 2 0 . 2 0 . 4 1 9 9 8 Cost range is for a si ngle sensor coveri ng 

on Corridor up to five lanes. Low cost is for basic sensor, wh ich consists of the sensor, mou nti ng kit, ju n ction box, and cabi net termination card. High cost includes basic sensor with solar and wi reless option. Th is

option consists of an anten na, solar

charger, battery, and panel, and wi reless

base station, wh ich will handle up to eight

sensors. Capital costs do not include

i nstallation or mou nti ng structu re .

2 Passive Acoustic Sensor 5 1 4 2 0 0 1 0 . 2 0 . 4 2 0 0 2 Four sensors, fou r- leg intersection .

at Intersection

2 Remote Traffic Microwave 1 0 3 . 2 5 . 9 2 0 0 2 0 . 1 2 0 0 1 One sensor both directions of travel. 

Sensor on Corridor In cludes installation .

2 Remote Traffic Microwave 1 0 1 7 2 0 0 1 0 . 1 2 0 0 1 Four sensors, fou r- leg intersection. In cludes 

Sensor at Intersection i nstallation .

2 In frared Sensor Active 5 . 6 7 2 0 0 0 Sensors detect movement in two directions and determi ne veh icle speed, classification, and lane position .

2 In frared Sensor Passive 0 . 7 1 . 2 2 0 0 2 Sensor covers one lane and detects veh icle

cou nt, volu me, and classification .

2 CCTV Video Camera RS 0 0 7 1 0 7 . 5 1 7 2 0 0 3 1 . 4 2 . 3 2 0 0 1 Cost includes color video camera with

pan, tilt, and zoom (PTZ), and installation .

CCTV Video Camera Tower RS 0 0 8 2 0 4 1 2 2 0 0 3 Low cost is for a 35 ft. tower. High cost is

for 90 ft. tower. In cludes fou ndation, pole ,

conduit, and labor.

2 Pedestri an Detection Microwave 0 . 6 2 0 0 1 Cost is per device. Typical deployment

consists of two devices per crosswalk for

detection of pedestri an in crosswalk. Can

be used for detection of pedestri an at the

cu rbside .

2 Pedestri an Detection In frared 0 . 3 0 . 5 2 0 0 2 Cost is per device. Does not included

i nstallation. Typical deployment consists

of two devices per crosswalk for detection

of pedestri an at the sidewalk. Can be used

for detection of pedestri an in the crosswal k .
A ppendix A.2 Adjusted Unit Costs

166

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost O&M Cost Notes

No.^ (years) ($K) ($K/year)

Low High Low High

Roadside Detection (RS- D )

2 Envi ron mental Sensi ng Station 2 5 3 0 5 0 2 0 0 3 1 . 9 4 . 1 2 0 0 3 Envi ron mental Sensi ng Station (ESS), al so 

(Weather Station) known as a weather station, consists of

pavement temperatu re sensor, subsu rface

temperatu re sensor, precipitation sensor

(type and rate), wi nd sensor (speed and

d i rection), air temperatu re and hu mid ity

sensors, visibil ity sensors, and remote processi ng unit (RPU). ESS provide cond ition

data and are basic components of larger

Road Weather In formation Systems (see

RWIS under TMC subsystem). RPU

replaced every five years at $6.4K. O&M

i n cludes cal ibration, equipment repai rs ,

and replacement of damaged equipment .

O&M costs cou ld be higher if state provided mai ntenan ce .

2 Traffic Camera for Red Light 7 1 1 2 8 2 0 0 1 5 7 2 0 0 1 Description is based on 2001 data: low 

Ru n ni ng En forcement capital range is for a 35-mm wet film 

camera, wh ich includes installation of the

camera ($25K) and associ ated equipment

(e.g., pole, loop detectors, cabi net fou ndation). High capital range is for digital camera, wh ich includes a total of two cameras

for a th ree - lane approach. O&M cost is for

one 35-mm wet film camera per year.

Note, most ju risd ictions contract with a

vendor to install and mai ntain, and

process the back office fu n ctions of the

RLR system. The vendor receives compensation from fi nes charged to violators .

Loweri ng System 2 0 8 1 0 . 5 2 0 0 3 Cost includes the loweri ng system and the

pole (pole height rangi ng 40 feet to 70

feet). Installation costs not included. The

loweri ng system is mechanically operated ;

requi res routi ne lubrication .

2 Portable Speed Monitori ng System 1 5 4 . 9 1 4 . 7 2 0 0 2 Trailer mou nted two - d igit dynamic 

message sign, radar gun, computer; powered by generator or operates off of solar

power and requi res mi ni mal operations

and mai ntenan ce work. The system determi nes a veh icle’s speed with the radar gu n

and displays the cu rrent speed, in real -

ti me, and al so stores the speeds in a computer for fu rther analysis .

2 Portable Traffic Management 8 0 1 0 0 2 0 0 3 Th is portable unit collects traffic data, 

System com mu nicates with a central control facil ity, and displays real - ti me traffic information to travelers. The system includes a

trailer mou nted dynamic message sign and

mast equipped with a PTZ video camera ,

sensors, and wi reless com mu nications .

Cost will vary depend i ng on the type and

nu mber of traffic sensors installed .
2005 Update ITS Benefits, Costs, and Lessons Learned

167

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost O&M Cost Notes

No.^ (years) ($K) ($K/year)

Low High Low High

2 Li n ked Signal System LAN RS 0 0 2 2 0 3 2 5 6 1 9 9 5 0 . 3 0 . 6 1 9 9 5 Th is element provides the con nections to

the linked signal system .

2 Signal Controller Upgrade for RS 0 0 3 2 0 2 . 5 6 2 0 0 3 0 . 2 0 . 4 1 9 9 5 Local controller upgrade to provide 

Signal Control advan ced signal control .

2 Signal Controller and Cabi net 8 1 5 2 0 0 3 0 . 2 0 . 5 2 0 0 1 In cludes installation of traffic signal controller and cabi net per intersection .

2 Traffic Signal 9 0 1 0 8 2 0 0 1 2 . 2 2 . 8 1 9 9 9 In cludes installation for one signal (fou rleg intersection), conduit, controller, and

detection device. Cost ranges from traffic

signal with inductive loop detection (low)

to non - i ntrusive detection (h igh) .

2 Signal Preemption Receiver RS 0 0 4 5 2 6 1 9 9 5 0 . 0 4 0 . 2 1 9 9 5 Two per intersection. Complement of

I DAS elements RS005 and TV 0 0 4 .

2 Signal Controller Upgrade for RS 0 0 5 1 0 2 4 1 9 9 5 Add - on to base capabil ity (perSignal Preemption i ntersection). Complement of IDAS elements RS004 and TV 0 0 4 .

2 Roadside Signal Preemption / 2 . 5 5 . 5 2 0 0 3 In cludes infrared detector, detector cable, 

Priority phase selector, and system software .

Capital costs range is for two - d i rections

(low) and fou r- d i rections (h igh). Does not

i n clude installation costs. Complement to

transit (or emergen cy veh icle) on - board

Signal Preemption / Priority Emitter.

2 Ramp Meter RS 0 0 6 5 2 5 5 0 2 0 0 3 1 . 2 2 . 8 2 0 0 3 In cludes ramp meter assembly, signal 

d isplays, controller, cabi net, detection, and

opti mization .

3 Software for Lane Control RS 0 1 1 2 0 2 5 5 0 1 9 9 5 3 5 1 9 9 5 Software and hardware at site. Software is

off - the - shelf tech nology and unit price

does not reflect product development. 

2 Lane Control Gates RS 0 1 2 2 0 8 0 1 2 0 1 9 9 5 1 . 6 2 1 9 9 5 Per location .

2 Fixed Lane Signal RS 0 0 9 2 0 5 6 1 9 9 5 0 . 5 0 . 6 1 9 9 5 Cost per signal .

2 Automatic Anti - Ici ng System 1 2 2 3 1 9 9 8 1 . 8 1 9 9 8 Description is based on unadjusted data 

Short Span values: typical automatic anti - ici ng system 

consists of a control system, chemical

storage tank, distribution lines, pu mp, and

nozzles. Pu mp and control hardware

replaced every five years at cost of $3.5K.

For a short span system rangi ng from 120

to 180 feet. O&M includes system mai ntenan ce, util ities, materi als, and labor. 

2 Automatic Anti - Ici ng System 1 2 4 6 4 5 8 1 9 9 9 1 . 4 2 7 . 3 1 9 9 9 Description is based on unadjusted data 

Long Span values: typical automatic anti - ici ng system 

consists of a control system, chemical

storage tank, distribution lines, pu mp, and

nozzles. Pu mp and control hardware

replaced every five years at cost of $3.5K.

For a long span system rangi ng from 320

feet to greater than a 1/2 mile. O&M

i n cludes system mai ntenan ce, util ities ,

materi als, and labor. The high O&M cost is

for a much larger system; hen ce the need

for a greater amou nt of materi al s .

Roadside Control (RS- C )
A ppendix A.2 Adjusted Unit Costs

168

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost O&M Cost Notes

No.^ (years) ($K) ($K/year)

Low High Low High

Roadside Information (RS- I )

2 Roadside Message Sign RS 0 1 0 2 0 4 0 6 0 1 9 9 5 2 3 1 9 9 5 Fixed message board for HOV and HOT

lanes .

1 Wi rel i ne to Roadside RS 0 1 3 2 0 6 8 1 9 9 5 Wi rel i ne to VMS (0.5 mile upstation) .

Message Sign

2 Vari able Message Sign RS 0 1 5 2 0 4 8 1 2 0 2 0 0 3 2 . 4 6 2 0 0 3 Low capital cost is for smaller VMS

i nstalled along arteri al. High capital cost is

for fu ll matrix, LED, th ree - l i ne, wal k- i n

VMS installed on freeway. Cost does not

i n clude installation .

Vari able Message Sign Tower RS 0 1 6 2 0 2 5 1 2 0 2 0 0 3 Low capital cost is for a small structu re

for arteri als. High capital cost is for a larger structu re span ni ng th ree to four lanes .

VMS tower structu re requi res mi ni mal

mai ntenan ce .

2 Vari able Message Sign – Portable 1 4 2 1 2 5 2 0 0 2 1 . 1 1 . 9 2 0 0 0 Trailer mou nted VMS (th ree - l i ne, 8” character display); includes trailer, solar or

d iesel powered .

1 Highway Advisory Rad io RS 0 1 7 2 0 1 5 3 1 2 0 0 1 0 . 6 1 2 0 0 1 Capital cost is for a 10-watt HAR. In cludes

processor, anten na, transmitters, battery

back- up, cabi net, rack mou nti ng, lighti ng ,

mou nts, con nectors, cable, and license fee .

Super HAR costs an add itional $9–10K

(larger anten na). Pri mary use of the super

HAR is to gain a stronger signal .

2 Highway Advisory Rad io Sign 1 0 5 9 2 0 0 3 0 . 2 5 2 0 0 3 Cost is for a HAR sign with flash i ng beacons. In cludes cost of the controller.

2 Roadside Probe Beacon RS 0 2 0 5 5 8 2 0 0 1 0 . 5 0 . 8 2 0 0 1 Two - way device (per location). 

2 LED Cou ntdown Signal 1 0 0 . 3 0 6 0 . 4 2 4 2 0 0 1 Costs range from low (two 12x12–inch

dual housi ng unit) to high (16x18–inch

si ngle housed unit). Signal ind icates ti me

remai ni ng for pedestri an to cross, and a

walk or don’t walk icon. Cou ntdown signals use low eight - watt LED bu lbs, wh ich

requi re replacement approxi mately every

five to seven years .

2 Pedestri an Crossi ng Illu mi nation 5 2 7 . 5 4 2 2 0 0 3 2 . 6 4 2 0 0 1 The capital cost range includes cost of 

System equipment and installation. Equipment

i n cludes fixtu res – four lamps per lane – for

a th ree lane crosswalk, controller, pole ,

and push button activator. Installation is

esti mated at 150–200% of the total equipment cost. Capital cost wou ld be greater if

the system included automated activation

of the in-pavement lighti ng system. O&M

is approxi mately 10% of the equipment

cost .

2 Vari able Speed Display Sign 3 . 5 4 . 7 2 0 0 1 Low range is for a vari able speed limit 

d isplay system. High range includes static

speed sign, speed detector (radar), and 

d isplay system. 
2005 Update ITS Benefits, Costs, and Lessons Learned

169

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost O&M Cost Notes

No.^ (years) ($K) ($K/year)

Low High Low High

2 Rail Crossi ng Fou r- Quad RS 0 2 1 2 0 9 2 1 0 4 1 9 9 5 3 . 4 3 . 9 1 9 9 5 Gates and signal s .

Gate, Signal s

2 Rail Crossi ng Train Detector RS 0 2 2 2 0 1 3 1 7 1 9 9 5 0 . 6 2 0 . 8 2 1 9 9 5 Train detector ci rcuitry and com mu nication line from intell igent interface controller (IIC) to wayside interface equipment (WIE). Assu me two track crossi ng

with two 0.5 mile com mu nication lines .

2 Rail Crossi ng Controller RS 0 2 3 1 0 6 8 1 9 9 5 0 . 3 0 . 4 1 9 9 5 Intell igent interface controller (IIC ) .

2 Rail Crossi ng Pedestri an RS 0 2 4 2 0 8 1 2 1 9 9 5 0 . 2 0 . 2 1 9 9 5 Pedestri an warni ng signal and gates .

Warni ng Signal, Gates

2 Rail Crossi ng Trapped RS 0 2 5 1 0 2 0 2 4 1 9 9 5 1 1 . 2 1 9 9 5 Entrapped veh icle detection camera, with 

Veh icle Detector poles and controller.

2 Entran ce / Exit Ramp Meters 1 0 2 4 1 9 9 5 0 . 2 0 . 4 1 9 9 5 Ramp meters are used to detect and cou nt

veh icles enteri ng / exiti ng the parki ng facility. O&M costs based on an nual service

contract .

2 Tag Readers 1 0 2 4 1 9 9 5 0 . 2 0 . 4 1 9 9 5 Readers support electronic payment

scheme. O&M costs based on an nual service contract .

3 Database and Software for 1 0 1 0 1 5 1 9 9 5 1 2 1 9 9 5 Database system contai ns parki ng prici ng 

Bill i ng and Prici ng structu re and availabil ity. O&M costs

based on an nual service contract .

2 Parki ng Monitori ng System 1 0 1 9 4 2 1 9 9 8 In cludes installation, detectors, and controllers .

2 Electronic Toll Reader TP 0 0 1 1 0 2 5 2 0 0 1 0 . 2 0 . 5 2 0 0 1 Readers (per lane). O&M is esti mated at

10% of capital cost .

2 High - Speed Camera TP 0 0 2 1 0 7 1 0 2 0 0 3 0 . 4 0 . 8 1 9 9 5 Cost includes one camera / two lanes .

3 Electronic Toll Collection Software TP 0 0 3 1 0 5 1 0 1 9 9 5 In cludes COTS software and database .

4 Electronic Toll Collection Structu re TP 0 0 4 2 0 1 1 1 6 1 9 9 5 Mai n l i ne structu re .

2 CCTV Camera RM 0 0 1 7 2 . 1 5 2 0 0 3 0 . 1 0 . 2 5 2 0 0 3 Interior fixed mou nt camera for secu rity.

Low cost represents black and wh ite

pan / tilt / zoom (PTZ). High cost represents

color PTZ. Does not include installation .

3 Integration of Camera with RM 0 0 2 1 0 2 2 . 5 1 9 9 5 Per location .

Existi ng Systems

2 In formational Kiosk RM 0 0 3 7 1 1 2 4 2 0 0 1 1 . 1 4 . 5 1 9 9 8 In cludes hardware, en closu re, installation ,

modem server, and map software .

3 Integration of Kiosk with RM 0 0 4 7 2 . 2 2 7 . 5 1 9 9 5 Software costs are for COTS (low) and 

Existi ng Systems developed / outdoor (h igh) .

3 Kiosk Upgrade for RM 0 0 5 5 5 8 1 9 9 5 0 . 5 0 . 8 1 9 9 5 Interactive information display interface 

Interactive Usage (upgrade from existi ng interface) .

3 Kiosk Software Upgrade for RM 0 0 6 5 1 0 1 2 1 9 9 5 Software is COTS.

Interactive Usage

2 Transit Status In formation Sign 1 0 4 8 2 0 0 2 A LED display installed at transit termi nal

that provides status information on transit

arrival. Cost depends on qual ity, size, and

controller capabil ities .

Parki ng Management (PM)

Toll Plaza (T P )

Remote Location (RM)

Roadside Rail Crossi ng (R- R C )
A ppendix A.2 Adjusted Unit Costs

170

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost O&M Cost Notes

No.^ (years) ($K) ($K/year)

Low High Low High

Emergency Response Center (ER )

Emergency Veh icle On - Board (EV)

2 Smart Card Vend i ng Mach i ne RM 0 0 7 5 3 0 3 2 1 9 9 5 1 . 5 1 . 6 1 9 9 5 Ticket vend i ng mach i ne for smart card. 

3 Software, Integration for Smart RM 0 0 8 2 0 3 5 1 9 9 5 Software is COTS.

Card Vend i ng

4 Basic Facil ities, Comm for EM 0 0 6 4 , 3 6 5 1 9 9 5 4 3 6 6 5 5 1 9 9 5 For popu lation >750,000. Based on 

Large Area pu rchase of build i ng rather than leasi ng

space. Com mu nications includes com munications equipment internal to the facil ity such as equipment racks, mu ltiplexers ,

modems, etc .

4 Basic Facil ities, Comm for EM 0 0 7 3 , 4 9 2 1 9 9 5 4 3 6 5 2 4 1 9 9 5 For popu lation <750,000 and >250,000. 

Med ium Area Based on pu rchase of build i ng rather than

leasi ng space. Com mu nications includes

com mu nications equipment internal to

the facil ity such as equipment racks, mu ltiplexers, modems, etc .

4 Basic Facil ities, Comm for EM 0 0 8 3 , 0 5 5 1 9 9 5 4 3 6 4 5 8 1 9 9 5 For popu lation <250,000. Based on 

Small Area pu rchase of build i ng rather than leasi ng

space. Com mu nications includes com munications equipment internal to the facil ity such as equipment racks, mu ltiplexers ,

modems, etc .

5 Emergen cy Response Hardware EM 0 0 1 5 6 9 2 0 0 3 0 . 1 2 0 . 1 8 2 0 0 3 In cludes th ree workstations. O&M is estimated at 2% of capital cost .

3 Emergen cy Response Software EM 0 0 2 1 0 7 0 1 5 0 1 9 9 5 0 . 5 3 . 5 1 9 9 5 In cludes emergen cy response plans database, veh icle tracki ng software, and real -

ti me traffic coord i nation .

6 Emergen cy Response Labor EM 0 0 3 6 6 2 1 7 1 9 9 5 Description is based on 1995 data: two

people. Salary costs are fu lly loaded

i n clud i ng salary, overti me, overhead, benefits, etc .

3 Emergen cy Management EM 0 0 4 2 0 5 1 0 1 9 9 5 2 . 5 5 1 9 9 5 Shared database between four sites. Cost is 

Com mu nications Software per site; software is COTS.

3 Hardware, Software Upgrade EM 0 0 5 1 0 1 0 5 1 8 0 1 9 9 5 1 . 7 2 . 5 1 9 9 5 Data com mu nications translation 

for E-911 and Mayday software, E911 interface software, processor, and th ree workstations .

1 800 MHz. Two - way Rad io 5 0 . 8 1 . 6 2 0 0 1 0 . 0 9 0 . 1 2 2 0 0 1 Cost is per rad io .

1 Com mu nications Interface EV 0 0 1 1 0 0 . 3 2 1 9 9 5 0 . 0 2 1 9 9 5 Emergen cy veh icle com mu nications. 

for E-911 and Mayday Cost is per veh icle .

2 Signal Preemption / Priority 0 . 5 2 . 1 2 0 0 3 Data - en coded emitter; manually initi ated. 

Emitter Complement to Roadside Signal

Preemption / Priority (see Roadside Control

subsystem) .

4 Basic Facil ities, Comm for IS 0 1 9 4 , 3 6 5 1 9 9 5 4 3 6 6 5 5 1 9 9 5 For popu lation >750,000 (stand - alone). 

Large Area Based on pu rchase of build i ng rather than

leasi ng space. Com mu nications includes

com mu nications equipment internal to

the facil ity such as equipment racks, mu ltiplexers, modems, etc .

Information Service Provider (ISP )
2005 Update ITS Benefits, Costs, and Lessons Learned

171 ^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost O&M Cost Notes

No.^ (years) ($K) ($K/year)

Low High Low High

4 Basic Facil ities, Comm for IS 0 2 0 3 , 4 9 2 1 9 9 5 4 3 6 5 2 4 1 9 9 5 For popu lation <750,000 and >250,000 

Med ium Area (stand - alone). Based on pu rchase of buildi ng rather than leasi ng space .

Com mu nications includes com mu nications equipment internal to the facil ity

such as equipment racks, mu ltiplexers ,

modems, etc .

4 Basic Facil ities, Comm for IS 0 2 1 3 , 0 5 5 1 9 9 5 4 3 6 4 5 8 1 9 9 5 For popu lation <250,000 (stand - alone). 

Small Area Based on pu rchase of build i ng rather than

leasi ng space. Com mu nications includes

com mu nications equipment internal to

the facil ity such as equipment racks, mu ltiplexers, modems, etc .

5 In formation Service Provider IS 0 0 1 5 2 6 3 5 2 0 0 3 0 . 5 0 . 7 2 0 0 3 In cludes two servers and five workstations. 

Hardware O&M is esti mated at 2%; cou ld be higher

for responsive and preventative mai ntenan ce .

3 Systems Integration IS 0 1 7 2 0 8 9 1 0 9 1 9 9 8 Integration with other systems .

3 In formation Service Provider IS 0 0 2 2 0 2 7 6 5 5 1 1 9 9 5 1 3 . 8 2 7 . 6 1 9 9 5 In cludes database software (COTS) and 

Software traffic analysis software .

3 Map Database Software IS 0 0 3 2 1 5 3 0 2 0 0 3 Software is COTS.

6 In formation Service IS 0 0 4 2 3 0 3 2 9 1 9 9 5 Description is based on 1995 data: two staff 

Provider Labor at $50K– $ 7 5 K and one staff at

$ 7 5 K–$100K. Salary cost are fu lly loaded

prices and include base salary, overti me ,

overhead, benefits, etc. 

1 FM Subcarrier Lease IS 0 0 5 1 1 3 2 2 6 1 9 9 5 Cost is per year.

5 Hardware Upgrade for IS 0 0 6 5 1 2 1 6 2 0 0 3 0 . 2 4 0 . 3 2 2 0 0 3 In cludes one server and two workstations. 

Interactive In formation O&M is esti mated at 2%; cou ld be higher

for responsive and preventative mai ntenan ce .

3 Software Upgrade for IS 0 0 7 2 0 2 5 1 5 0 1 1 9 9 5 1 3 2 5 1 9 9 5 Trip plan ni ng software (includes some 

Interactive In formation development costs) .

6 Added Labor for Interactive IS 0 0 8 1 3 1 1 9 7 1 9 9 5 Description is based on 1995 data: one staff 

In formation at $50K– $ 7 5 K for two sh ifts. Salary cost

are fu lly loaded prices includ i ng base

salary, overti me, overhead, benefits, etc .

3 Software Upgrade for Route IS 0 0 9 2 0 2 5 1 5 0 1 1 9 9 5 1 3 2 5 1 9 9 5 Route selection software. Software is 

Guidan ce COTS.

3 Map Database Upgrade for IS 0 1 0 2 1 0 0 2 0 1 1 9 9 5 Map database software upgrade .

Route Guidan ce

5 Hardware Upgrade for Emergen cy IS 0 1 1 5 8 1 0 2 0 0 3 0 . 1 6 0 . 2 2 0 0 3 In cludes one server. O&M is esti mated at 

Route Plan ni ng 2%; cou ld be higher for responsive and

preventative mai ntenan ce .

3 Software Upgrade for Emergen cy IS 0 1 2 2 0 5 0 1 0 0 1 9 9 5 2 . 5 5 1 9 9 5 Route guidan ce software. Software is 

Route Plan ni ng COTS.

5 Hardware Upgrade for IS 0 1 3 5 4 6 2 0 0 3 0 . 0 8 0 . 1 2 2 0 0 3 In cludes two workstations. O&M is 

Dynamic Rideshari ng esti mated at 2%; cou ld be higher for

responsive and preventative mai ntenan ce .

3 Software Upgrade for Dynamic IS 0 1 4 2 0 9 9 1 9 7 1 9 9 8 5 1 0 1 9 9 5 Software includes some development cost .

Rideshari ng

6 Added Labor for Dynamic IS 0 1 5 1 3 1 1 9 7 1 9 9 5 Description is based on 1995 data: one staff 

Rideshari ng at $50K– $ 7 5 K for two sh ifts. Salary cost

are fu lly loaded prices includ i ng base

salary, overti me, overhead, benefits, etc .
A ppendix A.2 Adjusted Unit Costs

172

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost O&M Cost Notes

No.^ (years) ($K) ($K/year)

Low High Low High

Transportation Management Center (TM )

7 Li abil ity Insu ran ce for Dynamic IS 0 1 6 6 0 1 2 1 1 9 9 5 Description is based on 1995 data: $50K to 

Rideshari ng $ 1 0 0 K per year.

3 Software Upgrade for Probe IS 0 1 8 2 0 2 5 1 5 0 1 1 9 9 5 1 3 2 5 1 9 9 5 Software includes COTS and some 

In formation Collection development cost

.

4 Basic Facil ities, Comm for TM 0 4 0 3 , 5 0 0 8 , 0 0 0 2 0 0 3 3 5 0 1 , 2 0 0 2 0 0 3 For popu lation >750,000. Based on 

Large Area pu rchase of build i ng rather than leasi ng

space. Com mu nications includes com munications equipment internal to the facil ity such as equipment racks, mu ltiplexers ,

modems, etc. O&M is esti mated at

10–15% of the capital cost .

4 Basic Facil ities, Comm for TM 0 4 1 3 , 4 9 2 1 9 9 5 4 3 6 5 2 4 1 9 9 5 For popu lation <750,000 and >250,000. 

Med ium Area Based on pu rchase of build i ng rather than

leasi ng space. Com mu nications includes

com mu nications equipment internal to

the facil ity such as equipment racks, mu ltiplexers, modems, etc. O&M is esti mated

at 10–15% of the capital cost .

4 Basic Facil ities, Comm for TM 0 4 2 3 , 0 5 5 1 9 9 5 4 3 6 4 5 8 1 9 9 5 For popu lation <250,000. Based on 

Small Area pu rchase of build i ng rather than leasi ng

space. Com mu nications includes com munications equipment internal to the facil ity such as equipment racks, mu ltiplexers ,

modems, etc. O&M is esti mated at

10–15% of the capital cost .

5 Hardware for Signal Control TM 0 0 1 5 1 8 . 5 2 8 . 5 2 0 0 3 9 1 0 . 5 2 0 0 3 In cludes one server and mu ltiple workstations. O&M includes responsive and preventative mai ntenan ce .

3 Software, Integration for TM 0 0 6 5 1 0 5 1 5 0 2 0 0 3 1 5 0 2 0 0 3 Software and integration for a large urban

Signal Control area. Cost wou ld be lower (approx .

$10,500) for a few arteri al intersections .

O&M includes software upgrades, revisions, and expansion of the system .

6 Labor for Signal Control TM 0 0 2 5 2 5 6 4 1 2 0 0 1 Description is based on 2001 data: costs

i n clude labor for operations (two at 50% of

the ti me, at $100K), transportation engineer (one at 50% of the ti me, at $100K),

update ti mi ng plans ($2K per system per

month for every 10 systems), and signal

mai ntenan ce tech nici an (two at $75K).

Salary cost are fu lly loaded prices includi ng base salary, overti me, overhead, benefits, etc .

3 Hardware, Software for TM 0 0 3 2 0 1 3 5 1 6 5 1 9 9 5 6 . 8 8 . 3 1 9 9 5 Processor and software .

Traffic Su rveillan ce

3 Integration for Traffic TM 0 3 2 2 0 2 2 6 2 7 6 1 9 9 5 1 1 . 3 1 3 . 8 1 9 9 5 Integration with other systems .

Su rveillan ce

5 Hardware for Freeway Control TM 0 0 4 5 6 9 2 0 0 3 0 . 3 0 . 4 5 2 0 0 3 In cludes th ree workstations. O&M estimated at 5% of capital cost .

3 Software, Integration for TM 0 0 7 5 1 7 1 2 0 9 2 0 0 2 Software and integration, installation and 

Freeway Control one year mai ntenan ce. Software is off - the -

shelf tech nology and unit cost does not

reflect product development .
2005 Update ITS Benefits, Costs, and Lessons Learned

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements. 173

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost O&M Cost Notes

No.^ (years) ($K) ($K/year)

Low High Low High

6 Labor for Freeway Control TM 0 0 5 2 4 3 2 9 7 2 0 0 1 Description is based on 2001 data: labor

for operations (two at 50% of $100K) and

mai ntenan ce tech nici ans (two at $75K).

Salary cost are fu lly loaded prices includi ng base salary, overti me, overhead, benefits, etc .

5 Hardware for Lane Control TM 0 0 8 5 2 3 2 0 0 3 0 . 1 0 . 1 5 2 0 0 3 In cludes one workstation and 19” monitor.

O&M esti mated at 5% of capital cost .

3 Software, Integration for TM 0 0 9 1 0 2 2 6 2 7 6 1 9 9 5 1 1 1 4 1 9 9 5 Software development and integration 

Lane Control and software upgrade for controllers .

Software development is fi ne tu ne adjustments for local installations. Otherwise ,

software is COTS.

6 Labor for Lane Control TM 0 1 0 9 7 1 1 9 2 0 0 1 Description is based on 2001 data: labor

for two operators at 50% of $100K.

3 Software, Integration for TM 0 1 1 1 0 2 9 6 3 9 5 1 9 9 8 Software and integration, installation and 

Regional Control one year mai ntenan ce. Integration with

other TMC’s. Software is COTS.

3 Real - ti me, Traffic Adaptive 1 0 1 1 3 1 4 1 2 0 0 1 1 9 2 0 0 1 The costs range is based on com merci ally 

Signal Control System available packages, wh ich run on a central ized computer. The high capital cost

i n cludes software packages for graph ical

user interface and incident management .

6 Labor for Regional Control TM 0 1 2 1 9 4 2 3 7 2 0 0 1 Description is based on 2001 data: labor

for operators (two at 50% of $100K), transportation engi neer (one at 50% of $100K),

and mai ntenan ce contract. Salary costs

are fu lly loaded prices includ i ng base

salary, overti me, overhead, benefits, etc .

5 Video Monitors, Wall for TM 0 1 3 1 5 5 7 1 0 3 2 0 0 3 3 5 2 0 0 3 Video wall and monitors. O&M esti mated 

In cident Detection at 5% of capital cost .

5 Hardware for In cident Detection TM 0 1 4 5 4 3 5 7 2 0 0 3 2 . 1 5 2 . 8 5 2 0 0 3 In cludes four servers, five workstations ,

and two laser pri nters. O&M esti mated at

5% of capital cost; cou ld be higher for

responsive and preventative mai ntenan ce .

3 Integration for In cident Detection TM 0 2 5 2 0 9 0 1 1 0 1 9 9 5 4 . 5 5 . 5 1 9 9 5 Integration with other systems .

3 Software for In cident Detection TM 0 1 5 5 8 6 1 0 5 2 0 0 2 4 . 3 5 . 2 2 0 0 2 Software is COTS and includes development cost. O&M is esti mated at 5% of

capital .

6 Labor for In cident Detection TM 0 1 6 6 8 0 8 3 1 2 0 0 1 Description is based on 2001 data: labor

for operators (four at $100K and one manager at $150K) and two mai ntenan ce techs

at $75K.

5 Video Monitor for In cident TM 0 1 7 5 0 . 6 1 . 5 2 0 0 3 In cludes one 19” monitor.

Response

5 Hardware for In cident Response TM 0 1 8 5 2 3 2 0 0 3 0 . 1 0 . 1 5 2 0 0 3 In cludes one workstation. O&M esti mated

at 5% of capital cost .

3 Integration for In cident Response TM 0 2 6 2 0 1 8 0 2 2 1 1 9 9 5 Integration with other systems .

3 Software for In cident Response TM 0 1 9 2 1 4 1 7 1 9 9 5 0 . 6 7 7 0 . 8 2 7 1 9 9 5 Software is COTS.

6 Labor for In cident Response TM 0 2 0 9 7 1 1 9 2 0 0 1 Description is based on 2001 data: labor

for incident management coord i nator

(one at $100K).

2 Automated In cident Investigation 5 1 4 . 1 2 0 0 1 In cludes workstation, tripod, monopole 

System anten na, Auto Integration, and Auto CAD

software .
A ppendix A.2 Adjusted Unit Costs

174

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost O&M Cost Notes

No.^ (years) ($K) ($K/year)

Low High Low High

5 Hardware for Traffic In formation TM 0 2 1 5 2 3 2 0 0 3 0 . 1 0 . 1 5 2 0 0 3 In cludes one workstation. O&M esti mated 

Dissemi nation at 5% of capital cost .

3 Software for Traffic In formation TM 0 2 2 5 1 8 2 2 1 9 9 5 0 . 9 1 . 1 1 9 9 5 Software is COTS.

Dissemi nation

3 Integration for Traffic In formation TM 0 2 3 2 0 8 5 1 0 4 2 0 0 0 4 . 5 5 . 5 1 9 9 5 Integration with other systems .

Dissemi nation

6 Labor for Traffic In formation TM 0 2 4 9 7 1 1 9 2 0 0 1 Description is based on 2001 data: labor 

Dissemi nation for one operator at $100K. Salary costs are

fu lly loaded and include base salary, overti me, overhead, benefits, etc .

3 Software for Dynamic Electronic TM 0 2 7 5 2 3 2 8 1 9 9 5 1 . 1 1 . 4 1 9 9 5 In cludes software installation and one year 

Toll s mai ntenan ce. Software is COTS.

3 Integration for Dynamic TM 0 2 8 2 0 9 0 1 1 0 1 9 9 5 4 . 5 5 . 5 1 9 9 5 Integration with other systems .

Electronic Toll s

5 Hardware for Probe In formation TM 0 3 3 3 2 3 2 0 0 3 0 . 1 0 . 1 5 2 0 0 3 In cludes one workstation. O&M esti mated 

Collection at 5% of capital cost .

3 Software for Probe In formation TM 0 3 4 5 1 8 2 2 1 9 9 5 1 . 8 2 . 2 1 9 9 5 In cludes software installation and one year 

Collection mai ntenan ce. Software is COTS.

3 Integration for Probe In formation TM 0 3 5 2 0 1 3 5 1 6 5 1 9 9 5 1 4 1 7 1 9 9 5 Integration with other systems .

Collection

6 Labor for Probe In formation TM 0 3 6 4 9 5 9 2 0 0 1 Description is based on 2001 data: labor 

Collection for one operator (four hou rs per day at

$ 1 0 0 K / year). Salary costs are fu lly loaded

prices and include base salary, overti me ,

overhead, benefits, etc .

3 Software for Rail Crossi ng Monitor TM 0 3 7 5 1 8 2 2 1 9 9 5 1 . 8 2 . 2 1 9 9 5 In cludes software installation and one

year mai ntenan ce. Software is COTS.

3 Integration for Rail Crossi ng TM 0 3 8 2 0 9 0 1 1 0 1 9 9 5 Integration with other systems .

Monitor

6 Labor for Rail Crossi ng Monitor TM 0 3 9 4 9 5 9 2 0 0 1 Description is based on 2001 data: operators (one at 50% of $100K). Salary costs

are fu lly loaded prices includ i ng base

salary, overti me, overhead, benefits, etc .

5 Road Weather In formation 2 5 1 4 1 9 9 8 0 . 3 2 2 0 0 1 Description is based on unadjusted data 

System (RWIS ) values: an RWIS consists of several components: an envi ron mental sensi ng station

( ESS), CPU, workstation with RWIS software, and com mu nications equipment. All

components of the RWIS reside at the

TMC with the exception of the ESS. See

Roadside Detection subsystem for costs of

ESS. Cost of the ESS ($10K–$50K) shou ld

be added to $25K l isted here in order to

cost out the enti re system. CPU replaced

every five years at a cost of $4K O & M

costs range includes com mu nication, and

optional weather forecast / meteorological

service .

4 Basic Facil ities, Comm for TR 0 1 4 4 , 3 6 5 1 9 9 5 4 3 6 6 5 5 1 9 9 5 For popu lation >750,000. Based on 

Large Area pu rchase of build i ng rather than leasi ng

space. Com mu nications includes com munications equipment internal to the facil ity such as equipment racks, mu ltiplexers ,

modems, etc .

Transit Management Center (TR )
2005 Update ITS Benefits, Costs, and Lessons Learned

175

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost O&M Cost Notes

No.^ (years) ($K) ($K/year)

Low High Low High

Toll Ad m i n istration (TA )

4 Basic Facil ities, Comm for TR 0 1 5 3 , 4 9 2 1 9 9 5 4 3 6 5 2 4 1 9 9 5 For popu lation <750,000 and >250,000.

Med ium Area Based on pu rchase of build i ng rather than

leasi ng space. Com mu nications includes

com mu nications equipment internal to

the facil ity such as equipment racks, mu ltiplexers, modems, etc .

4 Basic Facil ities, Comm for TR 0 1 6 3 , 0 5 5 1 9 9 5 4 3 6 4 5 8 1 9 9 5 For popu lation <250,000. Based on 

Small Area pu rchase of build i ng rather than leasi ng

space. Com mu nications includes com munications equipment internal to the facil ity such as equipment racks, mu ltiplexers ,

modems, etc .

5 Transit Center Hardware TR 0 0 1 5 6 9 2 0 0 3 0 . 1 2 0 . 1 8 2 0 0 3 In cludes th ree workstations. O&M estimated at 2% of capital cost .

3 Transit Center Software TR 0 0 2 2 0 8 1 7 1 , 7 2 5 1 9 9 5 6 1 2 1 9 9 5 In cludes veh icle tracki ng and schedu l i ng, 

Integration database and information storage, schedu le adjustment software, real - ti me travel

i n formation software, and integration .

Software is COTS.

4 Transit Center Add itional TR 0 0 3 7 1 0 1 9 9 5 Description is based on 1995 data: 

Build i ng Space add itional space requi red for ITS tech nology — $ 1 2 – $ 1 8 / sq . ft., 500 sq . ft .

6 Transit Center Labor TR 0 0 4 6 6 3 2 9 1 9 9 5 Description is based on 1995 data: labor

for th ree staff at $75K. Salary cost are fu lly

loaded prices includ i ng base salary, overti me, overhead, benefits, etc

3 Upgrade for Auto. Schedu l i ng, TR 0 0 5 2 0 2 0 4 0 1 9 9 5 0 . 4 0 . 8 1 9 9 5 Processor / software upgrade, installation 

Run Cutti ng, or Fare Payment and one year mai ntenan ce (for processor) .

Software is COTS.

3 Integration for Auto. Schedu l i ng, TR 0 1 2 2 0 2 2 6 5 0 1 1 9 9 5 Integration with other systems .

Run Cutti ng, or Fare Payment

3 Fu rther Software Upgrade for TR 0 1 3 2 0 4 0 6 0 1 9 9 5 0 . 8 1 . 2 1 9 9 5 Software upgrade. Software is COTS. 

E - Fare Payment Automatic passenger cou nter processi ng

software costs an add itional $25K to several hu nd red thousand dollars depend i ng

on the system .

3 Veh icle Location Interface TR 0 0 7 2 0 1 0 1 5 1 9 9 5 Veh icle location interface .

5 Video Monitors for Secu rity TR 0 0 8 5 3 7 2 0 0 3 0 . 0 6 0 . 1 4 2 0 0 3 Five per site. O&M esti mated at 2% of 

System capital cost .

5 Hardware for Secu rity System TR 0 0 9 5 1 4 1 9 2 0 0 3 0 . 2 8 0 . 3 8 2 0 0 3 In cludes one server and th ree workstations. O&M esti mated at 2% of capital

cost; cou ld be higher for preventative and

responsive mai ntenan ce .

3 Integration of Secu rity System TR 0 1 0 2 0 2 5 1 5 0 1 1 9 9 5 Integration with other systems .

with Existi ng Systems

6 Labor for Secu rity System TR 0 1 1 2 6 6 3 2 5 1 9 9 5 Description is based on 1995 data: labor 

for th ree staff at $75K each. Salary cost are

fu lly loaded prices includ i ng base salary,

overti me, overhead, benefits, etc .

5 Toll Ad mi nistration Hardware TA 0 0 1 5 4 6 2 0 0 3 0 . 2 0 . 3 2 0 0 3 In cludes two workstations, pri nter, and

modem. O&M esti mated at 5% of capital

costs .

3 Toll Ad mi nistration Software TA 0 0 2 1 0 4 0 8 0 1 9 9 5 4 . 0 8 . 0 1 9 9 5 In cludes local database and national database coord i nation. Software is COTS.
A ppendix A.2 Adjusted Unit Costs

176

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost O&M Cost Notes

No.^ (years) ($K) ($K/year)

Low High Low High

Com mercial Veh icle Ad m i n istration (CA )

2 Driver Interface and Schedu le TV 0 0 1 1 0 0 . 2 0 . 4 1 9 9 5 0 . 0 0 5 . 0 1 1 9 9 5 On - board schedu le processor and 

Processor database .

1 Cell - Based Com mu nication TV 0 0 2 1 0 0 . 1 4 0 . 2 4 1 9 9 5 0 . 0 0 7 1 0 . 0 1 1 8 1 9 9 5 Cell - based rad io with data capacity.

Equipment

2 GPS / DGPS for Veh icle Location TV 0 0 3 1 0 0 . 5 2 2 0 0 2 0 . 0 1 0 . 0 3 9 2 0 0 2 AVL GPS / DGPS. Capital cost depends on

featu res of unit. O&M cost (esti mated at

2% of capital) is for unit mai ntenan ce and

does not include an nual telecom service

fees .

2 Signal Preemption Processor TV 0 0 4 1 0 0 . 2 0 . 5 1 9 9 5 0 . 0 0 5 0 . 0 0 8 1 9 9 5 On - board schedu le processor and database. Complement to IDAS elements

RS004 and RS 0 0 5 .

2 Signal Preemption / Priority 0 . 5 2 . 1 2 0 0 3 Data - en coded emitter; manually initi ated .

Emitter Complement to Roadside Signal

Preemption / Priority (see Roadside Control

subsystem) .

2 Preemption / Priority Transponder 0 . 0 7 2 0 0 0 Passive transponder mou nted on underside of transit veh icle. Requi res transit priority system at the Transit Management

Center.

2 Trip Computer and Processor TV 0 0 5 1 0 0 . 1 0 . 1 2 1 9 9 5 0 . 0 0 2 0 . 0 0 2 1 9 9 5 On - board processor for trip reporti ng and

data storage .

2 Secu rity Package TV 0 0 6 1 0 3 . 4 6 1 9 9 5 0 . 1 7 0 . 2 1 1 9 9 5 On - board CCTV su rveillan ce camera and

hot button. The high capital cost represents a com mon installation of a digital

event recorder system .

2 Electronic Farebox TV 0 0 7 1 0 0 . 6 1 . 2 1 9 9 5 0 . 0 3 0 . 0 6 1 9 9 5 On - board flex fare system DBX processor,

on - board farebox, and smart card reader.

2 Automatic Passenger 1 0 1 1 0 2 0 0 3 Low cost reflects the APC system as an 

Cou nti ng System add - on to an existi ng route schedu l i ng or

tracki ng system. High cost reflects the

APC system as a stand alone installation .

Cost is per veh icle and includes installation .

5 Com merci al Veh icle Ad min CA 0 0 1 5 6 9 2 0 0 3 0 . 1 2 0 . 1 8 2 0 0 3 In cludes th ree workstations. O&M 

Hardware esti mated at 2% of capital cost .

3 Com merci al Veh icle Ad min CA 0 0 2 2 0 2 0 1 2 2 1 1 9 9 5 4 4 . 4 1 9 9 5 In cludes processor and integration. 

Software, Integration Software is COTS .

6 Com merci al Veh icle Ad min Labor CA 0 0 3 2 7 0 3 3 0 2 0 0 3 Description is based on 1995 data: labor

for four staff at $75K (average). Salary

costs are fu lly loaded prices includ i ng base

salary, overti me, overhead, benefits, etc .

3 Software Upgrade for Electronic CA 0 0 4 2 0 6 0 1 4 0 1 9 9 5 1 . 2 2 . 8 1 9 9 5 Electronic credenti als pu rchase software, 

Credenti al Pu rchasi ng database and management for post - trip

processi ng and E-credenti als. 

3 Software Upgrade for Inter- CA 0 0 5 2 0 2 0 4 0 1 9 9 5 0 . 4 0 . 8 1 9 9 5 Processor and integration add - on. 

Agen cy In fo Exchange Software is COTS.

6 Added Labor for Inter- Agen cy CA 0 0 6 8 8 1 0 8 1 9 9 5 Description is based on 1995 data: labor

In fo Exchange for one staff at $75K (average). Salary cost

are fu lly loaded prices includ i ng base

salary, overti me, benefits, etc .

3 Software Upgrade for Safety CA 0 0 7 2 0 4 0 8 0 1 9 9 5 0 . 8 1 . 6 1 9 9 5 Database add - on, software, and 

Ad mi nistration i ntegration. Software is COTS.

Transit Veh icle On - Board (TV)
2005 Update ITS Benefits, Costs, and Lessons Learned

177

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost O&M Cost Notes

No.^ (years) ($K) ($K/year)

Low High Low High

4 C heck Station Structu re CC 0 0 1 2 0 5 5 8 2 1 9 9 5 Roadside structu re – mai n l i ne w/ lane ind icator signal s .

2 Signal Board CC 0 0 2 1 0 8 1 2 1 9 9 5 0 . 8 1 . 2 1 9 9 5 Roadside signal board .

2 Signal Ind icator CC 0 0 3 2 0 4 8 1 9 9 5 0 . 2 0 . 4 1 9 9 5 Signal ind icator system .

2 Roadside Beacon CC 0 0 4 1 0 4 6 1 9 9 5 0 . 4 0 . 6 1 9 9 5 Roadside beacon used for electronic

screeni ng (not included in roadside subsystem). Beacon repai r / replacement .

1 Wi rel i ne to Roadside Beacon CC 0 0 5 2 0 9 1 9 1 9 9 5 Ded icated wi rel i ne com mu nication from

beacon to roadside (one mile upstream) .

3 C heck Station Software, CC 0 0 6 2 0 1 8 0 2 1 6 1 9 9 5 Software, processor and integration .

Integration

5 C heck Station Hardware CC 0 0 7 5 2 3 2 0 0 3 0 . 0 4 0 . 0 6 2 0 0 3 In cludes one workstation. O&M esti mated

at 2% of capital cost .

5 Safety and Fitness Electronic 4 . 9 6 . 1 1 9 9 9 0 . 2 9 0 . 4 3 1 9 9 9 In cludes portable computer with pri nter 

Records (SAFER) Data Mailbox and wi reless Internet modem to download, record, and upload carrier safety

database records at field locations or

check stations .

1 Detection System CC 0 0 8 1 0 4 7 7 1 1 9 9 5 2 . 4 3 . 5 1 9 9 5 Com merci al veh icle com mu nication interface and com mu nication device (cell -

based rad io) .

3 Software Upgrade for Safety CC 0 0 9 2 0 4 0 8 0 1 9 9 5 0 . 8 1 . 6 1 9 9 5 Safety database add - on, and resu lt writi ng 

Inspection to veh icle tag processor add - on. Software

is COTS.

2 Hand held Safety Devices CC 0 1 0 5 2 4 1 9 9 5 0 . 2 0 . 4 1 9 9 5 For com merci al veh icle inspection. The

devices either measu re data themselves or

read data from the veh icle. Th ree per location .

3 Software Upgrade for Citation CC 0 1 1 2 0 2 0 4 0 1 9 9 5 1 2 1 9 9 5 Software add - on for record i ng of citation 

and Accident Record i ng and accident information to the com merci al veh icle .

3 Weigh - In - Motion Facil ity CC 0 1 2 1 0 1 4 2 1 1 9 9 5 1 . 4 2 . 1 1 9 9 5 In cludes WIM fixed load cell and interface

to roadside facil ity. Software is COTS.

1 Wi rel i ne to Weigh - In - CC 0 1 3 1 0 1 2 1 9 9 5 0 . 1 0 . 2 1 9 9 5 Wi rel i ne com mu nication (local line) .

Motion Facil ity

2 Electronic ID Tag CV 0 0 1 1 0 0 . 5 2 0 . 9 1 9 9 5 0 . 0 1 0 . 0 1 8 1 9 9 5 In cludes ID tag, add itional software and

processi ng, and database storage. Software

is COTS.

1 Com mu nication Equipment CV 0 0 2 1 0 1 . 1 2 . 1 1 9 9 5 0 . 0 0 7 1 0 . 0 1 1 8 1 9 9 5 Com merci al veh icle com mu nication interface and com mu nication device (cell -

based rad io) .

2 Central Processor and Storage CV 0 0 3 1 0 0 . 2 0 . 4 1 9 9 5 0 . 0 0 5 0 . 0 1 1 9 9 5 Equipment on board for the processi ng

and storage of cargo materi al .

2 GPS / DGPS CV 0 0 4 1 0 0 . 5 1 . 8 2 0 0 2 0 . 0 1 0 . 0 3 5 2 0 0 2 GPS for veh icle location. Capital cost

depends on featu res of unit. O&M cost

(esti mated at 2% of capital) is for unit

mai ntenan ce and does not include an nual

telecom service fees .

Com mercial Veh icle On - Board (CV)

Com mercial Veh icle Check Station (CC )
A ppendix A.2 Adjusted Unit Costs

178

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost O&M Cost Notes

No.^ (years) ($K) ($K/year)

Low High Low High

2 Driver and Veh icle Safety CV 0 0 5 1 0 0 . 9 1 . 8 1 9 9 5 0 . 0 3 0 . 0 6 1 9 9 5 Add itional software and processor for 

Sensors, Software warni ng ind icator and aud io system interface, and on - board sensors for engi ne /

veh icle and driver. Software is COTS.

2 Cargo Monitori ng Sensors CV 0 0 6 1 0 0 . 1 4 0 . 2 8 1 9 9 5 0 . 0 1 4 0 . 0 2 8 1 9 9 5 Optional on - board sensors for measu ri ng 

and Gauges temperatu re, pressu re, and load level i ng .

2 Electronic Cargo Seal Disposable 0 . 0 1 0 . 0 2 5 2 0 0 3 Cost for a disposable rad io frequen cy identification (RFID) E-seal that provides a

complete and accu rate aud it trail of seal

status du ri ng transport. Low is for passive ,

and high is for active E-seal .

2 Electronic Cargo Seal Reusable 0 . 0 3 4 0 . 4 3 2 0 0 2 Cost for a reusable rad io frequen cy identification (RFID) E-seal that provides a

complete and accu rate aud it trail of seal

status du ri ng transport. Low is for passive ,

and high is for active E-seal. Depend i ng on

the vendor, some E-seals may incur a

month ly service charge .

2 Autonomous Tracki ng Unit 0 . 3 5 0 . 8 2 0 0 3 0 . 1 4 4 0 . 4 2 2 0 0 3 C hassis or contai ner mou nted unit that

tracks location and cond ition of assets

(cost for on - board sensors not included ) .

Higher priced units provide greater fu n ctional ity, such as poll i ng of location information and increased quantities of sensor

data. An nual service charges include the

com mu nications link between unit and

data center and information services

5 Fleet Center Hardware FM 0 0 1 5 6 9 2 0 0 3 0 . 1 2 0 . 1 8 2 0 0 3 Costs include th ree workstations. O&M

esti mated at 2% of capital cost .

3 Fleet Center Software, Integration FM 0 0 2 2 0 2 1 6 5 0 1 1 9 9 5 In cludes processor and integration .

Software is COTS.

6 Fleet Center Labor FM 0 0 3 4 4 3 5 4 2 1 9 9 5 Description is based on 1995 data: labor

for five staff at $75K. Salary costs are fu lly

loaded prices includ i ng base salary, overti me, overhead, benefits, etc .

3 Software for Electronic FM 0 0 4 2 0 8 0 1 8 0 1 9 9 5 In cludes electronic credenti al pu rchase 

Credenti al i ng, Clearan ce software, database and management for

trip reports, and database management

for pre - clearan ce. Software is COTS.

3 Software for Tracki ng FM 0 0 5 2 0 4 0 1 0 0 1 9 9 5 4 1 0 1 9 9 5 Veh icle tracki ng and schedu l i ng. Software 

and Schedu l i ng is COTS.

3 Veh icle Location Interface FM 0 0 6 2 0 1 0 1 5 1 9 9 5 Veh icle location interface from FMS to

TMS.

3 Software Upgrade for Fleet FM 0 0 7 2 0 2 0 4 0 1 9 9 5 0 . 4 0 . 8 1 9 9 5 Processor / software upgrade to add 

Mai ntenan ce capabil ity to automatically generate preventative mai ntenan ce schedu les from

veh icle mileage data. Software is COTS.

3 Integration for Fleet Mai ntenan ce FM 0 0 8 2 0 1 0 0 2 0 1 1 9 9 5 2 4 1 9 9 5 Integration with other systems .

3 Software Upgrade for HAZMAT FM 0 0 9 2 0 2 0 4 0 1 9 9 5 0 . 4 0 . 8 1 9 9 5 Veh icle tracki ng and schedu l i ng 

Management en han cement. Software is COTS.

5 Hardware Upgrade for HAZMAT FM 0 1 0 5 2 3 2 0 0 3 0 . 0 4 0 . 0 6 2 0 0 3 In cludes one workstation. O&M esti mated 

Management at 2% of capital cost .

Fleet Management Center (FM)
2005 Update ITS Benefits, Costs, and Lessons Learned

179

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost O&M Cost Notes

No.^ (years) ($K) ($K/year)

Low High Low High

2 Electronic Cargo Seal Reader 0 . 3 1 . 5 2 0 0 2 Unit cost depends on quantity pu rchased .

Low cost is for hand held reader. High cost

is for fixed reader. Cost will be significantly

i n creased if reader is equipped with add itional secu rity featu res .

.

1 Com mu nication Equipment VS 0 0 1 7 0 . 2 0 . 4 1 9 9 5 0 . 0 0 4 0 . 0 0 8 1 9 9 5 Wi reless data transceiver.

2 In -Veh icle Display VS 0 0 2 7 0 . 0 4 0 . 1 1 9 9 5 0 . 0 0 1 0 . 0 0 2 1 9 9 5 In - veh icle display / warni ng interface .

Software is COTS.

2 In -Veh icle Signi ng System VS 0 0 3 7 0 . 1 3 0 . 3 2 1 9 9 5 0 . 0 0 2 0 . 0 0 6 1 9 9 5 Interface to active tag reader, processor for

active tag decode, and display device for

messages .

2 GPS / DGPS VS 0 0 4 7 0 . 2 0 . 4 1 9 9 5 0 . 0 0 4 0 . 0 1 1 9 9 5 Global Positioni ng System / Differenti al

Global Positioni ng Systems .

3 GIS Software VS 0 0 5 7 0 . 2 0 . 3 1 9 9 5 Geograph ical In formation System (GIS )

software for performi ng route plan ni ng .

2 Route Guidan ce Processor VS 0 0 6 7 0 . 0 8 0 . 1 2 1 9 9 5 0 . 0 0 2 0 . 0 0 2 1 9 9 5 Li mited processor for route guidan ce

fu n ctional ity.

2 Sensors for Lateral Control VS 0 0 7 7 0 . 6 0 . 9 1 9 9 5 0 . 0 1 3 0 . 0 1 8 1 9 9 5 In cludes lane sensors in veh icle and lateral

sensors MMW radar.

2 Electronic Toll Equipment VS 0 0 8 7 0 . 0 3 0 . 1 1 9 9 5 Active tag interface and debit / cred it card

i nterface .

2 Mayday Sensor and Processor VS 0 0 9 7 0 . 1 2 0 . 5 1 9 9 5 0 . 0 0 2 0 . 0 1 1 9 9 5 Coll ision detector sensor and interface for

Mayday processor. Software is COTS.

2 Sensors for Longitud i nal Control VS 0 1 0 7 0 . 2 0 . 4 1 9 9 5 0 . 0 0 5 0 . 0 1 1 9 9 5 Longitud i nal sensors MMW radar.

2 Advan ced Steeri ng Control VS 0 1 1 7 0 . 4 0 . 5 1 9 9 5 0 . 0 0 8 0 . 0 1 1 9 9 5 Advan ced steeri ng control (“hands off”

d rivi ng). Software is COTS.

2 Advan ced Cruise Control VS 0 1 2 7 0 . 1 2 0 . 2 4 1 9 9 5 0 . 0 0 2 0 . 0 0 5 1 9 9 5 Adaptive cruise control (automatic breaki ng and accelerati ng) .

2 Intersection Coll ision Avoidan ce VS 0 1 3 7 0 . 2 2 0 . 4 4 1 9 9 5 0 . 0 0 5 0 . 0 0 9 1 9 9 5 Software / processor for infrastructu re 

Processor, Software transmitted information, interface to inveh icle signi ng and aud io system, software

and processor to link to longitud i nal and

lateral veh icle control modu les based on

i nput signal from veh icle intersection coll ision warni ng equipment package .

Software is COTS.

2 Vision En han cement System VS 0 1 4 7 2 2 . 5 2 0 0 3 0 . 1 0 . 1 2 5 2 0 0 3 In - veh icle camera, software and processor,

head - up display, and infra - red sensors

(local sensor system). Software is COTS.

O&M esti mated at 5% of capital .

2 Driver and Veh icle Safety VS 0 1 5 7 0 . 5 3 1 1 9 9 5 0 . 0 2 6 0 . 0 5 1 9 9 5 Description is based on 1995 data: safety 

Monitori ng System collection processor and software, driver

cond ition sensors, six veh icle cond ition

sensors (at $50 each), and veh icle data

storage. Software is COTS.

2 Pre - Crash Safety System VS 0 1 6 7 0 . 9 1 . 7 1 9 9 5 0 . 0 3 0 . 0 5 1 9 9 5 Veh icle cond ition sensors, veh icle performan ce sensors, software / processor,

i nterface, pre - crash safety systems deployment actuators. Software is COTS.

3 Software, Processor for VS 0 2 0 7 0 . 0 5 0 . 1 5 1 9 9 5 0 . 0 0 1 0 . 0 0 3 1 9 9 5 Software and processor for com mu nica -

Probe Veh icle tion to roadside infrastructu re, signal generator, and message generator. Software is

COTS.

Veh icle On - Board (V S )
A ppendix A.2 Adjusted Unit Costs

180

^Applicable only to unit cost elements used in IDAS. * Not available for all unit cost elements.

Subsystem/Unit Cost Element IDAS Lifetime* Capital Cost O&M Cost Notes

No.^ (years) ($K) ($K/year)

Low High Low High

Personal Devices (PD )

2 Toll Tag / Transponder 5 0 . 0 2 5 2 0 0 3 Most toll tags / transponders costs approx .

$25. Some toll agen cies requi re users to

pay a refu ndable deposit in lieu of pu rchasi ng a tag. The user is charged the cost

of the tag if the tag is lost .

2 In -Veh icle Navigation System 7 2 . 5 1 9 9 8 COTS product that includes in-veh icle display and supporti ng software .

2 Basic PDA PD 0 0 1 7 0 . 2 0 . 4 2 0 0 1 0 . 0 0 4 0 . 0 0 8 2 0 0 1 Personal digital assistant. O&M esti mated

at 2% of capital .

2 Advan ced PDA for Route PD 0 0 2 7 0 . 4 0 . 6 1 9 9 5 0 . 0 1 0 . 0 1 2 1 9 9 5 Personal digital assistant with advan ced 

Guidan ce, Interactive capabil ities (route guidan ce, interactive) .

2 Modem Interface, Anten na PD 0 0 3 7 0 . 1 4 0 . 2 1 9 9 5 0 . 0 0 3 0 . 0 0 4 1 9 9 5 Modem interface and separate anten na 

for PDA for wi reless capabil ity.

2 PDA with Wi reless Modem 2 0 . 2 0 . 6 2 0 0 3 0 . 1 1 0 . 3 2 0 0 1 Personal digital assistant with wi reless

modem. O&M based on month ly subscriber rate plans of 50 Kbytes (low) and

150 Kbytes (h igh) .

2 GPS / DGPS PD 0 0 5 7 0 . 1 4 0 . 1 7 2 0 0 1 0 . 0 0 3 0 . 0 0 4 2 0 0 1 GPS / DGPS. O&M esti mated at 2% of capital cost .

3 GIS Software PD 0 0 6 7 0 . 1 0 . 1 5 1 9 9 5 0 . 0 0 5 0 . 0 0 8 1 9 9 5 Add itional GIS / GUI capabil ity.
A ppendix B: Ava i lable Benefit and Cost Data

The table below presents the nu mber of benefits referen ces and system costs examples cu rrently available in the ITS Benefits and Costs Databases for each of the technology appl ication areas discussed in th is report. The table demonstrates that there

is still a need for fu rther research into the effects of many of the various types of

appl ications within these categories. For example, wh ile there are nu merous evaluation reports in the database coveri ng arteri al management systems, parki ng management and traffic control tech niques for speci al events are two areas that wou ld

benefit from fu rther study. Totals by category presented in th is table do not always

equal the sum of those reported in the body of th is report. A nu mber of reports in the

database discuss evaluations of larger systems, wh ich include several ITS appl ications, appeari ng several ti mes in the totals. However, the evaluation fi nd i ngs appear

in the body of the report within the appl ication area most directly responsible for the

i mpact cited. For example, an evaluation of an arteri al management system providi ng data to a traveler information system wou ld appear in both categories below, but

on ly within the traveler information section in the body of the report .

As ind icated in the table, examples of system cost data are available in each of the

i ntell igent infrastructu re appl ication areas. However, system cost data are still needed for a few of the ITS appl ication areas such as lane management strategies, transit

secu rity, emergen cy management, and intermodal freight. Examples of system cost

data are not prevalent in the intell igent veh icle appl ication areas. Th is lack of cost

data can be attributed to the fact that many intell igent veh icle appl ications are still

in the research and prototype phases. Cost data in many cases, if available, are based

on esti mates and / or market analysis of the publ ic ’s will i ngness to pay for a specific

featu re. Al so, some of these featu res are available as factory - i nstalled options, as

standard items included in the base cost of a veh icle, or as a component of an

upgrade package .

2005 Update ITS Benefits, Costs, and Lessons Learned

181
182

A ppendix B: Ava i lable Benefit and Cost Data

S ummary of Benef i ts Referen ces and System Cost Data

(as of September 30, 2004)

Traffic Su rveillan ce 3 ✓

Traffic Control: Transit Signal Priority 1 6 ✓

Traffic Control: Emergen cy Veh icle Preemption 4 ✓

Traffic Control: Adaptive Signal Control 1 7 ✓

Traffic Control: Advan ced Signal Systems 1 7 ✓

Traffic Control: Vari able Speed Li mits 0

Traffic Control: Bicycle and Pedestri an 2 ✓

Traffic Control: Speci al Events 1

Lane Management 0

Parki ng Management 1 ✓

In formation Dissemi nation: Dynamic Message Signs 4 ✓

In formation Dissemi nation: In -Veh icle Systems 0

In formation Dissemi nation: Highway Advisory Rad io 1 ✓

En forcement: Speed En forcement 5 ✓

En forcement: Stop / Yield En forcement 1 2 ✓

Freeway Management Systems

Traffic Su rveillan ce 9 ✓

Ramp Control 1 4 ✓

Lane Management 4 ✓

Speci al Event Transportation Management 0

In formation Dissemi nation: Dynamic Message Signs 1 9 ✓

In formation Dissemi nation: In -Veh icle Systems 0

In formation Dissemi nation: Highway Advisory Rad io 5 ✓

En forcement 1 0 ✓

Transit Management Systems

Safety and Secu rity 1 ✓

Transportation Demand Management: 

Ride Shari ng / Match i ng 0

Transportation Demand Management :

Dynamic Routi ng / Schedu l i ng 4 ✓

Transportation Demand Management :

Service Coord i nation 1 ✓

Technology Application Areas Number of System Cost

Benefits References Data Avai lable

Arterial Management Systems

Transit Management Systems

Freeway Management Systems

Intell igent Infrastructu re
183

2005 Update ITS Benefits, Costs, and Lessons Learned

Fleet Management: AVL / CAD 1 3 ✓

Fleet Management: Mai ntenan ce 1 ✓

Fleet Management: Plan ni ng 0 ✓

In formation Dissemi nation: In -Veh icle Systems 2 ✓

In formation Dissemi nation: In -Termi nal / Wayside 4 ✓

In formation Dissemi nation :

Internet / Wi reless / Phone 2 ✓

In cident Management Systems

Su rveillan ce and Detection 1 7 ✓

Mobil ization and Response 1 4 ✓

In formation Dissemi nation 8 ✓

Clearan ce and Recovery 1 ✓

Emergen cy Management Systems

Hazardous Materi als Management 2

Emergen cy Med ical Services: Advan ced ACN 1

Emergen cy Med ical Services: Telemed ici ne 1 ✓

Response and Recovery 1 ✓

Electronic Payment Systems

Toll Collection 1 0 ✓

Transit Fare Payment 6 ✓

Parki ng Fee Payment 0

Mu lti - use Payment 1

Traveler In formation

Pre -Trip In formation 3 3 ✓

En - Route In formation 1 1 ✓

Tou rism and Events 3 ✓

In formation Management

Data Arch ivi ng 1 ✓

Crash Prevention and Safety

Road Geometry Warni ng Systems: Ramp Rollover 3 ✓

Road Geometry Warni ng Systems: Cu rve 

Speed Warni ng 1 ✓

Road Geometry Warni ng Systems: Down h ill 

Speed Warni ng 3 ✓

Road Geometry Warni ng Systems: 

Overheight / Overwidth Warni ng 0

Highway – Rail Crossi ng Systems 4 ✓

Technology Application Areas Number of System Cost

Benefits References Data Avai lable

Transit Management Systems conti n ued

Incident Management Systems

Emergency Management Systems

Electron ic Payment Systems

Traveler Information

Information Management

Intell igent Infrastructu re

Crash Prevention and Safety
184

A ppendix B: Ava i lable Benefit and Cost Data

Technology Application Areas Number of System Cost

Benefits References Data Avai lable

Crash Prevention and Safety conti n ued

Intell igent Infrastructu re

Intersection Coll ision Warni ng 1

Pedestri an Safety 0 ✓

Bicycle Warni ng Systems 0 ✓

Ani mal Warni ng Systems 0 ✓

Roadway Operationand and Mai ntenan ce

In formation Dissemi nation 3 ✓

Asset Management 1 ✓

Work Zone Management 7 ✓

Road Weather Management

Su rveillan ce, Monitori ng, and Pred iction 1 0 ✓

In formation Dissemi nation 8 ✓

Traffic Control 7 ✓

Response and Treatment 6 ✓

Com merci al Veh icle Operations

Credenti als Ad mi nistration: Electronic Fu nds 2 ✓

Credenti als Ad mi nistration: Electronic 

Registration / Permitti ng 1 0 ✓

Safety Assu ran ce: Safety In formation Exchange 4 ✓

Safety Assu ran ce: Automated Inspection 2

Electronic Screeni ng: Safety Screeni ng 4

Electronic Screeni ng: Border Clearan ce 4

Electronic Screeni ng: Weight Screeni ng 6 ✓

Electronic Screening: Credential Checking 4 ✓

Carrier Operations and Fleet Management:

AVL/CAD 4 ✓

Carrier Operations and Fleet Management: 

On - Board Monitori ng 3

Carrier Operations and Fleet Management: 

Traveler In formation 3

Secu rity Operations 0 ✓

Intermodal Freight

Freight Tracki ng 1

Asset Tracki ng 1 ✓

Freight Termi nal Processes 1

Drayage Operations 1

Freight Highway Con nector System 0

International Border Crossi ng Process 0

Roadway Operations and Mai ntenance

Road Weather Management

Com mercial Veh icle Operations

Intermodal Freight
185

2005 Update ITS Benefits, Costs, and Lessons Learned

Technology Application Areas Number of System Cost

Benefits References Data Avai lable

Coll ision Avoidan ce Systems

Intersection Coll ision Warni ng 0

Obstacle Detection 2 ✓

Lane Change Assistan ce 2 ✓

Lane Departu re Warni ng 0

Rollover Warni ng 0

Road Departu re Warni ng 2

Forward Coll ision Warni ng 3 ✓

Rear Impact Warni ng 0

Driver Assistan ce Systems

Navigation / Route Guidan ce 9 ✓

Driver Com mu nication 2 ✓

Vision En han cement 0

Object Detection 0

Adaptive Cruise Control 5 ✓

Intell igent Speed Control 2

Lane - Keepi ng Assistan ce 1

Roll Stabil ity Control 0

Drowsy Driver Warni ng System 0

Precision Docki ng 0

Coupl i ng / Decoupl i ng 1

On - Board Monitori ng 2

Coll ision ation Systems

Mayday / ACN 1 ✓

Advan ced ACN 1

Intell igent Veh icles

Driver Assistance Systems

Coll ision Avoidance Systems

Coll ision Notification Systems
186
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2005 Update ITS Benefits, Costs, and Lessons Learned

A ppendix C: List of Acronyms and Abbrev i at i ons

AAR After Action Review

ABBCS Ambassador Bridge Border Crossi ng

System

ACN Automated Coll ision Notification

ADMS Arch ived Data Management System

ADOT Arizona Department of Transportation

ADUS Arch ived Data User Service

AHTD Arkansas State Highway and

Transportation Department

AM BER America’s Missi ng: Broadcast Emergen cy

Response

APC Automatic Passenger Cou nter

APTS Advan ced Publ ic Transportation System

ARTIC Advan ced Ru ral Transportation

In formation and Coord i nation

ARTIM IS Advan ced Regional Traffic Interactive

Management and In formation Systems

ATAF American Trucki ng Associ ation

Fou ndation

ATIS Advan ced Traveler In formation System

ATMS Advan ced Transportation Management

System

AVI Automatic Veh icle Identification

AVL Automated Veh icle Location

AWARD Advan ced Warni ng for Rail road Delays

AWIS Automated Work Zone In formation

Systems

B / C Benefit / Cost

BRT Bus Rapid Transit

CA Com merci al Veh icle Ad mi nistration

( Unit Cost Subsystem)

CAD Computer Aided Dispatch

CAD Canad i an Dollars

CB Citizens Band

CC Com merci al Veh icle Check Station (Unit

Cost Subsystem)

CCS Coll ision Cou ntermeasu re System

CCTV Closed Ci rcuit Television

CHART Coord i nated Highways Action Response

Team

CLEOPATRA City Laboratories Enabl i ng Organization

of Particu larly Advan ced Telematics

Research and Assessments

CO Carbon Monoxide

COTS Com merci al Off -The - Shel f

CTECC Combi ned Transportation, Emergen cy,

and Com mu nication Center

CUE City - University - Energysaver

CV Com merci al Veh icle On - Board (Unit

Cost Subsystem)

CVAP Com merci al Veh icle Ad mi nistrative

Processes

CVI EW Com merci al Veh icle In formation

Exchange Wi ndow

CVISN Com merci al Veh icle In formation

Systems and Network

CVO Com merci al Veh icle Operations

Del DOT Delaware Department of Transportation

DMS Dynamic Message Signs

DOT Department of Transportation

DSL Digital Subscriber Li ne

EDI Electronic Data Interchange

EDL Electronic Docu ment Library

EMS Emergen cy Med ical Services

EMT Emergen cy Med ical Tech nici an

EOC Emergen cy Operations Center

EPA Envi ron mental Protection Agen cy

E - PASS Express Pass

ER Emergen cy Response Center (Unit Cost

Subsystem)

ESS Envi ron mental Sensor Station
188

A ppendix C: List of Acronyms and Abbrev i at i ons

ETC Electronic Toll Collection

EV Emergen cy Veh icle On - Board (Unit Cost

Subsystem)

FAST Freeway and Arteri al System of

Transportation

FCC Federal Com mu nications Com mission

FCP Freeway Cou rtesy Patrol

FDOT Florida Department of Transportation

FHWA Federal Highway Ad mi nistration

FM Fleet Management (Unit Cost

Subsystem)

FOT Field Operational Test

FY Fiscal Year

GIS Geograph ical In formation Systems

GPS Global Positioni ng System

GUI Graph ic User Interface

GYR ITS Greater Yellowstone Ru ral Intell igent

Transportation Systems

GYRTWIS Greater Yellowstone Regional Travel and

Weather In formation System

HAR Highway Advisory Rad io

HAZMAT Hazardous Materi al s

HC Hyd rocarbons

HC RS Highway Cond ition and Reporti ng

System

HOT High Occupan cy / Toll

HOV High Occupan cy Veh icle

HR I Highway – Rail Intersections

HUT Highway User Tax

ICC Intell igent Cruise Control

I DAS ITS Deployment Analysis System

I DOT Ill i nois Department of Transportation

I FTA International Fuel Tax Agreement

I IC Intell igent Interface Controller

I RP International Registration Plan

ISP In formation Service Provider (Unit Cost

Subsystem)

ISS Inspection Selection Systems

ITDA Independent Truckers and Drivers

Associ ation

ITE Institute of Transportation Engi neers

ITS Intell igent Transportation Systems

ITS / CVO ITS For Com merci al Veh icles Operations

IVN In -Veh icle Navigation

IVR Interactive Voice Response

IVS In -Veh icle Systems

JPO Joi nt Program Office

LADOT Los Angeles Department of

Transportation

LA DOTD Louisi ana Department of Transportation

and Development

LAN / WAN Local Area Network / Wide Area Network

LED Light Emitti ng Diode

LTL Less Than Truck Load

MART Montachusett Area Regional Transit

Authority

M DC Mobile Data Computer

M DI Model Deployment Initi ative

M DOT Mich igan Department of Transportation

M DT Mobile Data Termi nal

M ITSC Mich igan Intell igent Transportation

Systems Center

MM DI Metropol itan Model Deployment

Initi ative

MMTA Maryland Motor Transportation

Authority

MMW Mill i meter Wave Radar

Mn / DOT Mi n nesota Department of

Transportation

MSP Mi n nesota State Pol ice

N / A Not Appl icable
189

2005 Update ITS Benefits, Costs, and Lessons Learned

NCHRP National Cooperative Highway Research

Program

NHTSA National Highway Traffic Safety

Ad mi nistration

NJTA New Jersey Tu rnpi ke Authority

NMSHTD New Mexico State Highway and

Transportation Department

NOx Oxides of Nitrogen

NTCIP National Transportation

Com mu nications for ITS Protocol

NYSDOT New York State Department of

Transportation

O & M Operations & Mai ntenan ce

ODOT Oh io Department of Transportation

OSCAR One - Stop - Credenti al i ng and

Registration

OTA Ottu mwa Transit Authority

PBX Private Bran ch Exchange

PC Personal Computer

PD Personal Devices (Unit Cost Subsystem)

PDA Personal Digital Assistant

PM Parki ng Management (Unit Cost

Subsystem)

PSAP Publ ic Safety Answeri ng Poi nt

PTC Projected -Ti mes - to - Coll ision

Pu SHMe Puget Sou nd Help Me

RCSC Regional Customer Service Center

RFC Regional Fare Coord i nation

RFI D Rad io Frequen cy Identification

RFP Request for Proposal

RM Remote Location (Unit Cost Subsystem)

ROUTES Rail, Omnibus, Undergrou nd, Travel

Enqui ry System

RPU Remote Processi ng Unit

R- RC Roadside Rail Crossi ng (Unit Cost

Subsystem)

RS - C Roadside Control (Unit Cost Subsystem)

RS - D Roadside Detection (Unit Cost

Subsystem)

RS - I Roadside In formation (Unit Cost

Subsystem)

R- RC Roadside Rail Crossi ng (Unit Cost

Subsystem)

RS -TC Roadside Telecom mu nications (Unit

Cost Subsystem)

RTD Regional Transportation District

RWIS Road Weather In formation System

SAFER Safety and Fitness Electronic Record

SANDAG San Diego Associ ation of Govern ments

SCOOT Spl it Cycle Offset Opti mization

Tech niques

SEMSIM Southeast Mich igan Snow and Ice

Management

SI E Safety In formation Exchange

SSRS Si ngle State Registration System

TA Toll Ad mi nistration (Unit Cost

Subsystem)

TIP Transportation Improvement Plan

TIS Traveler In formation System

TM Transportation Management Center

( Unit Cost Subsystem)

TOC Traffic Operations Center

TP Toll Plaza (Unit Cost Subsystem)

TR Transit Management Center (Unit Cost

Subsystem)

TR IS Transportation Research In formation

Services

TTMS Temporary Traffic Management System

TV Transit Veh icle On - Board (Unit Cost

Subsystem)

Tx DOT Texas Department of Transportation

UDOT Utah Department of Transportation

U. S. United States

USDOT United States Department of

Transportation
190

A ppendix C: List of Acronyms and Abbrev i at i ons

USD United States Dollars

USGS United States Geological Su rvey

UTA Utah Transit Authority

VI I Veh icle In frastructu re Integration

VMS Vari able Message Sign

VRAS Voice Response Activated System

VS Veh icle On - Board (Unit Cost Subsystem)

WESTA Weigh Station Model

WI E Wayside Interface Equipment

WIM Weigh In Motion

WMATA Wash i ngton Metropol itan Area Transit

Authority

WSDOT Wash i ngton State Department of

Transportation
2005 Update ITS Benefits, Costs, and Lessons Learned

191
192

400 7th Street, S.W. (HOIT)

Washington, DC 20590 

Toll-Free “Help Line” 866-367-7487

www.its.dot.gov

EDL Document Number: 14073 

Publication No. FHWA-JPO-05-002