Transportation Systems
Benefits and Costs
2003 Update
Prepared by
Mitretek Systems
600 Maryland Avenue, SW, Suite 755
Washington, DC 20024
Under Contract to the Federal Highway Administration
United States Department of Transportation
Washington, DC
May 2003
| 1. Report No. FHWA-OP-03-075 |
2. Government Accession No. | 3. Recipient's Catalog No. |
| 4. Title and Subtitle Intelligent Transportation Systems Benefits and Costs: 2003 Update |
5. Report Date May 2003 |
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| 6. Performing Organization Code |
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| 7. Author(s) Robert P. Maccubbin, Barbara L. Staples, Michael R. Mercer |
8. Performing Organization Report No. | |
| 9. Performing Organization Name and Address Mitretek Systems, Inc. 600 Maryland Ave., SW, Suite 755 Washington DC 20024 |
10. Work Unit No. (TRAIS) | |
| 11. Contract or Grant No. 20024 DTFH61-00-C-00001 |
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| 12. Sponsoring Agency Name and Address Department of Transportation Intelligent Transportation Systems Joint Program Office 400 Seventh Street, SW - Room 3416 Washington, DC 20590 |
13. Type of Report and Period Covered | |
| 14. Sponsoring Agency Code HOIT |
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| 15. Supplementary Notes Joseph I. Peters - Task Manager |
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| 16. Abstract The increasing demand for travel by highway and public transit in the United States is causing the transportation system to reach the limits of its existing capacity. Intelligent Transportation Systems (ITS) can help ease this strain through the application of modern information technology and communications. This report is a continuation of a series of reports providing a synthesis of the information collected by the United States Department of Transportation's ITS Joint Program Office on the impact that ITS projects have on the operation of the surface transportation network. New in this 2003 report is the inclusion of cost information for representative ITS deployments; previous reports contained only benefits information. Information in this report is drawn from the ITS Benefits and Unit Costs Database, a regularly updated repository of such information, available on the Internet at www.benefitcost.its.dot.gov. The report presents material from the database that describes the impacts and costs of the intelligent transportation infrastructure as well as intelligent vehicle applications. |
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| 17. Key Words Intelligent Transportation Systems, ITS, Benefits, Costs |
18. Distribution Statement No Restrictions This document is available to the public |
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| 19. Security Classif. (of this report) Unclassified |
20. Security Classif. (of this page Unclassified |
21. No. of Pages 152 |
22. Price NA |
PREFACE
For the first time, the U.S. Department of Transportation (DOT) is presenting in one document benefits and costs information for Intelligent Transportation Systems (ITS) implementations. Intelligent Transportation Systems Benefits and Costs 2003 Update represents a culmination of DOT's active 10-year data collection on the impact of ITS projects on surface transportation and the cost of implementing them. This compendium builds on previous ITS benefits reports, and refers the reader to information sources.
As a public service, DOT also sponsors a regularly updated online ITS Benefits and Unit Costs Database at www.benefitcost.its.dot.gov, which gives transportation professionals the information they need about benefits and costs of ITS implementations and services. The database also gives researchers information on ITS areas where further analysis may be required.
The printed 2003 Update (FHWA Report FHWA-OP-03-075) can be ordered by writing to itspubs@fhwa.dot.gov. It can be viewed on DOT's ITS Electronic Document Library at www.its.dot.gov/itsweb/welcome.htm as document No. 13772.
Not all ITS efforts initiated by states, local governments, and private enterprises are documented in the 2003 Update or in the database. We encourage readers who are aware of ITS benefits and costs information from these and other sources to let us know about them by using the online database or by sending reference documents to:
Joseph I. Peters, Ph.D.Manager, ITS Program Assessment
ITS Joint Program Office
Federal Highway Administration (HOIT-1)
400 Seventh Street, SW
Washington, DC 20590
Joe.Peters@fhwa.dot.gov
TABLE OF CONTENTS
Executive Summary1.0 Introduction
1.1 Benefits Database Goals and Overview
1.2 Unit Costs Database Goals and Overview
1.3 A Few Good Measures
1.4 Report Organization
2.0 Benefits and Costs of the Intelligent Infrastructure
2.1 Arterial Management Systems
2.2 Freeway Management Systems
2.3 Transit Management Systems
2.4 Incident Management Systems
2.5 Emergency Management Systems
2.6 Electronic Payment Systems
2.7 Traveler Information
2.8 Information Management
2.9 Crash Prevention & Safety
2.10 Roadway Operations & Maintenance
2.11 Road Weather Management
2.12 Commercial Vehicle Operations
2.13 Intermodal Freight
3.0 Benefits and Costs of Intelligent Vehicles
3.1 Collision Warning Systems
3.2 Driver Assistance Systems
3.3 Collision Notification Systems
4.0 Summary and Conclusions
References
Appendix A: ITS Unit Costs Database
Appendix B: List of Acronyms
LISTING OF TABLES
Table 1.0.1 Definition of Impact Ratings for Assessment of ITS ApplicationsTable 2.1.1 Benefits and Costs of Arterial Management Systems
Table 2.2.1 Benefits and Costs of Freeway Management Systems
Table 2.3.1 Benefits and Costs of Transit Management Systems
Table 2.4.1 Benefits and Costs of Incident Management Systems
Table 2.5.1 Benefits and Costs of Emergency Management Systems
Table 2.6.1 Benefits and Costs of Electronic Payment Systems
Table 2.7.1 Benefits and Costs of Traveler Information
Table 2.8.1 Costs of Information Management
Table 2.9.1 Benefits and Costs of Crash Prevention & Safety
Table 2.10.1 Benefits and Costs of Roadway Operations & Maintenance
Table 2.11.1 Benefits and Costs of Road Weather Management
Table 2.12.1 Benefits and Costs of ITS for Commercial Vehicle Operations
Table 2.13.1 Benefits and Costs of ITS Applications for Intermodal Freight
Table 3.1.1 Benefits and Costs of Collision Warning Systems
Table 3.2.1 Benefits and Costs of Driver Assistance Systems
Table 3.3.1 Benefits and Costs of Collision Notification Systems
Table 4.0.1 Documents Available in the ITS Benefits Database
Table 4.0.2 Summary of Benefits Sources/References and System Cost Data
LISTING OF FIGURES
Figure 1.4.1 Taxonomy for ITSFigure 1.4.2 Taxonomy for the Intelligent Infrastructure
Figure 1.4.3 Taxonomy for Intelligent Vehicles
Figure 1.4.4 Excerpt of Table 2.1.1 (describing benefits and costs of Adaptive Signal Control)
Figure 2.0 Taxonomy for the Intelligent Infrastructure
Figure 2.1.1 Taxonomy for Arterial Management Systems
Figure 2.2.1 Taxonomy for Freeway Management Systems
Figure 2.3.1 Taxonomy for Transit Management Systems
Figure 2.4.1 Taxonomy for Incident Management Systems
Figure 2.5.1 Taxonomy for Emergency Management Systems
Figure 2.6.1 Taxonomy for Electronic Payment Systems
Figure 2.7.1 Taxonomy for Traveler Information
Figure 2.8.1 Taxonomy for Information Management
Figure 2.9.1 Taxonomy for Crash Prevention & Safety
Figure 2.10.1 Taxonomy for Roadway Operations & Maintenance
Figure 2.11.1 Taxonomy for Road Weather Management
Figure 2.12.1 Taxonomy for Commercial Vehicle Operations
Figure 2.13.1 Taxonomy for Intermodal Freight
Figure 3.0.1 Taxonomy for Intelligent Vehicles
Figure 3.1.1 Taxonomy for Collision Warning Systems
Figure 3.2.1 Taxonomy for Driver Assistance Systems
Figure 3.3.1 Taxonomy for Collision Notification Systems
EXECUTIVE SUMMARY
The increasing demand for travel by highway and public transit in the United States is causing the transportation system to reach the limits of its existing capacity. Intelligent Transportation Systems (ITS) can help ease this strain through the application of modern information technology and communications. ITS include a wide collection of applications, from 511 telephone traveler information systems to freeway ramp metering systems and electronic transit fare payment systems. In order to apply ITS services most effectively, it is important to understand their benefits and costs. The diverse array of ITS applications available can address a variety of transportation problems. Some applications provide more cost-effective benefits than others, and as technology evolves, the available choices change. The costs of these technology investments—not only the first-time, initial costs, but the costs to operate and maintain them—are of interest to transportation agencies.
This report is a continuation of a series of reports providing a synthesis of the information collected by the United States Department of Transportation's (U.S. DOT) ITS Joint Program Office (JPO) on the impact that ITS projects have on the operation of the surface transportation network. New in this 2003 report is the inclusion of cost information for representative ITS deployments; previous reports contained only benefits information.
Information in this report is drawn from the ITS Benefits and Unit Costs Database, a regularly updated repository of such information, available on the Internet at www.benefitcost.its.dot.gov. The report presents material from the database that describes the impacts of the intelligent transportation infrastructure as well as intelligent vehicle applications. The majority of published evaluations of ITS implementations document positive impacts on the transportation system, and the assessments provided in this report reflect this fact. However, every attempt has been made to incorporate positive, negative, and neutral findings. A small number of negative findings appear in this report; for example, Section 2.6 documents increases in crashes at toll plazas with electronic toll collection, likely due to driver uncertainty regarding plaza configuration and the variations in the speeds of vehicles within the plazas. This report also documents a few evaluations which found that an ITS implementation did not have an impact on a particular measure of effectiveness, including two studies that found traveler information does not have a significant impact on capacity, while it does reduce traveler delay. Mixed results are also noted in the few instances where studies have found both positive and negative impacts in a given area. There is a continuing need for ongoing evaluation of ITS, as indicated by the large number of application areas within this report for which there are not enough evaluation data to make an assessment of the system's impact on many of the relevant performance measures.
The remainder of the Executive Summary provides representative samples of the information in the main body of the report. The body of this report includes additional detail on the impacts and costs of many applications within the wide variety represented by the major ITS program areas. The concluding section of this report contains a summary of the availability of benefits and costs data for the various ITS applications and points out the gaps that still remain.
The following pages contain brief descriptions of the 16 ITS program areas discussed, as well as highlights of the benefits and costs information available for each.
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ARTERIAL MANAGEMENT SYSTEMS 
Arterial management systems manage traffic along arterial roadways, employing traffic detectors,
traffic signals, and various means of communicating
information to travelers.
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FREEWAY MANAGEMENT SYSTEMS
Freeway management systems employ traffic detectors, surveillance cameras, and other means of
monitoring traffic flow on freeways to support the implementation of traffic management strategies such as ramp meters,
lane closures, and variable speed limits (VSL).
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TRANSIT MANAGEMENT SYSTEMS
Transit ITS services include surveillance and communications, such as automated vehicle location
(AVL) systems, computer-aided dispatch (CAD) systems, and remote vehicle and facility surveillance cameras, which enable
transit agencies to improve the operational efficiency, safety, and security of the nation's public transportation
systems.
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INCIDENT MANAGEMENT SYSTEMS
Incident management systems can reduce the effects of incident-related congestion by
decreasing the time to detect incidents, the time for responding vehicles to arrive, and the time required for
traffic to return to normal conditions. Incident management systems make use of a variety of surveillance technologies,
often shared with freeway and arterial management systems, as well as enhanced communications and other technologies
that facilitate coordinated response to incidents.
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EMERGENCY MANAGEMENT SYSTEMS
ITS applications in emergency management include hazardous materials management, the deployment
of emergency medical services, and large- and small-scale emergency response and evacuation operations.
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ELECTRONIC PAYMENT SYSTEMS 
Electronic payment systems employ various communication and electronic technologies to facilitate
commerce between travelers and transportation agencies, typically for the purpose of paying tolls and transit fares.
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TRAVELER INFORMATION
Traveler information applications use a variety of technologies, including Internet websites,
telephone hotlines, as well as television and radio, to allow users to make more informed decisions regarding trip
departures, routes, and mode of travel. Ongoing implementation of the designated 511 telephone number will improve
access to traveler information across the country.
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INFORMATION MANAGEMENT
ITS information management supports the archiving and retrieval of data generated by other ITS
applications and enables ITS applications that use archived information. Decision support systems, predictive
information, and performance monitoring are some ITS applications enabled by ITS information management. In addition,
ITS information management systems can assist in transportation planning, research, and safety management activities.
As deployment of ITS information management matures, quantitative information on the benefits of these systems should
become more readily available.
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CRASH PREVENTION & SAFETY
Crash prevention and safety systems make use of sensor technology and active warning signs,
including flashers, beacons, and dynamic message signs (DMS), to warn drivers of dangerous curves, excessive speed on
downhill road segments, at-grade railroad crossings, and other dangerous conditions.
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ROADWAY OPERATIONS & MAINTENANCE
ITS applications in operations and maintenance focus on integrated management of maintenance
fleets, specialized service vehicles, hazardous road conditions remediation, and work zone mobility and safety. These
applications monitor, analyze, and disseminate roadway and infrastructure data for operational, maintenance, and
managerial uses. ITS can help secure the safety of workers and travelers in a work zone while facilitating traffic
flow through and around the construction area. This is often achieved through the temporary deployment of other ITS
services, such as elements of traffic management and incident management programs.
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ROAD WEATHER MANAGEMENT
Road weather management activities include road weather information systems (RWIS), winter
maintenance technologies, and coordination of operations within and between state DOTs. ITS applications assist
with the monitoring and forecasting of roadway and atmospheric conditions, dissemination of weather-related information
to travelers, weather-related traffic control measures such as variable speed limits, and both fixed and mobile winter
maintenance activities.
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COMMERCIAL VEHICLE OPERATIONS
ITS applications for commercial vehicle operations are designed to enhance communication between
motor carriers and regulatory agencies. Examples include electronic registration and permitting programs,
electronic exchange of inspection data between regulating agencies for better inspection targeting, electronic
screening systems, and several applications to assist operators with fleet operations and security.
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INTERMODAL FREIGHT
ITS can facilitate the safe, efficient, secure, and seamless movement of freight. Applications
being deployed provide for tracking of freight and carrier assets such as containers and chassis, and improve the
efficiency of freight terminal processes, drayage operations, and international border crossings.
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COLLISION WARNING SYSTEM
To improve the ability of drivers to avoid accidents, vehicle-mounted collision warning
systems (CWS) continue to be tested and deployed. These applications use a variety of sensors to monitor the vehicle's
surroundings and alert the driver of conditions that could lead to a collision. Examples include forward collision
warning, obstacle detection systems, and road departure warning systems.
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DRIVER ASSISTANCE SYSTEMS
Numerous intelligent vehicle technologies exist to assist the driver in operating the vehicle
safely. Systems are available to aid with navigation, while others, such as vision enhancement and speed control
systems, are intended to facilitate safe driving during adverse conditions. Other systems assist with difficult
driving tasks such as transit and commercial vehicle docking.
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COLLISION NOTIFICATION SYSTEMS
In an effort to improve response times and save lives, collision notification systems have been
designed to detect and report the location and severity of incidents to agencies and services responsible
for coordinating appropriate emergency response actions. These systems can be activated manually (Mayday), or
automatically with automatic collision notification (ACN), and advanced systems may transmit information on the type of
crash, number of passengers, and the likelihood of injuries.
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1.0 INTRODUCTION
Highway travel by Americans continues to grow as population increases, particularly in metropolitan areas. Construction of new highway capacity to accommodate this growth in travel has not kept pace. Between 1980 and 1999, vehicle miles of travel increased 76 percent while road expansion to meet this demand has lagged behind. The Texas Transportation Institute estimates that, in 2000, the 75 largest metropolitan areas experienced 3.6 billion vehicle-hours of delay, resulting in 5.7 billion gallons in wasted fuel and $67.5 billion in lost productivity. 37
Transit ridership is also on the rise, reaching 9.4 billion trips in 2000, the highest level in 40 years. 38 Freight volumes are forecast to grow by about 69 percent between 1998 and 2020, from 15.3 billion tons, to 25.8 billion tons annually. 39 Largely considered a big-city problem, congestion and related delays are becoming increasingly common in small cities and some rural areas as well. This increasing demand for transportation is causing the transportation system to reach the limits of its existing capacity. Intelligent Transportation Systems (ITS) can help ease this strain through the application of modern information technology and communications.
The goal of ITS is to improve the transportation system to make it more effective, efficient, and safe. Building new transportation infrastructure is expensive and can be detrimental to the environment. In most urban areas where more capacity is needed, it is becoming physically impossible to build enough new roads or new lanes to meet transportation demand. By applying the latest technological advances to our transportation system, ITS can help meet increasing demand for transportation by improving the quality, safety, and effective capacity of our existing infrastructure.
ITS represents a wide collection of applications, from advanced traffic signal control systems, to electronic transit fare payment systems, to ramp meters, to collision warning systems. In order to apply ITS services most effectively, it is important to understand their benefits and costs. Some applications provide more cost-effective benefits than others, and as technology evolves, the choices available change. Often, several technologies are combined in a single integrated system, providing a higher level of benefits than any single technology. The costs of these technology investments not only the first-time, initial costs, but the costs to operate and maintain them are of interest to transportation agencies.
This report is a continuation of a series of reports providing a synthesis of the information collected by the United States Department of Transportation's (U.S. DOT) ITS Joint Program Office (JPO) on the impact of ITS projects on the operation of the surface transportation network. The last report, ITS Benefits: 2001 Update, 40 was published in June of 2001. New in the 2003 report is the inclusion of cost information for representative ITS deployments. Information in the report is drawn from the ITS Benefits and Unit Costs Database, a regularly updated repository for this information, available on the Internet at www.benefitcost.its.dot.gov. The report presents material from the database according to program areas within the intelligent transportation infrastructure as well as those within the intelligent vehicle area. Also provided are example system costs from deployments within many of the program areas, as well as relevant unit cost data for components of the various applications. New in the 2003 report is the inclusion of cost information for representative ITS deployments.
This report presents an assessment of the effect of ITS applications on several important impact areas. These assessments are built from findings in the benefits portion of the database, incorporating additions since the completion of the last report. While the assessments are based on the authors' review of all study findings, the highlighted examples are only a portion of the total number of studies documented in the ITS Benefits Database. The impact assessments for each ITS application area are presented through a rating system, as shown in Table 1.0.1. These ratings were developed through individual review of the database content by the authors, with additional discussion among the authors to establish the final ratings presented in this report. A particular rating was assigned if one or more of the reasons in the rationale column in Table 1.0.1 was evident in reviewing the evaluations of a given ITS application in the Benefits Database.
TABLE 1.0.1
DEFINITION OF IMPACT RATINGS FOR ASSESSMENT OF ITS APPLICATIONS
| Symbol | Impact Rating | Rationale |
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| ++ | substantial positive impacts |
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| + | positive impacts |
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| o | negligible impact |
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| +/- | mixed results |
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| ? | not enough data |
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| - | negative impacts |
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The majority of published evaluations of ITS implementations document positive impacts on the transportation system, and the assessments provided in this report reflect this fact. However, every attempt has been made to incorporate positive, negative, and neutral findings. A small number of negative findings appear in this report: for example, Section 2.6 documents increases in crashes at toll plazas with electronic toll collection, likely due to driver uncertainty regarding plaza configuration and the variations in the speeds of vehicles within the plazas. This report also documents a few evaluations which found that an ITS implementation did not have an impact on a particular measure of effectiveness, including two studies that found traveler information did not have a significant impact on capacity, while it did reduce traveler delay. Mixed results are also noted in the few instances where studies have found both positive and negative impacts in a given area. There is a continuing need for ongoing evaluation of ITS, as indicated by the large number of application areas within this report for which there are not enough evaluation data to make an assessment of the system's impact on many of the relevant performance measures.
Interested readers are encouraged to check the database from time to time for the latest findings on the benefits and costs of ITS. This report is intended to be a reference report; it highlights impacts and system cost data identified by other authors. The interested reader is encouraged to obtain source documents to appreciate the assumptions and constraints placed upon interpretation of results. This interactive report includes links from sections of the report to relevant portions of the ITS Benefits and Unit Costs Database. Within the data tables provided for the various ITS application areas, "Benefits" links provide access to relevant documents in the Benefits database, and the Unit Cost subsystem entries provide links to the related portions of the database. The database includes more detailed summaries of the evaluations cited in this report as well as links to source documents, when available online.
While this report focuses on documenting and assessing the impacts of ITS implementations on the transportation system as well as the costs of these implementations, the ITS JPO has also published a number of other documents to convey lessons learned in the implementation of ITS. The report, What Have We Learned About Intelligent Transportation Systems?, published in 2000, contains a more comprehensive examination of which ITS technologies have been successful over the 10-year history of the National ITS Program, which ITS technologies have not been successful, and what are the underlying factors that determine success or failure.41
The ITS JPO's website is another valuable resource for information on the various applications of ITS. The website, http://www.its.dot.gov, also includes links to many of the resources highlighted within this report, including an electronic document library, which contains electronic copies of many of the reports made available by the JPO.
In addition, for those ITS technologies with a well-established track record, the U.S. DOT has developed a series of reports that help decision-makers learn about how those ITS solutions can address local and regional transportation needs. There are several different types of reports in the series, each designed to communicate with target audiences at various levels:
- ITS Benefits Brochures let experienced community leaders and transportation professionals explain in their own words how specific ITS technologies have benefited their areas.
- Cross-Cutting Studies examine various ITS approaches that can be taken to meet a community's goals.
- Case Studies provide in-depth coverage of specific approaches taken by communities across the U.S.
- Implementation Guides serve as "how to" manuals to assist project staff in the technical details of implementing ITS.
- Technical Reports are easy-to-read excerpts from more detailed evaluation reports.
In addition to lessons learned and other reports developed to assist transportation decision-makers, information is available on how much and what types of ITS deployment have taken place. The ITS Metropolitan Deployment Tracking project began in 1996 with the goal of tracking the level of ITS deployment and integration in 75 of the nation's largest metropolitan areas. The number of metropolitan areas was later increased to 78. In 1997, and again in 1999 and 2000, data were collected based on a series of surveys targeted at 78 of the largest metropolitan areas. Beginning in 2002, the target areas were expanded to include 30 medium-sized, high-congestion areas, 20 tourist areas, and 50 statewide/rural areas. Results of the data collected for 2002 will be available at the ITS Deployment Tracking web site, www.itsdeployment.its.dot.gov, in early summer 2003.
1.1 BENEFITS DATABASE GOALS AND OVERVIEW
To expand the understanding of ITS benefits, the U.S. DOT's ITS JPO has been actively collecting information regarding the impact of ITS implementations over the past decade. In support of this effort, the JPO sponsored the development of the ITS Benefits Database. The database is available to the public at www.benefitcost.its.dot.gov. The database contains the most recent data collected by the JPO. Its purpose is to transmit existing knowledge of ITS benefits to the transportation professionals. The database also provides the research community with information on ITS areas where further analysis may be required.
The Benefits Database website contains detailed summaries of each of the ITS evaluation reports reviewed by the JPO that met the acceptance criteria. Summaries on the web pages provide additional background on the context of the evaluations, the evaluation methodologies used, and links to the source documentation (when available online). While the JPO publishes reports such as this periodically, the online database is updated quarterly to reflect the most recent reports reviewed. Documents reviewed for inclusion in the database include the results of federal evaluation projects, as well as papers, journal articles, and state or local evaluation reports identified through review of conference proceedings and journals, or through e-mail submission via the website. The collection of evaluation reports is an ongoing program, and readers are encouraged to submit relevant documents via the database website.
The online database also provides several capabilities to simplify access to information relevant to a researcher's interest. In addition to using the classification system in this report, interested researchers can access document summaries classified by project location and ITS goal areas addressed in the evaluations, or search the database for relevant keywords. These capabilities of the online database simplify access to the most recently available data on ITS benefits identified by the JPO. The website also contains a discussion of the criteria and sources used to determine whether or not a report should be added to the ITS Benefits Database.
1.2 UNIT COSTS DATABASE GOALS AND OVERVIEW
The ITS JPO also collects information on ITS costs, and maintains this information in the ITS Unit Costs Database. The database, a companion to the Benefits Database, is available to the public at the same website, www.benefitcost.its.dot.gov, (and also presented in Appendix A). The database is a central site for ITS cost data and is based on the most recent data collected by the JPO. Its purpose is to make cost data available to public and private organizations. The database also provides data that the ITS JPO can use for programmatic and policy decisions, and education of ITS stakeholders.
The ITS Unit Costs Database consists of a range of reported costs for a set of ITS elements. The cost data are organized by "subsystem" and generally follow the structure of the National ITS Architecture. The cost estimates are categorized as capital and operating and maintenance (O&M) costs. Capital costs are the costs expended for one-time, non-recurring purchases. Operations and maintenance costs, often referred to as recurring costs, are the annual costs incurred on an ongoing basis. Costs are presented in a range to capture the lows and highs of the cost elements from the different data sources. A "Notes" field provides a brief narrative describing the particular unit cost element and its components. The cost data are useful in developing project cost estimates during the planning process. However, the user is encouraged to find local/regional data sources and current vendor data in order to perform a more detailed cost estimate.
Currently, example system costs from deployments are not contained in the Unit Costs Database or on the website. The collection of cost data is an ongoing program, and readers are encouraged to submit relevant cost data (and benefits data) via the database website. As new cost data become available, existing costs for the unit cost elements will be revised and new unit cost elements will be added.
1.3 A FEW GOOD MEASURES
In the spring of 1996, the ITS JPO established a set of ITS program goal areas directly related to the ITS strategic plan.42 The goal areas include improving traveler safety, improving traveler mobility, improving system efficiency, increasing the productivity of transportation providers, and conserving energy while protecting the environment. The JPO also identified several measures of effectiveness to evaluate the performance of ITS services in each goal area. The measures are known as the "Few Good Measures" and are intended to enable project managers to gauge the effects and impacts of ITS. The following is an overview of the various measures of effectiveness within each goal area.
Safety
An explicit objective of the transportation system is to provide a safe environment for travel while continuing to strive to improve the performance of the system. Although undesirable, crashes and fatalities are an inevitable occurrence. Several ITS services aim to minimize the risk of crash occurrence. This goal area focuses on reducing the number of crashes, and lessening the probability of a fatality should a crash occur. Typical measures of effectiveness used to quantify safety performance include the overall crash rate, fatality crash rate, and injury crash rate. Surrogate measures are also used, including vehicle speeds, speed variability, or changes in the number of violations of traffic safety laws.
Mobility
Improving mobility by reducing delay and travel time is a major goal of many ITS components. Measures of effectiveness typically used to evaluate mobility include the amount of delay time and the variability in travel time.
Delay can be measured in many different ways depending on the type of transportation system being analyzed. Delay of a system is typically measured in seconds or minutes of delay per vehicle. Also, delay for users of the system may be measured in person-hours. Delay for freight shipments could be measured in time past scheduled arrival time of the shipment. Delay can also be measured by observing the number of stops experienced by drivers before and after a project is deployed or implemented.
Travel time variability indicates the variability in overall travel time from an origin to a destination in the system, including any modal transfers or en-route stops. This measure of effectiveness can be readily applied to intermodal freight (goods) movement as well as personal travel. Reducing the variability of travel time improves the reliability of arrival time estimates that travelers or companies use to make planning and scheduling decisions. By improving operations, improving incident response, and providing information on delays, ITS services can reduce the variability of travel time in transportation networks. For example, traveler information products can be used in trip planning to help re-route commercial drivers around congested areas resulting in less variability in travel time.
Capacity/Throughput
Many ITS components seek to optimize the efficiency of existing facilities and use of rights-of-way so that mobility and commerce needs can be met while reducing the need to construct or expand facilities. This is accomplished by increasing the effective capacity of the transportation system. Effective capacity is the "maximum potential rate at which persons or vehicles may traverse a link, node, or network under a representative composite of roadway conditions," including "weather, incidents, and variation in traffic demand patterns." 43 Capacity, as defined by the Highway Capacity Manual, is the "maximum hourly rate at which persons or vehicles can reasonably be expected to traverse a given point or uniform section of a lane or roadway during a given time period under prevailing roadway, traffic, and control conditions." 44 The major difference between effective capacity and capacity is that capacity is generally measured under typical conditions for the facility, such as good weather and pavement conditions, with no incidents affecting the system, while effective capacity can vary depending upon these conditions and the use of management and operational strategies. Throughput is defined as the number of persons, goods, or vehicles traversing a roadway section or network per unit time. Increases in throughput are sometimes realizations of increases in effective capacity. Under certain conditions, it may reflect the maximum number of travelers that can be accommodated by a transportation system. Throughput is more easily measured than effective capacity and therefore can be used as a surrogate measure when analyzing the performance of an ITS project.
Customer Satisfaction
Given that many ITS projects and programs were specifically developed to serve the public, it is important to ensure that traveler expectations are being met or surpassed. Customer satisfaction measures characterize the difference between users' expectations and experiences in relation to a service or product. The central question in a customer satisfaction evaluation is, "Does the product deliver sufficient value (or benefits) in exchange for the customer's investment, whether the investment is measured in money or time?" Typical results reported in evaluating the impacts of customer satisfaction with a product or service include product awareness, expectations of product benefit(s), product use, response (decision-making or behavior change), realization of benefits, and assessment of value. Although satisfaction is difficult to measure directly, measures related to satisfaction can be observed, including amount of travel in various modes, mode choices, and the quality of service as well as the volume of complaints and/or compliments received by the service provider.
In addition to user or customer satisfaction, it is necessary to evaluate the satisfaction of the transportation system provider or manager. For example, many ITS projects are implemented to better coordinate between various stakeholders in the transportation arena. In such projects, it is important to measure the satisfaction of the transportation provider to ensure the best use of limited funding. One way to measure the performance of such a project is to survey transportation providers before and after a project has been implemented to see if coordination was improved. It may also be possible to bring together providers from each of the stakeholder groups to evaluate their satisfaction with the system before and after the implementation of an ITS project.
Productivity
ITS implementations can reduce operating costs and allow productivity improvements. Some applications may save time in completing business or regulatory processes, enabling businesses to increase their economic efficiency. For public agencies, ITS alternatives for transportation improvements may have lower acquisition costs and life cycle costs when compared to traditional transportation improvements. Other ITS applications enable the collection and synthesis of data that can translate into cost savings and performance improvements. Operational efficiencies and cost savings made possible by ITS implementation can help both public and private entities make the most productive use of their resources. The measure of effectiveness for this goal area is cost savings as a result of implementing ITS.
Energy and Environment
The air quality and energy impacts of ITS services are very important considerations, particularly for nonattainment areas. In most cases, environmental benefits can only be estimated by the use of analysis and simulation. The problems related to regional measurement include the small impact of individual projects and large numbers of exogenous variables including weather, contributions from non-mobile sources, air pollution drifting into an area from other regions, as well as the time-evolving nature of ozone pollution. Small-scale studies generally show positive impacts on the environment. These impacts result from smoother and more efficient flows in the transportation system. However, environmental impacts of travelers reacting to large-scale deployment in the long term are not well understood.
Decreases in emission levels and energy consumption have been identified as measures of effectiveness for this goal area. Specific measures of effectiveness for emission levels and fuel use include:
- Emission levels (kilograms or tons of pollutants including carbon monoxide (CO), oxides of nitrogen (NOx), hydrocarbons (HC), and volatile organic compounds)
- Fuel use (liters or gallons)
- Fuel economy (km/L or miles/gal)
1.4 REPORT ORGANIZATION
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This report follows a taxonomy for reporting ITS benefits and costs data. The ITS taxonomy used in this report groups benefits and costs data into two major components: Intelligent Infrastructure and Intelligent Vehicles. These components are then divided into program areas and specific ITS application areas. Figures 1.4.1 through 1.4.3 present an overview of this taxonomy. Subsequent sections of this report provide additional detail within each segment of the taxonomy. Intelligent Transportation Systems 
The taxonomy cannot represent all aspects of ITS. For example, many of the program areas can be dependent on or heavily influenced by other areas. This dependency is not well shown in the taxonomy. Also note that many ITS program areas share information and operate in a cooperative manner which is difficult to capture in this format. For example, traveler information systems, especially those regional or multimodal in nature, must rely on surveillance data collected by other ITS applications such as freeway, arterial, and transit management systems. In addition, in-vehicle driver assistance systems, such as navigation, can be augmented by a cooperative infrastructure to provide routing and/or travel time information to vehicle systems. Within this report, in cases of integrated deployment of more than one application, system cost and impact data appear under the program area that the implementation most directly supports. Sections 2 and 3 begin with a brief description of the ITS taxonomy components, Intelligent Infrastructure and Intelligent Vehicles, respectively. Subsequent subsections within these two sections include a brief description of each program area and specific ITS application area. The benefits and costs data are presented in tabular format based on the taxonomy structure for each program area. Within these tables, impact information is presented by goal area (e.g., safety, mobility, etc.) followed by a listing of relevant unit cost elements (refer to Appendix A) and concluding with available examples of system cost data. 
Figure 1.4.4 is an excerpt of Table 2.1.1 discussing the benefits and costs of arterial management systems; this portion presents the benefits and costs of adaptive signal control. Several pieces of information are provided in the benefits portion of the data table in each section of this report. The "Goal Area," one of the "Few Good Measures" discussed earlier in Section 1.3, is followed by the "Number of Studies" in the database identifying impacts within that goal area for a given application of ITS. The "Impact" rating in the third column represents an assessment of the application's impact on the performance goal area, considering the collection of reports in the database (a more complete discussion is provided in Table 1.0.1). Impact ratings fall into one of the six categories defined in the Impact Legend to the left, which is also repeated in each subsection within Sections 2 and 3 of this report. Example impacts for each application are included in the final column of the table, drawn from representative studies within the database. 
The costs portion of the data tables in each section includes a listing of relevant unit cost subsystems for the application. The icon to the left identifies applicable subsystems in the ITS Unit Costs Database for the given application area, which can be used to refer to unit cost information in Appendix A. The Unit Costs Database is regularly updated, with the most recent data available at www.benefitcost.its.dot.gov. 
Sample system cost information, along with a brief description of the implemented system, follows the unit cost information in each data table and is identified by the icon to the left. The purpose of presenting system cost information is to give the reader an example of systems that have been deployed along with the costs of each particular implementation. The reader is reminded that the costs represented are taken from the source documents and have not been adjusted to reflect 2003 dollars. The parenthetical date following the system cost information represents the year the cost data are based on, when known. A summary of the data presented in this report is provided in Section 4. A list of references and endnotes follows Section 4. Appendix A contains the ITS Unit Costs Database in table format, as of 30 September 2002. Appendix B contains a listing of acronyms used throughout the report. |
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2.0 BENEFITS AND COSTS OF THE INTELLIGENT INFRASTRUCTURE
The Intelligent Infrastructure consists of a wide variety of applications intended to improve the safety and mobility of the traveling public, while enabling organizations responsible for providing transportation facilities and services to do so more efficiently. Sections 2.1 to 2.13 of this report will discuss specific applications within the 13 program areas that make up the Intelligent Infrastructure listed in Figure 2.0. ITS can be deployed to improve the operation of freeways, arterials, and transit systems. Several applications can support critical transportation functions during emergency situations. Other applications facilitate convenient payment for highway tolls and transit fares. Traveler information programs synthesize information collected by ITS and disseminate it to travelers for their benefit in making travel decisions. Information management programs help transportation organizations manage and analyze the flow of data from deployed ITS and use it to improve transportation operations. Crash prevention and safety applications provide a variety of countermeasures, often location-specific, to address transportation safety concerns. Road weather management implementations improve the ability of the highway transportation system to react to adverse weather conditions. Several applications can improve the daily operation and continuing maintenance of the highway system. ITS for commercial vehicle operations (ITS/CVO) and intermodal freight applications help facilitate the smooth and safe flow of freight throughout the country and at our borders. Several metropolitan areas are implementing ITS services that are very highly integrated. Integration is accomplished by creating a number of interfaces or "links" between components, systems, services, or program areas. These links are used to share operational information and allow better use of infrastructure across jurisdictional boundaries. One example is sharing arterial traffic condition information originating from a traffic signal system with a freeway management system, allowing the freeway management system to provide expected travel times on alternate routes during congested periods. There are numerous other ways of integrating various implementations of ITS to achieve benefits greater than those of the individual system. The online Benefits Database contains a section presenting the evaluation reports that discuss integrated systems. For a more complete understanding of the integration of ITS components, consult the following documents:
These documents are electronically available on the FHWA electronic document library at www.its.dot.gov/itsweb/welcome.htm. The JPO-sponsored deployment tracking website, itsdeployment.ed.ornl.gov, contains updated information on ITS deployment in the United States. |
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2.1 ARTERIAL MANAGEMENT SYSTEMS
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Arterial management systems manage traffic along arterial roadways, employing traffic detectors, traffic signals, and various means of communicating information to travelers. These systems make use of information collected by traffic surveillance devices to smooth the flow of traffic along travel corridors. They also disseminate important information about travel conditions to travelers via technologies such as dynamic message signs (DMS) or highway advisory radio (HAR). 
Figure 2.1.1, showing a portion of the ITS taxonomy, 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. Traffic signal control systems address a number of objectives, primarily improving traffic flow and safety. Transit signal priority systems can ease the travel of buses or light-rail vehicles traveling arterial corridors and improve on-time performance. Signal preemption for emergency vehicles enhances the safety of emergency responders, reducing the likelihood of crashes while improving response times. Adaptive signal control systems coordinate control of traffic signals across metropolitan areas, adjusting the lengths of signal phases based on prevailing traffic conditions. Advanced signal systems include coordinated signal operations across neighboring jurisdictions, as well as centralized control of traffic signals which may include some necessary technologies for the later development of adaptive signal control. Pedestrian detectors, specialized signal heads, and bicycle-actuated signals can improve the safety of all road users at signalized intersections. Arterial management systems with unique operating schemes can also smooth traffic flow during special events. A variety of techniques are available to manage the travel lanes available on arterial roadways, and ITS applications can support many of these strategies. Examples include dynamic posting of high-occupancy vehicle (HOV) restrictions and the use of reversible flow lanes allowing more lanes of travel in the peak direction of travel during rush hours. Parking management systems, most commonly deployed in urban centers or at modal transfer points such as airports, monitor the availability of parking and disseminate the information to drivers, reducing traveler frustration and congestion associated with searching for parking. Organizations operating ITS can share information collected by detectors associated with arterial management systems with road users through technologies within the arterial network, such as dynamic message signs or highway advisory radio. Arterial management systems may also include automated enforcement programs that increase compliance with speed limits, traffic signals, or other traffic control devices. Sharing information with other components of the ITS infrastructure can also have a positive impact on the operation of the transportation system. Examples include coordinating operations with a freeway management system, or providing arterial information to a traveler information system covering multiple roadway and public transit facilities.
For a summary of arterial management systems deployments across the U.S., refer to www.itsdeployment.its.dot.gov. Table 2.1.1 provides information on the benefits and costs of arterial management systems. Information provided on the impacts of these systems is indicated using the symbols in the Impact Legend at the bottom corner of each page. |
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TABLE 2.1.1
BENEFITS AND COSTS OF ARTERIAL MANAGEMENT SYSTEMS
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2.2 FREEWAY MANAGEMENT SYSTEMS
There are six major ITS functions that make up freeway management systems, as shown in Figure 2.2.1. Traffic surveillance systems use detectors and video equipment to support the most advanced freeway management applications. Traffic control measures on freeway entrance ramps, such as ramp meters, can use sensor data to optimize freeway travel speeds and ramp meter wait times. Lane management applications can address the effective capacity of freeways and promote the use of high-occupancy commute modes. Special event transportation management systems can help control the impact of congestion at stadiums or convention centers. In areas with frequent events, large changeable destination signs or other lane control equipment can be installed. In areas with occasional or one-time events, portable equipment can help smooth traffic flow. Advanced communications have improved the dissemination of information to the traveling public. Motorists are now able to receive relevant information on locationspecific traffic conditions in a number of ways, including dynamic message signs, highway advisory radio, in-vehicle signing, or specialized information transmitted only to a specific set of vehicles. Other methods of providing traveler information, including those covering multiple modes or travel corridors, are discussed in Section 2.7 - Traveler Information. In the application area of automated enforcement, enforcement of speed limits and aggressive driving laws can lead to safety benefits.
For a summary of freeway management systems deployments across the U.S., refer to www.itsdeployment.its.dot.gov. Table 2.2.1 provides information on the benefits and costs of freeway management systems. Information provided on the impacts of these systems is indicated using the symbols in the Impact Legend at the bottom corner of each page.
TABLE 2.2.1
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| Traffic Surveillance | ||
|---|---|---|
| Benefits | ||
| Supporting role, no benefits information. | ||
| Costs | ||
 Unit Costs Database |
Roadside Telecommunications subsystem Roadside Detection subsystem Transportation Management Center subsystem |
See Appendix A |
 System Cost |
The TRANSCOM's System for Managing Incidents and Traffic (TRANSMIT) system operating in New Jersey and New York utilizes electronic toll collection and traffic management equipment compatible with the E-ZPass System for traffic surveillance and incident detection. The system consists of a central computer and communications system and approximately 22 roadside detection stations. 68 | Capital costs: $975,200 (1996) Annual O&M costs: $300,680 (1996) |
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2.3 TRANSIT MANAGEMENT SYSTEMS
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Transit ITS services include a number of ITS applications that can help transit agencies increase safety and improve the operational efficiency of the nation's transit systems. Advanced software and communications enable data as well as voice to be transferred between transit management centers and transit vehicles for increased safety and security, improved transit demand management, and more efficient fleet operations. Transit management centers in several cities now monitor in-vehicle and in-terminal surveillance systems to improve quality of service and improve the safety and security of passengers and operators. 
Transit demand management services increase public access to transit resources where coverage is limited. Fleet management systems improve transit reliability through implementation of automated vehicle location (AVL) and computer-aided dispatch (CAD) systems which can reduce passenger wait times. These systems have sometimes been implemented with in-vehicle self-diagnostic equipment to automatically alert maintenance personnel of potential problems. Overall, the dissemination of transit information has improved. Passengers can use a wide variety of communication devices to confirm scheduling information, improve transfer coordination, and reduce wait times. Figure 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, also provide significant benefits to transit operations. For a summary of transit management systems deployments across the U.S., refer to www.itsdeployment.its.dot.gov. Table 2.3.1 provides information on the benefits and costs of transit management systems. Information provided on the impacts of these is indicated using the symbols in the Impact Legend at the bottom corner of each page.
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TABLE 2.3.1
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| Safety & Security: In-Vehicle Surveillance | |||
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| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
 Customer Satisfaction |
1 | ? | The Ann Arbor, Michigan, transit onboard camera systems were often noticed by passengers, but the system only provided a significant feeling of additional security when respondents were traveling at night. 76 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Transit Management Center subsystem Transit Vehicle On-Board subsystem |
See Appendix A |
System Cost |
The Pinellas Suncoast Transit Authority operating in Clearwater and St. Petersburg, Florida, has equipped 16 of its buses with five cameras and one microphone each for recording of video and audio activity onboard the bus. The transit agency plans to use a $1.1 million grant to equip 100 more buses. 77 | Cost per bus:$9,700 (2001) |
| Safety & Security: Facility Surveillance | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Customer Satisfaction |
1 | ? | When respondents in Ann Arbor, Michigan, rated the degree to which improvements increased their sense of security, police presence showed the greatest influence, followed closely by increased lighting. Emergency phones and video cameras had less influence. 76 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Transit Management Center subsystem Transit Vehicle On-Board subsystem Remote Location subsystem |
See Appendix A |
System Cost |
No data to report. | |
| Transit Demand Management: Dynamic Routing/Scheduling | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
 Mobility |
1 | ? | In Eindhoven, The Netherlands, onboard computers recorded daily transit performance. This information was used to plan minimum transit route times, and increase schedule reliability. 78 |
 Productivity |
4 | + | In San Jose, California, the Outreach paratransit program installed AVL on 40 vehicles. The automated scheduling and routing system enabled shared rides to increase from 38% to 55%, allowing the fleet size to decrease from 200 to 130 vehicles. 79 |
Customer Satisfaction |
1 | ? | A paratransit driver in San Jose, California, commented that she was satisfied with the system. In particular, she cited its usefulness in settling driver-passenger disputes concerning on-time performance. 79 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Transit Management Center subsystem Transit Vehicle On-Board subsystem |
See Appendix A |
System Cost |
The cost of demand-responsive operational software and computer-aided dispatching systems varies depending on the transit mode, application, and system functionality. Low-end systems can facilitate scheduling, accounting, and report generation activities. High-end systems generally have more advanced transit demand management features and can automate passenger registration, schedule trips in real time, interface with GIS and AVL systems, and communicate with digital mobile messaging systems. 80 | Cost range: $10,000-$50,000+ per system implementation |
| Transit Demand Management: Service Coordination | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Productivity |
3 | + | Travel dispatch centers in Europe used service coordination systems to decrease paratransit operations costs 2-3%. This compared favorably to the previous 15% annual increase. 51 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Transit Management Center subsystem Transit Vehicle On-Board subsystem |
See Appendix A |
System Cost |
No data to report. | |
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In 1997, the Ann Arbor Transportation Authority, in Ann Arbor, Michigan, began implementing an advanced public
transportation system for its fixed route and paratransit bus operations. The system integrated a number of
applications. For paratransit vehicles, the system facilitated reservations and scheduling. For transit vehicles,
AVL was deployed to track vehicle location using GPS and in-vehicle mobile data terminals. These in-vehicle
terminals were installed to automatically monitor vehicle location, schedule adherence, passenger counts, and engine
performance. If a bus was behind schedule or was developing engine problems, the in-vehicle terminal would
automatically notify the operations center and ask connecting buses to hold for late transfers. Updated
schedules were then made available to passengers via the internet, telephone, or on kiosks at selected bus
stops. To improve safety on each route, onboard camera surveillance systems were also installed. Drivers were
able to activate onboard emergency systems to alert dispatchers of life-threatening situations. The system
enabled dispatchers to quickly alert the authorities and communicate with passengers using an in-vehicle public
address system. The cost of the overall integrated transit management system was about $35,200 per bus for a fleet
of 75 buses. 2.4 INCIDENT MANAGEMENT SYSTEMS
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Incident management systems can reduce the effects of incident-related congestion by decreasing the time to detect incidents, reducing the time for responding vehicles to arrive, and decreasing the time required for traffic to return to normal conditions. The classification of benefit and cost data for incident management systems is summarized in Figure 2.4.1. 
A variety of surveillance and detection technologies can help detect incidents quickly, including inductive loop or acoustic roadway detectors, and camera systems providing frequent still images or full-motion video. Information from wireless enhanced 911 systems, mayday and automated collision notification systems, as well as roadside call boxes can also help incident management system personnel identify incidents quickly. Mobilization and response may include automated vehicle location and computeraided dispatch systems, as well as response routing systems, to help incident response teams arrive swiftly. Motorist assistance patrols, occasionally initiated prior to the emergence of ITS technologies, are now frequently incorporated into traffic management systems. These patrols significantly reduce the time to clear incidents, especially minor ones. Several components of incident management systems help travelers safely negotiate travel around incidents on the roadway and facilitate the rapid and safe clearance of incidents and reopening of travel lanes. In some locations, incident management personnel can directly post incident-related information to roadside traveler information devices such as dynamic message signs or highway advisory radio. On-site, or transportation management center-based personnel can also relay messages to traveler information, freeway management, or arterial management systems, providing incident information to travelers via additional means including 511 systems and traveler information websites. Several technologies are available to speed the investigation of incident scenes and record necessary information for later analysis. Temporary traffic control devices help ensure the safety of incident responders and provide for the safe travel of vehicles around the incident site. It is generally understood that incident management systems are implemented concurrently with freeway management systems, but it is important to keep in mind that arterials can be included in incident management programs as well. Coverage of arterials by incident management programs is increasing, particularly in areas with well-established programs. Table 2.4.1 summarizes much of the data collected for incident management impacts. Incident management programs have shown the potential to reduce the number of accidents and the time required for the detection and clearance of incidents. These programs show significant savings in the cost of congestion and are cost-effective. In addition, the public response to these programs has been very positive.
For a summary of incident management systems deployments across the U.S., refer to www.itsdeployment.its.dot.gov. Table 2.4.1 provides information on the benefits and costs of incident management systems. Information provided on the impacts of these systems is indicated using the symbols in the Impact Legend at the bottom of each page.
TABLE 2.4.1
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| Surveillance & Detection | ||
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| Benefits | ||
| No data to report. | ||
| Costs: (Call Boxes) (Detectors) (Imaging/Video) | ||
Unit Costs Database |
Roadside Telecommunications subsystem Roadside Detection subsystem Transportation Management Center subsystem |
See Appendix A |
System Cost |
The Georgia DOT installed 147 call boxes along a 39-mile rural section of I-185 as part of a pilot project. The total project cost included 147 call boxes, 3 computer systems at the answer center, and 1 computer at the maintenance center. 86 | Total project cost: $911,873 Average cost per call box including construction: $5,590 (1999) Annual O&M breakdown: Maintenance cost for one year: $51,450 (1999) Cellular service cost for one year: $38,808 (1999) |
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2.5 EMERGENCY MANAGEMENT SYSTEMS
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Benefits of emergency management include those derived from improved notification, dispatch, and guidance of emergency responders to the scene of an incident. Figure 2.5.1 shows the current classification of benefits and costs for emergency management systems. These benefits are sometimes highly dependent on the ability of an incident management system to detect the need for emergency management on the transportation network. ITS applications in emergency management cover hazardous materials management, the deployment of emergency medical systems, and large and small-scale emergency response and evacuation operations. Each of these systems can improve public safety by decreasing response times and increasing the operational efficiency of safety professionals during emergency situations, such as hurricane evacuations. 
Across the U.S., federal, state, and local governments are working to support first responders, secure our borders, and improve technology for national security. As these programs come to fruition, improved information will become available on the benefits of ITS for emergency management activities. Advanced automated collision notification (ACN) and telemedicine address the detection of and response to incidents such as vehicle accidents or other accidents requiring emergency responders. In rural areas, response time for emergency medical services is greater than in metropolitan areas, resulting in more severe consequences or impacts. Advanced automated collision notification systems can notify emergency personnel and provide them with valuable information on the crash, including location, crash characteristics, and possibly relevant medical information regarding the vehicle occupants. Telemedicine systems provide a link between responding ambulances and nearby emergency medical facilities, enabling doctors to advise emergency medical personnel regarding treatment of patients en route to the hospital. Evacuation operations often require a coordinated emergency response involvingm multiple agencies, various emergency centers, and numerous response plans. Response management may include the tracking of emergency vehicle fleets using automated vehicle location (AVL) technology and two-way communications between emergency vehicles and dispatchers. Integration with traffic and transit management systems enables emergency information to be shared between public and private agencies and the traveling public.
For a summary of emergency management systems deployments across the U.S., refer to www.itsdeployment.its.dot.gov. Table 2.5.1 provides information on the benefits and costs of emergency management systems. Information provided on the impacts of these systems is indicated using the symbols in the Impact Legend at the bottom corner of each page.
TABLE 2.5.1
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| Hazardous Materials Management | ||
|---|---|---|
| Benefits | ||
| No data to report. | ||
| Costs | ||
Unit Costs Database |
Emergency Response Center subsystem Emergency Vehicle On-board subsystem |
See Appendix A |
System Cost |
No data to report. | |
| Emergency Medical Services: Advanced ACN | ||
|---|---|---|
| Benefits | ||
| No data to report. | ||
| Costs | ||
Unit Costs Database |
Emergency Response Center subsystem Emergency Vehicle On-Board subsystem Vehicle On-Board subsystem |
See Appendix A |
System Cost |
No data to report. | |
| Emergency Medical Services: Telemedicine | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Customer Satisfaction |
1 | +/- | The LifeLink project in San Antonio, Texas, enabled emergency room doctors to communicate with emergency medical technicians (EMTs) using 2-way video, audio, and data communications. EMTs and doctors had mixed opinions about the system; however, it was expected that this technology would have more positive impacts in rural areas. 19 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Roadside Telecommunications subsystem Emergency Response Center subsystem Emergency Vehicle On-Board subsystem |
See Appendix A |
System Cost |
The LifeLink project (San Antonio, Texas) was deployed to provide improved emergency services. The system supports voice and video teleconferencing between University Hospital and 10 of the ambulances in the San Antonio Fire Department. Much of the cost of the project is attributed to research and development. 19 | Project cost: $3.25 million (1998) Annual O&M cost: $25,325 (1998) |
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2.6 ELECTRONIC PAYMENT SYSTEMS
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Electronic payment systems employ various communication and electronic technologies to facilitate commerce between travelers and transportation agencies. Figure 2.6.1 outlines the most common systems deployed. 
Electronic toll collection (ETC) supports the collection of payment at toll plazas using automated systems to increase the operational efficiency and convenience of toll collection. ETC is one of the most successful ITS applications with numerous benefits related to delay reductions, improved throughput, and reduced fuel consumption and vehicle emissions at toll plazas. Studies have also documented increases in crashes at toll plazas with ETC, likely due to driver uncertainty regarding plaza configuration and speed variability between vehicles with and without ETC transponders. The most advanced ETC technologies can identify and process vehicles traveling at high speeds. This enables cars to travel on the mainline without having to slow down and negotiate tollbooths. 
Transit fare payment systems can provide increased convenience to customers and generate significant cost savings to transportation agencies by increasing the efficiency of money-handling processes and improving administrative controls. Multi-use payment systems can make transit payment more convenient. Payment for bus, rail, and other public or private sector goods and services can be made simply by passing a smart-card-sized device over an automated transaction point located at terminal gates, or at check-out counters and phone booths of participating merchants located near transit stations. Multi-use systems may also incorporate the ability to pay highway tolls with the same card. Additional performance data on these systems should become available as these systems are deployed. For a summary of electronic payment systems deployments across the U.S., refer to www.itsdeployment.its.dot.gov.
Table 2.6.1 provides information on the benefits and costs of electronic payment systems. Information provided on the impacts of these systems is indicated using the symbols in the Impact Legend at the bottom corner of each page.
TABLE 2.6.1
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| Toll Collection | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
 Safety |
2 | - | In Florida, driver uncertainty about congestion at Express Pass (E-PASS) toll stations contributed to a 48% increase in accidents. 89 |
Mobility |
4 | ++ | Implementation of the E-ZPass system by the New Jersey Turnpike Authority (NJTA) reduced delay for all vehicles at toll plazas by 85%. 90 |
 Capacity/ Throughput |
1 | + | A study of ETC on the Tappan Zee Bridge in New York City showed an ETC lane could process 1,000 vehicles/hour (vph), while a manual lane could handle only 400 - 450 vph. 91 |
Customer Satisfaction |
1 | ? | 20% of travelers on two bridges in Lee County, Florida, adjusted their departure times as a result of value pricing and electronic tolls. 92 |
Productivity |
3 | + | Based on changes in traffic conditions after deployment of E-ZPass, passenger cars on the New Jersey turnpike saved an estimated $19 million in delay costs and $1.5 million in fuel costs each year. 90 |
 Energy/ Environment |
4 | +/- | Model calculations of emissions using the EPA Mobile-5a model and traffic field data indicated ETC decreased CO by 7.3%, decreased hydrocarbons by 7.2%, and increased NOx by 33.8% at the Holland East Toll Plaza in Florida. NOx increased as a result of higher engine speeds. 93 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Toll Plaza subsystem Toll Administration subsystem |
See Appendix A |
System Cost |
The cost for the Oklahoma Turnpike Authority to operate an electronic toll collection lane is approximately 91% less than to staff and operate a traditional toll lane. 94 | Annual O&M cost: $16,000 per lane |
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2.7 TRAVELER INFORMATION
Providing traveler information on several modes of travel can be beneficial to both the traveler and service providers. Several transit agencies have started using traveler information websites to provide schedules, expected arrival times, expected trip times, and route planning services to patrons. See www.transitweb.its.dot.gov for a listing of, and access to, such sites. Also, many state DOT and local transportation agencies are providing current traffic conditions and expected travel times using similar approaches. Ongoing implementations of the designated 511 telephone number will improve access to traveler information. Each of these services allows users to make a more informed decision for trip departures, routes, and mode of travel, especially in bad weather. They have been shown to increase transit usage, and may help to reduce congestion when travelers choose to defer or postpone trips, or to select alternate routes. Information on impacts and costs of traveler information systems are separated into those which provide pre-trip information, and those that provide en route information, as shown in Figure 2.7.1. Note that the traveler information programs discussed in this section of the report, and documented in the corresponding portions of the database, are generally regional, and occasionally multimodal in nature. Roadside or transit facility-based traveler information components such as DMS, HAR, and in-terminal displays are most often deployed, operated, and controlled by arterial, freeway, transit, or incident management systems. Earlier sections of this report discuss evaluations of these information dissemination technologies. Evaluation of implemented traveler information systems reveals that the systems are well-received by those who make use of them. The number of travelers using the information generally represents a small portion of the total travelers in a region. Consequently, the evaluated systems have little, if any, impact on travel times across the regional transportation network. Nevertheless, individual users of the systems do perceive significant benefit from them and are generally satisfied with the service. Tourism and event-related travel information focuses on the needs of travelers in areas unfamiliar to them or when traveling to events such as sporting activities or concerts. These services address issues of mobility and traveler convenience. Many of the tourism-related services are in the planning and development stages and few data regarding benefits for these services are available. Several national parks are currently leading operational tests or are examining the possible impacts of these services. Information services could include electronic yellow pages, transit, and parking availability. The systems may also include mobility services such as pre-trip route selection or en route navigation.
For a summary of traveler information deployments across the U.S., refer to www.itsdeployment.its.dot.gov. Table 2.7.1 provides information on the benefits and costs of traveler information systems. Information provided on the impacts of these systems is indicated using the symbols in the Impact Legend at the bottom corner of each page. |
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TABLE 2.7.1
BENEFITS AND COSTS OF TRAVELER INFORMATION
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2.8 INFORMATION MANAGEMENT
Data collected by ITS applications can be used to evaluate the historical performance of a transportation system using a variety of performance measures. In addition to supporting operational improvements, data collected by means of information management systems can assist in transportation planning, research, and safety management activities. The National ITS Program Plan released by the U.S. DOT in August 2000 has described the function of ITS data archiving as addressing "the collection, storage, and distribution of ITS data for transportation planning, administration, policy, operation, safety analyses, and research." The 1999 addition of the Archived Data User Service (ADUS) to the National ITS Architecture and subsequent program of federal activities to increase awareness of and professional capacity to implement Archived Data Management Systems (ADMS) underscores the value of retaining and analyzing data collected by ITS. Figure 2.8.1 shows how data archiving applications fit into the ITS taxonomy. Operating agencies around the U.S. are in various stages of planning, implementing, and operating archived data management systems. As the performance of these systems is evaluated, examples of their effectiveness will become available.
For a summary of deployments of ADUS and ADMS across the U.S., refer to www.itsdeployment.its.dot.gov. Table 2.8.1 provides available information on the costs of information management systems.
TABLE 2.8.1
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| Data Archiving | ||
|---|---|---|
| Benefits | ||
| No data to report. | ||
| Costs | ||
Unit Costs Database |
No data to report. | |
System Cost |
The total cost of the Nevada DOT Freeway and Arterial System of Transportation (FAST) central system software design and development is approximately $4.225 million. The software will provide a fully automated freeway management system, plus the capability to receive, collect, archive, summarize, and distribute data generated by FAST. Of the $4.225 million, the cost to develop the design for the implementation of the Archived Data User Service (ADUS) for FAST was approximately $225,000. This cost included needs assessment, update of functional requirements, update of the regional architecture for the Las Vegas area, and system design. 11 | Software design and development cost: $4.225 million (2001) ADUS design cost: $225,000 (2001) |
2.9 CRASH PREVENTION & SAFETY
Information from crash prevention and safety applications can be used to implement roadway control strategies. A major goal of the ITS program is to improve safety and reduce risk for road users, including pedestrians, cyclists, operators, and occupants of all vehicles who must travel along a given roadway. Figure 2.9.1 depicts the current classification for collecting crash prevention and safety systems benefits and costs information. Road geometry warning systems warn drivers, typically those in commercial trucks and other heavy vehicles, of potentially dangerous conditions which may cause rollovers or other crashes on ramps, curves, or downgrades. Highway-rail crossing systems can reduce the potential for catastrophic accidents involving school buses or hazardous materials. Over the last few years, the number of accidents occurring at highway-rail intersections has decreased; however, the goal of the Highway-Rail Intersection (HRI) User Service in the National Architecture is to further improve safety at these crossings, and improve coordination between rail operations and traffic management functions. Intersection detection systems can reduce approach speeds at rural intersections by advising drivers of the presence and direction of approaching traffic. Pedestrian safety systems can help protect pedestrians by automatically activating in-pavement lighting to alert drivers as pedestrians enter crosswalks. Bicycle warning systems can notify drivers when a cyclist is in an upcoming stretch of roadway to improve safety on narrow bridges and tunnels. Animal warning systems have been deployed in Europe and are still being tested in the United States. These systems typically use radar to detect large animals approaching the roadway, and then alert drivers by activating flashers on warning signs located upstream of high-frequency crossing areas.
Table 2.9.1 provides information on the benefits and costs of crash prevention and safety systems. Information provided on the impacts of these systems is indicated using the symbols in the Impact Legend at the bottom corner of each page.
TABLE 2.9.1
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| Road Geometry Warning Systems: Ramp Rollover Warning | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Mobility |
3 | + | Ramp rollover warning systems were installed at three exit ramps on the Capital Beltway around Washington, DC. Two of the systems used sensor and weigh-in-motion scales to determine vehicle speed and weight classification, and one system only used vehicle speed measurements to calculate the probability of a truck rolling over. If a truck was in danger, a roadside warning sign was activated. 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. 25 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Roadside Detection subsystem Roadside Information subsystem Roadside Telecommunications subsystem |
See Appendix A |
System Cost |
As mentioned in the benefits example above, three automatic ramp rollover warning systems have been deployed around the Washington, DC, Capital Beltway. The costs of this system consist of software, construction, calibration, commissioning, testing, and design. 103 | Single lane ramp cost: $166,462 (1994) Dual lane ramp cost: $268,507 (1994) |
| Road Geometry Warning Systems: Curve Speed Warning | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Safety |
1 | ? | An advanced curve warning system was installed on five curves along I-5 in a mountainous portion of rural northern California. A before-and-after evaluation at two sites showed a significant reduction in truck speeds on downgrades greater than 5%. 104 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Roadside Detection subsystem Roadside Information subsystem Roadside Telecommunications subsystem |
See Appendix A |
System Cost |
No data to report. | |
| Road Geometry Warning Systems: Downhill Speed Warning | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Safety |
3 | + | A dynamic truck downhill speed warning system installed on I-70 in Colorado decreased truck accidents 13% and reduced the use of runway ramps 24%. 25 |
Customer Satisfaction |
1 | ? | A small-scale study of truck drivers who experienced the dynamic truck downhill speed warning system in Colorado indicated that most drivers thought it was helpful. 105 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Roadside Detection subsystem Roadside Information subsystem Roadside Telecommunications subsystem |
See Appendix A |
System Cost |
A truck speed warning system was deployed on a downgrade curve along I-70 in Glenwood Canyon, Colorado. If a truck is detected (via radar) exceeding the posted speed, then the truck's speed is posted on a dynamic message sign. The system cost range is the estimated cost for a single site. 18 | System cost: $25,000-$30,000(1996) |
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2.10 ROADWAY OPERATIONS & MAINTENANCE
Operating and maintaining transportation systems is costly. Many state DOTs are implementing ITS to better manage roadway maintenance efforts and to enhance safety on the transportation system. ITS applications in operations and maintenance focus on integrated management of maintenance fleets, specialized service vehicles, hazardous road conditions remediation, and work zone mobility and safety. Systems and processes are required to monitor, analyze, and disseminate roadway/infrastructure data for operational, maintenance, and managerial uses. ITS can help secure the safety of workers and travelers in a work zone while facilitating traffic flow through and around the construction area. Figure 2.10.1 summarizes the classification scheme for collecting benefits and cost information for roadway operation and maintenance. Information dissemination technologies can be deployed temporarily, or the existing systems can be updated periodically to provide information on work zones or other highway maintenance activities. Several applications help state DOTs with asset management, including fleet tracking applications, as well as automated data collection applications for monitoring the condition of highway infrastructure. Applications in work zones include the temporary implementation of traffic management or incident management capabilities. These temporary systems can be stand-alone implementations, or they may supplement existing systems in the area during construction. Other applications for managing work zones include measures to control vehicle speeds and notify travelers of changes in lane configurations or travel times and delays through the work zones.
Winter weather maintenance applications fall under Road Weather Management, discussed in Section 2.11. Table 2.10.1 provides information on the benefits and costs of ITS applications in roadway operations and maintenance. Information provided on the impacts of these systems is indicated using the symbols in the Impact Legend at the bottom corner of each page. |
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TABLE 2.10.1
BENEFITS AND COSTS OF ROADWAY OPERATIONS & MAINTENANCE
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2.11 ROAD WEATHER MANAGEMENT
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Adverse weather conditions pose a significant threat to the infrastructure and operation of our nation's roads. The Road Weather Management Program was created to coordinate several weather-related activities in the Federal Highway Administration. The program focuses on development of improved road weather information systems (RWIS), development of improved winter maintenance technologies, and coordination of operations within and between state DOTs. Figure 2.11.1 depicts the classification of benefit and cost data associated with Road Weather Management. Table 2.11.1 provides information on the benefits and costs of road weather management systems. Information provided on the impacts of these systems is indicated using the symbols in the Impact Legend at the bottom corner of each page.
TABLE 2.11.1
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| Surveillance, Monitoring, & Prediction Benefits | ||
|---|---|---|
| Benefits | ||
| No data to report. | ||
| Costs: (Road Surface) | ||
Unit Costs Database |
Roadside Detection subsystem Transportation Management subsystem Roadside Telecommunications subsystem |
See Appendix A |
System Cost |
Texas DOT implemented a Road Weather Information System (RWIS) in Abilene, Texas. The RWIS includes roadside surface and atmospheric sensors, remote processing units, and a central processing unit with road weather software. The annual O&M cost is based on the average maintenance contract per roadside (remote) site. One central unit can support multiple remote sensing sites. 111 | System cost: $42,000 (1997) Annual O&M cost: $5,460 per remote site (1997) |
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2.12 COMMERCIAL VEHICLE OPERATIONS
ITS applications for commercial vehicle operations are designed to enhance communication between motor carriers and regulatory agencies, particularly during interstate freight movements. ITS can aid both carriers and agencies in reducing operating expenses through increased efficiency, and assist in ensuring the safety of motor carriers operating on the nation's roadways. Carriers will move quickly to equip their own fleets with systems that will improve efficiency, safety, or other measures that provide them with a competitive advantage. Figure 2.12.1 shows the components of the ITS taxonomy for commercial vehicle operations. Credentials administration applications support administrative functions and provide savings to state and administrative agencies. Electronic registration and permitting can improve the time required for states to approve permits. Third-party clearinghouses can facilitate the exchange of credentials data between agencies and jurisdictions, and various electronic data exchange methods can facilitate business between agencies and carriers. Several applications are intended to help assure the safety of motor carrier operations. Improved safety information exchange programs assist the safe operation of commercial vehicles, providing inspectors with better access to carrier and vehicle safety information. This allows a greater number of unsafe commercial vehicles and drivers to be removed from the roadway. Recently, the Commercial Vehicle Information Systems and Networks (CVISN) program implemented safety information exchange in a number of prototype states. In addition, automated inspection equipment has been implemented to remotely test commercial trucks for faulty equipment. Authorities are able to investigate a larger portion of potentially unsafe vehicles through more efficient targeting. Electronic screening of commercial vehicles can reduce congestion at inspection stations, improve travel time for commercial vehicles, and help operating companies and regulating agencies reduce costs. In-vehicle transponders can communicate with weigh stations and customs checkpoints to pre-screen trucks for safety records, border clearance, and proper credentials. Weigh-in-motion (WIM) scales can be used for more efficient weight screening. These technologies can reduce congestion at inspection stations by allowing safe and legal carriers to bypass weight and safety inspections and return to the mainline without stopping. Several technologies are available to assist motor carriers with their day-to-day operations. AVL/CAD can assist with scheduling and tracking of vehicle loads, on-board monitoring of cargo can alert drivers and carriers of potential unsafe load conditions, and targeted traveler information can help carriers choose alternate departure times, avoid traffic, and arrive on time.
ITS can also be used to ensure the security of motor carriers. Asset tracking can improve the safety and security of drivers and vehicles by installing technologies that can monitor the location and condition of fleet assets (e.g., trailers, cabs, and trucks) in real time. Remote disabling systems can be installed to prevent unauthorized operation and assist in asset recovery. Table 2.12.1 provides information on the benefits and costs of ITS for commercial vehicle operations. Information provided on the impacts of these systems is indicatedm using the symbols in the Impact Legend at the bottom corner of each page.
TABLE 2.12.1
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| Credentials Administration: Electronic Funds | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Customer Satisfaction |
1 | ? | A survey of members of the Maryland Motor Truck Association (MMTA) and the Independent Truckers and Drivers Association (ITDA) indicated the potential value of Electronic Data Interchange (EDI) and the Internet for conducting business with Maryland state agencies rated 1.85 and 2.04 on a scale of one to three. 120 |
Productivity |
1 | ? | A two-year study by the American Trucking Associations Foundation found that the commercial vehicle administrative processes (CVAP) reduced carriers' costs by an estimated 9-18% when electronic data interchange (EDI) was used. 121 |
| Costs | ||
|---|---|---|
Unit Costs Database |
No data to report. | |
System Cost |
No data to report. | |
| Credentials Administration: Electronic Registration/Permits | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Mobility |
2 | + | In Europe, several projects investigated management systems designed to improve the operating efficiency of carriers. Benefits included a 30% reduction in order processing time and fewer processing errors. 51 |
Customer Satisfaction |
2 | ? | In a survey of Maryland Motor Truck Association members, 33% felt electronic registration was valuable, 13% were neutral, and 11% thought it had little or no value; 43% were unable to comment. 120 |
Productivity |
5 | ++ | Three motor carriers surveyed during the CVISN model deployment initiative indicated that electronic credentialing reduced paperwork and saved them 60-75% on credentialing costs. In addition, motor carriers were able to commission new vehicles 60% faster by printing their own credential paperwork and not waiting for conventional mail delivery. 29 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Commercial Vehicle Administration subsystem
Fleet Management Center subsystem |
See Appendix A |
System Cost |
Kentucky and Maryland have implemented end-to-end International Registration Plan (IRP) electronic credentialing systems within their states. The costs to deploy these systems vary with the unique characteristics of each state. A significant impact on cost is whether commercial software is used or special software is developed and if third-party services will be used. 29 | End-to-end IRP cost incurred by the state: $464,802-$935,906 |
| Safety Assurance: Safety Information Exchange | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Safety |
1 | ? | The results of field testing in Connecticut indicate that Inspection Selection Systems (ISS) supplemented with electronic sharing of safety inspection data increased out-of-service order rates by 2%. Modeling efforts estimated that ISS could prevent 84 commercial vehicle accidents per year nationwide. 29 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Commercial Vehicle Administration subsystem Commercial Vehicle Check Station subsystem |
See Appendix A |
System Cost |
Using cost data based on full CVISN deployment of Safety Information Exchange (SIE) systems in Kentucky and Connecticut, an estimate can be calculated for other states. Initial SIE systems include wireless telecommunications, Safety and Fitness Electronic Record (SAFER) Data Mailbox, and Commercial Vehicle Information Exchange Window (CVIEW). System cost assumes a state has 50 mobile enforcement units. 29 | System cost: $650,000 Estimated annual O&M cost: $161,000 |
| Safety Assurance: Automated Inspection | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Customer Satisfaction |
1 | ? | In a survey of truck and motorcoach drivers, participants were asked about the utility of various ITS applications in commercial vehicles. Truck drivers held much less favorable opinions of automated roadside safety inspection than motorcoach drivers. 122 |
Safety |
1 | + | Four states (Georgia, Kentucky, North Carolina, and Tennessee) participated in a year-long test to evaluate the performance of an infrared brake screening system designed to inspect commercial vehicles for brake problems as they enter weigh stations. The percentage of commercial vehicles placed out of service because of brake problems increased by a factor of 2.5 as a result of infrared screening at these stations. 123 |
| Costs | ||
|---|---|---|
Unit Costs Database |
No data to report. | |
System Cost |
No data to report. | |
| Electronic Screening: Safety Screening | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Mobility |
1 | ? | Most truck drivers and CVO inspectors surveyed during the CVISN MDI felt electronic screening saved them time. 29 |
Customer Satisfaction |
1 | +/- | Motor carriers surveyed during the CVISN MDI were concerned with the cost-effectiveness of electronic screening methods and the expansion of state regulation. However, most truck drivers felt that electronic screening saved them time. Inspectors also noted that CVISN saved time and improved the accuracy and speed of data reporting. 29 |
Productivity |
2 | ? | The CVISN MDI analysis considered start-up costs, operating costs, and crash avoidance from better targeted screening over the expected lifetime of the technology. Without considering the cost-saving benefits of crash avoidance from increased motor carrier compliance, the study estimated that electronic screening would have a B/C ratio of 2:1. 29 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Commercial Vehicle Check Station subsystem Commercial Vehicle On-Board subsystem |
See Appendix A |
System Cost |
No data to report. | |
| Electronic Screening: Border Clearance | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Mobility |
3 | + | Simulation models of traffic on the Ambassador Bridge Border Crossing System (ABBCS) showed that electronic border clearance could save equipped trucks 50% of the delay through customs. 124 |
| Costs | ||
|---|---|---|
Unit Costs Database |
No data to report. | |
System Cost |
No data to report. | |
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2.13 INTERMODAL FREIGHT
ITS can facilitate the safe, efficient, secure, and seamless movement of freight. Figure 2.13.1 shows how intermodal freight applications fit into the ITS taxonomy. Freight tracking applications can monitor, detect, and communicate freight status information to ensure containers remain sealed while en route. In addition, asset tracking technologies can monitor the location and identity of containers in realtime. ITS freight terminal processes can improve the efficiency of freight transfers by activating transponder tags to track cargo containers within the terminal as they are processed and sealed for transfer. ITS drayage operations can promote the efficient loading, unloading, sorting, and transfer of cargo by implementing automated systems and robotics to optimize limited dock and port space. At international border crossings, automating revenue transactions and faster, more efficient confirmation of cargo manifest information can reduce delays associated with customs and tax collection processing. In addition, ITS applications that optimize traffic control and coordinate transfers near intermodal ports of entry can help reduce the strain of increased freight movement on the nation's freight highway connector system.
Table 2.13.1 provides information on the benefits and costs of intermodal freight ITS. Information provided on the impacts of these systems is indicated using the symbols in the Impact Legend at the bottom corner of the following pages.
TABLE 2.13.1
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| Freight Tracking | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Customer Satisfaction |
1 | ? | During the Electronic Intermodal Supply Chain Manifest field operational test in Chicago, Illinois, and New York, New York, participants felt access to real-time cargo shipment information over the Internet was beneficial. Manufacturers, carriers, and airports that used the system felt it was easy to use, and were very satisfied with the system's capability of duplicating necessary business functions. The system was expected to improve operational efficiency if more fully deployed. 30 |
| Costs | ||
|---|---|---|
Unit Costs Database |
No data to report. | |
System Cost |
No data to report. | |
| Asset Tracking | ||
|---|---|---|
| Benefits | ||
| No data to report. | ||
| Costs | ||
Unit Costs Database |
Commercial Vehicle On-Board subsystem Fleet Management Center subsystem |
See Appendix A |
System Cost |
A tracking device installed on fleet trailers can integrate GPS technology with the Internet to provide a secure cost-effective method for remote and accurate management of trailers. The self-powered unit has a rechargeable battery pack, a roof-mounted combination GPS and wireless antenna, and a roof- mounted solar panel. 31 | Cost: beginning at $800 per trailer (2000) Monthly service cost: $19 per subscriber with a 3-year contract (2000) |
| Freight Terminal Processes | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Productivity |
1 | ? | An electronic supply chain manifest system implemented biometric and smart-card devices to automate manual paper-based cargo data transfers between manufacturers, carriers, and airports in Chicago, Illinois, and New York, New York. Although participation was limited, the system was expected to improve efficiency. The time required for truckers to accept cargo from manufacturers decreased by about four minutes per shipment, and the time required for airports to accept the deliveries decreased by about three minutes per shipment. 30 |
| Costs | ||
|---|---|---|
Unit Costs Database |
No data to report. | |
System Cost |
No data to report. | |
| International Border Crossing Processes | ||
|---|---|---|
| Benefits | ||
| No data to report. | ||
| Costs | ||
Unit Costs Database |
Commercial Vehicle On-Board subsystem | See Appendix A |
System Cost |
No data to report. | |
3.0 BENEFITS AND COSTS OF INTELLIGENT VEHICLES
Intelligent vehicle applications of ITS use vehicle-mounted sensors and communications devices to assist with the safe operation of vehicles and mitigate the consequences of crashes that do occur. The many intelligent vehicle applications under various levels of development, testing, and deployment fall into three program areas as depicted in Figure 3.0.1. Collision warning systems monitor a vehicle's surroundings and provide warnings to the driver regarding dangerous conditions that may lead to a collision. Driver assistance systems provide information and in some cases assume partial control of the vehicle to assist with the safe operation of the vehicle. With the aim of speeding aid to victims after a crash occurs, collision notification systems alert responders when an accident occurs, with more advanced systems providing additional information on crash characteristics that can aid medical personnel. Sections 3.1 through 3.3 discuss each of these intelligent vehicle application areas in greater detail. |
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3.1 COLLISION WARNING SYSTEMS
To improve the ability of drivers to avoid accidents, collision warning systems continue to be tested and deployed. Intersection collision warning systems are designed to detect and warn drivers of approaching traffic at high-speed intersections. Obstacle detection systems use vehicle-mounted sensors to detect obstructions, such as other vehicles, road debris, or animals, in a vehicle's path and alert the driver. Lane-change warning systems have been deployed to alert bus and truck drivers of vehicles, or other obstructions, in adjacent lanes when the driver prepares to change lanes. Road departure warning systems have been tested using machine vision and other in-vehicle systems to detect and alert drivers of potentially unsafe lane-keeping practices and to keep drowsy drivers from running off the road. In the application area of forward-collision warning systems, microwave radar and machine vision technology help detect and avert vehicle collisions. These systems typically use in-vehicle displays or audible alerts to warn drivers of unsafe following distances. If a driver does not properly apply brakes in a critical situation, some systems automatically assume control and apply the brakes in an attempt to avoid a collision. Rear-impact warning systems also use radar detection to prevent accidents; in this case, a warning sign is activated on the rear of the vehicle to warn tailgating drivers of impending danger. Figure 3.1.1 summarizes the classification of benefits and costs under collision warning systems. While most collision warning systems (CWS) are still in the research, prototype, and testing phases, some (e.g., forward-collision warning and lane control) have begun to emerge in mainstream markets. Cost data are not readily available for collision warning systems in the early development stages or even for those systems in the commercial market. Much of the collision warning system cost data in reports and studies is based on estimates and/or market analysis of the public's willingness to pay for a specific in-vehicle feature. Hence, this section contains few examples of system cost data.
Table 3.1.1 provides information on the benefits and costs of collision warning systems. Information provided on the impacts of these systems is indicated using the symbols in the Impact Legend at the bottom corner of the following pages.
TABLE 3.1.1
|
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| Intersection Collision Warning | ||
|---|---|---|
| Benefits | ||
| No data to report. | ||
| Costs | ||
Unit Costs Database |
Commercial Vehicle On-Board subsystem Vehicle On-Board subsystem |
See Appendix A |
System Cost |
No data to report. | |
| Obstacle Detection | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Safety |
1 | ? | A transport company in St. Nicholas, Quebec, Canada, was able to reduce at-fault accidents by 33.8% in the first year after the installation of a radar-based collision warning system. The system included a forward-looking sensor and a side sensor to warn drivers of obstacles in blind spots. 132 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Commercial Vehicle On-Board subsystem Vehicle On-Board subsystem |
See Appendix A |
System Cost |
The Pittsburgh Port Authority, in Pennsylvania, and Carnegie Mellon University's Robotics Institute have tested a collision avoidance system on 100 buses to warn bus drivers of obstacles in blind spots. The system consists of 12 ultrasonic sensors mounted on the side of the buses and an on-board computer. 133 | Cost: $2,600 (approx.) per vehicle (2001) |
| Lane Change | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Safety |
2 | ? | A study conducted by NHTSA indicated a lane change/ merge crash avoidance system would be effective in 37% of crashes. 32 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Commercial Vehicle On-Board subsystem Vehicle On-Board subsystem |
See Appendix A |
System Cost |
A collision warning system (CWS) which uses radar technology can reduce sideswipes during lane changes and right turns. 33 | Average cost for CWS with forward-looking and side sensor: $2,500 |
| Road Departure Warning | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Safety |
2 | ? | A study conducted by NHTSA indicated a road-departure countermeasure system would be effective in 24% of crashes. 32 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Commercial Vehicle On-Board subsystem Vehicle On-Board subsystem |
See Appendix A |
System Cost |
No data to report. | |
| Forward Collision Warning | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Safety |
3 | ? | A NHTSA modeling study indicated collision warning systems would be effective in 42% of rear-end crash situations where the lead vehicle was decelerating, and effective in 75% of rear-end crashes where the lead vehicle was not moving. Overall, collision warning systems would be 51% effective. 32 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Commercial Vehicle On-Board subsystem Vehicle On-Board subsystem |
See Appendix A |
System Cost |
A Florida-based trucking company has installed a collision warning system (CWS) to reduce the number of rear-end incidents. Adaptive cruise control can be added to further reduce rear-end collisions. 33, 34 | Average cost for CWS with forward-looking and side sensor: $2,500 Adaptive cruise control: $350-$400 (extra) |
| Rear Impact Warning | ||
|---|---|---|
| Benefits | ||
| No data to report. | ||
| Costs | ||
Unit Costs Database |
Commercial Vehicle On-Board subsystem Vehicle On-Board subsystem |
See Appendix A |
System Cost |
No data to report. | |
3.2 DRIVER ASSISTANCE SYSTEMS
Intelligent Transportation Systems that assist driving tasks continue to gain interest in the marketplace. In-vehicle navigation systems with GPS technology may reduce driver error, increase safety, and save time by improving driver decisions in unfamiliar areas. Integrated communication systems that enable drivers and dispatchers to coordinate re-routing decisions on-the-fly can also save time, money, and improve productivity. In-vehicle vision enhancement improves visibility for driving conditions involving reduced sight distance due to night driving, inadequate lighting, fog, drifting snow, or other inclement weather conditions. Intelligent cruise control, speed control, guidance/steering assistance, and coupling/decoupling systems which help transit operators link multiple buses or train cars into trains each assist drivers with routine tasks that weigh on driver workload. Recently, real-time on-board monitoring applications have been developed to track and report cargo condition, driver condition, safety and security, and the mechanical condition of vehicles equipped with in-vehicle diagnostics. In the event of an incident, in-vehicle safety event recorders can act like a "black box" and record vehicle performance data and other input from video cameras or radar sensors to improve the post-processing of accident data. Figure 3.2.1 summarizes the classification of benefits and costs data for driver assistance systems. While some driver assistance systems (e.g., vision enhancement, safety event recorders) are still in the research, prototype, and testing phases, others (e.g., navigation systems, on-board monitoring) have begun to emerge in mainstream markets. Cost data are not readily available for systems in the early development stages or even for those systems in the commercial market. Furthermore, many reports and studies on driver assistance systems contain little or no cost data, or are based on estimates and/or market analysis of the public's willingness to pay for a specific in-vehicle feature. Hence, this section contains few examples of system cost data.
Table 3.2.1 provides information on the benefits and costs of driver assistance systems. Information provided on the impacts of these systems is indicated using the symbols in the Impact Legend at the bottom corner of each page.
TABLE 3.2.1
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Navigation | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Safety |
2 | ? | Safety impacts of in-vehicle navigation systems were estimated using simulation models and field data collected from the TravTek project. Results indicated users could decrease their crash risk by up to 4%. 134 |
Mobility |
4 | + | The City Laboratories Enabling Organization of Particularly Advanced Telematics Research and Assessments (CLEOPATRA) project in Turin, Italy, demonstrated a time savings of more than 10% for cars equipped with in-vehicle navigation devices. 51 |
Capacity/ Throughput |
2 | ? | Capacity improvements from in-vehicle navigation systems were estimated using simulation models and field data from the TravTek project. Using a market penetration rate of 30%, and overall average trip duration as a surrogate for a given level of service, dynamic route guidance enabled the system to handle a 10% increase in demand. 134 |
Customer Satisfaction |
3 | + | In-vehicle navigation units were distributed to public agencies in the San Antonio, Texas, area as part of the San Antonio MMDI. Focus groups composed of drivers of vehicles equipped with the units indicated that the drivers most satisfied with the system were those who frequently drove different routes each day, particularly paratransit drivers and police investigators. 19 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Vehicle On-Board subsystem | See Appendix A |
System Cost |
In-vehicle navigation units were distributed to public agencies in the San Antonio, Texas, area as part of the San Antonio MMDI. The units provided route guidance and real-time traffic conditions. The cost of the units (590 at approximately $2,800 each) was the most significant cost driver for the project. Most of the O&M cost is attributed to database updates. 19 | Capital cost for project: $2,388,691 (1998) Annual O&M cost: $102,330 (1998) |
| Driver Communication with Other Drivers | ||
|---|---|---|
| Benefits | ||
| No data to report. | ||
| Costs | ||
Unit Costs Database |
Vehicle On-Board subsystem | See Appendix A |
System Cost |
No data to report. | |
| Driver Communication with Carrier/Dispatch | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Productivity |
2 | + | An advanced routing and decision-making software communications program helped dispatchers organize and route time-sensitive delivery orders. The system increased the number of deliveries per driver-hour by 24%. 135 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Transit Vehicle On-Board subsystem Commercial Vehicle On-Board subsystem Vehicle On-Board subsystem |
See Appendix A |
System Cost |
The AVL system installed by the Regional Transit District (RTD) in Denver, Colorado, included the capability for voice and data communication between fleet vehicles and the dispatch center. The GPS/In-Vehicle Logic Unit/In-Vehicle Data Unit was approximately $3,517 per bus. 12 | System cost: $10.4 million |
| Vision Enhancement | ||
|---|---|---|
| Benefits | ||
| No data to report. | ||
| Costs | ||
Unit Costs Database |
Vehicle On-Board subsystem | See Appendix A |
System Cost |
No data to report. | |
| Intelligent Cruise Control | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Safety |
1 | +/- | Ten Intelligent Cruise Control (ICC) vehicles were equipped with automatic throttle modulation and down shifting (but not braking) to maintain preset headways during a NHTSA field test. The performance of the ICC was compared to conventional cruise control and manually operated vehicles. Results indicated that ICC vehicles made the fewest number of risky lane changes in response to slower traffic. Manually operated vehicles, however, had the quickest average response time to lead vehicle brake lights. 136 |
Capacity/ Throughput |
3 | + | In the Netherlands, a simulation model investigated the impact of an automated braking system capable of automatically resetting itself after activation in the operational speed range of 30 to 150 km/hr. With a market penetration of 20%, and a headway setting of 0.8 seconds, the system increased capacity by 3.2%. However, if ICC headway was set at 1.2 seconds, capacity increased by only 1.0%. 137 |
Customer Satisfaction |
2 | + | The ICC system deployed in the NHTSA field test generally had a very high level of acceptance by the participants. Participants overwhelmingly ranked ICC over the manual and conventional cruise control-equipped vehicles for convenience, comfort, and enjoyment. Participants indicated they would most likely use ICC on freeways. 136 |
Energy/ Environment |
3 | + | Driver response and vehicle dynamics were recorded for one ICC vehicle and two manually operated vehicles in a single lane of freeway traffic. The ICC vehicle attempted to smooth traffic flow by minimizing the variance between acceleration and deceleration extremes. Simulation models based on collected field data estimated a fuel savings of 3.6% during scenarios with frequent acceleration and deceleration. 138 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Vehicle On-Board subsystem | See Appendix A |
System Cost |
No data to report. | |
| Speed Control | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Customer Satisfaction |
1 | ? | In the southern Swedish town of Eslov, 25 personal vehicles were equipped with governors activated by wireless beacons at city points-of-entry to limit inner city vehicle speeds to 50 km/hr. The vast majority of participants preferred this adaptive speed control over other physical countermeasures such as speed humps, chicanes, or mini-roundabouts. 139 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Vehicle On-Board subsystem | See Appendix A |
System Cost |
No data to report. | |
| Guidance/Steering Assistance | |||
|---|---|---|---|
| Benefits: (Electronic Towbar) (General) | |||
| Goal Area | # of Studies | Impact | Example |
Energy/ Environment |
1 | ? | An electronic towbar system coupled two heavy-duty trucks without the aid of a mechanical towbar. The system enabled a trailing truck to autonomously follow a lead truck by a distance of approximately 10 meters. Track testing showed the lead truck and the trailing truck reduced fuel consumption by about 7% and 5 - 21%, respectively, when traveling at 80 km/hr. 140 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Vehicle On-Board subsystem | See Appendix A |
System Cost |
No data to report. | |
| On-Board Monitoring: Cargo Condition | ||
|---|---|---|
| Benefits | ||
| No data to report. | ||
| Costs | ||
Unit Costs Database |
Commercial Vehicle On-Board subsystem | See Appendix A |
System Cost |
No data to report. | |
| On-Board Monitoring: Safety & Security | ||
|---|---|---|
| Benefits | ||
| No data to report. | ||
| Costs | ||
Unit Costs Database |
Transit Vehicle On-Board subsystem | See Appendix A |
System Cost |
No data to report. | |
| On-Board Monitoring: Driver Condition | ||
|---|---|---|
| Benefits | ||
| No data to report. | ||
| Costs | ||
Unit Costs Database |
Commercial Vehicle On-Board subsystem Vehicle On-Board subsystem |
See Appendix A |
System Cost |
No data to report. | |
| On-Board Monitoring: Vehicle Diagnostics | ||
|---|---|---|
| Benefits | ||
| No data to report. | ||
| Costs | ||
Unit Costs Database |
Commercial Vehicle On-Board subsystem Vehicle On-Board subsystem |
See Appendix A |
System Cost |
No data to report. | |
| Safety Event Recorders | ||
|---|---|---|
| Benefits | ||
| No data to report. | ||
| Costs | ||
Unit Costs Database |
Vehicle On-Board subsystem | See Appendix A |
System Cost |
No data to report. | |
3.3 COLLISION NOTIFICATION SYSTEMS
In an effort to improve response times and save lives, collision notification systems have been designed to detect and report the location and severity of incidents to agencies and services responsible for coordinating appropriate emergency response actions. These systems can be activated manually (Mayday), or automatically (automatic collision notification). More advanced collision notification (ACN) systems use in-vehicle crash sensors, GPS technology, and wireless communications systems to supply public/private call centers with crash location information, and in some cases, the number of injured passengers and the nature of their injuries. Advanced ACN data can assist responders in determining the type of equipment needed in an emergency (basic or advanced life support EMS units), mode of transport (air or ground), and the location of the nearest trauma center. Over a dozen commercial Mayday/ACN products are available. Many of these products are available as factory-installed options on high-end luxury cars; others are installed as after-market products. The typical Mayday/ACN product utilizes location technology, wireless communication, and a third-party response center to notify the closest Public Safety Answering Point (PSAP) for emergency response. Cost data are available for many of the Mayday/ACN products, but are likely to change given future technology advancements and market trends. No cost data are available for advanced ACN technology.
Figure 3.3.1 summarizes the classification of benefits and costs data under collision notification. Table 3.3.1 provides information on the benefits and costs of collision notification systems. Information provided on the impacts of these systems is indicated using the symbols in the Impact Legend at the bottom corner of each page.
Table 3.3.1
|
||||||||||||||||||||||||||||||||||||||||||||||||||||
| Mayday/ACN | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Customer Satisfaction |
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 messaging. The surveys indicated 95% of drivers felt more secure if equipped with Mayday voice communications, and 70% of drivers felt more secure if equipped with Mayday text messaging. 141 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Vehicle On-Board subsystem | See Appendix A |
System Cost |
Numerous commercial Mayday/ACN products are available as factory-installed and after-market devices. Cost data are more prevalent for after-market devices than for factory-installed systems. Installation costs were not readily available. Annual service fees vary depending on the level of services offered. 36 | After market device cost range: $400-$1,895 Monthly service fee: $10-$27 |
| Advanced ACN | |||
|---|---|---|---|
| Benefits | |||
| Goal Area | # of Studies | Impact | Example |
Safety |
1 | ? | Between July 1997 and August 2000, the impacts of advanced ACN on incident notification were tracked for vehicles with and without ACN systems in urban and suburban areas of Erie County, New York. Based on a limited number of crash events, the average notification time for vehicles equipped with ACN was less than one minute with some notification times as long as two minutes, and the average notification time for vehicles without ACN was about three minutes with some notification times as long as 9, 12, 30, and 46 minutes. 35 |
| Costs | ||
|---|---|---|
Unit Costs Database |
Vehicle On-Board subsystem | See Appendix A |
System Cost |
No data to report. | |
4.0 SUMMARY AND CONCLUSIONS
|
This report has presented many of the findings on the benefits and costs of ITS accumulated in the ITS Benefits and Unit Costs Database. New in this 2003 report is the inclusion of cost information for representative ITS deployments, as well as relevant unit cost data for components of the various applications. Significant amounts of information are available for many ITS services, but many gaps in knowledge also exist. In general, ITS services have shown some positive benefit, but the authors have identified a number of areas with mixed results, not enough information, or negligible impacts. While reported negative impacts are usually outweighed by other positive impacts, a few evaluations have identified opportunities for improvement in future deployments. The reader should note that reported results are highly sensitive to the deployment environment. Table 4.0.1 contains the number of source documents within the ITS Benefits Database covering each goal area within the major program areas identified in the taxonomy. This illustration demonstrates that a significant number of studies are accumulating in a number of areas, especially arterial and freeway management systems. However, there is much to be learned in many areas of ITS implementation. Table 4.0.1 demonstrates the clear need for continuing evaluation of ITS implementations in the areas of information management, roadway operations and maintenance, intermodal freight, collision warning, and collision notification. |
|
TABLE 4.0.1.
DOCUMENTS AVAILABLE IN THE ITS BENEFITS DATABASE
(as of 31 January 2003)
 
Table 4.0.2 presents the number of benefits sources/references currently in the ITS Benefits Database and an indication of system cost examples in this report for each of the taxonomy program and application areas. While the previous table demonstrated that a significant amount of evaluation has occurred in several of the broad program areas, there is still a need for further research into the effects of many of the various types of applications within these categories. For example, Table 4.0.2 demonstrates that, while there are numerous evaluation reports in the database covering arterial management systems, parking management is one application area that would benefit from further study. Totals by category presented in this table do not always equal the sum of those reported in the body of this report. A number of reports in the database discuss evaluations of larger systems which include several ITS applications, appearing several times in the totals in Table 4.0.2; however, the evaluation findings appear in the body of the report within the application area most directly responsible for the impact cited. For example, an evaluation of an arterial management system providing data to a traveler information system would appear in both categories below, but only within the traveler information section in the body of the report. As indicated in Table 4.0.2, examples of system cost data are available for the majority of the Intelligent Infrastructure application areas with the exception of Intermodal Freight. However, system cost data are still needed for a few of the newer ITS application areas such as variable speed limits on arterials, lane management strategies, and transit security. Examples of system cost data are not prevalent in the Intelligent Vehicle application areas. This lack of cost data can be attributed to the fact that many Intelligent Vehicle applications are still in the research and prototype phases. Cost data in many cases, if available, are based on estimates and/or market analysis of the public's willingness to pay for a specific feature. Table 4.0.2
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| Taxonomy Program and Application Areas | Benefits Sources/References |
System Costs Data |
|---|---|---|
| Intelligent Infrastructure | ||
| Arterial Management Systems | ||
| Traffic Surveillance | 3 |  |
| Traffic Control: Transit Signal Priority | 14 | |
| Traffic Control: Emergency Vehicle Preemption | 4 | |
| Traffic Control: Adaptive Signal Control | 18 | |
| Traffic Control: Advanced Signal Systems | 15 | |
| Traffic Control: Variable Speed Limits | 0 | |
| Traffic Control: Bicycle & Pedestrian | 1 | |
| Traffic Control: Special Events | 1 | |
| Lane Management | 0 | |
| Parking Management | 1 | |
| Information Dissemination | 5 | |
| Enforcement: Speed Enforcement | 4 | |
| Enforcement: Stop/Yield Enforcement | 14 | |
| Freeway Management Systems | ||
| Traffic Surveillance | 7 | |
| Ramp Control: Ramp Metering | 15 | |
| Ramp Control: Ramp Closure | 0 | |
| Ramp Control: Priority Access | 0 | |
| Lane Management: HOV Facilities | 1 | |
| Lane Management: Reversible Flow Lanes | 0 | |
| Lane Management: Pricing | 0 | |
| Lane Management: Variable Speed Limits | 1 | |
| Lane Management: Emergency Evacuation | 0 | |
| Special Event Transportation Management | 0 | |
| Information Dissemination | 14 | |
| Enforcement | 9 | |
| Transit Management Systems | ||
| Safety & Security: On-Vehicle Surveillance | 1 | |
| Safety & Security: Facility Surveillance | 1 | |
| Safety & Security: Employee Credentialing | 0 | |
| Safety & Security: Remote Disabling Systems | 0 | |
| Transit Demand Management: Ride Sharing/Matching |
0 | |
| Transit Demand Management: Dynamic Routing/Scheduling |
4 | |
| Transit Demand Management: Service Coordination |
1 | |
| Fleet Management: AVL/CAD | 12 | |
| Fleet Management: Maintenance | 1 | |
| Fleet Management: Planning | 0 | |
| Information Dissemination: In-Vehicle Systems | 0 | |
| Information Dissemination: In-Terminal/Wayside | 1 | |
| Information Dissemination: Internet/Wireless/Phone |
2 | |
| Incident Management Systems | ||
| Surveillance & Detection | 18 | |
| Mobilization & Response | 16 | |
| Information Dissemination | 6 | |
| Clearance & Recovery: Investigation | 1 | |
| Clearance & Recovery: Video | 0 | |
| Clearance & Recovery: Temporary Traffic Control | 0 | |
| Emergency Management Systems | ||
| Hazardous Materials Management | 1 | |
| Emergency Medical Services: Advanced ACN | 1 | |
| Emergency Medical Services: Telemedicine | 1 | |
| Response & Recovery: Evacuation Operations | 0 | |
| Response & Recovery: Response Management | 1 | |
| Electronic Payment Systems | ||
| Toll Collection | 10 | |
| Transit Fare Payment | 6 | |
| Multi-use Payment | 1 | |
| Traveler Information | ||
| Pre-trip Information | 29 | |
| En Route Information | 27 | |
| Tourism & Events | 1 | |
| Information Management | ||
| Data Archiving | 0 | |
| Crash Prevention & Safety | ||
| Road Geometry Warning Systems: Ramp Rollover | 3 | |
| Road Geometry Warning Systems: Curve Speed Warning | 1 | |
| Road Geometry Warning Systems: Downhill Speed Warning | 3 | |
| Road Geometry Warning Systems: Overheight/Overwidth Warning | 0 | |
| Highway-Rail Crossing Systems | 5 | |
| Intersection Collision Warning | 1 | |
| Pedestrian Safety | 0 | |
| Bicycle Warning Systems | 0 | |
| Animal Warning Systems | 0 | |
| Roadway Operations & Maintenance | ||
| Information Dissemination | 1 | |
| Asset Management: Fleet Management | 0 | |
| Asset Management: Infrastructure Management | 0 | |
| Work Zone Management | 3 | |
| Road Weather Management | ||
| Surveillance, Monitoring, & Prediction | 7 | |
| Information Dissemination | 6 | |
| Traffic Control | 6 | |
| Response & Treatment | 6 | |
| Commercial Vehicle Operations | ||
| Credentials Administration: Electronic Funds | 2 | |
| Credentials Administration: Electronic Registration/Permitting | 8 | |
| Safety Assurance: Safety Information Exchange | 5 | |
| Safety Assurance: Automated Inspection | 2 | |
| Electronic Screening: Safety Screening | 4 | |
| Electronic Screening: Border Clearance | 4 | |
| Electronic Screening: Weight Screening | 6 | |
| Electronic Screening: Credential Checking | 4 | |
| Carrier Operations & Fleet Management: AVL/CAD | 4 | |
| Carrier Operations & Fleet Management: On-Board Monitoring | 3 | |
| Carrier Operations & Fleet Management: Traveler Information | 1 | |
| Security Operations | 0 | |
| Intermodal Freight | ||
| Freight Tracking | 1 | |
| Asset Tracking | 0 | |
| Freight Terminal Processes | 1 | |
| Drayage Operations | 0 | |
| Freight-Highway Connector System | 0 | |
| International Border Crossing Process | 0 | |
| Intelligent Vehicles | ||
| Collision Warning Systems | ||
| Intersection Collision Warning | 0 | |
| Obstacle Detection | 1 | |
| Lane Change | 2 | |
| Road Departure Warning | 2 | |
| Forward Collision Warning | 3 | |
| Rear Impact Warning | 0 | |
| Driver Assistance Systems | ||
| Navigation | 8 | |
| Driver Communication: With Other Drivers | 0 | |
| Driver Communication: With Carrier/Dispatch | 2 | |
| Vision Enhancement | 0 | |
| Intelligent Cruise Control | 5 | |
| Speed Control | 2 | |
| Guidance/Steering Assistance | 3 | |
| Precision Docking | 0 | |
| Coupling/Decoupling | 0 | |
| On-Board Monitoring | 2 | |
| Safety Event Recorders | 0 | |
| Collision Notification Systems | ||
| Mayday/ACN | 1 | |
| Advanced ACN | 1 | |
Interested readers are encouraged to submit additional evaluation reports, covering any area of ITS, via the online database. Cost data for implemented ITS applications are also welcome, and will help keep the estimates provided in the online Unit Costs Database up-to-date. The reader is reminded to check online for the most current information on benefits and costs at www.benefitcost.its.dot.gov.
The level of ITS deployment in the U.S. and worldwide continues to increase (see www.itsdeployment.its.dot.gov). As experience with additional applications increases, additional impacts will become apparent, and further 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 Joint Program Office will continue to make this information available via the JPO website at www.its.dot.gov, the ITS Benefits and Unit Costs Database at www.benefitcost.its.dot.gov, the Electronic Document Library at www.its.dot.gov/itsweb/welcome.htm, and other publications.
References
Appendix A: ITS Unit Costs Database
(as of September 30, 2002)
| Subsystem/Unit Cost Element | IDAS No.^ |
Lifetime* (years) |
Capital Cost ($K) |
O&M Cost ($K/year) |
Notes | ||
|---|---|---|---|---|---|---|---|
| Low | High | Low | High | ||||
| Roadside Telecommunications (RS-TC) | |||||||
| DS0 Communication Line | TC001 | 20 | 0.5 | 1 | 0.6 | 1.2 | 56 Kbps capacity. Leased with typical distance from terminus to terminus is 8 -15 miles, but most of the cost is not distance-sensitive. |
| DS1 Communication Line | TC002 | 20 | 0.5 | 1 | 4.8 | 8.4 | 1.544 Mbps capacity (T1 line). Leased with typical distance from terminus to terminus is 8 -15 miles, but most of the cost is not distance-sensitive. |
| DS3 Communication Line | TC003 | 20 | 3 | 5 | 24 | 72 | 44.736 Mbps capacity (T3 line). Leased with typical distance from terminus to terminus is 8 -15 miles, but most of the cost is not distance-sensitive. |
| ISP Service Fee | TC007 | 0.12 | 0.18 | Monthly service fee ($10 to $15 per month). | |||
| Direct Bury Armor Encased Fiber Cable |
60 | 0.02 | Cost is per mile. | ||||
| Conduit Design and Installation - Corridor |
20 | 65 | 0.02 | Cost is per mile. | |||
| Twisted Pair Installation | 20 | 12 | 0.02 | Cost is per mile. | |||
| Fiber Optic Cable Installation | 20 | 20 | 0.02 | Cost is per mile. | |||
| Telephone Drop | 1 | 3 | 0.2 | 0.3 | Cost is per drop. | ||
| Cellular Communication | 0.5 | 0.3 | 0.4 | Cost is for one unit. | |||
| 900 MHz Spread Spectrum Radio | 10 | 9 | 0.15 | 0.4 | Cost is per link. | ||
| Microwave Communication | 10 | 15 | 0.3 | 0.7 | Cost is per link. | ||
| Wireless Communications, Low Usage |
TC004 | 0.18 | 0.2 | 125 Kbytes/month available usage (non-continuous use). |
|||
| Wireless Communications, Medium Usage |
TC005 | 0.6 | 0.7 | 1,000 Kbytes/month available usage (non-continuous use). |
|||
| Wireless Communications, High Usage |
TC006 | 20 | 0.5 | 1 | 1.2 | 1.8 | 3,000 Kbytes/month available usage (non-continuous use) |
| Call Box | 10 | 5.9 | 0.714 | Capital cost includes call box and installation. O&M is cost per unit (per year) for service maintenance contract and annual cellular service fee. | |||
| Roadside Detection (RS-D) | |||||||
| Inductive Loop Surveillance on Corridor |
5 | 3 | 8 | 0.5 | 0.8 | Double set (4 loops) with controller, power, etc. | |
| Inductive Loop Surveillance at Intersection |
5 | 9 | 16 | 1 | 1.6 | Four legs, 2 lanes/approach. | |
| Machine Vision Sensor on Corridor | 21.7 | 29 | 0.2 | 0.4 | One sensor both directions of travel. | ||
| Machine Vision Sensor at Intersection |
20 | 25.7 | 0.2 | Four-way intersection, one camera per approach. | |||
| Passive Acoustic Sensor on Corridor |
3.7 | 8 | 0.2 | 0.4 | Cost range is for a single sensor covering up to 5 lanes. Low cost is for basic sensor, which consists of the sensor, mounting kit, junction box, and cabinet termination card. High cost includes basic sensor with solar and wireless option. This option consists of an antenna, solar charger, battery, & panel, and wireless base station, which will handle up to 8 sensors. Capital costs do not include installation or mounting structure. | ||
| Passive Acoustic Sensor at Intersection |
5 | 15 | 0.2 | 0.4 | Four sensors, 4-leg intersection. | ||
| Remote Traffic Microwave Sensor on Corridor |
10 | 6 | 0.1 | One sensor both directions of travel. Includes installation. | |||
| Remote Traffic Microwave Sensor at Intersection |
10 | 18 | 0.1 | Four sensors, 4-leg intersection. Includes installation. | |||
| CCTV Video Camera | RS007 | 10 | 7.5 | 17 | 1.5 | 2.4 | Cost includes color video camera with pan, tilt, and zoom (PTZ), and installation. |
| CCTV Video Camera Tower | RS008 | 20 | 12 | Cost is for a 90-ft. aluminum pole; includes foundation, pole, conduit, and labor. Cost will be lower for a lower height pole. | |||
| Automated Flood Warning System | 42 | Includes sensors (rain, water level, weather, etc.) in the field which report via radio to a central receiver/decoder, which then sends data to a base station computer for storage and analysis. | |||||
| Pedestrian Detection Microwave |
0.6 | Cost is per device. Typical deployment consists of 2 devices per crosswalk for detection of pedestrian in crosswalk. Can be used for detection of pedestrian at the curbside. | |||||
| Pedestrian Detection Infared |
0.3 | Cost is per device. Typical deployment consists of 2 devices per crosswalk for detection of pedestrian at the sidewalk. Can be used for detection of pedestrian in the crosswalk. | |||||
| Environmental Sensing Station (Weather Station) |
25 | 10 | 50 | 1.9 | 4.1 | Environmental Sensing Station (ESS), also known as a weather station, consists of pavement temperature sensor, subsurface temperature sensor, precipitation sensor (type & rate), wind sensor (speed & direction), air temperature and humidity sensors, visibility sensors, and remote processing unit (RPU). ESS provide condition data and are basic components of larger Road Weather Information Systems (see RWIS under TMC subsystem). RPU replaced every 5 years at $6.4K. O&M includes calibration, equipment repairs, and replacement of damaged equipment. O&M costs could be higher if state provided maintenance. | |
| Traffic Camera for Red Light Running Enforcement |
75 | 136 | 60 | Low capital range is for a 35-mm wet film camera, which includes installation of the camera ($25K) and associated equipment (e.g., pole, loop detectors, cabinet foundation). High capital range is for digital camera, which includes a total of 2 cameras for a 3-lane approach. O&M cost is for one 35-mm wet film camera per year. Note, most jurisdictions contract with a vendor to install and maintain, and process the back office functions of the RLR system. The vendor receives compensation from fines charged to violators. | |||
| Lowering System | 20 | 5 | 8 | The lowering system includes the pole. Cost is for a typical 50-ft. steel pole and lowering system. The lowering system is available for use with all types of poles (e.g., steel, concrete, aluminum, fiberglass) and virtually any mounting height and with any ITS pole-mounted device (e.g., CCTV cameras, radar traffic detectors). Installation costs not included. The lowering system is mechanically operated; requires routine lubrication. | |||
| Portable Speed Monitoring System | 15 | 9 | 15 | Trailer-mounted two-digit dynamic message sign, radar gun, computer; powered by generator or operates off of solar power; requires minimal operations and maintenance work. The system determines a vehicle's speed with the radar gun and displays the current speed, in real time, and also stores the speeds in a computer for further analysis. | |||
| Roadside Control (RS-C) | |||||||
| Linked Signal System LAN | RS002 | 20 | 40 | 70 | 0.4 | 0.8 | Linked signal system LAN. |
| Signal Controller Upgrade for Signal Control |
RS003 | 20 | 2.5 | 10 | 0.2 | 0.5 | Per intersection. |
| Signal Controller | 11 | 17.5 | 0.2 | 0.9 | Includes installation of traffic signal controller per intersection. | ||
| Traffic Signal | 95 | 115 | 2.4 | 3 | Includes installation for one signal (four-leg intersection). Costs range from traffic signal with inductive loop detection to non-intrusive detection. | ||
| Signal Preemption Receiver | RS004 | 5 | 2 | 8 | 0.05 | 0.2 | Two per intersection. Complement of IDAS elements RS005 and TV004. |
| Signal Controller Upgrade for Signal Preemption |
RS005 | 10 | 2 | 5 | Add-on to base capability (per intersection). Complement of IDAS elements RS004 and TV004. | ||
| Roadside Signal Preemption/ Priority |
2.5 | 5.5 | Includes infrared detector, detector cable, phase selector, and system software. Capital costs range is for 2-directions (low) and 4-directions (high). Does not include installation costs. Complement to transit (or emergency vehicle) on-board Signal Preemption/Priority Emitter. | ||||
| Ramp Meter | RS006 | 5 | 30 | 50 | 1.5 | 3.5 | Per location. Includes controller, power, etc. |
| Software for Lane Control | RS011 | 20 | 25 | 50 | 2.5 | 5 | Software and hardware at site. Software is off-theshelf technology and unit price does not reflect product development. |
| Lane Control Gates | RS012 | 20 | 100 | 150 | 2 | 3 | Per location. |
| Fixed Lane Signal | RS009 | 20 | 6 | 8 | 0.6 | 0.8 | Cost per signal. |
| Automatic Anti-icing System Short span |
12 | 25 | 2 | Typical automatic anti-icing system consists of a control system, chemical storage tank, distribution lines, pump, and nozzles. Pump and control hardware replaced every 5 years at cost of $3.5K. For a short-span system ranging from 120 to 180 feet. O&M includes system maintenance, utilities, materials, and labor. | |||
| Automatic Anti-icing System Long span |
12 | 50 | 495 | 1.5 | 29.5 | Typical automatic anti-icing system consists of a control system, chemical storage tank, distribution lines, pump, and nozzles. Pump and control hardware replaced every 5 years at cost of $3.5K. For a long-span system ranging from 320 feet to greater than 1/2 mile. O&M includes system maintenance, utilities, materials, and labor. The high O&M cost is for a much larger system; hence, the need for a greater amount of materials. | |
| Roadside Information (RS-I) | |||||||
| Roadside Message Sign | RS010 | 20 | 50 | 75 | 2.5 | 3.75 | Fixed message board for HOV and HOT lanes. |
| Wireline to Roadside Message Sign | RS013 | 20 | 6 | 9 | Wireline to VMS (0.5 mile upstation). | ||
| Variable Message Sign | RS015 | 20 | 48 | 120 | 2.4 | 6 | Low capital cost is for smaller VMS installed along arterial. High capital cost is for full matrix, LED, 3-line, walk-in VMS installed on freeway. |
| Variable Message Sign Tower | RS016 | 20 | 25 | 125 | Variable Message Sign Tower RS016 20 25 125 Low capital cost is for a cantilever structure. High capital cost is for a truss structure that will span across 3-4 lanes. VMS tower structure requires minimal maintenance. | ||
| Variable Message Sign - Portable | 14 | 21.5 | 25.5 | 1.2 | 2 | Trailer-mounted VMS (3-line, 8-inch character display); includes trailer, solar or diesel powered. | |
| Highway Advisory Radio | RS017 | 20 | 16 | 32 | 0.6 | 1 | Capital cost is for a 10-watt HAR. Includes processor, antenna, transmitters, battery back-up, cabinet, rack mounting, lighting, mounts, connectors, cable, and license fee. Super HAR costs an additional $9 -10K (larger antenna). Primary use of the super HAR is to gain a stronger signal. |
| Highway Advisory Radio Sign | 10 | 5 | 0.25 | Cost is for an HAR sign with flashing beacons and variable message capability. Includes cost of the controller. | |||
| Roadside Probe Beacon | RS020 | 5 | 5 | 8 | 0.5 | 0.8 | Two-way device (per location). |
| LED Count-down Signal | 10 | 0.325 | 0.45 | Costs range from low (2 12x12-inch dual housing unit) to high (1 16x18-inch single housed unit). Signal indicates time remaining for pedestrian to cross, and a walk or don't walk icon. Count-down signals use low 8-watt LED bulbs, which require replacement approximately every 5 -7 years. | |||
| Pedestrian Crossing Illumination System |
5 | 27.5 | 42 | 2.75 | 4.2 | The capital cost range includes cost of equipment and installation. Equipment includes fixtures - 4 lamps per lane - for a three-lane crosswalk, controller, pole, and push-button activator. Installation is estimated at 150 - 200% of total equipment cost. Capital cost would be greater if system included automated activation of in-pavement lighting system. O&M is approximately 10% of equipment cost. | |
| Variable Speed Display Sign | 3.7 | 5 | Low range is for a variable speed-limit display system. High range includes static speed sign, speed detector (radar), and display system. | ||||
| Roadside Rail Crossing (R-RC) | |||||||
| Rail Crossing 4-Quad Gate, Signals | RS021 | 20 | 115 | 130 | 4.25 | 4.85 | Gates and signals. |
| Rail Crossing Train Detector | RS022 | 20 | 16 | 21.5 | 0.77 | 1.03 | Train detector circuitry and communication line from intelligent interface controller (IIC) to wayside interface equipment (WIE). Assume two-track crossing with two 0.5-mile communication lines. |
| Rail Crossing Controller | RS023 | 10 | 8 | 10 | 0.4 | 0.5 | Intelligent interface controller (IIC). |
| Rail Crossing Pedestrian Warning Signal, Gates |
RS024 | 20 | 10 | 15 | 0.2 | 0.3 | Pedestrian warning signal and gates. |
| Rail Crossing Trapped Vehicle Detector |
RS025 | 10 | 25 | 30 | 1.25 | 1.5 | Entrapped vehicle detection camera, with poles and controller. |
| Parking Management (PM) | |||||||
| Entrance/Exit Ramp Meters | 10 | 2 | 5 | 0.2 | 0.5 | Ramp meters are used to detect and count vehicles entering/existing the parking facility. O&M costs based on annual service contract. | |
| Tag Readers | 10 | 2 | 5 | 0.2 | 0.5 | Readers support electronic payment scheme. O&M costs based on annual service contract. | |
| Database and Software for Billing & Pricing |
10 | 10 | 15 | 1 | 2 | Database system contains parking pricing structure and availability. O&M costs based on annual service contract. | |
| Parking Monitoring System | 10 | 14 | 46 | Includes installation, detectors, and controllers. | |||
| Hardware | 5 | 2 | 11.5 | 0.2 | 1.15 | Low end includes PC and printer. High range is the central computer system (PC, diagnostic PC, and software). O&M costs based on annual service contract. | |
| Toll Plaza (TP) | |||||||
| Electronic Toll Reader | TP001 | 10 | 2 | 5 | 0.2 | 0.5 | Readers (per lane). |
| High-Speed Camera | TP002 | 10 | 5 | 10 | 0.5 | 1 | Cost includes 1 camera/2 lanes. |
| Electronic Toll Collection Software | TP003 | 10 | 5 | 10 | Includes COTS software and database. | ||
| Electronic Toll Collection Structure | TP004 | 20 | 10 | 15 | Mainline structure. | ||
| Remote Location (RM) | |||||||
| CCTV Camera | RM001 | 10 | 4 | 5 | 0.08 | 0.1 | Interior fixed-mount camera for security. |
| Integration of Camera with Existing Systems |
RM002 | 10 | 2 | 2.5 | Per location. | ||
| Informational Kiosk | RM003 | 7 | 9.55 | 50 | 0.955 | 5 | Includes hardware, enclosure, installation, modem server, and map software for indoor and outdoor. |
| Integration of Kiosk with Existing Systems |
RM004 | 7 | 2.2 | 27.4 | Software costs are for COTS (low) and developed/ outdoor (high). | ||
| Kiosk Upgrade for Interactive Usage | RM005 | 5 | 5 | 8 | 0.5 | 0.8 | Interactive information display interface (upgrade from existing interface). |
| Kiosk Software Upgrade for Interactive Usage |
RM006 | 5 | 10 | 12 | Software is COTS. | ||
| Transit Status Information Sign | 10 | 5.5 | An LED display installed at transit terminal that provides status information on transit arrival. | ||||
| Smart Card Vending Machine | RM007 | 5 | 37 | 40 | 1.85 | 2 | Ticket vending machine for smart card. |
| Software, Integration for Smart Card Vending |
RM008 | 20 | 3 | 5 | Software is COTS. | ||
| Emergency Response Center (ER) | |||||||
| Basic Facilities, Comm for Large Area |
EM006 | 4000 | 4000 | 400 | 600 | For population > 750,000. Based on purchase of building rather than leasing space. Communications includes communications equipment internal to the facility such as equipment racks, multiplexers, modems, etc. | |
| Basic Facilities, Comm for Medium Area |
EM007 | 3200 | 3200 | 400 | 480 | For population <750,000 and >250,000. Based on purchase of building rather than leasing space. Communications includes communications equipment internal to the facility such as equipment racks, multiplexers, modems, etc. | |
| Basic Facilities, Comm for Small Area |
EM008 | 2800 | 2800 | 400 | 420 | For population <250,000. Based on purchase of building rather than leasing space. Communications includes communications equipment internal to the facility such as equipment racks, multiplexers, modems, etc. | |
| Emergency Response Hardware | EM001 | 10 | 15 | 30 | 0.3 | 0.6 | Includes 3 workstations. |
| Emergency Response Software | EM002 | 10 | 70 | 150 | 0.5 | 3.5 | Includes emergency response plans database, vehicle tracking software, and real-time traffic coordination. |
| Emergency Response Labor | EM003 | 50 | 165 | Two people. Salary costs are fully loaded including salary, overtime, overhead, benefits, etc. | |||
| Emergency Management Communications Software | EM004 | 20 | 5 | 10 | 2.5 | 5 | Shared database between 4 sites. Cost is per site; software is COTS. |
| Hardware, Software Upgrade for E-911 and Mayday |
EM005 | 10 | 105 | 180 | 1.7 | 2.5 | Data communications translation software, E911 interface software, processor, and 3 workstations. |
| 800 MHz. 2-way Radio | 5 | 0.8 | 1.7 | 0.09 | 0.12 | Cost is per radio. | |
| Emergency Vehicle On-Board (EV) | |||||||
| Communications Interface | EV001 | 10 | 0.3 | 2 | 0.2 | Emergency vehicle communications. Cost is per vehicle. | |
| Signal Preemption/Priority Emitter | 0.5 | 2.1 | Data-encoded emitter, manually initiated. Complement to Roadside Signal Preemption/ Priority (see Roadside Control subsystem). | ||||
| Information Service Provider (ISP) | |||||||
| Basic Facilities, Comm for Large Area |
IS019 | 4000 | 4000 | 400 | 600 | For population >750,000 (stand-alone). Based on purchase of building rather than leasing space. Communications includes communications equipment internal to the facility such as equipment racks, multiplexers, modems, etc. | |
| Basic Facilities, Comm for Medium Area |
IS020 | 3200 | 3200 | 400 | 480 | For population <750,000 and >250,000 (stand- alone). Based on purchase of building rather than leasing space. Communications includes communications equipment internal to the facility such as equipment racks, multiplexers, modems, etc. | |
| Basic Facilities, Comm for Small Area |
IS021 | 2800 | 2800 | 400 | 420 | For population <250,000 (stand-alone). Based on purchase of building rather than leasing space. Communications includes communications equipment internal to the facility such as equipment racks, multiplexers, modems, etc. | |
| Information Service Provider Hardware |
IS001 | 5 | 40.5 | 49.5 | 0.81 | 0.99 | Includes 2 servers and 5 workstations. |
| Systems Integration | IS017 | 20 | 90 | 110 | Integration with other systems. | ||
| Information Service Provider Software |
IS002 | 20 | 275 | 550 | 13.75 | 27.5 | Includes database software (COTS) and traffic analysis software. |
| Map Database Software | IS003 | 2 | 15 | 30 | Software is COTS. | ||
| Information Service Provider Labor | IS004 | 175 | 250 | 2 Staff @ 50K to 75K and 1 staff @ 75K to 100K. Salary costs are fully loaded prices and include base salary, overtime, overhead, benefits, etc. | |||
| FM Subcarrier Lease | IS005 | 120 | 240 | Cost is per year. | |||
| Hardware Upgrade for Interactive Information |
IS006 | 5 | 18.9 | 23.1 | 0.378 | 0.462 | Includes 1 server and 2 workstations. |
| Software Upgrade for Interactive Information |
IS007 | 20 | 250 | 500 | 12.5 | 25 | Trip planning software (includes some development costs). |
| Added Labor for Interactive Information |
IS008 | 100 | 150 | 1 Staff @ 50K to 75K for 2 shifts. Salary costs are fully loaded prices including base salary, overtime, overhead, benefits, etc. | |||
| Software Upgrade for Route Guidance |
IS009 | 20 | 250 | 500 | 12.5 | 25 | Route selection software. Software is COTS. |
| Map Database Upgrade for Route Guidance |
IS010 | 2 | 100 | 200 | Map database software upgrade. | ||
| Hardware Upgrade for Emergency Route Planning |
IS011 | 5 | 13.5 | 16.5 | 0.27 | 0.33 | Includes 1 server. |
| Software Upgrade for Emergency Route Planning |
IS012 | 20 | 50 | 100 | 2.5 | 5 | Route guidance software. Software is COTS. |
| Hardware Upgrade for Dynamic Ridesharing |
IS013 | 5 | 5.4 | 6.6 | 0.108 | 0.132 | Includes 2 workstations. |
| Software Upgrade for Dynamic Ridesharing |
IS014 | 20 | 100 | 200 | 5 | 10 | Software includes some development cost. |
| Added Labor for Dynamic Ridesharing |
IS015 | 100 | 150 | 1 Staff @ 50K to 75K for 2 shifts. Salary costs are fully loaded prices including base salary, overtime, overhead, benefits, etc. | |||
| Liability Insurance for Dynamic Ridesharing |
IS016 | 50 | 100 | 50K to 100K per year. | |||
| Software Upgrade for Probe Information Collection |
IS018 | 20 | 250 | 500 | 12.5 | 25 | Software includes COTS and some development cost. |
| Cable TV Traffic Channel Hardware | 5 | 19 | Includes hyperconverter, Pentium PC, TV, converter card, video mux, and demux. | ||||
| Cable Channel Airtime | 78 | Cost is per year. | |||||
| Transportation Management Center (TMC) | |||||||
| Basic Facilities, Comm for Large Area |
TM040 | 4000 | 4000 | 400 | 600 | For population >750,000. Based on purchase of building rather than leasing space. Communications includes communications equipment internal to the facility such as equipment racks, multiplexers, modems, etc. | |
| Basic Facilities, Comm for Medium Area |
TM041 | 3200 | 3200 | 400 | 480 | For population <750,000 and >250,000. Based on purchase of building rather than leasing space. Communications includes communications equipment internal to the facility such as equipment racks, multiplexers, modems, etc. | |
| Basic Facilities, Comm for Small Area |
TM042 | 2800 | 2800 | 400 | 420 | For population <250,000. Based on purchase of building rather than leasing space. Communications includes communications equipment internal to the facility such as equipment racks, multiplexers, modems, etc. | |
| Hardware for Signal Control | TM001 | 5 | 15 | 30 | Includes 3 workstations. | ||
| Software, Integration for Signal Control |
TM006 | 5 | 180 | 220 | Software and integration, installation and 1 year maintenance. Software is COTS. | ||
| Labor for Signal Control | TM002 | 486 | 594 | Costs include labor for operations (2 @ 50% of the time, at 100K), transportation engineer (1 at 50% of the time, at 100K), update timing plans (2K per system per month for every 10 systems), and signal maintenance technician (2 @ 75K). Salary cost are fully loaded prices including base salary, overtime, overhead, benefits, etc. | |||
| Hardware, Software for Traffic Surveillance |
TM003 | 20 | 135 | 165 | 6.75 | 8.25 | Processor and software. |
| Integration for Traffic Surveillance | TM032 | 20 | 225 | 275 | 11.25 | 13.75 | Integration with other systems. |
| Software, Integration for Freeway Control |
TM007 | 5 | 180 | 220 | Software and integration, installation and 1 year maintenance. Software is off-the-shelf technology and unit price does not reflect product development. | ||
| Labor for Freeway Control | TM005 | 225 | 275 | Labor for operations (2 @ 50% of 100K) and maintenance technicians (2 @ 75K). Salary cost are fully loaded prices including base salary, overtime, overhead, benefits, etc. | |||
| Hardware for Lane Control | TM008 | 5 | 5.4 | 6.6 | 0.27 | 0.33 | Includes 1 workstation and 19" monitor. |
| Software, Integration for Lane Control |
TM009 | 10 | 225 | 275 | 11.25 | 13.75 | Software development and integration and software upgrade for controllers. Software development is fine tune adjustments for local installations. Otherwise, software is COTS. |
| Labor for Lane Control | TM010 | 90 | 110 | Labor for 2 operators @ 50% of 100K. | |||
| Software, Integration for Regional Control |
TM011 | 10 | 300 | 440 | Software and integration, installation and 1 year maintenance. Integration with other TMC's Software is COTS. | ||
| Real-time, Traffic Adaptive Signal Control System |
10 | 120 | 150 | 20 | The cost range is based on commercially available packages, which run on a centralized computer. The high capital cost includes software packages for graphical user interface and incident management. | ||
| Labor for Regional Control | TM012 | 180 | 220 | Labor for operators (2 @ 50% of 100K), transportation engineer (1 @ 50% of 100K), and maintenance contract. Salary costs are fully loaded prices including base salary, overtime, overhead, benefits, etc. | |||
| Video Monitors, Wall for Incident Detection |
TM013 | 5 | 40.5 | 49.5 | 2.025 | 2.475 | Includes 5 19" video monitors and video wall monitors (3x3=9 monitors w/switch, etc.). |
| Hardware for Incident Detection | TM014 | 5 | 81.7 | 119.3 | 4.085 | 5.965 | Includes 4 servers, 5 workstations, and 2 laser printers. |
| Integration for Incident Detection | TM025 | 20 | 90 | 110 | 4.5 | 5.5 | Integration with other systems. |
| Software for Incident Detection | TM015 | 20 | 90 | 110 | 4.5 | 5.5 | Software is COTS and includes development cost |
| Labor for Incident Detection | TM016 | 630 | 770 | Labor for operators (4 @ 100K and 1 manager @ 150K) and 2 maintenance techs @ 75K. | |||
| Video Monitor for Incident Response |
TM017 | 5 | 2.7 | 3.3 | 0.135 | 0.165 | Includes 1 19" monitor. |
| Hardware for Incident Response | TM018 | 5 | 2.7 | 3.3 | 0.135 | 0.165 | Includes 1 workstation. |
| Integration for Incident Response | TM026 | 20 | 180 | 220 | Integration with other systems. | ||
| Software for Incident Response | TM019 | 2 | 13.5 | 16.5 | 0.675 | 0.825 | Software is COTS. |
| Labor for Incident Response | TM020 | 90 | 110 | Labor for incident management coordinator (1 @ 100K). | |||
| Automated Incident Investigation System |
5 | 15 | Includes workstation, tripod, monopole antenna, Auto Integration, and AutoCAD software. | ||||
| Hardware for Traffic Information Dissemination |
TM021 | 5 | 5 | 10 | 0.25 | 0.5 | Includes 1 workstation. |
| Software for Traffic Information Dissemination |
TM022 | 5 | 18 | 22 | 0.9 | 1.1 | Software is COTS. |
| Integration for Traffic Information Dissemination |
TM023 | 20 | 90 | 110 | 4.5 | 5.5 | Integration with other systems. |
| Labor for Traffic Information Dissemination |
TM024 | 90 | 110 | Labor for 1 operator @ 100K. Salary costs are fully loaded and include base salary, overtime, overhead, benefits, etc. | |||
| Software for Dynamic Electronic Tolls |
TM027 | 5 | 22.5 | 27.5 | 1.125 | 1.375 | Includes software installation and 1 year maintenance. Software is COTS. |
| Integration for Dynamic Electronic Tolls |
TM028 | 20 | 90 | 110 | 4.5 | 5.5 | Integration with other systems. |
| Hardware for Probe Information Collection |
TM033 | 3 | 5 | 10 | 0.5 | 1 | Includes 1 workstation. |
| Software for Probe Information Collection |
TM034 | 5 | 18 | 22 | 1.8 | 2.2 | Includes software installation and 1 year maintenance. Software is COTS. |
| Integration for Probe Information Collection |
TM035 | 20 | 135 | 165 | 13.5 | 16.5 | Integration with other systems. |
| Labor for Probe Information Collection |
TM036 | 45 | 55 | Labor for 1 operator (4 hours per day @ 100K/year). Salary costs are fully loaded prices and include base salary, overtime, overhead, benefits, etc. | |||
| Software for Rail Crossing Monitor | TM037 | 5 | 18 | 22 | 1.8 | 2.2 | Includes software installation and 1 year maintenance. Software is COTS. |
| Integration for Rail Crossing Monitor |
TM038 | 20 | 90 | 110 | Integration with other systems. | ||
| Labor for Rail Crossing Monitor | TM039 | 45 | 55 | Operators (1 @ 50% of 100K). Salary costs are fully loaded prices including base salary, overtime, overhead, benefits, etc. | |||
| Road Weather Information System (RWIS) |
25 | 25 | 0.4 | 2.5 | An RWIS consists of several components: environ- mental sensing stations (ESS), CPU, workstation with RWIS software, and communications equipment. All components of the RWIS reside at the TMC with the exception of the ESS. Detection subsystem for costs of ESS. See Roadside Cost of the ESS ($10K-$50K) should be added to $25K listed here in order to cost out the entire system. CPU replaced every 5 years at a cost of $4K. O&M cost range include communication, and optional weather forecast/meteorological service. | ||
| Transit Management Center (TR) | |||||||
| Basic Facilities, Comm for Large Area |
TR014 | 4000 | 4000 | 400 | 600 | For population >750,000. Based on purchase of building rather than leasing space. Communications includes communications equipment internal to the facility such as equipment racks, multiplexers, modems, etc. | |
| Basic Facilities, Comm for Medium Area |
TR015 | 3200 | 3200 | 400 | 480 | For population <750,000 and >250,000. Based on purchase of building rather than leasing space. Communications includes communications equipment internal to the facility such as equipment racks, multiplexers, modems, etc. | |
| Basic Facilities, Comm for Small Area |
TR016 | 2800 | 2800 | 400 | 420 | For population <250,000. Based on purchase of building rather than leasing space. Communications includes communications equipment internal to the facility such as equipment racks, multiplexers, modems, etc. | |
| Transit Center Hardware | TR001 | 10 | 15 | 30 | Includes 3 workstations. | ||
| Transit Center Software, Integration |
TR002 | 20 | 815 | 1720 | 6 | 12 | Includes vehicle tracking & scheduling, database & information storage, schedule adjustment software, real time travel information software, and integration. Software is COTS. |
| Transit Center Additional Building Space |
TR003 | 6 | 9 | Additional space required for ITS technology - $12-$18/sq. ft., 500 sq. ft. | |||
| Transit Center Labor | TR004 | 50 | 250 | Labor for 3 staff @ 75K. Salary cost are fully loaded prices including base salary, overtime, overhead, benefits, etc. | |||
| Upgrade for Auto. Scheduling, Run Cutting, or Fare Payment |
TR005 | 20 | 30 | 40 | 0.4 | 0.8 | Processor/software upgrade, installation and 1 yr. maintenance (for processor). Software is COTS. |
| Integration for Auto. Scheduling, Run Cutting, or Fare Payment |
TR012 | 20 | 225 | 500 | Integration with other systems. | ||
| Further Software Upgrade for E-Fare Payment |
TR013 | 20 | 40 | 60 | 0.8 | 1.2 | Software upgrade. Software is COTS. |
| Vehicle Location Interface | TR007 | 20 | 10 | 15 | Vehicle location interface. | ||
| Vehicle Location Equipment | 275 | 16.5 | |||||
| Video Monitors for Security System | TR008 | 10 | 15 | 20 | 0.75 | 1 | Five per site. |
| Hardware for Security System | TR009 | 10 | 55 | 90 | 1.1 | 1.8 | Includes 1 server and 3 workstations. |
| Integration of Security System with Existing Systems |
TR010 | 20 | 250 | 500 | Integration with other systems. | ||
| Labor for Security System | TR011 | 202 | 247 | Labor for 3 staff @ 75K each. Salary cost are fully loaded prices including base salary, overtime, overhead, benefits, etc. | |||
| Toll Administration (TA) | |||||||
| Toll Administration Hardware | TA001 | 5 | 10 | 15 | 1 | 1.5 | Includes Pentium PC with 1G hard drive, 2 workstations, printer, and modem. |
| Toll Administration Software | TA002 | 10 | 40 | 80 | 4 | 8 | Includes local database and national database coordination. Software is COTS. |
| Transit Vehicle On-Board (TV) | |||||||
| Driver Interface and Schedule Processor |
TV001 | 10 | 0.3 | 0.5 | 0.006 | 0.01 | On-board schedule processor and database. |
| Cell-Based Communication Equipment |
TV002 | 10 | 0.15 | 0.25 | 0.0075 | 0.0125 | Cell-based radio with data capacity. |
| GPS/DGPS for Vehicle Location | TV003 | 10 | 0.5 | 0.8 | 0.01 | 0.016 | AVL GPS/DGPS. |
| Signal Preemption Processor | TV004 | 10 | 0.3 | 0.6 | 0.006 | 0.01 | On-board schedule processor and database. Complement to IDAS elements RS004 and RS005. |
| Signal Preemption/Priority Emitter | nbsp; | 0.5 | 2.1 | Data-encoded emitter; manually initiated. Complement to Roadside Signal Preemption/ Priority (see Roadside Control subsystem). | |||
| Preemption/Priority Transponder | 0.075 | Passive transponder mounted on underside of transit vehicle. Requires transit priority system at the Transit Management Center. | |||||
| Trip Computer and Processor | TV005 | 10 | 0.1 | 0.15 | 0.002 | 0.003 | On-board processor for trip reporting and data storage. |
| Security Package | TV006 | 10 | 4.2 | 5.3 | 0.21 | 0.265 | On-board CCTV surveillance camera and hot button. |
| Electronic Farebox | TV007 | 10 | 0.8 | 1.5 | 0.04 | 0.075 | On-board flex fare system DBX processor, on-board farebox, and smart card reader. |
| Commercial Vehicle Administration (CA) | |||||||
| Commercial Vehicle Admin Hardware |
CA001 | 10 | 15 | 30 | 0.3 | 0.6 | Includes 3 workstations. |
| Commercial Vehicle Admin Software, Integration |
CA002 | 20 | 200 | 220 | 4 | 4.4 | Includes processor and integration. Software is COTS. |
| Commercial Vehicle Admin Labor | CA003 | 270 | 330 | Labor for 4 staff @ 75K (average). Salary costs are fully loaded prices including base salary, overtime, overhead, benefits, etc. | |||
| Software Upgrade for Electronic Credential Purchasing, Mgt. |
CA004 | 20 | 60 | 140 | 1.2 | 2.8 | Electronic credentials purchase software, database and management for post-trip processing & E-credentials. |
| Software Upgrade for Inter-Agency Info Exchange |
CA005 | 20 | 20 | 40 | 0.4 | 0.8 | Processor and integration add-on. Software is COTS. |
| Added Labor for Inter-Agency Info Exchange |
CA006 | 67 | 82 | Labor for 1 staff @ 75K (average). Salary costs are fully loaded prices including base salary, overtime, benefits, etc. | |||
| Software Upgrade for Safety Administration |
CA007 | 20 | 40 | 80 | 0.8 | 1.6 | Database add-on, software, and integration. Software is COTS. |
| Commercial Vehicle Check Station (CS) | |||||||
| Check Station Structure | CC001 | 20 | 50 | 75 | Roadside structure - mainline w/lane indicator signals. | ||
| Signal Board | CC002 | 10 | 10 | 15 | 1 | 1.5 | Roadside signal board. |
| Signal Indicator | CC003 | 20 | 5 | 10 | 0.25 | 0.5 | Signal indicator system. |
| Roadside Beacon | CC004 | 10 | 5 | 8 | 0.5 | 0.8 | Roadside beacon used for electronic screening (not included in roadside subsystem). Beacon repair/replacement maintenance. |
| Wireline to Roadside Beacon | CC005 | 20 | 10 | 20 | Dedicated wireline communication from beacon to roadside (1 mile upstream). | ||
| Check Station Software, Integration | CC006 | 20 | 180 | 215 | Software, processor and integration. | ||
| Check Station Hardware | CC007 | 10 | 0.3 | 0.5 | 0.006 | 0.01 | Includes 1 workstation. |
| Detection System | CC008 | 10 | 50 | 75 | 2.5 | 3.75 | Commercial vehicle communication interface and communication device (cell-based radio). |
| Software Upgrade for Safety Inspection |
CC009 | 20 | 40 | 80 | 0.8 | 1.6 | Safety-database add-on, and result writing to vehicle tag processor add-on. Software is COTS. |
| Handheld Safety Devices | CC010 | 5 | 3 | 5 | 0.3 | 0.5 | For commercial vehicle inspection. The devices either measure data themselves or read data from the vehicle. Three per location. |
| Software Upgrade for Citation and Accident Recording |
CC011 | 20 | 20 | 40 | 1 | 2 | Software add-on for recording of citation and accident information to the commercial vehicle. |
| Weigh-In-Motion Facility | CC012 | 10 | 14 | 21 | 1.4 | 2.1 | Includes WIM fixed-load cell and interface to roadside facility. Software is COTS. |
| Wireline to Weigh-In-Motion Facility |
CC013 | 10 | 1 | 2 | 0.1 | 0.2 | Wireline communication (local line). |
| Commercial Vehicle On-Board (CV) | |||||||
| Electronic ID Tag | CV001 | 10 | 0.65 | 1.1 | 0.013 | 0.022 | Includes ID tag, additional software & processing, and database storage. Software is COTS. |
| Communication Equipment | CV002 | 10 | 1.15 | 2.25 | 0.0075 | 0.0125 | Commercial vehicle communication interface and communication device (cell-based radio). |
| Central Processor and Storage | CV003 | 10 | 0.3 | 0.5 | 0.006 | 0.01 | Equipment on board for the processing and storage of cargo material. |
| GPS/DGPS | CV004 | 10 | 0.3 | 0.5 | 0.006 | 0.01 | GPS for vehicle location. |
| Driver and Vehicle Safety Sensors, Software |
CV005 | 10 | 1.1 | 2.2 | 0.04 | 0.08 | Additional software and processor for warning indicator and audio system interface, and onboard sensors for engine/vehicle and driver. Software is COTS. |
| Cargo Monitoring Sensors and Gauges |
CV006 | 10 | 0.17 | 0.35 | 0.017 | 0.035 | Optional on-board sensors for measuring temperature, pressure, and load leveling. |
| Fleet Management Center (FM) | |||||||
| Fleet Center Hardware | FM001 | 10 | 15 | 30 | 0.3 | 0.6 | Costs include 3 workstations. |
| Fleet Center Software, Integration | FM002 | 20 | 215 | 500 | Includes processor and integration. Software is COTS. | ||
| Fleet Center Labor | FM003 | 337 | 412 | Labor for 5 staff @ 75K. Salary costs are fully loaded prices including base salary, overtime, overhead, benefits, etc. | |||
| Software for Electronic Credentialing, Clearance |
FM004 | 20 | 80 | 180 | Includes electronic credential purchase software, database and management for trip reports, and database management for preclearance. Software is COTS. | ||
| Software for Tracking and Scheduling |
FM005 | 20 | 40 | 100 | 4 | 10 | Vehicle tracking and scheduling. Software is COTS. |
| Vehicle Location Interface | FM006 | 20 | 10 | 15 | Vehicle location interface from FMS to TMS. | ||
| Software Upgrade for Fleet Maintenance |
FM007 | 20 | 20 | 40 | 0.4 | 0.8 | Processor/software upgrade to add capability to automatically generate preventative maintenance schedules from vehicle mileage data. Software is COTS. |
| Integration for Fleet Maintenance | FM008 | 20 | 100 | 200 | 2 | 4 | Integration with other systems. |
| Software Upgrade for HAZMAT Management |
FM009 | 20 | 20 | 40 | 0.4 | 0.8 | Vehicle tracking & scheduling enhancement. Software is COTS. |
| Hardware Upgrade for HAZMAT Management |
FM010 | 10 | 5 | 10 | 0.1 | 0.2 | Includes 1 workstation. |
| Vehicle On-Board (VS) | |||||||
| Communication Equipment | VS001 | 7 | 0.2 | 0.4 | 0.004 | 0.008 | Wireless data transceiver. |
| In-Vehicle Display | VS002 | 7 | 0.05 | 0.1 | 0.001 | 0.002 | In-vehicle display/warning interface. Software is COTS. |
| In-Vehicle Signing System | VS003 | 7 | 0.16 | 0.4 | 0.0032 | 0.008 | Interface to active tag reader, processor for active tag decode, and display device for messages. |
| GPS/DGPS | VS004 | 7 | 0.25 | 0.5 | 0.005 | 0.01 | Global Positioning System/Differential Global Positioning Systems. |
| GIS Software | VS005 | 7 | 0.2 | 0.3 | Geographical Information System (GIS) software for performing route planning. | ||
| Route Guidance Processor | VS006 | 7 | 0.1 | 0.15 | 0.002 | 0.003 | Limited processor for route guidance functionality. |
| Sensors for Lateral Control | VS007 | 7 | 0.8 | 1.1 | 0.016 | 0.022 | Includes lane sensors in vehicle and lateral sensors MMWradar. |
| Electronic Toll Equipment | VS008 | 7 | 0.04 | 0.01 | Active tag interface and debit/credit card interface. | ||
| Mayday Sensor and Processor | VS009 | 7 | 0.15 | 0.65 | 0.003 | 0.013 | Collision-detector sensor and interface for Mayday processor. Software is COTS. |
| Sensors for Longitudinal Control | VS010 | 7 | 0.3 | 0.5 | 0.006 | 0.01 | Longitudinal sensors MMWradar. |
| Advanced Steering Control | VS011 | 7 | 0.5 | 0.6 | 0.01 | 0.012 | Advanced steering control ("hands off" driving). Software is COTS. |
| Advanced Cruise Control | VS012 | 7 | 0.15 | 0.3 | 0.003 | 0.006 | Adaptive cruise control (automatic breaking and accelerating). |
| Intersection Collision Avoidance Processor, Software |
VS013 | 7 | 0.28 | 0.55 | 0.0056 | 0.011 | Software/processor for infrastructure transmitted information, interface to in-vehicle signing and audio system, software and processor to link to longitudinal and lateral vehicle control modules based on input signal from vehicle intersection collision warning equipment package. Software is COTS. |
| Vision Enhancement System | VS014 | 7 | 1.2 | 2.2 | 0.06 | 0.11 | In-vehicle camera, software & processor, heads-up display, and infrared sensors (local sensor system). Software is COTS. |
| Driver and Vehicle Safety Monitoring System |
VS015 | 7 | 0.66 | 1.25 | 0.033 | 0.0625 | Safety collection processor and software, driver- condition sensors, six vehicle-condition sensors (@ $50 each), and vehicle data storage. Software is COTS. |
| Pre-Crash Safety System | VS016 | 7 | 1.1 | 2.15 | 0.037 | 0.067 | Vehicle condition sensors, vehicle performance sensors, software/processor, interface, pre-crash safety systems deployment actuators. Software is COTS. |
| Software, Processor for Probe Vehicle |
VS020 | 7 | 0.05 | 0.15 | 0.001 | 0.003 | Software and processor for communication to roadside infrastructure, signal generator, message generator. Software is COTS. |
| Active Tag | 7 | 0.02 | 0.05 | 0.002 | 0.005 | Vehicle tag that can be updated (writable). | |
| Passive Tag | 5 | 0.015 | Read-only vehicle tag. | ||||
| In-Vehicle Navigation System | 7 | 2.8 | COTS product that includes in-vehicle display and supporting software. | ||||
| Basic PDA | PD001 | 7 | 0.2 | 0.4 | 0.005 | 0.008 | Personal digital assistant. |
| Advanced PDA for Route Guidance, Interactive Information |
PD002 | 7 | 0.5 | 0.75 | 0.01 | 0.015 | Personal digital assistant with advanced capabilities (route guidance, interactive). |
| Modem Interface, Antenna for PDA | PD003 | 7 | 0.08 | 0.25 | 0.0036 | 0.005 | Modem interface and separate antenna for wireless capability. |
| PDA with Wireless Modem | 2 | 0.2 | 0.6 | 0.12 | 0.3 | Personal digital assistant with wireless modem. O&M based on monthly subscriber rate plans of 50 Kbytes (low) and 150 Kbytes (high). | |
| Software Upgrade for Interactive Information |
7 | 0.01 | 0.2 | 0.002 | 0.004 | Software is COTS. | |
| GPS/DGPS | PD005 | 7 | 0.5 | 0.8 | 0.025 | 0.04 | GPS/DGPS. |
| GIS Software | PD006 | 7 | 0.1 | 0.15 | 0.005 | 0.0075 | Additional GIS/GUI capability. |
| ^Applicable only to unit cost elements used in IDAS. * Not available for several equipment or subsystems. |
Appendix B: List of Acronyms
| ABBCS | |
Ambassador Bridge Border Crossing System |
| ACN | |
Automatic Collision Notification |
| ADMS | |
Archived Data Management System |
| ADUS | |
Archived Data User Service |
| APTS | |
Advanced Public Transportation Systems |
| ARTIC | |
Advanced Rural Transportation Information and Coordination |
| ARTIMIS | |
Advanced Regional Traffic Interactive Management and Information Systems |
| ATAF | |
American Trucking Association Foundation |
| ATIS | |
Advanced Traveler Information System |
| ATM | |
Automatic Teller Machine |
| ATMS | |
Advanced Traffic Management System |
| AVI | |
Automatic Vehicle Identification |
| AVL | |
Automated Vehicle Location |
| AWARD | |
Advanced Warning for Railroad Delays |
| B/C | |
Benefit/Cost |
| CA | |
Commercial Vehicle Administration |
| CAD | |
Computer Aided Dispatch |
| CC | |
Commercial Vehicle Check Station |
| CCS | |
Collision Countermeasure System |
| CCTV | |
Closed Circuit Television |
| CDOT | |
Colorado Department of Transportation |
| CHART | |
Coordinated Highways Action Response Team |
| CLEOPATRA | |
City Laboratories Enabling Organization of Particularly Advanced Telematics Research and Assessments |
| CO | |
Carbon Monoxide |
| CTA | |
Chicago Transit Authority |
| CV | |
Commercial Vehicle On-Board |
| CVAP | |
Commercial Vehicle Administrative Processes |
| CVIEW | |
Commercial Vehicle Information Exchange Window |
| CVISN | |
Commercial Vehicle Information Systems and Network |
| CVO | |
Commercial Vehicle Operations |
| CWS | |
Collision Warning System |
| DMS | |
Dynamic Message Sign |
| DOT | |
Department of Transportation |
| EDI | |
Electronic Data Interchange |
| EMS | |
Emergency Medical Services |
| EMT | |
Emergency Medical Technician |
| EOC | |
Emergency Operations Center |
| EPA | |
Environmental Protection Agency |
| E-PASS | |
Express Pass |
| ER | |
Emergency Response Center |
| ESS | |
Environmental Sensing Station |
| ETC | |
Electronic Toll Collection |
| EV | |
Emergency Vehicle On-Board |
| FAST | |
Freeway and Arterial System of Transportation |
| FHWA | |
Federal Highway Administration |
| FM | |
Fleet Management |
| FOT | |
Field Operational Test |
| FY | |
Fiscal Year |
| GIS | |
Geographical Information System |
| GPS | |
Global Positioning System |
| GYRITS | |
Greater Yellowstone Rural Intelligent Transportation Systems |
| HAR | |
Highway Advisory Radio |
| HC | |
Hydrocarbon |
| HOV | |
High Occupancy Vehicle |
| HRI | |
Highway-Rail Intersections |
| HUT | |
Highway User Tax |
| ICC | |
Intelligent Cruise Control |
| IFTA | |
International Fuel Tax Agreement |
| IH | |
Interstate Highway |
| IRP | |
International Registration Plan |
| ISP | |
Information Service Provider |
| ISS | |
Inspection Selection Systems |
| ITDA | |
Independent Truckers and Drivers Association |
| ITE | |
Institute of Transportation Engineers |
| ITS | |
Intelligent Transportation Systems |
| ITS/CVO | |
ITS for Commercial Vehicles Operations |
| IVN | |
In-Vehicle Navigation |
| IVS | |
In-Vehicle Systems |
| JPO | |
Joint Program Office |
| LADOT | |
Los Angeles Department of Transportation |
| MDI | |
Model Deployment Initiative |
| MDT | |
Mobile Data Terminal |
| MMDI | |
Metropolitan Model Deployment Initiative |
| MMTA | |
Maryland Motor Transportation Authority |
| Mn/DOT | |
Minnesota Department of Transportation |
| MTA | |
Metropolitan Transportation Authority |
| NHTSA | |
National Highway Traffic Safety Administration |
| NJTA | |
New Jersey Turnpike Authority |
| NOx | |
Oxides of Nitrogen |
| O&M | |
Operations & Maintenance |
| OSCAR | |
One-Stop-Credentialing and Registration |
| PC | |
Personal Computer |
| PD | |
Personal Devices |
| PDA | |
Personal Digital Assistant |
| PM | |
Parking Management |
| PSAP | |
Public Safety Answering Point |
| PTC | |
Projected-Times-to-Collision |
| PuSHMe | |
Puget Sound Help Me (Mayday System) |
| RDT | |
Regional Transportation District |
| RM | |
Remote Location |
| ROUTES | |
Rail, Omnibus, Underground, Travel Enquiry System |
| RS-C | |
Roadside Control |
| RS-D | |
Roadside Detection |
| RS-I | |
Roadside Information |
| RS-RC | |
Roadside Rail Crossing |
| RS-TC | |
Roadside Telecommunications |
| RWIS | |
Road Weather Information System |
| SAFER | |
Safety and Fitness Electronic Record |
| SCOOT | |
Split Cycle Offset Optimization Techniques |
| SEMSIM | |
Southeast Michigan Snow and Ice Management |
| SIE | |
Safety Information Exchange |
| SSRS | |
Single State Registration System |
| TA | |
Toll Administration |
| TCC | |
Traffic Control Centers |
| TM | |
Transportation Management Center |
| TP | |
Toll Plaza |
| TR | |
Transit Management Center |
| TRANSMIT | |
TRANSCOM's System for Managing Incidents and Traffic |
| T-REX | |
Transportation Expansion |
| TV | |
Transit Vehicle On-Board |
| USD | |
United States Dollars |
| U.S. DOT | |
United States Department of Transportation |
| VS | |
Vehicle On-Board |
| VSL | |
Variable Speed Limit |
| WIM | |
Weight in Motion |
| WSDOT | |
Washington State Department of Transportation |
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