An estimate of transportation cost savings from using Intelligent Transportation System (ITS) infrastructure

ITE Journal (Institute of Transportation Engineers)

Volumn 67, Issue 11, 1997, Pages 42-47

  Peters, Joseph ^a,b,c   Mcgurrin, Michael ^d,e,f   Shank, Dwight ^d,g,h,i   Cheslow, Melvyn ^d,g,j,k  

^a U S DEPARTMENT OF TRANSPORTATION   (United States)

^b Loyola College   (United States)

^c CATHOLIC UNIVERSITY OF AMERICA   (United States)

^d Intelligent Transp Syst M ^*

^e PENNSYLVANIA STATE UNIVERSITY   (United States)

^f UNIVERSITY OF MASSACHUSETTS   (United States)

^g NOBLIS   (United States)

^h BRIDGEWATER COLLEGE   (United States)

ⁱ UNIVERSITY OF MARYLAND   (United States)

^j CALIFORNIA INSTITUTE OF TECHNOLOGY   (United States)

^k JOHNS HOPKINS UNIVERSITY   (United States)

more..

Author keywords

[No Author keywords available]

Indexed keywords

BUILD ONLY ALTERNATIVE; INTELLIGENT TRANSPORTATION SYSTEM INFRASTRUCTURE; TRANSPORTATION COST SAVINGS;

COST EFFECTIVENESS; COSTS; HIGHWAY SYSTEMS; MAINTENANCE; PARAMETER ESTIMATION; ROAD CONSTRUCTION; ROADS AND STREETS; SENSITIVITY ANALYSIS;

TRANSPORTATION;

ECONOMIC ANALYSIS; INTELLIGENT TRANSPORTATION SYSTEM; TRANSPORT ECONOMICS; TRANSPORT INFRASTRUCTURE;

USA;

EID: 0031277854     PISSN: 01628178     EISSN: None     Source Type: Journal    
DOI: None     Document Type: Review

References (11)

1. Urban Roadway Congestion - 1982-1992. Volume 1: Annual Report, Research Report 1131-7. Texas Transportation Institute, September 1995.
2. Journey-to-Work Trends in the United States and its Major Metropolitan Areas 1960-1990. Publication No. FHWA-PL-94-012. USDOT FHWA, November 1993; used area-wide population from Table 3-5.
3. From Ref. 1, added required new freeway and arterial miles together, yielding 4,453 miles multiplied by 10 years and divided by the total existing freeway and arterial miles (Table 8) for a total of 147,647. The result is 4,453 × 10/147,647 = 30.2 percent. The annual growth rates were not compounded to derive the 10-year figures.
4. Urban Roadway Congestion - 1982-1992. Volume 1: Annual Report, Research Report 1131-7. Texas Transportation Institute, September 1995; Table 8. Totaled columns for Additional Annual Lane-Miles needed for Freeways and Principal Arterials needed to maintain 1992 congestion levels. Actual totals were 1,748 for freeways and 2,705 for arterials.
5. Ibid. Totaled columns on average annual lane-miles added to system, 1988-1992 (1,170 for freeways, 1,757 for principal arterials). Built percentages are 1,170/1,748 = 66.9 percent for freeways and 1,757/2,705 = 65.0 percent for arterials.
6. Used lane miles from Ref. 1; used two different estimates for road construction cost and then averaged them: 1) A Toolbox for Alleviating Traffic Congestion, ITE, 1989. Table 4.2 gives construction costs of $2.26 million per lane mile for new freeways for Texas. The high-way construction cost indices in this table indicates that Wisconsin is more of a "typical" state. Therefore, the cost for typical new freeways is calculated at $2.26 million per lane mile multiplied by 317.9/119.3 (cost indices of Texas and Wisconsin), for approximately $6 million per lane mile. Similarly, $0.41 million times 317.9/119.3 yielded approximately $1 million per lane mile for widening a "non-freeway." 2) 1991 HPMS Needs Analysis Urban Construction costs for widening urban highways. A mid-point was taken between costs in built-up and outlying areas for widening existing facilities per added lane-mile. For freeways, built up costs were $3.683 M and outlying were $2.359 M; $3 M was used. For arterials, built up costs were $2.013 M and outlying were $1.394 M; $1.6 M was used. This produced lower total costs for traditional construction.
7. Used lane miles from Ref. 1; used two different estimates for road construction cost and then averaged them: 1) A Toolbox for Alleviating Traffic Congestion, ITE, 1989. Table 4.2 gives construction costs of $2.26 million per lane mile for new freeways for Texas. The high-way construction cost indices in this table indicates that Wisconsin is more of a "typical" state. Therefore, the cost for typical new freeways is calculated at $2.26 million per lane mile multiplied by 317.9/119.3 (cost indices of Texas and Wisconsin), for approximately $6 million per lane mile. Similarly, $0.41 million times 317.9/119.3 yielded approximately $1 million per lane mile for widening a "non-freeway." 2) 1991 HPMS Needs Analysis Urban Construction costs for widening urban highways. A mid-point was taken between costs in built-up and outlying areas for widening existing facilities per added lane-mile. For freeways, built up costs were $3.683 M and outlying were $2.359 M; $3 M was used. For arterials, built up costs were $2.013 M and outlying were $1.394 M; $1.6 M was used. This produced lower total costs for traditional construction.
8. Based on 1995 Status of the Nation's Surface Transportation System: Condition and Performance, dividing the 8,129,182 lane miles that existed in 1993 into the $22,907,000 spent in 1993 on Operations and Maintenance (see pages 82 and 186).
9. Based on Intelligent Transportation Infrastructure Benefits: Expected and Experienced. The MITRE Corporation, January 1996; page 3, Table 1.
10. 2 were considered to be medium sized.
11. Cost Estimate and Assumptions for the CORE Infrastructure. FHWA Office of Traffic Management and Intelligent Transportation Systems Applications, August 1995; estimates a value of 10.1 percent for large cities and 9.1 percent for medium cities; 10 percent was used in this analysis. Note that a key assumption for both capital and O&M costs is a predominantly purchased communications infrastructure. A leased communications assumption would substantially change the split of costs between capital and O&M.