January 10, 2002

Case Study 1: Ohio-Kentucky-Indiana Regional Council of

Governments’ Evaluation of ARTIMIS and ITS Program Plan

• Traveler advisory telephone service (TATS) –

Project Background
ARTIMIS, the Advanced Regional Traffic
Interactive Management Information System, is one
of the earlier ITS systems deployed in the United
States. The system provides traffic management and
traveler information on 88 miles of the most heavily
traveled freeways in the greater Cincinnati and
Northern Kentucky region. ARTIMIS represents a
remarkable partnership between the Ohio
Department of Transportation (ODOT), Kentucky
Transportation Cabinet (KYTC), and Ohio-
Kentucky-Indiana Regional Council of Governments
(OKI).
211 landline and mobile, which was recently
changed to 511, the first in the nation to
implement;
• Highway advisory radio (HAR);
• Freeway service patrol (FSP) vans, otherwise
known as CVS/Samaritan vans;
• Ramp and reference markers;
• Vehicle detectors;
• Total station electronic surveying equipment;
and
• Operations control center (OCC).

The Cincinnati region’s population is approximately ARTIMIS Coverage Area

1.85 million, with approximately 3.3 million daily
trips during the morning and afternoon peak periods.
Vehicle miles traveled (VMT) during the peak
periods is estimated at 22 million miles. The Texas
Transportation Institute’s The 2001 Urban Mobility
Report estimates that 63 percent of peak period
travel on the Cincinnati region’s freeways is in
congested conditions. The population in the region
is expected to exceed 2 million by 2010.

ARTIMIS began limited operations in June 1995

and the system was completed in December 1998,
with ongoing expansion and enhancements.

The ARTIMIS components and services include:

• Closed circuit TV cameras (CCTV); In order to assess the effectiveness and performance
of the ARTIMIS program, and to develop a strategic
• Electronic dynamic message signs (DMS); decision making framework for future system
Case Study 1: OKI Evaluation of ARTIMIS and ITS Program Plan
enhancements, the KYTC, ODOT, OKI, and other
agencies in the region commissioned two studies:
• An evaluation of ARTIMIS; and
• The development of a regional ITS
architecture/ITS program plan.
This case study describes the use of IDAS for these
two studies.
Project Goals and Objectives
The major goals of the ARTIMIS program are to:
• Improve motorist safety;
• Improve travel times; and
• Improve air quality.
ARTIMIS strives to achieve these goals through the
functions performed by the Advanced Traffic
Management System (ATMS) and the Advanced
Traveler Information System (ATIS), including:
• Quick identification and clearance of incidents;
• Enhancement of public safety through roadway
network surveillance; and
• Improvement in the quality of life by providing
advanced traveler information to motorists.
The evaluation of ARTIMIS was centered on the
following key issues that the participating agencies
needed addressed:
• Evaluate the public perception of ARTIMIS;
• Assess emergency response agency perception
of ARTIMIS;
• Evaluate system performance; and
• Identify system benefits.
The first three objectives were addressed through the
use of surveys, focus groups, and personal
interviews. The last objective, quantify the benefits
of ARTIMIS, involved the application of the ITS
Deployment Analysis System (IDAS).
The system benefits task focused on identifying and
quantifying the benefits of ARTIMIS including
mobility, congestion, accidents, air quality, and
energy impacts. OKI and the study partner agencies
IDAS Case Studies
did not have the historical “before” and “after” data
available for the evaluation study so they were
wrestling with an approach to conduct the analysis.
Since historical data (before the deployment of
ARTIMIS) for comparison of performance
indicators were not available for a “before” and
“after” evaluation, IDAS, was used to provide
estimates of the benefits of ARTIMIS.
Additional advantages of IDAS that led to OKI’s
selection of the tool for the system benefits
evaluation included:
• OKI and the partner agencies were interested in
estimating the systemwide impacts of ARTIMIS,
particularly safety, travel times, and air quality.
IDAS provides the capability for estimating the
impacts for these, as well as other performance
indicators;
• IDAS default impact values are user modifiable
with numbers that better represent conditions in
the Cincinnati region. Several studies have been
conducted locally evaluating the individual
components of ARTIMIS and results from these
studies could be used as inputs into IDAS; and
• IDAS provides a consistent approach for
estimating the future impacts of the regional ITS
architecture, which was developed concurrently
with the evaluation effort.
Existing Agency Technical Capabilities
OKI’s data services department, which maintains the
region’s travel demand model among other
responsibilities, had the technical capabilities to
apply the IDAS program for these studies.
However, OKI opted to have consultants conduct the
IDAS analysis due to limited staff resources. In
order to evaluate the system benefits of ARTIMIS
and estimate the impacts of the proposed ITS
program plan using IDAS, the region’s travel
demand model data was obtained from the OKI data
services department and used in the analysis.
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Case Study 1: OKI Evaluation of ARTIMIS and ITS Program Plan
Additional Data, Technical Assistance or
Training Needs
In addition to the data obtained from the OKI travel
demand model to conduct the analyses, the study
utilized data from various other sources in order to
better represent conditions in the Cincinnati region.
The IDAS default impact values for the ITS
components included in ARTIMIS were adjusted to
reflect results from various studies that had been
conducted on the ARTIMIS system including:
• The public perception (market research) and
emergency responder perception interviews
conducted in other tasks of the ARTIMIS
evaluation study;
• Evaluation of Advanced Surveying Technology
for Accident Investigation Research Report,
prepared by Kentucky Transportation Center;
• Evaluation of Reference Signs Draft Research
Report, prepared by the Kentucky
Transportation Center;
• ARTIMIS Telephone Travel Information
Service: Current Use Patterns and User
Satisfaction, prepared by the Kentucky
Transportation Center;
• ARTIMIS Operations: The First Three Years,
prepared by TRW, Inc.; and
• Accident statistics from state, county, and local
agencies obtained from interviews and various
agency websites.
The adjusted impact values used for the ARTIMIS
evaluation are identified in the table on the
following page.
Analysis Method and Assumptions
IDAS analysis were conducted separately for the
two studies:
• The ARTIMIS Evaluation; and
• The regional ITS architecture/ITS program plan,
referred to as the ITS Program Plan.
Data were obtained from the OKI regional travel
demand model to use as inputs into the IDAS model.
IDAS Case Studies
The model data included both network files and
travel demand files (trip tables) representing the a.m.
and p.m. peak periods. Year 1995 model files were
used for the ARTIMIS evaluation, to represent
traffic conditions before ARTIMIS was deployed.
Year 2010 networks and trip tables were used in
developing the ITS program plan. Four separate
modes were obtained from the OKI model, including
all auto, walk to local transit, kiss and ride transit,
and park and ride transit. These data were imported
into the IDAS software to conduct the analysis.
Other parameters, such as baseline travel time skims
(zone to zone), turn prohibitors, volume-delay
curves, in- and out-of-vehicle travel times, and
vehicle occupancies from the OKI model, were
evaluated and incorporated into the IDAS model
replacing the default values. A two-percent growth
factor was applied to the travel demand model trip
tables to reflect the population increase in the
Cincinnati area between 1995 and 1999 for the
ARTIMIS evaluation study. The auto occupancy for
the auto trip table was 1.36 persons per vehicle.
The a.m. peak period represented 2.5 hours from
6:00 a.m. to 8:30 a.m., and the p.m. peak period
represented 3.5 hours from 3:00 p.m. to 6:30 p.m. It
was assumed that most of ARTIMIS’ benefits occur
during the peak periods and that this approach would
produce a more conservative estimate of average
annual benefits.
ARTIMIS Evaluation
For the evaluation effort, the individual ARTIMIS
components were deployed in IDAS according to
information provided by the operations control
center, facts and statistical information, and maps
obtained from the ARTIMIS system. A few of the
IDAS default impact values were adjusted to reflect
results from various local studies as shown in the
table above.
For the benefit/cost analysis, the evaluation plan
estimate of capital and operating costs for the
ARTIMIS system were based upon data provided by
OKI and the ARTIMIS operations control center.
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Case Study 1: OKI Evaluation of ARTIMIS and ITS Program Plan IDAS Case Studies

Comparison of Impact Values Used for the ARTIMIS Evaluation

Impact Measure IDAS Default Adjusted Value
Incident Management (Freeway Service Patrol and Reference Markers)
Reduction in incident duration 55% 22.5%
Reduction in fatalities 10% 10%
Reduction in emissions and fuel 42% 17.2%
Telephone and Web Information Services
Market penetration (percent using the service) 1% 0.42%
Time savings per traveler 15% 15%
Dynamic Message Signs
Percent time sign is on and disseminating
10% 10%
information
Percent vehicles that save time 20% 24%
Time savings 3 minutes 17 minutes
Highway Advisory Radio
Percent vehicles tuned into broadcast 25% 5%
Percent vehicles that save time 25% 25%
Percent time of extreme conditions 10% 2%
Time savings per traveler 4 minutes 4 minutes

ITS Program Plan 2006 ITS Program Plan 2010

The following are the ARTIMIS enhancements and

The 2010 ITS program plan is more extensive and
additions planned for the year 2006 in the ITS
includes the components in the 2006 plan plus the
program plan included in the analysis:
following:
• Enhancement of existing ARTIMIS
• Ramp metering;
components;
• Snow and ice detection and management, and
• Arterial operations upgrades;
advanced snow plow systems;
• Cincinnati/Northern Kentucky airport kiosks;
• Parking management system for stadiums; and
• Advanced public transportation systems;
• Red-light running enforcement system.
• Truck-oriented traveler information;
• Emergency vehicle traffic signal preemption;
• Freeway bridge snow and ice removal;
• Various incident detection, verification,
response, and management components;
• Highway-rail intersection safety systems; and
• Expansion of traveler information delivery.

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Case Study 1: OKI Evaluation of ARTIMIS and ITS Program Plan
The OKI ITS program plan consisted of two
milestone years of deployment, 2006 and 2010. The
2010 OKI, existing plus committed (E+C) a.m. peak
period travel demand model was used for both the
2006 and 2010 scenarios. The 2006 trip estimates
were derived based on interpolation between the
1995 and 2010 trip tables. The a.m. time period was
used for the ITS program plan analysis as the OKI
a.m. peak period model is better validated. The
combined a.m. and p.m. peak period results were
estimated based on factors from the ARTIMIS
evaluation results. For the ITS program plan results,
the a.m. peak period monetized benefits were
multiplied by a factor of 1.63 to estimate the total
peak period benefits (a.m. and p.m. peak periods
combined).
The ITS projects modeled in IDAS for the ITS
program plan only include those for which the
deployment specifics were identified, including
geographic location, timing of improvements,
estimated costs, implementation methodology, and
target impacts. Due to the constraints of IDAS,
some ITS components were not included in the
analysis (e.g., bridge snow and ice removal). In
addition, due to the limitations of the OKI model,
truck-related components were not included in the
analysis, as the regional model does not have truck
trip tables and trip times.
For the benefit/cost analysis, the project team
developed the capital costs and operating and
maintenance (O&M) costs were estimated based on
the ratio of current average annual O&M to capital
costs for the ARTIMIS system.
IDAS Analysis Results
The IDAS analysis results are presented separately
for the ARTIMIS evaluation study and the ITS
program plan. The ITS program plan results are
further divided into year 2006 versus 2010.
ARTIMIS Evaluation
The IDAS analysis of the ARTIMIS system
produced the following findings:
• Mobility (time savings) – This measure is the
time savings realized by motorists through the use
IDAS Case Studies
of traveler information components. These time
savings are primarily realized through changing
of travel routes, and/or departure time. ARTIMIS
was found to produce approximately 360 hours
saved daily by travelers during the a.m. peak
period and 500 hours saved during the p.m. peak
period.
• Travel time reliability – Travel time reliability
measures the time savings realized by motorists
under situations of non-recurring congestion
caused by incidents such as crashes or vehicle
breakdowns on freeways. IDAS estimated that
an average of 12,000 hours of unexpected delay
is saved daily during the a.m. peak period, and
6,940 hours saved during the p.m. peak period
due to ARTIMIS. As shown in the table below,
this measure had the greatest benefit, over 85
percent of the total benefits, as the emphasis of
ARTIMIS is on incident detection, response, and
management.
• Improving motorist safety – IDAS estimated a
3.2 percent reduction in fatalities during the a.m.
and p.m. peak periods due to ARTIMIS.
Research has not revealed any statistically
significant change in the overall accident rate
due to the deployment of incident management
systems. However, the reduced time for incident
detection/verification was found to reduce the
number of fatality accidents (with an offsetting
increase in the number of injury accidents).
• Improving air quality – The ARTIMIS
program resulted in a reduction of 0.46 tons
(3.8 percent) of hydrocarbons during the a.m.
peak period and 0.67 tons (3.6 percent) during
the p.m. peak period. Carbon monoxide was
reduced by 3.16 tons (3.8 percent) during the
a.m. peak period and 4.50 tons (3.6 percent)
during the p.m. peak period. It is also estimated
that ARTIMIS resulted in a reduction of 1.01
tons (4.7 percent) of nitrous oxide emissions
during the a.m. peak period and 1.47 tons
(4.5 percent) during the p.m. peak period.
These impacts were monetized to produce a
benefit/cost ratio for the ARTIMIS evaluation (see
following table). As shown, ARTIMIS results in an
annual savings of approximately $136 million to the
Cincinnati region. The benefits of ARTIMIS
outweigh the costs by a significant margin and result
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Case Study 1: OKI Evaluation of ARTIMIS and ITS Program Plan
in a net benefit of $125 million per year with a
benefit/cost ratio of 12:1.
ARTIMIS Evaluation – Benefits and Costs
(Year 2000 Dollars)
Performance Measure Annual Value
Benefits
User mobility $1,811,000
Travel time reliability $119,511,000
Fuel consumption $180,000
Accidents $2,596,000
Emissions $11,753,000
Total Annual Benefits $135,850,000
Total Average Annual Cost $11,160,000
Benefit/Cost Comparison 12:1
ITS Program Plan 2006
The IDAS analysis of the short-term 2006 ITS
program plan resulted in the following results:
• Mobility (time savings) – Approximately 6,627
hours will be saved daily by travelers during the
a.m. peak period. This is significantly higher than
the evaluation results due to the expansion of
existing services, kiosks, and truck information.
• Travel time reliability – An average of 10,355
hours of unexpected delay is estimated to be
saved by travelers daily during the a.m. peak
period.
• Improving motorist safety – IDAS estimated a
4.1 percent reduction in fatalities.
• Improving air quality – The 2006 ITS program
plan is estimated to result in a 3.9 percent
reduction of hydrocarbons, 4.3 percent reduction
in carbon monoxide and 5.4 percent reduction of
nitrous oxide emissions during the a.m. peak
period.
The benefits and costs for the 2006 ITS program
plan are summarized in the following table. These
results are based upon a combination of the a.m. and
p.m. peak periods. As mentioned previously, the
p.m. peak period impacts were estimated using a
factor from the ARTIMIS evaluation effort. It is
IDAS Case Studies
estimated that the 2006 ITS program plan will result
in a benefit/cost ratio of 12:1.
2006 ITS Plan – Benefits and Costs
Performance Measure Annual Value
Benefits
User mobility $26,292,000
Travel time reliability $123,237,000
Fuel consumption $13,871,000
Accidents $2,487,000
Emissions $8,563,000
Total Annual Benefits $174,450,000
Total Average Annual Cost $13,985,000
Benefit/Cost Comparison 12:1
ITS Program Plan 2010
The IDAS analysis of the longer-term 2010 ITS
program plan resulted in the following findings:
• Mobility (time savings) – Approximately 8,419
hours will be saved daily by travelers during the
a.m. peak period.
• Travel time reliability – An average of 4,142
hours of unexpected delay due to non-recurring
congestion is estimated to be saved by travelers
daily during the a.m. peak period.
• Improving motorist safety – IDAS estimated a
2.5 percent reduction in fatalities, 1.7 percent
reduction in injury accidents, and a 1.6 percent
reduction in property damage only (PDO)
incidents.
• Improving air quality – The 2010 ITS program
plan is estimated to result in a 1.2 percent
reduction of hydrocarbons (0.15 tons), 1.1
percent reduction in carbon monoxide (0.91
tons), and a 1.3 percent reduction of nitrous
oxide emissions (0.27 tons) during the a.m. peak
period.
The following table presents a summary of the
benefits and costs for the 2010 ITS program plan,
including both the a.m. and p.m. peak period
estimated impacts. It is estimated that the 2010 ITS
program plan will result in a benefit/cost ratio of 9:1.
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Case Study 1: OKI Evaluation of ARTIMIS and ITS Program Plan IDAS Case Studies

2010 ITS Plan – Benefits and Costs abandoned vehicles and the collection of
Performance Measure Annual Value
incident data to track progress (incident
type, dispatch time, arrival time, clearance
Benefits time, etc.).
User mobility $33,401,000
− Coordinate with emergency responders on
Travel time reliability $49,300,000 how to minimize duration of an incident,
Fuel consumption $3,899,000 while still preserving their safety and the
Accidents $6,688,000 integrity of an investigation.
Emissions $2,239,000 • Continue and expand public education and
marketing campaign of ARTIMIS, specifically
Total Annual Benefits $95,528,000
the telephone/web traveler information services
Total Average Annual Cost $10,665,000 to increase the use of the system.
Benefit/Cost Comparison 9:1 • Re-evaluate highway advisory radio (HAR)
purpose and strategies, and improve operability.
Determine long-term future of HAR, and
reasonable level of investment.
Recommendations for ARTIMIS • Increase dynamic message sign (DMS)
deployment, specifically approaching freeway
The following are the key recommendations, which interchanges and on major arterials approaching
resulted from the ARTIMIS system benefits freeway entrances.
evaluation. These recommendations focus on
improvements to the ARTIMIS system. • Develop OKI staff capability to evaluate
benefits and costs of ITS alternatives.

The greatest benefit of ARTIMIS is from the These recommendations were incorporated into the
incident management components. Therefore, ITS program plan and several of the
expansion plans should focus on additional recommendations from the evaluation study have
incident management improvements. already been implemented including:
• 24/7 ARTIMIS operations;
The following additional actions are recommended • Live video feed availability to emergency
based on the evaluation: responders and the public;
• Expanded freeway service patrol to 13 hours per
• Review ARTIMIS incident records and state
day from just the peak periods;
highway accident reports to identify locations
with a high number of incidents. Expand and • Connections from the ARTIMIS operations
densify incident detection, verification, control center (shown below) via radio, fiber,
response, and management strategies in those etc. to various emergency response and
areas. transportation facilities; and
− Expand ramp and reference markers to • Increased media/marketing campaign.
entire freeway system.
− Expand and densify coverage of the freeway
service patrol (FSP) vans.
− Provide real-time video and data feed at the
local agency dispatch centers.
− Develop standardized regional incident
management plans. These should include
consistent policies about removing

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Case Study 1: OKI Evaluation of ARTIMIS and ITS Program Plan
ARTIMIS Operations Control Center
Lessons Learned
These are lessons learned from the implementation
of IDAS.
1. OKI did not have the staff resources available
to prepare the travel demand model data in the
format necessary for direct import into IDAS.
However, the Tranplan files and OKI model
documentation provided were well organized and
thorough. The model data were easily converted
into IDAS format through the use of TP+ and
Viper, making the import into IDAS relatively
seamless.
2. The use of impact values from local sources
better represented conditions in the Cincinnati
region versus the use of national default values
available within IDAS.
3. Matching the ITS components in ARTIMIS
and the ITS program plan to the components
available in IDAS required careful consideration
prior to use of IDAS, particularly the use of the
components and possible synergies.
4. Agency review and approval of modifiable
IDAS defaults, particularly impact values and
benefits values (value of time, incident costs,
etc.), is critical for confidence and comfort with
the results.
IDAS Case Studies
To expand lesson-learned #3 above, the impacts and
benefits of an ITS deployment1 are directly
dependent upon the technologies adopted, the
operational parameters and philosophies, and the
resulting services provided to the end-user. The
analysis of ITS benefits requires the aggregation of
the different services provided into distinct cohesive
clusters of ITS projects, which can be modeled in
IDAS. It is therefore important that the analyst has a
thorough understanding of the following in order to
accurately model ITS projects in IDAS:
• The different ITS technologies and systems that
are deployed;
• The operating philosophy and parameters that
will influence the impacts of the different
deployments;
• The appropriate coverage areas and impacts
areas for the respective deployments;
• The types and magnitudes of the resulting end-
user services that are provided by the
deployments. This ensures that the right impacts
assumptions are made for the respective
deployments; and
• The interaction and synergies between different
components, both within deployments as well as
across deployments (this will facilitate the
consideration of the benefits of integrated ITS
deployments, as well as the avoidance of
double-counting of benefits).
It is helpful to document these processes along the
following lines:
• Develop a list of technologies adopted and
deployments along with the operational
philosophies and parameters that affect the
expected impacts. List the end-user services
provided by these technologies and services.
• Develop a matrix that shows the correspondence
of the respective deployments to appropriate
IDAS ITS analysis options.
• Produce a graphical illustration of the physical
location (coverage) of these IDAS analysis
options.
1
Note: IDAS “deployments” can be a single ITS
component (e.g., dynamic message sign, ramp meter) or
involve multiple ITS components (e.g., ramp metering
and signal coordination system).
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Case Study 1: OKI Evaluation of ARTIMIS and ITS Program Plan
• Develop a matrix for each IDAS ITS
improvement that lists the default IDAS impact
values and the adjusted impact value, along with
the explanations for the adjustments (as shown
in the table on page 4).
Project Cost and Schedule
The IDAS analysis was conducted for two projects,
including the ARTIMIS Evaluation and the Regional
ITS Architecture/ITS Program Plan. The projects
began in December 1999 with the majority of the
IDAS related tasks being conducted between
October 2000 and August 2001. The cost for the
IDAS runs was approximately $99,000. This cost
included work associated with the systems benefits
analysis including setup, running, and reporting
IDAS results; meetings; travel; computer time;
presentations; technical memorandums; and the final
report. These costs exclude agency staff time.
Future Usage of Data and/or Technical
Approaches Developed
As an MPO, OKI is interested in using IDAS in the
future to satisfy the Congestion Management System
(CMS) requirements. These include:
• Monitoring and evaluation of transportation
system performance;
• Identification of alternative strategies to mitigate
congestion; and
• Assessment of the effectiveness of implemented
actions.
These CMS requirements are to be addressed by
Transportation Management Areas (TMAs) with
populations of 200,000 or more. IDAS is well suited
to address these requirements as it can be used to
analyze alternative ITS strategies and test tradeoffs
of traditional highway and transit infrastructure
options.
TMAs that are in non-attainment for ozone or carbon
monoxide must conduct additional analysis. In
metropolitan areas such as Cincinnati, highway
corridors in need of capacity expansion must be
IDAS Case Studies
analyzed for reasonable travel demand reduction and
operational management strategies, which includes
ITS. If analysis shows that these strategies cannot
fully satisfy the need for added capacity, it is only
then that traditional additional capacity (e.g., adding
lanes) can be justified. Until recently, OKI felt there
was no tool available to effectively quantify the
performance of ITS technologies as required for the
CMS. With IDAS, there is an available tool to
analyze ITS strategies.
In addition to providing a planning tool for CMS,
IDAS can also provide a policy tool for
justifying ITS investments. Typically, MPOs
sign off on the transportation investments in
metropolitan areas. In the eyes of many MPO
Board members, ITS improvements do not have
the same visibility as added lanes, improved
intersections, or transit expansion. It has been
difficult to convey the magnitude of potential
ITS benefits in comparison to the relatively low
cost for an assortment of dispersed technologies.
Now, with IDAS, decision makers can begin to
see the estimated benefits of an ITS system or of
ITS expansion.
As funding becomes more and more competitive,
OKI needs this ability to compare ITS performance
with other potential projects. OKI is now including
ITS recommendations in regional long-range
transportation plans. IDAS can help with planning
as well as programming. It adds a new dimension to
understanding how technologies can assist travelers
and makes it easier to bring these technologies to the
OKI region.
This is one of four case studies describing the
application of the ITS Deployment Analysis System
(IDAS) software program. These case studies
illustrate innovative approaches in conducting ITS
planning and program development.
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Case Study 1: OKI Evaluation of ARTIMIS and ITS Program Plan IDAS Case Studies

For further information, please contact:

Contacts

This work was performed under contract with:

Federal Highway Administration Dory Montazemi, PE, AICP

Planning and Environment Deputy Executive Director
Office of Metropolitan Planning and Programs OKI
400 7th Street, S.W. 801-B West Eighth Street, Suite 400
Washington, D.C. 20590 Cincinnati, OH 45203
Telephone: (513) 621-6300
Fax: (513) 621-9325
The Case Study was prepared by: Web: www.oki.org

Cambridge Systematics, Inc.

1300 Clay St., Suite 1010
Oakland, CA 94611
Telephone: (510) 873-8700
Fax: (510) 873-8701
Web: www.camsys.com

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