Prepared for

New York State Department of Transportation

Prepared by

Dunn Engineering Associates

In association with

Cambridge Systematics
Fisher Associates

July 2005

EXECUTIVE SUMMARY

In March, 1996, the Rochester Areawide Advanced Transportation Management System Report (6) established the need for an ITS as well as a strategic implementation / deployment plan. This plan has, in part, been implemented through the design and construction of ITS on the following corridors:

• Route 104 – Goodman St to Salt Rd.
• Route 590 – Route 286 (Browncroft Blvd.) to Titus Ave.
• I-490 – I-390 to Goodman St.

In addition, three highway emergency local patrol (HELP) beats were established.

This Region 4 ATMS Local Evaluation Report prepared under Task 1 of the project provides an evaluation of the ITS program implemented to date along with a discussion of institutional issues.

This evaluation will be followed by a study to reevaluate the Rochester Areawide Advanced Transportation Management System Report in the light of current experience, and to modify the strategic implementation / deployment plan accordingly.

Key results of the study include the following:

The ITS benefits result from the reduction in non-recurrent delay obtained by improved incident detection, improved incident management and information to motorists, enabling them to avoid congested facilities. These benefits are highest for I-490, the facility with the most delay.

The HELP beats (routes) include considerably more roadway mileage than does the ITS. The annual benefits and cost of the HELP program include a reduction of 147,500 vehicle hours of delay at a benefit to cost ratio of 10.9.

A number of other agencies, including law enforcement and emergency responders, were interviewed to determine their impressions of the effect of ITS on the duration and effectiveness of emergency response operations. Twenty-six percent of the agencies interviewed indicated that the system has generated a major improvement in reducing the number of secondary accidents, reducing the number of fatalities and diverting traffic away from an incident.  Reduction in information dissemination time was also rated as being important.

The Region 4 Local Evaluation Report identified the following objectives for the ITS program:

• Reduced fuel consumption
• Reduced user delay
• Improved Safety
• Improved communication between transportation providers

Significant progress has been made towards accomplishing the first three objectives in the corridors implemented with ITS. With the commencement of NYSDOT and MCDOT operations in the RTOC, the last objective has been largely accomplished. By means of shared displays and close personal interaction, communication and coordination between these major transportation providers has been significantly improved.

Other conclusions include the following:

• Benefit-to-cost ratios for the corridors range from 1.5 to 6.2 with an average of 3.5 for the system installed to date. The benefit-to-cost ratios justify the current ITS installations and their extensions to other roadways.
  
• Because of the high benefit-to-cost ratio already achieved on the I-490 Corridor, benefits might be significantly increased by the increase in the deployment intensity of surveillance devices (leading to improved incident detection and management) for this corridor.
  
• Communication technology selections are critical in obtaining a high benefit-to-cost ratio.
  
• The HELP beats were well selected, and show a high value of benefits and a high benefit-to-cost ratio. Expansion of this service may be warranted. Consideration might be given to an additional beat or increase in time coverage for the current beats.
  
• The wide differences in benefits and benefit to cost ratios among the corridors emphasizes the need to implement future ITS deployments using criteria that maximize the investment payoff.

Table of Contents

Executive Summary

1.0       INTRODUCTION

2.0       TRAFFIC OPERATIONS ANALYSIS

2.1       Volume Data
2.2       Delay

3.0       ACCIDENT ANALYSIS

4.0       BENEFITS AND COSTS FOR EXISTING ITS

4.1       Summary of Results
4.2       Benefit Estimation for Savings in Non-recurrent Delay for Existing ITS
4.3       Reduction in Accidents for Current ITS Programs
4.4       Cost Analysis for Existing ITS Corridors
4.5       Comparison of Benefits with Costs
4.6       Highway Emergency Local Patrol (HELP)

5.0 CONSULTATION WITH OTHER AGENCIES

6.0 CONCLUSIONS

REFERENCES

APPENDICES

A         COMPUTATION OF NON-RECURRENT DELAY                                                       A-1

B          INCIDENT DATA ANALYSIS AND COMPARISON WITH REGION 4 INCIDENT MODEL                 B-1

C         DETAILS OF ACCIDENT ANALYSIS                                                                           C-1

D         SUMMARY OF IDAS MODELING APPROACH AND MODELING RESULTS          D-1

E          SUMMARY OF ACCIDENT REDUCTION DATA                                                        E-1

F          COST ANALYSIS DETAILS AND METHODOLOGIES                                               F-1

G         CONSULTATION WITH LOCAL LAW ENFORCEMENT, TRANSPORTATION AND OTHER AGENCIES                                                                                                           G-1

H         VOLUME DATA AND ACCIDENT SUMMARY                                                           H-1

EXHIBITS

1-1       VEE Representation of the Systems Engineering Life Cycle

2-1       Two Way Volume Distribution I-490 – I-390 to Mount Read Blvd.

2-2       Region 4 Incident Model

4-1       Annual Baseline VMT by Roadway Segment Comparison of IDAS and Section 2  Results

4-2       Annual Hours of Baseline Delay by Roadway Segment Comparison of IDAS and  Section 2 Results

4-3       Accident Reduction Benefits of ITS (Accidents/year)

4-4       Annual Benefits and Cost

4-5       HELP Routes

4-6       Annual Vehicle Time Saved, Fuel Saved and Emissions Reduced by HELP

4-7       HELP Benefit vs. Cost Analysis

1.0 INTRODUCTION

Background

The initial deployments of the Rochester Areawide Advanced Transportation Management System addressed the improvement of mobility and safety in the following three corridors:

• Route 104 – Goodman St. to Salt Rd.
• Route 590 – Route 286 (Browncroft Blvd.) to Titus Ave.
• I-490 – I-390 to Goodman St.

In addition, a highway emergency local patrol (HELP) service was established.

The ITS deployments to date use CCTV, variable message signs (VMS) and highway advisory radio (HAR). These devices, operated from the Rochester Traffic Operations Center (RTOC), provide motorists with information that facilitates avoidance of areas of congestion resulting from traffic incidents. In addition, the ITS operation reduces the level of expressway congestion by reducing the duration of the incident. This is accomplished by detecting and confirming incidents more quickly, and assisting in the coordination of incident responders.

An area wide ITS implementation plan is described in the March 1996 Rochester Areawide Advanced Transportation Management System Report (6).

Purpose of Study

This project accomplishes the following:

• Evaluation of the benefits and costs of the current ITS installation and HELP operation, and identification of the path to possible improvements in future ITS installations and operations. This was accomplished during Task 1 of this study, and is the subject of this report. 

The evaluation provides the feedback recommended by the FHWA systems engineering life cycle process. This process is illustrated by the “Vee” diagram (Exhibit 1-1).

• The 1996 Rochester Areawide Advanced Transportation Management System Report (6) provides a roadmap for guidance for ITS deployments. Task 2 of this project will update that guidance for future ITS projects. This will be based on an updated assessment of ITS needs, and on the lessons learned and documented in this report. Task 2 will update the NYSDOT related component of the Regional ITS Architecture and will provide the implementation plan for future ITS deployments

EXHIBIT 1-1

VEE Representation of the Systems Engineering Life Cycle

Summary of Methodologies Used

The following summarizes the approach used in the study:

• Collection of Traffic and Accident Data
  The latest available counts and accident data for the corridors analyzed were collected and structured by sections suitable for further analysis.


• Accident Analysis
  The accidents were analyzed according to various characteristics, with emphasis on the higher accident rate locations.

• Development of Baseline Non-Recurrent Delay Conditions
  Baseline non-recurrent delay conditions (prior to installation of ITS) were developed by the use of the IDAS model (1) for each of the three corridors. The characteristics of this model are summarized in Appendix D. The IDAS results were corroborated by an incident model developed under this project for Region 4.


• Estimation of Delay and Accident Reduction by ITS and HELP
  The IDAS model was used to estimate the reduction of delay resulting from ITS for each of the three corridors, and the reduction of delay resulting from the HELP patrols. Accident reduction estimates for the ITS were based on the conservative use of nationally reported factors.

• Cost of ITS and HELP Implementation and Benefit vs. Cost Analysis
  Because the fiber optic cable network installed under the current program was designed to carry additional signals from future ITS installations, these costs were prorated among current and future corridors. Similarly, the VMS and RTOC will be used for both current and future ITS, and similar compensations were made.  Monetary values for the delay saved and accidents reduced were developed by the use of NYSDOT factors, and a benefit vs. cost analysis was developed.


• Stakeholder Evaluation of ITS Service
  Interviews with law enforcement and incident responders were conducted to determine their perceptions of the improvements made by ITS.

2. 0 TRAFFIC OPERATIONS ANALYSIS

2.1 Volume and Accident Data

Appendix H summarizes the volume and accident data collected under this project for the Task 1 roadways. Hourly data counts were analyzed at two locations in each direction on each of the three roadways. An example of such an hourly count distribution is shown in Exhibit 2-1.

Accident data for the project were collected and analyzed. The accident analysis is described in Section 3.

2.2 Delay

Delay may consist of two components, recurrent delay (demand volume exceeds normal roadway capacity) and non-recurrent delay (delay resulting from a restriction in roadway capacity caused by incidents). Since traffic demand in the Rochester area is generally below roadway capacity, almost all of the delay is non-recurrent delay. Estimation of non-recurrent delay utilized two key tools:

• An incident model to describe the incident distribution characteristics.
  
• A delay model that uses these characteristics in conjunction with traffic demands to estimate delay.

The incident model is shown in Exhibit 2-2. The basis for the model and the methodology used to compute non-recurrent delay is described in Appendix A. Detailed delay estimates are also provided in that appendix. The model was further validated by observations made under this project. These are described in Appendix B. A summary of the pre-ITS delay in the corridors studied is shown in the table below.

EXHIBIT 2-1
TWO WAY VOLUME DISTRIBUTION
I-490 – I-390 TO Mount Read Blvd.

EXHIBIT 2-2
REGION 4 INCIDENT MODEL

3.0 ACCIDENT ANALYSIS

An accident analysis was performed for the following expressways as part of New York State Department of Transportation’s (NYSDOT) Rochester Intelligent Transportation System (ITS) Evaluation and Integration Planning Study:

==> NYS Route 104 – Goodman Street to Salt Road

==> NYS Route 590 – Browncroft Boulevard to Ridge Road

==> NYS Route 490 – NYS Route 390 to Goodman Street

The NYSDOT Safety Information Management System (SIMS) summary sheets were obtained for each expressway. The accident data were analyzed by accident rate, severity, and wet road percentages. The analysis results are provided in Appendix C.  The fixed object percentages and light conditions information were also available within the SIMS summary sheets and are described in Appendix C.

A summary of the accident data obtained from March 1, 2000 to Feb 28, 2002 is provided below.

The following expressway links had accident rates higher than the statewide average rate for a similar facility type:

Contributing factors to the above average accident rates include:

==> Goodman Street Interchange – A merge / diverge area between a crest vertical on Route 104 over Goodman Street and a sag vertical curve under Portland Avenue.

==> Inner Loop Area – Heavy congestion with several on-off ramps and a merge/diverge with the Inner Loop.

==> Ridge Road Interchange – A transition area between the grade separated and at grade roadways and a crest vertical curve over Ridge Road.

Only three links along Route 104 experience accident severities over the statewide averages (Bay Road Interchange, Bay Road to Five Mile Line Road, and the Salt Road Interchange). These links all had relatively low total numbers of accidents (32, 12, and 8, respectively); therefore, the severities may not indicate problems along the links. All other links on Route 104, Route 590, and Route 490 had accident severities less than the statewide averages.

The Goodman Street Interchange with Route 104, entire length of Route 490, and Empire Boulevard Interchange with Route 590 all had Wet Road accident rates higher than the statewide averages. The wet road accidents at the Goodman Street interchange and Browncroft Boulevard interchanges typically occurred at the merge/diverge areas where drivers are more likely to lose control in wet road situations. The use of devices such as radar controlled speed warning signs might be considered. Route 490 is heavily congested with drivers accelerating/decelerating, changing lanes, and merging/diverging with surrounding traffic where drivers, again, are more likely to lose control in wet road situations.

Consideration of ITS components is recommended at the areas with above average accident rates and severities to enhance driver awareness in these areas, reduce incident detection, response, and clean up times, and improve the safety of the environment for the emergency responders. The ITS components will likely provide cost-effective solutions rather than using the traditional costly physical modifications, typically used to improve the safety along expressways.

4.0 BENEFITS AND COSTS FOR EXISTING ITS

4.1 Summary of Results

The key annual benefits and costs for the ITS corridors are as follows:

The ITS benefits result from the reduction in non-recurrent delay obtained by improved incident detection, improved incident management and information to motorists enabling them to avoid congested facilities. These benefits are highest for I-490, the facility with the most delay.

The table below summarizes the annual benefits and cost of the HELP program.

4.2 Benefit Estimation for Savings in Non-recurrent Delay for Existing ITS

This section discusses the benefits of the ITS installations on three corridors. These benefits do not include the recently instituted HELP program. HELP benefits are covered in Section 5.

The ITS Deployment Analysis System (IDAS) developed by FHWA (1) was used to evaluate the ITS currently deployed on the Route 104, Route 590 and I-490 corridors.

IDAS uses a transportation planning model to generate volumes, capacities, etc. on the roadway links directly included in the analysis as well as links in the region that might be used to service expressway traffic affected by ITS related traffic diversions engendered by incidents. The traffic model used for this project was provided by the Genesee Transportation Council. A discussion of the IDAS modeling approach is provided in Appendix D.

The IDAS model was first used to establish a baseline condition for vehicle miles traveled and for delay prior to the implementation of ITS. These values were then compared with the values estimated earlier (Section 2) by an entirely different process (Appendix A). These comparisons are shown in Exhibits 4-1 and 4-2. These comparisons show an overall difference of 10.7% in vehicle miles traveled and 4.7% in delay. Thus they are sufficiently close to provide a high level of confidence in the IDAS baseline.

The principal mechanisms for delay reduction with ITS are:

• Reduction in incident clearance time resulting from more rapid incident detection and improved management of the incident clearance process.
  
• Reduction in delay resulting from diversion by the use of variable message signs (VMS) and highway advisory radio (HAR).

Improvement is limited to the period of time that the RTOC is staffed (weekdays from 6 AM to 7 PM). This is approximately 38.5% of the time during which approximately 58.6% of the vehicle miles are traveled. The analysis includes this factor.

The analysis results are dependent on the improvement factors assigned for the ITS processes.  The key factors used for this analysis are conservative estimates of the impact values based on results reported by other agencies and compiled in the FHWA database.

Appendix D provides further discussion of these factors as well as the results of the IDAS Analysis.

EXHIBIT 4-1
ANNUAL BASELINE VMT BY ROADWAY SEGMENT
COMPARISON OF IDAS AND SECTION 2 RESULTS

EXHIBIT 4-2
ANNUAL HOURS OF BASELINE DELAY BY ROADWAY SEGMENT
COMPARISON OF IDAS AND SECTION 2 RESULTS

4.3 Reduction in Accidents for Current ITS Programs

ITS reduces the accident rate in the following ways:

• By reducing the incident clearance time, the time that the motorist is exposed to the possibility of becoming a secondary accident is reduced.
  
• Motorists who divert as a result of information provided by the ITS are not exposed to the incident related queues and therefore do not become candidates for secondary accidents.

The benefits reported in the literature vary considerably from location to location. This analysis assumes an improvement of 10% during the period that the RTOC is in operation, or 5.9% of the corridor accidents. The 10% value assumed for accident improvement falls on the conservative portion of the distribution of results reported in the literature. A summary of the reported safety results for systems similar to those installed in Rochester is provided in Appendix E. The benefits by corridor are shown in Exhibit 4-3.

EXHIBIT 4-3
ACCIDENT REDUCTION BENEFITS OF ITS (ACCIDENTS/YEAR)

4.4 Cost Analysis for Existing ITS Corridors

This section describes the cost assessment for the three operational traffic corridors.  While two major construction contracts have, to date, implemented these three corridors, certain aspects of the design and operations were implemented with the concept of region wide ITS operation. In particular, sections of the fiber optics communications network will not only serve two of the currently implemented corridors, but these sections will also provide data paths for future signals. Similarly, VMS on Route 390 and I-390 will serve future as well as current ITS deployments. Current system capital and operating costs are therefore somewhat higher than would otherwise be needed to implement only these corridors.

The table below provides a summary of the costs attributable to the three currently operational ITS corridors.

Annualized Costs for Current ITS Corridors ($K)

The detailed estimates, along with the cost calculation methodology are described in Appendix F.

4.5 Comparison of Benefits with Costs

4.5.1 Basis for Monetary Benefits

The ITS benefits developed in Sections 4.2 and 4.3 include the following:

• Reduction in vehicle delay
• Reduction in accidents
• Reduction in fuel consumption
• Reduction in emissions

The first three of these benefits may be directly converted to monetary benefits. The rocedure for doing this is described below.

Reduction in Vehicle Delay

The value of vehicle delay hours is generally based on Reference 4.  There are three components contributing to benefits:

• Value of non-commercial traveler time
  
  In Reference 4 the value of non-commercial traveler time in congestion is $13.58 per hour in 1996 dollars. Adjusting this value to current dollars by means of the Bureau of Labor Statistics Consumer Price Index provides $16.88 per traveler hour. With 1.15 travelers per vehicle, this equates to $19.41 per vehicle hour.

• Value of truck driver’s time
  
  A truck driver’s salary of $21 per hour in 1999 dollars equates to $23.97 per current vehicle hour (one person assumed per truck).

• Inventory value of commercial vehicle load
  
  This is given in Reference 4 as $39 per vehicle hour in 1999 dollars and is $44.45 per vehicle hour in current dollars.

A truck fraction of 6% was assumed for the project roadways.

Reduction in Accidents

The 1999 value for an accident is $46,700 (5). This is $53,300 in current dollars.

Reduction in Fuel Consumption

Reference 4 provides the following expression for the value of fuel saved per vehicle hour of delay.

$1.45 x 0.9 x current fuel price.

The factor 0.9 is used to deemphasize fuel price volatility.

Using $2.00 per gallon as the current fuel price, the value of fuel per vehicle hour of delay is $2.61.

4.5.2 Benefit vs. Cost Analysis

Monetary equivalents of the corridor benefits estimated in Sections 4.2 and 4.3 were developed using the monetary benefit values provided in Section 4.5.1. The results of this analysis are provided in Exhibit 4-4.

The wide disparity in the benefit to cost ratio among corridors is attributable to:

• The higher value for baseline delay on I-490 as compared with Route 104 (Section 2.2). Route 590 provides an intermediate value. The opportunity for benefits is much greater on I-490 and ITS measures have a greater benefit for this corridor.
  
• The high annual cost for Route 104 is largely attributable to the relatively high fiber optics cable system cost attributed to Route 104 (Appendix F).
  
• The higher accident rate on I-490 is reflected in the greater number of accidents on this corridor (Appendix H, Exhibit H-1). ITS measures for accident improvement therefore have a greater benefit.

EXHIBIT 4-4

ANNUAL BENEFITS AND COSTS

4.6 Highway Emergency Local Patrol (HELP)

HELP (motorist aid service) was initiated in the spring of 2004 on the three beats (routes) shown in Exhibit 4-5. Hours of operation are weekdays 6 AM to 10AM and 3 PM to 7 PM.

The delay reduction provided by HELP was estimated by IDAS and is shown in Exhibit 4-6. Fuel and emissions benefit estimates are based on this delay.

EXHIBIT 4-5

ANNUAL VEHICLE TIME SAVED, FUEL SAVED AND EMISSIONS REDUCED BY HELP

The monetary benefits of these savings are provided in Exhibit 4-8. Because the literature does not provide significant guidance on the reduction in secondary accidents due to HELP, benefits for this reduction were not estimated.

EXHIBIT 4-6

HELP BENEFIT VS. COST ANALYSIS

EXHIBIT 4-7

HELP ROUTES

5.0 CONSULTATION WITH OTHER AGENCIES

This task involved interviewing the various incident management responders about their policies, procedures, and responsibilities regarding incident management. The consultant team also inquired about how the ITS has impacted incident management. Twenty interviews were conducted and the results are summarized in Appendix G. As multiple organizations (local law enforcement, transportation and other agencies) provide incident management services, each plays a distinct role and therefore relates differently to the capabilities of the NYSDOT Region 4 ITS program.

A discussion guide was developed for the interviews, which were conducted either in person or via telephone. The guide provided a brief description of this project and the purpose of the interview. Questions focused on familiarity with the ITS program, incident management practices, data sharing activities, effectiveness of the ITS, and general comments/feedback.

In general, each of the state and county agencies (NYSP, Sheriff’s Office, OEP, Metro Networks, 911 Center, Monroe Ambulance, Fire Bureau, and MC DOT) offered unique perspectives. Local agencies on the other hand, had similar perspectives. As local departments have comparable roles and responsibilities when responding to incidents on the expressways, their responses have been compiled into three groups for police, fire, and ambulance. The Genesee Transportation Council (GTC) provides the essential support and funding of incident management and ITS projects in the metropolitan area; however they are not directly involved with everyday incident management practices.

Although the survey participants were unable to provide quantitative information on incident detection and verification times, response times or clearance times, more than half of the interviewees felt comfortable providing qualitative information on the effectiveness of the NYSDOT Region 4 ITS.

Choosing from “major improvement,” “minor improvement,” “no improvement,” and “don’t know,” participants rated the system’s success in reducing the number of accidents and fatalities, as well as its impact on detection, verification, response and clearance times. Twenty-six percent of respondents indicated the system has generated a major improvement in “reducing the number of secondary accidents,” “reducing the number of fatalities,” and “diverting traffic away from an incident.” “Reduction in information dissemination time” was also highly ranked.

Quantifying benefits is a difficult task for any new system. Although interviewees were unable to provide exact statistics, their responses provided an in-depth understanding of the incident management process in the region and the role the ITS plays relative to each participant. Overall, the responses were positive. Participants agree that the ITS has great potential to benefit their incident management operations. They feel it will become increasingly effective as it becomes expanded and more widely used. They also agree that the system successfully diverts traffic, thereby freeing up roadway space to reduce response and clearance times. Faster incident clearance times reduce congestion around an incident and decrease the risk of secondary accidents.

6.0 CONCLUSIONS

The ITS elements installed to date, along with the RTOC operations have made significant strides in the accomplishment of the program objectives stated in Section I C of Reference 6.  These objectives are:

• Reduced fuel consumption
• Reduced user delay
• Improved safety
• Improved communication between transportation providers

The progress towards accomplishing the first three objectives in the corridors implemented with ITS is shown in Section 4.1. With the commencement of NYSDOT and MCDOT operations in the RTOC, the last objective has been largely accomplished.  By means of shared displays and close personal interaction, communication and coordination between these major transportation providers has been significantly improved.

Other conclusions include the following:

• Benefit-to-cost ratios for the corridors range from 1.5 to 6.2 with an average of 3.5 for the system installed to date. The benefit-to-cost ratios justify the current ITS installations and their extensions to other roadways.
  
• The wide disparity in benefit-to-cost ratios is attributable to the higher per mile values of delay (prior to ITS) and higher accident rate in the I-490 Corridor, with intermediate values on the Route 590 Corridor and lower values on the Route 104 corridor. Higher communications equipment costs contribute to the lower benefit-to-cost ratio on Route 104.
  
• Because of the high benefit-to-cost ratio already achieved on the I-490 Corridor, benefits might be significantly increased by the increase in the deployment intensity of surveillance devices (leading to improved incident detection and management) for this corridor.
  
• Communication technology selections are critical in obtaining a high benefit-to-cost ratio.
  
• The HELP beats were well selected and show a high value of benefits, and a high benefit-to-cost ratio. Expansion of this service may be warranted. Consideration might be given to an additional beat or increase in time coverage for the current beats.
  
• The wide differences in benefits and benefit to cost ratios among the corridors (Section 4.1) emphasize the need to implement future ITS deployments using criteria that maximize the investment payoff. The Task 2 studies can accomplish this by:
  
• Recommending ITS field equipment deployment intensities that are scaled to the traffic conditions on the particular expressway. Appendix 6 of the NYSDOT Project Development Manual (3) provides guidelines for establishing levels of deployment based on traffic conditions. The appendix also provides application factors for estimating the quantity of field equipment.
  
• Focusing the need for further expansion of the fiber optics cable communication system on those expressways that will be implemented with a relatively high density level of ITS field devices.
  
• Coordinating closely with MCDOT in the development of recommendations for ITS equipment deployment and operations.
  
• Coordinating with the other stakeholders in order to maximize the mobility of information transfer and to optimize the use of this information.

REFERENCES

1.   Intelligent Transportation Systems Deployment Analysis System (IDAS), camsys.com.

2.   Rochester ITS Evaluation and Integration Planning, Monroe County, Technical Memorandum, “Highway Traffic Operations Analysis (Task 1.5)”, Dunn Engineering Associates, P.C., June 2004.

3.   “Project Development Manual”, Appendix 6, Design Quality Assurance Bureau, New York State Department of Transportation.

4.   “Total Cost per Hour of Delay”, internal NYSDOT memo, October 19, 2000.

5.   “Average Accident Costs / Severity Distribution State Highways”, NYSDOT Safety Information Management System, http://www.dot.state.ny.us/traffic/files/sevedist.pdf

6.   “Rochester Advanced Transportation Management System”, HNTB et al, March 1996.

7.   “An Overview of Systems Engineering – Participating Workbook”, NHI Course 137024, Publication FHWA NHI-01-046, Federal Highway Administration, 2001.

8.   Rochester ITS Evaluation and Integration Planning, Monroe County, Technical Memorandum, “Highway Accident Analysis (Task 1.4)”, Dunn Engineering Associates, P.C., May, 2004.

9.   “Traffic Incident Management Handbook”, PB Farradyne, November 2000.