Freeway Management > Information Dissemination > Dynamic Message Signs
In Houston, a survey of motorists found that 85 percent of respondents changed their route after viewing real-time travel time information on freeway dynamic message signs.(May 2005)
Deployment experiences document the importance of traveler information and list top sources of traveler information.(2005)
In Southeast Pennsylvania, survey results indicated that users of the SmarTraveler website were more likely to use the service again compared to users of the SmarTraveler telephone service.(19-22 May 2003)
On the Køge Bugt Motorway in Copenhagen, Denmark, travel times and alternative route information posted on dynamic message signs prompted 12 to 14 percent of drivers to divert onto less congested alternative routes.(8 April 2003)
A survey of motorists in Copenhagen, Denmark, found that 80 percent of respondents were satisfied with variable speed limits and the traveler information posted on dynamic message signs.(8 April 2003)
Intelligent Transportation Systems at the 2002 Salt Lake City Winter Olympic Games: Event Study Traffic Management and Traveler Information(April 2003)
Evaluation of Variable Message Signs in Wisconsin: Driver Survey(May 2002)
Simulations indicated that using a decision support tool to select alternative traffic control plans during non-recurring congestion in the Disney Land area of Anaheim, California could reduce travel time by 2 to 29 percent and decrease stop time by 15 to 56 percent. (December 2001)
A simulation study of existing ITS (traveler information, ramp metering, and DMS) on a Detroit freeway demonstrated how these technologies can increase average vehicle speed, decreased average trip time, and reduce commuter delay by as much as 22 percent.(July 2001)
A simulation study of existing ITS (traveler information, ramp metering, and DMS) on a Detroit freeway demonstrated how these technologies were beneficial to corridor capacity.(July 2001)
A model indicated that an advanced transportation management and traveler information system serving northern Kentucky and Cincinnati reduced crash fatalities by 3.2 percent during peak periods.(4-7 June 2001)
Modeling indicated that an advanced transportation management and traveler information system serving northern Kentucky and Cincinnati reduced delay by 0.2 minutes per trip during AM peak periods and by 0.6 minutes during PM peak periods. (4-7 June 2001)
Modeling found emissions reductions of 3.7 to 4.6 percent due to an advanced transportation management and traveler information system serving northern Kentucky and Cincinnati.(4-7 June 2001)
A simulation study of the road network in Seattle, Washington demonstrated that providing information on arterials as well as freeways in a traveler information system reduced vehicle-hours of delay by 3.4 percent and reduced the total number of stops by 5.5 percent.(6-9 November 2000)
A simulation study of the road network in Seattle, Washington demonstrated that providing information on arterials as well as freeways in a traveler information system increased throughput by 0.1 percent.(6-9 November 2000)
Simulation revealed that a freeway management system in Fargo, North Dakota could reduce network travel times by 8 percent and increase speeds by 8 percent when DMS are used to warn drivers of incidents.(6-10 August 2000)
In Arizona and Missouri a survey of tourists found that those who used advanced traveler information systems believed the information they received save them time.(30 June 2000)
Modeling performed as part of an evaluation of nine ITS implementation projects in San Antonio, Texas indicated that integrating DMS, incident management, and arterial traffic control systems could reduce delay by 5.9 percent.(May 2000)
Evaluation indicated that integrating DMS and incident management systems could reduce crashes by 2.8 percent, and that integrating DMS and arterial traffic control systems could decrease crashes by 2 percent, in San Antonio, Texas.(May 2000)
In San Antonio, Texas, focus group participants felt that DMS were a reliable source of traffic information.(May 2000)
Evaluation of freeway DMS integrated with incident management in San Antonio, Texas, found fuel consumption reduced by 1.2 percent; integrating the DMS with arterial traffic control systems could save 1.4 percent. (May 2000)
An evaluation of traffic information used by travelers in the Detroit area, in 2000, found that most drivers perceived commercial radio as "more reliable" than television or dynamic message sign information. (May 2000)
A survey of drivers in Glasgow, Scotland, found that 40 percent changed route due to DMS recommendations.(January 2000)
A simulation study indicated that vehicle throughput would increase if arterial data were integrated with freeway data in an Advanced Traveler Information System in Seattle, Washington. (September 1999)
A simulation study indicated that integrating traveler information with traffic and incident management systems in Seattle, Washington could reduce emissions by 1 to 3 percent, lower fuel consumption by 0.8 percent, and improve fuel economy by 1.3 percent.(September 1999)
A simulation study indicated that integrating traveler information with traffic and incident management systems in Seattle, Washington could diminish delay by 1 to 7 percent, reduce stops by about 5 percent, lower travel time variability by 2.5 percent, and improve trip time reliability by 1.2 percent.(September 1999)
It was estimated that variable speed limit signs and lane control signals installed on the autobahn in Germany would generate cost savings due to crash reductions that would be equal to the cost of the system within two to three years of deployment. (August 1999)
Advanced traffic management systems in Amsterdam and Germany reduced crash rates by 20 to 23 percent.(August 1999)
In Japan, real-time alternative-route travel time information posted on dynamic message signs contributed to a 3.7 percent divergence rate during periods of congestion, saving detoured motorists an average of 9.8 minutes per vehicle.(12-16 October 1998)
Evaluation Report for ITS for Voluntary Emission Reduction: An ITS Operational Test for Real-Time Vehicle Emissions Detection(May 1997)
In Toronto, the COMPASS traffic monitoring and incident information dissemination system on Highway 401 decreased the average incident duration from 86 to 30 minutes per incident.(1997)
In Long Island, New York, ramp metering and traveler information increased freeway speeds by 13 percent despite an 5 percent increase in vehicle-miles traveled during PM peak periods.(January 1992)
Florida DOT District IV 2006 budget supports a variety of SMART SunGuide transportation management center programs.(January 2007)
Florida DOT District IV 2005 budget supports a variety of SMART SunGuide transportation management center programs.(31 January 2006)
The cost of O&M at the Arizona TMC was estimated at $2 million per year.(January 2006)
The annualized life-cycle costs for full ITS deployment and operations in Tucson were estimated at $72.1 million. (May 2005)
A modeling study evaluated the potential deployment of full ITS capabilities in Cincinnati. The annualized life-cycle cost was estimated at $98.2 million.(May 2005)
The annualized life-cycle costs for full ITS deployment and operations in Seattle were estimated at $132.1 million.(May 2005)
TMC central hardware costs can exceed $200,000 if regional communications and system integration are required.(5 August 2004)
The $106 million capital cost for CommuterLink - the Salt Lake City, Utah advanced transportation management system - includes numerous components such as a signal system, ramp metering, traveler information dissemination, traffic surveillance and monitoring, and fiber optic network.(March 2004)
In Lake County, Illinois, TMC physical components cost $1.8 million.(September 2003)
Life cycle cost of four options for a communications network connecting ITS field devices to the Illinois DOT District 8 Traffic Operations Center range from $43 million to $52.5 million.(May 2003)
The integrated freeway/incident management system covering 28.9 miles in San Antonio was deployed for approximately $26.6 million.(May 2000)
Prepare in advance for severe weather by staffing enough snow plow operators and ensuring that public information systems will be updated with current weather and road conditions.(March 27, 2007 )
Draw on the strengths of complementary relationships between the public and private sectors for successful implementation of ITS projects.(August 2006)
Build a strong partnership between transportation and public safety agencies, and establish clear operational rules from the start.(July 2006)
Adopt best practices for integrating emergency information into Transportation Management Center (TMC) operations to improve performance and increase public mobility, safety and security.(2/28/2006)
Invest in research and development for emergency integration.(2/28/2006)
Extend the application of emergency integration best practices to further improve emergency operations.(2/28/2006)
Integrate weather information into Transportation Management Center (TMC) operations to enhance the ability of operators to manage traffic in a more responsive and effective way during weather events.(2/28/2006)
Consult with traffic engineers early in the process of no-notice evacuations to secure the use of traffic management resources and to identify routes for evacuation and re-entry.(February 2006)
Develop a user-oriented system for displaying travel time messages on dynamic messages signs. (May, 2005)
Optimize travel time messaging operations by improving the way in which data is collected, analyzed, and displayed. (May, 2005)
Treat maintenance staff as customers and beneficiaries of ATIS information.(5/1/2005)
Treat system operators as the client and consider their perspectives during ATIS project development.(5/1/2005)
Consider how implementing an ATIS system will impact staffing and training requirements.(5/1/2005)
Consider that ATIS deployment in rural and/or remote areas presents special challenges.(5/1/2005)
Provide drivers with sufficient managed lane information that can be easily disseminated and understood. (2005)
Consider changeable message sign (CMS) positioning, data archive requirements, and traffic demand when considering deployment of a dynamic late merge system.(28 December 2004)
Follow accepted guidelines to create concise, effective messages to communicate to the public using Dynamic Message Signs (DMS).(August 2004)
Use recommended practices to provide accurate travel time messages to the public using Dynamic Message Signs (DMS).(7/16/2004)
Limit CMS message length to allow for adequate reading time at high speeds.(5/27/2004)
Strike a balance between CMS content and the driver's ability to read at 65 mph when posting AMBER alerts.(5/27/2004)
Use ITS to implement a reliable communications system in work zones.(1/1/2004)
Ensure initial and ongoing success of ITS deployments by providing sufficient start-up time, maintaining flexibility, and performing maintenance needs in-house.(1/1/2004)
Effectively communicate plans for implementing contraflow lanes during a hurricane evacuation.(11/1/2003)
Adopt adequate and thorough procurement processes which cover purchases of both standardized commodity type equipment and highly complex integrated ITS components.(9/23/2003)
Consider potential system enhancements to meet heavy demand.(4/1/2003)
Define your agency's expectations of a new system and a robust set of system requirements and then choose the software that meets your requirements.(4/1/2003)
Deploy ITS systems strategically to achieve benefits.(6/1/2001)
Integrate freeway and alternate route operations to achieve greater benefits.(6/1/2001)
Use ITS Standards to achieve interchangeability and interoperability for Dynamic Message Signs.(Spring 2001)
Consider reconfiguring and integrating existing roadway management IT systems whenever possible to save costs associated with implementing new systems.(10/1/2000)
Provide consistent and high-quality information to influence traveler behavior.(6/1/1998)
