Michigan (35 unique benefit summaries found)

In Kalamazoo Michigan, the activation of the Dynamic Lane Merge System in a work zone reduced the number of forced merges seven fold and reduced the number of dangerous merges three fold.(October 2008)

In Oakland County, Michigan a two-phase project to retime 640 traffic signals resulted in a benefit-cost ratio of 175:1 for the first phase and 55:1 for the second.(November/December 2004)

Across the nation, traffic signal retiming programs have resulted in travel time and delay reductions of 5 to 20 percent, and fuel savings of 10 to 15 percent. (November/December 2004)

In Oakland County, Michigan retiming 640 traffic signals during a two-phase project resulted in Carbon monoxide reductions of 1.7 and 2.5 percent, Nitrogen oxide reductions of 1.9 and 3.5 percent, and hydrocarbon reductions of 2.7 and 4.2 percent.(November/December 2004)

A dynamic lane merge system deployed in a work zone outside Detroit increased PM peak travel speeds by 15 percent, no change in AM peak speeds.(October 2004)

A dynamic lane merge system deployed outside Detroit was found to be cost-effective based on an analysis of system cost and motorist time and fuel savings.(October 2004)

A dynamic lane merge system deployed at a work zone outside Detroit reduced aggressive driving maneuvers.(October 2004)

A variable speed limit system deployed at a work zone on I-96 in Lansing, Michigan contributed to a decrease in travel times and an increase in average speeds.(September 2003)

A variable speed limit system deployed at a work zone on I-96 in Lansing, Michigan contributed to a decrease in the number of high-speed vehicles in the work zone.(September 2003)

A before-and-after study found that transit patrons experienced a smoother and more comfortable ride when a transit signal priority system was implemented in Seattle, Washington. (January 2002)

Evaluation of several transit signal priority systems found decreased bus travel time variability by 35 percent, lowered bus travel times by 6 to 27 percent, reduced AM peak intersection delay by 13 percent, and decreased signal-related bus stops by 50 percent.(January 2002)

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 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 work zone management system with real-time traffic information on I-496 in Lansing, Michigan had a benefit-to-cost ratio of 2:1.(14 March 2001)

Adaptive signal control systems deployed in five metropolitan areas have reduced delay 19 to 44 percent.(December 2000)

Adaptive signal control systems in Los Angeles, Broward County, and Oakland County reduced vehicle stops by 28 to 41 percent (December 2000)

Adaptive signal control may can lower operations and maintenance costs associated with traffic signal retiming; in Minnesota DOT signal technicians indicated that adaptive signal control systems were easy to operate and required minimal maintenance.(December 2000)

Adaptive traffic signal control systems in Los Angeles, Broward County, and Newark decreased travel times by 13 to 25 percent. (December 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)

Final Evaluation Report: Ambassador Bridge Border Crossing System (ABBCS) Field Operational Test(May 2000)

A simulation study of five intersections in Oakland, Michigan indicated that adaptive signal control resulted in lower travel times than optimized fixed-time signal control.(8-12 November 1999)

In Michigan, an evaluation of adaptive cruise control indicated that the technology would improve roadway capacity under conditions of high velocity and short time-headway settings (one second), and reduce road capacity if longer time-headway settings (two seconds) were used.(October 1999)

In Michigan, an evaluation of adaptive cruise control indicated that the technology was effective at reducing risky lane changes in response to slower traffic, but took 0.3 seconds longer than manually controlled vehicles to respond to lead vehicle brake lights.(October 1999)

In Michigan, a survey of test drivers indicated that participants preferred using "adaptive cruise control" over "conventional cruise control" or "manual control" in terms of comfort, convenience, and enjoyment; however, with respect to safety, drivers preferred "manual control."(October 1999)

In Michigan, an analysis of adaptive cruise control indicated that the technology reduced fuel consumption and emissions by limiting throttle fluctuations.(October 1999)

A 1998 survey of transit riders in Ann Arbor, Michigan indicated that police presence and increased lighting at transit centers had the greatest influence on riders' perception of personal security; on-board video surveillance systems and emergency phones had little influence.(1999)

A 1998 survey of transit riders in Ann Arbor, Michigan found that police presence and increased lighting had the greatest influence on riders' perception of personal security; emergency phones and video surveillance systems had little influence.(1999)

An adaptive signal control system in Oakland County, Michigan reduced travel time by 7.0 to 8.6 percent during peak periods.(4-6 May 1998)

Freeway Services Patrols: A State of the Practice(11-15 January 1998)

Simulation of a network based on the Detroit Commercial Business District indicated that adaptive signal control for detours around an incident could reduce delay by 60 to 70 percent and that travel times can be reduced by 25 to 41 percent under non-incident conditions. (June 1997)

A survey of drivers in Oakland County, Michigan revealed that 72 percent believe that they are better off after deployment of adaptive signal control. (May 1997)

Automated enforcement systems have reduced red light violations by 50 to 60 percent at two intersections in Fort Mead, Florida and Jackson, Mississippi.(17 March 1995)

Automated enforcement systems have reduced highway-rail crossing violations by 78 to 92 percent along two corridors in Los Angeles, California.(17 March 1995)

Integrating an advanced traffic management system and an advanced traveler information system in Oakland County, Michigan increased average speed and reduced the number of stops by 33 percent. (1994)

Crash frequency declined when an advanced traffic management system and an advanced traveler information system were integrated in Oakland County, Michigan.(1994)