Final Report March 2000
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- System Operation of the ERP System in Singapore 11.5 Case Study 3: Bus Priority Lane and Congestion Pricing in Korea
- 11.5.2 Congestion Charge
- High Occupancy Vehicles Before and After the Congestion Charge in Seoul
- 12.2 Policy Direction of ITS Technology
- Develop a System Architecture
- Promote Standardization Activities
- Establishment of Mid/Long-Term ITS Deployment Plans
- 12.3 Case Study 1: Major ITS Challenge and Development in Hong Kong, China
- 12.3.1 Computerized Area Traffic Control(ATC) System
- 12.3.2 ITS on Tunnel and Open Highway
- 12.3.3 Traffic Control and Surveillance System for Tsing Ma Control Area
- 12.4 Case Study 2: PRT in the USA 12.4.1 Development of PRT(Personal Rapid Transit)
- Developer Major Development Period
IU fittingThe mass IU fitting to the existing vehicle population of 680,000 started in September 1997, after the contractor had proved the reliability of his equipment and the ERP system at the System Qualification Tests. LTA appointed two agents to oversee the IU fitting and they in turn had commissioned more than 260 designated installation centres. The mechanics at these installation centres were trained by the contractor on the correct IU fitting procedures. Each vehicle was given a scheduled period of one month in which to fit the IU. Within the scheduled period, the IU and fitting were free so that each motorist saved about S$150.
In Korea, the prioritization of buses was a typical strategy giving the bus a competitive edge over other transport modes and improving road utilization. As a measure for bus priority, exclusive bus lanes have been provided to increase the speed of buses since early 1990s. An exclusive bus lane is to be designated on the roadway section which has three or more lanes and more than 150 buses per hour in each direction. They are operated during morning and evening peak hours, or all day depending on the traffic volume of the section. Many cities in Korea have followed to operate exclusive bus lanes. Violations by private cars or taxis are monitored aggressively and high penalties are imposed. Recently, an argument on permitting taxis into the exclusive lanes was issued. Taxi operators in Seoul requested the permission of taxis into the exclusive lanes at least in limited time periods. After the experimental permission and analysis for the negative impacts of it, finally the request was not accepted in the reason that the acceptance of taxis into exclusive bus lanes will make the effects of exclusive bus lanes vanish taking into account a large size of taxi fleet in Seoul. 11.5.2 Congestion Charge Transportation experts in Korea have argued to introduce a congestion charge on the congested highways to shift drive-alone car users to carpool or public transport mode since 1980s. With the revision of the Urban Transportation Improvement Act, Seoul city government commenced an implementation of congestion charges at two Namsan tunnels which are the gates to the old CBD areas. According to the current scheme of congestion charge, all passenger cars going into or coming out from the CBD areas must pay 2,000 Won (about 2.5 US$ as of 1996) at the toll booths located in front of each of two tunnels (Namsan Tunnel 1 and 3). Buses, taxis, high occupancy vehicles with 3 or more persons, and emergency vehicles were exempted from the charge. Congestion fee is charged from 7 a.m. to 9 p.m. on weekdays and there is no fee from 3 p.m. on Saturday and all day on Sunday or holidays. Data from mid-1996 through 1997 indicate that daily traffic in the tunnels dropped by 13.6 percent after the first year of the congestion charge, and that travel speeds increased by 38 percent. Furthermore, the volume of carpools, buses, and taxis, which travel free of charge through the tunnels, increased by 146 percent, 148 percent, and 103 percent, respectively, with a resulting 57.5 percent increase in the number of persons carried through the tunnels. The primary bypass route experienced an increase in traffics of 5.7 percent with no detrimental effect on travel speeds, indicating that in the Namsan tunnels congestion pricing demonstration has contributed for a more efficient distribution of traffics over the roadway network. Seoul City government planned to expand the congestion charge system to other routes leading into the CBD, but it has been held due to the resistance from citizens. 
To CBD To Outside After the Congestion Charge in Seoul Ch. 12 Development of New Transport System and Technologies 12.1 Trends of New Transit Technology Development of new transit system using rail vehicles has been one of the most important areas of transport technology so far. One of the most actively developed technologies is MAGLEV(magnetic levitation), which comes near to practical use. Besides, dual-mode vehicles, which can be converted according to circumstances, are actively being developed and expected to yield positive products in a few years. A new APM(Automated People Mover) is being developed with a personal-transport based system for 4-6 or 30-40 passengers. The United States has made significant technological progresses on small-sized APM(Automated People Mover). A PRT(Personal Rapid Transit)system is installed and operated experimentally in Boston with the plan to be introduced when its practicality and economic feasibility is proved. Additionally, the U.S. government decided to support the MAGLEV projects to test its feasibility with 12.2 million dollars of the FRA(Federal Railroad Administration). More specifically, U.S. government, accordingly, made a decision to select 7 projects on the feasibility of Magnetic Levitation system and to finance the 2/3 of expenses for market research, environmental influence assessment, financial plan establishment which are necessary to the test. Freight transport system is being developed newly and is expected to have great effects with regard to the increasing efficiency of freight transportation with the cost reduction when it comes into practice. Japan has been putting its efforts on developing new mass transport systems for passengers. HSST, the Magnetic Levitation adopting aspiration/linear induction motor method, has been developed since 1974. It was intended to be developed as a high-speed mode up to 300km/h in the beginning, but since the late1980s it has put more emphasis on developing practical medium-, or low-speed urban-type magnetic levitation trains with 100km/h or so. Trials to improve the technology were made at Tsukuba exhibition in 1985, Vancouver in 1986 and Yokohama in 1989. Since 1991 test drive and technical improvement has been performed for practical use through the 1.5km test line constructed in Nagoya. Now, the construction of a new 1.5 km-long commercial line near Okuna in the outskirts of Tokyo is underway. A superspeed MLU, the only super conductivity repulsive/linear induction type magnetic levitation train, is being developed with the aim of 500km/h. It is being tested on 7km-long test line in Miyajaki, Kyushu, and in Yamanasi prefecture, which is the central point of a planned line from Tokyo to Osaka, the construction of a 40km test line is being undertaken assuming its practical use.
As observed in many countries of the world, ITS has been recognized as a cost-effective solution approach to urban transportation problems. ITS, however, is still in an early phase along the long path of its implementation even in advanced countries. There is no practical experience to ensure that one system is better than others in solving urban transportation problems. Furthermore, the best alternative varies depending on the nature of the problem and inherent characteristics of the region. Therefore, it would not be appropriate to impetuously seek “system-level” ITS solutions to urban transportation problems universally applicable for all APEC regions. At this point, the ITS policy of APEC member economies must be directed toward building a solid basis of ITS implementation by developing the national ITS framework in long-term perspectives. Given the findings and viewpoints so far, we make some recommendations for ITS development in APEC countries as follows: Establish a National Organization for ITS Planning and Coordination The purpose of the national ITS organization is to coordinate and promote the development, deployment, integration, and acceptance of intelligent transportation technologies in the very country. It should be a collaborative organization between the public and private sectors, and should be composed of various ITS-related persons and parties including delegates from the government, private sectors, academia, and possibly ITS-related international organizations. Strengthen Leading Role of Government Government shall perform the leading role in ITS development as follows:
Ensure Continuous Funding Support Stable and continuous funding is essential for the ITS development as it can only be achieved through large-scale multi-year research, testing, and deployment processes. The best way for ensuring the required funding is to establish the supporting laws, similar to ISTEA or TEA-21 in U.S., on which all ITS activities can be formally justified. Develop a Master Plan A master plan is the basic framework of ITS development that defines the ITS user services pursued by a country and specifies functional and spatial layout of systems deployment throughout the country and schedule to implement them. The budget plan including the time schedule is needed and procurement methods must be specified in the master plan as well. The master plan must be prepared through agreements among various ITS stakeholders to be used as a standard reference of ITS implementation of the country. Develop a System Architecture From the supply side, ITS is to be implemented independently by different local agencies as functionally and spatially fractionized systems. From the demand side, users must be able to receive the same service from all systems using standard equipments. The government must establish a national level framework for ITS (National ITS Architecture) so that various independent systems can be seamlessly integrated and operated effectively. Promote Standardization Activities One of the essential duties of the government is to build an integrated system as pursued by the national ITS architecture which standardizes communication protocols between various ITS components. It is also important that the government establish standards for performance specifications of ITS equipment (e.g., sensors, communication terminals, etc.) to be developed mainly by private-sector industries. These will also need to seamlessly interface with other information systems, for instance, IMT-2000 wireless application. Conduct ITS Research and Development Various operating system software required for ITS implementation must cope with inherent domestic transportation conditions. Also, as seen in many advanced countries, it is a common practice for the central government to support development of the parts of the systems that are universally applicable in all areas throughout the country. For the effective fulfillment of ITS R&D, the central government must provide a leadership in partnership with the local governments and private sector. Establishment of Mid/Long-Term ITS Deployment Plans The government and public-sector agencies responsible for ITS system deployment shall prepare the detailed mid/long term plans for deploying their systems based upon the national ITS master plan. In reference to such deployment plans, conditions and functional requirements of ITS products must be fully reflected in the planning stage of product development through reviews with major purchasing organizations in the public sector. Provide of Technical Assistance to Local Governments for ITS Deployment Local governments may be reluctant to deploy ITS as planned by the central government because they cannot afford to independently provide high-level technicians and experts needed for ITS operations and management. To cope with this, they could foster ITS technical teams as independent organizations under the control of central government, or provide financial support so that local governments can maintain technical experts. Maximize International Competitiveness in ITS-related Industries The government shall support the ITS-related private-sector industries such as automobile, electronics, and communication in order to accumulate the technologies and secure the production basis. At the same time, standards for the various ITS technologies and products need to be set up such that they are compatible with the international standards. As a result, the domestic private-sector companies could occupy profitable positions in international market. 12.3 Case Study 1: Major ITS Challenge and Development in Hong Kong, China It is a consensus among major transport planning and management bodies that ‘building out of congestion’ in the cities is no longer possible. Due to the ever increasing transport demand as a result of economic development and the limited supply of land and resources, it is not possible to meet the upward surging traffic demand by solely building more roads, apart from environmental concerns. Therefore, Hong Kong had to expand and improve the public transport systems such as buses, mass transit and railway system, and use public transport priority measures to encourage commuting by more public transport instead of private cars. Another important and cost-effective tool to tackle the transport problem was the use of modern electronics and computer technology, which helped to optimize the road network and manage traffic particularly with the system of ITS. 12.3.1 Computerized Area Traffic Control(ATC) System Hong Kong provided its first ATC system in Kowloon in 1975. This was the first ATC system in Southeast Asia. The system employed modern microprocessor-based traffic signal controllers and sophisticated electronic and computer control systems to ensure smooth coordination of green time between traffic signals. It has proved to be very effective in optimizing the capacity of roads covered by the system. Studies have revealed that for a round trip in West Kowloon, there could be a reduction in journey time from 2hr 6min to 1hr 28min (i.e. 30%) and a reduction in the number of stops from 94 to 67 (i.e.28%). Other benefits of the ATC system include reduction in exhaust gas pollution, reduction in accident, reduction in the engine journey time, quicker repair of faulty equipment and quicker response to road incidents. In 1995, Hong Kong replaced the 20-year old ATC system in Kowloon by Australia’s SCATS (Sydney Coordinated Adaptive Traffic System) to enhance operation and capacity. SCATS provides adaptive traffic control techniques which can be operated in a fully traffic-responsive manner by automatically generating and implementing signal plan to meet the prevailing traffic condition by measuring through detectors on the roads. In 1985, ATC system was introduced to Hong Kong island using the United Kingdom’s SCOOT(Split, Cycle and Offset Optimization Technique), which is an independent ATC system with adaptive traffic control techniques. In the New Territories, the SCATS system was installed in Tsuen Wan New Town in 1995. It will be expanded to cover Sha Tin New Town by April 1998. In view of the fast development of new towns including Tai Po, Fanling Sheung, Tuen Mun and Yuen Long. At present there are a total of 1350 traffic signal junctions in Hong Kong, which are under control by ATC system covering about 350km of roads in Hong Kong. To supplement the ATC system, CCTV cameras are installed at strategic locations to provide real time information on traffic condition to ATC control centers, Police Regional Command and Control Centers, and Transport Department’s Emergency Transport Coordination Centres. With the aid of CCTV systems, operations at the control centre can adjust the signal timings promptly, particularly when there are road incidents. At present, there are 122 cameras to supplement the ATC systems for traffic control and monitoring. 12.3.2 ITS on Tunnel and Open Highway ITS is also employed in the road tunnels. Currently there are 8 major road tunnels and most of them are equipped fully with traffic control and management system. Usual facilities include emergency telephones, CCTV cameras, automatic incident detectors, overheight vehicles detection, radio rebroadcast with break-in facility and a traffic control system for variable message signs and signals for traffic diversion and control. Automatic toll collection (called autotoll) has also been introduced to tunnels since August 1993. The two existing autotoll systems in Hong Kong are the autopass(the American AMTECH system) and the ETS (the European PREMID system)systems. At present six road tunnels have autotoll facilities and they are planned to be extended to other road tunnels. The use of autotoll saves manpower resource and provides convenience to motorists who no longer need to stop at all toll booths to pay toll. The capacity of a toll lane also increases from 400 to 1000 vehicles per hour. A CCTV surveillance system (19 cameras) was installed at Tuen Mun Road in 1995. There were plans to install CCTV cameras on other expressways including the North Lantau Expressway and Tolo Highway. Hong Kong commenced installing emergency telephones(ET) on trunk roads since the late 1970s. These ETs allow distressed motorists to report traffic accident and request for assistance promptly upon lifting the phones (i.e. there is no need to dial). Latest ETs installed are connected to central computers. They have self checking fault monitoring facilities and are capable of showing the three Regional Traffic Control Centre in Hong Kong, Kowloon and the New Territories. 12.3.3 Traffic Control and Surveillance System for Tsing Ma Control Area The Tsing Ma Control Area was opened to traffic in May 1997. It is an extensive and complex road network connecting Hong Kong’s new airport at Chek Lap Kok to other areas. It is 17km long and comprises tunnels, bridges, double-decked bridges and open road sections with a large number of approach roads and associated slip roads. Tsing Ma Bridge is a double-deck suspension bridge with main span of 1,377 metres. Kap Shui Mun Bridge is a cable-stayed bridge with a main span of 430metres. The upper deck of Tsing Ma Bridge and Kap Shui Mun Bridge carries two 3-lane carriageways while the lower deck accommodates two railway tracks and two single lane carriageways. Normally only the upper deck is open to vehicular traffic. Under strong wind conditions, the centre lanes will be closed and wind sensitive vehicles will be diverted to the lower deck. Under severe wind condition all upper deck lanes will be closed and all traffic will be diverted to the lower deck. During typoons, whether the lower deck can remain open will depend on the prevailing conditions. A Traffic Control and Surveillance System (TCSS) is provided in the Tsing Ma Control Area to facilitate control and all traffic management. The system includes emergency telephones, automatic incident detectors, fog and wind speed detectors, CCTV cameras, overheight and overweight vehicles detection, variable message signs and lane-use signals. Other sub-systems include radio communication systems for the operational and communication staff, the Police and the Fire Services. Radio re-broadcast system with break-in capability and a public address system are also provide useful information to drivers. Nearly 700 pre-defined traffic plans have been prepared to cater for the whole range of possible situations, including routine operation and maintenance, traffic incidents handling, contra-flow traffic through tunnels and complex wind-management diversion plans for the bridges. These plans drive the variable message signs, variable speed limit signs, variable direction signs and the lane-use signals etc, and are equipped with safety interlock checking and easy monitoring capabilities. The use of such a comprehensive TCSS in the Tsing Ma Control Area is a brand new experience for the open highways in Hong Kong. Its cost effectiveness and acceptance to the public will be monitored and carefully evaluated before similar systems are installed on other expressway in the territory. 12.4 Case Study 2: PRT in the USA 12.4.1 Development of PRT(Personal Rapid Transit) Since 1960s the basic concept of PRT has already been established, but it couldn’t be put into practice owing to the lack of computer application technology and prohibitive expenses for development at that time.
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