Final Report March 2000
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Source: Thomas R. Leinbach and Chia Lin Sien, South-East Asian Transport, 1989 As an income level rises or the quality of regular public transport service is improved, the paratransit demand transfers to private cars or regular public transport modes. In cities of developed countries with a high income and good public transport systems, the very low share of paratransit modes indicates the situation. Increase of Travels for Non-Commuting Activities In cities of developing countries, travel for shopping, socialization, and recreational activities is in a steady increase. In the case of Seoul, travels for shopping in 1996 increased almost twice than in 1982. As shown in
Note: 1)Including Work & Business vehicle emissions, are basically due to high volume of vehicles, especially high portion of automobiles. In addition, bad fuels and traffic congestion increase the production of pollutants. Transport system problems are from the irrelevance of the legal system, policy making and strategic planning and implementation. The following questions are to be answered to resolve the transport problems the APEC countries are facing with. What type of transport system should be introduced under the situation where they have limited funds and suffer from the fast growing travel demand ? How can they overcome the environmental problems such as air pollution and noise in the process of economic growth and urbanization ? How can they avoid the trial-and-errors of advanced countries? Improvement of Public Transport Service High availability and reliability are the key aspects of public transport services. For this, first of all, it is necessary to expand urban rail networks and bus routes reasonably. For good circulation of buses, exclusive bus lanes and bus preference signal set-ups are effective. Currently, in parts of the APEC countries, exclusive bus lanes are operated, but because of the deteriorating traffic conditions which cause difficulties with the proper operation of bus, additional provisions, such as bus gate system or exclusive central bus lane should be provided. Construction of public transport information system using ITS and GPS technologies will be useful for travelers to reduce the waiting time. Where the buses play an leading role in urban transport, the proper arrangement of transfer facilities is a very important task. Improvement of Public Transport Management and Operation Public transport management is controlled and/or supported by governmental regulations directly or indirectly. On the whole, there are 3 types of public transport management; public, private, and mixed form. In case of Seoul, bus services are provided by private companies, without financial support from government. Therefore, service qualities vary depending on the firms since private firms would operate for profit maximization. On the other hand, in case of Tokyo where public transport is managed by the city government, the quality of public transport service is consistent, though it suffers from financing problems in running the bus network. Whether public or private, it is necessary to operate a service system based on the competition and self-regulation. In order to improve the balance of public transport management, it is also necessary to adjust the fare to a reasonable level so that operating cost could be lower than that of private car. In cities where subways are run, it is important to provide a transfer discount for the users who transfer between bus and subway, with the provision of convenience facilities for them. Connection between Public Transport and Other Modes Public transport can promote transportation efficiency when all the transport modes can be efficiently connected – bus, subway, private automobiles, and even non-motorized vehicles and walking. Network of bus routes should be built reasonably for the efficient bus services, in particular. However, bus route systems in most cities of the APEC region have been designed for bus only, without consideration of the connection with other modes and expose much problems in the context of urban transport system, such as following the same course as subway, bad bending route, etc. Subway system may have bad routes when they are not planned from a long-term perspective but prepared to meet the short-term travel needs. It is ideal to set up a two-way system; express trunk lines and local lines. Ch 5. Traffic Accident, Energy Consumption and Environmental Issues 5.1 Traffic Accidents, Injuries and Fatalities In the APEC Region, it is estimated that more than 200,000 people are killed and more than 3 million people get injured by traffic accidents. If such a trend continues, by the early 2000s, the annual fatalities from traffic accidents are predicted to increase to 450,00025. While in developed countries damages from traffic accidents are gradually decreasing, in most of developing countries the conditions are rather becoming worse. Comparison by country for the traffic accident situation is shown in
Note: … data not available Sources: UN, IRF Fatal Accidents and Casualties shows the trend of traffic accidents based on the fatalities in each country of the APEC region during the period from mid-1980s to the mid-1990s. Malaysia(62.2%), Mexico(57.2%), Chile(53.7%) showed high fatality increases. On the other hand, Australia, New Zealand, Canada, Hong Kong experienced fatality decreases.
The percentage of traffic accidents in urban areas appears to be proportional to the degree of urbanization on the whole. Exceptionally, in case of Korea, traffic accident rate in urban areas is relatively low for the degree of urbanization. In comparison of 1986 with 1995, traffic accident rates in urban areas in most countries are decreasing.
Sources: Various 
When putting together the analysis, Australia, Japan, New Zealand, USA can be evaluated as advanced countries in terms of traffic safety, whereas China, Korea, Malaysia, Thailand can be classified as countries with a high traffic accident rate. Meantime, when viewing the trend of traffic accident fatality during the period from the mid-1980s and the mid-1990s, the two types of countries are clearly distinguished: worsening and improving. Traffic accident fatalities are decreasing in Australia, Canada, HK, NZ, Singapore, USA, whereas they are increasing in Brunei, Chile, China, Korea, Malaysia, Mexico, and Thailand. In Thailand, in particular, the traffic accident fatality increased by as high as 8 times during the same period.
Energy resources are the driving forces of socioeconomic development and the demand for energy should be in constant increase. Each country in the Asia-Pacific region has a variety of socioeconomic conditions, but in most of the countries energy demand is rapidly increasing along with industrialization and urbanization. According to a report of the UN, considering the current increase rate of energy consumption, energy demand in Asian countries shall be doubled every 12 years, whereas the world average for doubling is 28 years26.
Note: Figures were produced based on the data of IRF’s World Road Statistics ’98 , … data not available When looking at the annual fuel consumption per auto, USA, Chile, Brunei show high rates, implying that in these countries passengers heavily depend on the automobiles. In other words, they have a fuel-consuming transport system. On the other hand, annual fuel consumption rates per auto in Japan and Hong Kong are fairly low, indicating that they have relatively low auto-dependence. Fuel price and tax rate tells a part of the fuel price policy in each country. Fuel price and tax rate is the highest in Japan and Hong Kong, implying that they hold on to their control policy over high-priced energy consumption. On the other hand, USA can be viewed that it is not attempting energy saving policy through price cut in that both of the fuel price and tax rate are low. 5.4 Vehicle Emission and Air Pollution According to a research result done in the early 1990s, the Asian region occupied about 20% of CO, HC and NOx emission, and about 10.5% of CO2 emission at that time27.
Although there is no quotable data to analyze the current condition after 10 years from the research, the pollutant emissions in developing countries in Asia in 2000 is expected to increase by 200~300% compared to 1991, according to a report of ESCAP. (Refer to
Source: UNESCAP, State of the Environment in Asia and the Pacific, 1995 It is general that vehicle emission gases occupy major part of air pollutants. The amount of vehicle emission gas differs depending on various conditions such as traffic condition, types and nature of automobiles, and drivers’ behavior. According to a research report presented by ECMT(European Conference of Ministers of Transport), almost all of CO, 60% of NO and HC, 50% of particulate, and about 10% of SO2 are from vehicle emission gases28. The motorcycle, which has a 2-stroke engine, emits much higher amount of pollutants than ordinary vehicles (Refer to
Source: R.K Bose and G.A. Mackenzie,”Transport in Delhi: Energy and Environmental Consequencies,” UNEP Industry and Environment Vol 1, pp.21-25, 1993
CO2 emissions in the APEC region continue to increase as well. In 1993, the Asian region occupied 41% of the world total CO2 emissions, and China alone occupied 11.6% of the world total CO2 emission.
Reduction of Accidents and Fatalities All level of governments should establish policies and set targets to enhance the safety of road traffics, and action plans are made to accomplish the targets. The followings are the elements of policies effective for the reduction of traffic accidents and fatalities. Intensified limitation on speed (for instance, intensified crackdown on over speed) Obligatory wearing of seat-belt for all riders as well as for a driver Protection of bicycles from traffic accident (for instance, obligatory wearing of helmet) Traffic safety for children (for instance, safeguard for children) Prevention of traffic accident for large freight vehicles Intensified crackdown on drunken driving Avoidance of fatigue driving Prevention of traffic accident on railroad crossing Improvement on the areas where traffic accidents frequently occur Separation of modes (for instance, bicycle lanes, sidewalks) It is difficult to evaluate the effect of each element of policy for reduction of traffic accidents. However, if the above elements are carried out fully, we will have a good result in securing a safe traffic environment. Reduction of Vehicle Emissions and CO2 The portion of Asia-Pacific region in global vehicle emissions, which was about 20% in the early 1990s, is expected to increase in future, unless any clear and active policies are implemented against the problems of negative environmental impacts, though there is no quotable data. Major environmental problems of vehicle emissions come from the following issues. Continuous economic development and unplanned urbanization Rapid growth of car-ownership, especially in urban areas, and resulting traffic congestion Less integrated management of land use and transport system Use of dirty fuels and inefficient transport machines Lack of funds for financing transport infrastructure and improving transport systems
- Traffic management systems - Traffic demand management - Promoting use of intermodal public transport system - Integrated land use and transport system
- Development of low emission vehicles - Use of environment-friendly fuels - Active vehicle inspection and maintenance - Noise abatement measures
- Increasing environmental recognition of policy makers, drivers, and the public - Efficient highway construction and management - Effective financing both from the public and private sectors
During the recent 10 to 15 years, experts in transportation engineering in the U.S., Europe, and Japan have been experimenting with innovations that would introduce a major change in the way vehicles and highway systems function together. Their goal is to achieve a new level of transportation efficiency and safety through advanced technology. Some of these improvements are now in limited operational use in highway systems. These early efforts formed the basis for major efforts now underway to create a new generation of highways and vehicles that will interact to form what is called Intelligent Transport Systems (ITS). The underlying idea of ITS is to utilize the existing transport system in a smarter manner using advanced technologies. It is an application of up-to-date information and communications technologies to the transportation area and aims, first of all, to provide efficient and cost-effective solutions to urban transportation problems such as congestion, traffic accidents, and air pollution experienced by many countries around the world. ITS applies scientific and engineering advances in communications, computer and information systems which have been developed for the space program, defense and aviation industries to surface transportation consisting of vehicles, roadways, and other transportation infrastructure. In this chapter, the current ITS activities and practices as a solution approach to urban transportation problems in APEC member economies are reviewed and evaluated. Based on such evaluation, recommendations for future policy directions in the ITS area are presented. 6.2 Recent ITS Activities and Practices in the APEC Region Urban traffic control by traffic adaptive signaling, variable message signs on motorways, and traffic radio information was the forerunner of modern ITS applications, and has been introduced in most highly industrialized countries. Furthermore, many countries operating toll roads have tried electronic toll collection systems. A substantial step towards ITS was the introduction of in-vehicle navigation systems in some countries such as Japan and United States. The ITS activities in some APEC member economies are reviewed and summarized as follows: 6.2.1 Australia In recent years, Australia has installed its own ITS system, called SCATS (Sydney Coordinated Adaptive Traffic System). The technology for the system has so far been employed in 36 cities in such countries as Singapore, the United States, Ireland and Hong Kong. SCATS coordinates the operations of signals, signs and other road control devices, and obtains information on traffic flow and lane occupancy from loop sensors embedded under the road surface. In Sydney, SCATS system controls more than 2,000 traffic signals. Currently, development of SCATS 2 is underway as a successor to SCATS, and it will be put into operation at a comprehensive traffic control center to be opened in 1999 for the management of the entire Sydney area. DriveTime system provides drivers with real-time information on traffic conditions and travel time. Electronic signs installed at crucial traffic flow points display the best route to destinations. The system is in full-fledged operation on freeways and major trunk roads in Melbourne, Victoria. A system to prevent drivers from the accidents by low visibility due to fog is now operational on a fog-prone interurban freeway near Sydney. Under the system, an electronic device measures fog levels and distances between vehicles and then warns motorists through variable message signs to reduce speed. This system is unique in that each vehicle is individually monitored and a message relevant to a particular driver is displayed on the message sign as the driver passes by. When there is no fog, the system checks the speed of individual vehicles and warns motorists to drive within legal speed limits. In New South Wales, an Electronic Toll Collection (ETC) System has been installed on the Sydney Harbor Bridge and a new urban motorway. ETC has a mechanism where on-board electronic tags automatically register the payment of tolls. Recently, a test operation was conducted on a system to use smart cards for fare payment of public transport. Smart cards are expected to replace ETC tags in toll and fare payment. The Safe-T-Cam system is used to monitor travel time of large-sized vehicles. Bus passenger information system installed by the Brisbane City council at major bus stops, displays a series of messages in response to transponders mounted on buses to notify waiting bus passengers of the time of bus arrival. 6.2.2 Canada The COMPASS system, a freeway traffic management system was implemented in 1991 to reduce congestion and increase safety levels on Highway 401 in Metropolitan Toronto, one of North Americas’ busiest urban freeways. This system has successfully incorporated a number of traffic management strategies. On average, it reduced the average duration of incidents from occurrence to clearance from 86 minutes to 30 minutes. It also reduced the average delay per incident by 537 vehicle-hours. More than 300,000 hours of vehicle delay were saved a year. About 200 accidents were prevented a year by displaying incident messages on variable message signs. The implementation of congestion management has resulted in improving the quality of peak period traffic flow. In addition to increasing the average speed, the severity of congestion has been relieved. In response to ever increasing traffic congestion within the Greater Vancouver urban area, the British Columbia Ministry of Transportation and Highways South Coast Region initiated the development of a Traffic Management Program Master Plan. The purpose of the Master Plan was to develop a long-term vision in an implementation program which would set the direction and pace of traffic management in the South Coast Region for the next thirty years. This plan served as a springboard for future ITS initiative in the Greater Vancouver area.
In 1996, express highways connecting Nanjing and Shanghai, Shijiazhuang and Taiyuan, Changchun and Siping, and Liuzhou and Guilin were completed. The total length of highways in China was 1,186,000㎞, including 3,422㎞ of express highways, as of the end of 1996. China has been also promoting the research and development of ITS actively. For example, the ITS Research Center was set up at the Ministry of Communications in January 1996. ATMS is at work in the east and west zones of Beijing, and is scheduled to be put into operation in Nanjing, Qingdao and Amoi. ETC system is in operation on the airport expressways in Beijing and between Guangdong and Huadu. It is prepared in the express highway between Shanghai and Nanjing, while its operation is under study in Shandong. Hong Kong is engaged in the active use of ITS. ETC has been installed at the eight major tunnels. The first Traffic Control and Surveillance System (TCSS) has been established on the 17㎞ expressway linking to the new airport. In the middle of 1998, a speed control camera system was operated on a trial basis on a 15㎞ section of the expressway, and a test operation of Electronic Road Pricing (ERP) system, which was designed to manage use of vehicles based on the user-payment principle in order to mitigate traffic congestion, was conducted. 6.2.4 Indonesia The annual growth rate of population in cities in Indonesia stands at 4.7 percent, indicating the continued severe concentration of people in urban areas. Consequently, traffic demands have increased sharply to such a degree that the average speed of road traffic in Jakarta is 10㎞ per hour currently and buses operate at highly crowded condition. In the 6th 5-year development plan, top priority of policy was given to relieving traffic problems. In particular, short-term, medium-term and long-term strategies are now underway for the improvement of city traffic condition. The 7th 5-year development plan specifies a program for the construction of toll roads. Regarding ITS in Indonesia, Area Traffic Control (ATC) system is at work in Jakarta and Surabaya, and ATC using Australia's SCATS system has been installed in Bandung recently. In future, ATC will be expanded to other major cities. A traffic information system is planned on expressways in the metropolitan Jakarta area.
Japan is a forerunner in ITS, especially in the area of in-vehicle navigation. The sales of in-vehicle navigation units amount to around two million and are expected to create one million-unit annual sales market. VICS offers these navigation units with a free information service, providing road and traffic conditions in real-time. The service was commenced in Tokyo and Osaka metropolitan areas in 1996, making the ITS services realized, and are planned to be extended up to 6,000 km along highways across the nation. The Automated Highway System(AHS) development is being conducted focusing on the implementation of assistance for safe driving and fully automated driving in the future. The premise for the AHS is based on its potential for substantial improvements in safety, efficiency and driving comfort. The operational demonstration tests conducted in 1995 and 1996 drew public attention, and were seen as a starting point of an emerging surface transportation system project. The Automated Highway Systems Research Association (AHSRA) was established in September 1996 to foster AHS R&D. Japan has 7,000 km toll road system, with various service fees and payment structures. The goal of Electronic Toll Collection(ETC) is to achieve reliability to provide a common electronic payment method on the basis of these environments. The joint R&D was initiated in 1995, and then commercial operations will be implemented in 1998-99. 6.2.6 Korea Korea, the host member economy of the 5th ITS World Congress in 1998, is one of Asian countries which have been actively promoting research and deployment of ITS. It has already formulated the ITS National Master Plan and the National ITS Architecture. Some of ITS applications are at work, including the Freeway Traffic Management System (FTMS). Also underway are advanced model projects, such as the "ITS Demonstration Project in Kwachon city.” The ITS National Master Plan serves as a master plan published by the Ministry of Construction and Transportation in September 1997. The plan defines a total of 14 user services in 5 areas - ATMS (Advanced Traffic Management System), ATIS (Advanced Travelers Information System), APTS (Advanced Public Transportation System), CVO (Commercial Vehicle Operation) and AVHS (Advanced Vehicle and Highway System) - and sets the amount of investment for each area. The plan also works out promotion programs for the short-term phase (up to 2000), medium-term phase (2001 to 2005) and long-term phase (2006 to 2010). National ITS architecture development has been an on-going effort since 1995 at Korea Research Institute for Human Settlements (KRIHS). As a result of this effort, a draft form of the architecture was prepared in December 1998. The national ITS architecture has been developed to have 4 levels. The 1st level architecture defines the 5 service areas of ITS. The 2nd level architecture defines 14 logical "systems", interactions and interfaces among them. These "systems" are divided into "subsystems" - more implementable and institutionally acceptable units - in the 3rd level architecture. Also, the physical architecture, the 4th level architecture, corresponding to each subsystem is to be developed so that physical system components and interfaces between them can be identified. FTMS gathers information through magnetic loop coils, CCTV cameras, emergency phone calls, patrol cars and a regional weather forecast system and provides the information through variable message signboards after automatic processing with computers. KHC (Korea Highway Corporation) has installed FTMS on major express highways. The "ITS Demonstration Project in Kwachon city" was undertaken in Kwachon City, a satellite city of Seoul. The project was financed jointly by the Ministry of Construction and Transportation, the Kwachon municipal government and private companies. The project was designed to expand the understanding of ITS of citizens, enhance the ITS technology of private firms, confirm results of ITS deployment. Under the technical guidance of the Korea Transport Institute, government agencies and private companies have jointly set up the ITS center in the Kwachon City Hall. Model development and test operations were conducted on Advanced Traffic Management System (ATMS), Advanced Traveler Information System (ATIS) and Advanced Public Transportation System (APTS). The project was worked out in June 1996 and completed in October 1998. 6.2.7 Malaysia Malaysia has been promoting the installation of ITS applications. Traffic control system based on SCATS is operated in Kuala Lumpur, and ETC was set up on some expressways, such as the North-South Expressway and the Shah Alam Expressway. In Kuala Lumpur, SCATS has been installed to manage 98 intersections. The sections controlled by SCATS will be increased to 150 in a couple of years. ETC will also be installed on several toll roads by the year 2000. A structure for ITS promotion under the leadership of the central government has been consolidated recently. For example, the Road Engineering Association of Malaysia (REAM), a tripartite organization of the private and public sectors, plays a major role in ITS promotion in Malaysia, as do academic circles. In October 1997, an ITS seminar was held under the joint sponsorship of MHA (Malaysian Highway Authority) and JICA (Japan International Cooperation Agency). After that REAM has initiated several ITS seminars to expand the understanding of ITS. At a seminar held by REAM in August 1998, the Minister of Public Works proposed the formulation of an ITS master plan in Malaysia and announced that it would be worked out by REAM. REAM has launched the work for the formulation of an ITS master plan. 6.2.8 New Zealand Severe traffic congestion occurs frequently at several points on roads in Auckland, the biggest city in New Zealand. About 200,000 vehicles drive along the 15㎞ section of the highway running from north to central Auckland. ATMS will be installed at these points on a trial basis in order to relieve congestion, possibly by 30 percent. The trial operation will utilize variable message signs operated from a traffic control center, cable TVs and round-the-clock expressway information radios with a view to full-fledged deployment of ATMS. Underground guidance loops have been embedded at a total of 16 sites on the northern, southern and northwestern highways to collect information on vehicle traffics. About 160,000 vehicles use the Harbor Bridge everyday. As a result, it takes two and a half hours to get across the bridge during the morning rush hours, compared with 25 minutes in 1987. In order to mitigate the severe traffic congestion, two cameras have been installed under an auto-scope/video traffic detection system. The test operation of a bus priority system has been successfully completed. Under the system, the green light turns on in response to the transponder mounted on buses. For the management of bus operations, signals change depending on the early or late arrival of a bus, which is estimated on the basis of the number of passengers and the average travel time of a section. Information is also provided at bus stops for waiting passengers. 6.2.9 Singapore Singapore is promoting ITS development in various ways. A project is underway to provide drivers with information on traffic conditions ahead quickly through monitors and communications systems installed on expressways. The system is under development in cooperation with bus operators that will provide information on bus routes and services, and the estimated time of arrival. Under the progressive traffic control system, duration of green lights of an intersection is coordinated in accordance with actual traffic flow through computers. This process is linked to neighboring traffic lights to enable vehicles to pass through intersection with consecutive green lights. A monitoring/warning system was put into operation in tunnels in 1991. The system was installed when two tunnels of the central expressway were opened for traffic to ease congestion resulting from accidents and create smooth traffic flow. The ERP(Electronic Road Pricing)system, which was developed from previous ALS, went into operation on the East Coast Expressway in April 1998. The system will be installed on more expressways in a couple of years. 6.2.10 Chinese Taipei About 10 years ago, several universities in Taipei launched research on ITS. This was the beginning of ITS promotion in Taiwan. Traffic congestion has since been deteriorating with the number of automobiles on the rapid increase and difficulties in obtaining land available for new roads. Since the early 1990s, the Chinese Taipei has been engaged in extensive programs to promote ITS. A real-time traffic information and control system was in operation on expressways. Also underway are research and development on public transportation systems, ETC, navigation systems and a cruise-assist system. For an ITS master plan, the Transportation Institute of the Ministry of Transport has established a study group jointly with the Ministry's National Highway and Expressway Bureau and the Transportation Bureau of Taipei. In addition, government, universities, and private companies joined ITS promotion activities through establishing ITS-Chinese Taipei in June 1998. 6.2.11 United States ITS America, which was originally established in 1990 as the Intelligent Vehicle Highway Society of America (IVHS America) and renamed as ITS America in September 1994, is a non-profit scientific and educational entity and a formal advisory committee for the US DOT(Department of Transportation). The purpose of ITS America is to coordinate and promote the development, deployment, integration, and acceptance of intelligent transportation technologies in the United States. It is a collaborative organization between the public and private sectors, composed of more than 1,200 member organizations from the government, private sectors, academia, and other ITS-related organizations. It has a Board of Directors (48 members), Executive Committee (12 members), a Coordinating Council (52 members), a total of 22 Technical Committees, special Committees, Task Forces, and 20 State Chapters representing 27 states and cooperating with the DOT, the Congress, local governments, private sectors, and academia. The US DOT established a Joint Program Office (JPO) to manage diversified ITS programs in May 1994, seeking cooperation with various administrative agencies. Most of transport-related Administrations of the DOT, including the Federal Highway Administration (FHWA), the National Highway Traffic Safety Administration (NHTSA), the Federal Transit Administration (FTA), and the Research and Special Programs Administration (RSPA), are involved. In March 1995, the National ITS Program Plan was established by the US DOT and ITS America. The 29 user services on the ITS were presented in this plan, and "Highway-Rail Intersection" services were added in January 1997, resulting in a total of 30 user services. The U.S. National ITS Architecture covering all 30 user services is a project to determine the framework in which the ITS system can be developed all over the United States in a uniform way, and that the new ITS system is completely compatible with existing systems. The report was submitted in June 1996, which led to the revision of the project in January 1997. Based on the trend of the configuration of the system architecture, the DOT declared "the Operation Time Saver" in January 1996, which set a national target to construct the ITS infrastructures in 75 metropolitan areas by 2005. In October 1996, the US DOT selected four metropolitan areas to showcase deployment of ITS infrastructures to demonstrate the merits and evaluate the effects resulting from the deployment of ITS infrastructures within the framework of the ITS architecture. This is called the Model Deployment Initiative (MDI). The metropolitan areas chosen for the MDI are Phoenix, San Antonio, Seattle, and NY(New York)/NJ(New Jersey)/Connecticut. The US DOT has launched the construction of CVISN (Commercial Vehicle Information Systems and Networks) as a showcase of an ITS infrastructure for Commercial Vehicle Operations (CVO). In 1995, the construction of prototype started in Virginia and Maryland, and the first formal showcase of CVISN technologies was conducted in October 1996. In October 1996, the DOT selected eight states for CVISN - California, Colorado, Connecticut, Kentucky, Michigan, Minnesota, Washington, and Oregon. In response to the request from ISTEA (Intermodal Surface Transportation Efficiency Act) in 1991, a demonstration of the Automated Highway System (AHS), Demo '97, was performed at 7.6 miles of HOV lanes on Interstate 15 in the suburbs of San Diego, California, in August 1997. The program incorporated AHS and CAS (crash avoidance system) and was designed for providing information and performing automated driving control. The program is promoted under the partnership between private sector, state governments and universities with the participation of DOT-related organizations, including FHWA (Federal Highway Administration) and NHTSA(National Highway Traffic Safety Administration). Full-fledged research was done on light vehicles, heavy vehicles, transit vehicles and specialty vehicles by the end of 1998. The Transportation Equity Act for the 21st Century (TEA-21) was passed in June 1998 as a successor to ISTEA. It has authorized 1.28 billion dollars in federal spending for ITS between 1998 and 2002 fiscal years. TEA-21 makes it possible to construct ITS infrastructures even under other conventional projects for road infrastructure development, with the provision that ITS projects funded by TEA-21 are required to conform to the national ITS architecture and related ITS standards. This is expected to accelerate actual ITS deployments together with the construction of ordinary roads instead of pilot tests and installation. 6.3 New Transport Technology in the APEC Region Light rail transit (LRT) technologies have been developed mainly by advanced countries such as USA, Japan, Canada, and gradually transferred to other countries. AGT (Automated Guided Transit), Monorail, and Personal Rapid Transit (or Group Rapid Transit) System are well known as new light rail transit systems available for urban transport areas. Introduction of the short-distance mobile systems supporting pedestrian transport into urban transport area is also being promoted. 6.3.1 Japan Japan, as innovative as USA, has strove to develop new light rail transit technologies as a means to solve urban transport problems. Japan built Monorail in 1964 with the 18th Olympiad which connects Haneda Airport and Tokyo downtown. Since that, Japan has made efforts on the development of new rail transit technology. It started operation of Shonan Monorail in Kamakura area in 1970, Chiba Monorail, the suspension type monorail running on tracks, in 1988. AGT (Automated Guided Transit) was built in Kobe and Osaka in1981, first in the world. AGT system was also built in Omiyashi and Sakurashi cities in 1983, in Yokohama and Gomaki cities in 1990. They are recognized as important feeder modes for supporting the existing urban transit network, as well as local transit modes. Additionally, a new streetcar system, based on European technologies, was introduced in Kumamoto city in 1997, replacing the existing old one, and another is under construction in Hiroshima city. The system gets popular as a mode for the aged, children, and handicapped. Recently, a mobile pedestrian transport mode for 500~1,000m, was introduced near a transit station in Tokyo and new urban areas in Hiroshima. It connects large-sized developmental area and nearby urban transit stations. A skyway, the cable car type urban transport mode, was introduced in new urban areas in Hiroshima. 6.3.2 USA With the introduction of GRT(Group Rapid Transit) at West Virginia University in Morgantown in 1975, the USA has continuously developed new public transport systems, such as Metro Mover in 1986, DPM(Detroit People Mover) in Detroit in 1987, Skyway in Jacksonville in 1989, etc. However, they are now inactive, mainly due to auto-oriented urban transport patterns. Exceptionally, in airport areas where quality mass transport services should be provided, new light rail transit modes are promoted actively. With the cases of Automated People Mover (APM) systems in Tampa Airport in 1971, in Houston Airport 1972, in Seattle Airport in 1973, in Atlanta Airport in 1980, the installations of light rail transit systems are still going on. In the entertainment areas, the system is also expected to be attempted, as in Monorail in Disneyland. 6.3.3 Light Rail Transit Technologies in Other APEC Member Economies Compared to USA and Japan, other APEC countries are behind in new light rail transit technologies. However, with the growth of travel demand, financial problems for the heavy rail system, and LRT technology transfer from the advanced countries, new light transit technologies are gradually developed and introduced in many countries. In case of Sydney, Daring Harbourlink Monorail which travels downtown of Sydney, was built in 1989 as a main transport mode. In Toronto and Vancouver, the AGT-type urban railways were introduced in 1985 and 1986. In Taipei and Kuala Lumpur, new light rail transit systems were introduced in 1999, and in Korea some light rail transit projects are being promoted in Hanam and Kimhae, satellite cities of Seoul and Pusan, respectively. 6.4. Challenges and Tasks for the Future 6.4.1 Tasks for the ITS Development As observed in many countries of the world, the ITS has been recognized as a promising and cost-effective approach to urban transportation problems. ITS, however, is still in an early phase of development along the long path of its effective application, even in advanced countries. There are no enough data to evaluate whether one system is better than others in solving urban transportation problems. Furthermore, the best alternative may vary depending on the nature of the problems and inherent characteristics of the region. Therefore, it might not be appropriate to impetuously seek general “system-level” ITS solutions. At the current situation, the ITS policy of APEC member economies must be directed toward forming the solid basis of ITS implementation by developing the national level ITS framework and data base of transport information in a long-term perspective for each country. Given the aforementioned findings and viewpoints, we make some recommendations for ITS development in the APEC region as follows: Directory: new new -> Nonprofit grant application new -> Bulletin 4 Monday July 8, 2002 Backgammon new -> [0] B. Hardware [2] new -> [1] B. 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