Module 6 -7

The process is useful for describing the effects of a proposed transportation alternative and for explaining the benefits to the traveler of a new transportation system and its impacts on the community. T

Transportation Planning Process

BASIC ELEMENTS OF TRANSPORTATION PLANNING:

Situation Definition

Problem Definition

Search for Solutions

Analysis of performance

Evaluation of alternatives

Choice of Project

Specification and construction

which involves all of the activities required to understand the situation that gave rise to the perceived need for a transportation improvement.

Situation Definition

The purpose of this step is to describe the problem in terms of the objectives to be accomplished by the project and to translate those objectives into criteria that can be quantified.

Problem Definition

In this phase of the planning process, consideration is given to a variety of ideas, designs, locations, and system configurations that might provide solutions to the problem. This is the brainstorming stage, in which many options may be proposed for later testing and evaluation.

Search for Solutions

is to estimate how each of the proposed alternatives would perform under present and future conditions. The criteria identified in the previous steps are calculated for each transportation option. Included in this step is a determination of the investment cost of building the transportation project, as well as annual costs for maintenance and operation.

Analysis of Performance

is to determine how well each alternative will achieve the objectives of the project as defined by the criteria. The performance data produced in the analysis phase are used to compute the benefits and costs that will result if the project is selected.

Evaluation of Alternatives

is made after considering all the factors involved. In a simple situation, for example, where the project has been authorized and is in the design phase, a single criterion (such as cost) might be used and the chosen project would be the one with the lowest cost

Choice of Project

Once the transportation project has been selected, the project moves into a detailed design phase in which each of the components of the facility is specified. For a transportation facility, this involves its physical location, geometric dimensions, and structural configuration.

Specification and Construction

is a worldwide problem; with over 500 million cars and trucks in use, more than 500, 000 people die each year in motor vehicle crashes, where about 15 million are injured

Highway safety

are continually engaged in working to ensure that the street and highway system is designed and operated such that highway crash rates can be reduced.

Traffic and highway engineers

• IS THE COMMONLY ACCEPTED WORD FOR AN OCCURRENCE INVOLVING ONE OR MORE TRANSPORTATION VEHICLES IN A COLLISION THAT RESULTS IN PROPERTY DAMAGES, INJURY, OR DEATH

• IMPLIES A RANDOM EVENT THAT OCCURS FOR NO APPARENT REASON OTHER THAN “ IT JUST HAPPENED

ACCIDENT

THE NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION HAS SUGGESTED REPLACING THE WORD “ ACCIDENT ” WITH THE WORD “ _______ ” BECAUSE “ ______” IMPLIES THAT THE COLLISION COULD HAVE BEEN PREVENTED OR ITS EFFECT MINIMIZED BY MODIFYING DRIVER BEHAVIOR, VEHICLE DESIGN ( CALLED “ CRASHWORTHINESS”), ROADWAY GEOMETRY , OR THE TRAVELING ENVIRONMENT

CRASH

FACTORS INVOLVED IN TRANSPORTATION CRASHES

DRIVER OR OPERATOR ACTION

• THE MAJOR CONTRIBUTING CAUSE OF MANY CRASH SITUATIONS IS THE PERFORMANCE OF THE DRIVER OF ONE OR BOTH ( IN MULTIPLE VEHICLE CRASHES) OF THE VEHICLES INVOLVED. DRIVER ERROR CAN OCCUR IN MANY WAYS, SUCH AS INATTENTION TO THE ROADWAY AND SURROUNDING TRAFFIC, FAILURE TO YIELD THE RIGHT OF WAY, AND/OR TRAFFIC LAWS.

THE VEHICLE CONDITION

• THE MECHANICAL CONDITION OF A VEHICLE CAN BE THE CAUSE OF TRANSPORTATION CRASHES. FAULTY BRAKES IN HEAVY TRUCKS HAVE CAUSED CRASHES

THE ROADWAY CONDITION

• THE CONDITION AND QUALITY OF THE ROADWAY, WHICH INCLUDES THE PAVEMENT, SHOULDERS, INTERSECTIONS, AND THE TRAFFIC CONTROL SYSTEM, CAN BE A FACTOR IN A CRASH.

THE ENVIRONMENT

• THE PHYSICAL AND CLIMATIC ENVIRONMENT SURROUNDING A TRANSPORTATION VEHICLE CAN ALSO BE A FACTOR IN THE OCCURRENCE OF TRANSPORTATION CRASHES WITH THE MOST COMMON BEING WEATHER

to develop a process through which each state would identify its key safety needs such that investment result in decisions can be made that will significant reductions in highway fatalities and serious injuries on public roads

STRATEGIC HIGHWAY SAFETY PLAN ( SHSP)

STORAGE AND RETRIEVAL OF CRASH DATA TWO TECHNIQUES:

1.MANUAL FILING OF EACH COMPLETED ACCIDENT REPORT FORM IN OFFICES OF THE APPROPRIATE POLICE AGENCY. 2.USE OF COMPUTER AND STORED IN A COMPUTER FILE.

COMPUTER SYSTEM EXAMPLES:

HIGHWAY PERFORMANCE MONITORING SYSTEM ( HPMS), FATALITY ANALYSIS REPORTING SYSTEM ( FARS), NATIONAL INJURY ELECTRONIC SURVEILLANCE SYSTEM ( NEISS), MOTOR INFORMATION SYSTEM ( MCMIS).

ANALYSIS OF CRASH DATA

PROCEDURES USED: • DIRECT COMPARISON OF NUMBER OF CRASHES, PATTERNS , STATISTICAL COMPARISON

TRUE

THIS INVOLVES THE COMPUTATION OF THE NUMBER OF CRASHES FOR THE SAME DURATION BEFORE AND AFTER THE IMPLEMENTATION OF THE SAFETY COUNTERMEASURE OR THE COMPUTATION OF THE NUMBER OF CRASHES FOR THE SAME TIME PERIOD AT DIFFERENT LOCATIONS

DIRECT COMPARISON OF NUMBER OF CRASHES

THESE RATES ARE DETERMINED ON THE BASIS OF EXPOSURE DATA, SUCH AS TRAFFIC VOLUME AND THE LENGTH OF ROAD SECTION BEING CONSIDERED

DIRECT COMPARISON OF CRASH RATES

COMMONLY USED RATES CRASH RATES

1.RATE PER MILLION OF ENTERING VEHICLES ( RMEVS)

2. RATE PER 100 MILLION VEHICLE-MILES ( RMVM)

TWO COMMONLY USED TECHNIQUES TO DETERMINE CRASH PATTERNS ARE

1 ) EXPECTED VALUE ANALYSIS AND

( 2 ) CLUSTER TO DETERMINE PATTERN. 1 . EXPECTED ANALYSIS.

IS A MATHEMATICAL METHOD USED TO IDENTIFY LOCATIONS WITH ABNORMAL CRASH CHARACTERISTICS

EXPECTED ANALYSIS. A SUITABLE SUMMARY OF CRASH DATA ALSO CAN BE USED VALUE ANALYSIS

THERE ARE SEVERAL STATISTICAL TESTS THAT CAN BE USED TO COMPARE THE LEVEL OF SAFETY BETWEEN TWO OR MORE SITES OR TO ESTIMATE THE IMPACT OF ONE OR MORE EXPOSURE VARIABLES ON CRASH OCCURRENCE.

THE TESTS BRIEFLY DISCUSSED ARE THE T-TEST FOR COMPARISON OF TWO MEANS, THE PROPORTIONALITY TEST FOR THE COMPARISON OF TWO PROPORTIONS, THE KRUSKAL WALLIS H TEST, AND THE EMPIRICAL BAYES METHOD.

STATISTICAL COMPARISON

A SUMMARY OF CRASHES CAN BE USED TO IDENTIFY SAFETY PROBLEMS THAT MAY EXIST AT A PARTICULAR SITE. THERE ARE FIVE DIFFERENT WAYS IN WHICH A CRASH AT A SITE CAN BE SUMMARIZED:

• TYPE CIRCUMSTANCES • SEVERITY • CONTRIBUTING

• ENVIRONMENTAL CONDITIONS • TIME PERIODS

ARE SITES WHERE CRASH FREQUENCIES, CALCULATED ON THE BASIS OF THE SAME EXPOSURE DATA, ARE HIGHER THAN THE EXPECTED VALUE FOR OTHER SIMILAR LOCATIONS OR CONDITIONS

HAZARDOUS LOCATIONS

A TECHNIQUE THAT IS USED TO IDENTIFY POSSIBLE HAZARDOUS LOCATIONS IS KNOWN AS THE

CRITICAL CRF METHOD LOCATIONS WITH CRASH RATIOS GREATER THAN 1 , IS CONSIDERED HAZARDOUS.

CRASH TYPES

Collisions with Trees in Hazardous Locations

Head-On Collisions

Unsignalized Intersection Collisions

Collisions on Horizontal Curves

Collisions Involving Pedestrians Collisions at Signalized Intersections

is defined as some combination of at-grade intersections, business and private driveways, and median crossovers

Access control

ALIGNMENT i nvolves three elements:

(1)vertical alignment The design of the vertical alignment ( which includes tangent grades and sag or crest vertical curves) is influenced by consideration of terrain, cost, and safety

(2) horizontal alignment The design of the horizontal alignment ( which consists of level tangents connected by circular curves) is influenced by design speed and superelevation of the curve itself.

(3)Crosssection elements ( including through and passing lanes, medians, and left-turn lanes) may be added when a two-lane road is inadequate, possibly improving both traffic operations and safety

( ALSO KNOWN AS INDUCED): THE OUTCOME OF ACCESSIBILITY CHANGES WHERE TRANSPORT ENABLES EMPLOYMENT, ADDED VALUE, LARGER MARKETS, AND TIME AND COST SAVINGS

DIRECT IMPACTS

: THE OUTCOME OF THE ECONOMIC MULTIPLIER EFFECTS WHERE THE PRICE OF COMMODITIES, GOODS OR SERVICES DROP AND/ OR THEIR VARIETY INCREASES. INDIRECT VALUE ADDED AND JOBS ARE THE RESULT OF LOCAL PURCHASES BY COMPANIES DIRECTLY DEPENDENT UPON TRANSPORT ACTIVITY

INDIRECT IMPACTS

ARE RESPONSIBLE FOR A WIDE RANGE OF INDIRECT VALUE ADDED AND EMPLOYMENT EFFECTS, THROUGH THE LINKAGES OF TRANSPORT WITH OTHER ECONOMIC SECTORS (E.G. OFFICE SUPPLY FIRMS, EQUIPMENT AND PARTS SUPPLIERS, MAINTENANCE AND REPAIR SERVICES, INSURANCE COMPANIES, CONSULTING AND OTHER BUSINESS SERVICES)

TRANSPORT ACTIVITIES

: THE OUTCOME OF ECONOMIC ACTIVITIES AND FIRMS PARTLY RELYING ON EFFICIENT TRANSPORT SERVICES FOR BOTH PASSENGERS AND FREIGHT. FOR INSTANCE, THE STEEL INDUSTRY REQUIRES COST-EFFICIENT IMPORT OF IRON ORE AND COAL FOR BLAST FURNACES, AND EXPORT ACTIVITIES FOR FINISHED PRODUCTS SUCH AS STEEL BOOMS AND COILS.

RELATED IMPACTS

IS ONE OF THE MOST FUNDAMENTAL AND IMPORTANT CHARACTERISTICS OF ECONOMIC ACTIVITY AS IT SATISFIES THE BASIC NEED OF GOING FROM ONE LOCATION TO THE OTHER, A NEED SHARED BY PASSENGERS, FREIGHT AND INFORMATION

MOBILITY

IT CONFERS ARE LINKED TO A LEVEL OF OUTPUT, EMPLOYMENT AND INCOME WITHIN A NATIONAL ECONOMY. IN MANY DEVELOPED COUNTRIES, TRANSPORTATION ACCOUNTS FOR BETWEEN 6 AND 12 PERCENT OF GDP

MACROECONOMIC LEVEL

IS LINKED TO PRODUCER, CONSUMER AND PRODUCTION COSTS

MICROECONOMIC LEVEL

SETTING OF ROUTES ENABLING NEW OR EXISTING INTERACTIONS BETWEEN ECONOMIC ENTITIES

NETWORKS

- IMPROVEMENTS IN COST AND TIME ATTRIBUTES FOR EXISTING PASSENGER AND FREIGHT MOVEMENTS.

PERFORMANCE

IMPROVEMENT IN THE TIME PERFORMANCE, NOTABLY IN TERMS OF PUNCTUALITY,AS WELL AS REDUCED LOSS OR DAMAGE.

RELIABILITY-

- ACCESS TO A WIDER MARKET BASE WHERE ECONOMIES OF SCALE IN PRODUCTION, DISTRIBUTION AND CONSUMPTION CAN BE IMPROVED.

MARKET SIZE

– INCREASES IN PRODUCTIVITY FROM ACCESS TO LARGER AND MORE DIVERSE BASE OF INPUTS (RAW MATERIALS, PARTS, ENERGY OR LABOR) AND BROADER MARKETS FOR DIVERSE OUTPUTS (INTERMEDIATE AND FINISHED GOODS).

PRODUCTIVITY

SINCE THE BEGINNING OF THE INDUSTRIAL REVOLUTION IN THE LATE EIGHTEENTH CENTURY, FIVE WAVES HAVE BEEN IDENTIFIED:

1ST WAVE ( 1785–1845 )- LEANED ON INNOVATIONS SUCH AS WATER POWER, TEXTILES AND IRON. THE BEGINNING OF THE INDUSTRIAL REVOLUTION WAS MAINLY FOCUSING ON SIMPLE COMMODITIES SUCH AS CLOTHES AND TOOLS.

2 ND WAVE (1845–1900)- INVOLVED THE MASSIVE APPLICATION OF COAL AS A SOURCE OF ENERGY, MAINLY THROUGH THE STEAM ENGINE. THIS INDUCED THE DEVELOPMENT OF RAIL TRANSPORT SYSTEMS, OPENING NEW MARKETS AND GIVING ACCESS TO A WIDER ARRAY OF RESOURCES.

3 RD WAVE ( 1900–50)- ELECTRIFICATION WAS A MAJOR ECONOMIC CHANGE AS IT PERMITTED THE USAGE OF A VARIETY OF MACHINES AND APPLIANCES AND PERMITTED THE DEVELOPMENT OF URBAN TRANSIT SYSTEMS (SUBWAYS AND TRAMWAYS).

4 TH WAVE ( 1950–90)- THE POST-SECOND WORLD WAR PERIOD REPRESENTED SIGNIFICANT INDUSTRIAL CHANGES WITH NEW MATERIALS SUCH AS PLASTICS ( PETROCHEMICALS) AND NEW SECTORS SUCH AS ELECTRONICS (TELEVISION).

5 TH WAVE ( 1990–2020)- THE CURRENT WAVE MAINLY RELIES ON INFORMATION SYSTEMS, WHICH HAVE TREMENDOUSLY MODIFIED THE TRANSACTIONAL ENVIRONMENT WITH NEW METHODS OFCOMMUNICATION AND MORE EFFICIENT FORMS OF MANAGEMENT OF PRODUCTION AND DISTRIBUTION SYSTEMS (LOGISTICS).

TRUE

- IMPROVEMENT IN THE EFFICIENCY WITH WHICH FIRMS HAVE ACCESS TO RAW MATERIALS AND PARTS AS WELL AS TO THEIR RESPECTIVE CUSTOMERS. THUS, TRANSPORTATION EXPANDS OPPORTUNITIES TO ACQUIRE AND SELL A VARIETY OF COMMODITIES NECESSARY FOR INDUSTRIAL AND MANUFACTURING SYSTEMS.

COMMODITY MARKET

- IMPROVEMENT IN THE ACCESS TO LABOR AND A REDUCTION IN ACCESS COSTS, MAINLY BY IMPROVED COMMUTING ( LOCAL SCALE) OR THE USE OF LOWER COST LABOR (GLOBAL SCALE).

LABOR MARKET

– IMPROVEMENTS IN TRANSPORTATION AND COMMUNICATION FAVOR A PROCESS OF GEOGRAPHICAL SPECIALIZATION THAT INCREASES PRODUCTIVITY AND SPATIAL INTERACTIONS

GEOGRAPHIC SPECIALIZATION

- AN EFFICIENT TRANSPORT SYSTEM OFFERING COST, TIME AND RELIABILITY ADVANTAGES PERMITS GOODS TO BE TRANSPORTED OVER LONGER DISTANCES. THIS FACILITATES MASS PRODUCTION THROUGH ECONOMIES OF SCALE BECAUSE LARGER MARKETS CAN BE ACCESSED.

LARGE-SCALE PRODUCTION

- WHEN TRANSPORT IS EFFICIENT, THE POTENTIAL MARKET FOR A GIVEN PRODUCT (OR SERVICE) INCREASES, AND SO DOES COMPETITION.

INCREASED COMPETITION

- LAND WHICH IS ADJACENT TO OR SERVICED BY GOOD TRANSPORT SYSTEMS GENERALLY HAS GREATER VALUE DUE TO THE UTILITY IT CONFERS TO MANY ACTIVITIES

INCREASED LAND VALUE

ARE A MONETARY MEASURE OF WHAT THE TRANSPORT PROVIDER MUST PAY TO PRODUCE TRANSPORTATION SERVICES

TRANSPORT COST

ARE THE PRICE OF TRANSPORTATION SERVICES PAID BY THEIR USERS. THEY ARE THE NEGOTIATED MONETARY COST OF MOVING A PASSENGER OR A UNIT OF FREIGHT BETWEEN A SPECIFC ORIGIN AND DESTINATION.

TRANSPORT RATE

- ITS IMPACTS MAINLY INVOLVE DISTANCE AND ACCESSIBILITY

GEOGRAPHY

FOUR MAJOR CATEGORIES OF GEOGRAPH:

NO EFFECTS OF DISTANCE - UNCOMMON ARE ECONOMIC ACTIVITIES ON WHICH DISTANCE HAS NO EFFECTS.

LINEAR EFFECTS OF DISTANCE - TRANSPORT COSTS ARE INCREASING PROPORTIONALLY TO DISTANCE.

NON-LINEAR EFFECTS OF DISTANCE - FREIGHT DISTRIBUTION COSTS ARE GROWING IN A NON-LINEAR FASHION WITH DISTANCE FROM THE TERMINAL OR THE DISTRIBUTION CENTER.

MULTIMODAL TRANSPORT CHAIN - A COMBINATION OF LINEHAUL AND TERMINAL COSTS

-WITH CONTAINERIZATION THE TYPE OF PRODUCT PLAYS LITTLE IN THE TRANSPORT COST SINCE RATES ARE SET PER CONTAINER, BUT PRODUCTS STILL NEED TO BE LOADED OR UNLOADED FROM THE CONTAINER

TYPE OF PRODUCT

-ANOTHER CONDITION AFFECTING TRANSPORT COSTS IS RELATED TO ECONOMIES OF SCALE OR THE POSSIBILITIES TO APPLY THEM AS THE LARGER THE QUANTITIES TRANSPORTED, THE LOWER THE UNIT COST.

ECONOMIES OF SCALE

-TRANSPORT TYPICALLY ACCOUNTS FOR ABOUT 25 PERCENT OF ALL THE ENERGY CONSUMPTION OF AN ECONOMY

ENERGY

- CONCERNS THE COMPLEX COMPETITIVE AND REGULATORY ENVIRONMENT IN WHICH TRANSPORTATION TAKES PLACE.

COMPETITION AND REGULATION

- REFER TO AN ARRAY OF FEES, OFTEN SET IN AN ARBITRARY FASHION, TO REFLECT TEMPORARY CONDITIONS THAT MAY IMPACT ON COSTS ASSUMED BY THE TRANSPORTER.

SURCHARGES

CONCERNS THE REAL DURATION OF TRANSPORT.

TRANSPORT TIME

DIFFERENT COMPONENTS OF TRANSPORT TIME:

ORDER TIME - IS SHORT AND A MATTER OF QUEUING ON A FIRST-COME-FIRST-SERVED BASIS.

TIMING- INVOLVES THE USAGE OF A SPECIFIC DEPARTURE TIME.

PUNCTUALITY FREQUENCY- REPRESENTS THE ABILITY TO KEEP A SPECIFIED SCHEDULE.

FREQUENCY - THE NUMBER OF DEPARTURES FOR A SPECIFIC TIME RANGE.

TYPES OF TRANSPORT COSTS
- COSTS THAT ARE RELATED TO LOADING, TRANSSHIPMENT AND UNLOADING COSTS

TERMINAL COST

TYPES OF TRANSPORT COSTS
COSTS THAT ARE A FUNCTION OF THE DISTANCE OVER WHICH A UNIT OF FREIGHT OR PASSENGER IS CARRIED.

LINEHAUL COSTS

TYPES OF TRANSPORT COSTS
COSTS APPLYING TO THE PHYSICAL ASSETS OF TRANSPORTATION, MAINLY INFRASTRUCTURES, TERMINALS AND VEHICLES

CAPITAL COSTS

- PREDEFINED COMMERCIAL TERMS THAT ARE USED TO DEFINE THE TRANSPORT COMPONENT AND THE SHARE OF COSTS AND RISKS FOR INTERNATIONAL COMMERCIAL TRANSACTIONS

INTERNATIONAL COMMERCIAL TERMS ( INCOTERMS)

The capacity of transportation infrastructures and modes, generally over a geographically defined transport system and for a specific period of time.

TRANSPORT SUPPLY

Transport needs, even i f those needs are satisfied, fully, partially or not at all. Similar to transport supply, it is expressed in terms of number of people, volume or tons per unit of time and space

TRANSPORT DEMAND

THE SUPPLY SIDE OF THE TRANSPORT MARKET CAN BE DIVIDED INTO TWO CATEGORIES

Transport companies offer transport services to users who require such services, often on open markets. Transport users pay for the services delivered according to the terms of the agreed contract.

Third-party transportation

THE SUPPLY SIDE OF THE TRANSPORT MARKET CAN BE DIVIDED INTO TWO CATEGORIES

The transport user deploys his/ her own transport means to move freight or to travel. The transport user has a direct access to a known capacity, but at the r isk of a lower level of asset utilization

Own account transportation

These are the costs incurred to operate at least one vehicle in a transport system. In some sectors, notably maritime, rail and air transportation, entry costs are very high, while in others such as trucking, they are very low.

Entry costs

Few other sectors of the economy have seen such a high level of public involvement than transportation, which creates many disruptions in con - ventional price mechanisms

Public sector

The notion of price elasticity is at the core of transport demand and refers to the variation of demand in response to a variation of cost.

Elasticity