Principles of Transportation Engineering: National Transportation Policy & Strategy of Transport Planning

Transportation Policies, Sustainability Goals, and Planning Strategies

  • Principles of Investment Priorities:
    • Public Transport
    • Technology
    • Transportation Engineering
  • Investment Priorities:
    • Automobile (35%)
    • Railway (30%)
    • Transit (15%)
  • National Transportation Policy: Strategy of Transport Planning
  • Travel Behavior Trends
    • Include travel behavior, cycle ability, and sustainability in transportation system planning.

Brief Background

  • Transport problems: Congestion, pollution, and accidents are of widespread public concern.
  • Delays in transport: A serious problem for industry.
  • Solutions to these problems:
    • Building new roads
    • Banning cars
    • Improving bus services
    • Use of telecommunications as an alternative to travel.
  • Solutions may be expensive and may introduce new problems.
    • New roads: Consume precious land.
    • Bans on cars: May result in a loss of trade.
  • Task of politicians and skilled professionals:
    • Identify the most appropriate solutions to today's and tomorrow's transport problems.
  • Solutions form the basis of a transport policy, which can be designed for a nation.
  • It starts by outlining a logical approach to transport policy formulation.
  • It then discusses the objectives of transport policy, and the ways in which problems can be identified and assessed.
  • Finally, it describes briefly the range of solutions which can effectively solve the problem.

Objective of the Topic

At the end of this topic, students will be able to:

  • Understand the concept and importance of National Transport Policy in addressing transportation issues.
  • Identify major transportation problems affecting Metro Manila and other urban areas in the Philippines.
  • Differentiate between transport policy and transport planning processes.
  • Explain the Philippine National Transport Policy (NTP) and its key focus areas.
  • Analyze the goals and strategies outlined in the Philippine Development Plan (PDP) 2023–2028 related to transport infrastructure.
  • Illustrate the process, purpose, and importance of Traffic Impact Assessment (TIA) in urban planning.
  • Evaluate various strategies in transport planning, including congestion pricing, land use approach, transit-oriented development, and travel demand management.
  • Understand the role of Mobility Management and Intelligent Transportation Systems (ITS) in creating efficient, sustainable, and smart transportation networks.
  • Apply transport planning strategies to real-world scenarios to improve traffic flow, connectivity, and urban livability.

Topic Outline

  • Part 1 – National Transportation Policy
    • Transportation Problems
    • Transport Policy
    • Problem-oriented planning and the Objectives-led approach
    • Philippine Transportation Policy
    • Philippine Development Plan
  • Part 2 – Traffic Impact Assessment
    • Definition of TIA
    • Objectives of TIA
    • Procedure of TIA
    • Selecting a Study Area for TIA
  • Part 3 – Strategies in Transport Planning
    • Congestion Pricing
    • Land Use Approach
    • Car Oriented Approach
    • Transit Oriented Development
    • Travel Demand Management
    • Mobility Management
    • Intelligent Transportation System

Pre-Assessment

  1. Imagine you are tasked with creating a transportation policy for the Philippines. What are the most important goals such a policy should achieve?
    • Discuss how transportation affects everyday life, the economy, and the environment.
    • Reflect on what challenges you think the government faces in improving transportation across the country.
  2. Transportation systems connect people, goods, and services. In your opinion, what makes a transportation system effective and inclusive for all citizens, especially in rural or underserved areas?
    • Provide examples of current transportation issues in the Philippines and suggest practical solutions that the government or communities could explore.

Transportation Problems

  • Metro Manila (National Capital Region - NCR):
    • Area: Approximately 636 square kilometers.
    • Urban area has spread to nearby cities and towns—reaching about 800 square kilometers.
    • Population Growth:
      • 1950: Under 2 million
      • 1980: 5.9 million
      • 1995: 14.4 million (including nearby towns)
    • Now: More than 20% of the country’s population, and this number keeps increasing.
  • Suburbanization:
    • People moving from the city center to the suburbs (outer areas).
    • Outer areas are now filling up with homes and businesses, just like the city center.
  • Metro Manila’s urban problems are no longer limited to the NCR—they now affect a bigger area called the Greater Manila Region (GMR).
  • Transport planning must include nearby areas, not just Metro Manila alone.

Key Problems in the Urban and Transport System

  1. Suburban Growth:
    • People are moving out of the city center, but commercial buildings are still growing there.
    • Some city areas are becoming less populated, like parts of Manila, but they’re not improving.
  2. Mixed Land Use and Slums:
    • There are areas with both businesses and informal settlements.
    • These affect transport in different ways.
  3. Longer Travel Distances:
    • People now live farther from where they work or study.
    • This means more and longer trips, adding to traffic.
  4. Poor Urban Planning:
    • There's little control over how land is used, especially in outer areas.
    • Tall buildings are being built where only small ones should be allowed.
    • Roads are not planned well, and traffic planning is often ignored.
  5. Weak Infrastructure:
    • Suburban areas are not ready for the growth.
    • Roads, utilities, and other public services are lacking.
    • Local and national governments are not solving the problem effectively.

Transportation Policy

  • The terms “policy” and “planning” are used very loosely and are frequently interchangeable. However, substituting one for the other is misleading.
  • Policy and planning represent separate parts of an overall process of intervention.
  • There are circumstances where policy may be developed without any direct planning implications, and planning is frequently undertaken outside any direct policy context.
  • However, precise definitions are not forthcoming.
  • Transport policy deals with developing a set of constructs and propositions that are established to achieve specific objectives relating to social, economic, and environmental conditions, and the functioning and performance of the transport system.
  • Transport planning deals with the preparation and implementation of actions designed to address specific problems.

Formulation of Transport Policy

  • There is a danger in the formulation of transport policy that politicians and, in some cases, professionals immediately assume that a particular solution is needed.
  • It is essential that professionals are clear on the reasons for such solutions: that is, that the objectives which are to be achieved can be specified.
  • Important questions to ask before deciding on a policy or project, especially in transport or city planning:
    • Who’s in Control? → Can the local government decide on this directly, or do others need to agree too?
    • Can it Really Happen? → Is it possible to actually carry out the plan?
    • Resources Needed → Does it need a lot of land, money, or other resources?
    • Will it Need Rules? → Are new rules or enforcement needed to make sure it works?
    • Is it Complicated? → Does the plan have many parts or steps to consider?
    • How Long Will It Take? → Will it take a short or long time to put into action and see results?
    • Can it Be Changed Later? → Is it a final decision, or can it be adjusted if needed?
    • Does It Affect Other Plans? → Will it change or depend on other decisions?
    • Does It Work Well with Other Ideas? → Does it support or match other projects (e.g., light rail + park-and- ride)?
    • Any Conflicts? → Will it clash or go against other existing or upcoming policies?
    • Can We Break It Down? → Can we divide it into smaller, easier-to-handle steps?
    • Politics Matter → How does it fit into political decision-making? How should we explain it to leaders?

Problem-Oriented Planning and the Objectives-Led Approach

  • There are in practice two different types of approach which can be adopted to identifying objectives and related problems.
  • The first is the true objectives-led approach in which broad are first specified, typically by the local authority or its elected members.
  • These are then used to identify problems by assessing the extent to which current, or predicted future conditions, in the absence of new policy measures, fail to meet the objectives.

Philippine Transportation Policy

  • The absence of single encompassing policy document for the transport sector has manifested recurring challenges, including:
    • (a) the lack of integrated and coordinated transport network;
    • (b) overlapping and conflicting functions of transport agencies;
    • (c) transport safety and security concerns; and
    • (d) inadequate transport facilities particularly in conflict-affected and underdeveloped areas.
  • Pending the passage of policies requiring legislative action, it was deemed necessary that policy changes and reforms that can be administratively undertaken under existing laws be adopted and implemented to respond to the urgent transport demands and requirements of the national economy.
  • The NTP was formulated to help achieve the Transport Vision of a “safe, secure, reliable, efficient, integrated, intermodal, affordable, cost-effective, environmentally sustainable, and people-oriented national transport system that ensures improved quality of life of the people”.
  • The NTP, as embodied in NEDA Board Resolution No. 5 s. 2017, “Approving the National Transport Policy”, was adopted by the NEDA Board on 27 June 2017. It was published in general circulation on 14 February 2018.
  • The Government hereby adopts the National Transport Policy which all elements of the transport system and all sub-sectors of transportation shall abide by and use as guidance in transport development, management, operations, and use.
  • Areas of Coverage:
    • (a) Resource Generation, Allocation and Cost Sharing;
    • (b) Program and Project Selection;
    • (c) Cost Recovery and Subsidies;
    • (d) Regulation of Passenger Transport Services;
    • (e) Transportation Management in Urban and Regional Areas;
    • (f) Support to Other Economic Sectors; and,
    • (g) Governance and Institutions.
  • Resource Generation, Allocation, and Cost Sharing. National transportation agencies and local government units (LGUs) will work together to address transport sector needs.
  • New investments shall be supported by regular maintenance allocations over the economic life of the asset, while asset preservation shall be accorded appropriate attention.
  • Public-Private Partnerships (PPP) and privatization of public transport operations shall be considered to augment Government resources, harness private sector expertise, gain technology transfers and operational efficiencies, and assign risks to the party best able to control or influence its occurrence or manage its consequence.
  • The pursuit of PPP for transport projects shall be based on the parameters defined in the PPP policy to be agreed upon by the Government.
  • The “Philippine Transport System Master Plan” (PTSMP), which will guide the rational development of an intermodal transport network in the country through coordinated planning and operation of projects and programs as an integrated network of intermodal sub-systems, shall be formulated and periodically updated.

Philippine Development Plan

  • The significant achievements and critical reforms in infrastructure were not enough to keep up with the rates of population growth and urbanization.
  • Overcoming the bottlenecks facing the sector will require addressing areas where the issues persist.
  • In terms of global performance and ranking of overall infrastructure quality, the Philippines lagged the five pioneer members of the Association of Southeast Asian Nations (ASEAN)
  • The previous administration targeted to improve quality of the country’s infrastructure by increasing the government’s budget for infrastructure.
  • However, the actual government spending for infrastructure, particularly in 2012 and 2014, fell short of the target.
  • Despite the improvement and expansion of the transport systems, it is still inadequate vis-à-vis the growing demand.
  • Road-based transport infrastructure remained a key point of convergence with other productive sectors but the quality remains inadequate.
  • Upgrading and expansion of the country’s mass transport network have not kept up with demand, and have not effected the desired shift from private car usage to high- capacity public transport solutions.
  • The Philippine Development Plan (PDP) 2023–2028 is a guide to help the country grow its economy, create more jobs, and reduce poverty.

Key Goals of the PDP

  1. Create jobs (including green and quality jobs)
  2. Reduce poverty
  3. Build a fair and peaceful society
  4. Support digitalization and innovation
  5. Improve infrastructure and services
  6. Promote partnerships with the private sector and local governments

Main Strategies

  1. Digitalization
    • Using technology to make government services faster, easier, and less corrupt.
    • Examples: National ID (PhilSys), online job matching (PhilJobNet), digital payments, and online filing.
  2. Servicification
    • Focus on services like tourism, ICT (Information & Communications Tech), creative industries, and logistics.
    • Connect services and manufacturing so both grow together.
    • Aim: More value, better jobs, and more business opportunities.
  3. Innovation Ecosystem
    • Encourage new ideas, research, and inventions.
    • Support businesses and universities to work together and create better products and services.
  4. Improved Connectivity
    • Improve transportation and internet connections across the country.
    • Make travel easier between cities and towns.
    • Examples: better roads, safer ports, bigger airports, more e-vehicles, and public transport.
  5. Stronger Local Government (LGUs)
    • LGUs will receive more funds and power to lead local development.
    • Help LGUs improve healthcare, education, disaster readiness, and local infrastructure.
  6. Public-Private Partnerships (PPP)
    • Work with private companies to build important projects (like housing, roads, transport, and internet).
    • This helps the government focus on important services like health and education.
  • Individuals, businesses, and civil society will enjoy better connectivity.
  • Investments in the appropriate infrastructure can help reduce the cost of electricity, ensure water security, and lower the cost of logistics.
  • Such investments will improve access to people, goods and services and information, and promote growth that is more inclusive.
  • Given the limits to government resources and capabilities, PPPs will be further encouraged.
  • Infrastructure sectoral master plans and road maps will be prepared to provide a more comprehensive understanding of the infrastructure gaps and needs, and thus serve as a sound basis for identifying priority infrastructure programs, activities, and projects, including those that may be best pursued through PPP modalities.
  • Enabling economic transformation builds on sustainable, resilient, integrated, and modern infrastructure systems as a solid foundation.
  • Anchored on the long-term vision, the government will steer the nation toward a future where movement of people and goods is safely and efficiently facilitated by adequate and accessible transportation.
  • Filipinos are empowered through cost-effective and reliable flow and exchange of information and are able to partake opportunities in the digital economy.
  • Families have access to safe and adequate water and sanitation services; to reliable, clean, and affordable fuel and electricity; and to quality education, health, solid waste management, and other social infrastructure facilities.
  • Communities and industries are served by green infrastructures that are not only adaptive and resilient against shocks and natural disturbances, but also contribute toward a low-carbon future.

Issues in Transportation

  1. Not Enough Public Transportation
    • Many Filipinos wait in long lines for buses or trains.
    • Trains and buses are often overcrowded.
    • The train system is too small to serve the growing number of passengers, especially after the pandemic.
    • From 2016 to 2022, train cars increased from 224 to 978, but demand keeps rising.
  2. Trains Are Inaccessible for Some Groups
    • Pregnant women, elderly, people with disabilities, and parents with small children struggle to use trains.
    • Issues include broken elevators, poor lighting, missing signs, and weak security.
    • These problems increase risks of accidents, crimes, and even gender-based violence.
  3. Shortage of Jeeps and Buses
    • No new public transport franchises since 2003, which limits growth.
    • Most vehicles are old and don't meet safety or environmental standards.
    • A modernization program started in 2017, but many drivers can't afford it.
  4. Slow Progress in Biking and Walking
    • There are more households with bikes than cars (4:1), but only 29% use bikes regularly.
    • The government has spent money on bike lanes, but many people still feel unsafe biking.
  5. Road Accidents Are Rising
    • About 12,000 Filipinos die in road accidents every year.
    • These injuries cost the country around 2.6% of GDP.
    • There is no regular national budget for road safety.
  6. Maritime Transport Has Problems Too
    • New routes and systems were added, but many ports are still too small.
    • Ferry ships are old and pose safety risks.
    • Only a few large RORO vessels can dock at smaller ports.
  7. Airports Need Upgrading
    • The country has 90 airports, but many don’t meet modern safety standards.
    • Pandemic delays caused many upgrades to be paused or re- evaluated.
    • From 2020 to 2021, passenger traffic dropped by 33% and air movements by 55%.
  8. Uncoordinated Road Works
    • Road widening is not planned well with other utilities like power, water, and internet.
    • This leads to traffic, repeated road closures, and higher costs.
    • Poles and cables are hazards for road users.
  9. No Trains for Goods
    • There are no cargo or freight trains in the Philippines.
    • All goods move by truck, which causes more traffic and damages roads.
  10. Ports Are Slow and Underequipped
    • Most goods are shipped by sea, but ports are slow and lack the right equipment.
    • Trucks often wait days to board ships.
    • Delays can spoil food and raise delivery costs.
    • Many local government ports can't afford modern equipment.
  11. Logistics Systems Are Not Fully Integrated
    • The Unified Logistics Pass (ULP) and TAPPP were created to speed up deliveries.
    • But they aren’t fully used across the country.
    • Trucks must use different systems depending on the port, adding cost and confusion.
  12. Internet Access Has Improved, But Still Behind
    • Internet speeds are faster now (up to 78 Mbps in 2022), but still slower than in other Southeast Asian countries.
    • Internet is expensive.
    • Only 18% of Filipino households have internet—much lower than the regional average.
  13. Climate Change Makes Things Worse
    • Natural disasters damage roads, ports, and communication lines.
    • For example, Typhoon Odette in 2021 made 36% of seaports unusable.
    • Some areas had no internet or phone signal for 6 weeks, delaying emergency help.

Infrastructure and Transport Connectivity Challenges

  • Infrastructure Challenges:
    • Insufficient Investment & Coordination: Requires large, coordinated investments for new construction, expansions, maintenance, and rehabilitation.
    • Asset Resilience: Ensuring long-term durability and resilience of existing infrastructure is difficult.
  • Transport Connectivity Challenges:
    • Lack of a National Master Plan: No unified master plan or consistent data hinders implementation of the National Transport Policy.
    • Outdated & Irregular Transport Data: Demand surveys are not regularly updated; most are done only with foreign aid.
  • Public Transportation Deficiencies:
    • Inadequate Mass Transit Supply: Insufficient capacity in PUVs, busways, railways, and ferries leads to reliance on private vehicles.
    • Poor Intermodal Connectivity: Transit hubs lack standards and amenities, discouraging use of public transport.
    • Limited Last-Mile Infrastructure: Few solutions for walking or biking access to stations.
  • Active Transport Obstacles:
    • Unviable Conditions for Cyclists and Pedestrians: Poorly designed and unsafe corridors with limited support facilities like bike parking, showers, or lockers.
  • PUV Service Contracting Issues:
    • Sustainability vs. Affordability: Service contracting shows promise but is costly and difficult to scale nationwide due to limited fiscal space.
    • Operators Financially Strained: Rising costs and fare caps strain transport operators’ financial stability.
  • Air Traffic and Airport Constraints:
    • Airport Congestion: Capacity in 2022 already inadequate; demand expected to rise by 2025.
    • Night Landing Limitations: Many airports lack equipment for night operations.
    • Expansion Feasibility Issues: Technical and financial limitations affect airport upgrades.
  • Accessibility and Inclusivity Barriers:
    • Inaccessible Designs: Infrastructure often fails to meet Accessibility Law standards.
    • Gender and Safety Issues: Weak enforcement of the Safe Spaces Act and minimal prioritization of gender-responsive designs.
  • Road Safety and Speed Trade-offs:
    • Slow Urban Speeds (less than 30 kph): Due to congestion and obstructions on national roads.
    • Hazards and Delays: Caused by unregulated PUV stops, illegal parking, construction, and poor traffic management.
  • High Logistics Costs:
    • Inadequate Port Infrastructure: Limited capacity for containers and outdated facilities.
    • Fragmented Regulations: Inconsistent policies (e.g., truck bans) hinder efficient logistics.
    • Lack of Intermodal Facilities: Few inland terminals; none connected to freight rail.

Strategy Framework to Expand and Upgrade Infrastructure

  • Strategies-Outcome 1: Planning, programming, and asset management in infrastructure enhanced
    • Implement integrated master-planning development and convergence programs
      • As master plans provide a sound basis for rational prioritization and a holistic approach to socioeconomic development, master plan formulation for infrastructure will be harmonized and strategically integrated to guide the planning, programming, budgeting, and implementation of infrastructure projects.
      • The different government master planning processes will be enhanced and rationalized to ensure that master plans are coordinated across all government levels, and remain synergistic, responsive to emerging issues, and consistent with priority development strategies of the sector.
      • Moreover, the government will continue to implement convergence programs to ensure complementarity of efforts in the roll-out of infrastructure identified in sectoral or spatial master plans.
      • Over a reasonable transition period, the responsibilities for local infrastructure planning and development will be fully devolved to local governments.
      • Capacities of local governments to assume responsibility and accountability for infrastructure outcomes within their jurisdictions will be built.
    • Embed resilient and innovative solutions in infrastructure design
      • The Philippines is highly vulnerable to climate change and natural disasters. Mainstreaming resiliency and sustainability considerations in infrastructure planning and investment is imperative to withstand future economic shocks and reduce costs caused by climate change and disasters.
      • Enhancing the resilience of infrastructure protects lives, health, and sustains growth. Resilient infrastructure ensures continuous service delivery and extends asset life. Climate resilience will be mainstreamed across all types of infrastructure and operations.
      • Innovative technologies, including nature-based solutions (NBS), will be employed in planning and design.
    • Fully implement asset management and preservation
      • The government will analyze lifecycle, capacity, and utilization of infrastructure assets individually and collectively to optimize resources and target critical needs. Infrastructure assets will be maintained and rehabilitated efficiently and effectively to maximize their economic life.
  • Strategies-Outcome 2: Seamless and inclusive connectivity via local and international linkages achieved
    • Move people, goods, and information through modernized and expanded transport and digital infrastructure with private sector participation
      • A National Transportation Master Plan will be formulated to integrate land use and urban planning approaches (e.g., TOD, township planning).
      • Intermodal transport networks will consider feasibility, compatibility, climate risks, and linkages.
      • Intermodal transport facilities will be built and upgraded to reduce congestion.
      • Trains and buses will serve medium to long-distance travel, while active transport will enhance last-mile connectivity.
      • Transit stations will follow standards prioritizing accessibility, convenience, inclusivity, and sustainability.
      • An automated fare collection system with interoperability will be adopted.
    • Active transport networks
      • Pedestrians and cyclists will be prioritized.
      • Urban areas will be retrofitted with expanded sidewalks, bike lanes, lockers, showers, and shade trees.
      • Car-free zones, greenways, and redesigned intersections will support walkability and safety.
      • LGUs and developers will be incentivized for pedestrian- and bike-friendly initiatives.
      • Walkability and bikeability metrics will be promoted.
    • Mass transport systems
      • Railways, road-based, and ferry systems will be expanded in metro areas.
      • North-south and east-west rail expansion will connect strategic nodes.
      • Spare parts and supply availability policies will be adopted.
      • Bus Rapid Transit (BRT) systems and modern ferry systems will be pursued.
    • Public transport reforms
      • Incentive-based plans, fleet consolidation, and sustainable vehicle adoption will be prioritized.
      • The PUV Modernization Program will be redesigned to increase supply while managing fiscal impact.
    • Nautical highway and seaport improvements
      • Seaports will support economic sectors, with increased RORO capacity, modernized systems, and safer fleets.
      • Strategic new ports and inter-island bridges will support rural growth and connectivity.
      • Inland roads, airport connections, and weighbridges will be upgraded.
    • Airport development
      • Existing airports will be upgraded, and new ones built in optimal areas.
      • PPP bundling for airports will attract investment.
      • Feeder airports will link to gateways.
      • Level-of-service standards and “night-rating” of airports will address congestion and improve efficiency.
    • Freight infrastructure
      • Cargo and freight rail links to ports will be developed.
      • Dry ports will be linked via freight rail.
      • Truck routes for short/medium-hauls will be established.
      • Cold chain logistics for sensitive goods will be supported.
    • Transport permit integration
      • The ULP and TAPPP will be seamlessly implemented nationwide to streamline logistics and reduce port/zone pass-through burdens.
    • Safety and modernization
      • Transport hubs will be equipped with security systems.
      • Philippine Coast Guard modernization will include asset and communications upgrades.
      • Safety audits and alternative financing like congestion pricing will be pursued.
    • Underground utility corridors
      • These corridors will house utilities like power, telecom, water, and sewage, minimizing surface disruption and enhancing safety.
    • Universal mobility and connectivity needs
      • Transport projects will integrate gender, inclusion, and accessibility in all stages, using the Philippine HGDG. Infrastructure will be responsive to women, PWDs, senior citizens, and IPs. Monitoring and sex- disaggregated data will be strengthened.

Definition of TIA

  • Traffic impact assessment (TIA) is a technical analysis of traffic problems and safety issues relating to specific development.
  • The chief objective of TIA report is to identify whether a particular development project will have an impact on the safety and efficiency of adjacent roads.
  • Moreover, the report paves the way to investigate and develop traffic management plans that help minimize traffic congestion.
  • A TIA is an evaluation of the potential effects that a particular development’s traffic will have on the transportation network in its impact area.
  • Magnitude of studies will vary depending on:
    • Type of development (e.g., residential, commercial, industrial, recreational, institutional, etc.)
    • Size or density of development (e.g., residential: subdivision? High rise condo?)
    • Location of development (e.g., CBD, suburb, along busy highway, etc.)
  • A TIA is conducted based on the following warrants.
    • When the proposed development is expected to generate 100 new trips during the AM or PM peak
    • When parking generated will result to one or more deficiency in parking space
    • When the proposed project is expected to affect the already congested areas (causing LOS to drop to D)
    • Areas identified as accident black spots

Objectives of TIA

The purposes of carrying out a Transport Impact Assessment (TIA) are to:

  • Estimate the potential impact (i e risk) to the transport network
  • Identify mitigation requirements
  • Assess the balance of the approach being put forward by the program owner
  • Consider alternative options for carrying out the work where necessary

How is TIA useful?

  • What are the transportation improvements needed to serve the traffic generated by the new development?
  • How much will the improvement cost be and who will pay for them?
  • Will the new project have impact on traffic on any existing residential streets and how will those impacts be mitigated?
  • Will the new development aggravate any existing safety hazards or create new ones and, if so, how can those hazards be corrected?
  • Can the proposed development be served by public transportation?
  • Is the design of the development friendly towards bicyclists and pedestrians who need to access the development or who need to pass through or by the development?
  • Is the on-site parking sufficient or is there an opportunity to share parking with other adjacent uses?
  • How many driveways are needed, what design should each driveway have and is there a long enough throat for each driveway that is clear of parking spaces and other cross aisle traffic?
  • If any intersection is proposed to be signalized, is the traffic signal really needed and can on-site circulation handle the traffic that will be queuing to wait for a green light?

Procedure of TIA

A TIA report highlighted three important regimes to assess the future traffic expected to be caused by a development.

The three regimes are Trip Rate Analysis (TRA), Cross-Classification Analysis (CCA), and Regression Analysis (RA) which are widely used to determine the mean trip rates for a new development.

TIA uses traffic volumes (incoming and outgoing) in a study area which are divided by a variable.

The obtained mean trip rates forecast the performance of a critical intersection in the immediate vicinity of the development.

Then, the critical intersection is analysed using SIDRA software to estimate the delay which is a criterion for determining the LOS.

Selecting Study Area for TIA

  • The Minimum Study Area should include all critical site access points as well as signalized and unsignalized intersections adjacent to the site.
  • Expanded Area to the site.

Congestion Pricing

  • Congestion pricing is a market-driven alternative to traffic regulation.
  • According to the theory, customers will utilize and waste more free or cheap resources than expensive ones. By raising a resource's price, users' willingness to pay fuels scarcity.
  • Congestion pricing is achieved by imposing charges that fluctuate with the level of congestion in order to capitalize on the fact that cost influences the travel behavior of individuals.
  • Congestion pricing can regulate travel demand and minimize congestion since fewer motorists will utilize the roads during crowded times.
  • This improves transportation capacity use.
  • Types of Congestion Pricing
    • DYNAMIC PRICING: Prices change based on demand at different times of day or the year, market conditions, or the type of consumer.
    • SEGMENTED PRICING: Pricing are determined by consumers' willingness to pay more
    • PEAK-USER PRICING: Demand increases costs
  • TECHNOLOGIES USE IN IMPLEMENTING CONGESTION PRICING
  • Issues concerning the Congestion Pricing

Land Use Approach

  • The land-use approach is normally accompanied by transport measures that aim to increase the competitiveness and attractiveness of urban centers vis-a-vis peripheral developments and promote choice by increasing the relative advantage of travel other than by car.
  • Transport plans which emphasize land use planning and the intricacies of individual site design recognize that the control of land use is to a large extent the key to the control of both the demand for transport and its impact on the environment.
  • Although the relationship between land use and transport is complex, it is well established that the decentralization of people and jobs to suburbia, and to smaller free-standing towns in non-metropolitan areas has been possible because of the increase in personal mobility brought about by the private car.
  • A city can be considered as a locational arrangement of activities or a land-use pattern.
  • The location of activities affects human beings, and human activities modify locational arrangements. Interaction between activities is manifested by the movement of people, goods, and information.

Land Use / Transportation Cycle

How people and goods move from an origin to a destination is a matter of mode choice (a person might choose to take the bus downtown rather than use her car).

This decision is made depending on such attributes as time, speed, efficiency, costs, safety, and convenience.

Practical Land Use Control Measures

Practical land use control measures that are now commonly related to transport plans are as follows:

  • Limit the spread of cities so as to keep up residential densities and protect 'green belt.’ Avoid the development of new settlements that are unlikely to achieve 10 000 homes within, say, 20 years. open land.
  • Increase the supply of housing in existing larger urban areas (in market towns and above) where they are/can be easily accessible to existing facilities.
  • Concentrate higher-density residential developments near public transport centers or alongside corridors well serviced by public transport.
  • Locate high-density offices and retail establishments at sites already well served by public transport, and in places easily reached from local housing by bus, cycle, or walking.
  • Facilities that attract large numbers of people from a wide catchment should be located at sites in urban areas that are well served by public transport.
  • Promote the juxtaposition of employment and residential uses ('urban villages') so that people have increasing opportunities to work at or near their homes.
  • Locate developments which attract significant movements of freight away from residential areas and close to transport networks.
  • Maximize the use of sites capable of being served from wharves, harbors or railway sidings.
  • Allocate sites unlikely to be served by public transport solely for uses which are not employment intensive.

Car Oriented Approach

  • The 'car-oriented' approach emphasizes the urgent need to provide more and larger urban roads and car parks, to cater for the rapid growth in car ownership and use; it often classifies urban roads into functional groups.

Factors That Influence Whether or Not People Choose to Use and Recommend Cars

  • Perception and assessment of the system as a whole
  • Value, satisfaction, service quality
  • Designing successful ways to lessen car dependence requires an understanding of the cultural aspects of car ownership furthermore, One is less likely to get an automobile if they can get to their intended destinations more readily without one
  • There are two techniques to accomplish this effect:
    • Upgrading the infrastructure for buses
    • Enhancing the competitiveness of buses when utilizing the current shared infrastructure.

Transit Oriented Development

  • C