More on supply and demand relationships

Optimal parking charges

On street parking with low demand To provide access to adjoining property.

On street parking with high demand To provide convenience parking for

shoppers and worker Off-street parking should be priced at

marginal costs - $10,000 to $50,000 per spot.

Charging policy

Administrative policy (e.g. Des Moines or Iowa State University) If price is too low it encourages (quantity

demand exceeds supply) leads to cruising looking for spots.

Market – Driven policy Prices will vary with willingness to pay

Cross-subsidy between transit and auto

On separate guideway (no interactions) Assume a toll is used to subsidize transit

and transit has a constant price less than the average cost.

Highway Facility

Untolled

Tolled

Consumer surplus that is provided in average costs pricing that would not be available under marginal cost pricing

Loss in Consumer Services Due to Marginal Cost Pricing

C

Demand shift due to transit subsidy

A

Assumes no Economies toScale AC=MC

Before subsidy

After Subsidy

The subsidy that is not compensated by increased consumer surplus

B

A is the consumer surplus that is gained by not marginal cost pricing

B is the difference between the subsidy and the increase in consumer surplus due to the transit subsidy

C is the decrease in consumer surplus between average cost and marginal cost pricing scheme.

Minimize B + C –A or Maximize A – B - C

Mechanics of Highway Evaluation

AASHTO Red Book

A Manual on User Benefit Analaysis of Highway and Bus –Transit Improvements (1977) Full of nomographs and charts to

estimate operating costs associate with geometry.

User Benefit Analysis for Highways, August, 2003 Largely computerized.

AASHTO Process regardless of version of manual

Select Economic Study Features Discount rate Valuate of time to users

Commuters Leisure travelers Commercial vehicles

Analysis period

AASHTO Process Continued Develop project description and project.

Project limits Description of highway

Links Intersections

Estimate development cost (some agencies allocate some or all of these back to the project) Financing cost – part of the cost of bonding Right-of-way acquisition cost Utility negotiation and relocation cost

Long Range andPolicy Plans

System Plan

PreprogramScoping

Project Scoping

STIP Starts

Environmental Doc.Prelim Engr.

Final Design Contracting

Contract Admin. & Mitigation

Post Mortem

Design BuildTMP

TMP

Project development cost elements

AASHTO Process Continued Define maintenance and operating costs

Snow plowing Pavement maintenance Traffic operating devices Traffic management Surveillance Traffic assistance

AASHTO Process Continued

Calculate User Cost (with and without improvement) Model hourly and daily traffic (for 30th

highest hour during the design year. K Factor, the percentage fo the AADT (two-

way traffic) in the design hour. D Factor, the percentage of the design hour

flow in heaviest direction. Why would analysis need the peak hour

factor and what is it?

AASHTO Process Continue Calculate the costs of basic section

Cost associate with vehicle flows and basic geometries (grades, curves, percent where passing is permitted, etc.)

Accident costs The could be as complicated as any part of

the analysis – most agencies just use rates or ignore difference in crash rates.

Crash rate models

Total Access per mile

Undvided Highway

Two-way Left Turn Lanes

Non-Transversible

Median<20 3.8 3.4 2.9

20 -40 7.3 5.9 5.140 -60 9.4 7.9 6.8

>60 10.6 9.2 8.2All 9 6.9 5.6

Crashes per Million VMT

ADTUndvided Highway

Two-way Left Turn Lanes

Non-Transversible

Median10000 48 39 3220000 426 60 5530000 190 92 7840000 253 112 85

Crashes per mile (based on SPF)

AASHTO Process Continued Section transition costs (work zone and

construction disruption costs – difference costs from one section the next)

Intersection delay costs Order from least first cost to highest

Calculate present worth of road user costs Travel time Cost Crash costs Operating costs

Calculate present worth of agency costs Including residual values

AASHTO Process Continued Residual values

Will the asset be useful for re-use at end of planning horizon If not residual value is zero If still useful than assign a partial value.

In 20 years bridge may be worth 50% In 20 years real estate will be worth 100%

Example residual values and lives Drainage and drainage structures 60 life Highway 20 – 40 years Traffic control devices 5 – 15 years Guard rail 4 – 7 years

AASHTO process continued

Estimate incremental owner costs and incremental road user costs

Calculate the desirability of project Using incremental B/C ratios

AASHTO User Benefits Analysis Manual

A series of models (input through a series of worksheets) Value of travel time – assisting valuing

travel time according to type of trip

AASHTO User Benefits Analysis Manual

Operating cost manual – This module shows how changes in travel time impact cost

AASHTO User Benefits Analysis Manual

Accident cost module Includes tools to estimate crash costs

and frequency based on facility type and volumes

AASHTO User Benefits Analysis Manual

Project Management Manual Costs of contracting and user cost of

road construction

AASHTO User Benefits Analysis Manual

Pulling it together – Module to help estimate costs of

construction Module to conduct benefit cost analysis

Many states have benefit cost analysis guidelines Minnesota’s and Iowa’s are on the class

web site.

Benefits of Intelligent Transportation System

Types of systems Travel and Transportation

management Enroute driver information

Systems providing drivers information CMS, VMS, and DMS

Mainline $150,000 or more depending on mast or sign bridge

Arterial sign $65,000 per sign depending on mast arm

Portable $15 to $40 K depending on size and coms

Enroute continued Radio

HAR Fixed $55 to $100 K Portable $40 to $50 K Broadcast Radio ?

Pagers – Push systems 511 – Pull systems Map display – no available in

US (wireless internet only) Enroute system requirements

Surveilance/Detections Data base

Route guidance

Navigations systems service Static systems – map

displays, synthesized voice

System requirements

Positioning systems Map data base Onboard computer or

radio line and remote computing (non available in US)

Taveler Serivce Information Invehicle (enroute)

Display In vehicle computer Mapbase or

roadside communication (On Star)

Not enroute Communication to

internet and display device

Host or information services http://www.dot.state.mn.us/tmc/trafficinfo/traffic.html

Traffic control Traffic management

center FMS FMS and Arterial

Management System Other capabilities

Cost of traffic management $150,000 to $500,000 per mile.

RTMC

Mass Pike Control Room

FTS Traffic Operation Center

Ramp meters Control Center –

Communications Incident management and

removal Traffic controllers Traffic detectors –

Surveillance Motorist assistance program

Benefits of FMS

Ramp meters Efficient use of capacity (diversion of

short haul traffic) Improved safety – weave and merge

crash rates drop by 25 to 50% Increase effective capacity – In excess of

2,100 vehicles per hour Increased speeds – reduced peak period

Social Costs of FMS

Diversion to parallel routes Equity issues – advantages the wealth Promotes longs trips Transfer land-values

Incident management Steps

Incident detection Incident verification Incident response

Equipment Diversion routes Temporary traffic control

Site Management and clearance Authority to clear roadway – immunity from damage

suites Benefits

60 percent or more of all congestion is non- Delay increase geometrically with response time

Delay = 3.08(X)2.04 Where X= time till clearance begins

Typical Benefits of FMS

Travel time – Decrease 20 – 48% Travel speed – Increase 16 – 62% Freeway capacity – Increase 17 – 25% Accident rate – Decrease 15 to 50% Fuel consumption – Decrease Emission – Decrease

Travel Demand Management

Traditional demand management strategies

? ?

Pre-trip traveler information Enroute Traveler Information Ride matching, dynamic ride

matching, and guaranteed ride home

Traffic congestion due to non-routine but anticipated capacity reductions Many anticipate problem simply do not

occur. Individuals find alternatives (in time and

location) Cairns, Hass-Klau, and Goodwin

150 source and 100 closures – multi-day closures like transit strikes

Average number of trips reduced by 41 percent in the area of the closure

Half of the trips did not reappear in the network What is the moral of the story?

Transit application Public Transit Management

Automatic vehicle location Automatic dispatching and scheduling Vehicle condition monitoring and

management Transit safety

In-vehicle surveillance Facility surveillance Employee management

Transit systems

In vehicle systems

Terminal system

Pretrip

Traffic Signal Prioritization Systems

Typically 30 percent of travel time along arterials streets is spent at signals Traffic signal delay can be reduced in

half

Electronic payment Applications

Parking Tolls Transit fares

Fiduciary implications Single purpose – closed system Multipurpose – open system

Payment technology Dedicated Short Range Communication Smart card

Contact Proximity card

Conventional technologies

Commercial vehicle operations CVO Tax Payment and safety regulation

Hazmat tracking Vehicle condition track CDL and driver record Vehicle registration Tax payment Third structure taxes Over dimensional permits International load screening

Commercial vehicle operation

Electronic clearance

WI

M

DSRCAdvanceReader

DSRCClearance

Reader

WIM

DSRCCompliance

Reader

StaticScale

DSRCExit

Reader

AVC

AVC

AVC

DSRCRampReader

lane sign

Inspection Area

AV

C

Screening process

High speed bypass

Low Speed bypass

Static scale

Results I-90 Scale Simulation

Base Line Operations Wait Minutes Proc Minutes Time In System

Per Veh. Processed By-Passed Veh

Veh. Processed

Scenario A - Do Nothing 628 315 8.50 54 111

Scenario B - Scale Improvement 557 374 6.13 11 152

Scenario C - Low-Speed WIM 314 355 4.08 0 164

Scenario D - Electronic Screening 558 321 6.51 33 135 (including

electronic screening)

Scenario E - Scale Improvement / WIM 330 356 4.23 0 162 Scenario F - Scale Improvement/WIM/ES 242 332 3.46 0

166 (including electronic screening)

With Existing Volumes

Assumed 10% participation in electronic clearance program

Results

Design Year Operations Wait Minutes Proc Minutes Time In System

Per Veh. Processed By-Passed Veh Veh. Processed

Scenario G- Do Nothing 716 353 9.54 252 112

Scenario H - Scale Improvement 830 389 7.72 199 158

Scenario I - Low-Speed WIM 1167 563 5.42 20 319

Scenario J - Electronic Screening 763 338 7.86 216 140 (including

electronic screening) Scenario K - Scale Improvement / WIM 1106 588 5,15 9 329 Scenario L - Scale Improvement/WIM/ES 1082 536 4.86 7

333 (including electronic screening)

Design Year Volumes

Assumed 10% participation in electronic clearance program

Benefits

Reduced delay Reduced fuel consumption Improved enforcement

Safety Pavement deterioration

Emergency Management Emergency notification and personal

security

Mayday systems improve response time Emergency vehicle management systems

Traffic responsive systems

Response Time In Minutes Urban Rural Steps in Response 3.9 8.6 Crash to Notice 6.2 11.4 Arrives at crash 25.5 35.9 Arrive at Hospital 35.6 55.9 Total Time

Intelligent Vehicle Initiative Longitudinal collision

avoidance Passive Active

Horizontal and intersection collision avoidance Cooperative

intersection collision avoidance system (CICAS)

Lane keeping

Intelligent vehicle initiative

On-board safety monitoring system Driver alertness Cargo security Vehicle monitoring Hazardous material monitoring Lane change and merge assistance

systems