more on supply and demand relationships. optimal parking charges on street parking with low demand...
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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
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.
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
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
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
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