PTE 413 Principles of Transportation Engineering PDF Module 3 Mobility Management 2024

Republic of the Philippines DON HONORIO VENTURA STATE UNIVERSITY Cabambangan, Villa de Bacolor, Pampanga COLLEGE OF ENGINEERING AND ARCHITECT...

Republic of the Philippines DON HONORIO VENTURA STATE UNIVERSITY Cabambangan, Villa de Bacolor, Pampanga COLLEGE OF ENGINEERING AND ARCHITECTURE Department of Civil Engineering A. Course Code / Title : PTE 413 – Principles of Transportation Engineering B. Module Number : Module 3 – Mobility Management C. Time Frame : Week 3-4 D. Description : This module provides a discussion of different mobilization techniques to minimize or ease traffic. E. Objectives : At the end of this module, the learner should be able to: 1. Appreciated the importance of mobility management strategies in transport planning. 2. Considered the applicability of mobility management measures in addressing urban transport and traffic problems. Contents: URBAN TRANSPORT PROBLEMS Urban areas are now home to 50 per cent of the world’s population but they account for 60-80 per cent of energy consumption and 75 per cent of carbon emissions. Rapid urbanization is exerting pressure on fresh water supplies, sewage, the living environment, and public health, which affect the urban poor most. In many cases, urbanization is characterized by urban sprawl and peripheralization – which is not only socially divisive but increases energy demand, carbon emissions and puts pressure on ecosystems. Over 50% of the world’s population lives in cities today and more than 80% is expected by 2050 (UNEP, 2012) Due to the rapid urbanization and lack of consideration of land use and transport interaction in the development, there’s a need for mobilization. The term “mobilization” is a military term that describes rallying and preparing troops for war (Merriam-Webster 2017). To guarantee compliance with the order to mobilize, an element of violent coercion and punishment is supplemented by payment, as well as a common sense of duty, of revenge, of obligation, or of national pride. MOTORIZATION Motorization is the process of adopting and using motor vehicles as a core part of economic and daily life – is closely linked with other dimensions of development such as urbanization and industrialization. Motorization, however, is a double-edged sword. For many households, being able to afford their own vehicle is often perceived as the key to accessing more jobs, more services, more opportunities—not to mention a status symbol. But motorization also comes with a serious downside, in terms of challenges that many governments have difficulty managing. Motor vehicles can 1 undermine the livability of cities by cluttering up roads and open spaces—the scene of chaos and gridlock in the picture below, from Accra, is a telling example. In addition, vehicles create significant safety hazards for occupants and bystanders alike… in many developing countries, road deaths have effectively reached epidemic proportions. From an environmental standpoint, motorized transport is, of course, a major contributor to urban air pollution and greenhouse gas emissions. Lastly, motorization contributes to countries' hard currency challenges by exacerbating their long-term demand for petroleum products. Source: Africa: Sustainable mobility in urban areas | AGCS (allianz.com) IMPACTS OF MOTORIZATION 2 Figure 1 Shows the GHG Emissions of the Philippines by sector as well as the transport sector GHG emissions based on 2016 study BLACK HOLE THEORY OF ROAD INVESTMENT The Black hole theory of road investment, also known as Braess’s paradox states that “For each point of a road network, let there be given the number of cars starting from it, and the destination of the cars. Under these conditions one wishes to estimate the distribution of traffic flow. Whether one street is preferable to another depends not only on the quality of the road, but also on the density of the flow. If every driver takes the path that looks most favorable to him, the resultant running times need not be minimal. Furthermore, it is indicated by an example that an extension of the road network may cause a redistribution of the traffic that results in longer individual running times” According to Plane (1995), Initial investments in improved highway facilities result in greater ease of travel and hence altered travel patterns, including an increase in average trip length and in the number of trips being made. Over time, as shown in Figure 2, this increased demand stimulated by the initial investment in increased transport supply fuels the need for even more facilities, and the feedback process repeat itself. This familiar phenomenon has been called the black-hole theory because some people claim that investing in highways is like throwing money into a black hole. 3  Figure 2 – The black hole of road investment MOBILITY MANAGEMENT Transportation Demand Management or TDM (also called Mobility Management) refers to various strategies that change travel behavior (how, when and where people travel) to increase transport system efficiency and achieve specific planning objectives. It emphasizes the movement of people and goods, not just motor vehicles. A typical person makes more than a dozen trips away from home each week – to work, shopping, errands, social and recreation activities. Many of these trips are flexible in terms of their timing, mode, and destination. For example, many commuters can vary when and how they travel to work or school, at least some days. Similarly, errands can be organized in various ways, such as walking or bicycling to neighborhood shops, driving to a downtown or mall, or making several automobile trips to various destinations dispersed along major highways. Recreational activities can also have various travel options, ranging from a neighborhood stroll, driving across town to exercise at a gym, or cycling for errands and commuting. Many factors affect people’s transport decisions including the relative convenience and safety of travel modes (such as whether streets have sidewalks and bike paths, and the quality of transit services available), prices (transit fares and the price of parking at destinations); and land use factors (such as whether schools, parks and shops are located close to residential neighborhoods). Even freight transport often has flexibility in how goods are shipped, and deliveries organized. Congestion Alleviation through Mobility Management Road congestion can be reduced if enough people can be persuaded to travel with/by:  Same trip, different time  Same trip, different route 4   Car/vehicle sharing  Same trip, different mode Figure 3 demonstrates the road occupancy of different mode of transport Differences Between Mobility Management Strategies and Long-Range Planning 5 CATEGORIES OF MOBILITY MANGEMENT STRATEGIES A. Improve Transport Options 1. Alternative Work Schedules a. Flextime. This means that employees are allowed some flexibility in their daily work schedules. For example, rather than all employees working 8:00 to 4:30, some might work 7:30 to 4:00, and others 9:00 to 5:30. b. Compressed Workweek (CWW). This means that employees work fewer but longer days, such as four 10-hour days each week (4/40), or 9-hour days with one day off every two weeks (9/80). c. Staggered Shifts. This means that shifts are staggered to reduce the number of employees arriving and leaving a worksite at one time. For example, some shifts may be 8:00 to 4:30, others 8:30 to 5:00, and others 9:00 to 5:30. This has a similar effect on traffic as flextime but does not give individual employees as much control over their schedules. Flextime and CWW are usually implemented as an employee and manager option (both employees and their managers must agree). They may vary from day-to-day or week-to-week, depending on circumstances. Of course, not all jobs are suitable for alternative schedules. Positions that require employees to provide service at a particular time and place demand a rigid schedule. Not all workers want to use flextime due to personal preference or the need to match schedules with other family members. In one case study, two-thirds of employees surveyed are allowed to have flexible work schedules, yet less than twenty percent of them shift their commute times to avoid congestion (Picado, 2000). How is it Implemented? Alternative Work Schedule is typically implemented as part of a Commute Trip Reduction program. Employers work with managers, employees and labor organizations to develop suitable policies and practices. Informal Alternative Work Scheduling is common at many worksites, so an official policy may simply formalize and support existing practices. The policy should specify:  Which job categories are suitable.  What is required of employees to qualify.  What criteria are to be used to evaluate the performance of employees on alternative schedules.  How employees’ schedules are determined and what is required to change schedules.  Periodic review of the arrangement.  Model contracts and forms for establishing and tracking Alternative Work Schedules. Alternative Work Schedule may require changes in management practices that reduce the need to have employees physically together at one time, including more outcome-oriented management practices (evaluating employees based on their performance rather than simply the amount of time they spend at their desk), and increased use of electronic communication to compensate for reduced face-to-face interaction. An organization may start with an Alternative Work Schedule pilot project before expanding to all employees. 6  2. Non-motorized Transportation Non-motorized Transportation (also known as Active Transportation and Human Powered Transportation) includes Walking and Bicycling, and variants such as Small-Wheeled Transport (skates, skateboards, push scooters and hand carts) and Wheelchair travel. These modes provide both recreation (they are an end in themselves) and transportation (they provide access to goods and activities), although users may consider a particular trip to serve both objectives. For example, some people will choose to walk or bicycle rather than drive because they enjoy the activity, although it takes longer. Source: https://covid-tracker.mckinsey.digital/safe-transportation?cid=other-eml-alt-mip- mck&hdpid=6578a1ae-1ee1-4915-96e7- 0357b8ac1d94&hctky=2507980&hlkid=89e5a8daf68f430487a93d061fba8e08 a. Pedestrian Facilities Pedestrian oriented development (POD) is a pedestrian friendly policy providing clear, comfortable pedestrian access to commercial and residential areas and transit stops. POD is employed through a combination of land design practices including compact development, mixed-use, traffic calming, pedestrian – and public transit-orientation, and a mix of housing types. While POD works well in community centers and downtowns, it also can be applied successfully in rural and suburban areas. 7  Figure 4 shows the ideal pedestrian facility How is it Implemented? Pedestrian and cycling improvements are usually implemented by local governments, sometimes with funding and technical support of regional or state/provincial transportation agencies. It usually begins with a pedestrian and bicycle plan to identify problems and prioritize projects (NYBC 2002; ABW 2010). A variety of roadway planning and design practices can increase walking and cycling safety (Sandt, et al. 2015). Implementation may require special funds, either shifting funds within existing transportation, a new budget allocation, or grants. It is useful to develop Multi-Modal Level-of-Service rating systems which indicate the convenience and comfort of walking and cycling conditions. Complete Streets means that roadways are designed to accommodate all modes, including walking and cycling. It involves Streetscaping and Road Space Reallocation in appropriate roadway projects. It can also involve planning and field surveys to identify where barriers exist to non-motorized travel and funding to correct these problems. It often requires new relationships between different levels of government, such as match funding and maintenance agreements between state/provincial transportation agencies and local governments. Hindrances To Active Transport Reasons for high dependence on motor vehicles in Asian cities:  Traffic signals are designed to make motor vehicle travel faster, to the detriment of cyclists and pedestrians  Pedestrian barricades and one-way streets used to facilitate motor vehicle travel impose huge detours for cyclists and pedestrians  Lack of safe infrastructure. 8  B. INCENTIVES TO REDUCE DRIVING 1. Commuter Financial Incentives a. Employee Parking Pricing – means that companies charge for parking at their parking lots or eliminate existing subsidies for off-site employee parking. b. Parking Cash Out means that commuters who are offered subsidized parking are also offered the cash equivalent if they use alternative travel modes. c. Travel allowances are a financial payment provided to employees instead of parking subsidies. Commuters can use this money to pay for parking or for another travel mode. d. Transit and rideshare benefits are free or discounted transit fares provided to employees (Commuter Check). Commuter financial incentives can be prorated according to how much employees use alternative modes. For example, employees who drive twice a week would receive 60% of the full Parking Cash Out allowance. How Is It Implemented? This strategy is usually part of a Commute Trip Reduction program. Employers establish rules that employees must observe to quality for financial benefits and may require participating employees to sign an agreement that specifies their responsibilities, such as the number of days per month that they may drive to work and still qualify for a Parking Cash Out bonus. Appropriate Parking Management strategies can facilitate implementation of this strategy. Minimum parking requirements can be reduced for businesses with Commute Financial Incentives. Transportation Management Associations can serve as brokers for any extra parking capacity. 2. Road Pricing Road Pricing means that motorists pay directly for driving on a particular roadway or in a particular area. Value Pricing is a marketing term which emphasizes that road pricing can directly benefit motorists through reduced congestion or improved roadways. Managed Lanes is a general term for various roadway management strategies, including HOV, HOT, and congestion priced lanes. Economists have long advocated Road Pricing as an efficient and equitable way to Finance Roads other Transportation Programs and encourage more efficient transportation. Road Pricing has two general objectives: revenue generation and congestion management. They differ in several ways, as compared in the table below. 9 There are different types of road pricing as described below, a. Road Tolls Tolls are a common way to fund highway and bridge improvements. Such tolls are a fee-for-service, with revenues dedicated to roadway project costs. This is considered more equitable and economically efficient than other roadway improvement funding options which cause non-users to help pay for improvements (Metschies 2001). Tolling is often proposed in conjunction with road privatization (i.e., highways built by private companies and funded by tolls). Tolls are often structured to maximize revenues and success is measured in terms of project cost recovery. Tolling authorities may discourage development of alternative routes or modes. b. Congestion Pricing Congestion Pricing (also called Value Pricing) refers to variable road tolls (higher prices under congested conditions and lower prices at less congested times and locations) intended to reduce peak-period traffic volumes to optimal levels. Tolls can vary based on a fixed schedule, or they can be dynamic, meaning that rates change depending on the level of congestion that exists at a particular time. It can be implemented when road tolls are implemented to raise revenue, or on existing roadways as a demand management strategy to avoid the need to add capacity. Some highways have a combination of unpriced lanes and Value Priced lanes, allowing motorists to choose between driving in congestion and paying a toll for an uncongested trip. c. High Occupancy Toll Lanes High Occupancy Toll (HOT) lanes are High Occupancy Vehicle (HOV) lanes that also allow use by a limited number of low occupancy vehicles if they pay a toll. It is a type of Managed Lane (Goodin 2005). This allows more vehicles to use HOV lanes while maintaining an incentive for mode shifting and raises revenue. HOT lanes are often proposed as a compromise between HOV lanes and Road Pricing. d. Cordon (Area) Tolls Cordon tolls are fees paid by motorists to drive in a particular area, usually a city center. Some cordon tolls only apply during peak periods, such as weekdays. This can be done by simply requiring vehicles driven within the area to display a pass, or by tolling at each entrance to the area. How is it Implemented? Road Pricing is usually implemented by public or private highway agencies or local authorities as part of transportation project funding packages, for transportation demand management, or through privatization of highway construction and operations. Implementation may require approval of other levels of government. Road Pricing can be implemented at various scales: Point: Pricing a particular point in the road network, such as a bridge or a tunnel. Facility: Pricing a roadway section. Corridor: Pricing all roadways in a corridor. Cordon: Pricing all roads in an area, such as a central business district. 10 Regional: Pricing roadways at regional centers or throughout a region. C. SMART GROWTH Smart growth (also called New Urbanism and Location Efficient Development) is a general term for policies that integrate transportation and land use decisions, for example by encouraging more Compact, mixed-use development within existing urban areas, and discouraging dispersed, automobile dependent development at the urban fringe. Smart Growth can help create more Accessible land use patterns, improve Transport Options, create more Livable communities, reduce public service costs and achieve other Land Use Objectives. Smart Growth is an alternative to urban sprawl. Major differences between these two land use patterns are compared in table below. Smart Growth emphasizes Accessibility, meaning that the activities people use frequently are located close together. For this reason, the basic unit of planning is the local community, neighborhood or “village,” that is, a mixed- use, Walkable area, one-half to one mile in diameter, with commonly used public services (shops, schools, parks, etc.) Clustered into a central commercial area. This contrasts with conventional planning, which tends to emphasize mobility as a solution to transport problems, and so tends to plan communities at a larger scale which relies primarily on motor vehicle travel, with little consideration to pedestrian access. 11 Smart Growth policies can be implemented in urban, suburban and rural conditions:  Urban: In urban areas it emphasizes redevelopment and infill of existing urban neighborhoods, improving mixed-use design features (such as Traffic Calming of urban streets and Location Efficient Development), and enhancing multi-modal transport systems, particularly walking and public transit.  Suburban: In suburban areas it creates medium-density, mixed-use, multi-modal centers (sometimes called Transit Villages), either by incrementally developing existing suburban communities or by master-plan developments that reflect Smart Growth principles. It encourages more complete suburban communities (more local services and employment in suburban jurisdictions) and improved regional travel options such as Ridesharing and Transit Improvements. It supports greenspace preservation.  Rural: In rural areas Smart Growth involves policies that help channel development and public services into accessible, mixed-use villages (for example, having schools, stores and affordable housing located close together and well connected by good walking facilities), and implementation of Rural Community TDM (Twaddell and Emerine, 2007). How Is It Implemented? Smart Growth is usually implemented as a set of policies and programs by state/provincial, regional or local governments. It can be incorporated into land use development, often in exchange for reduced development fees and parking requirements (Seggerman, Hendricks and Fleury 2005). Implementation often requires Policy, Institutional and Regulatory reforms. To be effective it requires multi-jurisdictional coordination. Many professional and non-profit organizations involved in planning, urban development and quality of life issues support Smart Growth, including the American Planning Association, the National Governor’s Association, and citizen-based environmental groups. D. TRANSIT ORIENTED DEVELOPMENT Source: https://www.treehugger.com/transit-oriented-development-key-better-cities-4858210 Transit Oriented Development (TOD) refers to residential and Commercial Centers designed to maximize access by Transit and Nonmotorized transportation, and with other features to Encourage Transit Ridership. A typical 12 TOD has a rail or bus station at its center, surrounded by relatively high-density development, with progressively lower- density spreading outwards one-quarter to one-half mile, which represents pedestrian scale distances. Transit Oriented Development is a particular category of Smart Growth, New Urbanism and Location Efficient Development. It can do more than simply shift some car trips to transit: it also increases Accessibility and Transportation Options through land use Clustering and mix, and nonmotorized transportation improvements. This reduces the distance required for car trips, allows a greater portion of trips to be made by walking and cycling, and allows some households to reduce their car ownership, which together can result in large reductions in vehicle travel (Land Use Impacts on Transport). This reduces total transportation costs and helps create a more Livable community, in addition to supporting Mobility Management objectives. High-quality transit supports the development of higher-density urban centers, which can provide accessibility and agglomeration benefits (efficiencies that result when many activities are physically close together), while automobile-oriented transportation conflicts with urban density because it is space intensive, requiring large amounts of land for roads and parking facilities. Large scale Park & Ride facilities tend to conflict with Transit Oriented Development, since a rail station surrounded by large parking lots and arterials with heavy traffic is unlikely to provide a good environment for residential development or pedestrian access. It is therefore important that such facilities be properly located, designed, and managed to minimize such conflicts. Transit Oriented Development generally requires at least 6 residential units per acre in residential areas and 25 employees per acre in Commercial Centers, and about twice that for premium quality transit, such as rail service (Pushkarev and Zupan 1977; Cervero, et al. 2004; Portland 2009; Reconnecting America and the CTOD 2008). These Densities create adequate transit ridership to justify frequent service, and help create active street life and commercial activities, such as grocery stores and coffee shops, within convenient walking distance of homes and worksites. However, other factors are also important beside simple density. Transit ridership is also affected by factors such as employment density and Clustering, demographic mix (students, seniors and lower-income people tend to be heavy transit users), transit pricing and rider subsidies, Parking Pricing and Road Tolls, the quality of transit service, the effectiveness of transit Marketing, walkability, and street design. A particular density may be inadequate to support transit service by itself but becomes adequate if implemented with a variety of Transit Encouragement and Smart Growth strategies. The assumption that transit cannot be effective except in large cities with high population densities can be a self-fulfilling prophecy, because it results in transport and land use decisions that favor automobile travel over transit. How Is It Implemented? Transit Oriented Development can consist of new urban transit lines and stations, new suburban neighborhoods designed around public transit stations, and incremental changes to existing urban neighborhoods that have public transit. Cervero, et al, 2004 describe Transit Oriented Development planning practices. Nelson/Nygaard (2002) and Dittmar and Ohland (2004) describe specific changes to zoning laws and policies to encourage TOD. Christopher (2007) describes land use policies to support bus transit. TCRP (2012) describes how to improve transit station access by various modes (walking, cycling and automobile). Complete Streets policies can help improve walking, cycling and public transit in TODs. McNeil, et al. describe various ways to improve pedestrian and bicycle safety and access to transit, including information on evaluating, planning for, and implementing improvements to pedestrian and bicycle access to transit. In addition to covering key concepts such as access sheds, connected networks, and station area comfort, safety, and legibility, the manual covers need specific to pedestrians, such as complete sidewalks and safe, convenient crossings, and to bicyclists, such as bicycle parking and on-transit accommodations. 13 Summary: 14 15 References:  http://www.vtpi.org/tdm/tdm45.htm  http://www.uli.org/wp content/uploads/2012/07/TP_DevTransit.ashx_.pdf  Sustainable Transport:A Sourcebook for Policy makers in Developing CitiesModule 2b: Mobility Management www.sutpasia.org or www.gtz.de/transport  Dunphy, R. et. al. Ten Principles for Successful Development Around Transit. Urban Land Institute. Retrieved from: http://americas.uli.org/wpcontent/uploads/2012/07/TP_DevTransit.ashx_.pdf  Litman , Todd (2014). Implementing Transit Oriented Development in Indian Cities: Learnings and Challenges. Victoria Transport Policy Institute. Retrieved from: http://www.wrirosscities.org/media/implementing-transit-oriented-development-tod-indian- cities-learnings-and-challenges 16