1. TRANSPORTATION PLANNING

2. TOPICS 1.ROADS AND PUBLIC GOODS 2.RATIONALE TO JUSTIFY ROAD BUILDING 3.URBAN PLANNING AND TRAFFIC CONGESTION (UNINTENDED CONSEQUENCES) 4.ROAD BUILDING & MANAGEMENT: THE OLD PARADIGM 5.ROAD BUILDING AND MANAGEMENT: THE NEW PARADIGM 6.MODEL OF URBAN GROWTH AND TRANSPORTATION

3. TYPE OF GOODS PRIVATE GOOD –Rival –Exclusion PURE PUBLIC GOOD OR CPR –Jointly consumed or non rivalry –non-exclusion TOOL GOODS –Jointly consumed or non rivalry –Exclusion can occur COLLECTIVE PUBLIC GOODS –Jointly consumed or non rivalry up to a limit –non-exclusion

4. Typology of G & S Individual goods Toll Goods consumption individual Joint Feasible ExclusionInfeasible Common pool goods Collective goods Source: E.S. Savas 2000:44-45 Private car Taxi service Bus service/Subway Turnpike Highway City street

5. RATIONALE TO JUSTIFY ROAD BUILDING RATIONALEIMPACTCOMMENTS Output +Production function in the form of physical capital Productivity+Real output per unit of labor Production costs-Elasticity stock of PI (-.05 to -.21) Property values+ and -Negative for CBD Positive for Suburbanites Rate of Return+4.9 to 7.2 Non commercial travel -Commuting distance increase, opportunity costs (time) increase

6. URBAN PLANNING AND TRAFFIC CONGESTION SHORT-TERM CAUSES –Population and job growth –More intensive use of automobile –Failure to build more roads –Failure to make drivers bear full cost Source: A. Downs

7. URBAN PLANNING AND TRAFFIC CONGESTION LONG-TERM CAUSES –Concentration of work and trips in time –Disconnection between place of work and residence –Low density development (residence and work) –Preference of private vehicle over mass transit system –Urban design/ City planning (middle class bias)

8. ACCESS & MOBILITY: THE OLD PARADIGM Roads are considered public goods Solutions came from the supply side Gasoline tax as a proxy for road pricing To complex to administer and coordinate efforts among different levels of government Disjoint relationship between land use and travel demand Problems are taught to be linear CONGESTION  BUILD MORE ROADS

9. ACCESS & MOBILITY: THE NEW PARADIGM Roads are becoming “toll goods” Solutions are coming from the demand side (ability & willingness to pay) Price system based on marginal cost Public and private partnership starting to emerge as well as decentralization of decision making Land-use and travel demand are part of the problem as well as the solution (New Urbanism) Problems are seen as circular with feedback loops

11. A SYSTEM MODEL LOWDENSITYDEVELOPMENT INCREASE TRAVEL MILE PER VEHICLE INCREASES ROAD DEMAND PRIVATETRANSPORTATION BUILD MORE ROADS TRANSFORM LAND USE & DENSITY GENERATES MORE ECONOMIC ACTIVITIES LAWS OF HUMANBEHAVIOR

12. FORECASTING TRAVEL DEMAND Four step process 1.Estimating trip generation (HH income, # persons in the HH, # vehicles, density) 2.Estimating trip distribution (Gravity model): The force of gravitation between two objects is proportional to the product of their masses and inversely proportional to the square of their distance 3.Estimating modal split (private vs. public modes) 4.Trip assignment (distribution of the trips among alternate routes: e.g. how to get to downtown? )

13. Census Methodology

15. Origin 1,000 trips Destination A 20,000 square feet Destination C 80,000 square feet Destination B 70,000 square feet 4 miles 10 miles 8 miles Census tracks Census blocks Square feet of office space is a proxy for employment or the mass (attraction) aspect in the model