Table of Contents

Chapter 2: Unsustainable Vs Sustainable Transportation ............................................................................. 3

What is sustainable transportation?............................................................................................................... 3
Differences between sustainable transportation and business as usual. ........................................................ 4
Hypermobility ............................................................................................................................................... 4
Serious environmental and social consequences of allowing this phenomenon ‘hypermobility’ to continue
unchallenged: ................................................................................................................................................ 4
Extensive highway infrastructure creates: .................................................................................................... 5
Sustainable transport goals ........................................................................................................................... 6
Mobility Planning ......................................................................................................................................... 7
SUSTAINABLE DEVELOPMENT OF MOBILITY................................................................................... 7
Abatement measures for the Reduction of transport-related Energy Consumption and GHG Emissions .... 8
Sustainable Indictors ..................................................................................................................................... 9
The Role of Public Transport Public Transport must have Priority. ............................................................. 9
What Kind of Public Transport? ................................................................................................................... 9
Types of Rapid Transit ................................................................................................................................ 10
Light Rail ................................................................................................................................................ 10
Bus Transit evolution .............................................................................................................................. 10
Fuel and Propulsion System Options .......................................................................................................... 11
• Clean Diesel ................................................................................................................................ 11
Applications of ITS may help to reach sustainable mobility objectives ..................................................... 11
In terms of transport: ................................................................................................................................... 11
Summary of Reasons for ST Emergence: ................................................................................................... 11
Chapter 3: Evolution of Mobility ................................................................................................................ 12
Evolution of Transport modes ..................................................................................................................... 12
Evolution of Transport Infrastructure ......................................................................................................... 14
Animal Tracks (BCE) ............................................................................................................................. 14
Roman Age Modern Age ........................................................................................................................ 14
Culture exchange .................................................................................................................................... 14
Evolution of Cities ...................................................................................................................................... 14
Lessons from city types .............................................................................................................................. 15
Transit ..................................................................................................................................................... 15
Automobile ............................................................................................................................................. 15
Car Culture .................................................................................................................................................. 15
Chapter 5: Modes, roads, and routes: technologies, infrastructure, functions, and interrelatedness. ......... 17
Difference Between Intermodal And Multimodal Transportation?............................................................. 18
In Town Modes ........................................................................................................................................... 18
Walking ....................................................................................................................................................... 19
Cross Walk Design ...................................................................................................................................... 19
Bicycling ..................................................................................................................................................... 20
Public Transportation .................................................................................................................................. 21
Personal motor vehicles (PMVs) ................................................................................................................ 21
Chapter 6: Transportation Economics, Investment, and Decision Making ................................................. 23
Chapter 2: Unsustainable Vs Sustainable Transportation

• Investments in road infrastructure for reducing peak-hour traffic jams are regressive.
• Trying to solve traffic jams by building more road infrastructure is like trying to put out a
fire with gasoline.
• One Truth About Urban Transport:
It does not matter what is done, traffic jams will become worse, unless a radically new
model is adopted

What is sustainable transportation?

An ST system is one that:

• allows the basic access needs of individuals and societies to be met safely and in a
manner consistent with human and ecosystem health, and with equity within and between
generations.
• is affordable, operates efficiently, offers choice of transport mode and supports a vibrant
economy;
• limits emissions and waste within the planet’s ability to absorb them, minimizes
consumption of non-renewable resources, limits consumption of renewable resources to
the sustainable yield level, reuses and recycles its components, and minimizes the use of
land and the production of noise.
The transportation decision-makers of the future should adopt the triple bottom line as a
yardstick to evaluate the sustainability of surface transportation system policies and performance
to ensure that transportation strategies and investments will result in

• Robust economic growth.

• Better-than-before health of the environment
• Improved quality of life for all citizens

Differences between sustainable transportation and business as usual.

The dominant transportation paradigm until now has emphasized single-mode mobility –
whether automobiles, planes, or huge cargo ships; ‘hard path’ approaches relying upon facility
expansion – whether roads, parking, ports or runways; and financing that often masks the full
costs and environmental consequences of its arrangements.

Hypermobility

BAU in transportation has meant that more roads have been built and expanded, which has not
led to less traffic congestion. It has led to more driving, longer trips for people and freight, more
sprawl, and more land and energy consumption.

The magnitude of personal and freight movement has been characterized by John Adams as
‘hypermobility’.

Serious environmental and social consequences of allowing this

phenomenon ‘hypermobility’ to continue unchallenged:

• more dispersion of society; more sprawl and destruction of natural areas; longer distances
to destinations.
• more societal polarization and inequity between the highly mobile and those denied the
benefits of mobility and accessibility, more crime.
 • more danger for those not in cars, especially children and other vulnerable persons; more
fat, less fitness.
• less social and cultural diversity and variety; less democratic politically; less participation
(Adams, 1999, 2000).

Extensive highway infrastructure creates:

• huge amounts of water runoff, which can cause flooding as well as polluted water from
the oil and brake residues that build up on the pavement.
• Los Angeles is a prime example of this, where in some areas up to 70 per cent of the land
area is covered with roads and parking; the remainder comprises Buildings.
• More dispersion of society
• more sprawl and destruction of natural areas
• More land uses.
• longer distances to destinations.
• Since the automobile began to dominate urban transport systems, neighborhoods have
been carved into two by large freeways and roads have been widened, making it
impossible for neighbors to maintain contact across their own streets.
• The US Federal Highway Program, which saw thousands of miles of freeways carved
into the urban fabric, destroyed hundreds of thousands of homes across the country and
resulted in the fragmentation of intact well-functioning urban neighborhoods’, especially
working-class ones, built on easy contact among neighbors.
• The public realm has suffered immeasurably as streetscapes have become dominated by
parking, roads, and the other paraphernalia of auto dependence, including high levels of
visual intrusion from auto-scale advertising signs, or ‘100 km/hr. architecture’ as Jan
Gehl, the famous urban designer, calls it (Whitelegg, 1993; Newman and Kenworthy,
1999).
Sustainable transport goals
Mobility Planning

SUSTAINABLE DEVELOPMENT OF MOBILITY

Abatement measures for the Reduction of transport-related Energy
Consumption and GHG Emissions

Measures Objectives
Measures for Short distance Transport
M1 Integrated land use/transportation planning Reduction of travel demand
M2 Upgrading public transport systems Modal shift
M3 Creation of Pedestrian facilities Modal shift
M4 Environment-oriented improvement of road Reduction of traffic delays, as
network and the introduction of automatic traffic well as energy consumption and
Signaling GHG emissions
M5 Road pricing / road licensing / parking Reduction of car use in sensitive
restrictions / traffic calming areas, modal shift
M6 Traffic priorities for bus and taxi Modal shift
M7 Carpooling strategies Reduction of travel demand
Measures for Intercity Transport
M8 Electrification of main railway lines Reduction of GHG emissions
M9 Increasing the attractivity of the railway system Modal shift from road to
(high speed, comfort, safety, schedule, etc.) railways for both passenger and
freight transport
M10 Improving inland waterways Modal shift
M11 The introduction of Sea/rail and Sea /water Modal shift from road to both
combined freight transport railways and inland waterways
M12 Highway user fees Modal shift
General Measures
M13 Maintenance of vehicles to the manufacturer's Reduction of fuel consumption
specifications and GHG emissions
M14 Higher registration fees Modal shift
M15 Higher fuel price Modal shift
M16 Monthly fix-rate of fuel per vehicle Modal shift
 M17 Public education of vehicle drivers Improving traffic behavior,
reduction of energy consumption
and GHG emissions
M18 Effective use of telecommunications Reduction of travel demand
Measures for the Future (Fuel Switching)
M19 Road Vehicle with alternative fuels Reduction of GHG-emissions
M20 Electric car / Electric bus Reduction of GHG-emissions

Sustainable Indictors

The Role of Public Transport Public Transport must have Priority.

• Green your Streets with Public Transport.

• In Order to improve the living Quality in a city, please use Public Transport.
• Where the Public Transport is moving - City is alive

What Kind of Public Transport?

Transit options in today’s developing-nation cities are often quite poor.

Types of Rapid Transit
• Light Rail

• Metro Rail

• Self-Propelled Rail

• Bus Rapid Transit

• Automated Guideway

Light Rail

The smooth ride performance of rail-based systems makes add-value activities, such as reading

or studying, easier to undertake.

Bus Transit evolution

Informal Conventional Basic Enchanced

BRT Full BRT
Services Services Busways Services
Fuel and Propulsion System Options
• Clean Diesel
• Hybrid Electric
• Fuel Cell
• Natural Gas
• Electric Trolley

Applications of ITS may help to reach sustainable mobility objectives

In terms of transport:

a civilized city is not one with highways but rather, one where a child with a tricycle can safely
go anywhere.

Summary of Reasons for ST Emergence:

Transportation, especially our use of motorized vehicles, contributes substantially to a:
• wide range of environmental problems, including energy waste, global warming,
degradation of air and water, noise, ecosystem loss and fragmentation, and desecration of
the landscape.
 • Congestion and economic costs
• Reduction in transit system development and suppression of pedestrians rights that
affects public health of the community.
Our nation’s environmental quality will be sustainable only if we pursue transportation in a
sustainable way (Benfield and Replogle 2002, p. 647)

Chapter 3: Evolution of Mobility

Evolution of Transport modes

• Walking
• Animal as Transport modes
• Primitive Log Rafts, 8000 BCE
• The Egyptian Era ( 6000 BCE – 3000 BCE )
a. Trade
b. By 2500 BCE
• Invention of wheels
• Wheel carts
• Animal carts
• Flying Dream
“Leonardo Da Vinci’s Flying Machine”
• Ballooning, 1783
• The “Age of Canals” (18Th Century)
• Draisienne, 1817, The First Two- wheeler
a. Invented by Karl Drais in 1817
b. The first two wheeled rider propelled the machine.
c. Made of wood, the seated rider propelled himself by paddling his feet against the
ground.
• Steam as Fuel, 1819
• The Cheshunt Railway, 1825, World’s first Monorail
• The Omnibus, 1826
• The “Great Railway Era”, 1825-1930s
The first railroad built in Great Britain to use steam locomotives was the Stockton and
Darlington, opened in 1825.
• The “First Successful Manned Flight”, 1853.
English aeronautic pioneer George Cayley designed a glider.
• The Velocipede, 1860s
a. Had iron and wood construction and the lack of springs earned it the name
“boneshaker”.
b. It was driven by pedaling cranks on the front axle.
• The World’s First Electric Tram, 1879
• Penny-farthing Bicycle,
1883 Was mostly used between the time of “Boneshaker” in 1860s and the English
“safety Bicycle” in 1880s.
• The Safety Bicycle, Late 1885
a. Developed by John Kemp Starley during the 1880s is the forerunner of all modern
bicycles.  Includes chain drive with two wheels of the same size.
• Coal as Fuel, 1880s
Petroleum.
• “Daimler Reitwagen” The First True Motorcycle (1885)
• The First Gasoline Car, 1885
• Pitcher Hawk “The Monoplane glider”, 1896
• The Gasoline powered Bus (1900s)
• Wright Glider, 1902
• Wright Flyer, 1905
• The Unsinkable Titanic, 1912
• Automobile (Model T)
• Vickers Vimy Plane, 1919
• Douglas DC-3 passenger aircraft,1935
• Bell Helicopter 206-B, 1966
• Concorde supersonic aircraft, 1969
 • Airbus 320, 1988
• High Speed Trains

Evolution of Transport Infrastructure

Animal Tracks (BCE)
• Need for better connections with other settlements.
• Commerce
• Transport of goods (Trade)
• Warfare (85,000km)
Roman Age Modern Age
• Transport of goods
• Warfare
Culture exchange
• Tourism….

Evolution of Cities

• Traditional Walking Cities

slow forms of transport →City accessible→ All destinations available within about half an hour,

travelling at about 5km/hr. →The cities therefore remained small and dense, with highly mixed

land uses →narrow, often winding streets and provided for an inherently egalitarian transport

system.

• Transit Cities

Revolutionary steam train and electric tram→ faster travel (on average, a jump from about

5km/hr to 15km/hr) →bigger cities, although all urban development had to remain within an easy

walk or bicycle trip of the tram stops or rail stations. A high-density, mixed-use urban form

→very large number of trips could be conveniently accomplished on foot or bicycle, and the
public environments of cities (their streets, squares and other places) were still very people

oriented.

• Automobile Cities

The Automobile Mode of Transport→ greater speed allowed the city to get much bigger again,

and densities of development dropped dramatically. →Enormous expansion of developed area

relative to the walking and transit cities →People and businesses were no longer constrained to

the fixed-track public transport systems or walking-scale environments→ land uses became

segregated into zones, and travel distances for all trip purposes increased dramatically.

Lessons from city types

• respected topography
• Accessibility and proximity
• organizing principles

Transit
• transportation equity was not as great as in the walking city
• reasonably good access
• respecting their topography and the need for strong centers.

Automobile
• without respect to topography
• created great mobility opportunities for some segments of the population.
• serious inequities in mobility and accessibility for the rest of the population

Car Culture
The complex of social factors that buttress and maintain automobile dependence may be termed
the ‘car culture.’

Factors:
• Role of the mainstream media in shaping perceptions and values surrounding the
automobile (Movies and TV: The automobile as star and sponsor)
• Advertising (Mainstream media)
• music, music videos and popular entertainment literature (automobile travel as a theme)
(Radio and Music)
• Carchitecture – the ways in which buildings are designed to accommodate automobiles
and show their most important features to passing motorists.
• tourism – much of which is dependent upon motoring, especially in the wealthier
countries.
Chapter 5: Modes, roads, and routes: technologies, infrastructure,
functions, and interrelatedness.

Modes: Factors
Passengers • Infrastructure
a. right(s) of way (RoW),
b. sidewalks
c. paths, roads, rails, ports, and airports
• land use
a. urban design and the built
environment

Freight Passengers • social, economic, and cultural

dimensions
a. Equity
• travel and trip characteristics
a. individual, group, purposes such as
work or recreation
Freight • environmental considerations
a. pollution (including noise), energy and
resource consumption, habitat
disruption
Multimodal Intermodal
Ability to choose among several Ability to make connections between modes for
a trip
modes for a trip Mounting a bicycle on a bus
Foot Transferring between bus and rail or between a
land mode and a ferry or airport
Bicycle focuses on providing a blend of one type of
rapid transit like the regional rail to low-speed
options such as buses, trams, or bicycles
Transit Entire transportation process comes under the
control of a different carrier or transportation
service provider under different contracts.
PMV
Any combination of these
 More frequently used in freight
transportation than public transport
The responsibility of the product from
the origin to the end customer falls
under one single carrier company
a service provider should have all modes
of transport
Reduce the use of individual automobiles & promote the utilization of public transport.

Difference Between Intermodal And Multimodal Transportation?

• Contract Flexibility
• Delay & Overhead
• Cost
• Insurance

In Town Modes

Walking

IN
Transit TOWN PMV’s
Trips

Bicycling
 Family,
and

Recreation friendship

Trip
Purpose
Shopping purposes.

Education Services

Walking

• Capacity: Properly designed pedestrian facilities accommodate the mobility of large

numbers of pedestrians.
• Trip Type: School, shopping, services, and recreation…
• Velocity and range: 1- 4 mph & 0.25mi - 4 miles
a. no negative environmental impacts.
b. Automobile cities => Safety Risk
• Infrastructure needs and costs: walking can be very cheap; sidewalks and pathways cost.
Very little to build compared to a paved street.

Cross Walk Design

• Average distance preferred between two pedestrians following each other = 2.4 m
• Time Space = 2 seconds.
• In design, use Pedestrian Speed = 1.22m/s
 a) Determine the time required for a pedestrian to cross a road of 20m width.

b) Find width of pedestrian cross if 20 pedestrians want to cross a road of 20 m width in 20

seconds.

a. only one row of pedestrians will pass through the road in 16 sec, but 20
pedestrians will pass through the road in 20 sec.
b. time space between two pedestrians (or two rows of pedestrians) is 2 sec to walk
freely, the first row needs 16 sec, and the second row needs 16 + 2 =18 sec and
the third row needs 18+2 = 20 sec, at this time (20) all pedestrians are supposed
pass through the road as given. So, we have three rows of pedestrians, and the
number of pedestrians in each row = 20 /3 = 6.67 ≅ 7
c. The width of walking pedestrian is 0.95 m, so the width of each row is: width of
row = 7 × 0.95 = 6.65m = width of pedestrian cross

Bicycling
• Most energy-efficient mode of transportation, requiring less input per distance unit than
walking.

• Along with walking, bicycling generates no emissions or noise.

Capacity: properly designed bicycle designated areas, such as widened sidewalks with a portion
dedicated to cyclists can accommodate the mobility of large numbers of bicyclists.

• Trip Types: moderate length in urban areas for school, shopping, services, and
recreation…
• Infrastructure needs and costs: sidewalks and pathways-existing RoW.
• Velocity and range: 8 to 15mph (12 to 25kmph)
effective range of cycling trips :1 to 15 miles (2km to 25km).
 • Health and safety: Automobile oriented cities => Safety risks
• Costs: (US$0.06 per kilometer)

Public Transportation
Extremely space- and energy-efficient urban mode.

• If cities are to reduce auto usage dramatically, as well as space dedicated for their driving
and storage, transit must attract a large usage.
• The performance of transit is greatly affected by its right of way (RoW) conditions.

The higher the standard of ROW is, in general, the higher the speed and capacity.

Large cities need ROW A if they are to maintain livability.

ROW B is increasingly used in medium cities.

Personal motor vehicles (PMVs)

Automobiles,
•vans
• light trucks
• sports utility vehicles (SUVs),
• motorized two-wheelers (and,
occasionally, three-wheelers) such as
motorcycles, scooters
• taxis, shuttles and limousines.
• Motorized recreational vehicles (RVs)
ranging from bus-sized to small off-road
vehicles (ORVs)
In Town Modes
• MVs are powered by internal combustion engines (ICEs)
• Increased number of hybrid power systems are being introduced
• Fully electrified PMVs are slowly being developed and introduced to replace ICE powered
vehicles, but these are likely to remain small and of limited range
 Chapter 6: Transportation Economics, Investment, and Decision Making

1
𝑃𝑊𝐹 =
(1+𝑟)𝑛

PW(COSTS)=PWF*COSTS
PW(BENEFITS)=PWF*BENEFITS
Then we get the sum for each present worth.
Method 0: PW(BENEFITS)- PW(COSTS)
Method 1: PW(B)-PW(C) (For each Row)
B/C=Sum of Benefits/Sum of Costs
Year Number of years Costs Benefits 𝑃𝑊𝐹 PW(B) PW(C)
2008 0
2009 1

Which alternative should be selected based on the NPV method? Given:

Life of the road = 50 years, Discount rate = 3%
Alternative Construction Cost Annual Saving Annual Travel Operating Annual
($) Annual in Accidents ($) Time Benefits Cost Savings Additional
($) ($) Maintenance
Cost ($)
A 185,000 5,000 3,000 500 1,500
B 220,000 5,000 6,500 500 2,500
C 310,000 7,000 6,000 2,800 3,000

Step1: Compute annual net benefits for each alternative:

Alternative 1:(5,000+3,000+500-1,500) =$7,000
Alternative 2:
Alternative3:
Step 2: Convert the uniform annual benefits to the present:

P=25.73* Values of alternatives in step 1.

Step 3: Compute the net annual benefits to the present:

NPV=-IntialCost+Values in Step 2
Step 4: Choose alternative with the highest NPV.
 Benefit-Cost Ratio Method/Steps

Alternative Construction Cost ($) Annual Saving in Annual Travel Operating Annual
Annual Accidents ($) Time Benefits ($) Cost Savings Additional
($) Maintenance
Cost ($)

A 185,000 5,000 3,000 500 1,500

B 220,000 5,000 6,500 500 2,500

C 310,000 7,000 6,000 2,800 3,000

Step 0: Arrange alternatives in order of increasing capital cost.

A -B-C
Step 1: Compare each alternative with do-nothing alternative to make sure that all alternatives
are justified on economic terms compared with the null alternative.
Step 2: Compare each alternative with all other lower capital cost alternatives.

BC=PRESENT CALCULATED IN STEP2 PREVIOUSLY /INTIAL COST

BC>1 & check the one with highest capital cost with ne greater than 1.