LAGOS staTE UNIVERSITY (LASU) © 7 OoJO ‘i | f y jak fr | i COURSE copE: TRA 413 ¥ , J fy COURSE TITLE: f " \ hl & 4 Fi, 4 FUNDAMENTALS OF TRANSPORT OPERATIONS AND } y MANAGEMENT 4) Se ; ¥Components of Transport a8 - Way ~ Vehicles — Types - Motive Power ~ Engine Chassis Operator and Driver ~ People Modes Road~ Transportation is supplied by individuals, individual firms and by government. ~ Why government involvement ~ Economic Development ~ Public Safety -To schools, hospitals Airline - Airline — Private firm (name them) = Airports ~ Traffic Control network (Supplied by Government) Water - Barges and ocean going ships are private enterprise operation. They travel on waterways improved and maintained by government. Railways are private enterprise ventures (in Nigeria by Government) operating in rail track Pipeline: Movement of fluid e.g. Petroleum, oil and gas. Relationships between Supply and Demand. Economic Theory of Supply and Demand (influenced by cost variation). Supply and Demand Curve Cost emand Supply Cost 1 tt i Cost 2 Equilibrium Cost 3 tOn the above figure, the demand curve assumes that if transport costs are high, demand is low as the users of a transport service (either freight or passengers) are less likely to use it If transport costs are low, the demand would be high as users would get more services for the If costs are high, same cost. The supply curve behaves inversely transport providers would be willing to supply high quantities of arise under such services since high profits are likely to circumstances. If costs are low, the quantity of transport services would, be low as many providers would see little benefits operating at a loss. The equilibrium point represents a compromise between what users are willing to pay and what providers (c.g. carriers) are willing to offer under such circumstances, an amount of traffic T1 would flow at and operating cost C1. Transportation can be divided into Public and Private Transportation. Consists of privately owned vehicles operated by owners for their personal use usually on public streets. Most common modes are pedestrian, bicycle and private care. Urban Transit, Mass Transit or Public Transportation: Includes systems that are available for se by all persons who pay the established fare. These modes which operate on fixed routes and with fixed schedules, includes bus. Light rail transit, metro, regional rail and several other systems. Urban Public Transportation: Urban public transportation strictly defined, includes both transit and Paratransit categories, since both are available for public use. However, since public transportation tends to be identified with transit only, inclusion of paratransit is usually specifically identified. Buses represent the most widely used transit technology. Virtually every city in the world that has transit service operates buses. Large cities which rail transit also operate extensive bus networks, usually on lines with lower passenger volumes or as feeders to rail lines:q Bus s ince i 8 service is easy to introduce or modify; basic service requires only lities, and organization purchase of vehicles, garage and maintenance fa of services. Stops along the lines can be simple. Therefore, buses represent the most economical transit mode for lightly traveled lines. This flexibility of bus lines: they lack performance, efficiency in carrying heavy passenger volumes, and image of permanent, physically fixed routes desired by passengers. Compared to paratransit modes, bus transit is very labor-efficient: One driver operates a vehicle with capacity of 50 — 150 spaces. Compared to i scale: on rail transit, buses are labor-intensive and have no economic of heavily traveled lines, for every additional 40 - 120 passenger, one bus and one driver must be added to the service. Some major attributes of those services Firstly, the Public Transport environment includes a combination of alternative transport modes, various types of passengers (e.g., students, workers and leisure travelers) and passengers with different travel purposes, different travel frequencies and different travel times. Secondly, Public Transport environment includes a combination of students, alternative transport modes, various types of: passengers (e-g., workers and leisure travelers) and passengers with different travel purposes, different travel frequencies and different travel times. Some major attributes of those services are the following: Service frequency, walking, accessibility to/from, waiting time, operating speed, t, fare, journey time, mode of travel and service quality. reliability, comfor' Fare/Cost of Travel: The literature shows that the ‘cost’ is one of we the main determinants of Public Transport demand also pointed to two structural variables that stand out from the others, one of which is the user cost of transport-by public transport and private car. The generalized cost of a journey is the sum of fares charged directly on each leg, plus travel-specific components associated with a traveler’s valuation of his/her own time. Therefore, in Public ort concept the cost of travel is combined of two main Transp elements, namely fares and time.patronage Fares: Fares are essential to supply of Public Transport I niin are relatively casy to observe. In general, if fares ee are The changes 17 jar’ influence Public Transport patronage will decrease- he most direct and prices are the variables with t introduction of low-cost, cost transferable season tickets: If a travel is made by caf, the traveller should omponents other than fares. In this case t only by fares but also by some other sts and other negative externalities car. For instance, the greater in large cities make travel by car sts such as negative Conversely: consider some extra cost total cost are combined no elements including parking co’ coming from owing or using congestion and parking problems less attractive. However, externalities are not as appa! the fact that car owners pay some advantageous and flexibi rent as fares to t! for other cost indirectly. Car also offer Tities over Public Transport and this makes it, as a transport mode, more attractive to the user, because of which the cost of using care is considered lover than that of using Public Transport point out the same issue that the perceived cost of the trip to the transporters by car appears less than it would be if undertook by Public Transport certainly until the considerable increase in petrol costs. Regarding the generalized cost of travel, the traveler chooses among ‘the alternative transport modes such Public Transport or taxi or among the alternative {between origin and destination). The | is underpriced and supply matches hen Public Transport supply is also le of pricing in urban transport as private car, paths in multi-leg journeys car dominates when car trave the pressure of demand, even w! increased. This is the regulatory ro! system. Walk (access) of Transport Services: ic Transport demand is the access time ould overcome to get to a service stop. ffice or school, A significant factor in Publi or distance that someone sh The use of PT involves walking to/from home (or o! etc.) or transfer between vehicles or modes. Walk time can be expected to have a premium Value sirice it incurs greater effort, ee are fewer opportunities for making productive use of time ae it may be undertaken in a less pleasant environment, which is followed by wait time and then in-vehicle time. Walking time is generally perceived negatively expect on every long journeys: 5Accessibility Is a general term referring to the degree to which a system is usable f the public by as many people as possible. It tis the suitability o! transport network to get individuals from their system entry point to their system exit location in a reasonable amount of time. It refers to the ease of reaching destinations, The reason that the degree of accessibility has a major influence on the demand is mainly because the travélers are unlikely to use the services that are inconvenient for them, thus encompassing the operational functioning of the transport system. Therefore it 1s important to reduce the access tiine and increase the convenience for travelers to reach to the services. Access time is mentioned about origin and destination based access. Waiting Time: in component in the travel time. at the Waiting time is another mai The waiting time measures the actual duration of waiting stop. Waiting time is perceived negatively except on long journeys. There is a clear maximum accepted waiting and walking time, time. For waiting time, the which is dependent on’ total travel maximum accepted time is lower than for walking time and a negative appreciation of high waiting times. Passengers give more weight to waiting times than in-vehicle times. & Service Quality: ne of the most important determinants of Service quality is also o1 the public travel demand. Reliability: Reliability refers to the degrees of dependability on and trust-ability of passengers in a specific mode of transport and Public Transport services. It also includes features such as accessibility and confidence. Passengers should be able to depend on those services and be able to see that they are obtainable on regular as basis and are long termed. Longer waiting times due to late arrival of buses or trains and excessive IVTs due to traffic or system problems reduce reliability, one of the clearest measures of which is the degree of 610. 11, modes have a direct influence (on Public transport de he fuel price) also have to be considered pT and private CAF use. mong the cross-elasticities (i.e., for t There is a perceptible competition ‘between Other factors to be considered include © ownership # structural factors, specified that the main factor behind lower Public Transport use to be growing car ownership, which can be linked to the growth in economy: Al ost and availability of alternative transport modes: Need! costs of alternative transport modes (besides (ee i ) can also be very atucntial’ injthg: SS of, Bee in Transport) Transport services. importa! ps, journeys ing times are the peak more relaxed. + activities in the yening times. Many studies the travel demand both for trips such as eating, to choose the freedom avel patterns are a The Time of Travel: Time of travel is already known to be an transport demand. Especially in work tri certain, times of the day. Morning and event times, while other times of the day are * generally g0 to morning and return then home in the © pointed out the time of the day effect on fork and non-work trips: In non-work recreation and child care, people have more time of their trips. Therefore, individuals’ result of how and when they want to use their time. The Purpose of Travel: travel, also called, the ‘principal activity’, is one of teristics that determine the time, location and, mostly, mode of travel. While a traveler has a limited time frame for work trips in which the journey has to be performed, he/she has more freedom to choose the time in non-work trips. Many value of time studies also pointed out how the travelers value the time when they travel different purposes such as work, recreation and eating. The purpose of. the main charac io ne te. from all these work js. that travelers proac! work and non-work trips differently and thi different effects on travel demand. : . coRs i tors those services’ following of time schedules announced The fact such as service frequency and service capacity: which the usability of Public Transport services, als0 affect the consi For instance, the number of seats available car Bat aadoet this frame. If the service capacity available are insufficient ice the current demand, travelers are little likely © find those reliable. Comfort: i | the degree Comfort is another indicato ty: Die ce seer i i of importance given to it may group of P' See another based on the journy time, joumne P types, the comfort is @ quality factor al 2 Different transport, modes provides different degree of account. comfort and it is a major factor that influe} thecance;@car (provides door-to-door transport and is more of seating, yentilation and rt ability and des are more yonvenient in terms On the other han other Public Transp d, the comfo! ort mor comfortable and © storage capacity. convenience offered by limited compared to car- Travel Distance: Travel distance js another factor that affects the demand for Public nyansport. Urban sprawl ‘and the nature of economic relations influence the length of distances. Traveler’s tendency and desire to jnake journey gets lower ‘and lower as the travel distance increases less frequent journey. In contrary, shorter distance fly. This is mainly because the and they make trips tend to be made more frequen' with journey duration, as and the opportunity cost of disutility of @ unit of IVT increases fatigue, boredom and discomfort sct in travel time which is seemingly greater for longer distance journeys. Travelers may choose some other modes than Public Transport if the travel distance is beyond a certain threshold distance ‘Availability and Costs of Alternative Travel Modes: s also closely related to the availability Public Transport demand i and costs of alternative travel modes. If the number of alternative wee, modes is pumera the passengers are likely to choose ong those alternatives. Alternative (public or private) transport 712. The Level of Transport Supply: tre ates peer chin Pee clement of the city life. In many cities Public the saoeaervices are provided by the local authorities (or under * Supervision of them) or private companies. Travelers choose which ones to use among the transport mediums or modes available to them. Elements in Road Transport Operations: There elements in level of service are identified: a) _ Period of Services 1. Density of the route network - spacing of bus stop, level of accessibility to passengers. 2. Frequency of service - waiting time at bus stop access time for boarding at origin, to alighting at destination as well as travelling time consequently the total journey time.ELEMEN’ ITS IN TRANSPORTATION (INPUT) In transportati ion the inp Be rrtation | Puts into the » Railways, Airways, Water see Gene Gam — ipeline are: oe Systems are recognized as hat onents. There will lft oer : always be a ‘way’ ‘whi es a. hae? @ ‘way’ or infrastructure over which N where the way is At natural (¢ river navigation) 1 ¥ , railway or canal for example. Even a ane and air) or natural and (such as a Pra strucrices eee inal (seaports and airports) will be man-made Meiiatae navigation systems will’ have to be provided ghthouses, radar and air traffic control). Likewise, there will be vehicles to carry passengers whether they are cars, taxis, buses, trams, trains, ferries or aircraft. Some of these will be self-propelled, others, such as the carriages of an intercity train, will be hauled by a locomotive. In any event, there will have to be a form of motive power, whether a remote power station providing the current to an electrified railway line or an integral internal combustion (petrol) or compression ignition (diesel) engine. ‘The vehicles themselves may run on fixed track or be more flexible road vehicles but they will generally have to be driven, unless they are remote controlled like the Docklands Light Railway in London, In addition, the system itself will need to have an operator responsible for resourcing, licensing and planning the operation. Every passenger transport system, then, to a greater or lesser extent, depends on there being a: * way; * vehicle; « motive power; * operator and driver; Transportation Management entails the formulation of transportation goals, objectives and policy, the physical planning, development, and maintenance of transportation hardwares, and the transport actual operation and traffic control: and, ultimately, on there being passengers whose fares, or subsidies on their behalf, can finance the operation. It is therefore paramount in any passenger transport operation that operators and their staff understand the passengers: they are carrying.