Transcript Slide 1

Life-cycle Benefit-Cost Analysis of
Alternatives for Accommodating Heavy Truck
Traffic in the Las Vegas Roadway Network
Dr. Alexander Paz, P.E.
Assistant Professor
Department of Civil Engineering
University of Nevada, Las Vegas
Naveen Kumar Veeramisti, E.I.
Pankaj Maheshwari, P.E.
Graduate Student
Department of Civil Engineering
University of Nevada, Las Vegas
Presentation
TRB 13th Planning Applications Conference, Reno, NV
May 10, 2011
Introduction
• Increase in truck traffic volume
- Increased congestion
- Reduced safety
• American trucking agency-ATA,2008
- Year 1998 : 5,000 to 10,000 trucks on I-15
- Year 2017 : 10,000 to 20,000 trucks on I-15
1998
2017
• Mixed traffic – increased congestion
- Perceived safety of passenger cars
- Truck travel productivity less in mixed traffic
(trucking agencies)
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Freeway Truck Crashes in LV
NDOT Crash Data – 2002-2006
Freeway Truck Crashes density
-Less safe
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Traditional Approach
Systems Approach
Systems
Approach
Traditional approach
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Why Macro-Meso-Micro Modeling
Volume
Micro Model Describes
Finer Dynamic Details
Static Model Describes
Overall Average
Actual System
Dynamics
DTA Model Describes
System Structural Pattern
Time
Period of Interest
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Why not TDM?
• The static characteristic of the TDM precludes
capture key dynamic phenomena . . .
• TDM uses 4-step model to forecast travel demand
• TDM aggregates all modes of origin destination
matrices before traffic assignment step
• There is no difference in a passenger car and a
truck after assignment as it assigns the aggregate
demand
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Scenarios
1. Base Case – Do Nothing
2. Truck Alternatives
– Truck Restricted Lane
– Truck Only Lane
– Truck Only Toll Lane
– Bypass (Corridor of Future)
- Bypass A – both PCs and trucks
- Bypass A1 – only trucks
- Bypass B
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Base Case – Do Nothing Scenario
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Network
• Input
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–
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Network
Origin
Destination
Control
Demand – 7 to 9 AM, 547,000 vehicles
• System Components
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Freeways, arterials, collectors, interchanges
215 Beltway - 53 mi
I-15
- 42 mi
US-95
- 42 mi
TAZ’s
- 696 (initially 1,646)
Nodes
- 9129
Links
- 16582
Control
- 791
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Need for Calibration?
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87 % of link counts are within the
15% Error range.
Acc. To FHWA Primer Vol. III, 85%
Alternatives
• Truck Restriction (TR) – Trucks forced to travel in one lane and
passenger cars allowed in all lanes
• Truck Only lane (TOL) – Trucks allowed in all lanes and passenger
cars not allowed in one lane (i.e)truck lane
• Truck Only Toll (TOT) – Trucks allowed in all lanes and have to pay
toll to travel in truck lane. Passenger cars not allowed in truck lane
• Bypass – New route bypassing Las Vegas metropolitan area to avoid
I-15 congestion. Passenger cars and trucks allowed to travel in all
lanes
• Truck Bypass – New route bypassing Las Vegas metropolitan area to
avoid I-15 congestion. Only trucks allowed to travel in all lanes
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Truck Restriction, Truck Only Lane & Truck Only Toll Toll
I-15 Corridor considered for
Analysis of Alternatives
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Bypass A (all vehicles) and
Bypass A1 (only trucks)
Bypass B (all vehicles)
Travel Time Costs
• Annual network travel time
• Hourly travel time costs by vehicle class – Sinha and Labi, 2007
• Travel time costs for 2007 is converted through inflation rate
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Travel Time Cost
• Annual network travel time cost – trucks
• Annual network travel time cost – autos
• Weekday travel time cost
• Weekend travel time cost
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Travel Time Cost
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Crash Costs
• Crash Evaluation using IDAS methodology
– Crash rates (R) from v/c ratio
– Link length (L) in miles (from network)
– Daily Volume (V) computed from peak hour volume (peak
hourly volume = 8% of ADT)
• Crash Costs = Fatal * 4,107,200 + Injury * 107,910 +
PDO * 9,062 in 2007 dollars
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Crash Cost
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Emissions Cost
• Emission Rates – California Air Resources Board (CARB) and EMFAC
2007 Model
• Emissions Pollutants
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Emission Factors - based on vehicle speed
Carbon Monoxide (CO), Carbon Dioxide (CO2),
Nitrogen Oxides (NOx),
Sulfur Oxides (SOx),
Volatile Organic Compounds (VOC), and
Particulate Matter (PM10)
 gram 
6  tons 
Emissions (tons)  Daily Volume(vehicle)  Link Length(mile)  Emissions Factor

 10 
veh

mile
gram
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

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 $ 
Total AnnualEm issionsCost($)   Em issions(ton)  Cost
  365
 ton 
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Emissions Costs
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Fuel Consumption Costs
• Fuel consumption – IDAS Methodology
– Fuel Consumption rates (FC) based on link speed
– Link length (L) in miles (from network)
– Daily Volume (V) computed from peak hour
volume (peak hourly volume = 8% of ADT)
Daily Fuel Consumptio n(F )  FC  L V
• Annual fuel consumption cost
Annual Fuel Consumptio n Cost  F ( gallons)  Fuel Cost $ / gallon   365
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Fuel Consumption Costs
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Vehicle Operating Costs
• VOC estimates
– medium auto and truck cost values in cents/vehicle mile.
– components used included fuel and oil costs, maintenance
and repair costs, tire costs and depreciation/mile
Annual VOC($)  Daily Volume(veh)  Link Length(mile)  Avg VOC(cents / veh  mile)
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Construction Costs
• Construction cost factors – NDOT report
• Construction cost of alternatives
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Salvage Value
• The service life of a new freeway facility is assumed to be
40 years
• Salvage value at the end of analysis period is taken as
0.58*Initial construction cost
• Recommended remaining capital value factors – MDOT
B/C Program, 2010
• Salvage value
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Depreciation
• The annual depreciation(Straight Line) is given as
D = (P-S)/23
where:
P = Initial cost
S = Salvage value
• The annual depreciation cost is converted to present
value in year 2007
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Life-Cycle Economic Analysis
• Costs linearly interpolated for years 2008-2013,
2013-2020 and 2020-2030
• Costs converted to Net Present Value (NPV)
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Life-Cycle Economic Analysis: Net Benefits
12000
Life-Cycle Economic Analysis of Net Benefits
Fuel Consumption
VOC
$6,951 M
$6,065 M
$4,630 M
$6,717 M
7000
Emissions
Crashes
Total Anuual Benefit (millions)
Travel Time
$1,250 M
2000
TR
TOL
TOT
Bypass A
Bypass A1
Bypass B
-3000
Analysis Period : 2008-2030
Benefits in 2007 Dollars
-8000
-13000
-18000
Alternatives
Truck-Restriction lane (TR) – Trucks are forced to travel in one lane and
passenger cars are allowed to use all lanes.
Truck-Only lane (TOL) – Trucks are allowed to use all lanes and passenger
cars not allowed in truck-only lane.
Truck-Only Toll lane (TOT) – Trucks are allowed to use all lanes but have to pay toll to
travel in truck-only lane. Passenger cars are not allowed to use truck-only lane.
Bypass A – Bypass Alternative where passenger cars and trucks are allowed.
Bypass A1 – This bypass route is the same as in the Bypass A scenario, but only
trucks are allowed.
-$14,695 M
Bypass B – New Bypass where trucks and passenger cars are allowed to use all lanes.
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Life-Cycle Economic Analysis: Benefits - Costs
12000
Life-Cycle Economic Analysis: Benefits - Costs
Total Costs
7000
$6,671 M
$5,789 M
$5,857 M
Total Benefits
Annual Benefits vs. Cost (millions)
$4,415 M
$465 M
2000
TR
-3000
-8000
-13000
-18000
TOL
Analysis Period : 2008-2030
Benefits, Costs in 2007 Dollars
TOT
Bypass A
Bypass A1
Bypass B
Alternatives
Truck-Restriction lane (TR) – Trucks are forced to travel in one lane and
passenger cars are allowed to use all lanes.
Truck-Only lane (TOL) – Trucks are allowed to use all lanes and passenger
cars not allowed in truck-only lane.
Truck-Only Toll lane (TOT) – Trucks are allowed to use all lanes but have to pay toll to
travel in truck-only lane. Passenger cars are not allowed to use truck-only lane.
Bypass A – Bypass Alternative where passenger cars and trucks are allowed.
Bypass A1 – This bypass route is the same as in the Bypass A scenario, but only
-$14,915 M
trucks are allowed.
Bypass B – New Bypass where trucks and passenger cars are allowed to use all lanes.
Conclusions
• DTA methodology was effective for analysis of truck
alternative
• Reducing the capacity of PCs by one lane cause
significant congestion and increase in travel time for TOL
and TOT alternatives
• Bypass A (all vehicles) and Bypass A1 (trucks only)
alternatives provide benefits in travel time
• Cost of constructing new facility might be high
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Conclusion
• Ranking of Alternatives:
1.
2.
3.
4.
5.
6.
7.
Truck Restriction (TR)
Truck Only Lane (TOL)
Bypass A1
Truck Only Toll (TOT)
Bypass A
Base Case
Bypass B
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Acknowledgements
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NDOT
RTC Southern Nevada
University Transportation Center, UNLV
Mr. Brian Hoeft and Mr. Gang, RTC-FAST
Ms. Beth Xie, RTC
Mr. Bardia, CH2MHILL
Dr. Yi-Chang Chui, University of Arizona
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Thank You!
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