1 ISBN 978-967-5418-17-4 2 ORGANISING COMMITTEE Advisor Professor Ir. Dr. Mahyuddin Ramli Chairman Associate Professor Dr. Hassim Mat Editors Associate Professor Dr. Kausar Hj. Ali Associate Professor Dr. Nurwati Badarulzaman Committee Members Associate Professor Jamel Ariffin Dr. Ahmad Puad Mat Som Dr. Azizan Marzuki Dr. Norazamawati Md. Sani@ Abd. Rahim Dr. Nor Zarifah Maliki Abdul Ghapar Othman Nor Azam Shuib Subramaniam Govindan 3 ITRC CONFERENCE PROGRAMME DAY 1 12th April, 2011 (Tuesday) Venue: Conference Hall School of Housing, Building and Planning (HBP), USM 08.30 am 09:15 am Registration of Participants 09.15 am 09.30 am Arrival of Guests of Honour Recital of Doa and Welcoming Remarks by ITRC 2011 Chairman Associate Professor Dr. Hassim Mat Opening Remarks by Professor Dr. Susie See Ching Mey, Deputy Vice Chancellor Universiti Sains Malaysia, Industry and Community Network 09.30 am 10.30 am Keynote Address 1 Mr. Khairil Anwar Abu Kassim Head of Crash Safety Engineering Unit, Vehicle Safety and Biomechanics Research Centre, Malaysian Institute of Road Safety Research (MIROS) 10.30 am 11.00 am Refreshment Break 11.00 am 1.00 pm Parallel Sessions 1 & 2 HBP Conference Hall & Resource Centre 1.00 pm 2.30 pm Lunch 2.30 pm 5.30 pm Parallel Sessions 3, 4 & 5 HBP Conference Hall, Resource Centre & Viva Room 5.30 pm 6.00 pm Refreshment Break 4 ITRC CONFERENCE PROGRAMME DAY 2 13th April, 2011 (Wednesday) Venue: Conference Hall School of Housing, Building and Planning (HBP), USM 08.50 am 09:00 am Opening Remarks by Master of Ceremony 09.00 am 10.00 am Keynote Address 2 Mrs. Umairah Saad Senior Human Capital Manager Rapid Penang 10.00 am 10.30 am Refreshment Break 10.30 am 12.30 pm Parallel Sessions 6 & 7 HBP Conference Hall & Resource Centre 12.30 pm 1.00 pm Closing Ceremony by the Dean, School of Housing, Building and Planning Professor Ir. Dr. Mahyuddin Ramli 1.00 pm 2.30 pm Lunch 2.30 pm 5.00 pm Rapid Penang bus trip (Open to all participants) 5.00 pm 5.30 pm Refreshment Break End of Programme 5 ITRC CONFERENCE PROGRAMME DAY 1 12th April, 2011 (Tuesday) Time: 11.00 am - 1.00 pm PARALLEL SESSION 1 HBP Conference Hall Theme: Transport Operation and Management CODE Paper Title and Authors 001 Simulation Of Traffic Operation And Management At Malaysian Toll Plazas Using Vissim by Ahmad Hilmy Abdul Hamid (p.13) 025 Operational Efficiency And Automation In Public Transport Through Integrated Transit Management System (Itms) A Case Study Of Ahmedabad, India by Vivek Ogra and Aurobindo Ogra (p. 22) 026 Parking Pricing And Its Effect On Urban Traffic Management System Specially Traffic Congestion by Hamed Eftekhar and Riza Atiq Bin O.K. Rahmat (p.32) 028 Strategic Option Of Project Consultant Procurement Between Single And Multiple Contracts: Case Study Of MRT Construction Project by Athiwat Noonma and Vachara Peansupap (p.43) 040 Cargo Flow In Malaysia: Analysis Of Current Status On Federal Roads by Mimi Suriani Mat Daud, Intan Rohani Endut and Harlina Suzana Jaafar (p.53) 070 Driver`s Responsiveness To Congestion Pricing Policy by Kian Ahmadi Azari, Sulistyo Arintono, Hussain Hamid and Riza Atiq O.K. Rahmat (p.64) 6 ITRC CONFERENCE PROGRAMME DAY 1 12th April, 2011 (Tuesday) Time: 11.00 am 1.00 pm PARALLEL SESSION 2 HBP Resource Centre Theme: Environment and Sustainability CODE Paper Title and Authors 004 Analysis Of Travel Time Variability For Multi-Lane Highways by Khoo Hooi Ling (p.76) 009 Yes We Can ! Reduce Road Congestion And Co2 Emission By Introduction Of A New Intermodal Logistics Chain by Natasa Gojkovic Bukvic (p.85) 021 Comparative Assessment Of Trip Distribution In Skudai Town, Malaysia by J. Ben-Edigbe and A. Pakshir (p.95) 041 Traffic Flow Improvement At Signalised Intersections By Coordinating Signal Phases In Batu Pahat, Malaysia by Zareda Abu Bakar, Ismail Yusof and Mohd Erwan Sanik (p.107) 049 To Promote Future Sustainability With Integrated Design Of Urban And Transportation System by M. Z. Maleki. and M. F. M. Zain ((p.117) 054 The Assessment Of Significant Aspects And Impacts At Highway Construction Towards Sustainable Development by Alea Wahida Ismail, Sumiani Yusoff and M. Rehan Karim (p.126) 7 ITRC CONFERENCE PROGRAMME DAY 1 12th April, 2011 (Tuesday) Time: 2.30 pm 5.30 pm PARALLEL SESSION 3 HBP Conference Hall Theme: Road Safety CODE Paper Title and Authors 012 Investigation Of The Effects Of Rainfall And Traffic On Road Accidents by Md. Mahmud Hasan, Shamas Bajwa, Edmund Horan and Edward Chung (p.145) 033 Design And Development Of Smart Motorcycle Safety Vest (Sms-V) For Motorcyclist In Malaysia by Mohd Farriz Basar, Khalil Azha Annuar, Firdaus Ab Halim, Norhaslinda Hasim and Muhamad Khairi Aripin (p.154) 036 Study On Reliability Of Wire Rope Installation Along Malaysian Roads by Rashidah Ab. Rashid, Ismail Yusof and Mohd Erwan Sanik (p.166) 037 Prediction Of Accident Trend At Two-Lane Federal Highways Using Statistical Approach by Cik Wan Norbalkish Jusof, Ismail Yusof And Mohd Erwan Sanik (p.178) 038 Centerline Rumble Strips: A Review Of Application And Effectiveness by Mohd Hanifi Othman, Zaiton Haron, Khairulzan Yahya, Haryati Yaacob and Shamila Azman (p.191) 039 Shoulder Rumble Strips: A Review Of Application And Effectiveness by Mohd Hanifi Othman, Zaiton Haron, Khairulzan Yahya, Haryati Yaacob and Shamila Azman (p.203) 042 Investigation Of Type Of Damages Occurred On Malaysian Federal Road Route One (Ft01) At Selangor by Nurul Elma Kordi, Intan Rohani Endut, Bahardin Baharom and Md Yunus Ab Wahab (p.217) 076 Using Finite Element Analysis To Determine The Increasing Of Axle Load Factor Due To Increasing Axle Load Limit by Osama Mahmoud Yassenn, Mohamed Ahmed Hafez,Md Yunus Ab Wahab, Intan Rohani Endut and Bahardin Bin Baharom (p.228) 8 ITRC CONFERENCE PROGRAMME DAY 1 12th April, 2011 (Tuesday) Time: 2.30 pm 5.30 pm PARALLEL SESSION 4 HBP Resource Centre Theme: Pedestrian and Public Transport CODE Paper Title and Authors 015 Study Of Bus Lane Layout Efficiency In Tehran, Iran by Amiruddin Ismail, Mohammad Hesam Hafezi and Omran Kohzadi Seifabad (p.243) 016 Study On Organizing And Improving Walkways In City Centre Of Yasuj, Iran by Amiruddin Ismail And Omran Kohzadi Seifabad and Mohammad Hesam Hafezi (p. 256) 075 Developing A Methodology To Evaluate Impact Of Road Infrastructures On Different Modal Trips A Scenario Based Study by Mukti Advani and B.Kanagadurai (p.268) 078 Practical Evaluation Method For Pedestrian Level Of Service In Urban Streets by Zohreh Asadi Shekari and Muhammad Zaly Shah (p. 280) 081 Student Intercity Travel Characteristics By Stated Preference Method: A Case Study For Intercity Travel Between Parit Buntar, Penang And Kuala Lumpur by Angelalia Roza, Bayu Martanto Adji, Raja Syahira Raja Abdul Aziz and Mohamed Rehan Karim (p.293) 082 Potential Of Bicycle As Transportation Mode For Activities Around Campus by Bayu Martanto Adji, Angelalia Roza , Raja Syahira Binti Raja Abdul Aziz and Mohamed Rehan Karim (p.304) 084 Modes Of Transport Choice And Its Dependency In Pulau Pinang, Malaysia by Irin Caisarina and Hassim Bin Mat (p.314) 098 Travelling Characteristics of University Students' Bicycle Excursion to Cultural Heritage Sites: A Case of Lijiang, China by Xing Huibin and Azizan Marzuki (p.325) 9 ITRC CONFERENCE PROGRAMME DAY 1 12th April, 2011 (Tuesday) Time: 2.30 pm 5.30 pm PARALLEL SESSION 5 HBP Viva Room Theme: Issues in Transportation CODE Paper Title and Authors 053 Telecommutings Potential Contributing To Reducing Traffic Congestion: A Malaysian Perspective by Diana Mohamad and Matthew W. Rofe (p.340) 055 A Novel Road Extraction Method From Satellite Images As An Effective Step Toward Digital Map Generation, GIS And Intelligent Transportation System by B. Yousefi, Seyed Mostafa Mirhassani, M.Soltani, M.J. Rastergar Fatemi and H. Hakim (p.353) 064 Halal Transportation Technologies For Malaysian Halal Logistic by Raziah Noor Bt Razali, Mohamad Iskandar Bin Illyas Tan and Mohammad Ishak Desa (p.365) 073 The Needs Of Halal Transportation Control In Malaysia by Zuhra Junaida Bte Mohamad Husny, Mohamad Iskandar Bin Illyas Tan and Zaly Shah Bin Mohammed Hussein (p.378) 083 The Possibility Of Implementing Road Pricing Policy In Georgetown, Penang, Malaysia by Abu Bakar Bin Mat and Hiroo Ichikawa (p.388) 085 A Productivity Analysis Of Medium Seaport Container Terminal by Kasypi, M. and Shah, M. Z. (p.398) 099 The Assessment of Visual Impact On Highway Landscape Case Study: Butterworth-Kulim Expressway (BKE) Highway by Munira Zainol Abidin and Jamel Ariffin (p. 417) 10 ITRC CONFERENCE PROGRAMME DAY 1 12th April, 2011 (Tuesday) Time: 10.30 am 12.30 pm PARALLEL SESSION 6 HBP Conference Hall Theme: Transport Design and Technology CODE Paper Title and Authors 006 The Use Of Pretorsional Suspension On Monorail System by Mahmud Iskandar Seth A Rahim and Asyraf Ismail (p.431) 034 Finite Element Analysis Of Asphalt Pavement Rutting Using Viscoplastic Model by Amiruddin Ismail, Mohammed Hadi Nahi, A. K. Ariffin and Ramez Al-Ezzi Al-Mansob (p.442) 050 Performance Evaluation Of Asphalt Mixes Modified With Coconut Shells by Amiruddin Ismail, Ramez Al-Ezzi Al-Mansob and Mohammed Hadi Nahi (p.456) 057 Review of Fiber-reinforced Bituminous Pavement and Possibility of Using Oil Palm Fiber as Alternative Reinforcement Material by Zargar M., Ahmadinia E., Karim M.R., Mahrez A. (p.466) 059 Effect Of The Elongated Aggregate On The Marshall Properties Of The Pavements by Ahmadinia E., Zargar M. , Karim M.R. and Mahrez A. (p.486) 071 Typical Types Of Hot Mix Asphalt (Hma) Pavements Deterioration (Distress) And Maintenance Methods by Pourtahmasb, M.S. and Karim, M.R. (p.495) 11 ITRC CONFERENCE PROGRAMME DAY 1 12th April, 2011 (Tuesday) Time: 10.30 am 12.30 pm PARALLEL SESSION 7 HBP Resource Centre Theme: Urban Transport Development CODE Paper Title and Authors 008 Factors Affecting Transportation In Africa by Massuod Ali Ahmed Abuhamoud, Riza Atiq O.K Rahmat and Amiruddin Ismail (p.507) 013 Growth And Challenges Of Malaysian Urban Transportation by Aldukali Salem I. Almselati, Riza Atiq O.K Rahmat and Othman Jaafar (p.514) 044 Comparison Of Accessibility Between Honeycomb And Terrace Housing by Rahaya Bt Md Jamin and Hassim Bin Mat (p.522) 047 Analysis Of Traffic Flow Characteristics In A University Setting by Abdul Azeez Kadar Hamsa (p.535) 074 Urban Growth And Its Implication On Home And Workplace Location: A Conceptual Framework by Syra Lawrance Maidin and Jamilah Mohamad (p.546) 077 Regression Analysis Of Land Use And Private Vehicle Usage In Urban Area by Mehdi Moeinaddini and Muhammad Zaly Shah (p.558) 12 THEME : TRANSPORT OPERATION AND MANAGEMENT 13 001 SIMULATION OF TRAFFIC OPERATION AND MANAGEMENT AT MALAYSIAN TOLL PLAZAS USING VISSIM Ahmad Hilmy Abdul Hamid Universiti Sains Malaysia, Pulau Pinang, Malaysia hilcom@usm,my ABSTRACT: Congestion problems at toll plazas are becoming a pressing issue in Malaysia. VISSIM, a micro-simulation software, is used to investigate various traffic operations and management configurations at several toll plaza locations in Malaysia. The study made simulation models of the selected toll plaza operations. It was found that traffic volumes, toll booths orientation, storage capacity and types of toll service have influence on traffic operations and efficiency of the toll plaza. A preliminary table of recommended configurations for different traffic conditions and toll plaza setup is proposed. A more detailed study is suggested to enhance the proposed recommendations. Keywords: Toll Plaza, Simulation, Traffic Operations, VISSIM, Payment System, Traffic Management 1. INTRODUCTION Within the decade of 1990 to 2000, toll roads became the preferred financing model for Malaysian policy makers following the success of the North-South Expressway project (PLUS) which used the closed-toll road system. Road users pay for the distance they travel in the closed-toll system at their exit points. Whilst the PLUS highway served to connect the North and South states of Peninsular Malaysia, a significant number of toll roads were introduced within the city of Kuala Lumpur, the economic capital of the country. These toll roads were mostly of the open-toll system where road users pay a fixed amount when they enter and exit the road system. Initially, the toll roads received lukewarm acceptance as the city dwellers frowned on the need to pay for the privilege of using the toll roads. Some journeys required that users pay several Ringgits per direction using routes that may have more than one toll plazas. As the city grew and new developments started on the fringes of the city, the toll roads began to be the preferred routes for commuting traffic. Over the years, more and more users opted for toll roads in search of faster and smoother journeys to and from their homes. The PLUS highway too became a life line to many towns and upcoming cities in the country. Previously unthinkable inter-city commuting journeys became quite attractive as the highway provided fast and relatively economically transport option. 14 The absence of a strong medium distance public transport system virtually forced commuters to use the toll highway. 2. CONGESTION ISSUE Toll roads were put in place primarily to offer the following: i) A quick approach to providing needed infrastructure by utilizing private investment funding in lieu of the limited resources available to the federal or local government ii) Alternative routes for users who are willing to pay against the free but older and congested routes As the years went by, more and more users ply the toll roads accepting that comfort was paramount as oppose to the daily back-breaking slow moving and hectic traffic. Recently, what was meant to ease congestion is itself a cause of congestion. The sheer volume of traffic during the morning and evening peak hours has stretched the present toll system in Malaysia teetering on the brink of failure in terms of level of service and comfort. When previously, congestions may occur on the road link, it is common these days in Malaysia to have heavy congestion at the entrance or exit of toll road systems Various measures such as the use of Touch-N-Go cards and Smart Cards for toll payment system and multiple toll booths for better traffic management have been introduced to avoid or at least reduce congestion at toll plazas. Presently, however, those measures are only useful during the off-peak hour periods. It was thought that better understanding of the cause and effect besides the obvious over-saturated demand on the toll plaza setup needed to be made. 3. PREVIOUS STUDIES Polus and Reshetnik (1997) proposed a chart for determining the number of automatic lanes against desired throughput. Tables of toll booths gate assignments for various flow scenarios was also proposed by Pratelli and Schoen (2003). An optimal lane configuration model using Queuing Theory and Mathematical Programming was presented based on historical data by Kim (2007). Those studies relied on site specific inputs for their outcomes but the methodologies provide an avenue for us to develop and compare results. Some simulation approaches to toll 15 studies were also made Xiuli (1999) and Ito (2004) but not for forecasting toll system performance. 4. TOLL PLAZA DESIGN REQUIREMENTS The design of toll plazas in Malaysia is subject to guidelines provided by the Malaysian Highway Authority (MHA). These guide notes are adapted from other international guidelines for toll facilities. Inherently, local needs in terms of level of service requirements or physical layout configurations are subject to the operators own interpretation. The most likely approach would be the use of demand estimates versus service capacity which in turn is based on available recorded experiences. The more recent toll plazas are built in retrospect of the older toll plazas which are found on the PLUS toll road network. The one advantage of the toll traffic system despite the subjective design reference is that vehicles will keep on moving along until the system becomes saturated and even that saturated situation will subside after a certain period until the next cycle of saturation recurs. This apparently working condition however may camouflage any lacking or improper design that exists in the system. Often, the retro-fitting approach is applied once the conditions are intolerable to the users. In fact, the threshold for determining intolerable conditions is itself quite dubious and unclear. 5. SIMULATION MODELLING STUDY An on-going study is presently underway to address several of the issues raised above. The most appropriate approach for studies of this kind is simulation modeling. Obviously, an actual on-ground or live experiment is almost impossible not because that they might not work but mainly due to the skepticism and reluctance of the toll road operators to test new unproven proposals from third parties. A simulation study does away with the dangers of blunders which are the main fear of the toll operators whilst providing a safe haven for studying various toll plaza configurations and traffic management systems. VISSIM is a software package capable of multi-modal micro-simulation of traffic movements and interactions. The modes of traffic relevant to toll plaza simulation include motorcycles, cars, vans, lorries and buses. Further breakdowns of vehicle types are possible via a vehicle definition module within VISSIM. The software also 16 provides 3D model views which gives clearer scenario appreciation besides collating the necessary traffic data deemed relevant for the study. Table 1 below shows the input and output parameters that are required and obtained for a typical simulation run for VISSIM. Table 1. Toll Plaza Simulation: Input and Output Parameters Input Output 1. Vehicle Volumes 2. No of Toll Booths 3. Size of waiting area 4. Types of payment system 5. Traffic access arrangement 1. Average delay 2. Total delay 3. Average no. of vehicles processed per booth 4. Total no. of vehicles processed Figure 1 shows a typical toll plaza layout that can be configured in VISSIM. Besides actual site layouts, proposed or future layouts may also be configured for testing as long as the scale or dimensions of the study area with respect to vehicular sizes are maintained. This flexibility allows for changes in the toll plaza layout to be studied. The primary elements within VISSIM that needs to be calibrated to site or local conditions are speed distribution, vehicle type distribution and if necessary vehicle dimensions. Once these parameters are established the simulation run can proceed as the software caters for vehicular interaction automatically. Using probabilistic conditions, vehicles will select available toll booths randomly subject to space constraints in the queuing area. Any preset traffic arrangements such as heavy goods vehicles (HGV) keeping to the left (right-hand drive) of the toll plaza maybe implemented using a routing module provided in VISSIM. Safety conditions in the queuing area are maintained via traffic interaction rules which are placed at potential merging and diverging areas before and after the toll plaza. 17 Figure 1. Toll Plaza Layout Configured in VISSIM Figure 2 shows the 3D model screen capture of the toll plaza operation running using VISSM. Figure 1. 3D Model of Toll Operation using VISSIM It was hypothesized that toll plaza configurations are primarily related to the volume of vehicles and type of payment system implemented. Toll plaza configurations include size of queuing area, toll booth arrangements and traffic access instructions. Simulation runs were made for several combinations of vehicle volumes and toll plaza configurations to obtain some preliminary data for analysis. 18 Case studies of several existing toll plazas on the PLUS highway were made to establish current operating conditions for reference. The configurations to those existing toll plazas were then modified within the simulation model and their operational differences observed. Table 2 shows the case studies data from site and simulation runs. Table 2. Case Study Data: On-site and Simulations Runs Case Study Location No of Toll Booths Parameters Observed On Site Data Simulation Data (Modified toll plaza configuration) Sungai Dua Toll Plaza 7 parallel 5 series Delays Nos.Vehicles Processed 8 mins 1500 / hr 5 mins 1800 / hr Juru Toll Plaza 4 parallel 8 series Delays Nos.Vehicles Processed 16 mins 2600 / hr 12 mins 2800 / hr Sungai Petani Toll Plaza 4 parallel 2 series Delays Nos.Vehicles Processed 17 mins 900 / hr 13 mins 1100 / hr 6. PROPOSED TOLL PLAZA CONFIGURATIONS The provision of toll booths and its payment collection system at toll plazas in Malaysia has so far been a trial and error exercise. Often, after several years of operation, toll operators are faced with high occurrence of congestion at their entry and exit points. A proposal is made here to recommend a suitable configuration that maybe adopted for a particular toll plaza site (new or existing) depending on the volume and composition of traffic expected or prevailing at that site. Table 3 shows the preliminary proposed design table for toll plazas. 19 Table 3. Preliminary Proposed Design Table For Toll Plazas Number of vehicles (per hour) Traffic Composition (% HGV) No of Booths required Payment Collection system Type Nos. < 1000 < 5% 5-10% 10-20% 20-30% 3 Manual TNG Smart Card Hi-Speed Auto Detect 1 1 1 0 1000-3000 < 5% 5-10% 10-20% 20-30% 4-6 Manual TNG Smart Card Hi-Speed Auto Detect 2 2 2 0 3000-5000 < 5% 5-10% 10-20% 20-30% 6-12 Manual TNG Smart Card Hi-Speed Auto Detect 3 6 2 2 5000-10000 < 5% 5-10% 10-20% 20-30% 12-20 Manual TNG Smart Card Hi-Speed Auto Detect 4 8 4 4 7. CONCLUSION The advent of toll roads provided an alternative route choice for smooth, high speed and safe travel for daily commuter within a city or between cities. As the number of road users opting for toll roads increase the toll gates become hot-spots for congestion sometimes to intolerable conditions. Efforts should be made to facilitate the provisions of toll plazas with anticipated design requirements that will allow toll gates to be responsive to the traffic demands. While admittedly, over saturated demand can never be satisfied, the amount of traffic below the saturation volume can still be catered for if careful considerations are made on time at the right location. Further studies are necessary but intuitively, not all toll plazas congestion is caused by over saturated demand. The precise remedy however requires site specific scrutiny and is locality dependent. The proposed preliminary toll plaza design table is hoped to be a starting point of reference for such a remedy for Malaysia and other countries. Simulation modeling in particular the VISSIM package can help operators and policy makers determine their best option for implementation. 20 8. ACKNOWLEDGMENT This research was funded by Universiti Sains Malaysia via its Research Creativity and Management Office (RCMO) short-term grant. 9. REFERENCES Seongmoon Kim (2007) Modeling Decisions for the Time-Dependent Optimal Lane Configuration Policy with Queueing Theory and Mathematical Programming, V. Torra, Y. Narukawa, and Y. Yoshida (Eds.): MDAI 2007, LNAI 4617, pp. 489499, 2007, Springer-Verlag Berlin Heidelberg Ito, T. (2004) Simulation-based analysis of traffic jams at toll plaza with ETC gates, Proceedings of the Japan/USA Symposium on Fexible Automation, Denver, CO, July 19-21 Ito, T. and T. Hiramoto. (2004) Process simulation model towards analysis of traffic jams around toll gates, Information Technology Letters, Forum on Information Technology 2004, LO-002. (in Japanese) A Pratelli, Universit di Pisa; F Schoen, Universit di Firenze (2003) IT, Optimal design of motorway toll stations, European Transport Conference Krajzewicz, D., G. Hertkorn and P. Wagner. (2002) An example of microscopic car models validation using the open source traffic simulation SUMO, Proceedings of the 14 th European Simulation Symposium, October 23-26, Dresden, Germany, pp.318-322. Horiguchi, R. and M. Kuwahara. (2000) A theoretical analysis for the capacity of toll plaza partially with ETC tollgates, J. of Japan Society of Civil Engineers, No.653/IV-48, pp.29-38. (in Japanese) van Dijk, Nico M., Mark D. Hermans, Maurice J. G.Teunisse, and Henk Schuurman. (1999) Designing theWesterschelde tunnel toll plaza using a combination of queueing and simulation. In Proceedings of the 1999 Winter Simulation Conference, pp.1272-79. Pursula, Matti. (1999) Simulation of traffic system: An overview. Journal of Geographic Information and Decision Analysis 3 (1): 1-8. Chao, Xiuli. (1999) Design and evaluation of toll plaza systems. Technical report, Department of Industrial and Manufacturing Engineering, New Jersey Institute of Technology. Polus A.(1998) Dynamic equilibrium and concepts of toll-plaza planning. Traffic Engineering and Control, 230-233. Belenky, A. S. (1998) Operations research in transportation systems: Ideas and schemes of optimization methods. Norwell, MA: Kluwer Academic. 21 Abishai Polus and Israel Reshetnik (1997) A new concept and a manual for toll plaza planning, Can. J. Civ. Eng. 24: 532.538 Al-Deek H.M., Mohamed A.A. and Radwan A.E. (1997) Operational benefits of electronic toll collection: case study. ASCE J. Transpn Engng, vol. 123, 467-477. Burris, M.W., and E. D. Hildebrand. (1996) Using microsimulation to quantify the impact of electronic toll collection. ITE Journal 66 (7): 21-25 Polus A. (1996) Methodology and simulation of toll-plaza analysis. Road and Transport Research, vol. 5. Matstoms, Pontus. (1995) Queue analysis for the toll station of the resund fixed link. Technical report, VTI, SE-581 95, Linkping, Sweden. Gulewicz V. and Danko J. (1994) Simulation-based approach to evaluating optimal lane staffing requirements for toll plazas. Transp. Res. Record 1484, T.R.B., 33-39. Betr B., Schoen F. and Speranza M.G. (1991) Discrete-Time Point Processes: Applications to Road Traffic. in Papageorgiou M. (ed.) Concise Encyclopedia of Traffic and Transportation Systems, Pergamon Press, New York, pp. 101-106. Betr B., Schoen F. and Speranza M.G. (1987) Dynamic estimation of queue behaviour in urban traffic, EJOR 31, pp. 368-375. Edie L.C. (1954) Traffic delays at toll booths. Journal of the Operations Research Society of America, vol. 2, 107-138. 22 025 OPERATIONAL EFFICIENCY AND AUTOMATION IN PUBLIC TRANSPORT THROUGH INTEGRATED TRANSIT MANAGEMENT SYSTEM (ITMS) A CASE STUDY OF AHMEDABAD, INDIA Vivek Ogra1 Aurobindo Ogra2 1 Director Technology & Innovation, Vbsoft India Ltd., Ahmedabad, India 2 Lecturer Department of Town and Regional Planning Faculty of Engineering and the Built Environment University of Johannesburg, South Africa 1 Email: vivek@vbsoftindia.com; 2 Email: aogra@uj.ac.za Abstract: Enhancing the efficiency of public transit operations is a continual challenge for public transport authorities and operators. Key tasks associated with the system involve number of different people performing individual tasks like: Ticket sales, the cashier, the ticket inspector on the vehicles, control center operations team etc. The transit operations have over a period of time moved from standard tickets through manual system or other informal basis to completely automatic systems involving electronic fare collection systems, automated vehicle location system, vehicle scheduling, passenger information etc. The upward transition of infrastructure in terms of quality and availability demanded introduction of more automated methods and tools to be put in place for transit managers and operators ensuring high productivity environment which is driven by predictable management system. The paper discusses a case study of Integrated Transit Management System (ITMS) adopted for Bus Rapid Transit System (BRTS) for City of Ahmedabad, India. ITMS is expected to meet the corporate objectives of enhancing service standards, bring in commuter market approaches, better organization of planning and operations; integration of Para-transit, integration of control, capital improvements, marketing, and automate collection and payment of transit fares. Based on the initial results, the paper discuss the components of the ITMS with its aim to provide world class transit experience embarked on the project to implement which would provide stakeholders and operations with a system to bring in world class operational efficiency and automation for its transit operations. The paper discuss how ITMS enables transport organization to automate its financial characteristics, operational characteristics, better insight into passenger profiles, perform route analysis to optimize on operational efficiency, service consumption, perform functional area productivity analysis and thereby creating a sustainable public transport as a preferred user choice by citizens. Keywords: Public Transport, Operational Efficiency, Integrated Transit Management System (ITMS), Sustainable Transport 1. INTRODUCTION Enhancing the efficiency of public transit operations is a continual challenge for public transport authorities and operators. Key tasks associated with the system involve number of different people performing individual tasks like: Ticket sales, the cashier, the ticket inspector on the vehicles, control center operations team etc. The transit operations have over a period of time moved from standard tickets through 23 manual system or other informal basis to completely automatic systems involving electronic fare collection systems, automated vehicle location system, vehicle scheduling, passenger information etc. The upward transition of infrastructure in terms of quality and availability demanded introduction of more automated methods and tools to be put in place for transit managers and operators ensuring high productivity environment which is driven by predictable management system. (Ogra 2010). The public transit requires increased coordination and mechanisms like organizational coordination, contractual coordination, partnership coordination, and discursive coordination (Sorensen and Longva, 2010). The Intelligent Transportation System (ITS) is the most important approach accepted worldwide to solve traffic and transportation issues at intra-city / inter-city level. The Advanced Public Transport System (APTS), forms one of the sub-sector of transportation system which has remained in focus during the recent years. Currently, the most significant in public transportation system in cities is the inadequate application of appropriate technology environment in which its working in terms of technologies of modern communication system, information, electronics controlling, Global Positioning System (GPS), Geographic Information System (GIS) etc. The APTS should essentially be perfected in terms of : Intelligent public transport dispatch model restricted by urban transit capability, dynamic evaluation model of public transit service level according to the road status, automatic public transit dispatch model according to the demand status of the public transit, intense combination of the actualization of the intelligent public transit systems construction, operation, and urban planning, and integration of MIS with intelligent public transit dispatch system (Guohua et al 2007). Indian cities rely predominantly on public transport and public transit service is important in order to meet the rapidly growing mass mobility. Most of the cities represent the public bus transit service as inadequate, operational issues, declining ridership, declining productivity, persistent losses despite rapidly increasing fares (Badami and Haider 2007). 24 2. METHODOLOGY The paper highlights the role of technology perspective to manage the public transit activities in a highly coordinated manner leading to a high productivity environment and reliable services to the users. The analysis of the official documents on BRTS has been made to identify the dimensions of public transit and technology applications. The paper focuses on the Integrated Transit Management System (ITMS) of the technology innovations / applications landscape of Bus Rapid Transit System (BRTS) of Ahmedabad city in Gujarat, the seventh largest metropolis in India. 3. CASE STUDY AHMEDABAD, INDIA 3.1 City Profile & Public Transport The city of Ahmedabad is the seventh largest metropolis in India founded in 1411 AD as a walled city on the eastern bank of river Sabarmati. As per 2001 census, the population of the urban agglomeration was recorded as 4.5 million, as compared to 3.31 million in 1995. The city once recognized as the Manchester of India on account of its textile industries, continues to be one of the most important centers of trade and commerce in western India. The city can be well understood by its institutional structure and represents the jurisdictions of Ahmedabad Municipal Corporation (AMC), Ahmedabad Urban Agglomeration (AUA), and Ahmedabad Urban Development Authority (AUDA) areas. The AMC covers a jurisdiction area of around 190 sq. kms, AUA covers 350 sq. kms and AUDA covers 1330 sq. kms. The city continues to be recognized as having large concentration of economic activities. Of the 4859 factories in the city, the largest share is chemical and petrochemical industries which accounts to 29% of the industries, followed by textile industries accounting to 12%. Around 40% of the city area is under residential, followed by 15% area under industrial. Of the total population of AUA, around 78% resides in the municipal area. As observed from the land use and spatial structure, the city continues to be relatively compact, and due to the rapid urbanization, this has led to the spillover of population and spread of new settlements outside the city limits (CDP, Ahmedabad 2006). 25 Figure 1. Spatial Distribution of Residential and Commercial Areas, Ahmedabad Source: BRTS, Ahmedabad (2006) Public Transport facilities in Ahmedabad are facilitated by Ahmedabad Municipal Transport Service (AMTS) under the municipal body. The AMTS operates 550 buses per day, catering to more than 650,000 passengers. The buses cover around 150 routes and makes around 250,000 trips per day. The services area of AMTS is more than 375 sq. kms and covers city and peripheral areas. According to AMTS, as per 2005, the fleet size of buses, number of routes, service kilometers per day, buses per 100,000 population, and number of passengers per day has decreased and number of services were cancelled on account of: poor connectivity in peripheral areas, inadequate parking facilities, lack of pedestrian facilities, inefficient public transport system etc. Table 1. AMTS Service Indicators (2000-2005) Source: City Development Plan (CDP), Ahmedabad, 2006 Year Fleet-size(Buses) No. of Routes Service kms per day Buses per 100,000 of population No. of passengers per day 2000 942 144 155675 22 757852 2001 886 140 151245 21 678861 2002 801 136 124375 18 574257 2003 687 115 81802 15 385682 2004 601 110 76028 13 325378 2005 540 117 77411 11 349653 26 Figure 2: AMTS Routes, Ahmedabad Source: BRTS, Ahmedabad (2006) 3.2 Need for Operational Efficiency The declining occupancy ratio from 71% to 54% from 1992 2005, were clear indicators of declining public transport efficiency. Looking at the declining issues related to fleet size, number of routes, serviceability and ridership etc, a need was felt for providing a sustainable solution which could address all such issues which were responsible for inefficient public transport. The AMTS was under considerable pressure to cater to social responsibilities besides the financial issues related to maintaining the existing fleet. The absence of effective monitoring system, infrastructure facilities, fleet utilization etc additionally resulted in the deterioration of operational efficiency and efficient management of services. 27 Figure 3: BRTS Corridors Source: BRTS, Ahmedabad (2006) 3.3 Models Identified and Options Adopted In order to address some of the issues associated with public transport, and to promote sustainable intra and intercity, regional transport facilities, a number of initiatives were evaluated to provide quality transit services and solutions. The key stakeholders associated from the Government of Gujarat considered number of options for providing efficient public transport facilities like introducing: metro rail system, regional rail system, bus rapid transit system, and regular bus system (ITF 2010; BRTS 2006). For intra city needs, BRTS was considered as the option to be progressed with for implementation. The BRTS was developed as a strategic intervention for addressing the issues related to public transport transit besides environmental, operational, management and other operational issues. 3.4 BRTS Introduction The BRTS started its first operations in 2009, and was awarded with Best Mass Transit Award-2009 by Ministry of Urban Development (MoUD), Government of India and Most Innovative Initiatives Award in Dec 2010. The system has been in operation since 2009, and carried more than 90000 passenger daily with its fleet of 55 buses covering 40 kms of BRTS network within its first year. This BRTS is the first full BRTS systems in India operating as a closed system. Within first four months of its inauguration, the ridership doubled, and gained significant public response for its efficient, reliable, and quality service. The public rating for the system has been recorded on an average of 9 on a scale of 10. Key Statistics BRTS Operations 28 Table 2: Key Operational Indicators of BRTS, Ahmedabad Source: BRTS, Ahmedabad (2006, 2010) Key Indicators 1st month 8th month After 12 Months Fleet Size (Buses) 18 39 50 Route- Total Kms of length 12 kms 25 kms 40 kms Average Total Kms / day 3640 kms 8665 kms 11500 kms Operational Timings 07:30 hrs 22: 30 hrs 06:00 hrs 23:30 hrs 06:00 hrs 23:30 hrs Frequency of Buses (peak hours) 5 min 3-4 min 2.5-4 min Frequency of Buses (off-peak hours) 10 min 6-12 min 6-8 min Total passengers 536749 1587426 (196% increase) 2790000 (420% increase) Average ridership/day 17315 51207 (196% increase) 90000 (420% increase) Average pax/bus/day 962 1313 (36% increase) 1800 (87% increase) Total Revenue in 1 month (INR) 2511888 8684495 (246% increase) 17980000 (616% increase) Average Revenue per day (INR) 81029 280145 (246% increase) 580000 (616% increase) 3.5 Technology Drivers behind Successful Operations of BRTS Besides a well thought planning and scaling of BRTS, the earlier focus remained on the designing and construction of the BRTS. The system included in its early and later stages much focus on delivery of superior quality transit through innovative technology / applications using indigenously developed methods and innovations. The technology applications adopted for the BRTS are in three broad areas: RFID based bus docking mechanism Integrated Transit Management System (ITMS) Area Traffic Control System 3.6 ITMS Components In order to enable BRTS automate its financial characteristics, operational characteristics, better insight into passenger profiles, route analysis to optimize an operational efficiency, service consumption, functional area productivity analysis, the following components were considered in the ambit of ITMS solution landscape : 29 Figure 4: ITMS Integrated View, BRTS, Ahmedabad Source: Ogra, V. (2010); AMC (2010) Automated Fare Collection System (AFCS) Passenger Information System (PIS) Automated Vehicle Location System (AVLS) Infrastructure Landscape Other ITS Information Sub-systems 3.6.1 Automated Fare Collection System (AFCS) AFCS is an automated revenue collection system facilitating purchase and use of pre-tickets through an electronic systems to permit access to/ from the transit stations and buses. The 62 bus stations facilitate easy access to transit services. The present system provides information on passenger flows by each station, ticket statistics and other details in real time by the central server. The automated system has enabled in avoiding revenue leakages and has facilitated easy way of revenue collection. The passenger origin-destination data provides route structure for BRT operations and also provides rationalized routing plan for AMTS. Within one year of successful operations, the average revenue per day has increased to 616% since its initial operational month. 30 3.6.2 Passenger Information System (PIS) The buses and the bus stations are equipped with LED panels, audio systems providing route information, arrivals, departures, next vehicle, next station, display announcements etc. The user satisfaction survey carried out by operating agency on the passengers at the end of its 11 months commercial operation showed an average rating of 9.0 out of 10 from its users. The survey is focused on various dimensions like safety, operator driving, frequency of service, ease of fare payment and cleanliness at stations. 3.6.3 Automated Vehicle Location System (AVLS) The buses are equipped with GPS Console and GPRS technology is used to track the vehicle operations. The status of bus schedules is controlled by control center which monitors all the buses on real time, and this facilitates operations of PIS, vehicle kilometer count, speed monitoring and instructions to slow down / go fast depending on the bus schedule. At the end of 11 months of commercial operation, over 95% of departures are on time (+/- 90 sec time), 65% of arrivals were on time, 22% arrived before time and 13% delayed. 3.6.4 Infrastructure Landscape The infrastructure landscape of ITS includes data center, disaster recovery site, control center, training center, bus station infrastructure, bus infrastructure, communication infrastructure, operations, management and management services, ticket operations, control center operations, and depot management system (under implementation). The analysis of data through specialized reporting structures on multiple dimensions facilitates transit managers to plan and manage transit services in a highly efficient manner. 3.6.5 Other ITS Information Sub-systems This includes operations, management and maintenance services like: ticket operations, control center operators at various levels like control center, technical operators, and bug fixing and roll out; system administration and database administration, ticket terminal operations, overall operations of AFC, vehicle monitoring and communication services, incident management system, vehicle scheduling and dispatch service, passenger information system, bus terminal management system, depot management system. 31 4. CONCLUSION It is evident from the case study that a considerable number of urban transit commuting can undergo a transformational stage in terms of ridership, patronage, revenue enhancement with high quality transit service. The appropriate technological landscape through ITMS can improve reliability, frequency, customer convenience, safety, user satisfaction and improved travel speed. The adoption of such system can improve the rapid mobility across cities without compromising in terms of flexibility, cost and convenience. 5. REFERENCES Badami, M.G, Haider, M. (2007). An Analysis of Public Bus Transit Performance in Indian Cities. Transportation Research. Part A 41, 961-981 Bus Rapid Transit System, Ahmedabad (2006). Detailed Project Report, Phase-1 : GIDB, AMC, AUDA and CEPT University. Bus Rapid Transit System, Ahmedabad (2010). Monthly BRTS Reports, Accessed on 10 Jan 2011: http://www.ahmedabadbrts.com/News.html City Development Plan, Ahmedabad (2006). Jawaharlal Nehru National Urban Renewal Mission. Ahmedabad : AMC, AUDA, CEPT University. Guohua, Z., Ming, L. and Jingxia, W. (2007). Application of the Advanced Public Transport System in Cities of China and the Prospect of its Future Development. Journal of Transportation Systems Engineering and Information Technology, 7(5) 24-30. International Transport Forum (2010). Transport and Innovation Unleashing the Potential, 26-28 May, Leipzig. Ogra, V. (2010). Integrated Transit Management System (ITMS), Ahmedabad Janmarg Limited (unpublished case paper). Sorensen, C.H, and Longva, F. (2010). Increased Coordination in Public Transport Which Mechanisms are Available ?. Transport Policy,18 (2011) 117-125. 32 026 PARKING PRICING AND ITS EFFECT ON URBAN TRAFFIC MANAGEMENT SYSTEM SPECIALLY TRAFFIC CONGESTION Hamed Eftekhar1 And Professor Ir. Dr. Riza Atiq Bin O.K. Rahmat2 1, 2 University Kebangsaan Malaysia (UKM), Bangi, Malaysia Eftekhar.hamed@Live.com riza@vlsi.eng.ukm.my ABSTRACT: These days large cities are facing highly increase in populations and car dependency. In this condition an efficient urban traffic management system playing very important role to handle issued problems. Urban traffic management system divided to two main parts. First one which is considered more yet is; current traffic and second one; quite traffic (parked vehicles) and its effects on current traffic have been considered less .Parking management is known as one of the most important tools in urban management. There are different items regarding to parking management that one of the most important one of them is parking pricing which has tremendous effects in an efficient urban traffic management system. In this paper we will discuss on why parking pricing and with an study case (UKM) will see how we can implement and predict about parking pricing and its affects parking demand and traffic volume and also mention how parking pricing can be considered as the second most effective congestion reduction strategy (after peak-period congestion pricing and before Vehicle Miles Traveled (VMT) taxes, fuel taxes and pollution emission fees). Keywords: Parking, Parking Pricing, Parking Management, Parking Pricing Strategies, Parking Revenue. 1. INTRODUCTION As usual usage of automobile during 24jam is almost 1-2 hours and its parked for remain almost 22 hours which requires lots of parking. There are 3 to 6 parking spaces per vehicle (one at workplace, one at home, and various places such as street side and shoppings, school, and parks area) in most communities. Providing this parking facilities even in an ordinary urban area are costly since there are land, operation and construction costs that come to almost $500 to $for each parking space. Sometimes even value of parking spaces is more than vehicles that occupied them, yet mostly parking facilities are unpriced since there are indirect or hidden costs such as taxes, lower usage and so one. There are direct or indirect payments for parking facilities so really free parking not exists. Direct pricing of marking facilities are more recommended by many experts and for variety reasons many cities, campuses and commercial buildings are expanding when and where parkings priced. Several current trends increase the justification for parking pricing, including increased urbanization and land costs, increased concern about vehicle traffic external costs ( congestion, sprawl, accident, 33 pollution), and improved pricing technologies. However, unpriced parking is well established, so parking pricing implementation requires overcoming various political, institutional and technical obstacles. Care is required to address potential problems and communicate the benefits. Parking pricing is just one of the several parking management strategies, as Summarized in table 1. If parking pricing implemented as a part of an integrated parking management program that includes support strategies such as improved user information, increased parking options, and better enforcement it tends to be most effective and beneficial. Based on our goals from parking pricing and their priority we make decision which and what kind of parking rates are more proper for any specific case. Main goals of parking pricing are: Car dependency reduction; tends the motorists to switch transportation especially in the existence of alternative transportation (public) modes. Demand management; set charges to attain above 80% parking-lots occupancy. Encourage users to chose uncongested times rather congested times by offering variable rates. Revenue generation; set the rates to gain maximum revenue. Expand when and where parking is priced. Motorist convenience; charges only when its needed, minimizing cost and provide discounts and exemptions, such as low monthly passes. Parking pricing is a suitable choice almost anywhere parking is congested. Experts recommend setting prices to maintain 85-90% occupancy rates; this is called performance-based or responsive pricing (Shoup 2005). Parking pricing affects transportation system from several aspects such as: vehicle ownership reduction (especially residential parking pricing); destination (switchs to the cheaper parking areas); mode shifts from private vehicle to public transport, ridesharing, cycling, walking; changes in trip making schedule from priced to free or underpriced periods; change in parking location (to the cheaper or free parking lots); and reduce stop duration. Also Demographic, geographic and economic factors tends to these changes; Greater impacts are likely to result of drivers lower income, more optional trips, and if the commuters have a better mode, destination and parking options. Parking pricing also reduce traffic congestion by decreasing traffic caused by motorists who are looking for an unoccupied parking lots and shifting to the alternative modes, particularly if implemented widely throughout an urban region 34 and in conjunction with other demand management strategies (Booz Allen Hamilton 2006). This leads to increase economic productivity (Roth 2004 &1965). Surveys shown 8-74% of traffic congestion in commercial centers is made by vehicles cruising for an on-street parking space since its usually unpriced (Shoup 2004). Modeling by Deakin (1996) estimated that in Southern California (all values in 1991 dollars): A 10 per vehicle-mile congestion fee reduces VMT (Vehicle Miles Traveled) 2.3% and congestion delay 22.5% (Congestion delay/VMT ratio = 9.8). A $3.00 per day parking fee would reduce VMT 2.7% and congestion delay 7.5% (Congestion delay/VMT ratio ratio=2.8). A 2 per vehicle-mile VMT fee reduces VMT 4.4% and congestion delay 9.0% (Congestion delay/VMT ratio = 2). A $0.50 fuel tax increase reduces VMT 4.1% and congestion delay 6.5% (Congestion delay/VMT ratio ratio=1.6). A 1.0 per vehicle-mile emission fee reduces VMT 2.2% and congestion delay 3.0% (Congestion delay/VMT ratio=1.4). Above ratios shown that parking pricing can consider as the second most effective congestion reduction strategy, less effective than peak period congestion pricing and more effective than flat VMT fees, fuel taxes and pollution emission fees. 1.1 Efficient Parking Pricing Parking pricing is significantly appropriate: Where parking facilities are costly, land is valuable or parking facilities are structured. Commercial centers with more than 5000 employees, since beyond this size surface lots cant satisfy total parking demand, so costly structured parking facilities required. Where they want to encourage commuters to the alternative modes of transit to reduce traffic congestion, fuel consumption and pollution emissions. In the areas where environmental protection and livability effort to decrease impervious surface area and (portion of paced land) and total vehicle travel. Where development affordability is an important object. When owners or governments assets need additional revenues. 35 Generally efficient and fair parking prices are set to equal marginal costs, except if a subsidy is particularly justified, for example to aim fairly or strategic development. Marginal pricing also prevents municipality from spending $2 value of resources to provide parking spaces for which users only worth at $1. Direct parking payment enable that users to save money if decrease their parking expenditures. For example if parking packaged with housing so tenants should pay for parkings facilities regardless of whether or not they need them, but if residential parkings are priced separately so tenants can save money if they decrease their vehicle ownership. Correspondingly if employee directly pay parking fee so they can save money by using alternative transit modes, an option not available if unpriced parking is an automatic employee benefit. Under current parking pricing, saving through parking costs reduction are dispersed through the economy while in an efficient pricing returns more savings to individual users who discount their parking utilization. Table1, Current parking pricing VS efficient parking pricing (Litman 2010) Current parking pricing Efficient pricing Motorists reduces parking costs (Reduce vehicle ownership and vehicle, uses less costly parking spaces) Reduced parking costs ( Reduced parking congestion, reduces need to build and maintain parking facilities) Money saving (Widely dispersed through economy) Motorists reduces parking costs (Reduce vehicle ownership and vehicle, uses less costly parking spaces) Reduced parking costs ( Reduced parking congestion, reduces need to build and maintain parking facilities) Money saving (Returned to the individual motorist) As its shown in above table in an efficient parking pricing motorists affects directly by saving more money if they reduce or optimize their vehicle ownership and parking demand. 1.2 Use of Revenues Revenues from net parking can use in various ways: 36 Returning parking pricing expenditures (equipment, enforcement, user information, etc.). Returning parking facility construction, operation and maintenance system expenses. Returning the equivalent of rent and taxes on parking facilities. For example, an urban parking program can generate net revenues equivalent to what would be earned if the facilities were privately owned and paid rent on the land and taxes on facilities and profits. Parking and transportation management system expenses, including trip reduction plans and improvements to provide alternative modes that reduce parking and traffic problems. Urban transportation expenses (street and sidewalk assets and operating costs). Neighborhood and region improvements, such as street-scaping, improved street and sidewalk cleaning and security, and commercial regional marketing. Reduce general taxes or offset tax increases that would otherwise be required. Financial support and founding special projects or programs, such as municipal arena or center recreation. Where parking policy is maximizing motorists convenience it means parking fees should be less and also increasing parking supply and facilities with spending revenues to finance additional parking supply so revenues generally are small and generation less than 1% of total municipal or campus revenues. However, where parking in managed to maximize revenues, parking can generate 5% to10% of total municipal or campus revenues. The following actions lead to increase net parking revenues: Dependant price more parking. Increase where and when parking is priced, for example, to include smaller commercial districts, residential streets, evening and weekends and public holydays. Increase parking charges to the highest feasible rates. Alternative parking and transport options reduction (for example limiting nearby availability of free parking and minimizing public transit service). Use more cost effective pricing systems, such as multi -spaces meters. Increase enforcement and fines. 37 [Parking] fees are largely associated with positive effects on the local economy over the long term, though over the short term there may be a drop in the number of visitors to such an area. The change from negative to positive effect is not only a matter of years but also of extra measures that increase the attractiveness of the shopping area (e.g., new shops and/or renovation of existing shopping). In relation to the parking process, parking fees produce some benefits such as less time spent looking for a parking space, more efficient use of parking spaces, and promotion of short stay parking. (Van der Waerden and Timmermans 2009) 2. METHODOLOGY To determine about an efficient parking pricing which is the most important step before implementing any parking pricing we need a model that can help us since its not possible we try many different prices to achieve the efficient one. What we can do, is implementing some charges and monitors their effects on parking demand, revenue and traffic volume. The model which used in this paper is Logistic regression model that predicts the probability of occurrence of event by fitting data to a logistic curve. It is a linear model used for binomial regression; making use of several predictor variables which may be numerical or categorical. It describes the main features data collection in a quantitative manner. The dependent variable in the regression equation is modeled as a function of the independent variables, corresponding parameters ("constants"), and an error term. Logistic regression is commonly used in medical, social sciences and for predicting customers propensity to purchase a product in marketing. This model in some occasion is being referred to as linear model Logit or logistic model. The techniques used for the modeling and analysis of numerical data consist of values of a dependent variable (response variable) and of one or more independent variables (explanatory variables or predictors). The error term is treated as a random variable and represents unexplained variation in the dependent variable. The parameters are estimated so as to give an accurate data. The best fit is evaluated by using the least squares method though other criteria have also been used. Regression can be used for prediction (forecasting of time-series data), inference, hypothesis testing, and modeling of causal relationships although its 38 estimation relies heavily on the underlying assumptions being satisfied. The derivative of pi with respect to X is computed from the general form: Where is an analytic function in . With this choice, the single-layer network is identical to the logistic regression model. This function has a continuous derivative, which allows it to be used in back-propagation. The following functional form is used in this paper to determine the dependent variables. 2.1 Logit Function Discussion about logistic regression necessitates advanced discussion and knowledge about of the logistic function: The logit function was invented in the 19th century for the description of the growth of populations and the course of autocatalytic chemical reactions, or chain reactions (Cramer 2003). It is an important part of logistic regression and is the inverse of the sigmoid or logistic function. Figure1, Sigmoid function of the Logistic curve 39 2.2 Case Study The survey was carried out in Universiti Kebangsaan Malaysia (UKM) because of the high car ownership and availability of public transport. The train station is located on the northeast tip of the university's grounds, 1.5 km from the university's main zone. Analytical description of the survey carried out focuses on students (International/ local/ postgraduate/ undergraduate) because of high dependency on private car mode of transportation among them because of poor public transportation of campus including inside campus and from campus to KTM station and its inverse. Below there is a picture which is shown campus map. Figure2, UKM campus map Following histogram illustrates the total number of registered vehicle in UKM from years 2003 to 2009. Figure3, cumulative number of registered vehicle by students and staffs 050001000015000200002003 2004 2005 2006 2007 2008 2009Number of the vehicleAnnual registerted vehicle StudantStaff 40 My survey results from implementing parking charges on switching transportation mode in both after modeling and before modeling (just plot the datas we got from our survey) are shown in below graph: Figure 4, switching transportation mode based on various parking charges in UKM From above figures we can predict what will happen under different parking charges and how much we will have swathing on public transportation, also we can predict if we want reduce our parking demand for x% how much parking charge should be imposed to achieve our minded reduction. Through this model its very easy and also trustable to achieve an efficient parking pricing based on our goals which can be different, for example maybe is some places our goal is whether maximizing revenues or minimizing parking demand or any other strategy which is undertaken. As it mentioned this graph obtained very easy from plotting our collected datas from our survey and modeling it under Logistic regression to gain modified graph which is more adopt to real condition if they perform. 3. CONCLUSION As its shown before at 2009 there were almost 15000 registered vehicles in UKM that almost 9000 of these vehicles belong to staffs so they will be in university every day, so we face a severe lake of parking supplies in campus and providing new RM3; 28%RM5; 60%RM7; 94%RM10; 98%26.25%63.14%89.9%99%1000204060801001200 2 4 6 8 10 12 14Parking charges RMShift percentage-our surveyShift percentage under Modelling 41 parkings is costly. In this condition our policy about students will be trying to impose parking charges as well as reduce their private transportation using by almost 50% to have revenue from parkings and use it in other purposes such as improving campus public transportation, considering subsidies for the students who are using public transportation (KTM or Rapid KL bus) and also providing new parkings, also reduce UKM parking demand and traffic volume which is made by students who use private vehicles. Based on our achieved graph we have to impose RM4 to RM4.5 per day to get 45-55% reduction in parking demand so under current condition the efficient parking charge for UKM might be RM4 to RM4.5 per day, but in previous pages also we discussed that if UKM improve its public transportation also they can impose parking pricing to anybody who drive to campus whether student, staff, and even visitors since the main policy regarding to transportation is reducing car dependency and increase public transportation usage so parking pricing can be consider as one of the quite but most important strategies to decrease traffic volumes. While motorists seen their travel cost will be much cheaper when they use public transport rather to private transport of course they will switch on public transport and as well as this expenditures be higher (in the presence of wisdom) this swathing percentage will be larger. 4. REFERENCE CRAMER, J. S. 2003. The origins and development of the logit model. Cambridge University Press. DEAKIN, E. 1996. Transportation Pricing Strategies for California: An Assessment of Congestion, Emissions, Energy and Equity Impacts. California Air Resources Board. HAMILTON, B. A. 2006. Parking Restraint Measures. International Approaches to Tackling Transport Congestion. LITMAN, T. 2010. Parking Pricing Implementation Guidelines. Victoria Transport Policy Institute. ROTH, G. 1965. Paying for Parking. Hobart Paper 33 London. 42 ROTH, G. 2004. An Investigation Into Rational Pricing For Curbside Parking: What Will Be The Effects Of Higher Curbside Parking Prices In Manhattan. Masters Thesis, Columbia University. SHOUP, D. 2004. The Ideal Source of Public Revenue. Regional Science and Urban Economics, V.34, pp 753-784. SHOUP, D. 2005. The High Cost of Free Parking. Planners Press. VACA, E. & KUZMYAK, J. R. 2005. Parking Pricing and Fees. Transit Cooperative Research Program, Chapter 13, TCRP Report 95. WAERDEN, P. V. D. & TIMMERMANS, H. 2009. Introduction of Paid Parking in Shopping Areas: Short Term versus Medium Term Effects. 16th International Conference on Recent Advances in Retailing and Service Science. Niagara Fall, Canada. 43 028 STRATEGIC OPTION OF PROJECT CONSULTANT PROCUREMENT BETWEEN SINGLE AND MULTIPLE CONTRACTS: CASE STUDY OF MRT CONSTRUCTION PROJECT Athiwat Noonma 1 and Vachara Peansupap 2 1, 2 Department of Civil Engineering, Chulalongkorn University, Thailand n_athiwat@hotmail.com pvachara@chula.ac.th ABSTRACT : Infrastructure construction project is a complex work that requires engineering consultants to provide services toward the work completion. Mass Rapid Transit (MRT) construction project is the one of them, it contains technical works and has more project value in which it is required engineering consultants, experts and specialists to provide several types of services. One problem that government agencies should be considered is the strategic option of project consultant procurement to provide services such as project management, construction supervision, quality control of works, and so on. Generally, strategic options of project consultant procurement could be separated into two options, which are single and multiple contracts. Each option of contract procurement can be advantages and disadvantages depend on work characteristics. From the strategic option for project consultant procurement, the client should select it at the beginning stage. This research focuses on factorss identification and priority for selecting strategic options of project consultant procurement. The three case studies of MRT construction projects were used as the case study. The interview technique is used to collect data from experts. The data analysis used Analytical Hierarchy Process (AHP) for identifying the weight and prioritizing the options. The expected outcome of this study will be used for making decision on selecting strategic option of consultant procurement for MRT projects during construction period in single and multiple contract option in the future time. Keywords : Strategic Procurement, Engineering Consultants, Analytical Hierarchy Process, Single and Multiple Contracts 1. INTRODUCTION In general, construction stages of MRT project consist of two main components. First component involves the construction of structural infrastructure works such as superstructure, foundations, piers, beam girders, tunnels and etc. Second component comprises with mechanical and electrical works such as signalling, car body, power supply, lifts and escalators and etc. [Duangkamol, 2010]. As the MRT construction is a complex project, the client should require engineering consultants to provide services toward the work completion. Many reasons of using engineering consultants service are that the government agency inadequate of human resource and need more opinion from third parties. The success of the project depend on the selection of appropriate consultant because consultant involves in supporting owners decision. However, the consultant service also relies on the service cost that owner provide [FIDIC, 2003]. 44 The expansion of MRT construction in Bangkok, Thailand is increasing in the recent years. The MRT extension and new lines MRT in Bangkok and vicinity master plan for 10 years (2010 2020) consist of 7 lines with total distance of 154 km [OTP, 2010]. As the result, project consultant procurement should be increased follow the construction project. Therefore, the government agencies should concern the good strategy for selecting project consultant procurements. From the literature review, the strategic contract options for project consultant procurement can be categorized into two types. There are single and multiple contract options [NSWG, 2008]. Single Contract option refers to only one consultant that services all of the works in the project such as project management services, construction supervision, etc. This option is suitable for the project that clearly defined scope and unlikely to change after the contract is awarded. Multiple Contract option consists of two or more consultant teams that service works in the project such as project management consultant, construction supervision consultant, independent certificate consultant, etc. The option is suitable for the project that the construction work commences before the design can be completed, unclear definition of technology, and high project change. Each type of contract option should have advantages and disadvantages in each characteristic of project [NSWG, 2008]. However, strategic contract options for project consultant procurement should be concerned with other relevant factors for adopt the suitable contract option. Because contract option shall be effected to project management until terminated the contract. Also, the client and the consultant have to work together until the project completion. 2. RESEARCH OBJECTIVS AND SCOPES This research focuses on exploring factors for selecting strategic options of project consultant procurement between single and multiple contracts (PCP-SMC). To develop the systematic approach for selecting the strategic contract options, this study adopted AHP technique. The research used three case studies of MRT construction projects under responsibility of Mass Rapid Transit Authority of Thailand (MRTA). These are the M.R.T. Claloem Ratchamongkhon Line Project, MRT Purple line project and MRT Blue line extension project. The research based on two main assumptions. First, there is no influence from politics. Second, the consulting fee is fixed from the percentage of construction value. The consulting fee normally set up to 1.5-5.0 percent of project 45 construction value [NESDB, 2008]. Therefore, they are no influence to the procurement between single and multiple contract. 3. METHODOLOGY This research methodology is classified as the case study. There are four main steps of developing the decision support system for selecting the strategic contract options of project consultant procurement. The first step involves with the pilot study. It aims to obtain factors related to the strategic contract options for project consultant procurement. The interview technique was used to obtain the list of variables from 15 experts who have the responsibility on the decision. The second step is questionnaire development. The questionnaire is developed and designed from the list of variables in the first step. Twelve variables are initially listed as the important factors for selecting the contract options for project PCP-SMC. These are; 1) Project construction value, 2) Overall work checking, 3) Payment process, 4) Quality of consultant services, 5) Communication, 6) Unity of consultant team, 7) Project construction duration, 8) Project characteristics, 9) Project's complexity, 10) Owner's experiences, 11) Types of construction contract, 12) Construction area in each contract. The third step is the identification of main factors for selecting strategic contract option. Twelve variables that influence to strategic contract option were selected by experts. From 15 experts, six from twelve variables are ranked as important factors. These factors will be used to develop the structure hierarchy for strategic contract option. The definitions of these six factor were listed as the following. 1) Project Construction Value (PV); the amount of project construction value is subjected to civil work and M&E work. 2) Project Characteristics (PC); the characteristic of the project is subjected to the structural work such as elevated track /underground tunnel. 3) Quality of Consultant Services (QS); the output of consultant services to fulfil the anticipated need of the client. It may concern effects, if it is considered on single and multiple contract options. 4) Unity of Consultant Team (UC); the unity of consultant team involves project management, opinion of consultant team, methodology of work process and etc. 46 5) Communication (CO); the communication between client and consultants or consultant and consultant in the project. Regarding to communicative of work or documents, such as promptitude, convenient or algorithm. 6) Overall Work Checking (OC); Internal cross checking of work between consultants team in the project, such as documents cross checking, quality of work or standard of work cross checking. The fourth step aims to identify the weight of six factors that influence the strategic option. This step shall be identified by 15 existing experts. The analysis of weights is adopted from the AHP technique. Six reasons for choosing AHP in this research are; 1) Reliability of result more than other methods, Because of using comparative analysis of twin. The comparison can be use for qualitative and quantitative data, 2) The structure of AHP (objective, goal, criterion, sub-criterion and alternatives) is simulated human decision process which make easily to understand, 3) Decision making can apply for one person or group, 4) Aviod decision making by prejudice or bias, 5) The alternative or result can be compromising and referendum, 6) No need of experts for controlling the process [Sutham A., 2009]. The AHP application steps can be summarized as follows [Saaty, 1980], [H.S.C.Pereta and W.K.R.Costa, 2008] 1) State the problem. 2) Determine the qualitative factors that need to be evaluated or compared. 3) Identify the factors that influence the problem. 4) Structure the hierarchy of the criterion, sub-criterion (if need), and alternatives. 5) Set survey questionnaire matrix and state the question for pairwise comparisons clearly above each matrix. Also, definition the scale values for pair-wise. For the scale values, Saaty [1994] has given as Table 1. The number of decision makers that need for judgement and developing the matrix is n(n-1)/2, where n is the elements of n x n matrix. For the matrix, let C1, C2,,Cn be the set of activities. The Quantified judgement on pairs of activities Ci, Cj are represented by an n x n matrix. A = (aij), (i, j = 1, 2,,n). The rules of entries aij are defined by aij = and aji = 1/ , where 0 and aii = 1 for all i. 6) Collect data from experts who have experiences on the find objectives by entering pairwise comparison judgements of factors with respect to their impacts on the overall objectives. Then each expert enters pairwise comparison 47 judgements of objectives with respect to all factors, and force their reciprocals in the survey questionnaire matrix. Table 1. The comparison scale [Saaty, 1994] Intensity of Importance Definition 1 Two activities contribute equally to the objective 3 Experience and judgement slightly favor one factor over another 5 Experience and judgement strongly favor one factor over another 7 An factor is very strongly favored over another and its dominance demonstrated in practice 9 The evidence favoring one factor over another is of the highest possible order of affirmation Reciprocals of above If factor i has one of the above nonzero numbers assigned to it when compared to it when compared with factor j, then j has the reciprocal value when compared with i 7) The next step is the computation of the vector of priorities from the given matrix by multiplying the n components in each row and taking the nth root. To normalize, divide each of the nth root by the sum of the nth roots. Afterthe vector of priorities is solved, the next step is to determine the maximum or principal eigenvalue (max). The solution is obtained by multiplying the matrix of comparisons on the right by the priority vectors for obtaining a new vector, then divide the first component of this vector by the first component of priority vectors, the second component of the new vector by the second component of priority vectors and so on. Which, it can be obtained the second new vector. Finally, the result of solving is came from take the sum of the second new vector components and dividing by the number of components. The consistency index (C.I.) can be represented by (max n)/(n 1). It shall apply to determine the consistency ratio (C.R.) which it can be measured for the goodness of judgements. C.R. can be determined by the ratio between C.I. and the random index (R.I.). Where, R.I. is depending on the order of the matrix n. as shown in Table 2. If C.R. is less than or equal to 0.1 judgements are consistent. If C.R. greater than 0.1 the quality of judgement should be improved. 48 Table 2. The order of the matrix (n) and the average R.I. [Saaty, 1994] 8) Finally, the overall ranking of alternatives shall be calculated by multiplying the priorities vector of factors with respect to their impact with the priorities vector of objective with respect to all factors. From AHP process, one important thing is that questioner should concern carefully about the fulfillment of pairwise matrix by experts. Especially, the fulfillment of scale value, the process should be demonstrated clearly step by step. 4. THREE CASE STUDIES OF MRT CONSTRUCTION PROJECT After the six variables were selected as main factors for strategic contract options of PCP-SMC in MRT construction project and AHP approach has been illustrated in section 3. It shall be developed a hierarchical structure that shown in Figure 1. It shall be applied for the comparison of the contract option (Single and Multiple contract) in each case study and using mathematics for ranking the results. During the interviews, three case studies were explained to simulate the projects in stage of consultant procurement strategy. The basic information of three case studies was described below. Figure 1. Hierarchical structure of strategic contract options 1) The M.R.T. Chaloem Ratchamongkhon Line: All of the line is underground route and a total length of 27 km. The project consists of 18 subway stations along the route, 1 depot, 2 parking buildings and 8 ground-level parking lots. Project value is equal to 116,379 Million Baht. Construction duration is 7 years (1997-2004). n 1 2 3 4 5 6 7 8 9 10 R.I. 0 0 0.52 0.89 1.11 1.25 1.35 1.40 1.45 1.49 Strategic Contract Options UC Single(S) Contract Multiple(M) Contract CO OC PV PC QS 49 2) MRT Purple Line Project : Bang Yai to Bang Sue Section; The project consists of 16 elevated stations along the alignment, 1 depot and 4 park & ride buildings. The line total length of 23 km. and project value is equal to 49,298 Million Baht. The construction period is 5 years (2009-2014). 3) MRT Blue Line Extension Project : Hua Lamphong - Bang Khae and Bang Sue - Tha Phra Sections; The project consists of 13 stations along the alignment, 1 depot and 2 park & ride buildings. There are 5.4 km. of underground structure and 21.5 km. of elevated structure. Project value only civil work is equal to 52,460 Million Baht. Construction period of the project is 66 months (2010-2016). 5. DATA ANALYSIS Data analysis aims to prioritize the important factors by using the weight comparison. In this stage, 15 experts had validated pairwise matrix for the project. The example from one of case studies of solving the priority vector is shown in Table 3. After averaging from 15 experts judgement, the results of the priority vector for the six factors are shown in Table 4. The highest priority vector of factor (0.26) is Project Characteristics (PC). The second priority vector of factor (0.25) is Quality of Consultant Service (QS) and the lowest priority vector of factor (0.09) is Unity of Consultant Team (UC). From all of the pairwair matrix, the consistency ratio was passed 0.1 which are acceptable cases. The results of priority vector for the six factors shall be applied in case studies. Table 3. An example of comparison of factors with respect to PCP-SMC from an expert FactorProject Construction Value(PV)Project Characteristics (PC)Quality of Consnt. Services (QS)Unity of Consnt. Team (UC)Communication ( CO)Overall Work Checking (OC)Multiplynth rootPriority VectorMultiply MatrixDividePV 1 1 1/5 3 3 3 5.40 1.32 0.18 1.19 6.56PC 1 1 1/3 3 3 3 9.00 1.44 0.20 1.24 6.28QS 5 3 1 3 3 3 405.00 2.72 0.37 2.62 7.00UC 1/3 1/3 1/3 1 1 1/3 0.01 0.48 0.07 0.42 6.38CO 1/3 1/3 1/3 1 1 1/3 0.01 0.48 0.07 0.42 6.38OC 1/3 1/3 1/3 3 3 1 0.33 0.83 0.11 0.76 6.66Sum 7.28 1.00 39.27 max = 6.55R.I. = 1.25 C.I. = 0.11 C.R. = 0.09 acceptable 50 Table 4. Average priority vector of factors for PCP-SMC To get the overall ranking of PCP-SMC, it needs to multiply the weight indicating the comparison of contract options with respect to the main group factor by the weight of those factors. The example from one of expert judgement for the comparison of PCP-SMC with respect to the six factors is shown in Table 5. The overall ranking results of three case studies are summarized in Table 6. Table 5. An example of comparison of PCP-SMC with respect to the six factors from an an expert Factor Priority Vector Ranking1) Project Construction Value(PV) 0.18 32) Project Characteristics (PC) 0.26 13) Quality of Consultant Services (QS) 0.25 24) Unity of Consultant Team (UC) 0.09 65) Communication (CO) 0.11 56) Overall Work Checking in Consultant Team(OC) 0.12 4FactorContract OptionSingle (S)Multiple(M)Multiplynth rootPriorities VectorFactorContract OptionSingle (S)Multiple(M)Multiplynth rootPriorities Vector1) Project Construction Value(PV) 2) Project Characteristics (PC)PV S 1 1/7 0.14 0.38 0.13 PC S 1 1/3 0.33 0.58 0.25M 7 1 7.00 2.65 0.88 M 3 1 3.00 1.73 0.75Sum 3.02 1.00 Sum 2.31 1.003) Quality of Consultant Services (QS) 4) Unity of Consultant Team (UC)QS S 1 1/3 0.33 0.58 0.25 UC S 1 3 3.00 1.73 0.75M 3 1 3.00 1.73 0.75 M 1/3 1 0.33 0.58 0.25Sum 2.31 1.00 Sum 2.31 1.005) Communication ( CO) 6) Overall Work Checking (OC)CO S 1 5 5.00 2.24 0.83 OC S 1 1/5 0.20 0.45 0.17M 1/5 1 0.20 0.45 0.17 M 5 1 5.00 2.24 0.83Sum 2.68 1.00 Sum 2.68 1.00 51 Table 6. The overall ranking results Case Study Strategic Contract Option Actual Contract Option Single Multiple Result (S) (M) 1. The M.R.T. Chaloem Ratchamongkhon Line 0.46 0.54 M M 2. MRT Purple Line Project 0.53 0.47 S S 3. MRT Blue Line Extension Project 0.40 0.60 M M 6. ANALYSIS RESULT According to the weight of the six main factors that indicated from Table 4. The highest relative factor of PCP-SMC is Project Characteristics (PC). Next is Quality of Consultant Services (QS), Project Construction Value (PV), Overall Work Checking in Consultant Team (OC), Communication (CO), and the lowest factor is Unity of Consultant Team (UC). Based on the results of the six important factors, it can be concluded that Project Characteristics may effect contract options between single and multiple contract. Thus, the client shall concern about contract options carefully. Unity of Consultant Team shows the lowest factor, it could be pointed that the Unity of Consultant Team may have less influence on selecting contract options. In addition, the unity among consultant teams may be insinificant. Regarding to the overall ranking, results of three case studies show in Table 6. The M.R.T. Chaloem Ratchamongkhon Line and MRT Blue Line Extension Project prefer to use multiple contract option, which these are 0.54 and 0.60 respectively. MRT Purple Line Project prefers to use single contract option, which it is 0.53. All of strategic contract options for three case studies are similar to actual contract option. The conclusion on three case studies can be confirm that each project should be preferred on different contract options, depending on the six important factors that had been presented. 7. CONCLUSION Project consultant procurement is one of important processes which the clients should concern and select at the beginning stage. AHP is one of techniques 52 that can be adopted for selecting strategic contract