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Nowadays, transportation and economic development have close relationship. Economic development stimulates transportation demand by increasing the numbers of workers commuting to and from work, customers traveling to and from services areas, and products being moving by lorries on the roads between products and customers. According to Bailey, Mokhtarian and Little (2008) indicated ''transportation route is past of distinct development pattern or road network and mostly described by regular street patterns as an important factor of human existence, development and civilization. The route network combined with increased road transportation investment result in changed levels of conveniently reflected through cost benefit analysis, savings in travel time, and other benefits. '' These benefits are noticeable in increased catchment areas for services and facilities , shops, schools, offices, banks and leisure activities.What are the crisis of neglection to care transporation system ? Why do any countries need to design road transportation system? For example, the Japan country lacks design road trsnaportation system effectively. So, the crisis of road traffic fatalities will raise and the econominc influence will be changed. The crisis indicates more than 7,000 people die annually as a result of motor vehicle crashes in Japan. Driving when under the influence of alcohol is the leading cause of motor vehicle crash fatalities in both developed and developing countries. So, alcohol is the most serious factor to raise personal risk when drivers are driving in Japan. However, a number of studies have shown that deterring drink driving is an important way to cause fatalities. There is a demonstrative need for social change in Japan. Japan has recently strengthened its already strict laws in order to reduce the number of alcohol related road fatalities. Those deforms lowered the legal blood alochol contant limit increased, the penalties for offenders. The Japan road traffic legal needs. Any driving a motor with a alcohol limit of 0.03 or higher Japan's maximum sentence is up to 3 years imprisonment or a fine not exceeding 500,000 yen dollars. Is law impact to reduce drinking alcohol to drive in Japan? What are economic influence of the crisis of road traffic fatalities in Japan?
What are construction of roads design networks benefits? In fact, construction of roads increased substantially with the opening up of residential environments that also is getting much benefits from increasing demand for spaces in commercial properties. Many private companies, retail stores, commercial banks aggregate in the main roads of cities, which get advantage of opportunities afforded by locations near central of cities to attract many pedestrians concerning their businesses existence. This led to high concentration of vehicular and pedestrian movements. Specially along the access main roads in the central of cities. The main roads exhibits linkages to form networks of minor routes along which commercial properties locate. If commercial users are displaced residential users, causing sites to be at the highest and best uses with increases in the values of commercial properties. However, it seems road network development is affected by the compact nature of various routes that sometimes causes volume of traffic jam. Thus, demand for transport can't be treated solely as a derived demand road. Improved main and minor roads access an city or rural areas is a necessary ( but not sufficient). Precondition for increased productivity, the UK Standing Advisory committee On Trunk Road Assessment (SACTRA, 1999) noted "various ways in which transport can affect economic growth, for example benefits include through reorganization and rationalization of production, distribution and land use: reducing labor costs by expanding catchment areas etc."What is land use and road transport design system relationship? Land use refers to the whole range of human activity and of the built environment, and to some aspects of the natural environment. This is a way relationship between land use and road transport. Governments need to design how to use land and how to design road transportation systems. e.g. where are built the main roads and/or where are built the minor roads are the most suitable locations in the cities or rural areas ? If the main roads is located in the not suitable locations at the centers of the cities or rural, it will case the increasing traffic volumes and levels of congestion, including air pollution, noise, ground water pollution from run-off, loss of soil functions and loss of bio-diversity to natural environment. By influencing the spatial structure of locations in the urban environment, so land use planning can help to mitigate any negative effects resulting from land use changes. Modelling and land use transportation interactions has become an important aspect of road design transport planning. On the one side, for example, design roads in urban centers, it can increase land use and it can also reduce employees or students catching buses or driving cars' time spending to go to workplaces or schools users. Hence, the land use and roads designing transportation can give benefits to residents and employment people to reduce time to wait buses or taxies etc. public transportations to go to workplaces or schools or shopping centers etc. anywhere
⦁How to improve the highway networkmodernization includes obsolete interchanges and other segments of the road, transport network of new designs to improve the life and service of pedestrian walking streets, rebuilding certain in main or minor roads. To the extent that labor markets operate more efficiently and more jobs are created to raise economic expansion if our governments can improve road transportation system to design to satisfy business users demand when lorry drivers need to move or transport whose products on the streets, but who will not influence pedestrian are walking on the streets. Hence, excellent transportation design network can subsequent plan efforts, it can also rise economic efficiency, community and social effects, it can also encourage transportation users to attempt to drive lorries to transport products a lot of times in one day fast and who can also avoid traffic jams occurrence on the road easily. On the one side, economic development is a concept referring to the material aspects of community welfare. There are numerous factors need of development: growth in income and wealth, equitable distribution of income, decreased infant mortality rates, increased literacy rates. On the other side, economic growth means which is sustainable increase in community income and /or wealth. ( wealth is the net of resources that generate income). It seems the link between transportation facilities and economic growth has close relationship. Good transportation facilities support economic growth by lowing the transportation costs of users of the transportation network, such as roads. Direct users benefits are reductions in travel, times and fuel consumption, increased reliability and increased safety in the movement of people and products, users' transportation costs are reduced, resources are used for other purpose.The relationship between transport and economic development occur in two directions, in the sense that (i) land use and economic development are major drivers' of demand for transport ( in terms of quantity, type, location and mode); and (ii) transportation investments and other initiatives ( such as regulations, pricing) can influence levels, patterns and locations of economic development. The principal role of road transportation is to provide access between spatially separated locations for the business and household sectors, for both commodity ( lands transportation) and person movements. For the business sector, this involves connections businesses and their input sources between business factories and other business shops and between business and their markets. For the households sector, it provides people with access to workplaces and education facilities, shops and social recreation, community and medical facilities etc. on the roads. I feel different countries' road transportation system can be self funded in the sense that the majority of the costs of transportation system investment operation and maintenance are either paid directly by users ( for example, through car operating costs) are funded initially by governments and recovered from transport users ( for example, through petrol duties and road user charges). Governments' road transportation system and their use also give rise to some external costs( externalities). These include global environmental impacts ( greenhouse gas emissions) and local environmental and health impacts ( for example, noise partial pollution and road accident costs). The direct effects of transportation investments are to reduce road transportation time and costs through reducing travel time, decreasing the operating costs of transportation and enhancing access to destinations within the road network.
Recent years have seen considerable changes in the technology of transportation with the development of high-speed rail networks, more fuelefficient automobiles and aircraft, and the widespread adoption of informatics in disciplines such as traffic management and supply chain logistics. The contributions to this volume assess transportation interactions with employment and income, examine some of the policies that have been deployed to maximize the economic and social impacts of transportation provision at the local and regional levels and analyze how advances in transportation technologies have, and will, impact future development. Due in part to the general liberalization of markets, there have been major changes in the institutional environment in which transportation is supplied; these changes inevitably affect wider economic systems and development, although in turn these changes feed back upon transportation networks. The contributors to this work develop these and other themes, from a variety of perspectives, implementing a wide range of academic approaches into their analyses. Stemming from initiatives of the Network on European Communications and Transport Activities Research (NECTAR), Transportation and Economic Development Challenges presents a body of research that exemplifies the organization's objective of fostering research collaboration around the world.
A transportation indicator is a measure of change over time in the transportation system or in its social, economic, environmental, or other effects. Two National Research Council (NRC) studies recommended, as a matter of high priority, that the Bureau of Transportation Statistics (BTS) in the U.S. Department of Transportation (USDOT) develop a consistent, easily understood, and useful set of key indicators of the transportation system. The NRC's Committee on National Statistics and its Transportation Research Board, which conducted these studies, convened a workshop on June 13, 2000. The purpose of the Workshop on Transportation Indicators was to discuss issues relating to transportation indicators and provide the Bureau of Transportation Statistics with new ideas for issues to address.
Long-term economic growth and increasing vehicle congestion is creating a greater demand for efficient and safe transportation. The high cost of maintaining and fixing pre-existing infrastructure is leading the industry to realize that sustainable long-term transportation planning is needed to keep pace with the growing economy. Building a Sustainable Transportation Infrastructure for Long-Term Economic Growth examines contemporary transportation issues through the lens of various modes of transportation while also focusing on the importance of sustainability, urban planning, and funding. The book covers the topics of sustainability and climate change, public management and planning, financing of transportation infrastructure, and revenue and spending issues facing modern transportation infrastructure. It is ideally designed for engineers, planners, government officials, transportation specialists, legislators, researchers, academicians, students, and industry professionals seeking current research on sustainable transport systems.
This book makes a major contribution to the debate and is directed at researchers, decision makers and students who are interested in the wider economic development impacts of transport.
Chapter 3Designing road transportation networkshow to assist economic growth I feel it is not all transport investments will be equally effective in enhancing economic growth. Designing road transport investment is a necessary, but on its own not sufficient requirement to earn significant economic growth at either a national or regional level. There are conditions under three categories: economic conditions, investment conditions and political conditions. In fact, although in some circumstances, transport investment may be a necessary condition for enhancing economic growth, it is rarely on its own a sufficient condition. Other factors including the broader policy environment, need to be present if the investment is going to be successful in addressing regional economic objectives. My some suggestions the following key aspects as being most relevant including: a.Scale economies for example, where these dominate, lower transportation costs through improved accessibility may encourage increased concentration of firms in core regions, until the point that diseconomies set in.b.Size of the local market.c.Local land and labor conditions.d.The nature and scale of transport improvements.e.The nature of backward and forward linkages in the country 's local economyl In any country, road transportation improvements don't guarantee increased economic development. To increase economic development, an improvement needs to assist any lorry drivers to drive in short trips to reduce transportation costs and shorten time driving on the road or to make transportation more reliable, e.g. reducing the numbers of traffic jams on any roads. A proper economic climate must also exist as well as other support services. With these factors to influence transportation improvements can become catalysts for economic expansion. However, road transportation improvement that intends to induce job creation, when employers need many lorry drivers to help them to transport products and to move products on the roads often. So, the employers need to employ many transportation workers and lorry drivers to help who to transport their products to send to clients, due to the transportation time is shorten and work efficiency is rasied, so the transportation times are also increasing every day when the road transportation roles are improved. On the other side, improving transportation can raise productivity when many customers need to buy many products and the lorry drivers may drive whose lorries to transport many products between factory and office or between factory to the client's home or between the shop and the client's on the road in the short time fast. I recommend one model links in an overall road transportation network includes these four modes.I.Maximizing use of the existing road highway system.II.Extending or improving the multi-lane divides system local roads and connectors.III.Continually improving the entire road highway network in response to business activities demand. The improvement of modern road transportation successful factors include:
*Chapter 2 What are construction of roads design networks benefits? In fact, construction of roads increased substantially with the opening up of residential environments that also is getting much benefits from increasing demand for spaces in commercial properties. Many private companies, retail stores, commercial banks aggregate in the main roads of cities, which get advantage of opportunities afforded by locations near central of cities to attract many pedestrians concerning their businesses existence. This led to high concentration of vehicular and pedestrian movements. Specially along the access main roads in the central of cities. The main roads exhibits linkages to form networks of minor routes along which commercial properties locate. If commercial users are displaced residential users, causing sites to be at the highest and best uses with increases in the values of commercial properties. However, it seems road network development is affected by the compact nature of various routes that sometimes causes volume of traffic jam. Thus, demand for transport can't be treated solely as a derived demand road. Improved main and minor roads access an city or rural areas is a necessary ( but not sufficient). Precondition for increased productivity, the UK Standing Advisory committee On Trunk Road Assessment (SACTRA, 1999) noted "various ways in which transport can affect economic growth, for example benefits include through reorganization and rationalization of production, distribution and land use: reducing labor costs by expanding catchment areas etc."What is land use and road transport design system relationship? Land use refers to the whole range of human activity and of the built environment, and to some aspects of the natural environment. This is a way relationship between land use and road transport. Governments need to design how to use land and how to design road transportation systems. e.g. where are built the main roads and/or where are built the minor roads are the most suitable locations in the cities or rural areas ? If the main roads is located in the not suitable locations at the centers of the cities or rural, it will case the increasing traffic volumes and levels of congestion, including air pollution, noise, ground water pollution from run-off , loss of soil functions and loss of bio-diversity to natural environment. By influencing the spatial structure of locations in the urban environment, so land use planning can help to mitigate any negative effects resulting from land use changes.
Why trip time reliability and crowding factors can influence MTR passenger choice? Other problem is MTR busy (peak) time's crowding in public transportation occurrence of MTR underground train transportation tool is becoming a growth to concern as MTR demand growth at a busy (peak) time. To capture the MTR passengers benefits with reduced crowding from improved MTR public transport service and image. It is necessary a identify the relevant dimensions of crowding that are meaningful measures of what crowding means to MTR passengers. Two main influences on MTR model choice that are growing in relevance are trip time reliability and crowding. It represents a benefit-cost framework. In fact, MTR passengers can be willing to pay more expensive ticket fare, it MTR can avoid crowding and short and the accurate arrival trip time between terminals is reliable to occur. How to measure of MTR crowding, e.g. weighting the gap between the busy time, the standard ( i.e. objective) and the perceived ( i.e. subjective) metrics. We are not in a position to definitely map the two dimensions, which is a crucial requirement for translating objective improvements into equivalent subjective gains that then can be applied, willingness to pay estimates MTR ticket fares to obtain the additional MTR passenger benefits of MTR public transportation investment to any terminal stations. Because MTR crowding has a negative impact on passengers in terms of psychological on emotional distress. MTR passengers are willing to stand for up to 20 minutes of the service is fast and reliable. However crowding outweighed these benefits from a MTR passenger's perpective, experienced crowding leads a increased dissatisfaction. e.g. stress and less privacy during who needs to stand up in MTR. Due to there are no enough places to supply to them to stand up in MTR. If the MTR trip time was longer time between the passenger's terminals, who will feel more dissatisfaction and it will cause who feels whether who ought need to choose to catch other transportation tools to substitute MTR next time. e.g. bus, train, tram, ferry, taxi etc. So, from an operator's perspective, the MTR service frequency or MTR size is significantly influenced by the level of ridership, which sends a signal to respond if the monitored crowding level exceeds the benchmark standard in the busy time. e.g. in the morning time or at the night time, the students or employment people who need to go to schools or offices ( working places). The locations of different places between MTR terminals and crowding are regarded as a key service attribute for MTR pubic transportation along with other factors, such as travelling time and reliability, e.g. service quality, none engineering machines are broken to cause MTR stops suddenly.Given the increasing importance of crowding on both the disutility to existing MTR public transportation users and the influence to it. MTR passenger can choose to use either the MTR public public transportation or other public transportation. It is timely to review the MTR current measures of crowding defined by transportation authorities. MTR operators ought evaluate whether they apporpriately reflect MTR each traveler experiences and perceptions of crowding in busy (peak) time. I suggest that MTR needs to buy other underground trains to supply to the busy (peak) time passengers to let them have enough seats to sit down, so who do not need to stand up in any MTR underground trains when they catch MTR underground trains in busy time. It aims to let who are willingness to pay the estimation of reasonable ticket fares to compare the other kinds of transportation tools in the busy (peak) time.