A New Approach for Macroscopic Analysis to Improve the Technical and Economic Impacts of Urban Interchanges on Traffic Networks
Seyed Hassan Hosseini, Ahmad Mehrabian, Zhila Dehdari Ebrahimi, Mohsen Momenitabar, Mohammad Arani
AA New Approach for Macroscopic Analysis to Improve the Technical and Economic Impacts of Urban Interchanges on Traffic Networks
Seyed Hassan Hosseini
Ahmad Mehrabian , Zhila Dehdari Ebrahimi , Mohsen Momenitabar and Mo-hammad Arani Sapienza University of Roma, Department of Civil and Industrial Engineering, Roma, Italy [email protected] Islamic Azad University, Department of Industrial Engineering, Aliabad Katoul Branch, Iran [email protected] College of Business, North Dakota State University, Fargo, ND 58102, USA
[email protected] College of Business, North Dakota State University, Fargo, ND 58102, USA [email protected] University of Arkansas at Little Rock, 2801 S. University Ave., Little Rock, AR 72204, USA [email protected]
Abstract.
Pursuing three important elements including economic, safety, and traffic are the overall objective of decision evaluation across all transport pro-jects. In this study, we investigate the feasibility of the development of city inter-changes and road connections for network users. To achieve this goal, a series of minor goals are required to be met in advance including determining benefits, costs of implementing new highway interchanges, quantifying the effective pa-rameters, the increase in fuel consumption, the reduction in travel time, and fi-nally influence on travel speed. In this study, geometric advancement of Hakim highway, and Yadegar-e-Emam Highway were investigated in the Macro view from the cloverleaf intersection with a low capacity to a three-level directional intersection of the enhanced cloverleaf. For this purpose, the simulation was done by EMME software of INRO Company. The results of the method were evaluated by the objective of net present value (NPV), and the benefit and cost of each one was stated precisely in different years. At the end, some suggestion has been pro-vided.
Keywords:
Urban Interchanges, Macroscopic Analysis, Net Present Value, EMME Software. Introduction
Annually, billions of dollars are spent on traffic performance improvement, smoothing traffic flow, and reducing travel time in metropolises (Bigdeli Rad and Bigdeli Rad sidered cloverleaves (Chan et al. 2020). In several places, cloverleaves have been re-placed with either signalized interchanges or higher-capacity directional interchanges with flyovers. Method
Implementation and exploitation of each transportation plan in road networks can have a positive effect on transport and traffic flow of a city, region, or area, resulting in improved traffic conditions. But what is of considerable importance is comparing the benefits and costs of implementing the plan to assess its economic value. In this study, a common method is presented for the economic evaluation of the implementation of a traffic plan as a grade-separated interchange. According to
Fig. 1 , in this study, there is a new way of looking at the highway interchanges, which is a macroscopic view. Thus, it is expressed as an element of the urban transportation network (Zhila Dehdari Ebrahimi 2017) with a very broad sphere of influence and effects of trans-regional and macroscopic view. Therefore, two logical scenarios were defined and after the simula-tion in macroscopic software EMME, network information was obtained. To compare the parameters of travel time, safety, environment, and fuel, these parameters are con-verted to economic values (dollars) to determine to what extent the plan is justifiable. In this study, using the statistical models based on Tehran Transportation and Traffic Studies and employing EMME, the macroeconomic software, a wide variety of effects regarding the changes in the highway network was investigated. In this case, for 15 years, these effects on the highway network, due to the increase in the population and ownership of the car, and public transportation were reviewed.
Fig. 1.
The methodology of the study
Selecting a proper economic evaluation technique Assessment of geometric advancement in highway interchanges
Determining the useful life of a project Identifying the items of expenditure Determining the scope of the project Identifying the interest parameters Implementation and operation costs at different times A convenient method to estimate each parameter Estimation of project benefits at different times
Determining the period of profitability
Is the period of profitability shorter than period of the project useful life? The project is economical The project is uneconomical Considering new options and conditions and re-assess-ment
Yes No Previous studies have shown that these long-term changes could be beneficial or possibly harmful to the community. On the other hand, the point that is often neglected in this assessment (despite the great importance) of highway exchange projects is the costs incurred by users of the urban transportation network during the execution of such projects. These costs include costs of inaccessibility, increasing the length of the route, changing certain routes that were used in the past, land use, etc. Typically, traffic peak-hours at 2 stages in the morning and night are the basis for designing the traffic load. But the very important point is that in analyzing and evaluating projects, it should not be evaluated economically merely according to the peak hours of the city. Due to the low traffic volume of vehicles, the time spent, and the increase in fuel consumption, there is no increase in environmental pollution. So, as the peak-based design is an over-estimated design, it can be useful, but the economic assessment based on peak hours of the city has a high error rate and is somewhat irrefutable. But in the current research methodology, the evaluation is based on 24 hours a day, which indicates high accuracy. The contribution of this paper can be seen in
Table 1 . Table 1.
Summary of contribution (Baldauf et al. 2013)
In this study, the method of "net present value" is recommended to assess the eco-nomic value of intersections. Net Present Value (NPV) is a formula used to determine the present value of an investment by the sum of all cash flows received from the project over time (Gonzalez-Ruiz et al. 2017). The formula for the sum of all cash flows can be rewritten as: (1 )
T i ii
CNPV C r (1) When a company or investor takes on a project or investment, it is important to cal-culate an estimate of how profitable the project or investment would be (Gonzalez-Ruiz et al. 2017). NPV is equal to the equivalent value of the profits from the investment regarding the start time of the project, where the value of operational costs, maintenance cost, and cost of final equipment exploitation is considered by the monetary value of
Benefits Aim Method Software
Travel time reduc-tion Estimating travel time in both the existing and the proposed scenarios Macro simulation in the transportation sys-tem EMME Fuel consumption reduction Estimating fuel consump-tion in both the existing and the proposed scenarios Hicks and Clarkson Model EMME Air pollution reduc-tion Estimating various types of air pollutants emissions in both the existing and the proposed scenarios Calibrated models in the laboratories of fuel consumption optimiza-tion organization EMME Collision reduction Estimating the number of collisions A linear relationship between speed and col-lisions - currency over time (Pfeiffer 2004). Based on economic principles, exploitation of an at-grade separated intersection would be economically justified when the desired prof-itability is reached before the end of its lifetime (Madanu et al. 2010). Costs and benefits of the project in the years after the start of exploitation will be the basis for determining the NPV index, in which it will be determined with software EMME. To evaluate the effectiveness of the proposed method, two different designs of at-grade separated inter-sections were considered at the current intersection. The proposed plan of alternative intersection is outlined in
Fig. 3 , which is a three-level directional intersection, where all the turnings are grade-separated and independent, which will be done with high speed. The movements are the two left-turn movements and the major routes of Mo-hammad Ali Jinnah in the underpass of Hakim Highway Bridge, the turn-right move-ment on the ground floor, and the two left-turn movements on the upper floor. According to the proposed plan, the intersection is combined with six bridges where two of them are the main link between the eastern and western parts of the city and the other four bridges are for the ramp. Including improved areas in the main highways, this plan has about 8 KM circulation paths and ramp, 25000 𝑚 bridges and more than 1000 𝑚 walls. The current plan of Hakim and Yadegar-e Emam highway is a cloverleaf intersection ( Fig. 3 ), but the northwest ramp has occupied a very large area, increasing the length of the route and reduces driver sight distance in parts of the route. Further, at this inter-section due to the low width at the main bridge, ramps, and loops, current demand can-not be satisfied. There will be heavy congestion during peak hours. In this plan, the current cloverleaf intersection will expand, and the width of ramps, loops, and bridges will increase. The geometric design of the northwest loop will become a standard loop with appropriate sight distance and the enhanced cloverleaf intersection will develop with more capacity. This plan has been shown in
Fig. 2 . Fig. 2 . Proposed plan for directional interchange versus status quo
Fig. 3.
The proposed plan for cloverleaf interchange versus status quo
As the simulation process in the current situation, in the construction phase and years after employment is the most important step in the estimation of costs imposed on citi-zens during the construction as well as the benefits arising from the utilization of the intersection. This section deals with the simulation process of transportation systems and traffic conditions in Tehran, implemented in EMME software.
Fig. 4 demonstrates the general trend of demand estimated for internal trips of resi-dents in Tehran. The demand estimation process of other trips of residents and non-residents travel is shown in
Fig. 5 . According to
Fig. 4 , at first, using calibrated models of generation and attraction, the daily trips of 560 traffic zones in Tehran are predicted. The prediction is according to non-home-based trips and home base trips (7).
Table Trip generation and attraction models of Tehran for each trip purpose
Due to trip purpose, some important vehicles are imported in the modeling. Note that the important vehicles are those vehicles with a major contribution to travel (9).
Table shows the calibration result of the trip generation and attraction model, and Table 3 , Table , Table , Table , Table , and Table provide the result of vehicle choice model calibration in Tehran. Vehicle choice models are Logit Models in this study. Trip attraction models Trip purpose 𝑇𝐴 𝑖𝑤 = 1/620𝐸𝑀𝑃𝐸 𝑖 + 2/420𝑆𝐻𝑂𝑃 𝑖 + 62694𝐷𝐵 𝑖 Work 𝑇𝐴 𝑖𝑠 = 3/833𝑉𝑃 𝑖 ∗ 𝑆𝑇 𝑖 + 0/500𝑆𝑇𝑈 𝑖 + 26789𝐷𝑇 𝑖 + 9299𝐷 Education 𝑇𝐴 𝑖𝑠ℎ = 15/760𝑉𝑃 𝑖 ∗ 𝑆𝐻𝑂𝑃 𝑖 + 0/195𝐸𝑀𝑃𝐸 𝑖 + 0/825𝐻𝑂𝑆𝐵 𝑖 + 15456𝐷𝐵 𝑖 + 3469𝐷𝑄 𝑖 + 7474𝐷𝐹 𝑖 + 4607𝐷 − 0/889𝑆𝐻𝑂𝑃 𝑖 ∗ 𝐷𝑅𝐴 𝑖 Buy 𝑇𝐴 𝑖𝑠𝑟 = 122/140𝑃𝐴𝑅𝐾 𝑖 + 0/040𝑃 𝑖 + 7/364𝑉𝑃 𝑖 ∗ 𝑆𝐻𝑂𝑃 𝑖 + 0/304𝐸𝑀𝑃𝐸 𝑖 + 4098𝐷𝑅 𝑖 + 1937𝐷𝐹 𝑖 + 1532𝐷𝑄 𝑖 − 0/279𝑆𝐻𝑂𝑃 𝑖 ∗ 𝐷𝑅𝐴 𝑖 − 0/208𝐸𝑀𝑃𝐸 𝑖 ∗ 𝐷𝑅𝐴 𝑖 Entertain-ment and other 𝑇𝐴 𝑖𝑛ℎ𝑏 = 0/458𝐸𝑀𝑃𝐸 𝑖 + 11/526𝑉𝑃 𝑖 ∗ 𝑆𝐻𝑂𝑃 𝑖 + 11706𝐷𝐵 𝑖 + 1173𝐷𝑄 𝑖 Non-home base
𝑃𝐴𝑅𝐾 𝑖 = The number of parks in traffic zone 𝑖 𝐷𝑅𝐴 𝑖 = Traffic zones covariate in traffic plan zone 𝐷𝐵 𝑖 = Tehran Bazaar covariate (Traffic zone 1) 𝐷𝑇 𝑖 = Tehran university covariate (Traffic zone 150) 𝐷𝑄 𝑖 = Main squares covariate (Imam Hossein, Enghelab, valiasr, Khorasan, Tajrish, and Imam Kho-meini) in traffic zones 16, 174, 151, 121, 401, 537. 𝐷𝐹 𝑖 = Covariate of Ghezel Ghale square, second Square of Sadeghieh mall, second mall of Nazi Abad in traffic zones 197, 232, 139. 𝐷𝑅 𝑖 = Covariate of Mellat park, laleh park, Shahbdalzym and Behesht Zahra in traffic zones 452, 274, 148, and 444. 𝐷 = Covariate of Amirkabir university, Art uni-versity and Alborz High School (Traffic zone 128) 𝐷 = Covariate of Ray city (Traffic zone 444) 𝑃 𝑖 = Traffic zone population V 𝑃 𝑖 = Per capita ownership of private car in traffic zone 𝑖 E 𝑅 𝑖 = Resident employment in traffic zone 𝑖 𝑆𝑇𝑅 𝑖 = The number of resident school students in traffic zone 𝑖 𝑆𝑇𝑈𝑅 𝑖 = The number of resident university stu-dents in traffic zone 𝑖 𝐸𝑀𝑃𝐸 𝑖 = The number of staff in place of em-ployment in traffic zone 𝑖 𝑆𝐻𝑂𝑃 𝑖 = The number of shops in traffic zone 𝑖 𝑆𝑇 𝑖 = The number of students at school in traffic zone 𝑖 𝑆𝑇𝑈 𝑖 = The number of students at university in traffic zone 𝑖 𝐻𝑂𝑆𝑃𝐵 𝑖 = The number of hospital beds in traf-fic zone 𝑖 Table 3.
Trip Purpose
Trip generation models Trip purpose iiiwi
ERERVPT // Work 𝑇 𝑖𝑠 = 3/070𝑉𝑃 𝑖 ∗ 𝑆𝑇𝑅 𝑖 + 0/903𝑆𝑇𝑈𝑅 𝑖 + 0/020𝐷𝐼𝑆𝑇 𝑖 ∗ 𝑃 𝑖 Education iiishi P VPPT // Buy iiisri P VPPT // Entertainment 𝑇 𝑖𝑛ℎ𝑏 = 0/490𝐸𝑀𝑃𝐸 𝑖 + 10/213𝑉𝑃 𝑖 ∗ 𝑆𝐻𝑂𝑃 𝑖 + 14485𝐷𝐵 𝑖 + 951𝐷𝑄 𝑖 Non-home base
Table Vehicle choice models of Tehran for each trip purpose
Work trip 𝑈 𝐶𝐴𝑅𝑖𝑗 = 0.697568 − 0.034575 × 𝑇𝐼𝑀𝐶𝐴𝑅 𝑖𝑗 + 9.008179 ×𝑜𝑤𝑛𝑐𝑎𝑟 𝑖 − 0.588848 × 𝐷𝐸𝑆𝐹𝐿𝐴𝐺 𝑗 Car First level 𝑈 𝑀𝑂𝑇𝑖𝑗 = −0.480759 − 0.047222 × 𝑇𝐼𝑀𝑀𝑂𝑇 𝑖𝑗 + 18.345253× 𝑂𝑊𝑁𝑀𝑂𝑇 𝑖 Motorcy-cle 𝑈 𝐵𝑈𝑆,𝑇𝐴𝑋𝑖𝑗 = 𝜃 𝑙𝑛[𝑒𝑥𝑝(𝑈
𝐵𝑈𝑆𝑖𝑗 ) + 𝐸𝑋𝑃(𝑈
𝑇𝐴𝑋𝑖𝑗 )] Public transpor-tation 𝑈 𝐵𝑈𝑆𝑖𝑗 = 0.330393 − 0.020389 × 𝑇𝐼𝑀𝐼𝑁
𝐵𝑈𝑆 − 0.026496× 𝑇𝐼𝑀𝐵𝑂𝑇 𝑖𝑗 Bus Second level 𝑈 𝑇𝐴𝑋𝐼𝑖𝑗 = −0.048415 × 𝑇𝐼𝑀𝑇𝐴𝑋 𝑖𝑗 + 3.100169 × 𝑂𝑊𝑁𝐶𝐴𝑅 𝑖 Taxi
Table Educational Trip
Educational Trip 𝑈 𝐵𝑈𝑆𝑖𝑗 = 0.8811690 − 0.012004 × (𝑇𝐼𝑀𝐵𝐼𝑁 𝑖𝑗 + 𝑇𝐼𝑀𝐵𝑂𝑇 𝑖𝑗 ) Bus 𝑈 𝑇𝐴𝑋𝑖𝑗 = −0.0365572 − 0.030786 × 𝑇𝐼𝑀𝑇𝐴𝑋 𝑖𝑗 + 8.253327× 𝑂𝑊𝑁𝐶𝐴𝑅 𝑖 Taxi 𝑈 𝐶𝐴𝑅𝑖𝑗 = −1.1044833 − 0.041592 × 𝑇𝐼𝑀𝐶𝐴𝑅 𝑖𝑗 + 11.324764 ×𝑜𝑤𝑛𝑐𝑎𝑟 𝑖 − 0.582493 × 𝐷𝐸𝑆𝐹𝐿𝐴𝐺 𝑖 Car 𝑈 𝑀𝐼𝐵𝑖𝑗 = −1.104768 × 𝐷𝐼𝑆𝑇 𝑖𝑗 + 6.648515 × 𝑜𝑤𝑛𝑐𝑎𝑟 𝑖 Minibus
Table Shopping Trip
Shopping Trip 𝑈 𝐵𝑈𝑆𝑖𝑗 = 2.794484 − 0.013595 × 𝑇𝐼𝑀𝐵𝐼𝑁 𝑖𝑗 − 0.015329× 𝑇𝐼𝑀𝐵𝑂𝑇 𝑖𝑗 Bus 𝑈 𝑇𝐴𝑋𝑖𝑗 = 1.967395 − 0.037180 × 𝑇𝐼𝑀𝑇𝐴𝑋 𝑖𝑗 + 6.596312× 𝑂𝑊𝑁𝐶𝐴𝑅 𝑖 Taxi 𝑈 𝐶𝐴𝑅𝑖𝑗 = −0.015029 × 𝑇𝐼𝑀𝐶𝐴𝑅 𝑖𝑗 + 12.443686 × 𝑂𝑊𝑁𝐶𝐴𝑅 𝑖 − 0.689367 × 𝐷𝐸𝑆𝐹𝐿𝐴𝐺 𝑗 Car
Table Recreational
Trip
Recreational Trip 𝑈 𝐵𝑈𝑆𝑖𝑗 = 2.725886 − 0.009414 × (𝑇𝐼𝑀𝐵𝐼𝑁 𝑖𝑗 + 𝑇𝐼𝑀𝐵𝑂𝑇 𝑖𝑗 ) Bus 𝑈 𝑇𝐴𝑋𝑖𝑗 = 2.393202 − 0.033543 × 𝑇𝐼𝑀𝑇𝐴𝑋 𝑖𝑗 + 5.379732 × 𝑂𝑊𝑁𝐶𝐴𝑅 𝑖 Taxi 𝑈 𝐶𝐴𝑅𝑖𝑗 = −0.015111 × 𝑇𝐼𝑀𝐶𝐴𝑅 𝑖𝑗 + 13.957626 × 𝑂𝑊𝑁𝐶𝐴𝑅 𝑖 − 0.374195× 𝐷𝐸𝑆𝐹𝐿𝐴𝐺 𝑗 Car
Table Non-home base
Trip
Non-home base Trip 𝑈 𝐵𝑈𝑆𝑖𝑗 = 0.039002 − 0.008689 × 𝑇𝐼𝑀𝐵𝐼𝑁 𝑖𝑗 − 0.041852 × 𝑇𝐼𝑀𝐵𝑂𝑇 𝑖𝑗 Bus 𝑈 𝑇𝐴𝑋𝑖𝑗 = 0.334293 − 0.020176 × 𝑇𝐼𝑀𝑇𝐴𝑋 𝑖𝑗 Taxi 𝑈 𝐶𝐴𝑅𝑖𝑗 = −0.012662 × 𝑇𝐼𝑀𝐶𝐴𝑅 𝑖𝑗 − 0.705396 × 𝐷𝐸𝑆𝐹𝐿𝐴𝐺 𝑗 Car
The results of the deviation of demand models from various vehicles (except bus) for public transportation due to new technology are provided in
Table 9 . Note that these models are the same for all types of intercity trips of residents (all trip purposes).
Table 9.
Results of calibration of demand deviation models a m b m Vehicle type
What is important in urban transportation planning is travel demand based on vehi-cles. Therefore, the demand matrix 𝑇𝑃 𝑖𝑗𝑚𝑡 must be converted to travel demand matrix based on vehicle, for all vehicles except bus. As shown in Table 9 , this is done using information about the average number of passengers. By adding freighter trips to the mentioned matrix, the final travel demand based on the vehicle in any period 𝑡 can be achieved (similarly, except bus). According to the considered Passenger Car Equivalent for each vehicle, these matrixes are converted as demand matrix in terms of Passenger Car Equivalent. Passenger Car Equivalent for each vehicle is provided in Table (10). Table 10.
Passenger Car Equivalent
An assignment is the last step of transportation planning (UTPS) which consists of two parts. The first part is known as the car assignment. It is related to vehicles
Lorry
Motorcy-cle
Bus
Mini-bus
Taxi
Pickups
Car
Vehicle Type which have no fixed and certain route. Given the network that users can use, they try to minimize their travel time. The second part is the public transportation assignment, which is related to vehicles with a fixed and predetermined route, such as bus and subway. Users, according to a certain plan, prefer to minimize the expected travel time (Bigdeli Rad and Bigdeli Rad 2018). Based on the evidence in the Technical Organization of Tehran Municipality, the approximate costs of the items listed in each of the two proposals of the standard cloverleaf and directional interchanges are provided in
Table 11 . Table 11.
Direct costs of construction and operation Monetary equivalent (million $) Cost type Directional interchange Standard cloverleaf inter-change 40.3 31.4 Construction 16.4 - Acquisition and re-lease 0.55 0.55 Annual Maintenance Result
Estimation of the costs imposed on citizens during the operation and construction of interchanges will be computed according to the methods proposed in the previous chap-ter. Simulation of the street network of Tehran in both the status quo and network status during the operation and construction is the basis of estimating these costs. For this purpose, the transport and traffic model in Tehran will be simulated in software EMME. The changes in network performance indicators because of constraints caused by inter-changes construction are demonstrated in
Table 12 . Table 12.
The changes in network performance W a s e - ti m e i n c r ea s i ng ( H ou r) F u e l c on - s u m p ti on i n c r ea s i ng ( L itt e r) P o ll u t a n t s e m i ss i on i n - c r ea s i ng ( % ) V o l u m e r e - du c ti on ( % ) D i s t a n ce I n - c r ea s i ng ( % ) Index 28620924 124325265 4.33 0.04 4.32 D i r ec - ti on a l R a t e o f C h a ng e C l ov e r- l ea f Based on the method proposed in this study, the average value of travel time per person is required. For this purpose, the results related to the Tehran transportation master plan will be used, which is calculated by dividing GDP by the number of annual production hours of employed people. This index was calculated to be 2.004 dollars per hour in 2013. With increasing 28,620,924 hours in network travel time, due to construction of the directional interchange, 57.6 million dollars will be im-posed on citizens. Moreover, the costs resulting from cloverleaf construction opera-tion is estimated at 32.9 million dollars. According to the Statistics of fuel consumption optimization organizations, fuel consumption in Tehran is 14% gasoline and 88% petrol. Due to the low percentage of gasoline and the low price, petrol is considered for all fuel consumption. The price of 1 litter petrol was equal to 0.7 dollars. Given 124,325,265 litters increase in fuel consumption caused by limitations resulting from the construction of the directional interchange, costs imposed on society are estimated at 86.6 million dollars. Also, such costs are 49.5 million dollars for constructing cloverleaf interchange. The total direct costs resulting from accidents in Tehran are around 110 million dollars (based on the statistics presented by the Division of Insurance). Regarding value, about 4% are fatal accidents, 24% are injury accidents, and 72% are property damage accidents. With a growth of 4.32% in the traveled distances and increasing accidents, their costs are estimated to be 4.7 million dollars, which will further in-crease the finished cost of the project. On the other hand, the changes in traffic con-ditions through the black spots in the area of interest are very influential in the dam-age caused by accidents due to the geometric promotion of the interchange. According to information from Tehran Traffic Police and Tehran Central Insur-ance Office, 3 important hot spots were determined in the plan area as demonstrated in
Fig. 7 . There is a direct relationship between the number of vehicles passing through the hot spots and the number of accidents and consequently the cost of acci-dents. A major change in the network leads to an increase or decrease in the capacity through the link. With estimating the traffic volume passing through these points before and after the promotion of the intended interchange, one can determine what percentage was the former traffic volume crossing the black spots and what percent-age of the alternative will pass through routes or Bypass. In 2006, the World Bank published a report stating that pollutants cost in Tehran traffic network is around 700 million dollars per year. These costs include deaths from air pollution, treatment including hospital stays, outpatient treatments, and the number of working days lost.
Table 13.
The changes in network performance
Iran 𝐍𝐎 𝐱 𝐒𝐎 CO 𝐍𝐌𝐕𝐎𝐂 𝐬 Value ($/tonne) 600 1.825 188 0.5
Accordingly, concerning the 4.33% increase in pollutant emission of HC, CO, and NOx based on
Table 13 , the additional costs imposed on the society caused by construction operation during construction of the directional interchange are esti-mated at 36.6 million dollars. Under similar circumstances, 21.5 million dollars is estimated for cloverleaf interchange. Table 14.
The changes in network performance (Exhaust emissions) Pollutant During construction (Kg) Status quo (Kg) CO 898952107.3 862434217.6 HC 113958772.6 108149728.5 NO x Thus, according to the description mentioned above, the total cost of the proposal of directional interchange and standard cloverleaf interchange at the beginning of the exploitation 2013 is presented to
Table 15.
Cost of the proposed plan of interchanges.
Table 15.
Cost of the proposed plan of interchanges Cost (billion IRR) Cost components Cost type Cloverleaf interchange Directional interchange 314 403 Construction Direct - 164 Acquisition and release 329 576 Travel time increasing As a result of limitations in the network caused by the construction process 495 866 Fuel consumption increasing 215 366 Pollutants emission increasing 23 47 Accidents increasing 1376 2422 Total
The basis of estimating these benefits is the estimation of the values of each cost factor and extent of reduction as the benefits of the plan. Thus, implementation of the three options will be discussed, including the "status quo", "directional interchange" and " standard cloverleaf interchange”. These options were implemented in the Teh-ran transportation system simulation model with EMME software in the years after the operation. Based on the results presented in the above tables and comparing the two options of the standard cloverleaf and directional interchanges, the advantages of using these interchanges in the network in each of the studied years are provided in
Fig. 4 , Fig. 5 , Fig. 6 , and
Fig. 7 . In
Fig. 4 , Fig. 5 , Fig. 6 , and
Fig. 7 , the comparison between benefits of using directional and cloverleaf interchanges is illustrated in different operation years for each of the benefits: reducing travel time, reducing fuel consumption, reducing acci-dents, and reducing pollutants. Fig. 4 . Travel time reduction in different years
Fig. 5.
Fuel consumption reduction in different years
Fig. 6.
Pollutant emission reduction in different years
Fig. 7.
Accident reduction in different years
In the comparison between the two proposed options for geometric promotion of the interchange, the directional interchange is 28% better than standard cloverleaf inter-change. Also, during the construction of interchanges, this superiority is maintained. This shows that despite the initial higher cost, the directional option has higher interests T r av e l t i m e re du c t i o n Standard cloverleaf Directional F u e l c o n s u m p t i o n Standard cloverleaf Directional0510 P o ll u t a n t e m i ss i o n re du c t i o n Standard cloverleaf Directional A cc i d e n t re du c t i o n Standard cloverleaf Directional during the operation. Comparison of costs and interests of directional and cloverleaf interchange in different years can be seen in Fig. 8 and
Fig. 9 , based on the Net Present Value index. According to
Fig. 8 and
Fig. 9 , both plans have a non-negative "net pre-sent value" in the third year. Since the profitability of the project is before the end of the plan’s useful life, therefore, the construction and exploitation of the studied inter-changes are economically justified. It can be proven that geometric promotion in high-way interchanges has a strong justification from an economic standpoint, safety, and traffic.
Fig. 8.
Costs and benefits of directional interchange plan
Fig. 9.
Costs and benefits of the cloverleaf interchange plan Conclusion
There have been two scenarios for improving the geometry characteristics of the interchange. The first one has been for increasing the capacity and transforming the status quo to improve cloverleaf interchange. The second one has been directional exchange with the three-story bridge design.
Table 16 displays the process and anal-ysis results of EMME software. There are two methods for geometric improving the interchanges including line capacity increasing and changing the interchange to another interchange with a higher capacity. With geometric improving the cloverleaf interchange, it is concluded that method 2 has 27 % economic superiority. The directional interchange plan has a 𝐵/𝐶 = 1 between the second and third years. After that, with much higher benefits than costs, it will have a very favorable impact on the network. The directional inter-change plan has a
𝐵/𝐶 = 1 between the third and fourth years. Benefits increase with a lower slope than the directional option. A sensitivity analysis indicated that the M illi on D o ll o a r s Costs Benefits0200040002010 2015 2020 2025 2030 M I LL I ON DO LL OA R S Costs Benefits4 fluctuations in the fuel price are most effective in improving geometric interchanges (coefficient: %55 ( . Also, travel costs, accidents costs, and environmental costs are 38%, 4%, and 3% respectively. Table 16.
The process and analysis results of EMME/2 software Type Reduction of travelled dis-tance (%) Reduction of fuel consumption (mil-lion litter) Reduction of air pollution (%) Reduction of travel time (million hours) Direc-tional 2.67 74 2.88 16 Clover-leaf 1.25 33 1.25 7
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