INTRODUCTION TO TRANSPORTATION

PLANNING AND ENGINEERING

A transportation system may be defined as consisting of the fixed facilities, the flow entities, and
the control systems that permit people and goods to overcome the friction of geographical space
efficiently in order to participate in a timely manner in some desired activity.

Components of Transportation System

A transportation system consists of different components which together allow people and goods
to overcome the hindrance of geography. The different components are:
1. Fixed facilities
These are the physical components of the system that are fixed in space and constitute the
network of links and nodes. Road, railway track, ocean or waterways, airports harbor etc. are
fixed facilities of their respective modes.
2. Flow entities
These are the components that traverse (travel through) the fixed facilities. They mainly include
vehicles and are considered on the basis of shape, size, weight, acceleration and deceleration
abilities. For example, road vehicles, trains, aircraft, ships etc.
3. Control system
This system consists of vehicle control and flow control.

Vehicle control refers to the technological way in which the vehicles are guided either
automatically or manually. Flow control consists of the means that permit the efficient and
smooth operation of stream of vehicles and the reduction of conflicts between them. e.g. traffic
control using traffic lights, at the intersection, road signs and markings, air traffic control etc.
help in the smooth flow of vehicles.

Role of Transportation in Society

Transportation is an inseparable part of a society. In fact, the measure of the development of any
society is characterized by how developed transportation system is. Advancement in
transportation has made a vast change in the quality of life of people. Impact of transportation
can be summarized as below:
1. Economic role: Transportation plays an important role in developing the economic aspect of a
society. Economics involves production, distribution, and consumption of goods and services
which are inevitable without the transportation facility. In a country like Nepal which has a wide
gap between production and consumption, an effective mode of transportation can always be
helpful for its economic growth. Rice of terai need to be transported to the hills and the apples of
Humla and Jumla need to be brought up to the terai.
2. Social role: Development of transportation system influences the formation of urban society.
It links rural areas with urban ones transporting goods from one place to other, eventually
helping in overall development. Transportation also promotes cultural and social exchanges. It
provides employment opportunities.
3. Political role: The world being divided into different political units for mutual protection,
economic advantages and development of common culture is linked by transportation of both
people and goods through different modes. Transportation plays a vital role in functioning of
these political units.
4. Environmental role: The environment is highly affected by transportation. Its harmful aspect
is more prominent than its useful aspects. Air pollution, noise pollution, overuse of non-
renewable energy etc. are some of its impacts on the environment. Transportation safety (mainly
road safety) is of major concern.

Modes of Transportation
a) Primary Mode
• Land Transportation (Highway, Railway)
• Air Transportation
• Water Transportation
• Pipeline Transportation
b) Secondary Mode
• Ropeway
• Belt conveyors
• Canal
Primary Mode
Land Transportation
1. Highway: The major advantage of the highway is that it has high accessibility to almost all
potential destinations, direct service with very low door-to-door travel times, moderate speeds
and capacities. Capital cost for physical facilities is also moderate. Vehicles are small and readily
available at a low cost. However operating cost tends to be higher. Environmental impacts of the
system as a whole are high and are a major social concern.
2. Railway: The railway system provides moderate speeds and levels of accessibility.
Accessibility is only limited to railway stations. A heavy capital must be invested in both
physical facilities and flow entities. This mode is very effective for transportation of a lot of
goods through land.
Air Transportation
The main advantage of air transport is its high speed and less time consumption. Accessibility is
limited but is of less importance as greater lengths of trips are made. Capital investment as well
as operating and maintenance cost for both fixed and flow entities are higher than other modes.
Environmental impacts are significant, air and noise pollution of commercial aviation but are of
less concern than that of highways.
Water Transportation
Water transportation provides low speed and relatively low accessibility, but extremely high
capacities. The capital cost of vehicles, especially ships are very high but operating cost is low
for a large distance. So, if a lot of goods is required for transportation, this mode can be used for
best results. Environmental effects are relatively low but the chances of water pollution due to
leakage of oil and petroleum products are high.
Pipeline Transportation
The transport of daily use products and wastes to the desired location encompass pipeline
transportation. They provide very low speed, but the high capacity constant flow and involves a
large amount of working storage. Environmental impacts are generally low.

Secondary Mode
A variety of other modes also exists although they do not contribute in major transportation,
however, are inevitable.
Ropeway refers to special type of carriers suspended from or simply attached to an overhead
rope. Ropeway is an effective, economic and environmentally friendly way of crossing hills.
Belt conveyors are belt supported on rollers that provides steady movement of materials. Cable
and belt are systems extensively used in industries for transportation of goods.
Canals are also used in transportation for irrigation system in rural areas.

History of transportation engineering

Long before cars, snowmobiles and airplanes, humans had migrated to all over the Earth
powered almost exclusively by their feet. Eventually, people got tired of walking around and
carrying everything they needed on their backs. They started to use domesticated animals to
carry goods. They also built machines and devices, like sleds and travois, to help them carry
more. In some parts of the world, they began using the wheel and axle to build carts and
carriages. As people travelled back and forth, establishing trading routes, well-used paths
became more and more permanent. These paths became the first roads. As time went on, people
started to maintain the roads and look at ways in which they could be made easier to travel, these
people were the first transportation engineers.

Historical Development of Roads

• The first mode of transportation was by foot. This led to the development of footpaths.
• The next major mode was the use of animals. This led to the development of trackways as the
loaded animals required more horizontal and vertical clearances.
• The invention of wheel in Mesopotanian civilization led to the development of animal drawn
vehicles. Then it became necessary that the road surface should be capable of carrying greater
loads. Thus, roads with harder surfaces emerged.

1. Roman Road
• Romans constructed an extensive system of roads radiating in many directions from Rome.
• Romans recognized that the fundamentals of good road construction were to provide good
drainage, good material and good workmanship.
• Roads were constructed on a firm-ground subgrade strengthened where necessary with wooden
piles.
• Roads were bordered with longitudinal drain.
• Construction of Agger:
Raised formation up to 1m high and 15m wide.
Constructed with materials excavated during side drain construction.
This was then topped with a sand levelling course.
Agger contributed greatly to moisture control in the pavement.
In case of heavy traffic, a surface of large 250mm thick hexagonal flag stones were provided.
• Main Features:
Built regardless of gradient.
Used heavy foundation at bottom.
Mortar made from lime and volcanic pozzolana and gravel added to make concrete.
Concrete was a major Roman Road making innovation.
The roman road network built during seven centuries extended over a total length of 90000 km.
of which about 14000 km still exist in present day.

2. Tresaguet Roads (French Roads)

• The next major development in the road construction occurred during the regime of Napolean.
• Contributions were given by Tresaguet in 1764 and was implemented in 1775.
• He developed a cheaper method of construction than the lavish and locally unsuccessful revival
of Roman practice.
• Pavement used 200mm pieces of quarried stone of a more compact form and shape such that
they had at least one flat side which was placed on a compacted formation.
• Small pieces of broken stones were than compacted into spaces between large foundations to
provide a level surface.
• Running layer with 25mm sized broken stone was made.
• All this structure was placed on a trench to make running surface in level with the surrounding
country side.
• Drainage problems was counteracted by making the surface as impervious as possible,
cambering the surface and providing deep side ditches.

3. Telford Construction
• Telford in England (1757-1834) proposed similar type of construction as Tresaguet in France.
• Slopping surface on the top was achieved by providing varying size of stones in foundation.
• For lateral confinement, Telford used a block made of broken stones in lime water.
4. Macadam Construction (British Roads)
• First scientific road construction method.
• Economical method of road construction.
• Stone size was an important element of macadam road construction.
• John Macadam (1756-1836), a Scottish road builder, is considered as the pioneer of modern
road construction. Macadam came to realize that 250mm layers of well compacted broken
angular stones would provide the same strength and stiffness and a better running surface than an
expensive pavement founded on large stone blocks.
• The mechanical interlock between the individual particles provided strength and stiffness to the
course.
• Inter particle friction abraded the sharp interlocking faces and partly destroyed the effectiveness
of the course.
• The effect was overcomed by introducing good quality interstitial finer material to produce a
well-grained mix.
• Such mix proved to be less permeable and easier to compact.

5. Modern Roads
• Follows Macadam’s construction method.
• Uses bituminous concrete and cement concrete.
• Various advanced and cost-effective construction technologies are used.
• Development of new equipment helps in the faster construction of roads.
• Easily and locally available materials are tested in laboratories.

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The land use Transportation Cycle

Transportation problems are framed within three broad categories: problems that affect
transportation; transportation service problems; and problems caused by transportation. Within
these categories a wide range of issues is considered. These include increase in demand for
transportation, due to increase in population and income, transport land-use implications, the
impacts of transportation pricing policy, peak-hour demand, congestion, air pollution, safety,
energy, and equity issues.

A framework for rational decision making with models

1. Formulation of the problem. A problem can be defined as a mismatch between expectations
and perceived reality. The formal definition of a transport problem requires reference to
objectives, standards and constraints. The first reflect the values implicit in the decision-making
process, a definition of an ideal but achievable future state. Standards are provided in order to
compare, at any one time, whether minimum performance is being achieved at different levels of
interest. For example, the fact that many signalised junctions in a city operate at more than 90%
degree of saturation can be taken to indicate an overloaded network. Constraints can be of many
types, financial, temporal, geographical, technical or simply certain areas or types of building
that should not be threatened by new proposals.
2. Collection of data about the present state of the system of interest in order to support the
development of the analytical model. Of course, data collection is not independent from model
development, as the latter defines which types of data are needed: data collection and model
development are closely interrelated.
3. Construction of an analytical model of the system of interest. The tool-set provided in this
book
• can be used to build transport models including demand and system performance
procedures from a tactical and strategic perspective. In general, one would select the
simplest modelling approach which
• makes possible a choice between schemes on a sound basis. The construction of an
analytical model
• involves specifying it, estimating or calibrating its parameters and validating its
performance with
• data not used during calibration.
4. Generation of solutions for testing. This can be achieved in a number of ways, from tapping
the experience and creativity of local transport planners and interested parties, to the construction
of a large-scale design model, perhaps using optimisation techniques. This involves supply- and
costminimisation procedures falling outside the scope of this book.
5. In order to test the solutions or schemes proposed in the previous step it is necessary to
forecast the future values of the planning variables which are used as inputs to the model.
This requires the preparation of consistent quantified descriptions, or scenarios, about the future
of the area of interest, normally using forecasts from other sectors and planning units.
6. Testing the model and solution. The performance of the model is tested under different
scenarios to confirm its reasonableness; the model is also used to simulate different solutions and
estimate their performance in terms of a range of suitable indicators. These must be consistent
with the identification of objectives and problem definition above.
7. Evaluation of solutions and recommendation of a plan/strategy/policy. This involves
operational, economic, financial and social assessment of alternative courses of action on the
basis of the indicators produced by the models. A combination of skills is required here, from
economic analysis to political judgement.
8. Implementation of the solution and search for another problem to tackle; this requires
recycling through this framework starting again at point (1).

Transportation engineering and planning are concerned with the movement of people and goods
by means of highways, rail, air, water, and information technology.

Transportation system requires a continuous planning to optimally satisfy the mobility

requirement of the society. Planning becomes significant when the resources available are
limited and requirements are higher. The main objective of planning is to optimally utilize the
available resources in the best possible way and in a very systematic manner.

Transportation planning
Transportation planning essentially involves the development of a transport model which will
accurately represent both the current as well as future transportation system.

Transportation Planning
The process of transportation planning involves the elements of situation and problem definition,
search for solutions and performance analysis, as well as evaluation and choice of project. The
process is useful for describing the effects of a proposed transportation alternative and for
explaining the benefits to the traveler of a new transportation system and its impacts on the
community. The highway and traffic engineer is responsible for developing forecasts of travel
demand, conducting evaluations based on economic and noneconomic factors, and identifying
alternatives for short-, medium-, and long-range purposes.
Types of planning
Transportation planning can be divided into short term, medium term and long-term planning.
Short term (1-3 years) and medium-term (3-5 years) planning can be defined relatively in the
same way. They are less complex and put no great demand on construction activities and require
less capital expenditure. It includes Transportation System Management (TSM).
Long-term (More than 5 years) planning is a complex problem and requires huge financial
expenditure and involves large and extensive construction programs which affect the
environment in economic, social and natural aspects.
Desired solution is obtained through carefully constructed policy making at the multi-levels of
government and administration involved which could be solved best through system approach.

BASIC ELEMENTS OF TRANSPORTATION PLANNING

The transportation planning process comprises seven basic elements, which are interrelated and
not necessarily carried out sequentially. The information acquired in one phase of the process
may be helpful in some earlier or later phase, so there is a continuity of effort that should
eventually result in a decision. The elements in the process are:
1. Situation definition
2. Problem definition
3. Search for solutions
4. Analysis of performance
5. Evaluation of alternatives
6. Choice of project
7. Specification and construction

Basic Elements in the Transportation Planning Process Applied to Consider the

Feasibility of a New Bridge
Situation Definition
involves all of the activities required to understand the situation that gave rise to the perceived
need for a transportation improvement. In this phase, the basic factors that created the present
situation are described, and the scope of the system to be studied is delineated. The present
system is analyzed and its characteristics are described. Information about the surrounding area,
its people, and their travel habits may be obtained. Previous reports and studies that may be
relevant to the present situation are reviewed and summarized. Both the scope of the study and
the domain of the system to be investigated are delineated.
In the example described in Figure 11.1, a new bridge is being considered. Situation definition
involves developing a description of the present highway and transportation services in the
region; measuring present travel patterns and highway traffic volumes; reviewing prior studies,
geological maps, and soil conditions; and delineating the scope of the study and the area
affected. A public hearing might also be held to obtain citizen input. The situation then will be
described in a report that documents the overall situation and summarizes the results of the
public hearing.

Problem Definition
The purpose of this step is to describe the problem in terms of the objectives to be accomplished
by the project and to translate those objectives into criteria that can be quantified. Objectives are
statements of purpose, such as to reduce traffic congestion; to improve safety; to maximize net
highway-user benefits; and to reduce noise. Criteria are the measures of effectiveness that can be
used to quantify the extent to which a proposed transportation project will achieve the stated
objectives. For example, the objective “to reduce traffic congestion” might use “travel time” as
the measure of effectiveness. The characteristics of an acceptable system should be identified,
and specific limitations and requirements should be noted. Also, any pertinent standards and
restrictions that the proposed transportation project must conform to should be understood.
Referring to Figure 11.1, an objective for the bridge project might be to reduce travel congestion
on other roads or to reduce travel time between certain areas. The criterion used to measure how
well these objectives are achieved is average delay or average travel time. Constraints placed on
the project might be physical limitations, such as the presence of other structures, topography, or
historic buildings. Design standards for bridge width, clearances, loadings, and capacity also
should be noted.

Search for Solutions

In this phase of the planning process, consideration is given to a variety of ideas, designs,
locations, and system configurations that might provide solutions to the problem. This is the
brainstorming stage, in which many options may be proposed for later testing and evaluation.
Alternatives can be proposed by any group or organization. In fact, the planning study may have
been originated to determine the feasibility of a particular project or idea, such as adding bike
lanes to reduce traffic volumes. The transportation engineer has a variety of options available in
any particular situation, and any or all may be considered in this idea-generating phase. Among
the options that might be used are different types of transportation technology or vehicles,
various system or network arrangements, and different methods of operation. This phase also
includes preliminary feasibility studies, which might narrow the range of choices to those that
appear most promising. Some data gathering, field testing, and cost estimating may be necessary
at this stage to determine the practicality and financial feasibility of the alternatives being
proposed.
In the case of the bridge project, a variety of options may be considered, including different
locations and bridge types. The study should also include the option of not building the bridge
and might also consider what other alternatives are available, such as a tunnel or an alternate
route. Operating policies should be considered, including various toll charges and methods of
collection.

Analysis of Performance
The purpose of performance analysis is to estimate how each of the proposed alternatives would
perform under present and future conditions. The criteria identified in the previous steps are
calculated for each transportation option. Included in this step is a determination of the
investment cost of building the transportation project, as well as annual costs for maintenance
and operation. This element also involves the use of mathematical models for estimating travel
demand. The number of persons or vehicles that will use the system is determined, and these
results, expressed in vehicles or persons/hour, serve as the basis for project design. Other
information about the use of the system (such as trip length, travel by time of day, and vehicle
occupancy) are also determined and used in calculating user benefits for various criteria or
measures of effectiveness. Environmental effects of the transportation project (such as noise and
air pollution levels and acres of land required) are estimated. These nonuser impacts are
calculated in situations where the transportation project could have significant impacts on the
community or as required by law. Analysis of performance is sometimes referred to as the
transportation planning process, but it is really a systems analysis process that integrates system
supply on a network with travel demand forecasts to show equilibrium travel flows.
To analyze the performance of the new bridge project, first prepare preliminary cost estimates
for each location being considered. Then compute estimates of the traffic that would use the
bridge, given various toll levels and bridge widths. The average trip length and average travel
time for bridge users would be determined and compared with existing or no-build conditions.
Other impacts (such as land required, visual effects, noise levels, and air or water quality
changes) also would be computed.

Evaluation of Alternatives
The purpose of the evaluation phase is to determine how well each alternative will achieve the
objectives of the project as defined by the criteria. The performance data produced in the analysis
phase are used to compute the benefits and costs that will result if the project is selected. In cases
where the results cannot be reduced to a single monetary value, a weighted ranking for each
alternative might be produced and compared with other proposed projects. For those effects that
can be described in monetary terms, the benefit–cost ratio for each project is calculated to show
the extent to which the project would be a sound investment. Other economic tests might also be
applied, including the net present worth of benefits and costs.
In situations where there are many criteria, particularly in an environmental analysis, the results
can be shown in a cost-effectiveness matrix (for example, project cost versus number of homes
displaced) that will furnish a better understanding as to how each alternative performs for each of
the criteria and at what cost. The results can be plotted to provide a visual comparison of each
alternative and its performance.
In the evaluation of the bridge project, first determine the benefits and costs and compute the
benefit–cost ratio. If the result is positive, the evaluation of alternative sites requires additional
comparison of factors, both for engineering and economic feasibility and for environmental
impact. A cost-effectiveness matrix that compares the cost of each alternative with its
effectiveness in achieving certain goals will further assist in the evaluation.

Choice of Project
Project selection is made after considering all the factors involved. In a simple situation, for
example, where the project has been authorized and is in the design phase, a single criterion
(such as cost) might be used and the chosen project would be the one with the lowest cost. With
a more complex project, however, many factors have to be considered, and selection is based on
how the results are perceived by those involved in decision-making. If the project involves the
community, it may be necessary to hold additional public hearings. A bond issue or referendum
may be required. It is possible that none of the alternatives will meet the criteria or standards,
and additional investigations will be necessary. The transportation engineer, who participates in
the planning process, may have developed a strong opinion as to which alternative to select.
Such bias could result in the early elimination of promising alternatives or the presentation to
decision-makers of inferior projects. If the engineer is acting professionally and ethically, he or
she will perform the task such that the appropriate information is provided to make an informed
choice and that every feasible alternative has been considered.
Before deciding whether or not to build the proposed bridge, decision-makers look carefully at
the revenue-cost forecasts and would likely consider projects that appear to be financially sound.
The site location is selected based on a careful study of the factors involved. The information
gathered in the earlier phases would be used, together with engineering judgment and political
considerations, to arrive at a final project selection.

Specification and Construction

Once the transportation project has been selected, the project moves into a detailed design phase
in which each of the components of the facility is specified. For a transportation facility, this
involves its physical location, geometric dimensions, and structural configuration. Design plans
are produced that can be used by contractors to estimate the cost of building the project. When a
construction firm is selected, these plans will be the basis on which the project will be built.
For the bridge project, once a decision to proceed has been made, a design is produced that
includes the type of superstructure, piers and foundations, roadway widths and approach
treatment, as well as appurtenances such as tollbooths, traffic signals, and lighting. These plans
are made available to contractors, who submit bids for the construction of the bridge. If a bid
does not exceed the amount of funds available and the contractor is deemed qualified to do the
work, the project proceeds to the construction phase. Upon completion, the new bridge is turned
over to the local transportation authority for operation and maintenance.

The System Approach

The system approach is a decision-making process for complex problem solving composed of:
A. System analysis: A clear evaluation of the combinations of all the elements that structure
the problem and those forces and strategies needed for the achievement of an objective.
B. System engineering: Organizing and scheduling complex strategies for problem-solving.
It includes:
• Identifying the problem
• Tackling the problem considering all facets
• Use of scientific methods
• Working as per predetermined sequence
• Scientific decision

In dealing with long term transportation planning, three basic elements should be considered:
1) Forecasting demand
2) Description of economic, social and environmental changes
3) An evaluation of the system in term of benefits and dis-benefits
----------------------

The planner should continuously deal with three different groups having their own vested
interest namely operators, users and non-users.
• The operator is concerned with capital costs, operating costs, operating revenues and the
viability of the plan.
• The user is concerned with monetary cost, journey time, safety and security, reliability and
comfort and convenience.
• Large number of people who neither travels nor causes goods or people to move are also
affected by the proposals of the transportation planner. Such non-users are affected by land use
changes, social disruption and economic effects.

Land Use-Transportation Model

Land use transportation model is an effective way to study and design transportation plans. The
land use-transportation model can be studied under two phases: calibration phase and
projection phase. The calibration phase is followed by projection phase. In the calibration,
phase models are built and tested using data from a base period and in the projection phase, the
developed model is used to determine future transport design based on socio-economic
projection for a design year.

Objectives of Road Planning

1. To establish an integrated network of road
An integrated highway network capable of accommodating all highway travel in an orderly, safe,
efficient and economical way is required. Hence highway development plan is an essential part
of national transport plan. For this following, three processes should be followed:
-Forecast the future requirement of roads needed.
-Set up priorities and schedules of construction and renewal program in accordance with the
available resources.
-Financial planning and management.

2. To fulfill the needs of the society

Road planning is basically accepted as an outcome of the needs of the society. The first step in
planning is to identify all the present as well as the future need of the society. These needs are to
be fulfilled in the second step of planning.

Road planning can be grouped as:

National Road Network Planning
It is the planning of all roads to be developed in the national context and includes:
• National Highways
• Feeder Road
Urban Road Network Planning
Urban areas must be developed in a sustainable way so that the development remains intact for
many years. So, planning of road networks in urban areas is an integral part of its development.

Transportation engineering
Transportation engineering is a type of civil engineering which focuses on the infrastructure of
transportation: all the elements which support the movement of goods and people. Transportation
engineers design runways, build bridges, layout roads and plan docking facilities. They look at
traffic patterns, determine when new transport facilities are needed and come up with better ways
to get from point A to point B. ·
Also, it is the application of technology and scientific principles to the planning, functional
design, operation, and management of facilities for any mode of transportation in order to
provide for the safe, rapid, comfortable, convenient, economical, and environmentally
compatible movement of people and goods
Highway engineering
The science which deals with the planning, design, construction, operation, and maintenance of
roads and roadway facilities for the convenience of road traffic is known as Highway
Engineering.
The scope of highway engineering can be listed as:
• Highway development, planning and location.
• Highway design: geometrics, structure, hydraulic design of drainage system pavement.
• Highway construction materials, equipment, technology.
• Highway maintenance.
• Traffic operation and its control
• Roadside development and landscaping.
• Highway finance economics and administration.

The major road patterns developed in modern urban areas are as follows:
1. Grid Iron Pattern
• Rectangular or block
• Hexagonal
2. Radial Pattern
• Ring roads

1. Grid Iron Pattern

In grid iron pattern the built-up area is obtained in a rectangular or hexagonal shape. It can
produce monotonously long streets and dull blocks of buildings. However, it encourages even
spread of traffic over the grid and as a consequence, the impact at a particular location is
reduced.
 Advantages
• Low cost
• Simple to plan
• Gives good circulation plan and easy for plots subdivision.
• Efficient in providing drainage and sewerage network
Disadvantages
• Offers limited urban design options
• Produces constrained and rushed psychological effect
• Can be confusing and frustrating

A. Rectangular or block
B. Hexagonal
2. Radial Pattern
This system is widely used in many countries to join one town centre to another town centre.
Thus, any given town may have several roads radiating from its centre to other towns and
villages around it. As towns grow in size, they turned first to develop along the radial direction
and fill in the spaces after that. The main traffic generator is located within the centre area and all
radiating roads converge on the main business area of the focal point.

A. Ring Roads
• Ring road is a radial pattern of road which runs in circumference to an urban area so as to avoid
excess traffic inside the area.
• There may be doubling or tripling of rings depending upon the size of the urban area and
requirement of population.
• Due to ring roads there is a direct access to the to the town centre. The town centre may be a
core business area and may have banks, shopping complexes, entertainment centers etc.
Road Transport
Road transport is one of the common, efficient and accessible modes of transport.
Advantages of Road Transport:
• Wide geographical coverage: It covers a large area and can penetrate the interior of any region
to connect remote places.
• Large influential area: Development of other modes of transport is only limited to target areas
whereas road network can help in the economic and social development of almost all the areas it
passes through.
• Low capital investment
• Flexibility: Road transport offers most flexible service to the passengers. Other modes like
railway and airways have a fixed schedule which cannot be changed according to the demand.
• Quick and assured deliveries: Road transport offers quick and assured deliveries. Articles like
milk, meat, vegetables and other perishable items can only be transported through roadway. It
provides easy and efficient handling of these materials in an uneconomic way.
• Highest employment opportunities.
• Low cost of packaging: road transport involves very less handling process so the cost of
packaging of goods is effectively lessened.
• Economy: It is economical for short distance travelling.
• Safety: It has less disastrous effect than other modes.
Disadvantages of Road transport
• Land coverage: Roadways tend to use up more land. It destroys agricultural land and natural
terrain. There is a chance of soil erosion, damage of forests lands and other physical structures if
not properly constructed.
• Environmental Pollution: Compared to other modes it is one of the main cause for air pollution.
Use of bitumen during construction also affects the environment.
• Poor safety records.
• Uneconomical for long distances
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