TRANSPORT NETWORK PLANNING: THEORETICAL NOTIONS

2.32

CHAPTER TWO

congestion (peak traffic) and trip time losses that have an impact on incidental congestion
(e.g., incidents). In this latter case the trip time valuation will be higher.
To determine the robustness of the network, various possibilities are open, such as:

Calculating the effects of fluctuations in demand and / or supply (e.g., as a result of the

occurrence of an incident). Temporarily restricting the capacity of one or more links in a

network allows the effects of this on the quality of the traffic flow to be calculated.
A second factor that has a considerable influence on the robustness of a network concerns
the traffic load of the arms of the intersections in the network. Especially the higher-order
intersections can have a significant influence on the quality of the traffic flow in large parts
of the network, even if the capacity of only one of the arms falls short. As a result of the
blocking-back effect, the tail of a traffic jam can disturb the traffic flow in other parts
of the network.
The robustness of a network can be investigated by varying both demand and supply.
The networks capacity to accommodate varying load patterns can be determined on the
basis of journey times (total and relative) and intersection loads (load on various parts such
as slip roads, acceleration lanes, etc.).
The average trip speed indicates the average speed of transfers on the various networks
and can also be determined relatively (in km / hr), thus showing the average speed between
origin and destination. This last measurement is used mainly in comparing transfers across
various distances.

2.9.2 Process

Proposals to modify the network are often sensitive issues given the numerous effects that
would occur. We are increasingly being confronted by a situation that can be characterized
as a complex policy problem, in which two dimensions exist:

A knowledge-intrinsic complexity derived from the relationship between the various intrin-

sic themestraffic and transport, spatial planning, economic development, environment,

nature and landscapethat are interwoven. Any intervention in one theme has consequences for another. But all too often a swings-and-roundabouts mechanism occurs; as a
solution is found for one theme, this causes a problem for another.
A process-related complexity that is expressed in the involvement of many public and
private actors at various levels of government and / or scales, who all want to see their
vested interests covered in the problem definitions and solutions. The actors are very
interdependent in the problem-solving and so form changing coalitions to this end.
In the design process, account will have to be taken of this complexity. This implies that:

All stakeholders are invited to participate in the design process. This means having to

invite other parties like environmental agencies, chambers of commerce, etc. in addition
to the existing road authorities.
The effects of the proposed measures (network variants) are fed back to the stakeholders.
Ensuring that the feedback of effects is fast and clear to everyone stimulates the participants
to enter into a structured discussion on potential solutions.
For such an approach to succeed, it is essential that all parties participate on the basis of
equality, everyone has access to the same information, and the problem is not made more
complicated than necessary.

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