ECONOMIC EVALUATION
which assesses the effects that a
It is the process of systematic identification,
measurement and valuation of the inputs and
outcomes of two alternative activities, and the
subsequent comparative analysis of these.
STEPS IN ECONOMIC EVALUATION
1. Deciding Upon the Study Question
2. Assessment of Cost and Health Effects
3. Adjustment for Timing
4. Adjustment for Uncertainty
5. Making a Decision
TYPES OF ECONOMIC EVALUATION
1. Cost Effectiveness Analysis
Cost-Effectiveness is a relatively simple type
of economic analysis. It measures the cost of
achieving a specific objective.
2. Benefit-Cost Analysis
Benefit-Cost analysis compares total
incremental benefits with total incremental
costs. It places a value on each incremental
benefit and costs of each option.
- Return on Investment (ROI) indicates
the annual rate of return an investment
provides if all impacts are monetized.
- Net Benefits is defined as the sum of all
benefits minus the sum of all costs.
3. Lifecycle Cost Analysis
Lifecycle Cost Analysis is Net Benefit
Analysis that incorporates the time value of
money. It is usually the preferred method for
economic evaluation.
4. Multiple Accounts Evaluation
It is an analysis method that uses various
rating and ranking systems. Each option is
evaluated relative to various objectives.
Rankings can be developed by technical
experts, a public survey or an advisory
committee.
5. Reference Units
Reference units are measurement units
normalized to help people understand and
compare impacts. Common reference units
include per capita, per mile, per trip, per
vehicle and per dollar.
TRAFFIC IMPACT
ASSESMENT/ANALYSIS
A traffic impact analysis is a study
particular developments traffic will
have on the transportation network in
the community. These studies vary in
their range of detail and complexity
depending on the type, size and location
of the development.
Traffic impact studies should
accompany developments which have
the potential to impact the transportation
network. They are important in assisting
public agencies in making land use
decisions.
Who May Prepare and Evaluate Traffic
Impact Assessments?
A Transportation Engineer or Planner certified
by the Environmental Management Bureau
(EMB) and the National Center for
Transportation Studies (NCTS) of the University
of the Philippines as qualified to prepare TIA
may undertake impact assessment..
PIPELINE TRANSPORTATION
It is the transportation of goods or material
through a pipe. Many commodities are
transported through pipelines
Crude oil, petroleum products and gas are
perhaps the most common commodities
transported by pipelines.
Pipelines are the best suited mode for
transportation of large volumes of petroleum
over long leads.
Advantages of Pipeline:
1. They are ideally suited to transport the
liquids and gases.
2. Pipelines are also not affected by
weather disturbances like typhoons and
floods.
3. .Reduced traffic congestion and freight
cost.
 4. Pipelines accident-free and Reynolds number, turbulent and laminar
environmental friendly. flow, pipe flow velocity and viscosity

Disadvantages of Pipelines: The nature of flow in pipe, by the work of

1. It is not flexible, i.e., it can be used only
for a few fixed points.
2. Its capacity cannot be increased once it
is laid.
3. Limited to only some types of
commodities.
4. Underground pipelines cannot be easily
repaired and detection of leakage is also
difficult.
PIPE FLOW
It is the motion of a fluid subjected to
unbalanced forces or stresses.
Fluid flow means velocity and pipe diameter
for known flow rate
Velocity of fluid in pipe is not uniform across
section area. Therefore, a mean velocity is used
and it is calculated by the continuity equation for
the steady flow as:
Osborne Reynolds, is depending on the pipe
diameter, the density and viscosity of the
flowing fluid and the velocity of the flow.
Dimensionless Reynolds number is used, and is
combination of these four variables and may be
the ratio of dynamic forces of mass flow to the
shear stress due to viscosity. Reynolds number
is:
vD v D
= =
v
where:
D - internal pipe diameter
v velocity
density
v - kinematic viscosity
- dynamic viscosity
Flow in pipes is considered to be laminar if
Reynolds number is less than 2320, and
turbulent if the Reynolds number is greater than
4000. Between these two values is "critical"
zone where the flow can be laminar or turbulent
or in the process of change and is mainly
unpredictable.

q 4q When calculating Reynolds number for non-

v= = 2 circular cross section equivalent diameter is used
A D
and hydraulic radius can be calculated as:

Pipe diameter can be calculated when volumetric Re = cross section flow area / wetted perimeter.
flow rate and velocity is known as:
EXAMPLE

D=
4q
v
Consider pipe flow of 1.2 centimeter per second
of water at 50 through a 1-inch diameter

Where: pipe with a dynamic viscosity of

2.730 x 105 lb f s /f t 2 . What is the Reynolds
D - internal pipe diameter
q - volumetric flow rate Number for this flow? Is it laminar flow or
v velocity turbulent flow?
A - pipe cross section area.
Given:
 lb m Cross section
=62.4 3
ft
Lane width

cm 1inch 1 ft ft Horizontal and vertical clearance

v =1.2 x x =0.0394
s 2.54 cm 12 inch s

1 ft Flexible pavement design

D=1 inch x =0.083 ft
12inch A flexible, or asphalt, or Tarmac pavement
typically consists of three or four layers
lb f s
=2.73 x 105
f t2 Rigid pavement design
Rigid pavements are generally used in
constructing airports and major highways, such
Solution: as those in the interstate highway system. In
addition, they commonly serve as heavy-duty
vD industrial floor slabs, port and harbor yard
=
pavements, and heavy-vehicle park or terminal
pavements.

lb ft

=
( 62.4
ft 3 )( s )
0.0394 ( 0.083 ft ) Flexible pavement overlay design
One common method used to maintain a
lbs
2.73 x 105 highways level of serviceability is to place an
f t2 overlay on the pavements surface.
There are three main categories of flexible
Rh=7475> 4000 pavement overlay design procedures:

1. Component Analysis Design

Therefore, the fluid flows in a turbulent
manner. 2. Deflection-Based Design

DESIGN OF HIGHWAY
Highway design involves the consideration of
three major factors (human, vehicular, and
roadway) and how these factors interact to
provide a safe highway
Rigid pavement overlay design
There are three subcategories of rigid pavement
overlays that are organized depending on the
bonding condition at the pavement overlay and
existing slab interface.

Geometric Design Considerations: ROAD CHARACTERISTICS

Design speed Traffic engineering is mainly concerned with the
flow of vehicular traffic and various road
Design traffic volume characteristics affect the flow of traffic. The
most important among them are:
Number of lanes
1. Width
depends on the types of vehicles
Level of Service (LOS) expected to be utilizing the road.

Sight Distance 2. Shoulders

Alignment, super-elevation, and grades

 A surfaced clear portion of the roadway Dry Roads
cross-section immediately adjacent to Wet Roads
the carriageway edge. Slippery Surfaces
Gravel Roads and Road Works
Minimum outside paved shoulder width
of 10 feet (3.0 m) and inside shoulder
4. Slopes
width of 4 feet (1.2 m). With three or
The grade (also called slope,
more lanes in each direction, the inside
incline, gradient, pitch or rise) of a
paved shoulder should be at least 10 feet
physical feature, landform or
(3.0 m) wide.
constructed line refers to the tangent of
the angle of that surface to
3. Surface Condition
the horizontal.
provide sufficient friction to enable
vehicles to move and stop effectively.
Pavement cross slope of at least 1.5%
and preferably 2% to ensure
Samples of Surface Condition:
proper drainage on flat section.