CHAPTER 3

Transportation Modes
 INTRODUCTION

▪ Transportation is any device used to move an item from one location to

another.
 IMPORTANCE OF TRANSPORTATION

▪ Transportation is important because it enables trade between people,

which is essential for the development of civilizations.
 FIELD OF TRANSPORTATION

▪ Infrastructures
▪ Vehicles
▪ Operations
 INTRODUCTION

▪ Transport modes are designed to either carry passengers or freight, but

most modes can carry a combination of both.
TRANSPORTATION MODES

LAND WATER

AIR
 LAND TRANSPORTATION

▪ Land transport is the transport or movement of people, animals, and

goods from one location to another on land. The two main forms of land
transport are rail transport and road transport.
EXAMPLES OF LAND TRANSPORTATION
EXAMPLES OF LAND TRANSPORTATION
 WATER TRANSPORTATION

▪ Water transport is the process of transport a watercraft, such as a

barge, boat, ship or sailboat, over a body of water, such as a sea,
ocean, lake, canal or river.
EXAMPLES OF WATER
TRANSPORTATION
 AIR TRANSPORTATION

▪ A transportation system for moving passengers or goods by air.

EXAMPLES OF AIR TRANSPORTATION
 MODAL COMPETITION

▪ Each transportation mode has key operational and commercial

advantages and properties. However, contemporary demand is
influenced by integrated transportation systems that require maximum
flexibility in the respective use of each mode.
 INTERGRATED TRANSPORTATION
SYSTEMS

▪ Integrated transportation systems involves the combining of different

modes of transport to maximize ease and efficiency for the user in terms
of time, cost, comfort, safety, accessibility and convenience.
 EXAMPLES OF INTEGRATION BETWEEN
TRANSPORT MODES

❑ Street trams ❑ Maps

 EXAMPLES OF INTEGRATION
BETWEEN TRANSPORT MODES

❑ Park and Ride facilities ❑ Ticketing

 THERE ARE THREE MAIN CONDITIONS THAT
INSURE THAT SOME MODES ARE
COMPLEMENTING ONE ANOTHER:

1 Different geographical markets 3 Different levels of service

2 Different transport markets

 MODAL COMPETITION

▪ Thus, there is modal competition when there is an overlap in geography,

transport and level of service. Cost is one of the most important
considerations in modal choice. Because each mode has its own
price/performance profile, the actual competition between the modes
depends primarily upon the distance traveled, the quantities that have
to be shipped and the value of the goods.
 MODAL SHIFT

▪ A modal shift involves the growth in the demand of a transport mode at

the expense of another, although a modal shift can involve an absolute
growth in both of the concerned modes.

▪ The comparative advantages behind a modal shift can be in terms of

costs, convenience, speed or reliability. For passengers, this involved a
transition in modal preferences as incomes went up, such as from
collective to individual modes of transportation. For freight, this has
implied a shift to faster and more flexible modes when possible and cost
effective, namely trucking and air freight.
 TIME SHIFT

▪ The use of the same mode takes place at another time period, likely
when there is less congestion. In a situation of congestion, it is thus likely
that time shift will be preferred to modal shift, particularly if the time shift
is relatively marginal (e.g. a few hours).
 ROAD TRANSPORTATION
▪ Road transport means transportation of goods and personnel from one
place to the other on roads. Road is a route between two destinations,
which has been either paved or worked on to enable transportation by
way of motorized and non-motorized carriages.

▪ Road transportation has an average operational flexibility as vehicles can

serve several purposes but are rarely able to move outside roads.

▪ Road transport systems have high maintenance costs, both for the vehicles
and infrastructures. They are mainly linked to light industries where rapid
movements of freight in small batches are the norm. Yet, with
containerization, road transportation has become a crucial link in freight
distribution.
 IMPORTANCE OF ROAD
TRANSPORTATION
▪ Roads play a very important role in the transportation of goods and passengers for
short and medium distances.

▪ It is comparatively easy and cheap to construct and maintain roads.

▪ Road transport system establishes easy contact between farms, fields,
factories and markets and provides door to door service.
▪ Roads can negotiate high gradients and sharp turns which railways
cannot do. As such, roads can be constructed in hilly areas also.
▪ Road transport is more flexible than the railway transport. Buses and
trucks may be stopped anywhere and at any time on the road for
loading and unloading passengers and goods whereas trains stop only
at particular stations.
THE END
By: JOHN PATRICK P. SIGUA
RAIL TRANSPORTATION AND
PIPELINES
RAIL TRANSPORTATION
• Refer to the movement of vehicles on guideways
• 19th century, the first real rail transportation system came into
existence
THESE CONSTRAINTS ARE MAINLY
TECHNICAL AND OPERATIONAL
• Space consumption
• Gradient and Turns
• Rail transportation can support a gradient of up to 4%(e.g 40 meters per
kilometer) but freight trains rarely tolerate more than 1%
• For turns, the minimal curvature radius is 100 meters, but radiuses of 1km
for a speed of 150km/hr and 4km for a speed of 300km/hr are needed

• Vehicles
• Gauge
• Network Structure
RAIL TRANSPORTATION IN THE 21TH
CENTURY
• Electrification

• Automation
MARITIME TRANSPORTATION
MARITIME TRANSPORTATION
• Concerns the movement of passengers and freight over water
masses, from ocean to rivers
MARITIME GEOGRAPHY AND ROUTES
• Operates on its own space
MARITIME TRAFFIC
• Absolute advantages
• Comparative advantages
• Technical improvements
• Economies of scale

• Commonly measured in deadweight ton, which refers to the

amount of cargo that can be loaded on an empty ship,
without exceeding ts operational design limits.
FOUR BROAD CATEGORIES OF VESSEL/SHIP
• Passenger vessels
• Bulk carriers
• General cargo
• Roll on-Roll off(RORO)
MARITIME SHIPPING
• Slow
• Delays

• Size
• Speed
• Specialization of ships
• Ship design
• Automation
MARITIME ECONOMICS
• Public
• Private

• Feeder
• Cabogate
SHIPPING SERVICES AND NETWORKS
• Chapter services
• Liner shipping services

• Frequency of services
• Fleet and vessel size
• Number of port calls
CHAPTER 3 -
TRANSPORTATION MODES
• Air transportation
• Intermodal Transportation and Containerization
RECENT EVENTS
A Xiamen Airlines passenger plane lies on its belly
on a muddy field after landing in bad weather
and skidding off the runway of Ninoy Aquino
International Airport. There were no casualties but
the incident caused widespread flight disruptions.

Read
more: http://newsinfo.inquirer.net/1022681/xiamen
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THE RISE OF AIR TRANSPORTATION

The Wright brothers, Orville (August 19, 1871 –

January 30, 1948) and Wilbur (April 16, 1867 – May
30, 1912), were two American aviators, engineers,
inventors, and aviation pioneers who are generally
credited with inventing, building, and flying the
world's first successful airplane. They made the first
controlled, sustained flight of a powered, heavier-
than-air aircraft on December 17, 1903, four miles
south of Kitty Hawk, North Carolina. In 1904–05 the
brothers developed their flying machine into
the first practical fixed-wing aircraft. Although not
the first to build experimental aircraft, the Wright
brothers were the first to invent aircraft controls
that made fixed-wing powered flight possible.
WRIGHT BROTHERS FIRST FLIGHT, 1903
Orville and Wilber Wright started to design the first draft
of their airplane Wright “B” Flyer in August of 1899. It was
a two-winged kite with a wing span of 5 feet. The flight
was a success, which encouraged other attempts.
Based on the success of the flight in September of 1900
they built a 17 feet glider which they tested at
Kittyhawk, North Carolina. Between September 1901
and August 1902 the Wright brothers tested over 50
different planes until they had accurate data for
building a third glider. It had a wing span of 32 feet. On
December 17th 1903, Orville Wright made the first flight
with a self propelled airplane. This event is marked the
beginning of modern aviation.
PHILIPPINE AIRLINES
Philippine Airlines (PAL), a trade name of PAL Holdings, Inc. (PSE: PAL), also
known historically (until 1970) as Philippine Air Lines, is the flag carrier of
the Philippines. Headquartered at the PNB Financial Center in Pasay City, the
airline was founded in 1941 and is the first and oldest commercial airline
in Asia operating under its original name. Out of its hubs at Ninoy Aquino
International Airport of Manila, Clark International
Airport of Angeles and Mactan-Cebu International Airport of Cebu, Philippine
Airlines serves 31 destinations in the Philippines and 41 overseas destinations
in Southeast Asia, East Asia, Middle East, Oceania, North America and Europe.

The airline’s first flight took place on March 15, 1941 with a single Beechcraft
Model 18 NPC-54 on daily services between Manila (from Nielson Field)
and Baguio.
THE RISE OF AIR TRANSPORTATION

• On January 1, 1914, the world’s first scheduled flight with a

paying passenger hopped across the bay separating Tampa
and St. Petersburg, Florida for a fare that eventually stabilized
at $10 per person, round-trip (about $200 in 2006 dollars).
• World War I, which began just months after that first flight from
Tampa, provided the first real spur to the development of
commercial aviation as air power began to be used and
better aircraft were quickly designed.
• By the eve of World War II, air travel was quite literally taking
off, borne aloft by important advances in technology. Indeed,
it was only after World War II that air transportation became
the dominant mode of long-haul passenger travel in
developed countries.
THE RISE OF AIR TRANSPORTATION

• The growth of the number of planes and commercial services

led to growth of risk and occurrences of air collisions and near-
collisions. In response, national air traffic control systems began
to be established in the mid 1950s, which substantially reduced
the risks of accidents.
THREE MAJOR CATEGORIES OF PASSENGER JET PLANES:
1. Short range aircraft. Bombardier’s CRJ series and Embraer’s
ERJs are examples of planes with relatively small capacities
(30-100 passengers) that travel over relatively short distances.
2. Medium range aircraft. The airbus A320 and its Boeing
equivalent, the B737, are designed to service destinations
within a continent with a range around 5,000 km for the later
generation models.
3. Long range aircraft. There are a variety of aircraft capable of
crossing the oceans and linking together the continents.
STAGES IN AIR NETWORK DEVELOPMENT
• Stage 1 (Initial
development; connecting
effect). During the
1930s basic linear services
were established. Since the
technical capabilities of
aircrafts were limited,
especially in terms of range
and capacity, intermediate
stops had to be made
even if many of these stops
represented limited
commercial opportunities.
STAGES IN AIR NETWORK DEVELOPMENT
• Stage 2 (By-passing
effect). During the
1940s and 1950s, the
technical capabilities
of aircrafts improved
substantially, which
enabled to by-pass
several intermediate
stops. Routes between
major destinations still
had a linear structure.
STAGES IN AIR NETWORK DEVELOPMENT
• Stage 3 (Proximity
effect). In the 1960s
and 1970s, aircraft
technology permitted
long distance routes,
which supported the
development of a
network structure
reflecting better the
size and function of
markets.
STAGES IN AIR NETWORK DEVELOPMENT
• Stage 4 (Hubbing effect). the
1980s and 1990s saw the
creation of large hubs
handling the great majority of
air traffic, especially at the
international level. Hub and
spoke networks have the
advantage of offering a larger
market coverage (number of
airports) with a smaller number
of services. A hub also enables
to reconcile more effectively
long distance and regional air
services.
ECONOMIC AND SPATIAL IMPACTS
The economic and spatial impacts of air transportation
can be articulated by:
• Technical improvements
• Rising affluence
• Globalization
ECONOMIC AND SPATIAL IMPACTS
By 2012, approximately one million people were airborne on
scheduled flights somewhere in the world at any given time,
which is related to an annual traffic 2.4 billion passengers that
traveled over 33,000 scheduled flight routes, underlining the
enduring growth of air travel. This accounted for about 25% of
the global population, but a much smaller share are actually air
travelers as individuals who use air transportation usually do so
several times per year.
THE GEOGRAPHY OF AIRLINE
NETWORKS
There were about 725 airlines in the world in 2012 providing
different range of services. Most large and medium-sized airlines
have at least some international routes. Theoretically, air
transport enjoys greater freedom of route choice than most
other modes. Yet while it is true that the mode is less restricted
than land transport to specific rights of way, it is nevertheless
much more constrained than what might be supposed.
THE FUTURE OF FLIGHT
Both Boeing and Airbus
promise that their
newest jetliners will offer
unparalleled fuel
efficiency. That is
important because a
second basic threat to
the future of the airline
industry is the price and
availability of fuel.
INTERMODALISM, MULTIMODALISM
AND TRANSMODALISM
• Intermodal transportation. The movements of passengers or
freight from an origin to a destination relying on several
modes of transportation. Each carrier is issuing its own ticket
(passengers) or contract (freight). The movements from one
mode of transport to another is commonly taking place at a
terminal specifically designed for such a purpose. Therefore,
intermodal transportation in the literal sense refers to an
exchange of passengers or freight between two
transportation modes, but the term has become more
commonly used for freight and container transportation
across a sequence of modes.
INTERMODALISM, MULTIMODALISM
AND TRANSMODALISM
• Multi-modal transportation. The movements of passengers or
freight from an origin to a destination relying on several
modes of transportation using one ticket (passengers) or
contract (freight).
• Transmodal transportation. The movements of passengers or
freight within the same mode of transport.
INTERMODALISM, MULTIMODALISM
AND TRANSMODALISM
CONTAINERIZATION
• Containerization. Refers to the increasing and generalized use
of the container as a load unit for freight transportation. It
involves processes where the intermodal container is
increasingly used because it either substitutes cargo from
other conveyances, is adopted as a mode supporting freight
distribution or is able to diffuse spatially as a growing number
of transport systems are able to handle containers.
CONTAINERIZATION
• The driver of intermodal transportation has undoubtedly been
the container, which permits easy handling between modal
systems. While intermodalism could take place without the
container, it would be very inefficient and costly. At start, a
distinction is necessary between containerization and the
container.
FIVE MAIN TYPES OF CONTAINER
• Standard container. Container designed to carry a wide
variety general cargo. They are often labeled as dry
containers because they carry dry goods either in break bulk
(most common) or bulk (less common) form. Cargo is loaded
and unloaded through a double door which marks the “back
side” of the container.
• Tank container. Container designed to carry liquids
(chemicals or foodstuff). It is composed of a tank surrounded
by a structure making it the same size than a standard 20 foot
containers, including its four latching points.
FIVE MAIN TYPES OF CONTAINER
• Open top container. A container with an open roof and
designed to carry cargo that is too large to be loaded
through standard container doors, such as machinery. The
container is loaded from the top with a tarpaulin used to
cover its contents.
• Flat container. Container having an open roof and sides
designed to carry heavy and oversized cargo. The cargo
transported is left exposed to outdoor conditions.
• Refrigerated container. Also known as a reefer. Container
designed to carry temperature controlled cargo, often
around or below freezing point.
ADVANTAGES AND CHALLENGES OF
CONTAINERIZATION
• Standardization is a prevalent benefit of containerization as it
conveys a ubiquity to access the distribution system and
reduces the risks of capital investment in modes and
terminals.
• Flexibility of usage - A container can transport a wide variety
of goods ranging from raw materials (coal, wheat),
manufactured goods, and cars to frozen
products. Discarded containers are often used as
storage, housing, office and retail structures.
ADVANTAGES AND CHALLENGES OF
CONTAINERIZATION
• Economies of scale - The main factors behind costs
reductions reside in the speed and flexibility incurred by
containerization. Similar to other transportation modes,
container shipping is benefiting from economies of scale with
the usage of larger containerships.
• Operational velocity - containerization has reduced travel
time for freight by a factor of 80%.
ADVANTAGES AND CHALLENGES OF
CONTAINERIZATION
• Warehousing and security - The container limits damage risks
for the goods it carries because it is resistant to shocks and
weather conditions. The container is consequently its own
warehouse.
• Site constraints - Containerization implies a large consumption
of terminal space. To fully load or unload a containership of
5,000 TEU a minimum of 12 hectares of stacking space is
required.
ADVANTAGES AND CHALLENGES OF
CONTAINERIZATION
• Infrastructure costs and staking - Container handling
infrastructures, such as gantry cranes, yard equipment, road
and rail access, represent important investments for port
authorities and load centers.
• Thefts and losses - Rough weather is the major cause of
container losses, but improper container stacking also plays a
role (distribution of heavy containers).