某橋梁投標(biāo)書

書 摘 投標(biāo) 投標(biāo)書附 投標(biāo)擔(dān) 授權(quán) 工程量清 工程細(xì) 計日工明細(xì) 工程量清單匯總 馬路工程投標(biāo)報價各項費用的計算程序及計算方 施工組織設(shè)計文字說 編制原 工程概 工程簡 橋梁主要技術(shù)指 氣象與水文概 地質(zhì)構(gòu)造及地震狀 施工總體說 重點分部分項工程的施工方案、方法與措 測量放 樁基施 橋臺、墩柱及蓋梁的施 空心板的施 上部結(jié)構(gòu)橋面及附屬工程施 確保工程質(zhì)量的技術(shù)組織措 指導(dǎo)思 確保工程質(zhì)量的組織措 確保工程質(zhì)量的技術(shù)措 確保工程平安施工的技術(shù)組織措 平安管理制 各分項工程平安技術(shù)措 文明施工及環(huán)境愛護(hù)管理體系與措 文明施工措 環(huán)境愛護(hù)施工管理體 環(huán)境愛護(hù)措 雨季施工技術(shù)措 投標(biāo)報價編制及策 施工招標(biāo)文件編制的的留意事 影響投標(biāo)報價的因 投標(biāo)企業(yè)自身的因 工程方面的因 報價的編 編制依 編制原 編制方 編制內(nèi) 投標(biāo)報價策 報價策略的定性分 報價策略的定量分 最終報價的確 結(jié)束 參考文 致謝 附 附錄 外文翻 附錄 工程量清 附錄 綜合單價分析 附錄 施工總平面布置 附錄 施工進(jìn)度支配橫道 取勝、占據(jù)市場、取得效益、發(fā)展企業(yè)，承包商必需特別重視投標(biāo)書的編制，使其報價科合理，具有競爭性，同時又有合理的利潤。本文針對上述狀況與要求，對鄭州市楊槐至小金莊馬路新建工程項目的投標(biāo)文件進(jìn)行了合理的設(shè)計。該投標(biāo)文件主要包括：投標(biāo)書及投標(biāo)擔(dān)保格式、工程量清單、投標(biāo)書附表及投標(biāo)報價編制及策略，其中最重要的是科學(xué)合理的投標(biāo)有支配的開展各種施工活動。駕馭和提高投標(biāo)報價的技巧，是施工企業(yè)彌補低價中標(biāo)所造成經(jīng)濟(jì)損失的一種策略，也是企業(yè)提高經(jīng)濟(jì)效益，增加中標(biāo)率的一種強(qiáng)有力的手段。但投標(biāo)的策略和技巧并沒有固定的計量模式，投標(biāo)策略和技巧須要的是經(jīng)營決策人員的學(xué)問、閱歷和膽識。企業(yè)要盈得市場，占據(jù)市場，在競爭中取勝，取得更大的經(jīng)濟(jì)效益和社會效益，應(yīng)在提高企業(yè)綜合素養(yǎng)，加強(qiáng)經(jīng)營管理上大做文章。關(guān)鍵詞：投標(biāo)報 施工組織指導(dǎo)書投標(biāo)報價策略經(jīng)濟(jì)效Abstract:WiththerapiddevelopmentofChina'sbasicindustries,constructioncontractorsarefacingthegrowingcomplexityofcompetitiveenvironment.Inordertowinthecompetition,dominatethemarket,achievetheeffectivenessanddeveloptheenterprises,thecontractormustattachgreatimportancetothepreparationoftenders,toofferascientific,rational,competitive,andprofitablequotation.ThisarticledescribesareasonableprojecttenderdocumentstothenewvillageroadfromXiaojintoYanghuai,inZhengzhouCity.Thetenderdocumentsinclude:tender,tendersecurityform,billofquantities,tenderpreparationandtenderofferschedulesandstrategies,mostimportantofwhichisscientificandreasonablebiddingandconstructionorganizationdesign.Withagoodconstructiondesign,theconstructionprocesscanbescientificallyestablishedinorderofthenormalconstruction,andvariousconstructionactivitiescanbecarriedoutinplan.Controllingandimprovingtheskillsofthetenderofferisawaytomakeupforlow-costeconomiclossesandapowerfultooltoimproveeconomicefficiency.Butthebiddingstrategiesandmeasurementtechniqueshavenofixedmodel,itneedstheknowledge,experienceandvisionofdecision-makers.Enterprisesshouldimprovetheoverallqualityofenterprises,strengthenthemanagementtooccupythemarketandtoachievegreatereconomicandsocialbenefits.Keywords:tenderofferconstructiondesignthebiddingstrategieseconomic投標(biāo)書后，我們情愿按人民幣(大寫)捌佰零叁萬伍仟三百肆拾伍元(￥8035345元)的投標(biāo)總價，或依第五合同段為鄭州市金水區(qū)楊槐至小金莊馬路新建工程賈魯河橋，結(jié)構(gòu)形式為285.20m。假如你單位接受我們的投標(biāo)，我們將保證在合同規(guī)定開工日期起算的5.5個月工期內(nèi)7天內(nèi)未能或拒絕簽訂合同協(xié)議書;或未能提交履約擔(dān)保(含按規(guī)定提36號日期：2010312-1 1不低于人民幣 萬2合同價格的 3（從發(fā)出中標(biāo)通知書之日算起4當(dāng)5 6人民幣50007合同價格 108人民幣50009合同價格的 人民幣2010合同價格的 鑒于 ***[投標(biāo)人名稱](下“投標(biāo)人)擬向鄭州市金水區(qū)交通（以下簡“招標(biāo)人送交關(guān)于鄭州市楊槐至小金莊馬路新建工程第五合同段的投標(biāo)書，依據(jù)招標(biāo)文件的規(guī)定，投標(biāo)人須按規(guī)定的金額由其托付的銀行出具一份投標(biāo)保（下“保函作為履行招標(biāo)文件中規(guī)定的義務(wù)擔(dān)保。我行同意為投標(biāo)人出具人民幣（大寫）拾萬元（10元）的保函，作為向招標(biāo)人的投標(biāo)281230電話：0371-擔(dān)保銀行：建設(shè)銀行（蓋章日期：2010320日致：（蓋章）日期：2010320表5- 工程量清清 第100 總101---101-102-103-103-103---月103-103-104-清 第100章合 人民幣263320表5- 工程量清清 第200 路`215-M7.5---清 第200章合 人民幣153737.48表5- 工程量清清 第200 路401-橋梁荷載試驗（暫定工程量402--80mmm403--光圓鋼筋（I-帶肋鋼筋（II403--光圓鋼筋（I-帶肋鋼筋（II403--光圓鋼筋（I-帶肋鋼筋（II403--光圓鋼筋（I-帶肋鋼筋（II404-405--m405-（暫定工程量m405-m408-408-410-蓋梁、擋塊、耳背墻）-C30-C30410--C50-C20410--C250-C25-C10410--C50411-411--C50415--30mm-40mm415--100mmC50416--D200X31mm個-D200X42mm個417--SSFB-80m清 第400章合 人民幣6575224.52表5- 計日工勞務(wù)單價合同段 單價（元金額（元1234567計日工勞務(wù)小 人民幣5-5合同段 單價（元金額（元1t523t54砂532.5t67t89煤t計日工材料小 人民幣5-6合同段 單價（元合價（元1挖掘機(jī)（≤12349-556-672859555512-325計日工施工機(jī)械小 人民幣5-7合同段 額（元1.2.3.表5- 工程量清單匯總合同段編號 額（元12345610060078不行預(yù)見費（暫定金額9投標(biāo)價表5- 各項費用計算程序 —二（三（一）×四（一）+（二五（三）×六〔（三）+（四七〔（三）+（四）+（五八〔（三）+（四九〔（三）+（四）+（五）+（六）+（七十（一）+∑〔（九）×不行預(yù)見費（暫定金額（十）+（十一）+（十二鄭州市金水區(qū)楊槐至小金莊馬路新建工程位于柳林鎮(zhèn)祭城鎮(zhèn)和姚橋鄉(xiāng)境內(nèi)，是連接柳林增加區(qū)域間的橫向聯(lián)系，使整個馬路網(wǎng)更趨完備。對改善投資環(huán)境，促進(jìn)對外經(jīng)濟(jì)開發(fā)，加強(qiáng)地區(qū)間的物資文化溝通和貿(mào)易往來，振興鄭州經(jīng)濟(jì)，帶動北部地區(qū)的經(jīng)濟(jì)發(fā)展，有著極其重要的意義。L=285.20m（孔，13K14+738水混凝土，4cm3cm11+2×0.5m285.20m，550。15.431m，15.431m；1.6m，1.2m，1.5m橋跨總長：14×20m=280m,設(shè)防地振動峰值加速度防洪標(biāo)準(zhǔn)：10086.95m，結(jié)構(gòu)設(shè)計基準(zhǔn)期：10014.23.3℃；七月份氣31.8℃，豐水年最大降雨量為1200mm，枯水年最小降雨量為310mm，562～715mm，年降雨量分布不均，一般春季較少，夏秋季偏多，7-950%-60%113217d18.3m/s。太行ft隆起、晉東南ft字形構(gòu)造之東南側(cè)。路途西南部與嵩ft依據(jù)《中國地振動參數(shù)區(qū)劃圖》（GB18306-2001）項目區(qū)域地振動峰值加速度系數(shù)為0.15g，VII6-1依據(jù)本工程項目的特點及工期要求，成立五個專業(yè)施工作業(yè)隊，分別為：板梁作業(yè)對、樁基作業(yè)隊、下部作業(yè)隊、引坡施工隊及綜合作業(yè)隊。五個作業(yè)隊之間既獨立分工又相互協(xié)表6- 擬用于本工程的施工機(jī)械支配122DFF-13245526瀝青攤鋪機(jī)（12.5171819HZ6-42350111225.5CHZ-2QJ-1502GPF-218表6- 擬配備的試驗和檢測儀器設(shè)備1120-2314101A25Gy5-26YE-175混土試8WE—19YH—40B2KZ1124KB—1HS351LHC0.4—2施工進(jìn)度支配橫道圖附圖521cm。掏渣卸土焊鉆掏渣卸土焊鉆孔清測量淤泥厚運輸?shù)跹b鋼筋骨制作鋼筋骨量測泥漿指安設(shè)溜槽儲料安放導(dǎo)設(shè)置隔水測量鉆孔深度斜度直灌注水下測量砼面高鑿除樁拆除護(hù)承壓、密封檢制作導(dǎo)輸送壓砼試制砼試向鉆孔注清水或泥泥漿制鉆機(jī)就下沉、埋設(shè)護(hù)樁位放制作護(hù)平整場0.3m。12h，以免被泥漿埋住鉆頭。必需剛好具體地填寫鉆孔1.22m20％。7d25mm1.325%，在受壓區(qū)最大百分率為

圖6- 墩、臺施工工藝框1m、2m、3m6-46-5。2cm（6-6）圖6- 柱模立面圖6- 柱模平面圖6- 柱模支設(shè)2.5MPa10m5cm～10cm20～30s7d28028(預(yù)留出齒板位置 圖6- 預(yù)應(yīng)力混凝土空心板施工工藝框75%45%， 循環(huán)架設(shè)全跨循梁圖6- 梁體安裝施工工藝框80%的要求后，方可開放交通。20cm（10）由于近年來我國馬路建設(shè)市場競爭特別激烈，各施工企業(yè)都將投標(biāo)工作當(dāng)作公司的頭等大事，組織強(qiáng)有力的經(jīng)營部門。但在實力相當(dāng)?shù)慕ㄔO(shè)施工企業(yè)中，有的施工企業(yè)中標(biāo)率高，投標(biāo)報價的策略和技巧在中標(biāo)率高的施工企業(yè)中所起的作用是不容忽視的。工程的性質(zhì)、等級和規(guī)模。工程的地理位置、氣象、水文、地質(zhì)等自然條件干脆關(guān)系到工程能否順當(dāng)進(jìn)行和所花費用凹凸。工程的交通、水源、電力是否便利。業(yè)主要求的工期是②國家頒發(fā)的《馬路工程預(yù)算定額》(JTGB06-01-2007)、《馬路工程預(yù)算定額》(JTG算、預(yù)算編制方法》(JTGB06-2007)及地方頒發(fā)的有關(guān)收費標(biāo)準(zhǔn)和定額； 間接（分?jǐn)偅┚C合稅金額=（干脆費+間接費+利潤）×3.41%3%考慮。本合同工程總投標(biāo)價=清單和計價+計日工和計價+不行預(yù)見費（暫定金額為了使投標(biāo)單位在投標(biāo)競爭中取勝，除必需實行恰當(dāng)?shù)亩ㄐ圆呗酝?，還應(yīng)實行適用的定風(fēng)險決策最大利潤法、考慮競爭對手的最佳報價法。工程量有可能增加的，則提高單價，工程量有可能削減的，則降低單價，例如路基挖方、軟基處理、基礎(chǔ)工程等受地質(zhì)自然環(huán)境因素影響較大的項目以及常規(guī)參數(shù)的基本項目，可適當(dāng)提高報價。零星用工（計日工按原合同要求規(guī)定，投標(biāo)報價為某一數(shù)值；倘如合同要求作某些修改，可降低報價肯定百分比，以此來吸引對方。另外一種狀況，一是自己在技術(shù)和設(shè)備上滿足不了原設(shè)計的要求，但在修改設(shè)計以適應(yīng)自己的施工實力的前提下仍希望中標(biāo)，于是可以報一個按原設(shè)計施工的投標(biāo)報價（投高標(biāo)另一個修改設(shè)計的比原設(shè)計的標(biāo)價低得多的投標(biāo)報價，以引導(dǎo)業(yè)主。采納成本加利潤的報價方法綜合確定最終報價。這是一種比較切實可行的報價方法，它能充分體現(xiàn)一個企業(yè)經(jīng)營水平，最大限度地發(fā)揮出企業(yè)的競爭力。許克賓.橋梁施工.中國建筑工業(yè)出版社.楊子敏.馬路工程造價指南.人民交通出版社.向中富.橋梁施工限制技術(shù).人民交通出版社.楊炳成.馬路工程招投標(biāo)實踐.人民交通出版社.黃繩武.橋梁施工及組織管理.人民變通出版社.趙宗仁.建筑工程價格管理.東北財經(jīng)高校出版社.徐偉.土木工程概預(yù)算與招投標(biāo).同濟(jì)高校出版社.楊玉衡.道路工程施工案例.中國建筑工業(yè)出版社.王旭東.馬路工程施工組織設(shè)計.重慶高校出版社.張起森.馬路施工組織及概預(yù)算.人民交通出版社.楊子敏、袁劍波.馬路工程造價指南.人民交通出版社.向群.馬路工程施工組織設(shè)計與概預(yù)算.中國鐵道出版社.文德云.馬路工程施工招標(biāo)文件編制示例.人民交通出版社.馮海雷.雁灘南河道橋梁投標(biāo)方案設(shè)計.城市道橋與防洪.2009.陳森、王清池.馬路工程招標(biāo)與投標(biāo)管理.人民交通出版社.習(xí)應(yīng)祥.馬路工程質(zhì)量限制原理與方法.湖南科學(xué)技術(shù)出版社交通部.《馬路工程預(yù)算定額》(JTGB06-01-2007).人民交通出版社.交通部.《馬路工程預(yù)算定額》(JTGB06-02-2007).人民交通出版社.交通部.《馬路工程機(jī)械臺班費用定額》(JTGB06-03-2007).人民交通出版社.交通部.《馬路基本建設(shè)工程概算、預(yù)算編制方法》(JTGB06-2007).人民交通出版社.[19]AntonioNanni《CuringofRollerCompactedConcrete:StrengthDevelopment》《AAPT[20]H.Wittfoht.PrestressedConcreteBredgeConstruactionwithSteppingFormworkEquipment,Detroit:ACIPublication,1969.2010年5附錄 外文翻TrafficPlanningandTheplanningoftransportationfacilitiesisonlyoneaspectoftheoverallplanningprocesswhichaffectsthequalityoflifeinadevelopedsociety,theprovisionoftransportfacilitiesisdependentontheoveralleconomicresourcesavailable.Trafficmanagementarosefromtheneedtomaximizethecapacityofexistinghighwaynetworkswithinfinitebudgetand,therefore,withaminimumofnewTrafficTrafficdemandisgeneratedbyactivity—peoplegoingplacesforwork,shopping,recreation,andotherpurples.Thus,muchattentionintransportationplanningisforcedon:SpatialdistributionofresidencesandactivitycentersTemporaldistributionoftripsModeselectionforTransportationstudiesmaybecarriedouttodeterminethenecessityorsuitabilityofavarietyoftransportsystemssuchasinter-cityair-links,anewmotorwayoracombinationofprivateandpublictransportmodessuchasisfoundinalargeurbanizedconurbation.Thetransportationsurvey,inwhichanattemptismadetotakeaninventoryofthe patternasitexistsatthepresenttime,togetherwithdetailsofthetravelfacilitiesavailableandtheland-useactivitiesandsocio-economicfactorsthatcanbeconsideredtoinfluencetravel.Theproductionofmathematicalmodels,whichattempttoexplaintherelationshipbetweentheobservedtravelpatternandthetravelfacilities,land-useactivitiesandsocio-economicfactorsobtainedbythetransportationsurvey.Theuseofthesemathematicalmodelstopredictfuturetransportationneedsandtoevaluatealternativetransportationplans.Whilethedecisiontomakeatripisacomplexprocessbasedontheavailabilityofdestinations,thetravelfacilities,thecostoftravelandthejourneypurpose.Tripgeneration,whichattemptstodeterminetheconnectionbetweentripmakingandland-usefactorsnotedintheplanninginventory.Tripdistribution,whichdeterminesthepatternoftripsbetweenthezones.Itispostulatedthatthenumberoftripsbetweenzonesisproportionaltothesizeofthezoneoforiginanddestinationandinverselyproportationaltosomemeasureoftheirspatialoftheirspatialseparation.Trafficassignment,whichdecidesonwhichlinksofeitherthetransportorthehighwaynetworkatripwillbemade.Onthebasisofthetravelcost,thedecisionismadeonthealternativeroutesbetweentheoriginanddestination.Tripsareusuallyassignedtotherouteoftheleastcost,frequentlymeasuredbytraveltime.Morerecentlyaproportationoftripshasbeenassignedtotherealtimesituation.Modalsplit,bywhichadecisionismadeastowhichtravelmodeamakerwilluse.Thisdecisionmaybemadeatthetripgenerationstageorfrequentlyaftertripdistribution.Theobservedmodalsplitrelationshipmaybeexplainedintermsofcarownership,relativetravelcostsbetweenthealternativemodesoronthebasisofrestrainedprivatevehicleAftertheseinterrelatedprocesseshavebeensetup,theexistingland-usecharacteristicsareinsertedintothetripgenerationprocedure.Thetripsaredistributed,assignedandamodalsplitdecisionattheappropriatestageoftheprocesscarriedout.Thisallowscheckstobemadeontheaccuracywiththoseactuallyobservedonthenetwork.Theprocessofestimatingthe“true”demandis(1)complicatedbythefactthatthedemandisfrequentlydistortedorlimitedbytheavailablecapacity,and(2)subjecttovariationduetotheprofileofpopulation,includingsuchfactorsasgender,age,andpersonalincome.Thesamefactorsinfluencemodeselection.Theprocessofestimatingandassigningdemandisthesubjectoftransportationplanninganddemandestimation.However,becausethedistributionandredistributionoftripsbecomesimportantinmanytrafficstudies,someobservationsareinorderhere.ProxiesandMuchofthehistoricinformationontraveldemandandmodesplithadbeenexpressedintermsofsuch“proxies”as(1)autoownership,(2)householdincome,(3)householdsize,(4)trippurpose,and,morerecently,(5)gender,becausethedatawasavailableintheseformsorcouldbesurveyedandrelatedtosuchparameters.(Theword“proxy”isusedintentionally,becausetheindividualtraveler’sdecisionmakingprocessreflecttheseparametersbutisnotexplainedbythem)Inrecentyearstherehasbeenagreateremphasisonadisaggregatedapproachtodemandestimation,sothatitcanbebuiltupfromafundamentalunderstandingofthetransportationneedsoftheconstituentgroups.Forinstance,thetransportationneedsmightlogicallydifferbasedupon(1)age,(2)gender,and(3)employedcategory.Thesecharacteristicsmightinfluenceboththeleveloftraveldemandandthemodeselectionforalltrippurposes.TrafficassignmentandmodalsplitMostmodelsofdemandarebasedonaknownresidentialpatternandaknowndistributionofjobsandotheropportunities,withtripsfromtheresidencesbeing“distributed”destination,andthen“assigned”totransportationnetworkinsomerepeatedfashion.Thematchandtheassignmentarefrequentlycheckedagainstsuchsourcesasthecensusjourney-workdata.Implicitly,theresidencesarefixed,andpeoplereachoutandfindjobsandwaystogettothejobsaccordingtotherulesbuiltintothemodel.Atsomepointindisaggregatedmodeling,wewillhavetoaskwhetherselectingofthejoboroftheresidenceisgenerallyfixedandjobopportunitiesaresoughtinthearea.Forsomelevelsinvariousprofessions,peoplearesoughtinanationalmarket,andoncehired;theyselectresidences–amirrorimageofthenorm.Inmodelingcertainpremiumservices,thedistinctionmighthaveimportanceinfutureapplications.SensitivitytoCapacityMostassignmentandmodel-splitmodelsusthe“goodweather,noincidents”valuesofsystemcapacity.Thatis,theyassumethesystemisavailableatitsrelatedcapacitiesandassigndemandtoitonthatbasis.Demandestimationandrevisedassignmentsbasedactuallinkcapacitiesandanaggressive,real-timecampaigntoinformtravelersofproblemsarethesubjectsofanothersetofmodels.TheseareofparticularinterestinfreewaycorridormanagementsuchastheIntegratedMotoristInformationSystem.（IMIS）.AFrameworkforTransportationSystemandProjectEvaluationservesthreemajorpurposesintransportationplanningprocess.First,evaluationistheprocessofdeterminingthevalueofindividualalternativesandthedesirabilityofonealternativeoveranother,thekeymethodologicalissuesinthisdeterminationare(1)defininghowvalueistobemeasuredand(2)estimatingthesourceandtimingofthebenefitsandcostsoftheproposedactions.Second,evaluationprovidesinformationtodecision-makersontheimpactofpolicyproposals,trade-offs,andmajorareasofuncertainty.Notonlydoesthemagnitudeoftheimpacthavetobeidentified,butthepartiesthatarepositivelyofnegativelytoidentifyareasoffurtherstudy.Thus,evaluationnotonlyprovidesalinkagebetweenplanninganddecisionmaking,itcanalsolinktogetherthemanystudiesconductedintransportationplanning.Transportationplannersformanyyearsforcedtheireffortsonthefirstofthesepurpose.Morespecifically,mostevaluationeffortsemphasizedquantifyingthemanyimpactsofproposedalternativesandassigningmonetaryvaluestoprojectbenefitsandcosts.Inagreatmanycountriesbenefit-costanalysisisthepreferred,andinsomecasestherequired,methodofprojectoraplanevaluation.Occasionallythemoreextendedandmorecomplexformofsocialconsequenceswhichcannotbepriceddirectly.Beginninginthelate1960sandearly1970s,transportationplannersbecameincreasinglyinterestedintheconsequencesoftransportationprojectsthatcouldnotbeeasilymeasuredinmonetaryterms.Inpartbecauseoflawsandregulations,issuessuchasprojectimpactonairquality,communitycohesion,energyconsumption,equitabledistributionofresources,andeconomicdevelopmentwereincorporatedintotheevaluationprocess.Withthischangeintheforcesofevaluation,questionsotherthan:“whichalternativesmaximizesthemonetarybenefitsreturnedforthecostsincurred?”becameimportantintheevaluationprocess.Evaluationbegantoinvolvequestionsrelatedtotheeffectivenessofalternativeprojectsandtheadministrativeandlegalfeasibilityofalternativeprojectimplementation.Becausequestionsaddressmanyissuesthatareoftenapartoftransportationdecisionmaking,theyareproposedasbasisofeffectiveevaluationefforts.Firstitmustberecognizedthatthetreatmentofexternalitiesandsomeotherquantifiableimpactsintermsofadditionalmonetarycostsandbenefitstobeaddedintothedirectcashflowstreamislikelytobeaprocessofgreatuncertaintywhichmayleadintodisagreementwithotherplannersandconfusionfordecisionmakers.Forexample,thereseemstobelittlecommunity-wideagreementofthetruecostsofnoisesdisturbance.Thisinthepasthasbeenrelatedbothtotheamountthatanindividualiswillingtopaytoavoidnoiseandtotheamountthatheiswillingtoreceiveascompensationforenduringit.Similarlythereisasharpdisagreementonthetruevalueoftraveltimesavingsandmuchdebateaboutthequestionofwhetherverysmallsavingshaveanyvalueatall.IntegratedTrafficManagementSystemsITMScoalesceallaspectsoftransportationmanagementwithinacommunity.Theyintegrateandcoordinate:Hardwarewithsoftwareelements,Trafficsignalsystem,FreewaymanagementTravelerinformationsystems,Transitsystems,andParkingThus,trafficcontrolandmonitoringsystemsbecomebutoneelementofSystemintegrationmakesmaximumuseofresources.Thesecanrangefrompersonalcommunicationamongoperatingagenciestoasophisticatedcentralcomputerthatsupervisesindividualarterialandfreewaytrafficcontrolsystemthroughoutanarea.Integrationallowsoperatingagenciestobettermanagethetransportationsystemandmoreefficientlyemploypersonnel.Itallowsagenciestoallocatevehiclesandpeopletothetransportationsystemasefficientlyaspossiblebyaccountingfortheconditionsorattributesofallelementswithinthesystem.Informationsharingcanoccuramong:Computersystem,Operators,Designers,Operatingagencies,thepublicandpublicbroadcastingandotherinformationservicesIntegratedmanagementsystemscanperformmanyfunctionsnottraditionallyincludedinoperationscenterperformancecapabilities.ExamplesDemandmanagementthroughcongestionpricing,Bicycletrafficcontrol,andEnvironmentalThedesignandoperationofanurbansystemneedscooperationandcommunicationamongagencies.Integratedtrafficmanagementrequiresataminimum:informationsharingandintegration,andintegrationofcontrol,informationandmonitoringsystemsInformationSharingandInformationsharingprovesonekeyelementofsystemintegration.Informationexchangemayinvolvesharingdatafromhistoricdatabaseswithoperatorsormanagersofothersystemsthatmayaffecttheoperationoftheirownsystem.Theymustprocessorfusetheinformationprovidedfromdifferentsources.IntegrationofControl/MonitoringThemostfamiliarelementoftrafficmanagementsystemintegrationinvolvescontrol,informationandmonitoring.Integrationofmulti-agencycontrolandmonitoringsystemsallowsagenciestomakesystemcontroldecisionandadvisethetravelerbasedonconditionsinotherTrafficengineersandoperatorsmakechangesinsystemoperationbasedonhistoricalreal-timedataobtainedfromtheirownsystemsanddatareceivedfromothersystems.Systemoperatorsusereal-timedatatoreducecongestionataparticularmoment.Inbothinstances,personnelfromotheragencieswhosesystemswillbeaffectedbythechangemustconcur.（2（2）（3）（4）（2）（3）IMIS（管理系統(tǒng)。評價在交通規(guī)劃進(jìn)程中有三個主要目的。首先，評價是確定每一個備選方案價值并進(jìn)行優(yōu)劣排序的過程。其中要解決的兩個關(guān)鍵問題（1）如何衡量方案的價值（2）正確估計實施方案的費用、效益來源剛好機(jī)選擇。二，評價可為決策者供應(yīng)政策建議的影響、權(quán)衡輕重和階層或社區(qū)，包括主動的影響