Urban Transportation Planning: Change With Times

‫ھﻨﺪﺳﺔ وﺗﺨﻄﯿﻂ اﻟﻨﻘﻞ‬ ‫ زﯾﻨﺐ ااﻟﻘﯿﺴﻲ‬.‫د‬.‫م‬.
‫أ‬
1 ‫ﻣﺤﺎﺿﺮة رﻗﻢ‬
Urban Transportation Planning

Definitions:
Planning: The process of working out, beforehand, scheme, program, or method for the
accomplishment of an objective.
Urban Transportation Planning
1. Understand how decisions to build transportation facilities are made
2. Understand basic elements of the transportation planning process.
3. Understand basic elements of travel forecasting
Common Types of Urban Land Uses
Urban land uses classified as:
1. Residential.
2. Commercial. ex. Shopping centerschange with times
3. Industrial.
4. Institutional. ex. Educational, governmental
5. Recreational.
6. Agricultural.
A set of alternative transport plan is then generated for that horizon year . These plans
incorporate varying nature and amount of transport facilities. The operating characteristics of
each alternative in the horizon year are then estimated in the form of flows on each link of
the horizon-year networks.
The usual criterion for choice among the alternatives is that the difference between the
collective benefits to users ( in the form of reduced travel impedance) and the money costs of
constructing and maintaining these facilities should be a maximum.
‫ھﻨﺪﺳﺔ وﺗﺨﻄﯿﻂ اﻟﻨﻘﻞ‬ ‫ زﯾﻨﺐ ااﻟﻘﯿﺴﻲ‬.‫د‬.‫م‬.‫أ‬
Basic Elements of Transportation Planning
Situation definition Inventory transportation facilities, Measure travel patterns,

Review prior studies.
Problem definition Define objectives (e.g., Reduce travel time), Establish

criteria (e.g., Average delay time), Define constraints,
Establish design standards
Search for solutions Consider options (e.g., locations and types, structure needs,
environmental considerations)
Analysis of performance For each option, determine cost, traffic flow, impacts
Evaluation of Determine values for the criteria set for evaluation

alternatives (e.g., benefits vs. cost, cost-effectiveness, etc)
Choice of project Consider factors involved (e.g., goal attainability,

political judgment, environmental impact, etc.)
Specification and Once an alternative is chosen, design necessary

construction elements of the facility and create construction plans
Example 1: Planning the relocation of a rural road (simple, yet good enough to explain
the steps…)
Step 1: Situation definition:
 to understand the situation that gave rise to the perceived need for a transportation
improvement
Step 2: Problem definition
Purpose of the step: Describe the problem in terms of the objectives to be accomplished and
translate those objectives into criteria.
Example:
Objective = Statements of purpose: Reduce traffic congestion, Improve safety,

Maximize net highway-user benefits, etc.
Criteria = Measures of effectiveness: Travel time, accident rate, delays (interested in

reductions in these MOEs).
Step 3: Search for solutions
Step 4: Analysis of performance
Estimate how each of the proposed alternatives would perform under present and future
conditions.
‫ھﻨﺪﺳﺔ وﺗﺨﻄﯿﻂ اﻟﻨﻘﻞ‬ ‫أ‪.‬م‪.‬د‪ .‬زﯾﻨﺐ ااﻟﻘﯿﺴﻲ‬
‫ﻣﺤﺎﺿﺮة رﻗﻢ ‪1‬‬
‫)‪Step 4: Ranking of alternatives (in terms of MOE‬‬

Step 5: Evaluation of alternatives
Determine how well each alternative will achieve the objectives of the project as defined by
Criteria.
Step 6: Choice of project
 Based on the alternative evaluation in Step 5, we will choose the best alternative for
design and eventual construction. The best choice may not be built because of
opposition by the people of the community that is affected.
Step 7: Specification and construction
 Once the project has been chosen, a detailed design phase is begun, in which each of
the components of the facility is specified.
System and environment
A system may be defined as a set of components that is organized in such a manner as to

direct the action of the system under inputs toward specific goals and objectives.
An environment may be defined as to set of all components outside a system, which both
influences the behavior of the system and which intern is influenced by the behavior of the
system.
System all modes for urban transportation
- Bus
- Transit
- Taxi
- Passenger car.
- Etc.
We can classified them as follows:
1. Urban passenger transportation system.

2. Urban public transportation system.
3. Urban goods transport system.
4. Urban intermediate public transport system.
5. Urban personal transport system.
The urban transportation system may be thought as responding to the social and economic
forces that exit in urban areas.This urban socioeconomic environment is in turn influenced
by the characteristics of the transport system.
The role of the system planner may be conceived, in general way, as the direction of her
efforts to design a system that achieves maximum integration, or degree of fit between the
system and its environment.
Example (1)
Goal : Maximize mobility of people and goods
Related objectives:
1. Minimize travel time.

2. Minimize travel cost.
3. Provide adequate frequency of service.
4. Provide adequate system capacity.
5. Provide adequate system safety.
6. Provide adequate system reliability.
Related Standards:
1. The travel time by public transport between major activity centers not exceed 30
minutes.
2. The travel time cost by public transport not to exceed 15% of travel cost of private
transport.
3. The frequency of public transport service on any route to be not less than 3 per hour.
4. The peak hour occupancy of public transport vehicles not exceed the permissible
limits.
5. Fatal accidents involving public transport vehicles to be less than 1% of the total.
6. At least 95% of public transport operation to be as per the published time schedule.
‫ھﻨﺪﺳﺔ وﺗﺨﻄﯿﻂ اﻟﻨﻘﻞ‬ ‫ زﯾﻨﺐ اﻟﻘﯿﺴﻲ‬.‫د‬.‫م‬.‫أ‬
Definition of Study Area
Urban area
1. Population not less than 5,000.

2. Non-agricultural workers not less than 75% of the total workers.
3. Population density not less than 400 per sq. km.
Towns with population of 0.1 million and above are termed as cities.
Urban Area
Boundary
Zone Centroid
Land use parcel or

traffic zone
Transportation Survey
The first stage in the formulation of a transportation plan is to collect data on all factors are
likely to influence travel pattern. The work involves a number of surveys so as to have:
1. An inventory of existing travel pattern.

2. An inventory of existing transport facilities.
3. An inventory of existing land use and economic activities.
Definition of the Study Area
The study area for which transportation facilities are being planned is first of all defined.
Transportation planning can be at the national level, the regional level or at the urban area
level.
For planning at the urban level, the study area should embrace the whole contribution
containing the existing and potential continuously built up areas of the city. The imaginary
line representing the boundary of the study area is termed as the external cordon line
The area inside the external cordon line determines the travel pattern to a large extent and as
such, it is surveyed great detail. The land use pattern and the economic activities are studied
intensively and detailed survey (such as the home-interview) are conducted in this area to
determine the travel characteristics. On the other hand, the area outside the cordon line is not
studied in such details.
Selection of External Cordon Line
The selection of the external cordon line for urban transportation planning should be done
carefully with due to consideration to the following factors:
1. The external cordon line should circumscribe all areas, which are already built up, and
those areas, which are considered likely to be developed during the planning period.
2. The external cordon line should contain all areas of systematic daily life of the people
oriented towards the city center and should in effect be the commuter shed.
3. The external cordon line should -be continuous and uniform in its courses so that
movements cross it only once. The line should intersect roads where it is safe and
convenient for carrying out traffic survey.
4. The external cordon line should be compatible with the previous studies of the areas
studies planned for the future.
Roads
External
Cordon line
Zoning
The defined study area is sub-divided into smaller areas called zones or traffic zones.
- The purpose of such a subdivision is to facilitate the spatial quantification of land use
and economic factors, which influence travel pattern. Subdivision into zones further
helps in geographically associating the origins and destinations of travel.
- Zones within the study area are called internal zones and those outside the study area
are called external zones.
- In large study projects, it is convenient to divide the study area into sectors, which are
sub divided into zones. Zones can themselves be sub divided into sub- zones
depending upon the type of land use.
- A convenient system of coding of the zones will be useful for the study. One such
system is to divide the study area into 9 sectors.
The central sector CBD is designated 0, and the remaining eight are designated from 1 to 8 in
clockwise manner. The prefix 9 is reserved for the external zones.
Each sector is subdivided into 10 zones bearing numbers from 0 to 9.

‫ھﻨﺪﺳﺔ وﺗﺨﻄﯿﻂ اﻟﻨﻘﻞ‬ ‫أ‪.‬م‪.‬د‪ .‬زﯾﻨﺐ اﻟﻘﯿﺴﻲ‬
‫ﻣﺤﺎﺿﺮة رﻗﻢ ‪2‬‬
‫‪For ex.‬‬
It would be helpful, if the following points are kept in view when dividing the area into
zones:
1. The zones should have a homogenous land use so as to reflect accurately the
associated trip making behavior.
2. Anticipated change in land use should be considered when sub- dividing the study area
into zones.
3. It would be advantages, if the subdivision follows closely that adopted by other bodies
( e.g. census department) for data collection. This will facilitate correlation of data.
4. The zones should not too large to cause considerable errors in data. At the sometime,
they should not be too small either to cause difficulty in handling and analyzing the
data.
As a general guide, a population of 1000-3000 may be the optimum for a small area,
and a population of 5000- 10000 may be the optimum for large urban areas. In
residential areas, the zones may accommodate roughly 1000 households.
5. The zones should preferably have regular geometric form for easily determining the
centroid, which represent the origin and destination of travel.
6. The sectors should represent the catchment of trips generated on a primary route.
7. Zones should be compatible with screen lines and cordon lines.

8. Zone boundaries should preferably be watersheds of trip making.
9. Natural or physical barriers such as canals, rivers, etc. can form convenient zone
boundaries.
10. In addition to the external cordon lines, there may be a number of internal cordon
lines arranged as concentric rings to check the accuracy of survey data.
Screen lines
Running through the study area are also established to check the accuracy of data
collected from home- interview survey. Screen lines can be convenitally located along
physical or natural barriers having a few crossing points.
Examples of such barriers are river, railway lines, canals, etc.
Types of Movements
The basic movements for which survey data are required are:
1. Internal to internal.
2. External to internal.
3. Internal to external.
4. External to external.
For large urban areas, the internal to internal travel is heavy whereas for small areas having a
small population ( say less than 5000) the internal to internal travel is relatively less. Most
details of internal to internal travel can be obtained by home interview survey.
The details of internal- external, external internal and external- external travels can be
studied by cordon surveys.
Data Collection:
The data can be collected:
1. At home.
2. During the trip end.
3. At the destination of the trip.
When collected at home, the data can be wide ranging and can over all the trips made during
a given period. The data collected during the trip is necessary of limited scope since the
procedure yields data only on the particular trip intercepted.
At the destination end, the direct interview types of surveys provide data on demand for
parking facilities and or the trip ends at major traffic attraction centers such as factories,
offices and commercial establishments.
The following are the surveys that are usually carried out:
1. Home- interview survey.

2. Commercial vehicles surveys.
3. Intermediate public transport surveys.
4. Public transport surveys.
5. Road –side – interview surveys.
6. Post- card- questioner surveys.
7. Registration- number surveys.
8. Tag- on- vehicle surveys.
The information to be collected from home-interview survey can be broadly classified in two
groups:
1. Household information.
2. Journey or trip data.
The household information needs to contain data with regard to:
a- Size of household.
b- Age of all the numbers of the households.
c- Sex.
d- Structure of households.
e- Employee.
f- Occupation.
g- Place of work.
h- No. of vehicles owned.
i- Household income.
Journey data will contain information all trips made during the previous 24hr. with regard to:
a. Origin and destination of trip.

b. Purpose of trip.
c. Modes of travel.
d. Time at start of trip.
e. Time at finish of trip.
Inventory of Transport Facilities
The inventory of existing transport facilities should be undertaken to identify the deficiencies
in the present system and the extent to which they need to be improved. The inventory
consists of:
- Inventory of streets forming the transport network.

Link width length, no. of lanes.
Nodes complete geometric of intersection.
- Traffic volume composition peak and off peak.

- Studies on travel time by different modes.
- Inventory of public transport buses.
- Inventory of rail transport facilities.
- Parking inventory
- Accident data.
Inventory of Land Use and economic Activities
1. Inventory of Land Use

Since travel characteristics are closely related to the land use pattern, it is of utmost
important that an accurate inventory of land-use be prepared.
Data on intensity of usage of land for different purposes, such as residential, industrial,
commercial, recreational, open space, etc. in each of the traffic zones are to be
collected from concerned departments/ organization.
2. Inventory of Economic Activities
Aggregate data on demographic and socioeconomic activities should be collected
other sources to include the following:
- Population of the planning area and various zones.
- Age, sex, and composition of the family.
- Employment statistics.
- Housing statistics.
- Income.
- Vehicle ownership.
Transport Related Land-Use Models
Land –Use Transport Interaction
- Land development generates travel, and travel generates the need for new facilities,
which in turn increases accessibility and attracts further development.
- The question of whether transportation influences land –use ( development) or
whether land use dictates transportation has been a matter of ongoing concern among
transportation professionals.
- Thus, the connection between transportation and land use is a fundamental concept,
which needs to be understood clearly, in transportation planning as transportation and
land use are inexorably connected.
- Everything that happens to land use has transportation implications and every
transportation action affects land use.
- Transportation's most significant impact on land use development and more
development generates additional travel.
- Increased access to land raises its potential for development and more development
generates additional travel.
- One access has been provided land patterns begin to change over a period of time. The
results of these changes are, for the most part, irreversible.
Land –Use transport feedback cycle
Transport
System
Accessibility Activities
Land -
Use
Selection of land use Transport Model
A variety of land – use transport models have been developed in the past 15 years. A few of
them are research models having excellent capabilities for sensitive forecasting, while some
are operational models. The former group of models require extensive data collected through
special surveys, whereas the latter need data which are collected routinely by planning
departments. The Lowery derivative models fall into the latter group and are very popular.
While selecting the model a number of consideration become important. These are:
1. Simplicity: the model should have a simple causal structure, which should be easy to
comprehend. A simple model will generally consume less of time and resources.
2. Modest data requirements: data requirements must be modest; in fact, some of the
good models make use of data routinely available with the planning department.
3. Adaptability: the model should be adaptable to any given location.
4. Comprehensiveness: the model should be comprehensive and should synthesis the
relationship between activities, housing and transportation adequately well.
5. Operationally and rapidity: the model should be operational, capable of easy
interpretation and should be able to test rapidly a wide range of policy options.
6. Computer cost: the model should be operational at relatively cheap computer cost.
1. Lowery Derivative Model
The Lowery derivative models have many of the above attributes. They are simple to use,
require modest data, are comprehensive and economical, have good response to change in
input variables and have simple causal structure.
They have therefore been used extensively and successfully in a number of studies.
The fundamental structure of the model is illustrated in Figure (1):

Exogenous allocation of basic empolyment
Employement to home Allocation Function
Endogenous Allocation of Housholds
Population serving employment

allocation funtion
Check constraints on population and

service employment
Total employment vector work home trip vector
Houshold vector home service trip vector
Figure (1): Structure of Lowery Model.
The Lowery model relates the three principle components of the urban area:
1. Population.
2. Employment.
3. Communication between population and employment.
Model Equation System
The Lowery model can be represented in terms of nine simultaneous equations and three
inequalities; the following notation will be used:
A= Area of land.
E= Employment ( number of persons).
N= Population (number of households).
T= Index of trip distribution.
Z= Constraints.
The following superscripts are used in conjunction with the above notation:
U= Unusable land.
B= Basic sector.
R= Retail sector.
H= Household sector.
k= Class of establishments within the retail sector ( groceries, clinics, primary schools, cloth
shop etc.).
m= Number of classes of retail establishment.
k=1, m
n= Number of zones( i=1,2,….n
j=1, 2,….n)
Land Use : the total land available in each zone and the land therein not useable by any of
the three activities are given. Thus:
= + + +
Basic sector: for each zone, the land by basic establishments and the employment
opportunities provided by these establishments are exogenously specified.
Retail sector: retail sectors are divided into groups, each having its own characteristics
production function. The employment in each of the retail sector can be considered roughly
to be a function of the households in the region.
= .
The distribution of this retail employment among the zones depend upon the market at each
location. Assuming that the shopping trips originate either from home to from work places,
the market potential of any given location can be defined as weighted index of the number of
households in the surrounding areas and the number of persons employed nearby. Thus:
= +
, are measures of the relative importance of homes and work places as origins for a
particular type of shopping.
is a scale factor which adjust retail employment.
Total employment: the above procedure determines the amount of employment in any zone
for each category of retail trade. The sum of these employment figures, plus the quantity of
basic employment allocated to the zone is the total employment for the zone. Thus:
Household Sector: the region's population of household is a function of total employment.

Thus:
= ∑
the population living in any zone j is also a function of the employment opportunities in the
different zones and the measure of accessibility from zone j to each of these zones. Thus:
The coefficient factor f is a scale factor.
The sum of zone population must equal to the total population of the region :
Constraints:in order to limit the dispersion of retail employment, a minimum size constraint
is imposed , expressed in terms of employment. If the market potential of particular
location does not justify an establishment above this minimum size, the customers are sent
elsewhere. Thus:
≤ , =0
In order to prevent the system from generating excessive population densities in locations
with high accessibility indices, a maximum density constraints is imposed. The value of this
constraint (number of households per unit area of residential space) may vary from zone to
zone, as would be the case under zoning ordinances.
≤ .
And lastly , the amount of land set aside of retail establishments must not exceed the amount
available.
< − −
This constraint also prevents the assignment of negative value to the residential land.
2. Hansen’s Accessibility Model
It is designed to predict the location of population based on the premise that

employment is the predominant factor in determining location. He suggested the use
of an accessibility index, Aij, where
Aij = Ej /( dij)b
Where
Aij = accessibility index of zone i with respect to zone j
Ej= total employments
dij= distance between i and j
b= an exponent
The overall accessibility index for zone i is therefore:
Aj ij = Ej /( dij)b
The amount of vacant land that is suitable and available for residential use is also
an additional factor in attracting future population to the zone in question. This is
referred to as holding capacity (Hi). The development potential of a zone Di is,

therefore,
Di = A i H i
And population is distributed to zones on the basis of the relative development potential
Ai Hi/ Ai Hi
If the total growth factor in population in a future year is Gt, the population
allocated to zone i will be
Gi= Gt (Ai Hi / Ai Hi) = Gt( Di / Di)
3. Density-Saturation Gradient Method

This Density-Saturation Gradient (DSG) Method was first used in Chicago Area
Transportation Study (CATS), since then, many researchers have elaborated on this basic
work.
Three empirical rules are used in this method:
1- The intensity of land use declines as the distance or travel time to the CBD
increases.
2- The ratio of the amount of land in use to the amount of available land decreases as
distance from the CBD increases.
3- The proportion of land devoted to each type of land use in an area remains stable.
Clark derived the basic equation for expressing this density-distance relationship.
The basic equation:
dx = d0 e -bx
Where:
dx = population density at distance x from the city center
d0 = central density as extrapolated into the CBD of the city
b = density gradient or slop factor
e= base of natural logarithms
Clark made another assumption that is not dealt with by the density equation. He
assumed that the higher downtown densities and the lower suburban densities will tend to
equalize over time in most urban areas. This is supported by the findings of the most recent
census, which indicate strong trends of population decline in the CBD and increased
population movement toward peripheral and suburban areas. This observation implies that
the density-saturation gradient is a function of age or regional location of the city and can
be determined experimentally.
Holding capacity is given by the following expression:
HCi = Pi +Vid
Where:
HCi = holding capacity of zone i
Pi= existing residential population of zone
Vi = vacant, available, and suitable land in zone i
d= anticipated average density at which all future residential development will occur
Also, Percentage population saturation of zonei in a certain year =
(Population of zone i in a certain year / holding capacity of zone i) × 100

The general procedure can be described as follows:
1- Establish the relationship between residential density and the distance from the
CBD.
2- Determine the percent population saturation for each zone and aggregate this
percentage by ring and sector
3- Determine the percentage area of useful available land in each zone that has been
earmarked for residential use. This percentage, known as the percentage
residential saturation, is plotted against distance from the CBD.
4- Obtain the total population for the forecast year for the city. This figure is
determined exogenously.
5- Plot a curve representing the residential density, similar to the one plotted under
step 2, such that the area under the curve is proportional to the total population
6- Forecast population totals by analysis rings. These totals are determined by scaling
off appropriate ordinate values from the horizon-year curve.
7- Distribute ring totals to individual zones by subjectively weighting each individual
zone's attractiveness according to such factors as distance to shopping centers,
distance to major street systems or bus lines, residential capacity, nearness to
school, and so on.
Urban Demand Transportation Modelling

Four Step Model
Transportation Forecasting is used to estimate the number of travelers or vehicles that will
use a given transportation facility in the future.
The conventional approach to transportation forecasting is based on what is commonly

known as the:
Four Step Model
Population & Employment Forecasts
Trip Generation
Modal Split or mode choice
Trip Distribution
Trip Assignment
Link and O-D flows, cost
• Trip Generation
Estimates the number of trips from given origins and destinations
• Trip Distribution
Determines the destination for each trip from a given origin
• Mode Choice
Determines the mode choice for each trip
• Route Assignment
Determines the specific route for each trip
Trip Generation
Trip Generation model is used to estimate the number of person-trips that will begin or
end in a given traffic analysis zone.
The objective of the trip generation step is to understand the reasons behind the trip
making behavior and to produce mathematical relationships to synthesis the trip-making
pattern on the basis of observed trips, land- use data and household characteristics.
Since a considerable confusion can occur in the meaning of the various terms used in trip
generation, it is desirable to understand the exact meaning of the various terms.
A trip is one way person movement by a mechanized mode of transport, having two trip
ends, an origin ( the start of trip) and a destination ( the end of the trip).
The trips are usually divided into home-based and non-home-based.
Home based trips are those having one end of the trip (either origin or destination) at the
home (household) of the persons making the trip, while non-home based trips are those
having neither end at home of the person making the trip.
The trip ends are classified into generations and attractions.
A generation( production) is the home end of any trip that has one end at the home(i.e
home based trip).
An attraction is the non- home end of a home –based trip.
Definition of Household: a household is usually a group of persons, who normally live

together. Persons in household may be related or unrelated to one another or mix of both.
A group of unrelated persons who live in an institutions is called an institutions

household.
Examples: rescue homes, orphanages, hotels, hostels etc.
Origin Destination
Land use parcel

Zone Centroid Urban Area
or Traffic zone
Boundary
1
2
a
R
W
b
R
Trip
3
W: work place.
S:shopping.
R:residential area.
a,b: home based trips.
c,d: non-home based trip.
e,f: home-based trips.
g,h: home-based trips.
A total of 8 trips are involved in this particular case.
4 trips ends are produced at zone 1.
6 trips ends are attracted to zone 2.
2 trips ends are produced at 3 and 4 trips ends are attracted to zone 3.
Trip Purpose
Trips are made for different purposes and the classification of trips by purpose is
necessary. The following are some of the some important classes of trip purpose:
1. Work trips.
2. Educational Trips.
3. Shopping Trips.
4. Business Trips.
5. Social and recreational, sports.
6. Work related business trips.
7. Others.
Factors Governing Trip Generation and Attraction Rates
1. Income: Obviously, family income which represents its ability to pay for a journey
affects the number of trips generated by a household. A general trend is that the higher
the income the higher is the trip generation rate.
2. Car ownership: A car represents easy mobility, and hence a car owing household will
generate more trips than a non-car-owing household. By the same reasoning, the more
cars there are in the household, the more the number of trips generated. Of course,
number of cars owned is itself related to the income of the family, which has been
listed earlier as a factor.
3. Family size and composition: the bigger the family, the more trips there are likely to
be generated. Apart from the size, the composition of the family itself is important.
For instance, if both the husband and wife are employed, the trips generated will be
more than when only the husband is employed. If there are many school-going
children, the number of school-purpose trips will be large. The age structure of the
family also governs the trip rates. Old persons are not expected to generate as many
trips as younger ones.
4. Land use characteristics: different land uses produce different trip rates. For example,
a residential area with a high density of dwellings can produce more trips than one
with a low density of dwellings. On the other hand, low density areas may represent
dwellings of the well-off society, which may produce a large number of private car
trips. The rateable value of the dwelling and type of dwelling units affect the trip
generation rates. The most important assumption made in transportation planning is
that the amount of travel is dependent on land use.
5. Distance of the zone from the town center: the distance of the zone from the town
center is an important determinant of the amount of travel that people might like to
make to the town center. The farther the town center, the less the number of trips are
likely to be.
6. Accessibility to public transport system and its efficiency: the accessibility to a public
transport system and its efficiency determine to some extent the desire of persons to
make trips. An easily accessible and efficient public transport system generates more
trips.
7. Employment opportunities, floor space in the industrial and shopping units and
offices, : the employment potentially of an industrial or shopping unit or an office
establishment directly governs the trip attraction rate. Similarly, another factor to
which the trip attraction rate can be related is the floor space in the premises of
industries, shops and offices.
The most common analytical tool used for trip generation model are:
1. Rates based on activity units: An activity unit can be described by measures such
as square feet of floor space number of employees. Trip generation rates for
attraction zones can be determined by survey data or from previous studies.
2. Cross classification analysis: it's based on determining the average value of

dependent variable for certain defined categories of the independent variables. A
multi-dimensional matrix defines the categories, each dimension in the matrix
representing one independent variable. The independent variables themselves are
classified into a definite number of discrete class intervals.
3. Regression analysis: its well -known statistical technique for fitting mathematical
relationships between dependent and independent variables. In the case of trip
generation equation, the dependent variable is the number of trips and the
independent variables are the various variable factors that influence trip generation.
These independent variable are land use and socioeconomic characteristics which
discussed earlier.
Model Split
Modal split is the process of separating person-trips by the mode of travel. It is usually
expressed as a fraction, ratio or percentage of the total number of trips. In general, modal
split refers to the trips made by private car or public transport ( road or rail).
An understanding of modal split is very important in transportation studies. Further

transportation pattern can only be accurately forecast if the motivations that guide the
traveler in his choice of the transportation modes can be analyzed. Though the factors that
govern the individual choice of mode are complex, a study of the same is of great utility.
Person trip ends ( attraction or production)
Modal Split Analysis
Factors influencing mode choice of urban travelers:
1. Characteristics of the trip.

2. Household characteristics.
3. Zonal characteristics.
4. Network characteristics.
Characteristics of trip
i) Trip purpose: the choice of mode is guided to a certain extent by the trip purpose.
To give an example, home based school trips have a high rate of usage of public
transport. On the other hand, home based shopping journeys can have a higher rate
of private car usage, for the simple reason that it is more convenient to shop when
travelling in a personalized transport.
ii) Trip length: the length can govern an individual's choice of a particular mode. A
measure of the trip length is also possible by the travel time and the cost of
travelling.
Household characteristics
i) Income: the income of a person is a direct determinant of the expenses he is

prepared to incur on a journey. Higher income groups are able to purchase and
maintain private cars, and thus private car trips are more frequent as the income
increase.
ii) Car ownership: car ownership is determined by the income and for this reason both
income and car ownership are inter-related in their effect on modal choice. In
general, families which own a car prefer private car trips, and in contrast families
without car patronize public transport in the absence of any other alternative.
iii) Family size and composition: the number of persons in the family, the number of
school-going children, the number of wage earns, the number of unemployed, the
age-sex structure of the family, and some other factors connected with the socio-
economic status of the family profoundly influence the modal choice. Some of
these factors are responsible for certain captive trips in public transport, such as
those due to old age pensioners, school children, crippled and infirm persons and
those who do not wish to drive.
Zonal characteristics
i) Residential density:
Earlier modal split Models:
1. Trip End Type Modal Split Model
The socioeconomic characteristics of trip makers were defined on zonal basis, in terms of the
average number of cars per household in a zone.
The characteristics of the transport system relative to a given zone were defined by an
accessibility index calculated from the following equation:
Where:
acci: accessibility index for zone i.
: number of trips attractions in zone j.
: travel time factor for travel from zone i to zone j for the particular mode being
considered.
n: number of zones in the urban area.
Example:
2
15/20
4
20/25
30/40
1
15/20
25/30
6
Two mode by car and public transit
15 travel time by car (min.)

20 travel time by transit (min.)
Car accessibility index:
=∑ A (t )
= 200 × .001 + 100 × .0069 + 150 × 0.0025 + 250 × 0.0044 + 300 × 0.0016
= 2.8828
Public transit accessibility index:
= 200 × .0006 + 100 × .0025 + 150 × 0.0016 + 250 × 0.0025 + 300 × 0.0011
= 1.5733
Accessibility ratio= private mode accessibility index/ public transport accessibility index
= 2.8828/1.5733 = 1.8322
The transport service provided to a particular zone by private and public transport modes was
characterized by the following accessibility ratio 1.8322.
2. Trip –Interchange Modal Split Model
The basic hypothesis underlying the trip –interchange modal split model, developed for
MetropolitanToronto Canada is as follows:
- The total number of people moving between an origin and destination pair constitute a
travel and the various modes compete for this travel.
- They secure a position in relation to their relative competitiveness, which are
expressed in terms of relative travel time, relative travel cost, relative travel service
and the economic status of the trip maker.
- The relative travel time by competing modes expressed as Travel Time Ratio (TTR)
is given as:
+ + + +
=
+ +ℎ
where:
a: time spent in the public transport vehicle.
b: transfer time between public –transport vehicles.
c: time spent waiting for public transport vehicle.
d:walking time to public transport vehicle.
e:walking time from public transport vehicle.
f: car driving time.
g: parking delay at destination.
h: walking time from parking place to destination.
- The relative travel cost was defined by the ratio of –out-of-pocket travel costs by
public transport and car ( private transport) as follows:
=
( + + 0.5 )/
where:
i: public transport fare.
j: cost of petrol.
k: cost of oil, lubricants, etc.
l: parking cost at destination, if any.
m: average car occupancy.

- The relative travel service was characterized by the ratio of the travel excess travel
times by public transport and car. The excess travel time was defined as the time spent
outside the vehicle during a trip. Thus, the Service Ratio was defined as follows:
+ + +
=
+ℎ
then, using TTR, CR, and SR, modal split curves were developed for work trips.
Disaggregate or Behavioral Mode –Choice Models
The methodology of modeling mode choice by disaggregate approach is based on discrete

choice theory or random utility theory of microeconomics.
The concept of utility:
The utility to a given individual traveler offered by a given choice (i.e. making a trip, or of a
given destination, mode ,or route, combination) , may be thought of as measuring the
preferences the traveler attaches to that particular choice, or combination of choices.
For instance, the utility of a given mode of transportation for a given trip might be measured
by the total bundle of the modes attributes, such as speed, comfort, safety, cost, etc,
translated in to monetary value to the traveler.
The specific manner in which the various attributes of a given alternatives combine to define
the overall, or total utility is specified by the utility function.
The utility (or disutility) function is typically expressed as the linear weighted sum of the
independent variables or their transformations, as:
= + + + ⋯+
Where:
V: is the utility derived from a choice defined by the magnitude of the attributes x that are
present in that choice and weighted by the modal parameters a ( , , , . ).
In the context of mode choice , v is the disutility and is negative. This is because typical
independent variables include travel times and costs that are perceived as losses.
Early attempts to describe the utility associated with travel modes, calibrated a separate
utility function for each mode, as illustrated by the following hypothetical three-mode case:
= 6.2 + 2.4 + 3.5
= 3.4 + 3.1 + 2.9

v = 4.3 + 2.9x + 3.2x
The three modes in this hypothetical example may be a personal vehicle ( say motorized two
wheeler), a city bus system and an intermediate public transport IPT system, respectively,
and the independent variables or attributes may represent the travel cost and travel time
associated with a mode.
This types of formulation is known as mode specific ( and , in the general case, choice-
specific ) model because the same attributes are assigned different weights for the different
modes.
Although there may be some validity in this hypothesis, it causes a problem when a new
mode is introduced. In that case it would be next to impossible to estimate the utility
associated with the new mode because the necessary base year data required for the
calibration of its utility function would be unavailable.
As a way to solve the problem, Luncaster postulated the idea of choice- abstract (or attribute-
specific) approach.
The choice theory is based on the hypothesis that when making choices , people perceive
services indirectly in terms of their attributes, each of which is weighted identically across
choices.
The trip makers perceive two distinct modes offering the same cost, level of service, and
convenience as being identical. Continuing with the three- mode example, a mode abstract
model of modal choice would use a single equation to measure utility.
Ex.
v = 3.1 + 2.8x + 1.2x +. 9
Differences in the utilities v associated with each of the competing modes arise because of
differences of the magnitudes of the attributes x of these modes.
Ex.
= 3.1 + 2.8 + 1.2 + 0.9
Though the attribute-specific approach has a strong conceptual foundation, in practical

applications, it is not possible to enumerate all the relevant attributes involved in the choice
of mode.
The first constant term in equation above is meant to capture the effect of variables that are
not explicitly included in the modal. It is unlikely that a given set of competing modes will
be identical in these excluded attributes.
Hence, it is reasonable to attempt to capture these unexpressed difference by calibrating

alternative specific constants.
This can be done by weighting the explicitly identified attributes equally a cross modes by
utilizing any of the modes in the choice set as the base mode. Thus for equations below:
= 6.2 + 2.4 + 3.5
= 3.4 + 3.1 + 2.9
v = 4.3 + 2.9x + 3.2x
Instead of having a1=6.2, a2=3.4, a3=4.3
The model may be estimated with mode 2 as the base. Then, the alternative- specific
coefficients would be a1=2.8, a2=0, a3=0.9
The calibrated utility function in the case of the three-mode example may then become ,
= + 2.5 + 1.5 + .8
where:
: is the utility function of mode k and is the calibrated mode specific constant for the
same mode, which represent the fixed advantages or disadvantages of mode k vis a vis the
base mode.
The need to capture the added utility of using transit for travel oriented toward CBD is one
example. The effect of this attribute is usually positive for transit trips because of the limited
availability and high cost of parking at the CBD destination.
Abinary variable taking the value of 0 for non CBD orientation and 1 for CBD destined trips
may be included along with its coefficient in the transit utility equation.
This assumption is clearly unrealistic, as the choice of mode by individuals depends on the
relative utility of the mode, as realized by her or him, which depends on the characteristics of
the individual and his or her perception of the utility of the chosen mode.
Thus the utility of a given mode is not a fixed quantity but random quantity as it varies
between individuals. Hence, the utility that a traveler in zone i receives when choosing
alternative j can be written as :
= +
where:
the average traveler's utility, given by an utility function,
the uncertain or random part of the utility function specific to individual travelers.
The key to the estimation of the probabilities of choice is to make specific assumptions about
the probability distribution function of the random term .
If there are two alternatives ( j= 1,2) facing each individual traveler in a given zone i, then
the corresponding random utilities for the two alternatives can be written as follows:
= +
= +
The alternative that would be chosen by the traveler will now depend on the values of
( ) also.
The variation of the probability of choice of say alternative 2 , as a function of the difference
in systematic utilities ( fixed part of the utility function), which is equal to ( - ) can be
represented graphically as shown in the following figure:
A mode choice situation involving two modes (1,2) wherein 40% of travelers make use of
mode 1 can be mathematically represented as follows:
40 40
(1) = =
100 40 + 60
U
(1) =
U +
If m modes are involved:
( )=
∑
( )= ( Logit Model Equation)

∑
where:
( ) is the probability of choice of alternatives
m is the number of alternative modes including j.

Person trip ends ( attraction or production)
Trip Distribution Analysis
The purpose of the trip distribution analysis is to develop a procedure that synthesizes the
trip linkages between traffic zones for both transit captive and choice trip makers.
The distribution of trips between zones can be better illustrated in the form of a matrix.
There are two types of trip distribution matrices:
1. Production- attraction PA matrix.

2. Origin destination OD matrix.
In the PA matrix the rows and columns represent production and attraction zones
respectively as shown in Table (1).
Table (1): Production-Attraction Matrix.
Attraction zones
1 ……… j ……… n sum
1
.
Production zones
.
.
i
.
.
.
N
sum
- The cell element is the number of trips produced at zone I and attracted to zone j.
- Hence a PA matrix has no directional meaning and its cell element represent trip
interchanges.
- The number of production zones generally equals the number of attraction zones, n.
- The row sum, is the total number of trips produced at zone I and the column sum
is the total number of trips attracted to zone j.
- The sum of production equals the sum of attractions.
The OD matrix is required for directional traffic assignment. In this matrix, the rows and
columns represent the origin and destination zones respectively as shown in Table (2).
Table (2): Origin – Destination Matrix.
Destination zones
1 ……… j ……… n sum
1
.
.
Origin zones
.
i
.
.
.
n
sum
The cell element denoted by is the number of trips originating from i and destined to j.
therefore, an OD matrix has directional meaning and its cell element represent trip flows.
The row sum is the total number of trips originating from zone i and the column sum is
the total number of trips destined to zone j.
Converting a PA matrix into an OD Matrix
For directional traffic assignment, the PA matrix must be converted to an OD matrix.

Consider the trip interchange between zones 1 and 2 shown in the following Figure below:
A D O
Zone 2 Zone 2 Zone 2
= =
=
P O D
Zone 1 Zone 1 Zone 1
Let the proportion of trips originating from the production zone, denoted by , be 0.4
Then, the general formulae for finding the cell elements of an OD matrix, from the cell
elements of PA matrix, are:
= + (1 −λ)
= + (1 −λ)
Conversion of PA matrix into OD matrix ( λ= 0.4)

Production zone Attraction zone
1 2 sum
1 20 100 120
2 40 60 100
sum 60 160 220
1 2 sum
1 20 40+20= 84
64
2 16+60=76 60 136
sum 96 124 220
Note that the sum and equals the sum and also, the diagonal elements in both
matrices are the same.
In practice the value of λ will be around 0.5 for a 24 hour matrix which will result in a
symmetrical OD matrix.
Consider the previous example by taking λ= 0.5
Attraction zone
Production zone
1 2 sum
1 20 100 120
2 40 60 100
sum 60 160 220
Destination zone
1 2 sum
Origin zone
1 20 50+20= 120
70
2 20+ 50 = 60 100
70
sum 60 160 220
Basis of Trip Distribution
- The rational of trip distribution is as follows: all trip attracting zone j in the region are
in competitions with each other to attract trips produced by each zone i.
- Everything else being equal, more trips will be attracted by zones that have higher
levels of attractiveness.
- However, other intervening factors affect the choice of j as well.
Consider for example, the case of two identical shopping centers ( i.e. of equal
attractiveness) competing for the shopping trips produced by a given zone i.
If the distances between zone i and each of the total centers are different, shoppers riding in
zone i will show a preference for the closer of the two identical centers.
Thus, the intervening difficulty of travel between the producing zone i and each of the
competing zones j has a define effect on the choice of attraction zone.
In the shopping center example, distance is cited as a measure of this difficulty of travel, but
other measures of this effect be used, such as travel time or some generalized cost that
includes travel time, out –of- pocket cost and the like.
The notation is used to denote this generalized cost, which is also known as travel time
impendence.
Gravity Model
The gravity model gets its name from the fact that it is conceptually based on Newton's Law
of gravitations, which state that force of attraction between two bodies is directly
proportional to the product of the masses of the two bodies and inversely proportional to the
square of the distance between them, that is :
= … … … … … … . . … . (1)
Variations of this formula have been applied to many situations having human interactions.
The application of this concept to trip distribution takes the form,

= … … … … … … … … . . (2)
- Trip productions and attractions of the zones replacing the masses of the bodies and
the travel impendence between zones taking the place of r.
- The concept of the impendence term in the denominator, however, does not need to be
exactly equal to two but may replace by a model parameter c.
- Equation (2) implies that the interchange volume between a trip producing zone i and
trip attracting zone j is directly proportional to the magnitude of trip productions of
zone i and the trip attractiveness of zone j and inversely proportional to a function of
impendence between the two zones.
- Using the usual mathematical modeling terminology, it can be said that the inter-
zonal volume is dependent variable, the productions, attractions and the travel
impendence are the independent variables, and the constants K and c are the
parameters of the model that must be estimated through calibration using data base.
- The parameter K can be eliminated from equation (2) by applying trip production-
balance constraint, which states that the sum over all trip attracting zones j of the
interchange volumes that share I as the trip producing zone, must equal the total trip
productions of zone i or,
= … … … … … … … … … … (3)
Substituting the value of from equ. (2) in equ. (3) we get:
= … … … … … … … . . (4)
1=
From equ. (4) K be written as:

The expression of K ensures that the trip balance equation is satisfied.
Substitution of the value of K, from equation (5) in equation (2) leads to the classical form of
the gravity model.
∑
= … … … … … … . (6)
Writing =
Note: the calibration constant c is now implicit in the friction factor
Equation (6) can be written as ,
= … … … … … … . . (7)
∑
Gravity model for trip distribution:
=
∑
Finally, a set inter-zonal socioeconomic adjustment factors are introduced during

calibration to incorporate the effects that are not captured by the limited number of
independent variables included in the model.
Then, the resulting gravity model formula becomes,

= … … … … … … . (8)
∑
The general formulation of the gravity model :
=
∑
Where:
: trip produced in zone i and attracted to zone j by mode m in the K th iteration.
: empirically derived travel time factor for mode m which expresses the average area-
wide effect of spatial separation on trip interchange between zone i and zone j.
K: iteration number, p: trip purpose.
Frater Growth –Factor Method
This method was introduced by T.J Fratar (1954). According to this method, the total trips of
each zone are distributed to the inter-zonal movements, as a first approximation, according to
the relative attractiveness of each movement.
Thus, the future trips estimated for any zone, would be distributed to the movements
involving that zone, in proportion to the existing trips between it and each other zone and to
the expected growth of each zone.
This may be expressed mathematically:
∑
= + × ×
∑
Where:
: future trips between zones i and j.
: present trips between zones i and j.
: future trips ends at zone i.
: present trip end at zone i.
: future trip ends at zone j.
: present trip ends at zone j.
n: total number of zones.
Specific Situations under Which Growth Factor may be used
1. Growth factor may be used to estimate trip interchanges involving traffic zones
outside the study area ( external trips).
2. Applied for short- term forecasting of trip distribution in urban areas, where the zonal
growth rates are expected to be more uniform.
Trip Assignment ( Route assignment)
Trip or traffic assignment is the last phase of the four-step transportation planning process
which concerned with trip maker's choice of path between pairs of zones by travel mode and
with the resulting vehicular flows on the multimodal transportation networks.
- The question of interests, given the estimate of inter-zonal demand by mode, to

determine the trip maker's likely choice of paths between all zones along the network
of each mode and predict the resulting flows on the individual links that make up the
network of that mode.The number of available paths between any pairs of zones
depends on the mode of travel.
- In the case of private transportation modes, a relatively large set of possible paths will
be available and also a good deal of freedom in selection between them. On the other
hand, typical mass transit modes offer a limited number of path ( or choice).
- Three preliminary questions must be dealt with prior to the performance of network
assignment:
1. The first is related to the difference between intra-zonal person- trips and intra-
zonal vehicle trips.
2. The second is related to the difference between daily trips ( i.e. the estimate of the
24-hr demand versus the diurnal (time of the day) distribution of this demand.
3. The third is concerned with the direction of travel of the trip to be assigned on the
transportation network.
Person – Trip and vehicle Trip
- The forecast of the person – trip and vehicle – trip flows that are expected to use the
transportation system are both relevant to the assessment of its performance.
- The estimate of person- trips that desire to use a highway, for example, provides an
indication of the passenger throughput that will be accommodate.
- On the other hand, the LOS that the trip makers experience when traveling on a
highway is related to the vehicular flow (e.g., veh/hr) that desires to use the highway.
- For this reason the estimated inter-zonal person-trips must be translated into vehicular
trip to performing the highway trip assignment.
- Mass transit (or transit assignment) must address another issue as well, it consists of
fixed facilities that constitute the modal network and the scheduling of the transit
service.
- This means that analysis of a particular transit alternative must address the question of
whether a proposed fleet size and operating schedule and the relating flow provide
sufficient capacity to meet the anticipated inter-zonal person-trip demand.
Diurnal ( Time of day)
- The road –network flows that are used to calculate the prevailing level of service are
expressed in veh/hr or pcu/hr.
- On the other hand, the estimates of inter-zonal flows that are obtained by the trip-
generation distribution, mode choice sequence are often based on 24 hr period.
- But the demand for transportation exhibits a highly peaked pattern with sharp peak
period in the morning and generally longer but less pronounced peak period in the
evening. It is appropriate to investigate the performance of the transportation system
under peak demand conditions when capacity limitation become critical.
- The time variation of demand is most relevant to mass transit planning because
scheduling of service is typically tailored to the variation of demand over 24 hr period.
- The diurnal distribution of demand may be estimated through the use of factors taken
from observation during base year.
Trip Direction
It is desirable that the assignment of trips ( especially by the time of day) retains the direction
of these trips. The predominant direction of travel during the morning peak period is toward
major activity centers ( i.e. CBD, schools, etc.) and the reverse is true during the evening
peak period.
Route Choice Behavior
The key to assigning users on the network is the underlying behavior assumption of route
choice, in 1952 Wardrop established two principles of route choices:
1. According to the first principle, users choose the route that minimize their own travel
time. ( shortest path) (user equilibrium).
2. Users distribute themselves on the network in such way that the average travel time
for all users is equal. ( system equilibrium, total cost of using the system is
minimized), ( fuel consumption)
3. Stochastic equilibrium: each user assign himself /herself on path that he or she think is
the shortest.
Route Assignment Technique
1) All –or –nothing assignment
Step 3
Step 1 Step 2
Continue until trips
Find the shortest Assign all trips to
between all TAZs
route between the links comprising
pairs have been
TAZs the shortest route
assigned
This is simple, inexpensive and fast method, with absence of capacity and congestion
effects.
2) Multipath Assignment:
In essence, the all –or- nothing assignment assumes that all trips- maker's traveling
between a specific pair of zones actually select the same path. In reality, however,
interchange volumes are divided among a number of paths.
Algorithms that are capable of determining several paths between each pair of zones in
order of increasing impedance are available. Irwin and Von Cube formula:
( )=
∑
Where:
: is the impedance of route r from i to j.

3) Use of Multinomial Logit Model

Use of multinomial model based on path impedances is:
( )=
∑
Where:
P(j): probability of choice of alternative j.
: is the parameter to be estimated.
: number of alternative modes including j.
4) Capacity –Restrained Traffic Assignment

As the road traffic flow increased toward capacity, the average stream speed decreases
from the free flow speed to the speed at maximum flow. Beyond this point the internal
friction between vehicles in the stream becomes sever, (LOS E and F).
As a result, the minimum paths computed prior to trip assignment may not be the
minimum paths after the trips are assigned.
Several iterative assignment address the convergence between the link impedance
assumed prior to assignment and the link impedance that are implied by the resulting
link volume. ( these known capacity-restrained technique).
The relationship between link flow and link impedance is described as the link –
capacity function: ( BPR Bureau public road):
= 1+ ( )
Where:
: impedance of a given link.
: free flow impedance of the link
: flow of the link.
: link capacity.
Economic Evaluation of Transportation plans
Need for Economic Evaluation
For a given a given set of goals and polices, it is possible to formulate a number of
alternative plans. The cost of these plans may vary, and so also the benefits that are likely to
accrue from among them.
What is the criterion for selecting a particular plan from among the alternatives?
Are there any accepted principles and procedures to achieve a desired purpose?
Economic analysis has been found for application in problems concerned with the evaluation
of transport plans. In fact, most of the countries now follow economic evaluation before any
development plan is taken up for implementation.
Cost and Benefits of Transport Project
The basic principle behind any method of economic evaluation is to measure the costs of the
project, determine benefits that are likely to accrue and compare the two.
Cost
- Capital cost of initial construction.

- Costs of delays to vehicles during the period of construction.
- Maintenance cost.
Benefits
- benefits to the existing traffic by way of reduce operating costs, savings in travel time and
reduction in accidents.
- benefits to the generated traffic.
- benefits to traffic diverted from other routes.
- benefits to the traffic operating of other roads and railways.
Time horizon in economic assessment
An economic assessment is usually carried out for specific time horizon. For road schemes,
the evaluation period commonly selected is 20 to 30 years.
Methods of Economic Evaluation
Discounting Cash Flow
1. Net present Value Method
Net present value method is based on the discounted technique. In this method, the
costs/benefits associated with the project over an extended period of the time is
calculated and is discounted at selected discount rate to give the present value.
Benefits are treated as positive and costs as negative and the net present value is fund.
The net present worth value is algebraically expressed as:
+ +
= + − −
(1 + ) (1 + ) (1 + )
Where:
: initial construction cost.
: specific year.
: maintenance cost in year n.
: operating cost in year n.
: user cost in year n.
: salvage value.
: revenues in year n.
: service life, years.
2. Benefit Cost Ratio Method
The benefit –cost ratio method is one of the widely used for evaluation of highway
projects and the basis of AASHTO road users analysis.
In this method, the ratio of the annual benefits to the net annual costs is determined.
B/C= Benefits in the reference year/ annual costs

( ℎ − ℎ )
ℎ
=
ℎ ℎ ℎ − ℎ ℎ
ℎ
The numerator of the B/C ratio represents the benefits, which are really the reduction in user
costs. The denominator represents the difference in annual highway costs between the new
facility and the existing facility, including maintenance. A ratio greater than 1.0 indicates
that the extra cost involved in the improvement is less than the benefits that are likely to
accrue and the project is economically justified.
3. The internal Rate of return
Determines the interest rate at which the PW of reductions in user and operation costs
equal the PW of increases in facility costs. If the internal rate of return exceeds the
internal rate , the higher cost project is retained. If the internal rate of return is less than
the interest rate, the higher period project is eliminated.
Sustainable Transportation
Definition of Sustainable Transportation
Sustainable transportation – Transportation that promotes sustainabledevelopment.
Sustainable development – Development that meets the needs of the present without
compromising the ability of future generations to meet their own needs.
Sustainability – A set of environmental, economic and social conditions in which all of

societyhas the capacity and opportunity to maintain and improve its quality of life
indefinitely without degrading the quantity, quality or the availability of natural, economic
and social resources.
Sustainable transport is about finding ways to move people, goods and information in ways
that reduce its impact on the environment, economy and society.
Environmental
Performance
Economic
Social inclusion
Development
Some options include:
(1) using transport modes that use energy more efficiently, such as walking or cycling, and
public transport;
(2) improving transport choice by increasing the quality of public transport, cycling and
walking facilities, services and environments;
(3)improving the efficiency of our car use, such as using more fuel efficient vehicles,
driving more efficiently;
(4) using cleaner fuels and technologies;
(5) using telecommunications to reduce or replace physical travel, such as teleworking or

telex-shopping;
(6) planning the layout of cities to bring people and their needs closer together, and to make
cities more vibrant and walkable; and
(7) developing policies that allow and promote these options.
Environmentally sustainable transportation is transportation that does not endanger public

health and that meets needs for accessconsistent with:
Sustainable transport is not just about encouraging people to use public transport. It is about
reducing carbon emissions on all transport modes across the entire transport system and
designing the transport system and our cities so there is less need to travel.
The climate change is one of the greatest environmental, economic and social challenges of
our time.
The way we travel has a major impact on our environment - most of our air pollution and
about 16.5 per cent of our greenhouse gas emissions come from transport.
A sustainable urban transport and land use system:
(1) Provides access to goods and services in an efficient way for all inhabitants in the urban
area;
(2) protects the environment, cultural heritage and ecosystems for the present generation,
and
(3) does not endanger opportunities of future generations to reach at least

the same welfare level as those living now, including the welfare they derive from their
natural environment and cultural heritage.
Transit Concept Introduction
Transit Characteristics
Several characteristics differentiate transit from the automobile in terms of availability and
capacity. Although the automobile has widespread access to roadway facilities, transit
service is available only in certain locations during certain times.
Roadway capacity is available 24 hr/day once constructed, but transit capacity is limited by
the number of transit vehicles operated at a given time. transit passengers relay on other
modes to gain access to transit. Transit use is greatest where population densities are highest
and pedestrian access is good. A typical transit user does not have transit service available at
the door and must walk, bike or derive to a transit stop and then must walk or bike from
transit discharge point to the destination, transit is not an option.
Transit goals is to move large numbers of people rather than large numbers of vehicles.
transit modes include buses , streetcars, and light rail. Streetcars can share a lane with other
traffic; light rail trains are almost always separated from other traffic, even when running on
street. light rail provides higher speeds and somewhat higher capacity than streetcars.
General Transit Capacity Concept
Vehicle capacity: reflects the number of transit units (buses or trains) that can be served by a
loading area, transit stop, or route during a specified period of time.
Transit vehicle is commonly determined for three locations:
-loading areas
-berths
- bus lanes and transit routes
each location directly influences the next. the vehicle capacity of a bus atop or rail station is
controlled by the vehicle capacities of the loading areas, and the vehicle capacity of a bus
lane or transit route is controlled by the vehicle capacity of the critical stops along the lane or
more.
the two greatest influences on loading area vehicle capacity are the dwell time and the ratio
of the green time to the cycle length (g/c ratio) for the street on which the transit operates.
Dwell time and g/c ratio also have major influences on the vehicle capacity of transit stops
and routes. Dwell time ( the time required to serve passengers at the busiest door plus the
time required to open and close the doors) has the greater influence on loading area vehicle
capacity. The amount of green time provided to a street controls the number of transit
vehicles that theoretically can arrive at a loading area during an hour. In addition, the length
of red in relation to a vehicle's dwell time also affects vehicle capacity: if passenger
movement have finished, but the vehicle must wait for a traffic signal to run green, vehicle
capacity will be less than if the vehicle can leave immediately, so that another vehicle can
use the loading area.
Person capacity: reflects the number of people that can be carried past a given location
during a given time period under specified operating conditions without unreasonable delay,
hazard, or restriction and with reasonable certainty.
Person capacity typically is calculated for transit stops and stations and for the maximum
load point of a transit route or bus lane; its calculated for three locations:
- Transit stops and stations
- Transit routes at their maximum load point.
- Bus lanes at their maximum load points.
Operator Policy: A transit operator directly controls the maximum passenger load allowed
on transit vehicles and the service frequency. An operator with a policy requiring all
passengers to be seated will have a lower potential person capacity for a given number of
vehicles than an operator with a policy allowing standees. However, passengers experience
a higher quality of service with the first operator.
The service frequency determines how many passengers actually can be carried, even though
a transit stop, transit route, or bus lane can serve more vehicles than actually are scheduled.
Passenger Demand Characteristics
How passenger demand is distributed spatially along a route and how it is distributed over
time during the analysis period affects the number of boarding passengers that can be
carried. Because of the spatial aspect of passenger demand, person capacity must be stated
for a location (typically the maximum load point), not for a route or a street as a whole.
Passenger demand fluctuates during the peak hour. the peak-hour factor (PHF) reflects peak
demand volumes typically over a 15-min. period during the hour. A transit system should
provide sufficient capacity to accommodate peak passenger demand.
However, since peak demand is not sustained over the entire hour, and since every transit
vehicle will not experience the same peak loadings, actual person capacity during the hour
will not less than the peak 15 min. demand volumes.
The average passengers trip length affects how many passengers can board a transit vehicle
as it travels its route. If trips tend to be long with passengers boarding near the start of the
route and alighting near the end, vehicles will not board as many passengers as when
passengers board and alight at many locations. However, the total number of passengers
onboard at the maximum load points may similar for each route.
The distribution of boarding passengers among transit stops affects the dwell time of
vehicles at each stop. if passenger boarding's are concentrated at each stop, the vehicle
capacity of a transit route or bus lane will be lower, since the dwell time at the stop will
control the vehicle capacity (and, in turn, the person capacity) of the entire route or lane.
Vehicle capacity (and person capacity at the maximum load point) is greater when passenger
boarding volumes ( and dwell times) are evenly distributed among stops. The relationship
between vehicle capacity of transit facilities and the elements of person capacity is illustrated
in Figure below;
Dwell Time
There are six main influences on dwell time. Two relate to passenger demand and the others
relate to passenger service time:
1. Passenger demand and loading: the number of people boarding and alighting through the
highest -volume door determines how long it will take to serve all passengers. If standees are
present on a transit vehicle as it arrives at a stop, or if all seats are filled as passengers board,
service times will be higher than normal because of congestion in the vehicle.
2. Stop and station spacing: the fewer the stops along a route, the greater the number of
passengers boarding at each stop. A balance must be found between few stops and too many.
Too few stops increase both the distance riders must walk to gain access to transit and the
amount of time a vehicle occupies a loading area. Too many stops reduce overall travel
speeds due to the time lost in accelerating and decelerating as well as waiting at traffic
signals because stops were made.
3. Fare payment procedures: the amount of time passengers spend paying fares is a major
factor in the total time for passenger boarding. This time can reduced by minimizing the
number of bills and coins required to pay a fare; encouraging the use of prepaid tickets,
tokens, passes or smart cards; using a proof-of-payment fare collection system; or collecting
fares before boarding. Besides eliminating the time required for each passenger to pay a fare
onboard, proof-of-payment and paid- fare waiting area collection systems allow an even
distribution of boarding passengers among the vehicle doors, rather than concentrating them
at a single door.
4. Vehicle types: low -floors buses decrease passenger service time by eliminating the need
to ascend and descend steps. This particularly applies to routes frequently used by the
elderly, persons with facilities, or persons with strollers or bulky carry- on items. Wide doors
also allow more passengers to board and alight simultaneously.
5. On- Board circulation: Encouraging people to exit via the rear doors of buses with more
than one door decrease passenger congestion at the front door and reduces passenger service
times.
6. Wheelchair and bicycle boarding: Dwell time also can be affected by the time to board
and disembark passengers in wheelchairs and for bicyclists to load and unload bicycles onto
a bus-mounted bicycle rack.

Urban Transportation Planning: Change With Times

Uploaded by

Copyright:

Available Formats

Urban Transportation Planning: Change With Times

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Urban Transportation Planning: Change With Times

Uploaded by

Copyright:

Available Formats

‫ھﻨﺪﺳﺔ وﺗﺨﻄﯿﻂ اﻟﻨﻘﻞ‬ ‫ زﯾﻨﺐ ااﻟﻘﯿﺴﻲ‬.‫د‬.‫م‬.

Urban Transportation Planning

Urban Transportation Planning

1. Understand how decisions to build transportation facilities are made

2. Understand basic elements of the transportation planning process.

3. Understand basic elements of travel forecasting

Common Types of Urban Land Uses

Urban land uses classified as:

Basic Elements of Transportation Planning

Situation definition Inventory transportation facilities, Measure travel patterns,

Problem definition Define objectives (e.g., Reduce travel time), Establish

Evaluation of Determine values for the criteria set for evaluation

Choice of project Consider factors involved (e.g., goal attainability,

Specification and Once an alternative is chosen, design necessary

Step 1: Situation definition:

Step 2: Problem definition

Objective = Statements of purpose: Reduce traffic congestion, Improve safety,

Criteria = Measures of effectiveness: Travel time, accident rate, delays (interested in

Step 3: Search for solutions

Step 4: Analysis of performance

‫)‪Step 4: Ranking of alternatives (in terms of MOE‬‬

Step 5: Evaluation of alternatives

Step 6: Choice of project

Step 7: Specification and construction

System and environment

A system may be defined as a set of components that is organized in such a manner as to

System all modes for urban transportation

We can classified them as follows:

1. Urban passenger transportation system.

Goal : Maximize mobility of people and goods

1. Minimize travel time.

6. Provide adequate system reliability.

Definition of Study Area

1. Population not less than 5,000.

Land use parcel or

1. An inventory of existing travel pattern.

Definition of the Study Area

Selection of External Cordon Line

Each sector is subdivided into 10 zones bearing numbers from 0 to 9.

7. Zones should be compatible with screen lines and cordon lines.

Examples of such barriers are river, railway lines, canals, etc.

The data can be collected:

1. Home- interview survey.

The household information needs to contain data with regard to:

a. Origin and destination of trip.

Inventory of Transport Facilities

- Inventory of streets forming the transport network.

Nodes complete geometric of intersection.

- Traffic volume composition peak and off peak.

Inventory of Land Use and economic Activities

1. Inventory of Land Use

Transport Related Land-Use Models

Land –Use Transport Interaction

Land –Use transport feedback cycle

Selection of land use Transport Model

1. Lowery Derivative Model

The fundamental structure of the model is illustrated in Figure (1):

Exogenous allocation of basic empolyment