Introduction : Transport Planning and Modelling

Dr. Md Bashirul Haque

Associate Professor, CEE, SUST

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Transport planning

• Process of defining the policies, goals, investments, and spatial planning

• to meet the future transport needs and

• to improve the existing transportation systems.

• Prediction of usage demand in future travel and

• to ensure all the necessary facilities and services to cater to that demand.

• Required to achieve safer, faster, comfortable, convenient, economical and environment-friendly

movement of people and goods.

• Includes new road construction, improvement of existing road, providing new transport facilities, change in
intersection design, pedestrians facilities design, transit oriented development, etc.

• Essential in shaping cities, enabling economic activities, promoting community interaction, enhancing
quality of life and ensuring sustainability of development. 2
M. B. Haque, Department of Civil and Environmental Engineering, SUST
Scale of transportation Planning
• Long term planning (strategic)
• 20–30-year horizon
• Mostly new development, changes in transport system and facilities
• Very complex
• Based on long term prediction
• Involves multiple level of governments and administration
• Require comprehensive and integrated planning
• E.g. Transit Oriented development, contraction of BRT/MRT/Expressway

• Short term planning

• 4- or 5-year horizon
• Less complex
• Reduced uncertainty
• More specific
• E.g. vehicle restriction, signal improvement, etc.
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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Fey Features of Long term Transport Plan, An Example :City of Vancouver Canada

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Transportation Planning Goals
• Accessibility to employment density and key activity centers, with an emphasis on connecting to
areas of high poverty rates.
• Freight mobility enhancing freight corridors and intermodal connections to facilitate goods
movement
• Safety & security for system users.
• System reliability to improve travel times
• Congestion mitigation
• Environment & air quality improvement
• Multimodal Connectivity means improve accessibility and interconnectivity of various
transportation modes for all systems users.
• Preservation & maintenance of existing transportation infrastructure and facilities

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Main stages of the transportation planning process:
Phase I - Base Year Inventory:
Division of the survey area into smaller units, called zones. Base year inventory includes
• Inventory of existing travel pattern
• Collection of O/D travel data
• Mode choice/Route choice data
• Inventory of existing transport facilities
• Inventory of road networks
• Parking inventory
• Accident data
• Inventory on operating condition on public transport
• Inventory of land-use and economic activities
• Information on land-use type and density.
• Population statistics, usually from census operations
• Household structure, including family income, car-ownership, family size and sex
• Inventory of planning factors

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Phase II - Model Building

• Interested in finding out relationships among parameters of the system.

• A relationship between transport system and indicators

– Access – Purpose – Frequency – Use

• Example

• Model output: travel times between all points

• Indicator: Commute speed • Land use mix • Transport diversity • Equity

Phase III – Future Forecasts and alternative policy strategies

• Extrapolation - to predict parameters for which we have data from Phase I.

• Select alternative strategies

• Data from Phase I may be crude.

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Phase IV - Policy evaluation.
• Among the alternative strategies or option, best option need to be selected.
• Cost/Benefit techniques are often used to evaluate the alternatives.
• The local condition, people perception need to be condition in evaluating the alternative strategies.
• From this stage, it may be necessary to revise the plans and go back the initial stage

Phase V -Program Adoption and Implementation

• The best alternative emerging from the evaluation study is selected for adoption and
implementation.
• The stages of the project to be implemented are decided with the consideration for the financial
resources.
• The necessary organization for handling the project is built up and the work executed.
Phase VI-Continuing Study
• As transport planning is a dynamic and complex process, continuous review and updating of the
plan is always necessary.
• Periodic surveys should be carried and the plan readjusted, if need be.

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Fig: The planning process

M. B. Haque, Department of Civil and Environmental Engineering, SUST

Traditional approach of transport planning :

Trends in cities
• Rapidly increasing car ownership and use Impact
• Declining mode share of public transport, walking, and • Greater demand for space
cycling • Greater demand for travel
• Declining city centres; rapid decentralisation into car-oriented • Increased VMT
suburban sprawl • Poor mobility
• Economic loss
Focus was given to road design • Greater impact on health and environment
• More car friendly infrastructure
• More space for motorized vehicles, which let to less density
and often to sprawl
• Unsustainable focus
• Non-integrated approach of planning

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Land Development in Developed and Developing Countries
Low density sub-urban/urban area
Planned Unplanned

Florida Dhaka
• Developed countries
• Developing countries
• Live high income people
• Low to middle income people
• More car dependency
• Less car dependency
• Better road network but less access to public transport
• Poor transport network and accessibility
• Longer trip length
• Longer trip length 11
M. B. Haque, Department of Civil and Environmental Engineering, SUST
Urban core area
Planned Development Unplanned Development

Singapore Dhaka
• Poor public transport accessibility
• High public transport accessibility
• High car dependency
• Relatively less car dependency
• Insufficient road network
• Good transport network and facilities
• Mixed traffic
• Less congestion
• Huge congestion 12
M. B. Haque, Department of Civil and Environmental Engineering, SUST
Car dependent transport system:
• Use of more road space by less number of people Space occupied by 2 persons
• Reduces the road capacity
• Traffic congestion

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Excess Air pollution
• Transport contributes to now 27% of energy-related CO2 emissions and is still growing

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Higher level of road fatalities

• Worldwide, 1.3 Million road deaths and up to 50 Million people injured per year

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Equity

• A lot of spaces for car in urban road. Where is the space for other?

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
How to use limited road space best?

Fig: Space occupancy of different travel mode for 60 people

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Mass transit options

Regular Bus Bus Rapid Transit (BRT)

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Metro rail

Elevated metro rail Under ground metro rail

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Transit rail

Light rail/tram Commuter rail system,

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Why mass transit priority? Corridor capacity

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Transit-oriented development (TOD)

• Maximizes the amount

of residential, business and leisure space
within walking distance of public transport.
• Increases public transport ridership by
reducing the use of private cars.

• A TOD includes a central transit stop (such as

a train station, or light rail or bus stop)
surrounded by

• A high-density mixed-use area, with

lower-density areas spreading out from
this center.

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Importance of TOD for developing countries

• Densely populated even before formal public transit is introduced such as Sylhet.

• May be characterized by an insufficient or overburdened transit infrastructure.

• Deteriorated living conditions in urban cores

• opt for suburbanization as the dominant development pathway,
• less sustainable approach.

• TOD offers a strategic transit-oriented approach to sustainable urban growth.

• TOD can help to restore the unplanned cities to planned compact development patterns supported
by high-quality transit systems.

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Benefit of TOD

• Higher quality of life with better places to live, work, and play

• Greater mobility with ease of moving around

• Increased transit ridership

• Reduced traffic congestion, car accidents and injuries

• Healthier lifestyle with more walking, and less stress

• Greatly reduced dependence on foreign oil, reduced pollution and environmental damage

• Reduced incentive to sprawl, increased incentive for compact development

• Less expensive than building roads and sprawl

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Principles for Transit-Oriented Development
1. Quality public transport

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
2. Active transport facilities

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
2. Active transport facilities

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
3. Car Use Management

• Congestion pricing
• Distance based pricing
• Parking restriction, etc.

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
4. Mixed-Use Neighbourhoods
• Mixed-use neighbourhoods favour short trips by foot or bike.

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5. Compact development

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
6. Densification

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7. Connected

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
8. Neighbourhood Centres and Vibrant Ground Floors

• Adequate public space promotes social interaction between residents.

• Public spaces should be connected to the urban transport network
• Serve as vibrant, human-centered places of activity.

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Population Decentralization: possible spatial patterns

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Example 01
Seoul: Bus Rapid Transit and Urban Land Reclamation
In 2006, Seoul and Incheon combined had the sixth-highest population density in the world
• 16,700 people per square kilometers.

Figure: Bus rapid transit corridors in central Seoul

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Benefit
Table: Operating speeds of cars and buses
in Seoul before and after opening of
exclusive median-lane bus lanes(kilometers
per hour)

Figure: Transformation of Seoul’s Cheong Gye

Cheon from an elevated freeway to an urban
greenway
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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Example 02
Singapore’s Constellation Plan

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Example 03
Curitiba, Brazil:Transit Oriented Development along BRTS corridor

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Transit-oriented development (TOD) in Dhaka
• Dhaka’s population was 9.3 million inhabitants in 2011, one of the highest population density in
the world
• Insufficient road space and transit facilities
• Unplanned development
• Resulted extreme congestion, air pollution, fatalities and injuries due to traffic accidents.

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
Challenges of implementing transit-oriented development (TOD) in Dhaka

• Narrow road network and no opportunity for further widening

• Many missing link

• Overpasses for motorized transportation only seem to alleviate traffic congestion in the short-term,

they do not constitute an optimal long-term solution in terms of sustainability and liveability.

• Moreover, the fundamental law of road congestion: additional road space always attracts more

private vehicles, and therefore never alleviates traffic congestion in the long-term.

• Re-allocate road space in compliance with passenger volumes such as pedestrian, cyclist

• Re development

• Changes in behaviour
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M. B. Haque, Department of Civil and Environmental Engineering, SUST
TOD in Dhaka

• Strengthen connectivity between Dhaka’s city center and major places such as Dhaka International

Airport, Kamalapur central train station, the new town of Purbachal, and Notun Bazar.

• Line 6 is running north-south and is in under construction

• Line 1 is planned to develop along two branches, one running north-south parallel to Line 6, and the other

running east-west towards Purbachal New Town.

• Line 5 will intersect both Line 1 and Line 6 with a major transfer point at Mirpur station.

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
TOD in Dhaka

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
A real life picture BRT system

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M. B. Haque, Department of Civil and Environmental Engineering, SUST
 Thank you
for
your attention

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M. B. Haque, Department of Civil and Environmental Engineering, SUST