MODULE 1: • Evaluate by using different measure of

INTRODUCTION TO TRANSPORTATION effectiveness

PLANNING AND ENGINEERING Measure of Effectiveness (Source: Highway
1.1 Transportation Planning Process Engineering by Paul Wright, 1996)
• A well-defined task accomplished before the
final set of information is presented to those
who must decide which course of action is
best for a particular place and condition
• Process of producing information that can be
used by decision makers
Transportation Planning Flowchart
• Used as a guide to facilitate the basic
elements of transportation

Implement Plan
• The schemes or improvement programs
derived from transportation planning process
are considered as a major product of the said
planning process
Monitor System Performance
• Continue to examine and evaluate the
Inventory of Facilities performance and conditions of the
• Knowing the present performance of the transportation system where improvement is
transportation networks including the necessary and opportunity to be utilized
availability of its facilities is always a good
starting point for transportation planning 1.2 Data Collection for Transportation Planning
Collect Socio-Economic and Land Use Data Data Collection
• Data includes level of income, number of • The quality of data is strictly very important
members in the household, number of because it provides reliable inputs to various
vehicles in the households, number of steps of the planning process
children, age, highest level of education is • The cost of data collection has the biggest
achieved. share of budget in any planning studies
• Land use is used to estimate the number of
trips attracted to each type of land use Various Methods for Data Collection
(school, mall, offices) 1. Road-use studies - obtained through
Goals and Objectives personal interviews from a representative
• Goals - desired ultimate achievement of a samples of motorists
transportation plan 2. Pavement-life Studies - Transport engineers
• Objectives - more specific statements that used pavement-life data for economic
indicate the means of achieving a goal analysis based on anticipating future
Identify System Deficiencies and Opportunities revenue receipts
• Identify and prioritize those areas in 3. Travel volume Studies - provide transport
transportation system where problems exist engineers with essential information on the
today or where problem will exist in the future number of vehicles using the highway
given the growth of travel system (ex. Annual Average Daily Traffic
Develop and Analyze Alternatives which can be converted into peak hour
• Development of existing transportation volumes).
process can be done through facility 4. Travel Survey - Identify the origin and
improvements and by using a travel demand destination, the purpose and the mode of
model travel used for each trip made each day. It
Evaluate Alternatives
 also includes the information such as
economic characteristics of the trip makers.
5. Household Survey - used for determining the
number of characteristics of person trips or
auto-driver trips made by residents within the
specified study area.
6. Roadside Survey - widely used data
collection protocol to obtain information on
road freight transport. During a roadside
survey, vehicles are diverted from the traffic
and their drivers are interviewed.
7. Modal Survey - made by interviewing
passengers at terminals or while on board
public transport vehicles.
8. Parking Survey - determining the parking
habits and requirements of the motorists on
order to be able to relate these factors to the
uses of existing parking facilities.
9. Goods (freight) Movement Survey - the
impact of goods movement on the
functioning of the transportation system in
the overall planning process, specifically on
freight movement monitoring system.

Types of Traffic that Influence Travel Demand

Traffic Types
1. Existing traffic - traffic currently using the
existing highway facilities that is to be
improved
2. Normal traffic growth - traffic that can be
explained by anticipated growth in the state
or regional population or by area-wide
changes in land use
3. Diverted Traffic - traffic that switches to a
new facility from a nearby roadways
4. Converted traffic - changes in traffic resulting
from changes of mode
5. Change of destination traffic - traffic that has
changed to different destinations, where
such change is attributable to the
attractiveness of the improved transportation
and not to changes in land use
6. Development traffic - traffic due to
improvements of adjacent land in addition to
the development that would have taken place
for the new or improved highway that had not
been constructed
7. Induced traffic - traffic that did not previously
exist in any form but results when new or
improved transportation facilities are
provided
Module 2 | CE 416 | Principles of Transportation Engineering

2. TRANSPORTATION SYSTEM MODELING

2.1. Fundamental Modeling Assumptions

Important Assumptions
1. Trip making is a function of land use
 intensity of land use (dwelling units per ha., employees per ha., etc )
 character of land use (average family income, car ownership, etc )
 location relative to major economic activities (closeness to schools, malls, markets, etc
2. Trips are made for different purposes
 morning trips going to school, work, business
 afternoon trips shopping, lunch, recreation
 evening trips going home
3. Trips are made at different times of the day
 Determines Origin-Destination (OD) patterns in the study area
4. Trip makers are often having different options available
 Different modes (bike, walk, drive)
 Different routes
5. Trips are made to minimized the level of inconvenience associated with reaching a destination
6. Transportation networks and traffic analysis zones are the basis of system modeling
 Model must be able to represent transport networks and land use characteristics

Four Steps in Transportation Modeling

1. Trip Generation (Ti)

 number of trips produced in zone i
2. Trip Distribution (Tij)
 number of trips produced in zone i and attracted to zone j
3. Modal Split (Tijm)
 number of trips produced in zone i and attracted to zone j traveling by mode m
4. Trip Assignment (Tijmr)
 number of trips produced in zone i and attracted to zone j traveling by mode m over route r

2.2. Trip Generation (Ti)

Methods estimating Ti:

1. Trip Rates from National/Local Studies

2. Cross Classification Analysis

 Determine the forecasted trips generated
 3. Regression Analysis
 Regression equation is used to estimate trip production per zone

2.3. Trip Distribution (Tij)

Methods estimating Tij:

Gravity Model

 assumes that the trips produced at an origin and attracted to a destination are directly
proportional to the total trip productions at the origin and the total attractions at the
destination

Sample Problem (Gravity model)

Local study shows the following data below. Estimate the number of trips produced in zone i and
attracted to shopping center 1 (Ti1).
 Other methods in estimating Tij:

1. Modified Gravity Model

 uses Socioeconomic adjustment factor Kij and Travel time factor Ftij between zone i and zone j, this is
in conjunction with the proportionality of origin and destination trip productions
2. Fratar Method
 Future travel patterns between zones are determined by the present travel patterns and the growth
factors at the destination zone
 Growth factor = ratio of the expected future traffic to the existing traffic emanating from the
zone
 It is an iterative process in which the number of future origins at each zone is held constant

2.4. Modal Split (Tijm)

Methods estimating Tijm:

Logit Method
 oriented towards predicting the percentage of individuals who will choose one mode over the
other
 The utility function can be expressed as

Sample Problem (Logit Method)

Estimate the probability for each mode of transportation available. Assume 1000 trips being made
between zone i and j obtained from trip distribution. Three modes are available: car, bus and walk.

The utility of the individual modes is defined as:

Uauto = 1.0 0.1( Tauto ) 0.05( Cauto

Ubus = 0.1( Tbus ) 0.05(Cbus)

Uwalk = 0.05 0.1( Twalk\

where:

T = Travel time by mode in minutes

C = Travel cost by mode in dollars

Tauto = 5 minutes

Tbus = 15 minutes

Twalk = 20 minutes

Cauto = 0.60

Cbus = 0.50
2.5. Trip Assignment (Tijmr)

Trip Assignment Tijmr

 Final step in transportation modeling by assigning trips to paths available at hand

 Based on minimum time as basis for path selection

Methods to assign trip Tijmrs

 All or nothing assignments

 Diversion curve assignments
 Capacity restraint assignments

All or nothing assignment

 assume that the path taken by vehicles from zone of origin to zone of destination will be the one with
least travel resistance
o Distance
o Cost
o Time
o Or combination

Sample Problem (All or nothing)

Shown below is the transportation network and nodes including its per segment travel resistance. If there
are 1200 trips per day from zone i to zone 1, 950 trips per day from zone i to zone 2, and 2150 trips per
day from zone i to zone 3. Select the most congested link segment of the transportation network.
MODULE 3. URBAN TRANSPORTATION PLANNING  A city with high urban density would have great
CONCEPTS urban transport development needs including
pedestrian facilities and mass transport system
URBAN TRANSPORTATION OVERVIEW
ELEMENTS OF URBAN TRANSPORTATION
Philippines’ Urban Areas Situation
1. Motorization
 Rapid urbanization in the country requires  Number of automobiles officially registered
addressing urban transport challenges to sustain through a government agency
economic development and social advantage of its  Averaging 7% growth rate of vehicle registration
cities annually
 48% of country’s population lives in urban areas (UN) 2. Public Transport Supply
 Presently, there are 33 highly urbanized cities (HUC)  Public transport in the Philippines is road-based
in the Philippines and these cities are experiencing except for Metro Manila where there is a network
worsening urban transport problems of 3 railways
Urban Transportation  Number of registered PUVs
3. Road Development
 Urban transportation problems vary from country to  Relates with the road density of a specified area
country depending on various conditions (social,  Almost all cities in the Philippines have road
economic and political) density higher than 1km per square kilometer
 There is no exact definitive strategy that can be  Cities in Metro Manila have generally higher
effectively applied to any transport problem, but there road density compared to other provincial cities
is an outline of comprehensive urban transport 4. Traffic Accidents
planning based on state of the art practices  The Philippines lacks comprehensive accident
studies, but it is generally known that cities in the
Increase of Transport Demand country face serious challenge in road safety
 Drastic increase in the number of automobiles  Metro Manila accounts for one-third of the
country’s recorded fatalities due to road
 Rapid urbanization and development
accidents
 Delayed investment in transport facilities
 Existing data shows that for every 100,000
URBAN TRANSPORTATION CHALLENGES people encountered a traffic accident, fatality is
over 1000 (Metro Manila)
1. Rapid Urbanization 5. Air Pollution
 The rapid increase in population puts pressure  Air pollution causes 1 in 9 deaths, and huge
on the existing urban transportation parts of the world still lack access to basic air
infrastructure and services especially in urban quality data. And transportation is one of its
areas major contributors in highly urbanized areas
 The Philippines is one of the most rapidly  80% comes from motor vehicles while the
growing and urbanizing countries in Asia remaining 20% comes from stationary sources
 Data from 2007: Urbanization rate of the 6. Energy Consumption and Climate Change
Philippines was 63% in 2000 and projected to  Increase in motorization as well as reliance on
reached 77% in 2030 fossil fuels and inefficient vehicle technologies in
 2021: 48% urbanization rate the transport sector led to the increase of
 Rapid increase in the proportion of population emission of carbon dioxide and other
living in cities will require high level of investment greenhouse gases
in transport infrastructures and services  Global trends suggest that the transport sector
 If urban growth is not managed properly, the is the significant contributor in the overall CO2
quantity and quality of urban services will and GHG load
deteriorate and contribute to the decrease of  22% for C02 and 30% atmosphere share for
overall quality of life GHG
2. Greater Urban Density 7. Traffic Congestion
 Urban density is a term used in urban planning  Time lost due to traffic congestion in Metro
that directly correlates to the number of Manila amounts to Php 100B each year
inhabitants living in a city’s land area  A 2010 study shows that the country needs Php
 Study shows that a greater urban density poses 1.2T investment to combat traffic congestion
a challenge in transportation planning  Various study needed prior to improvement of
 Policy making should revolve to minimize traffic network thus lessening traffic congestion
number of motorization if the city has a greater  City development studies
urban density  National land transport policy framework
 Urban density provides a general measure of the  National transport policy planning
overall demand for urban transport
infrastructures and services
URBAN TRANSPORT ANALYSIS

1. Road Network Data

 Data includes information on surface type and
surface conditions
 Available in different offices in charge of road
administration (DPWH DEOs)
2. Traffic Count Data
 Traffic counts are usually performed for cities
that prepared local transport plans
 Available in different offices in charge of traffic
administration (DPWH DEOs or MMDA)
3. Motor Vehicle Registration Data
 Registration data gives broad indications of the
vehicle characteristics that passes on cities
 Data can be obtained from LTO

4. Public Transport Data

 Public transport supply and operations data are
critical to the planning of public transport
systems
 Deregulated public transport in the country has
contributed to the absence of centralized data
collection system for public transport system
particularly on the level of passenger ridership
 Data can be obtained from LTO or LTFRB
5. Traffic Accident Data
 This type of data is very essential for road safety
planning
 Data can be obtained from Traffic Accident
Reporting and Analysis System (TARAS) of
DPWH and Metropolitan Manila Accident
Reporting and Analysis System (MMARAS) of
MMDA, and some PNP offices
6. Transport Funding Data
 The level of investment and the source of
financial urban transport investment are
necessary in determining the capacity and
efficiency of LGUs for financing urban transport
programs and projects
 Investment data are only available at the local
budget or treasury office of the city halls