LECTURE 6 (Part 1) networks including the availability of its

TRANSPORTATION PLANNING facilities is always a good starting point

for transportation planning.
Outline
2. Collect Socio Economic and
6.1. Transportation Planning Process Land Use Data
6.2. Transportation Studies  The type of data that can be collected to
6.3. Transportation System Modelling trip makers characteristics include:
- level of income,
- number of members in the household,
6.1. Transportation Planning Process - number of vehicles in the households,
TRANSPORTATION PLANNING - number of children,
• is a process by which a well-defined tasks must - age,
be - highest level of education achieved.
accomplished before the final set of information
is 2. Collect Socio-Economic and Land Use Data
presented to those who must decide which  Land use often the other hand, is another
course of important data that must be available on
action is best for a particular place and condition. hand in any transportation planning
• It is basically a process of producing because it will help the planners to
information that analyze and estimate how many trips
can be used by decision makers to better are attracted to each type of land use
understand the consequences of different (e.g., the number of trips to school,
courses of shopping centers, residential units,
action. offices, complexes, etc.).
 Land use maps are most often used as
the source of such information.
3. Define Goals and Objectives
 Goals - are generalized statements
that indicate the desired ultimate
achievement of a transportation plan.
 Example of such is “the transportation
system should enhance the mobility
needs of the people”, or “the
transportation system should enhance
economic development opportunity”

3.Define Goals and Objectives

 Objectives -are more specific

statements that indicate the means of
achieving a goal.
 Example of objectives to
enhance mobility:
1. Inventory of Facilities o Provide more mass transit system
 It is always an important rule that to major business centers in the
planning should always start with the metropolis.
evaluation or inventory of the existing o Reduce congestion on major
transportation network facilities. highways
 Knowing the conditions and present o Enhance pedestrian
performance of the transportation transportation through
 the construction of pedestrian derived from transportation planning
lanes and process are considered as a major
overpass. product of the said planning process.
4. Identify System Deficiencies  For very limited funds to implement
and Opportunities projects as recommended in the plan,
 Identify and prioritize those areas in part of its strategy or functions is to
transportation system where problems identify priority projects.
exist today or where problem will exist in 8. Monitor System Performance
the future given the growth of travel.  One of the most important aspects of any
 Transportation planning can also identify transportation planning process is to
those areas where it can promote continually examines and evaluate the
economic development opportunities performance and conditions of the
in present time or in the future time. transportation system where
 There is a wide variety of identifying the improvement is necessary and
system deficiencies and opportunities in opportunity to be utilized.
transportation.  Some examples of monitoring
 Aside from the volume to capacity ratio management systems that monitors the
(V/C), the more broader performance performance of the transportation system
measure is a newly concepts as a means include:
of identifying the location of system o Pavement Management
deficiencies. System
5. Develop and Analyze o Bridge Management
Alternatives System
 through facility improvements o Safety Management
 Travel Demand Modeling System
6. Evaluate Alternatives
 by comparison of alternatives
 Evaluate through different 6.2. Transportation Studies
MEASURES OF EFFECTIVENESS
It is interesting to note that the cost of data
collection has the biggest share of budget in
any planning studies.

The quality of data is strictly very important

because it provides reliable inputs to various
steps of the planning process.

Various Methods of Collecting Data for

Transportation Process:

1. Road-use studies
Examines the usage patterns of specific
roads or segments of the transportation
network. Focuses on the behavior and
7. Implement the Plan characteristics of traffic on particular
 Transportation plan is considered as roadways.
the major and most important product 2. Pavement-life studies
The primary goal of the study is to determine
in the transportation planning process.
the average service life and retirement for
The schemes or improvement programs
 each type of pavement. Transport Types of Traffic that is Considered to
engineers used pavement-life data for Influence Travel Demand:
economic analysis on the basis of
anticipating future revenue receipts. 1. Existing traffic
3. Traffic Volume Studies traffic currently using the existing highway
It provides transport engineers with essential facilities that is to be improved
information on the number of vehicles using 2. Normal traffic growth
the highway system (ex. Annual Average traffic that can be explained by anticipated
Daily Traffic which can be converted into growth in the state or regional population or
peak hour volumes). by area-wide changes in land use
4. Travel Survey 3. Diverted traffic
Identify the origin and destination, the traffic that switches to a new facility from
purpose and the mode of travel use for each nearby roadways
trip made in a given day. It collects qualitative 4. Converted traffic
and quantitative data on travel behavior changes in traffic resulting from change of
and preferences. mode
Classifications of Travel Survey: 5. Change of destination traffic
traffic that has changed to different
-Household travel survey destinations, where such change is
attributable to the attractiveness of the
 use for determining the number and
improved transportation and not to changes
characteristics of person trips or auto-driver
in land use.
trips made by residents within the specified
study area.
6. Development traffic
traffic due to improvements of adjacent land
-Roadside surveys in addition to the development that would
have taken place for the new or improved
 consists of stopping the vehicles and asking highway that had not been constructed
the drivers for information on trip origin,
7. Induced traffic
destination, and purpose.
traffic that did not previously exist in any form
-Modal surveys but results when new or improved
transportation facilities are provided
 made by interviewing passengers at
terminals or while on board public transport
vehicles

-Goods movement surveys

 The impact of goods movement on the
functioning of transportation system is very
significant that a good transportation survey
on freight movement involving several
transportation mode is deemed very essential
in the overall planning process.

-Parking surveys
 to determine the parking habits and
requirements of the motorists in order
to be able to relate these factors to
the uses of existing parking facilities
 Travel patterns vary throughout the day, with
certain times experiencing higher travel
volumes due to activities like commuting to
and from work or school.
 Morning and evening rush hours see high
volumes of traffic as people commute
to and from work.
 Midday trips might be more related to
shopping, running errands, or attending
appointments.
4. Travelers often have different options
available
 Depending on the infrastructure and
services available, travelers can choose
between different routes and modes of
transportation such as driving, public
transit, biking, or walking.
5. Trip are made to minimize the level of
inconvenience associated with
reaching a destination.
Travelers tend to choose routes and modes
6.3. Transportation System Modelling
of transportation that reduce inconvenience,
BASIC CONCEPTS AND FUNDAMENTAL which may include factors such as travel
ASSUMPTIONS USED IN TRANSPORTATION time, cost, comfort, and reliability.
SYSTEM MODELING  e.g., A commuter may choose to take a
direct bus route instead of driving through
1. Trip making is a function of land use. congested traffic, even if it takes slightly
Patterns and frequency of trips people longer, to avoid the stress of driving.
make are significantly influenced by 6. Transportation networks and traffic
how land is utilized in a given area analysis zones are the basis of system
 intensity of land use (e.g., dwelling units modeling
per ha., employees per ha., etc.) This highlights the importance of
 character of land use (e.g., average transportation components in transportation
family income, car ownership, etc.) modeling, emphasizing how these elements
 Location relative to major economic are used to simulate and understand
activities (e.g., closeness to downtown travel behavior and system performance.
2. Trips are made for different purposes  e.g., A city uses a transportation network
 going to school or workplace or model to simulate traffic flow and identify
business congestion points, using data from
 shopping, recreation, etc. various traffic analysis zones to predict
 going home travel demand

Part 2

6.4.4-STEP TRANSPORTATION MODELING

1. Trip Generation (Ti):
 the number of trips produced in traffic
analysis zone i.
2. Trip Distribution (Tij)::
 the number of trips produced in zone i
3. Trips are made at different times of the and attracted to
day zone j.
3. Modal Split (Tijm):
 the number of trips produced in zone i
and attracted to zone j traveling by mode
m.
4. Trip Assignment (Tijmr):
 the number of trips produced in zone i
and attracted to zone j traveling by mode
m over route r.

c) Regression Analysis
Given high correlation between two variables,
regression equation is used to estimate trip
production per zone.

TRIP GENERATION
Three Common Methods of Estimating Trip
Generation:
a) Trip Rates from National/Local Studies
Example: traffic counts at the driveway of
department stores to count the number of
vehicles attracted to these stores TRIP DISTRIBUTION (GRAVITY MODEL)

 major products of trip distribution is trip

tables or O-D (Origin-Destination) matrix
 This model shows the number of trips
originating in the study zone and their
trip destination.

b) Cross Classification Analysis

Example: if a reliable data is related to trip
making and socioeconomic variables, it can be
used to determine the forecasted trips generated Example:
  It is an iterative process where the number
of future origins in each zone remains
constant, similar to the Hardy Cross method
of successive approximation used in moment
distribution for indeterminate structures.

MODAL SPLIT MODELS (LOGIT

MODEL)

oriented towards predicting the percentage

of individuals who will choose one mode
over the other
Factors that Influence Mode
Choice Behavior:

1. Type of trip (e.g., trip purpose, time of

day)
2. Socioeconomic characteristics of
tripmaker (e.g., income, age, auto
ownership)
3. Characteristics of the transportation
system (e.g., relative travel time for the
mode
chosen)

TRIP DISTRIBUTION (FRATAR METHOD)

 This method predicts future travel patterns

between zones based on current travel
patterns and the growth factors at destination
zones.
 The growth factor is the ratio of expected
future traffic to current traffic from the zone.
TRIP ASSIGNMENT  Time***
 Or some combination
 Final step in transportation
modeling Basic Procedure in All or Nothing
 By assigning trips to paths available at Assignments:
hand 1. The description and coding of the
 Based on minimum time (or distance) network into links and nodes.
as basis for path selection 2. The determination of the minimum path
time from each zone of origin to all other
The Purposes of Traffic Assignment:
zones of destination. (this stage is also
1) To assess the deficiencies in the
known as “build trees”)
existing transportation network by
assigning estimated future trips to existing 3. The assignment of all traffic flows from
system. each zones to every other zone by the
2) To evaluate the effects of limited appropriate minimum path, and the
improvements and expansions aggregation of the total flows on each link
to the existing transportation system by in the defined network.
assigning estimated future trips to the
Step I. Description and coding of network
network which includes these
Step II. Determination of minimum paths
improvements.
Step III. Traffic Assignments
3) To develop construction priorities by
assigning future trips
4) To test alternative transportation
system proposals by systematic and
readily repeatable procedure.
5) To provide design hour volumes and
turning movements.

Three Major Methods to Assign Future

Trips:
1. All or nothing assignments
2. Diversion curve assignments
3. Capacity restraint assignments

The All or Nothing Assignments LECTURE 7

based on the assumption that the path ELEMENTS OF TRAFFIC ANALYSIS
taken by vehicles from zone of origin (i) to
zone of destination (j) will be the one with OUTLINE
the least travel resistance. 7.1. Introduction
7.2. Traffic Speed and Travel Time
Travel resistance is measured in terms of: 7.3. Traffic Volume and Flow Rate
 Distance 7.4. Traffic Density
7.5. Spacing and Time Headway
 Cost
7.6. Speed-Flow-Density Relationships
7.7. Poisson Models

b) Space-mean speed
7.1. Introduction or Harmonic mean speed is
 The primary function of a highway the harmonic mean of
system is providing high level speeds of vehicles occupying
of transportation service and safety. a relatively long section of
 Analysis of vehicle traffic provides street at a given instant.
basis in measuring the
operating performance of the highway

Various dimensions used in traffic

analysis

o number of vehicle per unit time (traffic

volume)
o vehicle types, vehicle speeds, and
o variation in traffic volumes over time
(e.g., Peak Hour)

These dimensions influence highway

design and operation such as:

o selection of the number of lanes

o types of pavement and geometric
design
o traffic control device (i.e., traffic
signals, signs and markings

Three Most Important Characteristics

of Traffic Streams:
1. Speed
2. Flow / flow rate / volume
3. Density

7.2. TRAFFIC FLOW

CHARACTERISTICS
1. Traffic Speed (U)
a) Time-mean speed
It is the arithmetic mean
of speeds of all vehicles
passing a point during a
specified interval of time.

b) Overall Speed is the total distance

travelled divided by the total time
required, including traffic delays
c) Running Speed is the total distance
travelled divided by
 the running time excluding traffic stops-
delays
PEAK HOUR FACTOR
 Ratio of total hourly volume to the maximum
7.3.TRAFFIC VOLUME & FLOW rate of flow within the hour
RATE (q)  Typical PHF for freeways: 0.80 and 0.95
 Lower factors are more typical for rural
2. Traffic Volume and Flow freeways or off-peak conditions
Rate (q)  Higher factors are typical of urban and
defined as the number of vehicles suburban peak-hour
that pass a point along a roadway conditions
or traffic lane per unit of time and is
expressed in vehicle per hour 7.4.TRAFFIC DENSITY (k)
(veh/hr) measured over an hour.
3.Traffic Density or Traffic
Two measures of Traffic volume: Concentration
1. Annual average daily traffic (AADT) Average number of vehicles occupying a unit
2. Design hourly volume (DHV) length of roadway at a given instant and is

𝒒 = 𝒏/𝒕
expressed in number of vehicles per unit

= 𝑛𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠/time
distance (veh/mi or veh/km)

It can be estimated using aerial photograph or

2.Traffic Volume and Flow Rate using satellites but can also be estimated using
(q) the Speed-Flow-Density relationships
defined as an equivalent hourly rate
k=n/d
for vehicles passing a point
along a roadway during an interval =Number of vehicles / distance
less than one hour, usually 15
minutes. Spacing headway (s) - distance
between successive vehicles, typically
Accounts for the variability or peaking from front bumper to front bumper
during a period of less s=1/k
than one hour

𝒒 = 𝒏/𝒕
=d (distance) / n (number of vehicles)

= 𝑛𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠/time Time Headway (ht) - time between the

arrival of successive vehicles at a
specified point
Difference between traffic
Volume and traffic flow rate: h=1/q

=t (time) / n(number of vehicles)

7.6. SPEED-FLOW-DENSITY
RELATIONSHIP
For a roadway with 4,400 veh/hr capacity, an
Perhaps the most intuitive starting point in
extended breakdown in the flow would likely
developing a traffic stream model is to focus on
occur
the relationships between the three important
variables in traffic stream, the speed, density and
traffic flow.

q=kus

SPEED-DENSITY MODEL
Greenshield’s Model states that there is a linear
SPEED-FLOW MODEL
relationship between speed and density.

7.7. POISSON MODELS

POISSON DISTRIBUTION MODELS

It is a model that accounts for the nonuniformity
of flow by assuming that the pattern of arrivals
corresponds to some random process.

FLOW-DENSITY MODEL
Based on the assumption of a linear relationship
between speed and density, a parabolic flow-
density model can be derived

LIMITATION OF POISSON DISTRIBUTION

MODEL
• Only applicable for lightly congested traffic
conditions.
 DIMENSIONS OF QUEUING MODELS
The alphanumeric is designated either of the
• Not appropriate for heavy traffic conditions

following:
particularly in urban areas where traffic signals

• D = denotes a uniform, deterministic

cause cyclical stream disturbances.

distribution of arrival or
• The primary limitations of the Poisson

departure
distribution model is the constraint imposed by it

• M = denotes an exponential distribution of

(i.e., mean = variance).

arrival or departure
LECTURE 8 - QUEUEING THEORY • N = denotes multiple or N number of
departure channels
8.1 INTRODUCTION
8.4. QUEUING MODELS
Queue D/D/1 Queuing Model assumes deterministic
waiting line; study of traffic behavior near a arrival and departure with one departure
certain section where demand exceeds channel
available capacity M/D/1 Queuing Model assumes
exponentially distributed arrival times,
The formation of traffic queues in congested deterministic departure times, and one
periods departure channel
• a source of considerable time delay M/M/1 Queuing Model assumes
• results in the loss of highway performance exponentially distributed arrival and
• accounts about 90% of total travel time in departure times with one departure channel
some extreme conditions M/M/N Queuing Model assumes
exponentially distributed arrival and
departure times with departure channel
PURPOSE OF QUEUING
MODELS/THEORIES
• to provide a means to estimate important NOTABLE FEATURES OF THE FIGURE:
measures of highway performance
• to estimate vehicle time delay • When the arrival curve is ABOVE the
• to estimate traffic queue lengths departure curve: Queue EXISTS

• The POINT at which the arrival curve falls

8.2. ASSUMPTIONS OF QUEUING THEORY BELOW the departure curve: Queue
1. Arrival Patterns DISSIPATES.
• Equal time interval (from the assumption of
• The DELAY of an INDIVIDUAL vehicle is
uniform, deterministic arrivals)
• Exponential distributions of time interval derived by a HORIZONTAL distance
(derived from the assumption of Poisson- between arrival and departure curves after
Distributed arrivals) arriving into the queue.
2. Departure characteristics
• distribution of the amount of time it takes a • The TOTAL LENGTH of the queue at a
vehicle to depart specified time is given by the VERTICAL
• number of departure channels distance between arrival and departure
3. Queue discipline curves at the time.
• Two Options available
- FIFO (First-in-First-out) • The TOTAL VEHICLE DELAY (Dt in terms
- LIFO (Last-in-First-out) of veh-time) is the summation of the delay of
EACH INDIVIDUAL vehicles and is given by
DIMENSIONS OF QUEUING MODELS the TOTAL AREA between arrival and
Consists of three alphanumeric values (e.g., departure curves.
D/D/1 Queuing Model)
First: Indicates the arrival rate
Second: Indicates the departure rate
Third: Indicates the number of departure
channels