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Reference: CHED Memorandum Order No. 92

Series 2017
 URBAN Prepared by:
Engr. Alyzza Elaine B. Ojeda
TRANSPORTATION Lecturer I
CE 416 – Principles of Transportation Engineering
PLANNING CONCEPTS
 URBAN TRANSPORTATION
PLANNING
Urban transportation planning involves the evaluation and selection of
highway or transit facilities to serve present and future land uses.

The process must also consider other proposed developments and

improvements that will occur within the planning period.

Urban transportation planning is concerned with two separate time horizons.

 Urban transportation planning involves the evaluation and selection of highway or transit
facilities to serve present and future land uses. For example, the construction of a new shopping
center, airport, or convention center will require additional transportation services. Also, new
residential development, office space, and industrial parks will generate additional traffic,
requiring the creation or expansion of roads and transit services.

 The process must also consider other proposed developments and improvements that will occur
within the planning period. The urban transportation planning process has been enhanced
through the efforts of the Federal Highway Administration and the Federal Transit
Administration of the U.S. Department of Transportation by the preparation of manuals and
computer programs that assist in organizing data and forecasting travel flows.
SHORT-TERM
PROJECTS
 implemented within a one- to three-
year period
 designed to provide better
management of existing facilities
 involve programs such as traffic
signal timing to improve flow, car and
van pooling to reduce congestion,
park-and-ride fringe parking lots to
increase transit ridership, and transit
improvements.
 SHORT-TERM PROJECTS
 Urban transportation planning is concerned with two separate time horizons. The first is a short-
term emphasis intended to select projects that can be implemented within a one- to three-year
period. These projects are designed to provide better management of existing facilities by making
them as efficient as possible. The second time horizon deals with the long-range transportation
needs of an area and identifies the projects to be constructed over a 20-year period.

 Short-term projects involve programs such as traffic signal timing to improve flow, car and van
pooling to reduce congestion, park-and-ride fringe parking lots to increase transit ridership, and
transit improvements.
 LONG-TERM
PROJECTS
 deals with the long-range transportation needs
of an area and identifies the projects to be
constructed over a 20-year period.
 involve programs such as adding new highway
elements, additional bus lines or freeway lanes,
rapid transit systems and extensions, or access
roads to airports or shopping malls.
 LONG-TERM
PROJECTS
 Long-term projects involve programs such as adding new highway elements, additional bus lines
or freeway lanes, rapid transit systems and extensions, or access roads to airports or shopping
malls.

 The urban transportation planning process can be carried out in terms of the procedures outlined
previously and is usually described as follows. The figure in the next slide illustrates the
comprehensive urban area transportation planning process.
Comprehensive Urban Area Transportation Planning Process
COMPREHENSIVE URBAN
AREA TRANSPORTATION
PROCESS
 Inventory of Existing Travel and Facilities
 Establishment of Goals and Objectives
 Generation of Alternatives
 Estimation of Project Cost and Travel Demand
 Planning – Level Cost Estimation
 Planning – Level Demand Estimation

 Evaluation of Alternatives
 Choice of Project
Inventory of Existing Travel and Facilities
This is the data-gathering activity in which urban travel characteristics are described for each defined geographic unit or traffic
zone within the study area. Inventories and surveys are made to determine traffic volumes, land uses, origins and destinations of
travelers, population, employment, and economic activity. Inventories are made of existing transportation facilities, both highway
and transit. Capacity, speed, travel time, and traffic volume are determined. The information gathered is summarized by
geographic areas called traffic analysis zones (TAZ).

The size of the TAZ will depend on the nature of the transportation study, and it is important that the number of zones be
adequate for the type of problem being investigated. Often, census tracts or census enumeration districts are used as traffic zones
because population data are easily available by this geographic designation.

Establishment of Goals and Objectives

The urban transportation study is carried out to develop a program of highway and transit projects that should be completed in
the future. Thus, a statement of goals, objectives, and standards is prepared that identifies deficiencies in the existing system,
desired improvements, and what is to be achieved by the transportation improvements.

For example, if a transit authority is considering the possibility of extending an existing rail line into a newly developed area of
the city, its objectives for the new service might be to maximize its revenue from operations, maximize ridership, promote
development, and attract the largest number of auto users to relieve traffic congestion.
Generation of Alternatives
In this phase of the urban transportation planning process, the alternatives to be analyzed will be identified. It also
may be necessary to analyze the travel effects of different land-use plans and to consider various lifestyle
scenarios. The options available to the urban transportation planner include various technologies, network
configurations, vehicles, operating policies, and organizational arrangements.

In the case of a transit line extension, the technologies could be rail rapid transit or bus. The network
configuration could be defined by a single line, two branches, or a geometric configuration such as a radial or grid
pattern. The guideway, which represents a homogeneous section of the transportation system, could be varied in
length, speed, waiting time, capacity, and direction. The intersections, which represent the end points of the
guideway, could be a transit station or the line terminus. The vehicles could be singly driven buses or multicar
trains. The operating policy could involve 10-minute headways during peak hours and 30-minute headways
during off-peak hours, or other combinations. The organizational arrangements could be private or public. These
and other alternatives would be considered in this phase of the planning process.

Estimation of Project Cost and Travel Demand

This activity in the urban transportation planning process involves two separate tasks. The first is to determine the
project cost, and the second is to estimate the amount of traffic expected in the future. The estimation of facility
cost is relatively straightforward, whereas the estimation of future traffic flows is a complex undertaking
requiring the use of mathematical models and computers.
• Planning-Level Cost Estimation
Project cost estimation at the planning stage may be hampered either because the project has not yet been well-
defined or because a significant amount of time has passed since the project’s cost was estimated, rendering the
older estimate out of date. To address the first problem, many transportation agencies maintain a set of unit costs
which allows for a quick determination in the absence of more detailed data. These unit costs may be stratified by
area type (rural or urban), number of lanes, and roadway design. For example, one state’s unit costs are $5
million/mi of a four-lane divided highway in an urban area with a flat median compared with a cost of about $1
million/mile for a two-lane rural undivided highway. To address the second problem of costs being out of date, cost
indices may be used which convert costs from a historical year to a current year by accounting for inflation. The
Consumer Price Index (CPI) provides an average rate of inflation for all goods and services. Indices specific to the
transportation field are the Federal Aid Highway Index (compiled by the Federal Aid Highway Administration for
highway construction projects) and the Railroad Index (compiled by the American Association of Railroads for
railroad projects). If more detailed project cost data are available (e.g., highway labor costs separated from
materials costs), then the two previously mentioned sources may be consulted for indices that represent changes
for particular goods and services, such as concrete, steel, and labor costs.
• Planning-Level Demand Estimation
Future travel is determined by forecasting future land use in terms of the economic activity and population
that the land use in each TAZ will produce. With the land-use forecasts established in terms of number of
jobs, residents, auto ownership, income, and so forth, the traffic that this land use will add to the highway
and transit facility can be determined. This is carried out in a four-step process that includes the
determination of the number of trips generated, the origin and destination of trips, the mode of
transportation used by each trip (for example, auto, bus, rail), and the route taken by each trip. The urban
traffic forecasting process thus involves four distinct activities: trip generation, trip distribution, modal
split, and network assignment, as illustrated in Figure 11.8. This forecasting process is described in Chapter
12. When the travel forecasting process is completed, the highway and transit volumes on each link of the
system will have been estimated. The actual amount of traffic, however, is not known until it occurs. The
results of the travel demand forecast can be compared with the present capacity of the system to determine
the operating level of service.
Evaluation of Alternatives
This phase of the process is similar in concept to what was described earlier but can be complex in practice because of the
conflicting objectives and diverse groups that will be affected by an urban transportation project.

Among the groups that could be affected are the traveling public (user), the highway or transit agencies (operator), and the
non-traveling public (community). Each of these groups will have different objectives and viewpoints concerning how well the
system performs. The traveling public wants to improve speed, safety, and comfort; the transportation agency wishes to
minimize cost; and the community wants to preserve its lifestyle and improve or minimize environmental impacts.

The purpose of the evaluation process is to identify feasible alternatives in terms of cost and traffic capacity, to estimate the
effects of each alternative in terms of the objectives expressed, and to assist in identifying those alternatives that will serve the
traveling public and be acceptable to the community. Of particular importance are the environmental assessments mandated in
most urban transportation studies.

Choice of Project
Selection of a project will be based on a process that will ultimately involve elected officials and the public. Quite often, funds
to build an urban transportation project (such as a subway system) may involve a public referendum. In other cases, a vote by a
state legislature may be required before funds are committed. A multiyear program then will be produced that outlines the
projects to be carried out over the next 20 years. With approval in hand, the project can proceed to the specification and
construction phase.
PLANNING – LEVEL COST
ESTIMATION
Updating Costs for a Rail Feasibility Study
The following table shows indices for 2001 and 2005 for railroads, highways, and the
Consumer Price Index. A study of a freight rail improvement project was completed in 2001
that recommended improvements such as siding, track extension, and track maintenance and
estimated a total cost of $120 million in 2001 dollars. The study cost $250,000 to perform, and
the state agency would like to convert this cost estimate to 2005 dollars without redoing the
entire study. How much should the improvements cost in 2005 dollars?
Updating Costs for a Rail Feasibility Study
The following table shows indices for 2001 and 2005 for
railroads, highways, and the Consumer Price Index. A
study of a freight rail improvement project was completed
in 2001 that recommended improvements such as siding,
track extension, and track maintenance and estimated a
total cost of $120 million in 2001 dollars. The study cost
$250,000 to perform, and the state agency would like to
convert this cost estimate to 2005 dollars without redoing
the entire study. How much should the improvements cost
in 2005 dollars?
ROUTE
PLANNING
Basic Principles
The main objective of public transportation route planning is to reduce the reliance on private
vehicle use and move toward environmentally sound mobility solutions. To achieve this, the DOTr
shall develop and promote high-quality public transportation systems, including NMT modes, and
ensure the prioritization of the movement of people and goods instead of vehicles. Moreover, the
DOTr shall promulgate, administer, enforce, and monitor compliance with public land transportation
policies, laws, and regulations, which promote mobility as a basic human need.

To help realize the abovementioned objectives, the LPTRPs to be prepared by LGUs should be easy
to understand and responsive to the transport and mobility needs of one locality, providing public
transportation in underserved areas and rationalizing areas where there is an oversupply of public
transportation modes. The LPTRPs must also be in conformance with and integrated with other local
plans such as the CLUP and the Comprehensive Development Plan (CDP). Lastly, the LPTRPs
should be monitored and evaluated following the same cycle of CLUP review or as frequently
required.
PUBLIC
TRANSPORT
ROUTE PLANNING
PROCESS

Suggested Readings:
Chapter 4: Route Planning
Local Public Transport Route Plan Manual
DOTR, DILG, LTFRB
ESTABLISHMENT OF STUDY AREA
In order to start planning, syempre we need a study area na kung saan don po tayo magfofocus sa paggawa at
pagbuo ng mga idea and approach for improvement. First step always starts with the proposed location of the study
na kailangang bigyan ng pansin pero for Route Planning, sa pagpili po ng study area, kailangan within the
administrative boundary pa rin ng Local Government Units for example a whole urban area, or a province, a region,
etc.

STATEMENT OF THE PROBLEM/S

For the 2nd step naman po, dito na i-identify yung mga problems na present and related to public transportation
system. Common problems po na nae-encounter natin ay long passenger waiting time, na ang dahilan po is either
because of traffic or dahil kulang po sa public vehicles. Another probems na listed po sa book ay low speeds or
mabagal na takbo ng mga sasakyan due to traffic nga poor route structure, and etc.

SETTING UP OF OBJECTIVES
Since nakapaag-identify na po tayo ng mga problems, we need to set up objectives naman po for the 3rd step. Each
specific problems should have specific objectives to properly determine the needed solution.
REVIEW OF EXISTING CONDITION & DATA COLLECTION
After natin makagawa ng objectives for those problems stated, our next step na po is to review existing conditions &
studies. This is for comparison and will also serve as a guide for us para magkaroon tayo ng basis sa kung ano ba
yung tamang way for Route Planning. Dito na rin pumapasok yung data collection, data processing, and data
analysis since dito na tayo gagawa ng mga surveys for different categories. Dito parang pagsasamahin na po natin
yung ma objectives natin and methodologies for data collection.

DETERMINATION OF ROUTES (EXISTING SUPPLY VS. DEMAND)

Route determination has two main components - route analysis and supply and demand. Ang kaibahan po nila ay
yung route analysis po ay nagfofocus sa road networks and transportation services. Dito po makikita yung mga road
map/layout, yung mga transit routes po natin as well as kung gaano katagal po ito nag-ooperate, pattern of activities,
like kelan po nagiging sobrang traffic, is it because of special occasions ganun po and travel time and frequencies,
sino po yung mga madalas nagtatravel, anong age po nila and gender pati kung ano pong mode of transportation nila
and direction of travel. Tapos dun naman po sa Demand and Supply Analysis ay cinocompute yung mga factors
affecting supply and demand. Kung sasapat po ba ang supply ng mga sasakyan sa demand ng commuters, average
waiting time po nila, pati yung profit na makukuha ng mga drivers in terms sa kanilang operating hours.
RECOMMENDATIONS FOR FRANCHISE ISSUANCE
So rito po, mag-i-issue raw po ang LTFRB ng memorandum order signed by BIR and other agencies po na
tumatalakay sa issuance and regulation of franchise as part daw po ng Implementing Rules and Regulations
or IRR.

DETERMINATION OF ADDITIONAL PUBLIC TRANSPORT SERVICE REQUIREMENT

Using the formula, pwede po natin macompute kung ilan ang existing number of units of public transport
at kung ilan pa po ang kailangang idagdag para makuha po natin yung required number of units na sasapat
sa demand ng passengers.

MONITORING AND EVALUATION OF PUBLIC TRANSPORT PERFORMANCE

Dito naman po papasok ang monitoring ng PT performance and evaluation po para malaman kung may
pagbabago po ba, may need ba i-improve sa plano and bakit, saan at paano ito aayusin.

All in all po, since planning ay kailangan talaga ng comprehensive step-by-step procedures like this and
hindi lang basta-basta magko-conduct ng ganitong plans sa ganitong lugar.
 TRAFFIC FLOW
FUNDAMENTALS
FLOW RATE OR
VOLUME
Flow rate is defined as the number of vehicles passing a point during a specified period of
time.

Example:
Let us suppose a 15-minute count of vehicles
bound for Manila was conducted at a
particular location on Quezon Avenue. A
summary is shown in the table below:

TYPE 15-MINUTE COUNT

Car / Van 420

Jeepney 300
Bus 16
Truck 28
Estimate the flow rate in vehicles per hour.
SPEED
Speed is defined as rate of motion in distance per unit time. When describing traffic
stream, two types of speed are used: time mean speed and space mean speed.

Time Mean Speed / Spot Speed

- is simply the arithmetic mean of the
speeds of vehicles passing a point
within a given interval of time.

Example:
The speed of 25 cars was observed. 10 cars
were noted to travel at 35 kph, 8 cars at 40
kph, 2 cars at 50 kph, and 5 cars at 45 kph.
Assuming that each car was traveling at
constant speed, determine the time mean
speed.
SPEED
Speed is defined as rate of motion in distance per unit time. When describing traffic
stream, two types of speed are used: time mean speed and space mean speed.

Space Mean Speed / Harmonic Mean Speed

- is used to describe the rate of movement of a
traffic stream within a given section of road. It
is the speed based on the average travel time of
vehicles in the stream within the section.

Example:
The speed of 25 cars was observed. 10 cars
were noted to travel at 35 kph, 8 cars at 40
kph, 2 cars at 50 kph, and 5 cars at 45 kph.
Assuming that each car was traveling at
constant speed, determine the space mean
speed.
DENSITY
Density is defined as the number of vehicles in a given length of road at an instant point in
time.
 TIME HEADWAY
Time headway is defined as the time interval between passage of consecutive vehicles at a
specified point on the road with a unit of time per vehicles.
𝟏
Example: 𝒉𝒕 =
During morning peak hour, the average 𝒒
headway of UP-Katipunan jeepneys is estimated
at 5 minutes. If the passenger demand during the
same period is 240, determine whether there is a
need to increase the number of jeepney units (or
shorten the headway) for this route. Assume that
passenger demand is evenly distributed within
that period and the average load/occupancy is
14 passengers per jeepney. (Note: This
assumption may not necessarily be true due to
fluctuation of passenger demand and variability
of passenger occupancy.)
 SPACING
Spacing is the distance between two vehicles measure from the front bumper of a vehicle
to that of another.
𝟏
Example: 𝒔=
𝒌
During heavy traffic congestion, it was observed
that the average spacing of vehicles in queue in
the innermost lane of EDSA is 6.5 m. Determine
the jam density of stopped vehicles.
TIME
OCCUPANCY
It can only be measured, however, if a detector is installed at a specific point on the
carriageway. It is defined as the total time of a detector is occupied divided by the total
time of observation.
RELATIONSHIP OF FLOW, SPEED, AND
DENSITY
A relationship exists among the three most important traffic variables: flow rate,
space mean speed, and density. A dimensional analysis of the units will show that
flow rate (veh/hr) is simply the product of density (veh/km) and space mean speed
(km/hr), or

𝐪=𝒌 ∙ 𝒖 𝒔

As mentioned earlier, density is the most difficult variable to measure. It can be obtained
indirectly using this relation.
Volume-speed-density
relations for the inner
lane of South Luzon
Expressway
SPEED – DENSITY
RELATIONS
Example:
Data on density and speed were obtained from a
four-line, two-way rural highway (in one
direction only):

DENSITY, veh/km SPEED, kph

75 45
15 85
142 10
100 30
Determine the relation between density and
speed.
Example:
Data on density and speed were obtained from a
four-line, two-way rural highway (in one
direction only):

DENSITY, veh/km SPEED, kph

75 45
15 85
142 10
100 30
Determine the relation between density and
speed.
Example:
Using the results of the previous example,
determine the free flow speed and jam density.
VOLUME – DENSITY
VOLUME – SPEED RELAT
RELATION
RELATIONSHIP OF FLOW, SPEED, AND
DENSITY
A relationship exists among the three most important traffic variables: flow rate,
space mean speed, and density. A dimensional analysis of the units will show that
flow rate (veh/hr) is simply the product of density (veh/km) and space mean speed
(km/hr), or

𝐪=𝒌 ∙ 𝒖 𝒔

As mentioned earlier, density is the most difficult variable to measure. It can be obtained
indirectly using this relation.
SPEED – DENSITY RELATIONS
Example:
In the previous example, determine the
capacity of the rural highway in one direction.
THANK YOU!