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 Land Use
6.1. Transportation Planning Process 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
1. Inventory of Facilities mobility:
• It is always an important rule that o Provide more mass transit system
planning should always start with the to major business centers in the
evaluation or inventory of the existing metropolis.
transportation network facilities. o Reduce congestion on major
• Knowing the conditions and present highways
performance of the transportation o Enhance pedestrian
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 and • For very limited funds to implement
Opportunities projects as recommended in the plan,
part of its strategy or functions is to
• Identify and prioritize those areas in
identify priority projects.
transportation system where problems
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
management systems that monitors the
• Aside from the volume to capacity ratio
(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 Alternatives o Bridge Management System
• through facility improvements o Safety Management System
• Travel Demand Modeling
6. Evaluate Alternatives
• by comparison of alternatives 6.2. Transportation Studies
• Evaluate through different
It is interesting to note that the cost of data
MEASURES OF EFFECTIVENESS 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
characteristics of traffic on particular
roadways.
7. Implement the Plan 2. Pavement-life studies
• Transportation plan is considered as The primary goal of the study is to determine
the major and most important product the average service life and retirement for
in the transportation planning process. each type of pavement. Transport
The schemes or improvement programs engineers used pavement-life data for
 economic analysis on the basis of Types of Traffic that is Considered to
anticipating future revenue receipts. Influence Travel Demand:
3. Traffic Volume Studies
It provides transport engineers with essential 1. Existing traffic
information on the number of vehicles using traffic currently using the existing highway
the highway system (ex. Annual Average facilities that is to be improved
Daily Traffic which can be converted into 2. Normal traffic growth
peak hour volumes). traffic that can be explained by anticipated
4. Travel Survey growth in the state or regional population or
Identify the origin and destination, the by area-wide changes in land use
purpose and the mode of travel use for each
3. Diverted traffic
trip made in a given day. It collects qualitative
traffic that switches to a new facility from
and quantitative data on travel behavior and
nearby roadways
preferences.
4. Converted traffic
Classifications of Travel Survey: changes in traffic resulting from change of
mode
-Household travel survey 5. Change of destination traffic
➢ use for determining the number and traffic that has changed to different
characteristics of person trips or auto-driver destinations, where such change is
trips made by residents within the specified attributable to the attractiveness of the
study area. improved transportation and not to changes
in land use.
-Roadside surveys 6. Development traffic
traffic due to improvements of adjacent land
➢ consists of stopping the vehicles and asking
in addition to the development that would
the drivers for information on trip origin,
have taken place for the new or improved
destination, and purpose.
highway that had not been constructed
-Modal surveys 7. Induced traffic
traffic that did not previously exist in any form
➢ made by interviewing passengers at but results when new or improved
terminals or while on board public transport transportation facilities are provided
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
 3. Trips are made at different times of the
day
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
6.3. Transportation System Modelling reaching a destination.
Travelers tend to choose routes and modes
BASIC CONCEPTS AND FUNDAMENTAL of transportation that reduce inconvenience,
ASSUMPTIONS USED IN TRANSPORTATION which may include factors such as travel
SYSTEM MODELING time, cost, comfort, and reliability.
1. Trip making is a function of land use. • e.g., A commuter may choose to take a
Patterns and frequency of trips people direct bus route instead of driving through
make are significantly influenced by congested traffic, even if it takes slightly
how land is utilized in a given area longer, to avoid the stress of driving.
• intensity of land use (e.g., dwelling units 6. Transportation networks and traffic
per ha., employees per ha., etc.) analysis zones are the basis of system
• character of land use (e.g., average modeling
family income, car ownership, etc.) This highlights the importance of
• Location relative to major economic transportation components in transportation
activities (e.g., closeness to downtown modeling, emphasizing how these elements
2. Trips are made for different purposes are used to simulate and understand
• going to school or workplace or travel behavior and system performance.
business • e.g., A city uses a transportation network
• shopping, recreation, etc. model to simulate traffic flow and identify
congestion points, using data from
• going home
various traffic analysis zones to predict
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
and attracted to
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: 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.
• 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)
 The All or Nothing Assignments
based on the assumption that the path
taken by vehicles from zone of origin (i) to
zone of destination (j) will be the one with
the least travel resistance.

Travel resistance is measured in terms of:

• Distance
TRIP ASSIGNMENT • Cost
• Final step in transportation • Time***
modeling • Or some combination
• By assigning trips to paths available at
Basic Procedure in All or Nothing
hand
Assignments:
• Based on minimum time (or distance)
1. The description and coding of the
as basis for path selection
network into links and nodes.
The Purposes of Traffic Assignment: 2. The determination of the minimum path
1) To assess the deficiencies in the time from each zone of origin to all other
existing transportation network by zones of destination. (this stage is also
assigning estimated future trips to existing known as “build trees”)
system.
3. The assignment of all traffic flows from
2) To evaluate the effects of limited
each zones to every other zone by the
improvements and expansions
appropriate minimum path, and the
to the existing transportation system by
aggregation of the total flows on each link
assigning estimated future trips to the
in the defined network.
network which includes these
improvements. Step I. Description and coding of network
3) To develop construction priorities by Step II. Determination of minimum paths
assigning future trips Step III. Traffic Assignments

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
LECTURE 7 passing a point during a
specified interval of time.
ELEMENTS OF TRAFFIC ANALYSIS
OUTLINE

7.1. Introduction
7.2. Traffic Speed and Travel Time
7.3. Traffic Volume and Flow Rate
7.4. Traffic Density
7.5. Spacing and Time Headway
7.6. Speed-Flow-Density Relationships
7.7. Poisson Models

b) Space-mean speed
or Harmonic mean speed is
7.1. Introduction
the harmonic mean of
• The primary function of a highway speeds of vehicles occupying
system is providing high level a relatively long section of
of transportation service and safety. street at a given instant.
• Analysis of vehicle traffic provides
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
 For a roadway with 4,400 veh/hr capacity, an
b) Overall Speed is the total distance extended breakdown in the flow would likely
travelled divided by the total time occur
required, including traffic delays
c) Running Speed is the total distance
travelled divided by PEAK HOUR FACTOR
the running time excluding traffic stops-
delays • Ratio of total hourly volume to the maximum
rate of flow within the hour
• Typical PHF for freeways: 0.80 and 0.95
7.3.TRAFFIC VOLUME & FLOW RATE (q) • Lower factors are more typical for rural
freeways or off-peak conditions
2. Traffic Volume and Flow 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 Concentration
Two measures of Traffic volume: Average number of vehicles occupying a unit
1. Annual average daily traffic (AADT) length of roadway at a given instant and is
2. Design hourly volume (DHV) expressed in number of vehicles per unit
distance (veh/mi or veh/km)
𝒒 = 𝒏/𝒕
= 𝑛𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠/time It can be estimated using aerial photograph or
using satellites but can also be estimated using
2.Traffic Volume and Flow Rate (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
Spacing headway (s) - distance
minutes.
between successive vehicles, typically
from front bumper to front bumper
Accounts for the variability or peaking
during a period of less s=1/k
than one hour
=d (distance) / n (number of vehicles)

𝒒 = 𝒏/𝒕
= 𝑛𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠/time Time Headway (ht) - time between the
arrival of successive vehicles at a
specified point
Difference between traffic Volume and
h=1/q
traffic flow rate:
=t (time) / n(number of vehicles) FLOW-DENSITY MODEL
Based on the assumption of a linear relationship
between speed and density, a parabolic flow-
7.6. SPEED-FLOW-DENSITY
density model can be derived
RELATIONSHIP
Perhaps the most intuitive starting point in
developing a traffic stream model is to focus on
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
relationship between speed and density.
SPEED-FLOW MODEL

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.
 DIMENSIONS OF QUEUING MODELS
Consists of three alphanumeric values (e.g., D/D/1
Queuing Model)
First: Indicates the arrival rate
Second: Indicates the departure rate
Third: Indicates the number of departure channels

DIMENSIONS OF QUEUING MODELS

LIMITATION OF POISSON DISTRIBUTION The alphanumeric is designated either of the
following:
MODEL
• D = denotes a uniform, deterministic distribution of
• Only applicable for lightly congested traffic
arrival or
conditions.
departure
• Not appropriate for heavy traffic conditions
• M = denotes an exponential distribution of arrival
particularly in urban areas where traffic signals
or departure
cause cyclical stream disturbances.
• N = denotes multiple or N number of departure
• The primary limitations of the Poisson
channels
distribution model is the constraint imposed by it
(i.e., mean = variance). 8.4. QUEUING MODELS
D/D/1 Queuing Model assumes deterministic arrival
and departure with one departure channel
M/D/1 Queuing Model assumes exponentially
LECTURE 8 - QUEUEING THEORY distributed arrival times, deterministic departure
times, and one departure channel
8.1 INTRODUCTION M/M/1 Queuing Model assumes exponentially
distributed arrival and departure times with one
Queue
departure channel
waiting line; study of traffic behavior near a certain
M/M/N Queuing Model assumes exponentially
section where demand exceeds available capacity
distributed arrival and departure times with
departure channel
The formation of traffic queues in congested periods
• a source of considerable time delay
• results in the loss of highway performance
NOTABLE FEATURES OF THE FIGURE:
• accounts about 90% of total travel time in some
extreme conditions • When the arrival curve is ABOVE the departure
curve: Queue EXISTS
PURPOSE OF QUEUING MODELS/THEORIES
• The POINT at which the arrival curve falls BELOW
• to provide a means to estimate important measures
of highway performance the departure curve: Queue DISSIPATES.
• to estimate vehicle time delay
• The DELAY of an INDIVIDUAL vehicle is derived by a
• to estimate traffic queue lengths
HORIZONTAL distance between arrival and departure
curves after arriving into the queue.
8.2. ASSUMPTIONS OF QUEUING THEORY
• The TOTAL LENGTH of the queue at a specified time
1. Arrival Patterns is given by the VERTICAL distance between arrival
• Equal time interval (from the assumption of and departure curves at the time.
uniform, deterministic arrivals)
• Exponential distributions of time interval (derived • The TOTAL VEHICLE DELAY (Dt in terms of veh-
from the assumption of Poisson-Distributed arrivals) time) is the summation of the delay of EACH
2. Departure characteristics
INDIVIDUAL vehicles and is given by the TOTAL AREA
• distribution of the amount of time it takes a vehicle
to depart between arrival and departure curves.
• number of departure channels
3. Queue discipline
• Two Options available
- FIFO (First-in-First-out)
- LIFO (Last-in-First-out)