Transportation Planning

Department of Civil Engineering

Maulana Azad National Institute of Technology Bhopal
1
 Long-term Transport Planning
1. Provide a planning framework to achieve transportation goals and
objectives;

2. Coordinate transportation investments over a 20-plus year horizon;

3. Integrate the NPS mission with established transportation processes

and frameworks;

4. Focus limited funding on the highest priority assets;

Contd…

5. Involve high-level coordination with the Federal Highway

Administration, state departments of transportation and Federal
land management agencies, as well as input from state visitation
and tourism organizations, to better understand regional and
national demographic shifts and projected visitation trends; and

6. Are updated every four years;

 Factors

• Projected population

• Maintenance of transportation facilities

• Safety

• Quality of life

• Preserving the human & natural environment

• Current & Future transportation needs

 Six steps for developing a LRTP
Step 1: Establish the LRTP vision, goals and objectives and associated
performance measures and evaluation criteria.
Step 2: Perform a condition and performance assessment for the
transportation system.
Step 3: Identify long-term needs.
Step 4: Develop funding and investment strategies to produce a long-
range budget.
Step 5: Establish funding priorities to develop a financially constrained
LRTP.
Step 6: Assess progress and monitor performance.
 General policies regarding economic &
demographic and associated transport
infrastructure

Longer period required to implement

major changes in the system (const. of
new facility such as metro)
Hierarchy Structure of transportation planning
 Six planning components
• Visitor Experience: Visitor experience (the perceptions, feelings and reactions a person

has about a visit to a protected area) is linked with transportation systems and visitors’

ability to move from place to place, which is a directly result of transportation network

and services.

• Natural and Cultural Resource: Transportation systems and infrastructure have the

potential to both degrade and protect natural and cultural resources. Incorporating

natural and cultural resources into the LRTP process helps preserve those resources.
• Climate Change: Climate change adaptation includes the adjustment of

transportation systems in response to climatic effects to moderate harm or

exploit benefits. Climate change mitigation (e.g., reduction of greenhouse

gases emitted by transportation systems) directly impacts park natural

resources and ecosystems and the visitor experience.

• Sustainability and Livability: Transportation planning practices can increase

the ease with which visitors connect to parks and interpret resources, reduce

greenhouse gas emissions and create walkable, multimodal, efficient,

accessible and well-designed transportation systems.

• Asset Management: Asset management principles and practices help preserve,
protect and sustain resource-intensive transportation systems and infrastructure.

• Funding and Financial: Financial planning for sustainable funding limits LRTPs to
what can realistically be accomplished with the expected funds and provides
direction on what investments should be made and how those investments will
be paid for.
Strategic Long-term Urban Transport Planning
 Multimodal Planning Concepts

Multi-modal planning refers to planning that considers various modes

(walking, cycling, automobile, public transit, etc.) and connections
among modes.
 Process for Developing the City’s Transportation Plan

1. Review of Existing Transportation Systems

2. Public Consultation
3. Identification of Key Issues
4. Interim Report: Transportation System Goals & Key Issues
5. Preliminary Improvement Strategies
6. Long-Term Transportation Plan
7. Public Consultation
8. Implementation Strategy / Prioritization
Consultation
 Planning for Public Transport

1. Background
2. Urban passenger transport modes
3. Vehicle characteristics
4. Bus transit mode
5. Rail Transit mode
6. Transit system performance
7. Planning issues
 Background

1. Transportation & location of cities

2. Form structure of the cities

3. Brief history of PT
 Urban Passenger Transport Modes

1. Classification by usage

2. Modes definitions

3. Transit system characteristics

4. Transportation system evolution

 Classification by usage

• Private
• Para transit
• Transit
• Public transport (Transit + Para transit)
Vehicle Characteristics & Motion

1. Resistance to motion

2. Propulsion

3. Travel analysis

4. Energy consumption
 Transit system Components & Characteristics

Components Characteristics
1. Vehicle 1. Service frequency
2. Travel ways 2. Operation speed
3. Stops 3. Reliability
4. Stations 4. Safety
5. Line capacity
5. Transfer Stations
6. Utilization
6. Multi-modal transfer station 7. Others
7. Control System
 Transportation system evolution

1. Walking

2. Private automobile

3. Construction of arterials

4. Paratransit & Bus transit

5. Partial separation of modes

 Bus Transit Mode

1. General characteristics (flexibility, investment cost, capacity)

2. Vehicle characteristics (Operation cost, line capacity, riding comfort)

3. Bus types (Mini bus, standard bus, double decker bus)

4. Operation in mixed traffic

5. Preferential treatment (reserved bus lane; at intersection)

6. Service quality (reliability, safety)

Level of Service
INDO-HCM: 2017
Capacity: It is the maximum hourly volume (vehicles per hour) at which
vehicles can reasonably be expected to traverse a point or a uniform
section of a lane or roadway under the prevailing roadway, traffic and
control conditions. Following two definitions of capacity are used.
Design Hourly Volume: Design Hourly Volume (DHV) is usually the 30th
highest hourly volume. This hourly volume is exceeded only during 29
hours in a year.
Flow (or Volume): It is the number of vehicles that pass through a given
point on a road during a designated time interval. Since roads have a
certain width and the required number of lanes is accommodated within
the available width, flow is always expressed in relation to the given width
i.e. per lane or per direction etc. The time unit selected is one hour.
Flow Rate: It is a macroscopic flow characteristic and is defined as
number of vehicles passing a point in a given period of time. It is usually
expressed as an hourly flow rate.
Level of Service (LOS):
It is defined as a qualitative measure, describing operational
conditions within a traffic stream and their perception by
drivers/passengers. LOS definition generally describes these
conditions in terms of factors such as speed and travel time,
freedom to manoeuvre, traffic interruptions, comfort, convenience
and safety. Six levels of service are recognized and these are
designated from A to F, with LOS A representing the best operating
condition i.e. free flow and the LOS F, the worst i.e. forced or
breakdown flow or saturated
Passenger Car Unit (PCU): It is the amount of interaction (or
impedance) caused by the vehicle to a traffic stream with respect to a
standard passenger car. It is used to convert a heterogeneous traffic.
Peak Hour Flow: Peak rates of flow are related to hourly volumes with
peak hour factor. This factor is defined as the ratio of total hourly
volume to the peak rate of flow within the hour.
Planning Time Index (PTI): This index represents the amount of total
time a traveller should have to ensure on time arrival.
Queue: A line of vehicles waiting at the STOP line for the green phase
to be served by a signalized intersection. Traffic moving slowly and
joining the rear of the queue is usually considered as part of the queue.
The internal queue dynamics may involve a series of stops and starts.

Queue Length: The number of vehicles in a queue, or the longitudinal

distance that is covered by the queue at the STOP line of the approach
of a signalized intersection.

Reliability: The term reliability is defined in system engineering as

probability of a device performing its purpose adequately for the
period of time intended under the operating conditions encountered
(Billinton and Allan, 1992).
 Pedestrian Facility Based Terminologies

Pedestrian Flow Rate (Qp): Number of pedestrians passing a given point per
unit time, expressed as pedestrians per 15 minutes or pedestrians per
minute or pedestrians per hour;
Pedestrian Space (S): Average area available to a pedestrian in a walkway or
queuing area, expressed in terms of square metre per pedestrian. This is the
inverse of density and is a more practical unit for analysis of pedestrian
facilities.
Pedestrian Speed (Vp): Average pedestrian walking speed, generally
expressed in units of metres per second.
Pedestrian Waiting Time: It is the time lost between the arrival of a
pedestrian at kerb side or crossing location and starting of the crossing
manoeuvre on accepting a gap. It is measured in seconds (s).
LOS A : Free Flow
LOS B : Reasonably Free Flow
LOS C : Stable Flow
LOS D : Approaching Unstable Flow
LOS E : Unstable Flow
 Pedestrian Level of Service

Source: http://www.istiee.unict.it/sites/default/files/files/Paper%202%20n%2074.pdf
INDO HCM 2017
Quality of Service for Footpaths
 Parking Level of Service (PLOS)
Excellent Good Fair Poor
D/C Ratio < 0.35 0.35 - 0.63 0.63 - 0.88 > 0.88
Search + Park
< 3.75 3.75 – 5.75 5.75 – 8.25 > 8.25
Time
Walk Time < 2.75 2.75 – 4.55 4.55 – 7.04 > 7.04

Parking Fees < 29.75 29.75 – 49.75 49.75 – 78.48 > 78.48

Boundary Condition Range of PPI Classification LOS Definition

≤ (𝐫 𝐚 ) < 0.58 Excellent LOS A
(𝐫 𝐚 ) ~ (𝐫 𝐛 ) 0.58 – 0.97 Good LOS B
(𝐫 𝐛 ) ~ (𝐫 𝐜 ) 0.97 – 1.44 Fair LOS C
≥ (𝐫 𝐜 ) > 1.44 Poor LOS D

Source: Land-use based Parking Policy A case study of Delhi (OLP-0606)

 PLOS
Criterion Cluster Boundaries & Scores
Parking Fee < 30 30 - 50 50 - 70 70 - 90 > 90
Score 1 0.75 0.5 0.25 0
Occupancy < 0.28 0.28 - 0.51 0.51 - 0.72 0.72 - 0.94 > 0.94
Score 1 0.75 0.5 0.25 0
Ease Time < 3.19 3.19 - 4.48 4.48 - 6.13 6.13 - 8.54 > 8.54
Score 1 0.75 0.5 0.25 0
Walk Time < 2.62 2.62 - 4.14 4.14 - 6.10 6.10 - 8.47 > 8.47
Score 1 0.75 0.5 0.25 0
Management Excellent Good Average Poor Very Poor
Score 1 0.75 0.5 0.25 0
Capacity Excellent Good Average Poor Very Poor
Score 1 0.75 0.5 0.25 0
Planning Time Index (PTI): This index represents the amount of total time a traveller
should have to ensure on time arrival.
Buffer Time: It represents the extra time (buffer) to ensure on-time arrival for most of
the times. This extra time is added in order to account for any unexpected delay. It is
calculated as the difference of planning time and average travel time.
Buffer Time Index (BTI): The buffer time index is the ratio of buffer time to average
travel time.
 Forecast of Planning Parameters

1. Population

2. Employment

3. Car ownership

4. Income
 Population
• Linear Growth Model
Pproj= Plast + B(Projected year - Last year)
B= (Plast - Pfirst )/(last year – First year)

• Exponential Growth Model

Pproj= Plast (1+Growth rate)^(Projected year - Last year)

• Logistic Growth Model

• Arithmetic Progression model
Proj. population = Present population + (decade × average growth rate)
Employment Method

1. Economically active population/Person in working age group

2. Persons in working age groups/Total population

3. Economically active population/Total population

Cohort-Survival Method
 Employment
Ratio of non-basic to basic employment in the study area.

Enb = α * Eb

α = Economic base multiplier

 Car ownership (Logistic growth curve)

Ct=(σ/(1+αexp(-βσt))
σ = saturation level
g = growth rate
α =(σ- c0)/c0

β = g0/ σ- c0

Income (Probability distribution)

Gamma function
η = αI - 1
Α =0.873; η = 1.62
Queensland (1966)

I=Io(1+g)t
 Implementation

• Plan for implementation

• Availability and arrangement of financial resources

• Organization and management

• Prioritization

• Monitoring & Control

 Organization & Management

• Authority

• Financial strength

• Sufficient specialization

• Ability to coordinate

• Control