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Urban Transportation Systems Planning CE 60013 Part I: Overview of Urban Transportation Planning Process
Dr. Bhargab Maitra g Department of Civil Engineering Indian Institute of Technology Kharagpur India Email: bhargab@civil.iitkgp.ernet.in
Motivation
The process of conducting transportation planning studies has developed and is still evolving for providing a systematic method for l i f idi t ti th d f solving urban transport problems The fundamental principal which underlies most transport planning studies is that some future year p p g y equilibrium condition of an urban area is a meaning state to attempt to predict and evaluate
Problem Definition
The aim is to Define the interface between the system and its environment Identify a rule or criterion to be used by the planner to identify the optimal system
System Objectives
Goal Objective Standard
A goal may be defined as the end to which a plan trends: Progress, Social justice, National unity An objective may be conceived as a lower order goal which at least conceptually is capable of being measured A standard is of lower order again than an objective and represent a condition that is capable of both measurement and attainment
System Constraints
The constraints of a system ma be defined as s stem may those character of the environment that limits the extent of feasible solution solution. Financial constraints on capital and/or operating expenditure Legal constraints Land acquisition constraints Political constraints
System Inputs
Basic inputs to an urban transport system are the demands for the movement of person and goods between urban activity centers. Two dimensions of urban travel demand are of interest: spatial pattern of travel demand and temporal pattern of travel demand Estimation future travel demand A crucial task
System Outputs
Major direct output: Travel times between o tp t Tra el bet een various parts of an urban region a function of travel demands and capacities of various links of network Other direct output: Cost of travel, accident travel rates, etc Indirect (secondary) outputs: Impacts that the transport system has on the spatial distribution of urban activities.
Value Function
The output variables are Measured and expressed in a variety of units Value function is instrumental in transferring magnitudes of output variables into the relevant system objective Value function is a procedure for mapping the magnitude of an output variable into the units of value in which the objective is measured E Example of value function l f l f ti
Decision Criterion
A rule that drives the system planner for identifying the optimal system Example: Select the alternative system with the maximum difference between the net present value of benefits and costs
Formal definition cannot be established for identifying the scope of problem definition The concept introduced must be considered as useful aids to the structuring of the problems to be solved Adequacy of the problem definition depends on the ability of the planner
Solution Generation
The aim is to generate an array of solutions that Satisfy the previously established objectives to a greater or lesser degree Do not violate the constraints
Solution Analysis
The aim is to predict the probable operating state of each of the alternative systems generated, given exportations about the state of environment i t ti b t th t t f i t In system concept, the planner must predict the magnitudes of the output variables given the input i d f h i bl i h i magnitudes and the system properties .
Implementation p
The aim of this phase is to formulate a strategy for implementing the chosen system throughout the planning period
Activity Forecasts y
Trip Generation
The process by which measures of urban activity are translated into numbers of trips Nature of activity is an important consideration: The number of trips that are generated by a shopping center is quite different from the pp g q number of trips generated by an industrial complex that takes up about the same amount of space In trip generation, the planner attempts to quantify the relationship between urban activity f and travel
Trip Generation
Trip Distribution
After trip generation, the analyst knows the pg , y numbers of trip productions and trip attractions with respect to each zone Where do the attractions in a zone come from and where do the productions go? What are the zone-to-zone travel volumes?: Not known based on trip generation Trip distribution provides answer to the above questions
Trip Distribution
Traffic Assignment
It is the procedure by which the planner predicts the paths the trips will take The assignment process begins by constructing a map representing the transportation network in the study area y The network maps show the possible paths that trips can take by identifying nodes (i.e. p y y g ( intersections) and links (i.e. connections between nodes)
TDF activities for horizon year using 4 stage transportation planning process
Specification
A choice must be made among several mathematical formulations and many possible variables The level of analysis for the models must be specified: A decision whether to model individual travel behavior or that of a larger group, such as a zone
Calibration
An attempt to duplicate travel for the Base Year p p (i.e. the year in which calibration data is available) Surveys are taken to see how p p travel in the y people study area and the data is used to calibrate trip generation, trip distribution, mode usage, and trip assignment relationships separately The calibration process also includes intuitive tests of models to see if the variables and their coefficients are reasonable The output of each model is compared individually to base-year data
Validation
For validation, all these calibrated models are applied sequentially in the base year During validation, models are applied in exactly validation the same way as they would be applied in the forecast year: to see if the p y procedure produces p reasonable comparisons to the base year observed data Validation shows how well the entire chain of calibrated models can forecast observed travel in the way they will be used to f forecast future travel f
Forecasting
In the forecasting process, estimates of new levels of activity in the zones and/or alternative transportation system descriptions are used Then, the calibrated models are used to produce estimates of travel on the alternative systems to y be tested
Urban Activities
Once the study area has been divided into appropriate analysis units, information about activities in these areas can be gathered Knowledge about the forecasting procedure is essential at this point, since data only relevant to the calibration and forecasting process need be gathered Activity analysis is usually done on a zonal basis, providing the intensity and characteristics of activities in each zone in the study area ti iti i h i th t d
Transportation System
It allows the urban activities to communicate with one another: people travel to work, to shop, and to visit friends In cities, some areas are not directly connected, some roads are faster than others, and some areas have no transit service This variation in accessibility requires the p y q planner to describe the transportation system in terms of its Geometry (what's connected with what) and its Level of S f Service ( (how well points are connected) )
Network Geometry
The transportation system consists of networks that th t represent th available modes (auto, bus t the il bl d ( t b etc.). The network description is an abstraction of f what is actually on the ground, and as such does not include every local street or collector street in the area
Level of Service
Once network geometry (i.e. how points can be connected) is known, it is necessary to quantify t d) i k i t tif the ease with which the connections are made Wh th two zones are connected by an arterial Whether t t db t i l street or freeway is an important distinction in travel forecasting: Difference in travel speed and link capacity For vehicle network description, specific data to description be collected to determine the level of service on each link: Link length, number of lanes, type of facility (freeway, arterial, etc.), location in urban area, etc.
Travel Information
Information on how, when, and where people are currently traveling is of obvious importance in the forecasting process This information is studied to determine the underlying factors causing people to make d l i f t i l t k certain travel decisions so that models can be calibrated and used to forecast how people will travel in the future or in response to changing conditions now
Origin-Destination Data
Origin-Destination data: Information on where g trips come from, where they go, by what mode, for what purpose, and characteristics of trip maker and activities at the origin and destination Origin-destination survey data are generally available in sufficient detail and of proper statistical stability to allow accurate estimates of the model parameters The home interview survey provides the most complete and accurate information for l t d t i f ti f computing the parameters but is very expensive
Initial Decisions
Before proceeding with the processing of travel data, some decisions must be made To use vehicle trips or person trips in the analysis? How to stratify trip purpose classifications?