TRANSPORTATION

PLANNING
 Phase II
Analytical Phase

2
 Modal Split
Definition: is the process of separating person-trips
by the mode of travel. It is usually expressed as a
fraction, ratio, or percentage of the total number of
trips.
Factors affecting modal split:-
• Characteristics of the trip
• Household Characteristics
• Zonal Characteristics
• Network Characteristics 3
Characteristics of the trip
Trip purpose , trip length
Household Characteristics
Income, Car ownership, family size and composition
Zonal Characteristics
Residential density, concentration of workers, distance
from CBD
Network Characteristics
Accessibility ratio, travel time ratio, travel cost ratio
4
Mode choice depends on :
Travel time
Travel cost
Socio-economic status of user
Level of travel service
The variable defining the model is a function
called the Utility Function

5
Multi-Nomial Logit function

Where:
e exponential base
Um is the utility function of different modes
P%(m) is the probability of choosing mode (m) of transportation
So if we assume an urban area with bus, car and taxi modes

% for bus mode will be

% for car mode will be

% for taxi mode will be

6
 Utility Function

The general utility function is usually of the form:

Where:
tm = in vehicle time (minutes-one way)
xm = out of vehicle time (minutes-one way)
d = distance (miles- one way)
cm = cost in pounds (one way)
Y= annual income (pounds)
m is A for auto, B for Bus, T for Taxi, t for train
The parameter Km the mode specific constant 7
 Example
Considering a user choosing between two modes an auto
and a public Bus considering the following situation:
Auto Bus If d was 7 miles. And it is
tA= 11 min tB= 14 min also given that the annual
xA = 5 min xB = 8 min income of the user is
cA = 15 pound cB = 5 pound
48000 pounds.
And his value parameters as collected from data collection are:
K1 = -0.03 k2 = -0.34 k3 = -50
The values of the mode specific constants are assumed to be
kA =-0.13 kB =zero 8
 Solution

uA = -0.13 – 0.03 (11) - 0.34 (5/7) -50 (15/48000)

= -0.13 – 0.33 - 0.243 – 2.03 = -0.718
uB = 0 – 0.03 (14) - 0.34 (8/7) -50 (5/48000)
= 0 – 0.42 – 0.39 – 0.83 = -0.814

P%A = 52% and in the same way we get P%B = 48%

9
 Phase II
Analytical Phase

10
 Traffic Assignment

Definition: is the stage in the transportation

planning process where in the trip interchanges are
allocated to different parts of the network forming the
transportation system
In this stage:
i. The route to be travelled is determined
ii. The inter-zonal flows are assigned to the selected
routs
11
 General principals

All assignment techniques are based on route

selection. The choice of the road is made on the
basis of a number of criteria as Journey time,
length, cost, comfort, convenience, safety
Journey time is often considered the sole criterion
since length and cost can be considered as a
function of time in most cases.
12
As a first step, the highway network is described
by a system of links and nodes. A link is a section
of a highway network between two intersection.
A node is either a centroid of a zone or the
intersection of two or more links

13
 All or nothing
Traffic assignment
Methods
Capacity
restraint

14
 All or Nothing method

We will use a technique called the minimum path

tree where all traffic will choose the route where
the travel resistance is least. If the travel
resistance is governed by time we choose the route
with least time. If the travel resistance is governed
by distance we choose the route with least distance
travelled.
15
Example

(4) 23 (3) 24 (2) 25

22 26

(2) (2) (2)

(5) 19 (1) (4)

(1) 18 20 21

(3) (2) (3)

1 (5)
(2) (2) (3)
15 16 17
(3) (1)
(3)
(5) 14
11 (2) 12 (2) 13 16
Starting from centroid 1 we go to each connecting link and
choose the least travel time
T1-20 = 3 T1-17 = 3
the time is the same , if we begin with the node with lower
number node 17 is noted:
T1-17-19 = 5 T1-17-16 = 5 T1-17-13 = 6
The next closest node to centroid 1 is 20
T1-20-19 = 4 T1-20-25 = 5 T1-20-21 = 7
There are two routes to reach 19 from centroid 1, i.e. 1-17-19
and 1-20-19. the rout 1-20-19 is shorter in time, therefore is
chosen 17
The process is repeated until all nodes have been
covered by the shortest path. The minimum path tree
for this highway network is given in figure

(4) 23 (3) 24 (2) 25

22 26

(2) (2) (2)

(5) 19 (1) (4)

(1) 18 20 21

(3) (2) (3)

1 (5)
(2) (2) (3)
15 16 17
(3) (1)
(3)
(5) 14
11 (2) 12 (2) 13 18
Find the shortest path from node 1 to all other nodes (from Garber and Hoel)

1 1 2 3 3 6 4

Here’s 2 4 2 1
how …

5 2 6 3 7 2 8

2 3 1 1

9 4 10 3 11 3 12

2 3 1 1

13 4 14 4 15 4 16

Yellow numbers represent link travel times in minutes

3
STEP 1
1
1 1 2 3 3 6 4

2 4 2 1

2
5 2 6 3 7 2 8

2 3 1 1

9 4 10 3 11 3 12

2 3 1 1

13 4 14 4 15 4 16
STEP 2
1 4
1 1 2 3 3 6 4

2 4 2 1

2 5
5 2 6 3 7 2 8

2 3 1 1

9 4 10 3 11 3 12

2 3 1 1

13 4 14 4 15 4 16
STEP 3
1 4
1 1 2 3 3 6 4

2 4 2 1

2 5
5 2 6 3 7 2 8
4

2 3 1 1

4
9 4 10 3 11 3 12

2 3 1 1

13 4 14 4 15 4 16
STEP 4
1 4
1 1 2 3 3 6 4

Eliminate

2 4 2 1
5 >= 4
2 5
5 2 6 3 7 2 8
4

2 3 1 1

4
9 4 10 3 11 3 12

2 3 1 1

13 4 14 4 15 4 16
STEP 5
1 4 10
1 1 2 3 3 6 4

2 4 2 1

2 6
5 2 6 3 7 2 8
4

2 3 1 1

4
9 4 10 3 11 3 12

2 3 1 1

13 4 14 4 15 4 16
STEP 6
1 4 10
1 1 2 3 3 6 4

2 4 2 1

2 6
5 2 6 3 7 2 8
4
7
Eliminate
7 >= 6
2 3 1 1

4
7
9 4 10 3 11 3 12

2 3 1 1

13 4 14 4 15 4 16
STEP 7
1 4 10
1 1 2 3 3 6 4

2 4 2 1

2 6
5 2 6 3 7 2 8
4

2 3 1 1

4
7
9 4 10 3 11 3 12

8
Eliminate
8 >= 7
2 3 1 1

6
13 4 14 4 15 4 16
STEP 8
1 4 10
1 1 2 3 3 6 4

2 4 2 1

2 6 8
5 2 6 3 7 2 8
4

2 3 1 1

4
7 7
9 4 10 3 11 3 12

2 3 1 1

6
13 4 14 4 15 4 16
STEP 9
1 4 10
1 1 2 3 3 6 4

2 4 2 1

2 6 8
5 2 6 3 7 2 8
4

2 3 1 1

4
7 7
9 4 10 3 11 3 12

2 3 1 1

10
6
13 4 14 4 15 4 16
STEP 10
1 4 10
1 1 2 3 3 6 4

2 4 2 1

2 6 8
5 2 6 3 7 2 8
4

2 3 1 1

4
7 7
9 4 10 3 11 3 12

10
Eliminate
10 >= 7
Eliminate
2 3 1 1

10
6
13 4 14 4 15 4 16

10
10 >= 10
STEP 11
1 4 10
1 1 2 3 3 6 4

2 4 2 1

2 6 8
5 2 6 3 7 2 8
4

2 3 1 1

4 10
7 7
9 4 10 3 11 3 12

2 3 1 1

8
6
13 4 14 4 15 4 16

10
 Eliminate 10 > 9
STEP 12
1 4 10
1 1 2 3 3 6 4
9

2 4 2 1

2 6 8
5 2 6 3 7 2 8
4

2 3 1 1
10 >= 9

4 9
10
7 7
9 4 10 3 11 3 12

Eliminate

2 3 1 1

8
6
13 4 14 4 15 4 16

10
STEP 13
1 4
1 1 2 3 3 6 4
9

2 4 2 1

2 6 8
5 2 6 3 7 2 8
4

2 3 1 1

4 9
7 7
9 4 10 3 11 3 12

2 3 1 1
12 >= 10

12 8 12
6
13 4 14 4 15 4 16

10
Eliminate
STEP 14
1 4
1 1 2 3 3 6 4
9

2 4 2 1

2 6 8
5 2 6 3 7 2 8
4

2 3 1 1

4 9
7 7
9 4 10 3 11 3 12

2 3 1 1
12 >= 10

8 12 10
6
13 4 14 4 15 4 16

10
Eliminate
FINAL
1 4
1 2 3 4
9

2 6 8
5 6 7 8
4

4 9
7 7
9 10 11 12

8 10
6
13 14 15 16

10
 Capacity Restraint method

Capacity restraint assignment is a process in which

the travel resistance of a link is increased
according to a relation between the practical
capacity of the link and the volumes assigned to
the link.
Because of the iterative nature of the calculations
involved, the capacity restrained method is carried
out entirely by computer. 35
 Capacity Restraint Techniques

Smock Method Bureau of Public Roads Method

Where:
T0 original travel time
TA Adjusted travel time
e exponential base
V assigned volume
C link capacity
36
DHV = k * ADT
Where
DHV = Design Hourly Volume
k = Constant called Peak hour factor
ADT = Average Daily traffic

We get the required number of lanes according to the

Design Hourly Volume from the equation
No of lanes = DHV ÷ Lane capacity
37
Example O\D 1 2 3 4

Assign the (O/D) to network 1 100 300 200

shown in Figure (1), Use the All- 2 100 200 100

or-nothing technique (assume
3 300 200 300
average running speed of 30
4 200 100 300
Km/hr. Assume that DHV = 0.15
A.D.T. and the lane capacity is
125 PCU/hr./lane.

38
 O\D 1 2 3 4
Solution
1 100 300 200

Link No of No of Link No of No of 2 100 200 100

trips lanes trips lanes
3 300 200 300

4 200 100 300

4-16 1200 13-14 zero 2
2
16-17 zero 2 11-15 1600 2

15-16 1200 2 11-12 1600 2

15-1 1200 2 11-2 800 2

1-14 zero 2 12-3 1600 2

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