TRANSPORTATION PLANNING CONCEPT

DEFINITION OF PLANNING

Conyer and Hill, 1984

a continuous process which involves decisions, or choices, about alternative ways of using available resources, with aim achieving particular goals at some time in the future.

Sujarto, 1985

The efforts to use all available resources that observe all limitations to accomplish a purpose in efficient and effective.

The Essential Element of Planning

Timescale and Phasing

Calculation and Rational Analysis

Repetition Process (Feedback)

Cost-Benefit Evaluation

Coordination and Flexibility of changes

Planning Process

Goals, Objectives,

Targets

Planning

Alternative Planning

Assessment

Best Alternative

Designing

Implementation

Monitoring and Evaluation

DATA

DATA

DATA

DATA

Purpose of Transportation Planning

Preventing unexpected problem that occur in the future (preventive action)

Looking for any solution (problem solving)

Serving the transportation demand optimally and balanced

Preparing for action or policy to respond the future

Optimizing the used of carrying capacity (resources), that including of limited funds as optimal as possible, to achieve the goals or plans with maximum

Macro Transportation Planning

Activity System(Transport Demand)

Movement System(Traffic)

Network System(Transport Supply)

TRANSPORTATION PLANNING CONCEPT

Basic relationship between micro transportation

system can be combine in many sequence steps,

as follows :

Accessibility and Mobility

Traffic Generation

Traffic Distribution

Mode Choice

Imposition of Network

Dynamic Traffic Flow

Modeling Transportation

four stages

Accessibility and Mobility

Accessibility : a concept that combine a management system of land use geographically with transportation network system that connected them.

Land use changes will cause many zones and different geographic in another place between the zones will be easily to connectedwhen there is the provision of infrastructure or transportation facilities.

Accessibility : measurement of comfortability or simplicity in one location can be achieved by a network transportation system (transportation and infrastructure)

Comfortability and simplicity is subjective, qualitative, and relative.

Comfortability and simplicity influenced by:

Distance

Time

Cost

Distance : as closer the distance, as higher the accessibility

Time : as shorter the travel time, as higher the accessibility

Cost : as cheaper the cost, as higher the accessibility

Distance

FarLow

AccessibilityMedium

Accessibility

NearMedium

AccessibilityHigh

Accessibility

Infrastructure Condition Poor Good

Accessibility Quantification

(Black, 1981)

Hi = Accessibility from origin zone I to destination zone j

Ldj = Size of activity in zone j

Tij = Limited factor from origin zone i to destination zone j

n = Number of destination zone

Mobility

The size of capability or simplicity to travelling

Expressed by capability to pay transport fee.

Relationship between Accessibility - Mobility

Accessibility increasing, will mobility increase?

Mobility increasing, will accessibility increase?

Invest in the transportation system, will mobility increase ?

Trip Generation

Stages of modeling that predicting the number of movement that comes from a land use (origin zone i) or the number of movement that led to another Land Use (destination zone j)

Trip generation :

Trip production : number of movement (people/goods/vehicles) that coming out/ awakened from an origin zone .

Trip attraction : number of movement (people/goods/vehicles) that entering/ attracted to a destination zone .

i j

Trip Generation influenced by :

Type of Land Use

Intensity of Land Use

Different types of land use affected on :

Number of movement that generated / attracted

Type of traffic that generated / attracted

The timing generation/attraction of movement

Example of the differences in generation and attraction due to type of Land Use

The difference of movement numbers

the number of movement = f (parameters soc-ec)

Land Use Average of movement per

100m2

Number of study

Supermarket 136 3

Fast-food Restaurant 595 6

Office 13 22

Hospital 18 12

Industrial Areas 5 98

Source : Black (1978)

Example of the differences in generation and attraction due to type of Land Use

The difference of movement types

the types of movement = f (parameters soc-ec)

Land Use Jenis Kendaraan

Supermarket Passenger cars, Motorcycle

Fast-food Restaurant Passenger cars, Motorcycle

Office Passenger cars, Motorcycle

Tourism Area Passenger cars, Motorcycle, Bus

Industrial Area Truck

Example of the differences in generation and attraction due to type of Land Use

The difference of times in movement

Land Use Times of movement

Supermarket Supermarket operational time (ex : 09.00 21.00)

Fast-food Restaurant

Fast-food operational time (ex : 09.00 21.00)

Office Office operational time (ex : 08.00 16.00)

Tourism Area Tourism area operational time (ex : 09.00 21.00)

School School operational time (ex : 07.00 13.00)

Intensity (density) of different Land Use affected on the number of generation/attraction. The higher level of land use, the higher of movement that occurred.

Example:

Type of Housing SettlementDensity

(family/ha)

Movement per day

Trip Generation per ha

Settlement in ruralareas

15 10 150

Settlement in suburban areas

45 7 315

Unit house in urban areas

80 5 400

High level flat in CBD

100 5 500

i j

Trip Distribution

Stages of modeling that predicted the number of movement that comes from land use (origin zone i) that led to another land use (destination zone j).

i(200)

j (150)

Example of Trip Distribution

75

Trip Distribution influenced by:

Space separation : getting closer distance/ shorter travel

time, the distribution of movement that occurred will be

greater .

Land Use Intensity : the greater land use intensity, the

distribution of movement will be greater.

Distance

Far Ignored Low Medium

Near Low Medium High

Land Use Intensity Small - Small Small - Big Big - Big

Mode Choice/Modal Split

Stages of modeling that predicted of mode choice can be used to travelling from origin zone I to destination zone j

Mode choice is very diverse, ranging from the selection between public transport or private cars, until more detailed, for example the private cars to be able to choose between motorcycle or cars

i(200)

j (150)

45

30

Example of Mode Choice

Private cars

Public transport

Trip Assignment/Route Choice

Modeling levels that predicted the route choosing can be used to travelling from origin zone i to destination zone j

Levels of route choosing generally only to private cars, when several route are options, and the object free to choose the route

Public transport is a captive, because they have to followed fixed route

i(200)

j (150)

25

Example of Route Choice

Route I

Route II

20

Dynamic Traffic Flow

The final result of the previous steps is invisibility traffic flow on the network transportation , such as on road A there is a movement as follow:

MC 100 veh/hr

Cars 50 veh/hr

Public transport 20 veh/hr

Traffic flow interacts with the network transportation system.

Traffic flow increasing travel time increase, speed decrease

Getting closer to the road capacity, travel time will increase asymptotically .

Comparison Volume and Road Capacity

Tra

vel T

ime

1

Level of Service

Term by traffic flow

Comparison volume and road capacity

Op

era

tin

g S

peed

1

A

B

C

D

E

F

Level of Service

Term by facility

Comparison of volume and road condition

Co

mp

ari

so

n o

f actu

al

travel

tim

e a

nd

fre

e f

low

co

nd

itio

n t

ravel

tim

e

10 0,5

1

2

3

Poor service Levels

Good service Levels

Thank You