5 - transportation planning concept
DESCRIPTION
transportationTRANSCRIPT
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TRANSPORTATION PLANNING CONCEPT
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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.
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The Essential Element of Planning
Timescale and Phasing
Calculation and Rational Analysis
Repetition Process (Feedback)
Cost-Benefit Evaluation
Coordination and Flexibility of changes
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Planning Process
Goals, Objectives,
Targets
Planning
Alternative Planning
Assessment
Best Alternative
Designing
Implementation
Monitoring and Evaluation
DATA
DATA
DATA
DATA
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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
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Macro Transportation Planning
Activity System(Transport Demand)
Movement System(Traffic)
Network System(Transport Supply)
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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
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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.
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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
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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
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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
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Mobility
The size of capability or simplicity to travelling
Expressed by capability to pay transport fee.
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Relationship between Accessibility - Mobility
Accessibility increasing, will mobility increase?
Mobility increasing, will accessibility increase?
Invest in the transportation system, will mobility increase ?
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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)
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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
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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
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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)
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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
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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)
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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
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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).
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i(200)
j (150)
Example of Trip Distribution
75
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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
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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
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i(200)
j (150)
45
30
Example of Mode Choice
Private cars
Public transport
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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
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i(200)
j (150)
25
Example of Route Choice
Route I
Route II
20
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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
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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
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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
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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
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Thank You