Assignment No: 01

ASSIGNMENT NO: 01
NAME: NAZIR AHMAD

REGG NO: 2390
SUBJECT: TRANSPORTATION ENGG-2
TEACHER: ENGR.DR.SALAMAT ULLAH
DATE: 07/10/2021
Q. Write detail notes on transportation planning
process.
TRANSPORTATION PLANING:
Transportation planning is the process of looking at the
current state of transportation in the region, designing for
future transportation needs, and combining all of that with
the elements of budgets, goals and policies. It helps shape
how a community or city grows by evaluating everything
from streets and highways to cargo ships to public transit
and bike lanes. It can influence everything from business to
recreation to quality of life.
Transportation planning is a complex problem. Increased
facilities will change the environment and land use patterns
and result in increased trips invalidating the original criteria
and projections used. Increased use of operations research
and systems approach to transportation planning in recent
times seeks to optimise the system performance for
deriving maximum benefit from the facilities.
The use of mathematical models to simulate the problem
leads one to understand the variables involved to a
reasonable degree; this helps in arriving at the best
possible solution under a given set of circumstances.
Transport planning for urban areas and big cities is much

more complex.
Urban transport planning process involves
the following stages:
(i) Inventorying of existing conditions.
(ii) Forecasting future conditions including land use.
(iii) Evaluation of alternative plans based on cost-benefit
analysis.
(iv) Adoption and implementation of a programe.
(v) Continuing study to assess the impact to help in future
planning.
The following sequential stages are relevant

to transportation planning:
Stage # 1. Trip Generation:

A trip is a one-way movement of a person by a mechanised
mode of transport, having an ‘origin’ (start of the trip) and a
‘destination’ (end of the trip). Trips may be home-based or
non- home-based; in the former, one end of the trip – either
the origin or the destination is at the home of the person
while in the latter, neither end of the trip is the home of the
person making the trip. The trip ends are classified
as generations and attractions. In the case of home-based
trips, the home end of any trip is a ‘generation’; in the case
of non-home-based trips, the origin of the trip is a
generation.
The following are the factors governing trip generation
and attraction:
1. Family income – generally, the more the income, the

higher will be the trip generation rate.
2. Car ownership – the more the households owning cars,
the more the trip generation.
3. Family size and composition – the more the number of
members and those who go out for work, the more the trips
generated. Age structure is a significant factor. Young
school-going children generate trips while elderly people do
not.
4. Land-use characteristics have a bearing on trip
generation.
5. Accessibility to a public transport system can generate
more trips.
6. Employment opportunities, existence of shopping malls
and offices influence the trip attraction rate.
Stage # 2. Trip Purpose:

Trips are made for different purposes, and a classification
by purpose is helpful.
The following are some of the important classes based

on the purpose of a trip:
i. Work
ii. Education
iii. Business
iv. Shopping
v. Health and medical
vi. Social, recreational, and sports
vii. Miscellaneous purposes.
Stage # 3. Trip Distribution:

After estimating the trips generated from and attracted to
the various zones, it is necessary to apportion the trips
generated in every zone to the zones to which these trips
are attracted. In other words, the trip distribution stage
determines the number of trips, tij, which would originate at
zone i and terminate at zone j.
Methods of Trip Distribution:

There are two broad types of trip distribution methods:
(1) Growth Factor Method:

(2) Syntheti Method:
Growth Method:
Growth factor methods have been used earlier; but these
have now been replaced by the more rational synthetic
models. However, growth factor methods are still used for
the study of small areas in view of their simplicity. These
methods are based on the assumption that the existing
travel patterns can be projected to a future design year by
using certain growth factors.
Synthetic Method:
Synthetic models are used to develop a relationship
between trips, the resistance to travel between the zones,
and the relative attractiveness of the zones for travel.
Existing data are used for this purpose. Once the model is
established, it can be used to predict future pattern of inter-
zonal travel trips.
One of the well-known synthetic models is the gravity

model. As proposed by Voorhees (1955), this model
assumes that the interchange of trips between different
zones of an area is dependent upon the relative attraction
between the zones and their spatial separation, as
measured by an appropriate function of the distance.
Stage # 4. Traffic Assignment:

This is the stage in which the trip interchanges are allocated
to different parts of the network. The route between any two
O and D-pairs to be used is determined and the inter-zonal
flows are assigned to the selected routes.
All traffic assignment techniques are based on route
selection, which is made on the basis of a number of criteria
like the journey time, distance, cost, comfort, convenience
and safety. Distance or journey time may often be
considered as the sole criterion, but the problem of driver’s
preferences is not always as simple as this. While for small
jobs route selection may be made manually; for large jobs
the use of the digital computer is a must.
A concept which is commonly used in traffic assignment is
the Moore Algorithm, developed for dealing with phone calls
that query for the shortest path between two points. The
algorithm comes in handy in computer programmes
developed for this purpose and helps in building the
minimum-path tree between any two zone centroids in a
street network.
The following are the traffic assignment methods

normally used:
(i) ‘All-or-nothing’ method (Free or Desire assignment)
(ii) Multiple route method
(iii) Capacity restraint method
(iv) Diversion curves approach
Stage # 5. Mode Split:

Mode split or Modal split is the process of separating trips
by the mode of travel. In general, modal split refers to the
trips made by private cars and the public transportation
system – buses or trains.
The factors affecting the choice among alternative modes
are not restricted to cost and time, but are heterogeneous.
Some broad categories are given below:

1. Characteristics of the trip – trip purpose, trip distance,
etc.
2. Household characteristics – income, car ownership,
family size and composition.
3. Zonal characteristics – residential density, concentration
of workers, distance from the central business district.
4. Network characteristics – accessibility and travel time
comparison by the different travel modes.
An understanding of the modal split is very relevant to
transportation planning. Future transportation pattern can
be accurate only if the motivations that guide the travellers
in their choice of the modes of transportation can be
analysed and understood. The problem being a complex
one, better techniques are being evolved to aid the
planning process.
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ASSIGNMENT NO: 01

NAME: NAZIR AHMAD

Transport planning for urban areas and big cities is much

The following sequential stages are relevant

Stage # 1. Trip Generation:

1. Family income – generally, the more the income, the

Stage # 2. Trip Purpose:

The following are some of the important classes based

Stage # 3. Trip Distribution:

Methods of Trip Distribution:

(1) Growth Factor Method:

One of the well-known synthetic models is the gravity

Stage # 4. Traffic Assignment:

The following are the traffic assignment methods

Stage # 5. Mode Split:

Some broad categories are given below:

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