Lecture No.

CE-210 Introduction to Architecture & Urban

Planning
Fall 2021
Engr. Amina
1
Durrani
 Re-Cap

My name is …

I remember from the last class ...

2
 Topics

● Travel demand
modeling
○ Trip generation
○ Trip
distribution
○
○ Modal
Trip split
● assignment
Intelligent transport
system

3
 Travel Demand
Modelling
• A travel demand model is used to forecast the
transportation
arrangement.
• Because of the difference of various conditions, human activities in
an are
areanot evenly
• distributed.
Certain areas may not be suitable for all types of
development.
• For those areas that can support development, some may be more
suitable
for industrial development, while other areas are more suitable for
• residential
In additiondevelopment.
to the natural condition, the layout of existing land use
also
• determines
For example,the
it potential for future
would normally development.
be considered inappropriate to
build a
factory in a residential
• area.
The outcome of the suitability and compatibility considerations
is the
uneven distribution of human
• activities.
Certain areas are predominantly for residential uses, some for 4

commercial
uses, and some for industrial
 Travel Demand
Modelling
• Such distribution makes it necessary for people to travel among
different
areas using the transportation
system.

• In addition to the connections, the demands for carrying

capacity and
other facilities, such as parking, vary spatially and
temporarily.

• The trips to and from a factory may have morning and afternoon
peaks
while such patterns may not exist for trips to a shopping
mall.

• In order to estimate the traffic associated with different human

activities,
a region is divided into TAZs and the TAZs are connected to the
transportation network.

• TAZs are the smallest unit of analysis in travel demand 5

modeling.
 Travel Demand
Model
• It is important for planners to understand how a travel demand
model
establishes the connection between human activities and
• traffic.
This travel demand modeling covers major travel behaviors that
affect
travelers’ decisions on choice of traveling, destinations,
transportation
• These four steps were developed in the 1950s and 1960s. Since
modes, and travel paths.
then,
although the four components are kept intact, many significant
modifications have been made to the models in response to the
advancement of understanding travel behavior by modelers
(Chang and
Meyers, 1999).

6
 Estimating Trip
Generation
• Before deciding where people will go from a given
point of
origin, it is customary to estimate how many trips a
given
place will generate regardless of where those trips ar
• For estimating trip generation from a residential area
destined.
variables such as household income, number of
persons in
the household,
household, and number
possiblyof vehicles owned
population densityby the be
might
used
to estimate average trips per household per d ay.

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 Trip Generation

• Trip is defined as a connection between an origin (O) and a

destination
(D).
• Consequently, trip generation is a process to determine the
number of and to a particular site or
trips from
• area.
Trip generation establishes the connection of transportation
analysis to
demographic analysis and economic analysis (Gazis,
• 2002).
The subject of transportation analysis is how people
travel.
• The number of trips generated in a zone depends on the
zone’s
population.
• In general, the more people, the more trips
expected.
• In addition, people with different characteristics travel
differently.
• One observation from various studies shows that people with
higher
income levels tend to travel more than those with lower
income. 8
 Trip Generation

• A young aged person who is not permitted to drive will have to rid
with
someone else in a private vehicle or use transportation modes othe
than
• Some people may travel for the purposes other than to
the aprivate vehicle.
reach
destination.
• For example, one may want to get in his/her car to be alone for
awhile.
However, the majority of trips have an origin and a
• destination.
The destination is closely related to the trip purposes, such as to
go work,
to to shop, to dine, or to
• entertain.
All those human activities are closely related to the economics of a
region.
• The availability of employment opportunities can determine the
number
peopleofwho travel to
• work.
The type and size of retail stores can affect the number of
people
travelwho
to shop.
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 Trip Generation

• Understanding the economic activities in a TAZ can

help
estimate the number of trips that may end in the
• zone.
A region is divided into different pieces of land
that are
associated with different human
• activities.
Majority people do not live and work in the same
place,
although the number of people who do so may
• increase.
With advances in technology, such as high speed
internet
connection, people may work at
• home.
However, majority of the jobs will still require face-to
face
interaction in a traditional work-
• place.
The inventory of land uses, therefore, provides the
base for
estimating trip 10
generation.
 Trip Generation

• Depending on the type of land use, trip generation

rates
may be expressed
as
– number of trips per
employee,
– number of trips per unit land area (i.e., trips per
acre),
or
– number of trips per occupied dwelling
unit.

11
 Trip Generation

• The origin and destination are normally

represented as
Traffic Analysis
• Zones.
After a study area is divided into TAZs, the
amounts
differentofland use types in each zone can be
• determined.
There are two components of estimating trip
generation
and both are closely related to TAZ-level land
uses.
– Trip production refers to the number of trips
that
originate from a
TAZ.attraction reflects the number of trips that end
– Trip
in a
TAZ.
• The combination of trip production and trip
attraction is
the outcome of trip generation 12
analysis.
 Trip Generation

• People’s travel behaviors vary for different trip

purposes.
• To improve the accuracy of trip estimation, the trip
generation analysis is usually done separately for
different
• trip
Thepurposes.
TAZ-based trip generation is calculated in two
steps.
– In the first step, TAZ-based trip productions
arecalculated.
– Then TAZ-based trip attraction rates are
estimated.

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 Trip Generation

• Trip production is only related to residential land in a

zone.
• That means, only the TAZs having residential
land can trips.
produce
• Trips can be attracted by both residential
and
non-residential land
• uses.
In a trip generation study, trip direction is ignored
and all
trip productions are only associated with residential
land
use.

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 Trip Generation

• The graphic
represents
a three-zone
• area.
Zone A is
residential
only
• and Zones B and
C
only have
non-residential
land
uses.

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 Trip Generation

• Assume a person
who
lives in Zone
A– goes to Zone B
to work.
– After work the
person goes
shopping in the
same zone (Zone
B)
and to a take-
– then
outrestaurant in Zone
C
– before going
16
back
home in Zone
 Trip Generation-w.r.t. Origin-
Destination
• There are total of four
trips.
– Trip 1
i. O-Zone A
ii. D-Zone B
– Trip 2
i. O-Zone B
ii. D- Zone B
– Trip 3
i. O-Zone B
ii. D-Zone C
– Trip 4
i. O-Zone C
ii. D-Zone A 17
 Trip Generation-w.r.t. Production-
Attraction
• only Zone A, the zone
with
residential land use, can
be
production.
associated with trip
• Zone A can also attract
trips.
• The other two zones are
only
associated with trip
attraction,
• Hence, all four trips are
not trip production.
treated as being produced
in
• Zone
Zone A.
B and Zone C attract
two
trips,
• respectively.
No trips are generated
in either Zone B or Zone
18
C.
 Trip Generation-Trip
Production
• A common practice of estimating trip production
from
TAZa is based on variables related to population in the
• zone.
The most commonly used variable is
number of
• households.
It should be emphasized that the trip production is
more
complicated than simply house
• counting.
For example, households with automobiles are more
likely
generating more vehicle trips than households
without an
• Households of higher incomes generally make more
automobile.
non-work related trips (for example, shopping) than
lower
19
income households.
 Trip Generation-Trip
Production
• The following list contains some of the variables common
used
in calculating trip production. (Page No. 346, Research Methods in Urban) and Region
Planning

– Workers per household

– Number of households
–– Family
Number income
of automobiles
available
–– Family
Education
sizelevel
– Family ’s age distribution
– Number of occupied dwelling
units

–– Reside
Dwelling unit type
ntial 20

density
 Trip Generation-Trip
Attraction
• Trip attraction predicts the number of trips to be
attracted
(end in)toeach
• zone.
The attractiveness of a zone is related to the size and
type of
• land uses thatofare
The majority theland
such destination
uses areofnon-residential
trips. land,
such as offices, libraries,
stores,
• etc.
The trip attraction is normally expressed as the number
of
vehicle trips per household or per unit area of non-
residential
• All trip attracting zones in a region compete for the
land use.
number of
trips produced in the
• region.
Zones that are more attractive will attract more trips
than the that are less
zones 21
attractive.
 Trip Distribution

• The purpose of the trip distribution process is to

allocate
the trip productions and trip
• attractions.
“To allocate” means to specify where the trips
generated
from a particular TAZ will
• go.
For example, a Zone produces 11,774 trips and
attracts
21,964 trips. However, we don’t know where the
11,774
trips produced from this zone end and where the
• 21,964
Trip distribution analysis addresses this
question.
trips attracted by this zone originate.

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 Trip Distribution

• The most commonly used is the gravity model,

originally
developed in the
• 1920s
Using the analogy of the force of gravitation betwee
two
objects (proportional to the product of their masses
and
inversely proportional to the square of their distance
• to
Say, a housing complex and an office complex would
be
describe the the force of trip attraction
proportional to the product of the number of
households
and the number of square feet of office floor space
and
inversely proportional to some function (perhaps the23
square or some value near the square) of the
24
 Mode of Choice

• The third step of the travel demand model is to

estimate the of travelers using different modes of
proportion
• transportation.
There are many alternative modes available for an
individual to
travel from one place to another, such as driving alone or
with
someone else, walking, taking the train, bus, taxi, riding a
• bicycle,
Many variables may affect an individual’s mode
choice.
etc.
• People
– where aresidewalks,
forced to bicycle
drive tolanes
travel, e.g.
etc are not
developed
– where
• The public
variables transit is
affecting not available
mode choice can be organized into
three
categories— traveler, trip, and transportation
system.
25
Impact of Mode of
Choice

26
Impact of Mode of
Choice

27
 Mode of Choice

• Traveler characteristics include variables

such as
–– income,
automobile ownership,
– number of workers per household,
and
– the place of living and place of
work.
• For Example in the University Campus,
Peshawar
– Many students who live on or near campus simply walk to
thedepartments.
– There are also many students who commute everyday. They
take
buses, drive private vehicles, or ride bicycles to
school.

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 Mode of Choice

• The second category of factors affecting mode choice refers to the

journey
characteristics, such
as
– the trip purpose,
– length of trip,
– place of origin
and
–– destination, or trip is
time of day the
taken.

• If we do not count those who just want to take a ride for the fun of
travel,
people travel with a
• purpose.
Different trip purposes may determine how to
travel.
• For example, although I can ride my bicycle to work, I would not be
able
doto
so to take two small children to the
zoo.
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 Mode of Choice

• The third category of variables affecting mode choice is related

to the
• characteristics
Those variablesofmay
the transportation system.
include
–– travel costs,for the
time taken
travel,
– comfort level of travel,
–– convenience,
reliability, and
– security of different
modes.
• An individual makes his/her decision on travel mode after
comparing the
characteristics of different travel
• modes.
For example, a raise in the bus fare may induce people who ride
buses to
switch to driving private vehicles. After an increase in the parking
30
fee,
•
some people who currently drive to work may switch to other
 Mode of Choice

• Even though mode choice is individually based, the

mode
choice model estimates the aggregated number of
trips
associated with each of the possible transportation
• modes.
The outcome of mode choice model is the
percentage of
travelers using each available travel
modes.

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 Trip Assignment

• The trip assignment model is concerned with

trip-makers’ choice of route between all zones,
after
the origin-destination matrix for a network has
been
constructed.
• The result is the traffic volume on specific road
links
that make up the
network.
• There are many possible route choices to travel
from
one zone to
another.
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 Trip Assignment

• The concept of “Impedance” plays an important

role in
estimating vehicular traffic assignments on a
roadway
network.
• Impedance, similar to that discussed in
trip
distribution, is normally related to travel time
and
travel cost: the longer the trip or the higher the
cost,
the larger the impedance for the trip along that
• path.
One criterion for trip assignment is to minimize
the
impedance by assigning trips to different 33

routes.
 Travel Demand
Modeling
• The trip generation step produces zonal trip production and
attraction,
which determines the amount of traffic expected to occur in the
study
region.
• The trip distribution model allocates trip production and trip
attraction
among zones in the study
area.

• Mode choice or modal split model, divides trips into different

modes of
transportation.

• Trip assignment allocates the trips of different modes to all

available
roads.

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 Travel Demand
Modeling
• With the travel demand model, a planner can assess the effect of
policies
and programs on travel demand, the performance of a new or
proposed
• Two primary applications of the traffic demand
transportation
modeling is facility, and impacts of a proposed development on
– Transportation Control Measures (TCM), which is designed to
traffic.
reduce
vehicular travel,
and
– Congestion Management Program (CMP), which intends to
reduce
congestion on the highway network by coordinating land use,
air
• CMP may provide incentives or implement strategies to affect
quality, and transportation planning.
people’s
behavior and transportation
• choices.
For example, highway congestion can be alleviated by minimizing
single
occupancy drivers. Incentives could be provided for people to take
the bus
35
or carpool. Although the highway capacity is not increased, the
existing
 Travel Demand
Modeling
• One caution of using travel demand modeling
results is
that the model is designed for transportation
planning
purposes.
• Therefore it is most suitable for analyzing general
traffic
patterns in a large area, such as a metropolitan
area.

36
37
 Intelligent Transportation Systems
(ITS)
• What are Intelligent Transport Systems (ITS)?
• ITS is the application of computer technology
to the
• transport sector.
ITS systems gather data about the transport system,
process
it, and then use the processed data to improve the
management of the transport system, and/or to provide
the
transport user with more and better information on
which
to base their transport decisions.

38
 Intelligent Transportation Systems
(ITS)
What is ITS? (U.S. DOT,
ITS)
• ITS (Intelligent Transportation Systems) improve
transportation safety and mobility and enhance
productivity
through the use of advanced communications
technologies.
• ITS encompasses a broad range of wireless and wire
line
• communications-based
When integrated into the transportation
information and electronics
system's
technologies.
infrastructure, and in vehicles themselves,
these
technologies relieve congestion, improve safety
and
39
enhance productivity.
• What are Intelligent Transport Systems (ITS)?
• ITS is the application of computer technology
to the
• transport sector.
ITS systems gather data about the transport system,
process
it, and then use the processed data to improve the
management of the transport system, and/or to provide
the
transport user with more and better information on
which
to base their transport decisions.

40
 Application of
ITS
• Real time information, both for public transport
and
private road transport, so that users have up-to-
the
minute information on services, where they are,
and
on incidents/delays and how to avoid them. On
• the
The use of geographical information systems (GIS)
and
roads, such information can also improve safety.
relational databases to keep inventories of
transport
infrastructure in an area (e.g. the condition of the
road
network) to better manage and prioritise 41
maintenance
 Application of
ITS
• “Smartcard“ ticketing on public transport, to give
the
passenger the best deal for the bundle of trips
that
they might be making in a particular period of
time,
and to provide the operator(s) with detailed
information about their passengers’ travel habits.
The
latter information can be useful for apportioning
• revenue
Detailedbetween
route planning information
operators, (often
as well as in real
for service
time)
for both public transport and car
planning.
users.
42
 Application of
ITS
• Parking guidance systems, to reduce parking search
time.
• Public transport information in various formats
(e.g.
audible) for disabled
people.
• Traffic signal control, in real time, to improve the
efficiency
of traffic flow, or to afford priority to particular user
groups
such as bus passengers, or pedestrians, within a
• network
Sophisticated booking and scheduling software can
help to
maximise vehicle utilisation in a demand responsive 43

transport (DRT) scheme.

 ITS Application
• Incident Detection
• Variable speed limits signing
• Traffic signal control
• Parking Management
• Demand Responsive Transport Management (DRT)
• Freight and Fleet Management
• Speeding Detection
• Vulnerable Road User Systems
• Multimodal Trip Planning
• Passenger Information Systems
• Route Guidance and Navigation
• Variable Message Signs (VMS)
• Road User Charging (RUC), tolling and access control
44
• Public Transport Payment
45
ITS Standards and
Specifications

46
• ITS specifications can be inserted into procurement contracts
• The ITS S&S documents are mostly interim or a legacy
hybrid of both design standards and delivery specifications.
• They remain in place while updated and new documents are
developed under the ITS S&S framework.
• The framework provides repeatable processes and
capabilities to support the creation and ongoing maintenance
of the ITS S&S documentation

47
48
 ITS Standards and
Specifications
• ITS standards and specifications (S&S) define the
requirements for the design, delivery and integration of ITS
equipment and systems on a national transport network.
• This includes vehicle detection systems, lane control signals,
ramp signals, variable message signs, CCTV cameras,
incident detection, emergency telephones, cables and
ducting.
• These documents ensure that the right equipment and
systems are procured, installed and configured correctly and
that requirements for safety, security, maintenance and
operational life are met. 49
 ITS Standards and
Specifications
• ITS specifications can be inserted into procurement contracts
• The ITS S&S documents are mostly interim or a legacy
hybrid of both design standards and delivery specifications.
• They remain in place while updated and new documents are
developed under the ITS S&S framework.
• The framework provides repeatable processes and
capabilities to support the creation and ongoing maintenance
of the ITS S&S documentation

50
 ITS Standards and
Specifications
• ITS specifications can be inserted into procurement contracts
• The ITS S&S documents are mostly interim or a legacy
hybrid of both design standards and delivery specifications.
• They remain in place while updated and new documents are
developed under the ITS S&S framework.
• The framework provides repeatable processes and
capabilities to support the creation and ongoing maintenance
of the ITS S&S documentation

51
 Reference
Reading
• Intelligent Transportation System by Sumit
Mallik
• Intelligent Transportation Systems by
Stephen
Ezell
• Intelligent Transport Systems (ITS)
Introduction
Guide
• Intelligent Transport System by Centre of
• Excellence in Urban Transport India
Intelligent Transport
• Intelligent Transport System by Takaaki
Systems
Hasegawa 52