5 Transportation Planning Concept

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, DATA
Objectives,
Targets
Monitoring
Planning
and Evaluation
DATA
Alternative
Implementation
Planning
DATA
Designing Assessment
Best
DATA Alternative
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 Network System

(Transport Demand) (Transport Supply)
Movement System
(Traffic)
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 Modeling Transportation
 Mode Choice four stages
 Imposition of Network
 Dynamic Traffic Flow
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 connected
when 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
Low Medium
Far
Accessibility Accessibility
Distance
Medium High
Near
Accessibility 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 Number of study

movement per
100m2
Supermarket 136 3
Fast-food Restaurant 595 6
Office 13 22
Hospital 18 12
Industrial Areas 5 98
Source : Black (1978)
 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
 The difference of times in movement
Land Use Times of movement

Supermarket Supermarket operational time (ex : 09.00 – 21.00)
Fast-food Fast-food operational time (ex : 09.00 – 21.00)
Restaurant
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 Settlement Movement per Trip Generation
Density day per ha
(family/ha)
Settlement in rural
15 10 150
areas
Settlement in
45 7 315
suburban areas
Unit house in
80 5 400
urban areas
High level flat in
100 5 500
CBD
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 j
Example of Trip Distribution
i
75
j
(200) (150)
 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.
Far Ignored Low Medium

Distance
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
Example of Mode Choice
45
i j
(200) (150)
30
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
Example of Route Choice
25
i j
(200) 20 (150)
Route I
Route II
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 .
Travel Time
Comparison Volume and Road Capacity

Level of Service
 Term by traffic flow
A
Operating Speed
B
C
D
E
Comparison volume and road capacity

Level of Service
 Term by facility
Poor service
Levels
travel time and free flow
3
Comparison of actual
condition travel time
2
Good service
Levels
1
0 0,5 1
Comparison of volume and road condition
Thank You

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TRANSPORTATION PLANNING CONCEPT

 Timescale and Phasing

Activity System Network System

Hi = Accessibility from origin zone I to destination

 The size of capability or simplicity to

 Accessibility increasing, will mobility increase?

 Mobility increasing, will accessibility increase?

 Invest in the transportation system, will

 Stages of modeling that predicting the

 Different types of land use affected on :

 The difference of movement numbers

Land Use Average of Number of study

 The difference of movement types

Land Use Jenis Kendaraan

 The difference of times in movement

Land Use Times of movement

 Stages of modeling that predicted the number of

 Space separation : getting closer distance/ shorter travel

Far Ignored Low Medium

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

 Stages of modeling that predicted of mode

 Modeling levels that predicted the route

 The final result of the previous steps is

Comparison Volume and Road Capacity

Comparison volume and road capacity

condition travel time

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