POLYTECHNIC UNIVERSITY OF THE PHILIPPINES

College of Engineering
Department of Civil Engineering

Le c t u r e # 1

ADVISER:

E N G R . K R E Z I A M O R A L E S - TA C TA C
 COURSE OUTLINE
I. TRANSPORTATION PLANNING CONCEPTS

 Challenges Facing Urban Transportation

 Urban Transportation Problems
 Land Use and Transport Interaction
 Travel Demand Management
 Sustainable Transportation
 Dynamics of Urban Transportation
 Transportation Planning

T R A N S P O R TAT I O N E N G I N E E R I N G
 COURSE OUTLINE
II. TRAFFIC FLOW FUNDAMENTALS

 Types of Flow
 Relationship of Flow, Speed and Density
 Capacity and Level of Service
 Queuing Theory
 Shock Wave

T R A N S P O R TAT I O N E N G I N E E R I N G
 COURSE OUTLINE
III. TRAVEL DEMAND FORECASTING

 Four-Step Forecasting Model

 Origin-Destination Table (OD Matrix)
 Methods for Estimating Trip Generation and
Attraction
 Trip Distribution
 Modal Split
 Route Assignment

T R A N S P O R TAT I O N E N G I N E E R I N G
 COURSE OUTLINE

III. TRAFFIC MODELING AND SIMULATION

IV. CAR - FOLLOWING CALIBRATION

T R A N S P O R TAT I O N E N G I N E E R I N G
 GRADING SYSTEM

a) Examination 30%
b) Midterm Project 25%
c) Final Project 25%
d) Assignments 10%
e) Attendance 10%
Passing Grade 75%

T R A N S P O R TAT I O N E N G I N E E R I N G
OV E R V I E W
TRANSPORTATION ENGINEERING

 Field or branch of civil

engineering that deals with the
application of technology and
scientific principles to the
planning, functional design,
operation and management
facilities for any mode of
transportation in order to
provide for the safe, rapid,
comfortable, convenient,
economical and environmentally
compatible movement of people
and goods.

T R A N S P O R TAT I O N E N G I N E E R I N G
MODE OF TRANSPORTATION
MOTORIZED
CAR

TRICYCLE

JEEPNEY

MOTORCYCLE

BUS

TRAIN

T R A N S P O R TAT I O N E N G I N E E R I N G
MODE OF TRANSPORTATION
MOTORIZED
CABLE CAR

TRICYCLE

WAT E R
TRANSPORT
VESSEL

AIR
TRANSPORT
VESSEL

T R A N S P O R TAT I O N E N G I N E E R I N G
MODE OF TRANSPORTATION
MOTORIZED

E-JEEPNEY

E-TRIKE

NON - MOTORIZED

BICYCLE

PEDICAB

T R A N S P O R TAT I O N E N G I N E E R I N G
MODE OF TRANSPORTATION
NON - MOTORIZED

E- SCOOTER

WALKING

KALESA/
HORSE-DRAWN CARRIAGE

T R A N S P O R TAT I O N E N G I N E E R I N G
 TRANSPORTATION
PLANNING CONCEPTS
C H A L L E N G E S FA C I N G U R B A N T R A N S P O R TA T I O N

 Cities are locations having a high level of

accumulation and concentration of economic
activities and are complex spatial structures to
be supported by transport systems
 Most important transport problems are often
related to urban areas.
 Urban productivity is highly dependent on the
efficiency of its transport system.

T R A N S P O R TAT I O N E N G I N E E R I N G
C H A L L E N G E S FA C I N G U R B A N T R A N S P O R TA T I O N

 The growing complexity of cities has been

accompanied by a wide array of urban
transportation problems
 Common problems are congestion and
others such as urban logistics and
environmental impacts.

T R A N S P O R TAT I O N E N G I N E E R I N G
 U R B A N T R A N S P O R TA T I O N P R O B L E M S

1. Traffic congestion and parking difficulties

Most prevalent transport problems in large urban
agglomerations
Linked with the diffusion of the automobile which
increases parking demand in so many places.
Transport infrastructure developments have often not
been able to keep up with the growth of circulation.

T R A N S P O R TAT I O N E N G I N E E R I N G
 U R B A N T R A N S P O R TA T I O N P R O B L E M S

2. Public Transport Inadequacy

Many public transit systems, or parts of them are either
over or under used.
During peak hours, crowdedness is creating discomfort
for users while low ridership makes many services
financially unsustainable.

T R A N S P O R TAT I O N E N G I N E E R I N G
 U R B A N T R A N S P O R TA T I O N P R O B L E M S

3. Difficulties for pedestrians

Either outcome of intense circulation where pedestrians
and vehicles are impairing their respective movements
and because of non-considering pedestrian movements
in the physical design of facilities

T R A N S P O R TAT I O N E N G I N E E R I N G
 U R B A N T R A N S P O R TA T I O N P R O B L E M S

4. Environmental impacts and energy

consumption
Pollution, including noise, generated by circulation has
become a serious impediment to the quality of life and
even the health of urban populations
Energy consumption by urban transportation has
dramatically increased and so the dependency on
petroleum

T R A N S P O R TAT I O N E N G I N E E R I N G
 U R B A N T R A N S P O R TA T I O N P R O B L E M S

5. Loss of Public Space

The majority of roads are publicly owned and free of
access. With the increase in traffic volumes, adverse
impacts on public activities have been important
In many cases, street activities (e.g. markets, parades
and processions, games and community interactions)
have shifted to shopping malls and other
establishments, while in other cases, such activities
have been abandoned altogether

T R A N S P O R TAT I O N E N G I N E E R I N G
 U R B A N T R A N S P O R TA T I O N P R O B L E M S

5. Loss of Public Space

Traffic volumes influence the life and interactions of
residents and their usage of street space.
More traffic encourages less social interactions and less
street activities
Heavy traffic also has adverse impact on human health.

T R A N S P O R TAT I O N E N G I N E E R I N G
 U R B A N T R A N S P O R TA T I O N P R O B L E M S

6. Accidents and safety

Growing circulation in urban areas has been linked with
a growing number of accidents and fatalities, especially
in developing countries.

T R A N S P O R TAT I O N E N G I N E E R I N G
 U R B A N T R A N S P O R TA T I O N P R O B L E M S

7. Land consumption
As between 30 and 60%, of a metropolitan area can be
devoted to transportation, a large amount of land can be
considered as wasted by an over-reliance on some
forms of urban transportation.

T R A N S P O R TAT I O N E N G I N E E R I N G
CAR/PUBLIC TRANSPORT VICIOUS CIRCLE

T R A N S P O R TAT I O N E N G I N E E R I N G
 BLACK HOLE THEORY

T R A N S P O R TAT I O N E N G I N E E R I N G
G 4 B e i j i n g - H o n g K o n g - M a c a u E x p re s s w a y

T R A N S P O R TAT I O N E N G I N E E R I N G
G 4 B e i j i n g - H o n g K o n g - M a c a u E x p re s s w a y

T R A N S P O R TAT I O N E N G I N E E R I N G
 END OF
P R E S E N TAT I O N
Thank You
POLYTECHNIC UNIVERSITY OF THE PHILIPPINES
College of Engineering
Department of Civil Engineering

Le c t u r e # 2

ADVISER:

E N G R . K R E Z I A M O R A L E S - TA C TA C
 COURSE OUTLINE
II. TRAFFIC FLOW FUNDAMENTALS

 Types of Flow
 Relationship of Flow, Speed and Density
 Capacity and Level of Service
 Queuing Theory
 Shock Wave

T R A N S P O R TAT I O N E N G I N E E R I N G
T R A F F I C F L OW
FUNDAMENTALS
 INTRODUCTION

 Traffic flow is irregular and

unpredictable.
 And these factors can be attributed
to many events such as :
Accidents
Stalled vehicles
Lane changing or swerving
Parking maneuvers
Indiscriminate loading &
unloading of public utility
vehicles, etc.

T R A N S P O R TAT I O N E N G I N E E R I N G
 T Y P E S O F F L OW

 Uninterrupted Flow
Vehicles are not
required to stop by
any cause external
to the traffic stream

 Interrupted Flow
vehicles are required
to stop by cause
outside the traffic
stream, such as a
traffic sign, or signal
(usually at an at-
grade intersection)

T R A N S P O R TAT I O N E N G I N E E R I N G
 M A J O R T R A F F I C VA R I A B L E S

Uninterrupted flow
can be described
using any of the ff:
traffic variables:
 Flow rate or
volume
Speed
Density or
concentration

T R A N S P O R TAT I O N E N G I N E E R I N G
 F L OW R A T E / VO L U M E

 Flow Rate

Defined as the number of vehicles passing a point during a

specified period of time.

Often referred to as volume if it measured over an hour.

T R A N S P O R TAT I O N E N G I N E E R I N G
 F L OW R A T E / VO L U M E

 Flow Rate

Example:
Let us suppose a 15-minute count of vehicles bound for
Manila was conducted at a particular location on Quezon
Avenue. A summary is shown in the table below:
TYPE 15 – MINUTE COUNT
Car/Van 420
Jeepney 300
Bus 16
Truck 28

Answer : 3056 vph

T R A N S P O R TAT I O N E N G I N E E R I N G
 SPEED

 Speed

Defined as rate of motion in distance per unit time.

Two types of speeds:

1) Time Mean Speed

2) Space Mean Speed

T R A N S P O R TAT I O N E N G I N E E R I N G
 SPEED

 Time Mean Speed

Also called spot speed, it is simply arithmetic mean of
the speeds of vehicles passing a point within a given
interval of time.
Point is approximated 15 – 50m of the road, also known
as the trap length.
Individual speed of vehicles (ui) is computed by dividing
the trap length by the measured time.
Often used as basis for establishing speed limits.

T R A N S P O R TAT I O N E N G I N E E R I N G
 SPEED

 Time Mean Speed Trap Length

d = 15 – 50m

T R A N S P O R TAT I O N E N G I N E E R I N G
 SPEED

 Time Mean Speed

Example:
Observed speeds of 25 cars:
SPEED (kph) NUMBER OF CARS
35 10
40 8
45 5
50 2
TOTAL: 25

Answer : 39.8 kph

T R A N S P O R TAT I O N E N G I N E E R I N G
 SPEED

 Space Mean Speed

Used to describe the rate of movement of a traffic
stream within a given section of road.
It is the speed based on the average travel time of
vehicles in the stream within the section.
Also called as harmonic mean speed.

∑
∑

T R A N S P O R TAT I O N E N G I N E E R I N G
 SPEED

 Time Mean Speed Trap Length

d = 15 – 50m

 Space Mean Speed

T R A N S P O R TAT I O N E N G I N E E R I N G
 SPEED

 Space Mean Speed

Example:
Observed speeds of 25 cars:
SPEED (kph) NUMBER OF CARS
35 10
40 8
45 5
50 2
TOTAL: 25

Answer : 39.26 kph

T R A N S P O R TAT I O N E N G I N E E R I N G
T I M E M E A N S P E E D V S. S PAC E M E A N S P E E D

 Time mean speed is associated with a single

point along a roadway over time whereas the
Space mean speed is associated with a specified
length of roadway.

 Space-mean speed is the distance traveled

divided by an average travel time, whereas the
time-mean speed is an average of individual
vehicle speeds

T R A N S P O R TAT I O N E N G I N E E R I N G
 DENSITY

 Density
Defined as the number of vehicles in a given length of road
at an instant point in time.

The number of vehicles counted at time t divided by the

length of the section L gives a measure of density in that
section.

T R A N S P O R TAT I O N E N G I N E E R I N G
R E L AT I O N S H I P O F 3 M A J O R VA R I A B L E S

 Traffic Stream Model – relationship among the 3

variables,
u, k, and q.

 Flow rate (veh/hr) is simply the product of density

(veh/km) and space mean speed (km/hr)

T R A N S P O R TAT I O N E N G I N E E R I N G
R E L AT I O N S H I P O F 3 M A J O R VA R I A B L E S

Fundamental volume-speed-density surface (Drew, 1968)

Survey at South Luzon Expressway

T R A N S P O R TAT I O N E N G I N E E R I N G
 R E L AT I O N S H I P O F 3 M A J O R VA R I A B L E S

Two-dimensional representations of the

Fundamental volume-speed-density surface (Drew, 1968) relationships of fundamental traffic flow
parameters

T R A N S P O R TAT I O N E N G I N E E R I N G
 R E L AT I O N S H I P O F 3 M A J O R VA R I A B L E S

Four (4) specific points may be

established:
1. As the traffic density
approaches zero (light
traffic), the mean speed
approaches the mean
freeflow speed (uf) and
the flow approaches zero.
2. As traffic density
approaches its
maximum value (jam
Two-dimensional representations of the
density, kj), speed relationships of fundamental traffic flow
approaches zero and parameters
the flow again
approaches zero.

T R A N S P O R TAT I O N E N G I N E E R I N G
 R E L AT I O N S H I P O F 3 M A J O R VA R I A B L E S

Four (4) specific points may be

established:
3. At a concentration, km
and corresponding speed
um, flow has a maximum
value qm. This qm is
referred to as the
capacity (maximum flow).
4. As the mean speed is
increased, flow increases
to a maximum value qm at
Two-dimensional representations of the
a certain um, decreases relationships of fundamental traffic flow
and approaches zero as parameters
speed approches uf.

T R A N S P O R TAT I O N E N G I N E E R I N G
SPEED – DENSITY RELATIONSHIP

GREENSHIELDS MODEL
Greenshields proposed a linear
relationship between speed and
density that is usually expressed as:

Where : kj – jam density

uf – freeflow speed

Two-dimensional representations of the

relationships of fundamental traffic flow
parameters

T R A N S P O R TAT I O N E N G I N E E R I N G
 VOLUME – DENSITY RELATIONSHIP

GREENSHIELDS RELATIONSHIP
Flow – density relationship, we
simply substitute the u-k relationship
into the basic relationship q=uk
(remember that u here is us) such that:
1 ∗

Taking the derivative with the respect

to k yields:
2
1 0
Two-dimensional representations of the
relationships of fundamental traffic flow
parameters

It follows:

T R A N S P O R TAT I O N E N G I N E E R I N G
 VOLUME – DENSITY RELATIONSHIP

GREENSHIELDS RELATIONSHIP
Similarly the speed – flow
relationship may be derived as:
∗ 1

Taking the derivative with the respect

to u yields:
2
1 0

It follows:
Two-dimensional representations of the
relationships of fundamental traffic flow
parameters
Therefore:
∗
∗ ∗
2 2

T R A N S P O R TAT I O N E N G I N E E R I N G
 R E L AT I O N S H I P O F 3 M A J O R VA R I A B L E S

Example:
Data on density and speed were obtained from a four-lane, two-
way rural highway (in one direction only). Det. the speed –
density relationship.

DENSITY (veh/km) SPEED (kph)

75 45
15 85
142 10
100 30

T R A N S P O R TAT I O N E N G I N E E R I N G
 R E L AT I O N S H I P O F 3 M A J O R VA R I A B L E S

Solution:

Therefore, the
speed – density
regression line is:
. .

T R A N S P O R TAT I O N E N G I N E E R I N G
R E L AT I O N S H I P O F 3 M A J O R VA R I A B L E S

Solution:
Determine the free flow speed and jam density:
 Free flow speed occurs when DENSITY is 0.
91.959 0.5959
91.959 0.5959 0

T R A N S P O R TAT I O N E N G I N E E R I N G
R E L AT I O N S H I P O F 3 M A J O R VA R I A B L E S

Solution:
Determine the free flow speed and jam density:
 Jam Density occurs when SPEED is 0.
91.959 0.5959
0 91.959 0.5959

T R A N S P O R TAT I O N E N G I N E E R I N G
R E L AT I O N S H I P O F 3 M A J O R VA R I A B L E S

Solution:
Determine the maximum capacity of the rural
highway in one direction:

4
154.32 91.959
4

T R A N S P O R TAT I O N E N G I N E E R I N G
SPEED – DENSITY RELATIONSHIP

GREENBERG MODEL
 Suitable for congested conditions
 Free flow speed, Uf is not defined here
∗

Flow - Density Relationship Flow – Speed Model

∗ ∗ ·

T R A N S P O R TAT I O N E N G I N E E R I N G
SPEED – DENSITY RELATIONSHIP

UNDERWOOD MODEL
 Suitable for free flow conditions
 Jam density, kj is not defined here
∗

Flow - Density Relationship Flow – Speed Model

∗ ∗ ln

T R A N S P O R TAT I O N E N G I N E E R I N G
 BEST – FIT MODEL

Example:
Data on density and speed were obtained from a four-lane, two-
way rural highway (in one direction only). Determine what model
best fit for this condition.

DENSITY (veh/km) SPEED (kph)

75 45
15 85
142 10
100 30

Refer to the excel file: Greenshields, Greenberg,

Underwood.xlsx

T R A N S P O R TAT I O N E N G I N E E R I N G
 SEATWORK

15-min
Example: counts
us
(kph)
Determine the (pcu)
following: 150 60
1. Model best fit 38 62
for this 375 55
condition 405 56
2. Determine 175 2
the kj, uf & qm 215 5
3. Determine 660 42
the qpred 278 51
using the 315 12
Flow – 300 55
Density 340 57
Model based 313 22
on the result
of Q.1 503 21
504 54
405 26

T R A N S P O R TAT I O N E N G I N E E R I N G
 O T H E R T R A F F I C VA R I A B L E S

Other traffic variables are variants of the

three(3) major variables. This includes:

 Time Headway
 Spacing
 Time Occupancy

T R A N S P O R TAT I O N E N G I N E E R I N G
 T I M E H E A DWAY

 Time Headway

Time Interval between passage of consecutive vehicles at

a specified point on the road with a unit of time per vehicle.
∑
1
But for longer period of observation:

5 seconds

T R A N S P O R TAT I O N E N G I N E E R I N G
 T I M E H E A DWAY

 Time Headway

Example:
During morning peak hour, the average headway of UP-
Katipunan jeepneys is estimated at 5 minutes. If the
passenger demand during the same period is 240, determine
whether there is a need to increase the number of jeepney
units (or shorten the headway) for this route. Assume that the
passenger demand is evenly distributed within that period
and the average load/occupancy is 14 passengers per
jeepney.

Answer : Existing no. of jeepneys can only cater

168 passengers, therefore addt’l jeepneys are
needed.

T R A N S P O R TAT I O N E N G I N E E R I N G
 S PA C I N G

 Spacing

Distance between two(2) vehicles measured from the front

bumper of a vehicle to that of another.

Similar to the estimation of time headway, if there are n

vehicles within a given road section L, the sum of (n-1)
spacing si will be almost equal to L.

20 meters

T R A N S P O R TAT I O N E N G I N E E R I N G
 S PA C I N G

 Spacing

Example:
During heavy traffic congestion, it was observed that the
average spacing of vehicles in queue in the innermost lane of
EDSA is 6.5m. Determine the jam density or density of
stopped vehicles.

Answer : 153.85 km/vehicle

T R A N S P O R TAT I O N E N G I N E E R I N G
 S PA C I N G

Example:

Vehicle time headways and spacings were measured at a

point along a highway, from a single lane, over the course of
an hour. The average values were calculated as 2.5 s/veh for
headway and 200 ft/veh (61 m/veh) for spacing. Calculate the
average speed of the traffic in mi/hr.

Answer : 54.5 mi/hr

T R A N S P O R TAT I O N E N G I N E E R I N G
 T I M E O C C U PA N C Y

 Time Occupancy

It can only be measured, however, if a detector is installed

at a specified point on the carriageway.

Total time of detector is occupied divided by the total time

of observation.
∑
100%
Where ti is the detection time of the ith vehicle.

T R A N S P O R TAT I O N E N G I N E E R I N G
T R A F F I C F L OW B E H AV I O U R
AND CHARACTERISTICS
 LANE UTILIZATION

 Lane Utilization

distribution of the total traffic

volume to the individual lanes of
multi-lane freeways/highways
(US HCM)

also referred to as lane

distribution, traffic distribution or
traffic split, it is normally
measured in percentage (%) or
ratio of total traffic

Ratio of the average volume per

lane to the volume in the
highest-used lane.

T R A N S P O R TAT I O N E N G I N E E R I N G
 W E AV I N G
 Weaving

The crossing of two or more

traffic streams traveling in the
same general direction along a
significant length of highway,
without the aid of traffic control
devices (US HCM)

Lane change – maneuver

employed in weaving

Measured in terms of frequency

over a defined length (e.g.,
frequency per 100 meters)

T R A N S P O R TAT I O N E N G I N E E R I N G
 LEVEL OF SERVICE
 Level of Service

It represents a qualitative ranking of the traffic

operational conditions experienced by users of a facility
under specified roadway, traffic, and traffic control (if
present) conditions.

To apply the level-of-service concept to traffic analysis,

it is necessary to select a performance measure that is
representative of how motorists actually perceive the
quality of service they are receiving on a facility.

T R A N S P O R TAT I O N E N G I N E E R I N G
 LEVEL OF SERVICE
 Level of Service A (LOS A)

LOS A represents free-flow

conditions. Individual users are
virtually unaffected by the
presence of others in the traffic
stream.

Freedom to select speeds and

to maneuver within the traffic
stream is extremely high. The
general level of comfort and
convenience provided to
drivers is excellent.

T R A N S P O R TAT I O N E N G I N E E R I N G
 LEVEL OF SERVICE
 Level of Service B (LOS B)

LOS B also allows speeds at

or near free-flow speeds, but
the presence of other users in
the traffic stream begins to be
noticeable.

Freedom to select speeds is

relatively unaffected, but there
is a slight decline in the
freedom to maneuver within
the traffic stream relative to
LOS A.

T R A N S P O R TAT I O N E N G I N E E R I N G
 LEVEL OF SERVICE
 Level of Service C (LOS C)

LOS C has speeds at or near

free-flow speeds, but the
freedom to maneuver is
noticeably restricted (lane
changes require careful
attention on the part of
drivers).

The general level of comfort

and convenience declines
significantly at this level.
Disruptions in the traffic
stream, such as an incident
can result in significant queue
formation and vehicular delay.

T R A N S P O R TAT I O N E N G I N E E R I N G
 LEVEL OF SERVICE
 Level of Service D (LOS D)

LOS D represents the

conditions where speeds begin
to decline slightly with
increasing flow.
The freedom to maneuver
becomes more restricted, and
drivers experience reductions
in physical and psychological
comfort.
Incidents can generate lengthy
queues because the higher
density associated with this
LOS provides little space to
absorb disruptions in the traffic
flow.

T R A N S P O R TAT I O N E N G I N E E R I N G
 LEVEL OF SERVICE
 Level of Service E (LOS E)

LOS E represents operating

conditions at or near the
roadway’s capacity.
Even minor disruptions to the
traffic stream, such as vehicles
entering from a ramp or
vehicles changing lanes, can
cause delays as other vehicles
give way to allow such
maneuvers.
In general, maneuverability is
extremely limited, and drivers
experience considerable
physical and psychological
discomfort.

T R A N S P O R TAT I O N E N G I N E E R I N G
 LEVEL OF SERVICE
 Level of Service F (LOS F)

LOS F describes a breakdown

in vehicular flow.
Vehicles typically operate at
low speeds under these
conditions and are often
required to come to a complete
stop, usually in a cyclic
fashion.
The cyclic formation and
dissipation of queues is a key
characterization of LOS F.

T R A N S P O R TAT I O N E N G I N E E R I N G
 LEVEL OF SERVICE

T R A N S P O R TAT I O N E N G I N E E R I N G
 LEVEL OF SERVICE

T R A N S P O R TAT I O N E N G I N E E R I N G
 LEVEL OF SERVICE

T R A N S P O R TAT I O N E N G I N E E R I N G
 LEVEL OF SERVICE

T R A N S P O R TAT I O N E N G I N E E R I N G
 END OF
P R E S E N TAT I O N
Thank You
POLYTECHNIC UNIVERSITY OF THE PHILIPPINES
College of Engineering
Department of Civil Engineering

Le c t u r e # 3

ADVISER:

E N G R . K R E Z I A M O R A L E S - TA C TA C
 COURSE OUTLINE
I. TRANSPORTATION PLANNING CONCEPTS
 Challenges Facing Urban Transportation
 Urban Transportation Problems
 Land Use and Transport Interaction
 Travel Demand Management
 Sustainable Transportation
 Dynamics of Urban Transportation
 Transportation Planning
 Travel Demand Forecasting

T R A N S P O R TAT I O N E N G I N E E R I N G
 TRANSPORTATION
PLANNING CONCEPTS
 LAND USE AND TRANSPORT INTERACTION

System Components

T R A N S P O R TAT I O N E N G I N E E R I N G
 LAND USE AND TRANSPORT INTERACTION

Simulating changes in transport sector

T R A N S P O R TAT I O N E N G I N E E R I N G
 LAND USE AND TRANSPORT INTERACTION

Simulating changes in land use sector

T R A N S P O R TAT I O N E N G I N E E R I N G
 INTEGRATED LAND USE, TRANSPORT AND
ENVIRONMENT MODELING (ILUTE)

 LAND USE SUB – SYSTEM

Trip generation
Residential and employment location, firm location
Changes in travel behavior
 TRANSPORT SUB – SYSTEM
Travel time estimation
Traffic volume forecast
Network performance (travel speed, congestion, length of
travel)
 ENVIRONMENTAL SUB – SYSTEM
Emission levels, exposure

T R A N S P O R TAT I O N E N G I N E E R I N G
 T R AV E L D E M A N D M A N AG E M E N T

 Building roads has produced a car-oriented

society in which the other modal
alternatives have little opportunity to co-
exist
 Car ownership beyond the ability of the
transport planner to control directly. But the
car use and ownership is affected by land
use and density, both elements that
planners can affect.

T R A N S P O R TAT I O N E N G I N E E R I N G
 T R AV E L D E M A N D M A N AG E M E N T

T R A N S P O R TAT I O N E N G I N E E R I N G
 T R AV E L D E M A N D M A N AG E M E N T

 A great deal of attention in planning is being

paid to densification and integration. This
includes concentrating development along
well-served transport corridors (transport –
oriented development) and increasing
densities in areas undergoing rehabilitation
 Managing the demand for travel is made up of
a large number of small interventions that
cumulatively can have impact of car use, but
in particular improve the livability of cities.

T R A N S P O R TAT I O N E N G I N E E R I N G
 T R AV E L D E M A N D M A N AG E M E N T

 A sample of well –
practiced and successful
interventions includes:
Park and Ride
Traffic Calming
Priority lane for buses, and high –
occupancy vehicles
Alternate work schedules
Promoting bicycle use
Car sharing
Enhancing pedestrian areas
Improving public transit
Parking management

T R A N S P O R TAT I O N E N G I N E E R I N G
 S U S TA I N A B L E T R A N S P O R TA T I O N

 Sustainable Development
“development which meets the needs of the present
without compromising the ability of future generations to
meet their own needs”

T R A N S P O R TAT I O N E N G I N E E R I N G
DY N A M I C S O F U R B A N T R A N S P O R TA T I O N

T R A N S P O R TAT I O N E N G I N E E R I N G
 T R A N S P O R TA T I O N P L A N N I N G

 Functional area within transportation engineering that deals

with the relationship of land use to travel patterns and travel
demands.
TRANSPORT DEMAND MODELS

 Refer to a series of mathematical equations that

are used to represent how choices are made
when people travel.
 Travel demand occurs as a result of thousands of
individual travelers making individual decisions on
how, where and when to travel.
 These decisions are affected by many factors such
as family situations, characteristics of the person
making the trip, and the choices (destination, route
and mode) available for the trip.
T R A N S P O R TAT I O N E N G I N E E R I N G
F U N C T I O N A L T R A N S P O R TA T I O N P L A N N I N G

T R A N S P O R TAT I O N E N G I N E E R I N G
 T R AV E L D E M A N D F O R E C A S T I N G

Predicting the travel demands on the

roads in order to estimate the likely
transportation consequences of
transportation alternatives (including a
do-nothing alternative) that are being
considered for implementation.
Estimate the impact of any transportation
improvement projects on transportation.
Estimate the impact of any policies on the
transportation system on transportation

T R A N S P O R TAT I O N E N G I N E E R I N G
 4 – S T E P S E QU E N T I A L M O D E L

Database Development
Break the area that requires prediction of future travel
demand into study zones that can be accurately
described by a few variables
Collection of existing socio-economic data for the study
area
Conduct of Person – Trip (PT) surveys to establish the
present travel patterns, specifically, person OD trips.
Conduct of other traffic surveys to calibrate the model for
the base year
Conduct of land use surveys to establish land use
development patterns

T R A N S P O R TAT I O N E N G I N E E R I N G
 4 – S T E P S E QU E N T I A L M O D E L

1. Trip Generation
Calculate the number of trips starting in each zone for a
particular trip purpose

2. Trip Distribution
Produce a table of the number of trips starting in each zone
and ending up in each other zone.

3. Modal Choice / Modal Split

Complete the allocation of the various trips among the
available transportation systems (bus, train, pedestrian, and
private vehicles)

4. Trip Assignment
Identify the specific routes on each transportation system that
will be selected by the travelers.

T R A N S P O R TAT I O N E N G I N E E R I N G
 T R AV E L D E M A N D F O R E C A S T I N G

Trip is a one way movement from a point of origin

to a point of destination.

Classification of trips:
By purpose (work, school, shop, other)
By Time of Day (a.m., p.m., peak, off-peak)
By Person Type (income, car ownership, family
size, accessibility, etc.)

T R A N S P O R TAT I O N E N G I N E E R I N G
 T R AV E L D E M A N D F O R E C A S T I N G

TYPES OF SURVEY

1. Infrastructure and existing services inventories

(public and private transport networks, signals)
2. Land use inventory
3. O-D Travel Surveys and associated traffic counts
(Household Interview Surveys (HIS), Cordonline
and Screenline Surveys; Flow, Speed and Travel
Time Surveys
4. Socio – Economic Information (e.g. income, car
ownership, family size)

T R A N S P O R TAT I O N E N G I N E E R I N G
 HOUSEHOLD INTERVIEW SURVEY (HIS)

Objectives of Person – trip (PT) Survey

To capture the socio-economic profile of

households in the study area
To establish detailed trip information of household
members in the study area

T R A N S P O R TAT I O N E N G I N E E R I N G
HOUSEHOLD INTERVIEW SURVEY (HIS)

T R A N S P O R TAT I O N E N G I N E E R I N G
HOUSEHOLD INTERVIEW SURVEY (HIS)

T R A N S P O R TAT I O N E N G I N E E R I N G
 T R AV E L D E M A N D F O R E C A S T I N G

By the end of the travel demand forecasting

process, the traffic volumes (the number of
vehicles per unit time) on the roads will be
produced, which provide useful information about
the congestion on the streets.

Thereafter, transportation planners can select the

best transportation projects by reviewing the
resulting levels of congestion from a series of
transportation alternatives.

T R A N S P O R TAT I O N E N G I N E E R I N G
 END OF
P R E S E N TAT I O N
Thank You
POLYTECHNIC UNIVERSITY OF THE PHILIPPINES
College of Engineering
Department of Civil Engineering

Le c t u r e # 4

ADVISER:

E N G R . K R E Z I A M O R A L E S - TA C TA C
 COURSE OUTLINE
II. TRAFFIC FLOW FUNDAMENTALS

 Types of Flow
 Relationship of Flow, Speed and Density
 Capacity and Level of Service
 Queuing Theory
 Shock Wave

T R A N S P O R TAT I O N E N G I N E E R I N G
QU E U I N G T H E O RY
 Q U E U I N G A N A LY S I S

 A significant amount of time

is spent in waiting lines by
people, products, etc.
 Providing quick service is
an important aspect of
quality customer service.
 The basis of waiting line
analysis is the trade-off
between the cost of
improving service and the
costs associated with
making customers wait.
 Queuing analysis is a
probabilistic form of
analysis.

T R A N S P O R TAT I O N E N G I N E E R I N G
E L E M E N T S O F WA I T I N G L I N E A N A LY S I S

 Waiting lines form because people or things

arrive at a service faster than they can be
served.

 Most operations have sufficient server

capacity to handle customers in the long run

 Customers however, do not arrive at a constant

rate nor are they served in an equal amount of
time.

T R A N S P O R TAT I O N E N G I N E E R I N G
E L E M E N T S O F WA I T I N G L I N E A N A LY S I S

 Waiting lines are continually increasing and

decreasing in length and approach an average
rate of customer arrivals and an average service
time in the long run.

 Decisions concerning the management of waiting

lines are based on these averages for customer
arrivals and service times.

T R A N S P O R TAT I O N E N G I N E E R I N G
 QUEUING SYSTEM

INPUT SERVICE STATION OUTPUT

 INPUT – normally characterized by some form of arrival

pattern usually given by its arrival distribution.
 SERVICE MECHANISMS – refers to the manner the
customers are served at the station.
 OUTPUT – generally depends on the queue discipline
and the service mechanism at the service station

T R A N S P O R TAT I O N E N G I N E E R I N G
 QUEUING SYSTEM
Factors to consider in analysis:
 The queue discipline
 The order in which waiting
customers are served.
 Calling population
 The source of customers
(infinite or finite)
 Arrival rate
 The frequency at which
customers arrive at a waiting
line according to a probability
distribution
 Service rate.
 The average number of
customers that can be served
during a time period.

T R A N S P O R TAT I O N E N G I N E E R I N G
 QUEUING SYSTEM
Factors to consider in analysis:
 Balking
 The customer decides not to
enter the waiting line.
 Reneging
 The customer enters the line but
decides to leave before being
served.
 Jockeying
 When the customer enters one
line and then switches to a
different one in an effort to
reduce the waiting time.

T R A N S P O R TAT I O N E N G I N E E R I N G
 QUEUING SYSTEM

INPUT SERVICE STATION OUTPUT

 Kendall’s notation is popularly used to describe a queuing

system. It takes the form:
A / B / C(n)
Where:

A – represents the input or arrival pattern’

B – represents the service mechanism
C – represents the number of services
n – represents the limit of the queue or users

T R A N S P O R TAT I O N E N G I N E E R I N G
 QUEUING SYSTEM

INPUT SERVICE STATION OUTPUT

A / B / C(n)
 Arrivals and departure may either follow a random or
deterministic pattern

 Markov (M) is used for random processes

 Deterministic (D) characterized by regular or constant

arrivals or departures.

T R A N S P O R TAT I O N E N G I N E E R I N G
 QUEUING SYSTEM

INPUT SERVICE STATION OUTPUT

A / B / C(n)
Typical examples of these processes are:
 M / M / 1 (∞) - is used for random arrival and departure
(service rate); one or single server; infinite queue (no limit)
 M / M / N (∞) - random arrival and departure; N or multiple
servers; infinite queue
 D / D / 1 (100) – regular arrival; regular service rate or
departure; single server; limit of queue is 100.

T R A N S P O R TAT I O N E N G I N E E R I N G
 QUEUING SYSTEM

 D/D/1 Queuing
Due to the regularity of both arrivals and
departures, it is more convenient to analyze a D/D/1
queuing system graphically. Arrivals and
departures are easily represented by straight lines
with the slopes corresponding to their rates.

T R A N S P O R TAT I O N E N G I N E E R I N G
 Q U E U I N G S Y S T E M - G R A P H I C A L LY

 D/D/1 Queuing

T R A N S P O R TAT I O N E N G I N E E R I N G
 QUEUING SYSTEM

 D/D/1 Queuing

EXAMPLE:
Vehicles arrive at an entrance to a recreational park. There is a
single gate (at which all vehicles must stop), where a park
attendant distributes free brochures.

The park opens at 8am. Vehicles begin to arrive at a rate of

480vph.
At 8:20 am, the arrival flow rate declines to 120vph and continues
at that level for the remainder of the day.
The time required to distribute the brochure is 15 secs.

Solution: Refer to DD1 solution excel file

T R A N S P O R TAT I O N E N G I N E E R I N G
 QUEUING SYSTEM

 M/D/1 Queuing
The M/D/1 queuing system assumes that the
arrivals of vehicles follow a negative exponential
distribution, a probability distribution characterized
by randomness. Departure is assumed to be regular
as in D/D/1.

T R A N S P O R TAT I O N E N G I N E E R I N G
 QUEUING SYSTEM

 M/D/1 Queuing
Let
;
Then:
;

If 1;

T R A N S P O R TAT I O N E N G I N E E R I N G
 QUEUING SYSTEM

 Basic formulas for M/D/1 Queuing

a. Average length of Queue

b. Average waiting time

c. Average time spent in the system

̅

T R A N S P O R TAT I O N E N G I N E E R I N G
 QUEUING SYSTEM

 M/D/1 Queuing

EXAMPLE:
At the exit of a toll gate with a single booth, vehicles arrive at random at a rate of
20 vehicles per kmnute.
mi The service has an average rate of 22 vehicles per
kmnute.
mi

a. Average length of queue formed at the toll gate

5.45 6
b. average waiting time of vehicles
0.23 13.62
c. average time vehicles spent in the system
̅ 0.27 16.35

T R A N S P O R TAT I O N E N G I N E E R I N G
 QUEUING SYSTEM

 M/M/1 Queuing
The M/M/1 queuing system assumes negative
exponential for both arrival and departure
distributions.

T R A N S P O R TAT I O N E N G I N E E R I N G
 QUEUING SYSTEM

 Basic formulas for M/M/1 Queuing

a. Average length of Queue

b. Average waiting time

c. Average time spent in the system

̅

T R A N S P O R TAT I O N E N G I N E E R I N G
 QUEUING SYSTEM

 M/M/1 Queuing

EXAMPLE:
Consider the same problem as M/D/1. However, due to variable toll fees,
the service is also random with an average rate of 22 vehicles per minute.

a. Average length of queue formed at the toll gate

9.09 10
b. average waiting time of vehicles
0.45 27.27
c. average time vehicles spent in the system
̅ 0.5 30

T R A N S P O R TAT I O N E N G I N E E R I N G
 QUEUING SYSTEM

 M/M/N Queuing
When there is more
than one server, such as
in toll gate where an
arriving vehicle will be
able to proceed to a
vacant gate, if available.

T R A N S P O R TAT I O N E N G I N E E R I N G
 QUEUING SYSTEM

 M/M/N Queuing
Let
;
Then:
;

Value of can be >1 but must be <1 for stable condition

T R A N S P O R TAT I O N E N G I N E E R I N G
 QUEUING SYSTEM

 Basic formulas for M/M/N Queuing

a. Average length of Queue

∗
!∗

Where:
1
∑
! ! 1

T R A N S P O R TAT I O N E N G I N E E R I N G
 QUEUING SYSTEM

 Basic formulas for M/M/N Queuing

b. Average waiting time

c. Average time spent in the system

̅

T R A N S P O R TAT I O N E N G I N E E R I N G
 QUEUING SYSTEM

 M/M/N Queuing

EXAMPLE:
If the operator of the toll road in the previous example wants to improve
the current condition at the toll plaza, determine the new queue
characteristics if the number of toll booths is increased to 2.
a. Average length of queue formed at the toll gate
.375
.236 1
b. average waiting time of vehicles
0.012 0.72
c. average time vehicles spent in the system
̅ 0.057 3.42

T R A N S P O R TAT I O N E N G I N E E R I N G
S H O C K WAV E
 S H O C K WAV E

T R A N S P O R TAT I O N E N G I N E E R I N G
 S H O C K WAV E

T R A N S P O R TAT I O N E N G I N E E R I N G
 S H O C K WAV E

 A shock wave
propagates along a
line of vehicles in
response to
changing conditions
at the front of the
line.
 Shock wave is
simply the motion
or propagation of a
change in density
and flow

T R A N S P O R TAT I O N E N G I N E E R I N G
 S H O C K WAV E

 Consider two flow regions P and Q as shown.

Region P has prevailing flow described by speed
u1 and density k1 while flow in region Q has a
speed u2 and k2.

Two flows with different properties

T R A N S P O R TAT I O N E N G I N E E R I N G
 S H O C K WAV E

The following notations will be used for the derivation

of formulas for shock wave:
• w – shock wave; vertical line separating regions A
and B
• uw – speed of shock wave w; positive if line w
moves toward the positive x direction

T R A N S P O R TAT I O N E N G I N E E R I N G
 S H O C K WAV E

• u1 and u2 – space mean speeds in regions P and

Q, respectively
• ur1 – speed of vehicles in region P relative to the
moving line w
ur1 = (u1 – uw)

T R A N S P O R TAT I O N E N G I N E E R I N G
 S H O C K WAV E

• ur2 – speed of vehicles in region Q relative to the

moving line w
ur2 = (u2 – uw)
Let N be the number of vehicles crossing the line w
at time t:
N = (Ur1k1) x t = (Ur2k2) x t

T R A N S P O R TAT I O N E N G I N E E R I N G
 S H O C K WAV E

Substituting the values of Ur1 and Ur2

(u1 – uw) k1 = (u2 – uw) k2
Therefore:

T R A N S P O R TAT I O N E N G I N E E R I N G
 S H O C K WAV E

 Formula of uw also has

a simple graphical
interpretation; it states
that the speed of the
shock wave is given by
the slope of the line
joining the points
representing the two
conditions (on a q-k
graph) whose
confluence gives rise to
the shock wave.

T R A N S P O R TAT I O N E N G I N E E R I N G
 S H O C K WAV E

 3 types of shock waves:

1. The forward moving

shock wave, i.e., speed
of shock wave is positive
2. The stationary shock,
i.e., speed of shock
wave is zero
3. The backward moving
shock wave, i.e., speed
of shock wave is
negative

T R A N S P O R TAT I O N E N G I N E E R I N G
 S H O C K WAV E

Example:
 A vehicle stream is interrupted and stopped by
policeman. The traffic volume for the vehicle stream
before the interruption is 1500 veh/hr and the
density is 50 veh/km. Assume that the jam density is
250 veh/km. After four minutes the policeman
releases the traffic. The flow condition for the
release is a traffic volume of 1800 veh/hr and a
speed of 18kph. Determine:
1. The length of the queue
2. The number of vehicles in the queue after four minutes
3. How long it will take for the queue to dissipate after the
policeman releases the traffic

T R A N S P O R TAT I O N E N G I N E E R I N G
 S H O C K WAV E

Illustration:
APPROACHING PLATOON RELEASING
CONDITION CONDITION CONDITION

q = 1500 veh/hr q = 0 veh/hr q = 1800 veh/hr

k= 50veh/km k= 250veh/km u= 18km/hr

SHOCK WAVE 1 SHOCK WAVE 2

T R A N S P O R TAT I O N E N G I N E E R I N G
 S H O C K WAV E

Solution:
; shock wave is moving
upstream
1. Length of queue after 4 minutes

2. No. of vehicles in the queue

T R A N S P O R TAT I O N E N G I N E E R I N G
 S H O C K WAV E

Solution:
; shock wave is moving
upstream
3. Time to dissipate the queue
; to dissipate

T R A N S P O R TAT I O N E N G I N E E R I N G
 END OF
P R E S E N TAT I O N
Thank You