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What kind of data can and should authorities use to address the problem of congestion that we live with each day, especially in big cities all over the world?
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Big data analytics help the public transportation sector to predict passenger volumes as precisely as possible. In this context, for example, certain events such as bad weather, holidays, malfunctions and customer feedback from running transportation operations can be analyzed and processed in real time.
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If you have a sample of Transport Vision Statement, please send me.
Thanks so much
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Dear Mr. Sagha!
I assume you refer to transport infrastructure investments - these have visions to reach:
1) Zubala, T. Effect of transport infrastructure development on selected components of the environment of inner-city river valley and the possibility of its revitalization (Lublin, Poland). Environ Sci Pollut Res (2022). https://doi.org/10.1007/s11356-022-18964-y Open access:
2) Givoni M, Perl A. Rethinking Transport Infrastructure Planning to Extend Its Value over Time. Journal of Planning Education and Research. 2020;40(1):82-91. doi:10.1177/0739456X17741196, Free access:
3) A case-study: Transport Plan to map vision for transport infrastructure to 2050, Hampshire Country Council, free access:
Yours sincerely, Bulcsu Szekely
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The boundaries of my investigations limits by real implementation on cities which are too far from driverless cars, ITS or other hyperllops-like decisions. I carefully examined,perhaps, all the existed models and approaches from japanees "Jamology", limitations of transport flows in the centre (of London,tax model), VANET, platooning, V2X, SCATS, SCOOT, traffic lights management and other methods which have some limitations from 'non detected' [without any sensors] vehicles (old cars, mini bus taxies or so-called "root taxy" , horses and carts , motocyclies, scooters, etc. or the bypass roads (which have exits in the centre of calculating zone and make some deviations in algorithms).
Not everything is solved by the development of public transport. In our city, it is planned to build a subway for 20 years, but the zones of the city are developed according to their own laws without taking into account the plans laid down for the metro, and therefore part of the dug canals under the ground do not meet today's needs.
Similarly, with the development of cycling and pedestrian zones. In countries with sharply continental weather in the cold season, it is unlikely that the city dweller will choose a bicycle instead of his personal car while the temperatures below 20 °C. Bus routes can have a certain effect, but again, dedicated lanes are needed (consider adjustments to the law and traffic regulations) and the replacement of a fleet for more comfortable trips as well as more developed routes. Inspection of road regulation(the police) is not as much interested in solving the problems of traffic congestion. The main indicator of the success of their work is the minimum number of accidents and victims on the roads. Therefore, the lower the traffic flow rate or its "standing", the calmer. Thus, what solution can really be implemented in cities where there are no autonomous and flying cars, where the budget is not enough to build monorails and tunnel stations (junctions) to connect metro, buses and other vehicles in rooms with comfortable conditions (for example, Queensland , New Zealand)?
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Dear Alexei
Sorry for the delay. The Thesis is in Portuguese, but the results were presented in the 2020 PLEA.
FORTES, M. B. ; GIACAGLIA, M. E. ; DUARTE, Denise . Disruptive Technologies on Mobility Raising New Opportunities for Urban Design. In: PLEA 2020 - Planning Post Carbon Cities, 2020, A Coruña. Proceedings of the 35th International Conference on Passive and Low Energy Architecture. A Coruña: University of A Coruña, 2020. v. 1. p. 600-605.
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the traffic light sometimes is easier to cause the traffic jam problem, if the designer don't make to many change to the both side of the road,such as the house and block building, what other aspect of things can be done to mitigate the traffic jam problem.
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Dear Dr. Yang Ying ,
I suggest you to have a look at the following, interesting reference:
- Reducing Traffic Congestion and Pollution in Urban Areas
Modern, sophisticated initiatives that are better than typical ‘big ideas’ include:
  • Optimise traffic-light management
  • Use CCTV to monitor road conditions
  • Enforce existing road traffic laws
  • Improve perceptions of buses
  • Extend residents’ parking zones
  • Charge for workplace parking
  • Improve cycling infrastructure
  • Improve bus services
  • Develop and refine park-and-ride
  • Use Inbound Flow Control
  • Rationalise distribution and deliveries
  • Existing rail network
  • Light rail
  • Strategic Road Network resilience
  • Road pricing
It is often incorrectly suggested that congestion may be solved with one big idea, such as:
  • Widen roads
  • Narrow roads
  • Add bus lanes
  • Remove bus lanes
  • Build tunnels
  • Build a new ring road
  • Build a light rail network
  • Switch off traffic lights
  • Ban cycling
  • Ban cars from city centres
  • Close through-routes to private vehicles
  • Close car parks
  • Build more car parks
  • Build more park-and-rides
  • Make buses free
  • Make park-and-ride free
  • Introduce a congestion charge/road pricing
- Reducing Traffic Congestion and Pollution in Urban Areas
My best regards, Amir Beketov.
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I want to simulate one traffic intersection.
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Dear Dr. Rafal Batto ,
I suggest you these following 3 Best Free Traffic Simulation Software:
1. Intersection Simulator
2. TSignals
3. Road Traffic Simulator
My best regards, Amir Beketov.
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Data like for example mobile activity, social activity from Location Based Services or traffic ?
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in this paper you can find a list of public mobility datasets:
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When considered at the regional level, what is the major purpose of a regional transportation system?
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Great question. I think we need to be clear what we mean by regional transportation. Suppose we have a large country divided into regions. There is transport within and between these regions. Within a region, the ideal is to gather material and consolidate it for transport to the rest of the country / world. For example in North America the Plains Region produces crops that are assembled and forwarded -- for example, gathering material into Winnipeg and subsequent transport to the Great Lakes might be a form of regional funnel to bring wheat to the rest of the Lake system (including the East Coast if we include transport by the St. Lawrence Seaway). The role of regional transport in this case then would be funnel material and move it to places where there is demand to meet the supply. The quality of the transport network will determine whether or not it is feasible to bring the supply from source region to demand in the receiving region. If the infrastructure is deficient, the cost of moving the material may exceed the value from the expected price obtained in the destination.
Then we have issue of inter-regional transport -- if we have regional specialization and certain materials are to be traded from one region to another, we need inter-regional links. Could be by waterway, river, rail, highway.
Some major problems occur when there is a breakdown / flaw in regional connection -- so there are I believe periodic blockages when there are floods, or capacity limits, or excess material trying to push in to the limited linkage.
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Different transportation, land-use, environmental, and other corresponding planners propose their work for new city urban plans in order to address the existing problems by identifying the major gaps they had. The existing land-use was following bad planning principles and it is already a failed plan. When planners integrate their proposed spatial plan to existing land use, they will have a real challenge in aligning. So, as a planner, what would be your choice to align the proposal you have with the existing land-use?
  1. Shall i follow the standard plan i have and remove the existing unplanned land-uses( NB: the compensation cost may be too large) ? or
  2. Shall i accept the existing situation as it is and compromise the planning standards?
What is your suggestion?
Any help is appreciated very much.
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From a southern perspective, I will go for option 2. Like @Luis Fernando indicated, we need to rethink our understanding of city making especially in the global south. Obviously the city is being shaped largely by the people as opposed to 'our plans' - let's plan from the peoples perspective (inclusive, participatory planning). Miraftab's piece on 'insurgent planning' will offer you a clearer insight of my point of departure. Hope this helps
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I want to explore daily passenger volume at railway stations in the selected region.
Should I take into account the number of people getting on the train or getting off the train? Maybe the sum of passenger getting on and getting off the train at particular railway station? Is this correct in this case? I will count double passengers who commute to work and come back from work in the same day. Maybe the average number of passenger getting on and getting off the train?
Best regards,
Wojciech Jurkowski
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if you are interrested in the number of passengers using a particular railway line, then you should sum all boarding or alighting passengers at all line stations to get the demand of this line.
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I'm currently working on a project that desperately needs real-world data to test. What are some cities around the world where we can easily download OD matrices?
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Taiwan Freeway Bureau provide the freeway user trip data. Please see M06A data.
Please note, the website is in Chinese.
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I want to draw an example of V2V and V2I communications in VANET with a Public Key Infrastructure (PKI). How can I do it?
(I attached an example from a selected paper).
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hi Mahdiyeh
conceptDraw is the most completed application in this field and its link is :
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I am working on my thesis in transportation planning which is about activity base modeling. I have some problems with the CT-RAMP method. I wanted to know that, is any body here using this method? I had some questions to ask.
And also I have some problems because of having many alternatives(363) with the details of Vovsha and Bradley's paper which is attached here.
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Dear
Diary R. Sulaiman
,
Thank you for your time.
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For my master thesis I'm building a cost model for organizations, which will calculate the cost for insourcing the transportation and outsourcing.
I need a formula, which can calculate an average distance that needs to be driven by the organization to serve its customers. However, the location from the customers is not available, we only know in which area the customers is.
In advance thank you so much for your time to read my question.
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Hi Peggy, some software licences are free (trial) for 30 days. It might be worth checking out these options too.
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I do not have access to sources , I need papers on topics like "Is  induced traffic measured by survey ? " and other topics in this regard ! Thanks 
here in Afghanistan we do not access to these sources ! 
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have a look may be you will find interesting, its more based on induced traffic through using different urban aspects
and
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The Public transpiration system of all developing countries are getting popular because of the integrated transportation development projects.
Having practice a different kind of technology with developing country public community is hard to continue. The world have lot of experiences. Can we share some ideas. It will add more values for my project
Thank You
Dilshan
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Dear Dilshan,
Here are some experiences from Singapore on developing an integrated multi-modal transport system.
Hope you find these articles are interesting to read.
Best, Tao
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Dear all,
I am conducting a research on optimising a regional road network problem. My goal is to find an optimal solution that can minimise total travel time from all starting nodes to all terminal nodes (i.e., OD-matrix) and minimize total length of newly added/planned links at the same time based on the theory of Scott (1970s). Namely, I hope to maximise connected links and minimize total number of newly added links.
I find some algorithms (short path algorithm and spanning tree algorithm) to calculate the accessibility indicators. I am right now a bit lost. As I can't access travel flow data to calculate the total cost of travel, I am not be able to conduct a linear programming study on this issue. I am right now a bit confused and lost, hope you can provide me with some pointers on how to move on with this research. Any advices and suggestions are highly appreciated.
Best,
Andrew
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I am searching to find a model which could show the best result of interactions of the households, making decisions with multiple decision makers in the case of transportation.
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Dear Mohd,
This paper would be so useful for my project.
Thanks for your response.
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I have a network and I want to model travel behavior
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They are similar to each other. Vissum is a little bit more user friendly (in my opinion, I worked with both of them). If you are not familiar with them, I suggest to use Vissum. It has easy to follow guides that help you to build your network.
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see above
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4 steps model is usually used all over the country. it is easy to use but this model has some disadvantage too.  for this model, we need data for 2% of total population. so that it is too costly in higher population country. there are some model also but those are not easy for their algorithm.  
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division of the road network has been done by formulating segments. The number of blackspots have also been computed using Empirical Bayes technique. Now how to locate the spatial position of the blackspot segments, since the segmentation has been done by me only.
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Dear Kirat, if you mean network screening (in other words identification of hazardous road locations/blackspots/hotspots/sites with promise...) with EB adjustment the typical workflow is:
1. segmentation and assigning variables
2. development of crash prediction model (safety performance function) and using it to predict mean expected crash frequency (P)
3. combining P with crash history using EB formula
4. using the result (EB estimate) to rank the segments - the top (for example 5%) is called blackspots/hotspots etc.
I am not sure where in this process you see "computing the number of blackspots". Please specify more.
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I want to develop a multiple linear regression with 457 samples. Among independent variables, there is one categorical variable which consists of three level (XL1, XL2 AND XL3). The number of XL1, XL2 and XL3 are 229, 214 and 14 respectively. Looking at proportion levels, XL3 is only 0.030 which can be neglected or at least merged with other levels.
Is any statistical test which can be decide whether the number of level of a design variable could be reduced?.
Any way, I have reviewed one paper which stated the hypothesis as below:
H0 : pi = 0
H1: pi ≠ 0
where pi is the proportion of class i, with 0.05 significance level
The paper claimed that if pi < 0.05, then class i can be reduced from a design variable.
I wonder how it can be since pi value fall in alternative H1 which is pi ≠ 0. Is it correct approach? If yes, please provide your explanation.
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You do not have to collapse groups unless:
1) You want to do it for some scientific reason (e.g. XL2 and XL3 are closely related)
2) You are fitting a model with many covariates, whereby having too many categories in your categorical variables will overfit your model.
When you include the three categories in your model, one of them, let's say XL1 will be the baseline category with which the others will be compared. The model will give you coefficients and p-values for XL2 and XL3 that will tell you if each of these is significantly associated with the outcome.
If you decide/need to collapse you will lose information, so I would suggest you avoid doing that.
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I am building a project for freight transport by the rail in Vietnam. Main goal of project are to improve ability to connect rail transport with road and sea transport at the sea ports and logistics center. I especially want to learn experience of Thailan, Korea, China and Japan about this sector.
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Hi Sao Le Thu,
I attach some papers about Betuwe line. Its references could help you too.
Best, 
Borja
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Dear colleagues!
I'm developing a tool building (near-) optimal routes for an existing set of vehicles which serve a fixed hub-and-spoke network with two hubs. A mathematical formulation of the corresponding problem is required. Which papers would you recommend to consider?
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Maybe the following literature survey is helpful for you as a starting point:
Cuda, R., Guastaroba, G., and Speranza, M. G. (2015). A survey on two-echelon
routing problems. Computers & Operations Research, 55:185–199.
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Recently, i try to search the best practice or available research paper regarding how to estimate the impact of prohibited on-street parking near intersection. 
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Dear All,
Thank you for valuable information.
These are very useful for my study.
Best regards,
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It is for a Macro (Synchro) and Microscopic (SimTraffic, CORSIM and/or Vissim) simulation that provides performance measures such as delay, throughput, capacity, air emissions and fuel consumption?
A "before and after" analysis is needed which may take months for a downtown study of 1 square mile.  The funding will go to a transportation professional engineering consulting firm.
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May be You can see if SSATP of de WB have grants or scholarschip 
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I am interested in applying UNA to Colombo. But still I could not find the exact way of doing it. The available tutorials in the internet only explain the GIS steps in applying it. I am worried on preparation on the weighted attribute table. So if anyone can help me in finalising the required database for the UNA will help me a lot
Thanks
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You can create by arcgis network analys, but which one type you want to analys? Because every type need different variables.. 
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There is a ITE trip generation manual for developed countries like the US, in which trip rates are given based on land use. Is the same applicable for developing countries? or any reference?
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Use OTISS (Online Traffic Impact Study Software) https://otisstraffic.com. This software is capable of converting US ITE TGM vehicle trips data into total baseline person trips data and then into study site modal trips. It works for any geographic context and help you to generate trips by any local modes. Try it out. It is free to try.
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This would help me, as Railway Geotechnical Engineer, a lot in reduced bearing stressed and economize foundation design (thicknesses of sub-structure layers)....
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Yes, it is a good idea, especially for long rail cars since it distributes the load more uniformly. However, the trade-off is economics. Namely ballast versus axle costs. i saw some rail cars with staggered axles in Sweden.
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One of Herat roads' is congested now therefore, the municipality decide to add tow more lanes to it. how can we measure the induced traffic to this road ?
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Hi Chris, it sounds very interesting. Looking forward to see some of your results!
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Hi
is that the network will equilibrate if all bush are equilibrated in the bush-based algorithms for the  traffic assignment problem?
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Hi again,
Here are a couple of good links to practical solvers, with a focus on bushes: 
Origin-Based Algorithms for Traffic Assignment: Algorithmic Structure, Complexity Analysis, and Convergence Performance - find it on Academia.edu
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Transport planners, urban planners
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You may find of interest this recent practice-oriented reference for travel forecasting tools at the sktech planning level via the Transportation Research Board:
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Hi There,
I am  wondering to ask how I can create a lane closure, dropping a lane of a link due to workzone? I thought maybe I should create a new link with a less lane and connect to the main line by connector. If so, how can I control when vehicles make the lane change?
I also thought the best "measure of effectiveness" would be"V/C" , Intersection Level of service or delay to see the impacts of lane closure. what do you think?
Thanks.
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Interaction queues can be used
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What types of model for train timetabling or scheduling do exist in research studies?
Can you give some a existing libraries for railway trains timetabling or scheduling in metro or intercity lines? 
Many thanks in advance.
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Concerning the comment about the head collision in Germany I have to point out that:
- automatic train control is expensive, and therefore is used only on limited stretches of railway network, including all high speed lines, but absent on many local lines;
- timetabling and railway safety are very different in safety level requirements.  Making timetabling responsible for collisions would contistute a strongly unnecessary obstacle to timetable optimisation.  For example, sending one train after another on a track leading to an interchange station would generate a "danger", but is optimal for passengers changing trains.  Safety of trains should therefore be provided by separate (and definitelly superior) from timetabling systems.
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Are there any differences for scheduling and timetabling between intercity and metro railway lines?
If so, can you suggest me optimization models which objectives are energy efficiency,  operational and other objectives?
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Thanks a lot for valuable comment.
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I am trying to document on this research question and as well as to find out the extent to witch there are any differences between the evolution of GDP/freight traffic and GDP/passenger traffic. Thank you for the help!
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Perhaps this paper will help you
Impact investigation of the economic crisis to the road freight sector in Thessaloniki, Greece
K Papoutsis, S Basbas, E Bouhouras, E Sdoukopoulos
WIT Transactions on the Built Environment
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Our municipality aim to widen a congested road inside the city in order to decrease congestion, while this road is not covered by public transportation yet .
I want to argue that if public transport cover this road no need to widen the road anymore .
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Hi Farooq,
You have many good suggestions above. I would also suggest that street packing photos dramatically show the difference in land used. These have been done around the world. Attached are from Honolulu. One shows a couple blocks of 4-lane street filled with rush-hour single-occupant cars.  Another shows all the drivers without cars. Another shows all would fit into one lone bus. And finally, if they are walking or cycling they are hard to find. Add to that the land necessary for car storage during the day.
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Please suggest me some papers , articles, or own experiences .
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Bus Rapid System is implemented for its potential positive impacts on traffic. However, to answer the question, here are the few reasons commonly cited for the failure of BRT.
Lesser road space for other vehicles.
BRT requires a dedicated lane only for the bus. This comes at a cost of lesser road space for other vehicles. Careful planning and traffic demand study is required to ensure if this would have positive impact on the efficiency of traffic (intersection capacity)
Accessibility of platform.
The BRT bus platforms are usually located along the median in the middle of the road. Passengers, in the absence of facilities like subway or pedestrian crossing, finds it very difficult to board the bus. This also poses safety concerns.
Longer traffic signal cycle times
The traffic signals with BRT corridors usually have a higher number of signal phases to accommodate the BRT movement. This increases the overall waiting time and the queue length of the intersection.
Lack of enforcement of BRT rules
Road users violate traffic rules by using the bus lane, defeating the very purpose of BRT.
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The land consolidation or the land readjustment is crucial in most Indonesian urban areas, particularly cities having more than 500,000 people living in. These cities provide not enough streets for vehicles traveling and parking with a lot of small paths to walk rather than paths for motorized transportation. Irregular larger blocks dominate the pattern of urban structure with ineffective urban circulation.  As a result, they create traffic jam and crowded movements. What is the best way forward to implement land consolidation?
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Dear Woko
The previous answers have good information.
I will add a quick comment on the governance arrangements.
In Australia, the preferred body to conduct a land assembly-then-land re-allocation exercise would be a statutory authority, rather than a ministerial department of government. Statutory authorities, while still entirely non-profit and entirely dedicated to the public interest rather than commercial interest, are established as corporations with more flexibility in buying and selling land, letting contracts and recruiting staff than the pure ministerial department. However, special safeguards need to be built in to ensure that they aren't corrupted by vested interests. For example, the board members and chief executive must be selected carefully to ensure that they have a public interest mindset and no conflict of interest.
I will also add a quick comment about the final paragraph of Peter Colwell's response above.
I agree that once the new settlement layout is designed and the new titles are issued, subsequent development (and possible subdivision) should be left to the new private landowners through private markets, so long as there are effective zoning regulations in place to prevent excessive intensification that degrades the liveability of the area.
I would add two points. First, please note the difference between the reallocation and sale of land (which is a transfer of ownership from the authority to the new owners); and the regulation of development through zoning (which draws on a different head of power, the sovereign power to pass legislation). Zoning regulation modifies or restricts the property rights that otherwise were inherent in the land title.
My second point is that the act of redesigning the settlement and establishing new allotments usually creates additional economic value. This value rightly belongs to the community and should be captured by the authority that is selling the allotments in the new layout. It can do this by selling at a fair market price through transparent methods; and by ensuring that the new allotments are a suitable size to match the proposed land uses. If the new allotments are very large, and require additional subdivision by the new private owners, then much of the additional value will be captured by the new owners.
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Currently, I am working on a research topic related to multimodal transportation in continuous hub location routing problem. I was wondering if there are any research papers, studying the impacts of using different modes of transportation on hub discount factor (alpha). 
To be precise, how the value of alpha can be changed for different modes of transportation in a multimodal hub network
Addressing research papers would be highly appreciated.
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The planners design a tramway for a road with around 4000 passengers/hr per each direction in peak hours . Just I want to examine the possibility of implementation of BRT mode instead of Tramway.  
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The short answer is yes and by a large margin. Capacities up to 35000 passenger per hour and direction and even more have been OBSERVED in Transmilenio BRT. See the BRT Planning Guide: https://www.itdp.org/wp-content/uploads/2014/07/52.-Bus-Rapid-Transit-Guide-PartIntro-2007-09.pdf
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I am working on a research will examine the possibilities of applying BRT mode of Rapid Transit, from cost and duration of project point of view, into the route planed already for Tramway or LRT.  
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I think the following link can help you. Victoria Transport Institution is valuable source of information in this regard. Here you can find some important references and examples about BRT which I think you will find useful. 
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I need advice on how to go about a survey of small and medium scale businesses (SME) in the United Kingdom, especially within Leeds and Bradford.
I am currently working on a research which seeks to assess the transportation factors that influence the choice of location of SMEs in the UK and I am presently not sure of how to go about it.
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I suggest you read parts of Operations Management books on Location. It will give you insight on Location decision factors. OM theorists distinguish demand and supply driven factors on location decisions.  If you are interested I can suggest specific readings and prvide you with the books (pdf).
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I am interested in constructing and measuring suitable indicators that model safety perception in order to understand how safety perception influences transport choices.
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In both program there are only way to simulate signalized intersection or roundabout.But in middle east, especially in Turkey or Iran there is some kind of signalized intersection, that exist a roundabout at the mid of intersection.So the cars are waiting in the middle of intersection instead of storage line.
Just now, i want to simulate these kind of intersection in software in order to calculate level of service.
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I already try this method, but adding turn pocket storage increase the capacity of intersection so the delay of intersection decrease. Is there any alternative way without adding extra line as storage?!
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Dear Friends,
We are studying a hazmat transportation problem with multi-modal (rail+road). Now we need to have some instances (real or generated) for using in our model to solve the problem based them. 
Any information you can provide me would be greatly appreciated.
Best regards,
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Dear Shih-Miao Chin, thanks again. 
These sites has good information about network topology.  Hope, we could use them since the data are based on GIS software.
regards
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This formula is used to specify whether their is a need to provide pedestrian crossing facility or not. Its value is taken as 10 E+8 for undivided road and 2x10E+8 for divided road.
Why is it doubled in the case of divided road?
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Dear Rajat,
The pedestrians would be conflict (with the vehicle traffic) two times for the divided road. But in case of undivided road it's half of the divided case. 
If you explain more about the problem, I can answer more.
I hope this would be helpful.
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How can the architectural profession provide an environment for increased informal neighbour interactions, especially in high-density developments?
Where and how do you usually make contact with your neighbours? 
Are you aware of any great publications or building case studies related to this area of research?
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Dear Amelia,
These material are interesting:
And this book:
The Handbook of Design for Sustainability
by Stuart Walker,Jacques Giard - 2013
Regards,
Vanessa
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Do you know any methodology for extending spot speed time mean or space mean (measured by measurement stations - inductive loops) for the road section (e.g. between junctions)?
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Dear Yorgos
Our spot measures coming from measurement stations (pair of inductive loops one aftter another at every lane of a street)....
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What are some of the alternative ways (other than federal funding) states can pursue to fund public services such as transportation planning, paying for police and fire services and improving education? Usually those services are funded by a combination of state tax income and federal funding. How can tax-free states generate alternative income to pay for such services?
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Don't know how much longer, if there are any nation, that can remain tax free (zero incidence of tax for the populace?). But there are certainly things governments can do to rid themselves from tax addiction. Re-nationalizing lucrative industries often changes the existing structure of rents if contracts can be renegotiated, innovative incentives can be re-engineered with the relevant stakeholders . Thereby increasing the economic efficiency of these industries and paving the way for even less tax reliance and increased public revenues to finance public projects and services. A case in point is Bolivia, where policy episodes alternating between nationalization and privatization in the hydrocarbons sector has yielded interesting policy lessons.
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What is the suitable ITS plan for traffic problems in developing countries with dense traffic jams and absence of traffic control plans. In such cases, is the environmental dimension considered in planning a new ITS system for developing countries societies? Or, just to focus on the operational performance of the street network.
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Information and education - the most important factors. It is very important to get society (and institutions will be involved in the process) acceptance before implementation.
You can start with ITS architecture e.g. eframe (http://www.frame-online.net/)
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It would be important for me to get information about any case where data from ITS (Traffic control systems, information systems etc.) were used to develop VDF.
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The paper of Thomas et al. (2012) used simulated data but I think it is a useful reference.
Thomas, J., Srinivasan, K.K., Arasan, V.T., 2012, Vehicle class wise speed-volume models for heterogeneous traffic, Transport, 27 (2), 206-217. DOI: 10.3846/16484142.2012.697442
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Hi,
I looking for cities/towns located in the global South (South America, Africa, ... but the list could include also China and India!) which have experimented (or at least considered) the introduction of free (= zero-fare) public transport.
Your help is much appreciated!
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Thanks! After having done some research, I am still looking for more cases in South America and Asia (not only in China). Let me know if you have heard of any that aren't mentioned here: http://farefreepublictransport.com
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Is there published research that compares [actual, perceived or estimated] travel time by mode for the same origins and destinations? I cannot find anything in the literature.
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Dear Ugo,
Brazilian information:
About the city of São Paulo:
urban mobility survey 2012 (various reports):
subway 2014:
bus 2007:
for all modals in the city of São Paulo, see pg. 11:
On ports and airports recent data for cargo and passengers
empresa/pesquisa/chamada3/capitulo3.pdf
Annex a comparative table.
(i can help with portuguese).
Regards,
Vanessa
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Key performance indicators for transport efficiency.
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I think the transport efficiency is independent of the segment (if distribution or reverse logistics). However, an index relating the product output to the return of reusable material in the same period, would be a good indicator
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We are going to send our transgenic material (originally from tobacco leaves) in a big batch to our project partner in abroad to proceed further on protein purificaiton, But we are not so sure about how we should in good way prepare the samples in order to protect the exp.protein from any possible degradtion during the transportation. Does anybody have any good tips or suggestions on this? Thanks in advance!  
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I attached a paper for your reference:
1. You can dip these tissue into liquid nitrogen and place them with dry ice (very cold) and send out with overnight express (will be expensive, depending on how far the other country you want your samples send to).
2. Freeze-dry (lyophilization) the tissue and send it out (but special care may need for later protein analysis). Please see the attached article for further information.
3. Another way of doing it is to send the offspring transgenic seeds and regrow them at the other lab, but this will need more time before you get to do the analysis.
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A road passes through/towards populated areas. How can we determine the importance of this road? One way is of course by measuring the road safety it offers to the local society. Another way to do that is by determining the importance of these areas (number of citizens, existence of airport etc). Can you suggest me a scientific way to do that? Thank you!
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some of the items:
1. no of users
2. benefit gain
3. time saving in travelling
4. economic benefit gained form the project
etc
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Hello, prompt, where you can see the data on accidents involving drivers with driving experience of 1 year in different countries?
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The Fatal Accident Reporting System (FARS) has extensive data for all fatal crashes in US.  You would need to make an assumption of driving period based on driver age.  Legal driving ages vary state to state, but there is a graduated drivers license (GLD) site that maintains all of that legislative info.  NHTSA also publishes a traffic safety fact sheet on young drivers https://www.google.com/webhp?sourceid=chrome-instant&ion=1&espv=2&ie=UTF-8#q=nhtsa%20traffic%20safety%20facts%20young%20drivers%202013
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India has a huge domain of public transports most of which is decentralized and ill-organized.
Proposed Ubiquitous Transport System would provide a single-window approach to transport facilities where it will be easier for people to avail transport services.
How far is its implementation feasible in the huge and diversified domain of India?
Or is it a good idea bringing all the transport facilities under a single portal?
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Hello Mayra,
You have rightly pointed out to one of the key issues in implementation. As in the case of my home country India, GPS tracking in vehicles though already implemented is restricted to a specific domain and scale. I strongly think that devising an intelligent transport management systems with single window approach to track-record of all public transports could be the next step in this quest.
Best Regards....
PARAG
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The ITS road map avoids setting specific time windows for different systems. Is there specific documentation on the deployment timeline for different ITS services in Europe? I am aware of the work done by the EasyWay project!
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There is no simple answer. My suggestion is to pass through ITS national organization in Europe. The answer should be there. ,
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The emission factors if transportation emission contribution into a system/process is based on distance traveled.
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The HBEFA application (http://www.hbefa.net/) allows to compute emissions given the driven distances.
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Transportation corridors are becoming key road maps for economic development in developing countries. I would wish to engage this topic and find out whether its the most sustainable developmental approach for regional integration. 
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There is a long history of the study of interdependence between transport and development. On the one hand transport points with initial favorable advantages can be drivers of growing economic activity. The development of the system after that is likely to be guided by the goal of linking the areas with the greatest development. (See Taaffe/Morrill/Gould for an idealized typical sequence of development.) I have thought a good deal about this problem and there are more nuanced and elaborate ideas at the heart of your question. On the other hand, a lot of this thinking has a bias towards growth and "more is better." This idea is not without its problematic aspects.
Building a transport corridor and expecting that development will automatically follow is probably not going to be the way it works. Much more likely is that the transport corridor linking places CAN possibly become the nexus of a set of advantages in terms of accessibility that will lead to further positive feedback (also known as “circular and cumulative causation”). One of my favorite versions of this is the work of Friedman and in some ways Hirschman where the complex concepts of spread and back wash and spillovers point to the idea that a transport advantage can lead to more positive effects (in terms of further locations and clusters). Now, one of the surest ways to have a growth corridor is to have a link that connects large nodes which themselves are active points of production and consumption. Friedman I think coined the idea that growth is focused on corridors linking places that are a highly interactive. In some ways the push into the ex-urbs beyond the circumferential highways that ring US cities occur along roads leading to other centers. One can also see the effect of attempting to “bundle” and market regional economic access as an asset as in say the areas of North and South Carolina in the US.
I am leaving aside for others the more critical issue of whether a corridor with concentrated growth and development can actually have some negative consequences for the indigenous forms of crop production and economic land use in developing regions.
Thanks for the provocative question, and I look forward to other replies
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This question is related to the measure of estimation and forecast accuracy in (freight) transportation network models.
input data : origin-destination (O-D) matrixes at the European regional NUTS2 level for different transportation modes (road, rail, inland waterways). These matrixes contain tons transported for a given year between each O-D pairs. These matrixes exist  for different types of commodity, but this is of less importance in my question.  Consider this input as the "observed real-world" data.
Model : the matrixes are merged, so that I have one single matrix per category of commodities, that includes all what is transported by the three modes. Several mode-choice and assignment procedures are applied in a network model. Using a sample of 5% of the OD pairs, the model is calibrated for each mode-choice/assignment model that is tested, in order to reflect the "observed" modal-split found in the input data for the sample. The calibrated cost functions are then applied to the total matrix.
Output : For each mode-choice/assignment model, I retrieve the tons that are allocated to each OD pair, for each mode. I can also retrieve the tons that are assigned to each link (road, rail, waterway) of the network, but I've no observed counts along these segments, so that I cannot use this output.
It comes out that, even if classical estimators such as R2 (computed on a per O-D basis : observed tons / tons obtained by the models) can be very similar from model to model, the distribution of errors can be very different.
Question : I would like to compare the (relative) quality of the different models I test. A came over a series of estimators used in forecast accuracy (MSE, MAE, MAPE, MsAPE, sMAPE,...) and more recently MAPE-R and MASE, but I'm not sure that these estimators can be applied to the problem I describe here. Does someone have any experience with this ?
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Thank you for you answer Ali.
MLE is an option to fit the model. It could indeed be used in a modal choice context. However my problem is not to find the best modal-choice model formulation, but is to compare the (relative) performances of several models applied to a same dataset.
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In downtown and heavy commercial areas, pedestrians use streets and interact/conflict with vehicles. Therefore, causing congestion that is caused by heavy traffic as well as pedestrian conflict. When analyzing/simulating (vehicular) traffic operation using the regular tools (HCM and others) and adding some friction factors to account for pedestrian conflict, results are not reasonable compared to real life conditions.
Does anybody know of a model or a methodology to analyze or simulate the pedestrian-vehicular traffic conditions?
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good evening
what type of micro simulator do you have?
VIssim for example has PTV Viswalk t0 define pedestrian flow
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my research starts from many real time data relating to traffic and congestion phenomenon on road network.
i need of specific mathematical approach that define variation of  pollution emission through traffic data and enviromental aspect
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thanks a lot
i just download the second file. My problem is not related to Gis  but real time data of traffic  that it is just use like congestion phenomenon map (on real time)
i want to compare different mathematical  approach (linear and not) and COPERT too to define a scale related to pollution to output on map.
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My basic data set is a merge of 3 origin-destination matrixes (one per transportation mode). These matrixes are the "observed" data. The modal choice model has to estimate/predict the modal split for each OD pair.
At the end, I compare the result of the modal-split model to the observations, on a per OD basis. How can I compare the performance of the different modal-split models I use in order to chose the "best" ?
My first guess is to use an estimator such as MSE, MAE, MAPE or SMAPE. Which is the best? Should I use them on the absolute values (transported tons in my case) or on the modal split (expressed in % for each OD pair) ?
Are there other good estimators ?
Any suggestion is welcome.
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there are well established literature and methods  but best review the real world data and validate.
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I am interested in the programs themselves, as well as scientific methods of their development. Also of interest is the assessment of their effectiveness (how much money is spent/what is the effect obtained). I am also interested in the programs of public transport development.
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Fines is the most effective method to improve road safety these days in my country.
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The BPR function is the most used in static models but is seems not suitable for dynamic models.
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The bottleneck model may be a good approach for dynamic modeling. It assumes a fixed capacity to the bottleneck, with all demand exceeding capacity forced to wait before the bottleneck.
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In France, the maximum length of a freight train is 750 meters, including the locomotive. The French nework is built with marshalling yards and passing sidings allowing this length. In Europe, this length is not the same everywhere: for instance a train going from Paris to Milano must be cut into two trains when it enters in Italy where the length is 550 m. Since 2012, the length of 850 m is allowed for some routes (Paris - Marseilles). Trials have been running successfully with trains of 1500 m.
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Slovakia - 750 meters
Czech Republic - 750 meter
on corridors - regional lines are different
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I'm researching the management and planning issues regarding urban freight measures. Very often they are implemented with "learning by doing" approach, which has a limited effectiveness. So contributions about your experience with planning (or evaluating)of urban freight measures will be very appreciated.
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This topic boils down to customer expectations, distribution network capability and capacity and infrastructure planing. Why did UPS & FedEx have success a difficult time last winter? Back to the fundamentals I say.
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Can I add them to the cone centroid?
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In my opinion you can add specific attribute to the connectors of particular TAZs.
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I need an article about a single facility problem or multiple facility problem in rectilinear distance or euclidean distance, or an article about a tree network problem or cyclic problem ( 1 median problem or 1 center problem or n center problem ).
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Thank you Nishant
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What are the most used software for simulation of traffic flow? Are there free software?
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There is a bunch of traffic simulation out there
Paid traffic flow simulators :
- Quadstone paramics (microscopic)
- VISSUM (macroscopic)
- VISSIM (microscopic)
- AIMSUN
Free :
- Matsim
- SUMO (microscopic)
- Repast
- MAINSIM
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As part of some research I am trying to collect and list the current highway design standards in different countries (see attached publication). Can anyone help with suggestions for other countries / or corrections to those in this version of the publication?
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Thanks very much for the link Dragan. I added some notes on documents from Serbia to the latest version of my (draft) publication, and will update them after I have checked out the details on your linked website.
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see above
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Major roads, freeways, railroads, rivers, mountains, etc are good boundaries. Here in the United States, we tend to use census tracts, as that makes it simple to assign demographic data to a zone.