Verkehr I

= Modelling of traveller's choice for available routes

→ find fastest route from each node (Dijkstra Algorithm)

1. All-or-Nothing Traffic Assignment

• traffic always choose minimum path
• calculations of minimum path, based on free flow
  → constant & not affected by viarble amount of traffic -> problematic

2. Multipath Traffic Assignment

• based on impedance between two zones
  → route with smallest impendance gets the most traffic
  → not all traffic use minimum path
• Limitation: also based on free flow → impedance value stays the same even with higher traffic level

3. Capacity-Restrained Traffic Assignment

= dynamic trip assignment
-> when traffic on a link is increased ⇒ increase of impendance as well

All or nothing Traffic Assignment

• user-equilibrium => shortest path
• based on free flow
• problematic: shortest path stays the same even with higher traffic level

Multipath Traffic-Assignment

• Traffic assignment based on smallest impedance between zones -> not all traffic use minimum path
• problematic: also based on free flow -> impedance stays the same even with higher traffic level

Capacity-restrained traffic assignment
=dynamic trip assignment

• adjustment of impendance to traffic level

Ability/opportunities to reach the desired destination

is defined through:

• Generalised cost: Travel Time, Cost, Comfort
• Proximity of bus station

Goal of Transportation Planning: maximize Accessibility

=> for higher productivity & more user for public transport

describes difficulty to reach a destination 

System Equilibrium

• minimal total generalised cost
  => additional car makes other cars slower

User Equilibrium:

• shortest route for all users
  => used routes have same generalised cost
  => not used ones have higher cost
• illustrated through Minimum Tree

TMS

• measured with radar scanner
• = arithmethic average of spot speed:\(u_t =\frac{\sum v_i}{n}\)

SMS

• areal photograph
• total distance/total time
• harmonic mean: \(u_s =\frac{n}{\sum{1/v_i}} \)

-> siehe Notion

Difference of traffic flow in two opposite direction

• Travel flow during peak hours is mainly focused in one direction
  => generated through insufficient land use mix
• problem: empty streets & pt in other direction => insufficient use of infrastructure

Solution

• mixed land use
• reversible lande
• zipper machine

• mixed land use
• differential pricing: higher charge of transport systems during rush hour
  => ppl who are not dependent on traffic during peak hours delay their travel

• temporal variations: traffic flow depends on observation time & space, peak hours, 
• spatial variation:
  • Travel flow depends on local land use (city: higher q)
  • depends on the infrastructure provided (street width)
• depending on travel direction
• change of transportation & land use changes travel flow as well

- permanent & temporary count stations

- GPS data

?

Capacity of a street is not fixed but based on level on level of congestion we are willing to put up with
=> determined by a desirable Level of Service
-> based on Social, Economic, and Tracel Capacity
=> is a political number

- characterized by DHSV: Design hourly service Volume

for traffic planning we need to set a future time we want to plan/design for

• DHV describes traffic occurence in the design hour & year and in the design direction for the design capacity (based on Level of Service)
• estimated from ADT

How to select DHV:

• traffic planning for the traffic occurence of 50th-200th most busy hour of the year

Problems:

• Determining DHV is a Trade off between too many congestion hours & inefficiently big facility
• When Design year >20 y in the future: predict & provide

• Traffic design solely based on past trends & numerial datas
• doesn't take into account societal parameters, like change of mindset, that can influence traffic occurence

Problems

• reacting instead of acting
• Induced Traffic: 
  • wider streets -> attracts more cars -> bigger traffic occurence than predicted -> again wider streets
• unpredictable occurence -> more traffic in comming year -> again predict & provide -> massive & insufficiently used infrastructure
• wrong assumptions
• new technologies

= What level of traffic concentration do we want to have for design hour?

low LOS:

disigning a low LOS during busiest hour of the year => broad streets

=> Empty & insufficiently used street for the rest of the time

Nr. of Lanes = DHV/DHSV

- DHSV: given by LOS

- DHV = ADT * Directional Split * Traffic in Designhour (as fraction of ADT)

1. driver assistance
2. partial automation
3. conditional automation
4. high automation
5. full automation

• before cars: compact cities that were designed for walking
• cars & electric rail changed shape & size of city
• faster travel BUT not reduction in total travel time (-> 30-minute commute principle)

• Inventions: Bicycle, Tram, motorised Car
• early 1900: growth in car ownership
• spread of highway & reduction of pt services

Consequences:

• Division of places due to highway expansion
• wider streets
• infrastructural density

America:

• main travel modes: automobile & airplane
  -> urban sprawl
• bad railway system (nicht gut ausgebaut)

Switzerland:

• automobile and railway are both important for longer distance travel 
• non-motorized travel & public transit prominent within most cities

=> Transportation is not just physical system (Infrastructure) but also policies

• Definition: Transportation Infrastructure: vehicles, road,travel way, toll, ...

• Definition: Transportation Policy: determine how transportation is planned, designed, built, managed, priced & funded

  • governance (who builds, who owns, who maintains)
  • taxes
  • land-use zoning
  • design regulation
  • approach to planning

• brings goods to market
• focus accessability not movement/mobility
• Transportation = Infrastructure + Policy
  => not just physical system (Infrastructure) but also policies

Modes: Car, Rail, Bus, Air Waterborne

Factors: 

• Costs (infrastructural & user)
• Travel Time
• Comfort
• Environmental factor

Train usage in Europe

• faster & better public transit
• more compact & walkable cities
• fewer & more expensive parking
• high fuel taxes
• goverment suppoert for rail -> reliability
• better marketing for pt
• integration of diferent modes (zb train connecting to airport)

Most people are willing to commute to work, when it's within 30-min

=> Faster travel has not led to a reduction in travel time

• Walking, biking (non-motorized)
• Motorized Roadway modes
  • Car, Taxi
  • Bus (Bus Rapid Transit)
  • Micro Modes (E-Bike, Scooters)
• Fixed Guideway Modes: Train, Trams
• Others: Water based, Gondel

= Bus line with higher service quality:

• scheduling & infrastructural improvements

=> makes public transport more attractive -> more ppl change to transportation

⇒ Goal: provide same service quality as rail transit but (less expensive) with construction cost savings

(possible Con: infrastructural extension needed)

= subways

Is base for all other modes of transportation & connects them all!

→ every trip starts & end with walking

good walking environment: not only sidewalks but also consideration of land use: safety, attractiveness, distance

• Sustainability of cities
• less space for parking
• different level of connectivity -> housing areas can also be easily reached

Difficulty: 

• overcome separation of land use & inappropriate design, size & scale of highways
• The results of different choices are often not fully realized for many years, so a long-term perspective is required

• reliable
• cost efficient
• provide options/choices
• mobility for diverse population (young, old, impaired)
• safer
• environmental friendlier

• Land Use influences viability (Durchführbarkeit) of transportation mode
• Transportation options shape the Land use pattern

= Goal of Transport planning

• to coordinate Land Use and Transportation
• zb. Bei Gebietsentwicklungen nach bestehende Infrastruktur richten
• good transit service

=> leads to mixed use developement

- can be reached through good transit service, Land use Zoning, other Planning policies

• Land Use influences viability (Durchführbarkeit) of transportation mode
• Transportation options shape the Land use pattern

=> Transportation Planning: Transit Oriented Developement to coordinate both

Change can affect:

• Car ownership rates
• Household size & composition
• Mode of Trips
• Nr. of daily trips
• Length of trips

• Supply of Highways: Capacity, Speed
• Design of the Streets: type, scale of street, accomodation of different nodes
• Design of the Street Network: connectivity & density of network (+ same factors as Design of Streets)
• Parking Supply and Management: amount & design of parking, regulation, price
• Walking and Biking Accommodation: quantity & quality of paths, connectivity & density, safety & attractiveness of travel encironment
• Transit Quality and Accessibility: qualit, quantity & attractiveness of transit service, accessibility of destination through public transit

• Land Use Density: people or jobs per acre
• Land Use Mix: what kind of different types of land uses are located together (housind, commercial, institutional, industrial, work...) → oftentime measured through job/housing ratio
• Site, Building and Public Spaces Design: layout, scale and details of building, street, parking

• streets & transit only used in rush hours & in one direction, besides that ppt and streets are empty
• places with low density and segregated land use can only be effectively served by private automobile travel

Trainsport Planning is about providing ACCESIBILITY

• Comprehensive Planning = coordination of individual interests (zb. transportation, land use, economic developement, social planning