Verkehr I

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

1. Understand the difference between goals and objectives
2. Plan for development not growth (quality vs. quantity)
3. Keep in mind the broader impacts of transportation plans
4. Plan based on desired outcomes, not just on projection of past trends
5. Consider all relevant issues, not just those that are easy to measure
6. Focusing on access and not mobility

Goal: desired outcomes, such as helth, equity and happiness → longterm

Objectives: ways to achieve goals = tools → short-term outcome
-> there can be different objectives to achieve goal

1. Direct Impacts = Changes in Travel conditions & Costs

   zb. increasing roadway capacity → reducing congestion

2. Current Indirect Impacts = change in travel behavior, tax and external impacts

   zb. increase of capacity → attracts additional travel (Rebound Effect) → forces more people to drive

3. Long-term indirect Impact = change in land use, economic developement

   zb. increase of capacity → land use becomes dispersed & automobile dependend

= traffic over and above what one would expect from just extrapolating from the past rate of growth

⇒ possible reason: increase of capacity → land use becomes dispersed & automobile dependend => more traffic

⇒ induced traffic is reason for why 'predict & provide' approach of transport planning isn't ideal

• Vehicle Mobility: Transportation = motor vehicle traffic => only cars considered, all vehicles treated the same
  -> Veh/h, speed
• Personal Mobility: Transportation = measured in terms of person-trips & person-kilometers
  -> miles of bike lanes
  -> ease of crossing road
• Access: Transportation = Accessibility: ability to reach desired destinations
  -> time distance to destination
  -> destinations per square mile
  -> interconnectivity of different modes

Cars need much more space than other modes of travel for the same number of people!

=> Transportation and Landuse must be treated together

Land Use Strategies:

• Density
• Mixed Land Use
• Neighborhood centers
• Attractive Places

Transportation Strategies:

• Connected Street Network
• (Public) Transit
• Walkability
• Bikability

= used to predict travel behavior in given zones, a network, and socioeconomic data

1. Trip Generation
   = total number of trips for each (TAZ) zone?
2. Trip Distribution
   = specific origins and destinations for each trip (How many trips from A to B)
   -> Gravity Model
3. Mode Choice
   = predict travelers mode choice
   -> Utility Function & Multinomal Lgoit Model
4. Trip Assignment
   = Distribution of Transport Demand based on principle of Equilibrium (which bus lines to take?)

1. collecting data from Base year: socio-economic, land use, Trip making (number of trips)
2. Estimate socio-economic & land use factors for target year
3. Calibrated Model
4. Prediction for No. of trips in target year

• socioeconomic factors: Population, income, auto ownership rates
• land use: mixed use, type of land use to determine Trip Purpose

=> Land Use & Socio eco. factors important bc they influence travel behavior & thus Trip Generation

• Errors in survey: not all parameters considered

• Error in prediction of future demographics

• Error in Model's representation of the future

  → change in land use, transportation, technology, people's attitude

  ⇒ Trip Generation assumes that these factors are constant!

= to calculate number of trips in target year for each household type

• type of Area (high, low density)
• Household type = Person per Household
• Vehicles per HH

Gravity Model:

• Size: The larger a zone, the more trips it attracts
• Distance: less trips, when two zones are further appart

Tobler's Law:

Everything is related to everything else, but near things are more related than distant things.

• T: Trip Volume/Nr. of trips (from Trip Generation)
• p: trip flow from i to j❗
• P: Trip Production
• A: Trip Attraction
• F: Friction Factor between i j
  -> Describes difficulty to travel between two TAZ: \(F_{ij} = \frac{1}{W_{ij}}\) mit w: Generalized Cost
• K: Socio-economic Adjustment Factor → correction term that includes non measurable factors

→ express level of satisfaction with a given mode

\(U = \sum_i{β_i *X_i}\)

X: Attributes (e.g. Cost, Travel time)

β: Alternative specific constant Coefficient for importance of Attribute
=> includes variables that can't be observed/measured

• positive ASC: fundamental preference for this ASC
• Negative ASC: disutility -> not prefered
• high ASC |β|: big influence on mode choice

VTTS = \( β_{Travel Time} \over β_{Costs} \) [CHF/h] (of coefficient not value of variable!)

= metric to evaluate infrastructure projects bzw determines (monetary) value of reduction in travel time

System Equilibrium

• = minimal total gerneralised costs (Minimale Gesamtnutzungskosten)
• → additional car makes other cars slower

User Equilibrium

• used routes have same generalised costs
  ⇒ assigned routes are the shortest routes (minimal generalised cost)
• not used have higher costs
  ⇒ Minimum Tree

= 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