Pllaninc Transport in Egypt Ne MATLAB 2012 PDF

Tanta University
Faculty of Engineering
Public Works Engineering Department
Transportation Planning Process for

Urban Areas - Case Study Tanta City .
By
Ahmed Mohamed Abd Elhamed Alkafoury .
Demonstrator in Public Works Engineering Department .
Faculty of Engineering, Tanta University , Tanta, Egypt.
B.Sc. of Structural Engineering. (2004)
A Thesis
Submitted for the Fulfillment of the Requirements for
the Degree of the Master of Science in Civil Engineering
(Public Works Engineering) .
Under the supervision of
Prof. Dr. Mohamed Hafez Fahmy
Prof. Dr. Mohamed El-Shabrawy

Mohamed Ali
Prof. of Railway and Transportation Engineering.

Head of Transportation Eng. Dept.
Faculty of Engineering, Alexandria University,
Alexandria, Egypt.
Prof. of Highway and Traffic Engineering.

Public works Eng. Dept.
Faculty of Engineering, El-Mansoura
University, El-Mansoura, Egypt.
Ass. Prof. Dr. Hafez Abbas Afify

Public Works Eng. Dept.
Faculty of Engineering, Tanta University, Tanta, Egypt.
2012
Abstract
The high growth rate of population, income and vehicle ownership in
developing countries urban areas, accompanied with problems of
congestion, pollution and accidents, raise s the essentiality for efficient
planning of transport systems. The need is not to provide bigger roads to
cope with more vehicles, but to re -plan of the study area according to
specified transportation models.
The subject of transport planning, urban transport planning in particular, is
the understanding of these problems, formulating safe and sustainable
efficient solutions and managing the whole transportation system to provide
an adequate system and involve broad interaction with many other
disciplines. Achieving long-term, medium and short-term solutions to the
overall problems of traffic and transport, requires applying scientific
methods of transportation planning and traffic engineering supported by
voluminous amount of information and data about the urban transportation
system and its interrelationships, and aided by computers to deal with this
complex data to be processed and analyzed.
In most developing countries like Egypt, general lack of adequately current
or relevant demographic and socio-economic data and sometime inaccurate
statistics, makes the transportation planning using known planning software
difficult and may lead to inaccurate results. In these cases, the planner must
develop his own transportation model , which describes the transportation
system in the region.
The main aim of this research is to define the urban transport planning
process in a developing area, namely Tanta city (Egypt) as a case study. A
computer program (UTPP-TC: Urban Transport Planning Program for Tanta
City) has been built using MATLAB programming process. The program
uses the four steps transportation models; Trip generation and attraction, trip
distribution, modal split and trip assignment. The program also can evaluate
the operational and environmental situation of the road network in the study
area.
Different scenarios to improve urban transport systems in Tanta city have
been investigated. This include s: a do nothing scenario, a pu blic transport
scenario and an LRT (Light Rail Transit) scenario. Also, the research
determines how efficiency each scenario performed on the study area.
The result of this research indicated that, the LRT scenario is the most
acceptable solution to solve traffic congestion and problems in the study
area. It leads to improve the level of service of main roads in Tanta city.
ii
ACKNOWLEDGEMENT
First, praise and thanks be to Allah for giving me the potential to do this
work, and ask him to increase His Grace and Generosity.
There is no way to convey the magnitude of my debt to my advisor
professor Dr. Mohamed Hafez Fahmy, who, since I knew him, has been my
inspiration and role model for how to do a good research. He has always
given me good advice, ideas and direction while still allowing me to go my
own way. Professor Dr. Mohamed Elshabrawy Ali, who always gave me the
support with information and knowledge in the field of the research I am
incredibly fortunate to have had him as an advisor all these years.
I would like to express my sincere gratitude to Dr. Hafez Abbas Afify who
always stands beside me, and gives me the su pport at the time I really in
need, since I were an under graduate student , till now.
Next, I would like to thank my family, especially m y parents who have
offered loving support and thought me the joy of finding things out. They
have always supported m e in whatever strange place I find my self, and have
given me the confidence to muddle my way out knowing that I am not alone.
I would like to thank my kind wife, who played a k ey role in performing
this work she has always encouraged me to do a good re search. Thanks
forever and ever for my wife, who probably does not even know how much
her support has meant to me during my study.
This work is dedicated to my son Zyad, who really represents all my life.
iii
Finally, this work is also dedicated to all Egyptian martyrs of 25 January

2011 Revolution.
Ahmed Mohamed Abd Elhamed Alkafoury .
iv
CONTENTS
Page
ABSTRACT..
ACKNOWLEDGMENTS....
iii
CONTENTS..
LIST OF TABLES
xi
LIST OF FIGURES .............
xv
CHAPTER 1: OBJECTIVES AND METHODOLOGY OF

THE RESEARCH
1.1
INTRODUCTION
1.2
OBJECTIVES OF THE RESEARC H......
1.3
METHODOLOGY OF THE RESEARCH.... ..
1.4
OUTLINES OF THE RESEARCH..
CHAPTER 2: DEFINITION OF URBAN TRANSPORTATION

PLANNING PROCESS
2.1 INTRODUCTION
2.2
URBAN TRANSPORTATION PLANNING ..
2.3
TRAVEL DEMAND MODELING .
2.4
2.3.1
Four-stages travel demand mode .
2.3.2
Simultaneous or direct demand formulation .
16
SUSTAINABILITY IN URBAN TRA NSPORTATION

PLANNING .........................................................
17
CHAPTER 3: SOFTWARE USED FOR URBAN

TRANSPORTATION PLANNING PROCESS
3.1 INTRODUCTION. .
3.2
3.3
TRANSPORTATION PLANNING SOFTWARE .
18
3.2.1
EMME/2....
19
3.2.2
QRS II . .
20
3.2.3
TRANPLAN ....
21
3.2.4
HCS ..
22
3.2.5
VISUM AND VISSIM .....
22
3.2.6
TransCAD.
25
COMPARISON OF SOFTWARE USED FOR URBAN

TRANSPORTATION PLANNING
3.4
18
25
URBAN TRANSPORTATION PLANNING SOFTWARE

FOR DEVELOPING COUNTRIES
31
CHAPTER 4: PROPOSED PROGRAM FOR URBAN

TRANSPORTATION PLANNING PROCESS IN DEVELOPING
AREAS
4.1 INTRODUCTION.... ........ 32
4.2
4.3
STRUCTURE AND COMPONENTS OF THE PROPOSED

PROGRAM ...
32
MODELS USED IN THE PROPOSED PROGRAM.... ..............
33
4.3.1
Models for forecasting socio -economic data...................
34
4.3.2
Models for trip generation / attraction .
36
4.3.3
Model for trip distribution ...
41
4.3.4
Model for modal split .
43
vi
4.3.5
Model for trip assignment .
45
4.3.6
Model for operational evaluation of road network .
47
4.3.7
(HCM2000 - two lane highway) method .
49
4.3.7.1 Determination of the free flow speed ( FFS)
51
4.3.7.2
Determination of the average travel speed

(ATS)...............................................................
53
4.3.7.3 Determination of model parameters
54
4.3.7.4 Determination of percent time spent
55
4.3.7.5 Determination of level of service (LOS).........
56
Operational evaluation of urban streets...........
56
4.3.8.1 The average travel speed (HCM2000 ATS)
56
following (PTSF).............................................
4.3.8
method.
4.3.8.1.1 Calculating of uniform delay d1 and
incremental delay d2....................
4.3.8.1.2
Calculating of control delay (d)..
Calculating of average travel speed

(ATS)...
The
probability
(NCHRP 3-70 HCM2010)
4.3.8.2
method
Determine the probability that an
4.3.8.2.1 individual will response with LOSJ
or worse...
4.3.8.2.2 Determine the probability that driver
will perceive LOS J.................
4.3.8.1.3
4.3.9
60
61
63
64
65
66
4.3.8.2.3
Determine the LOS model...
67
4.3.8.2.4
Determine LOS grade......
67
Models for environmental assessment .
68
4.3.9.1 Air pollution model..
70
vii
4.3.10
4.3.9.2 Model for noise pollution....
73
Modules of the program...
74
CHAPTER 5: ANALYSIS OF SOCIO -ECONOMIC DATA OF THE

STUDY AREA AND ZONING SYSTEM
5.1 INTRODUCTION.... ........ 77
5.2
STUDY AREA AND ZONING SYSTEM ..
5.3
ANALYSIS OF SOCIO -ECONOMIC DATA IN THE STUDY

AREA . ..
5.4
77
83
5.3.1
Population and household................... .............................
84
5.3.2
Education ... .
88
5.3.3
Employment ... .....................
90
5.3.4
Income .
91
5.3.5
Car ownership .
93
ANALYSIS OF THE PRESENT SITUATION OF

TRANSPORTATION SYSTEM IN THE STUDY AREA
96
5.4.1
Transport system in the study area...................................
96
5.4.2
Mode choice of the study area
100
5.5
ROAD NETWORK .
100
5.6
TRANSPORTATION DEMAND
104
CHAPTER 6: APPLICATION OF THE PROPOSED PROGRAM

ON STUDY AREA
6.1 INTRODUCTION 106
6.2
MAIN MENU OF THE PROGRAM ..
106
6.3
FORECASTING OF SOCIO -ECONOMIC DATA .
106
6.4
FORECASTING OF FUTURE TRIP PRODUCED AND

ATTRACTED..
114
viii
6.4.1
Model Calibration ...
114
6.4.2
Forecasting of Trip Generated and Attracted ..
118
6.5
TRIP DISTRIBUTION STAGE ..
121
6.6
MODAL SPLIT STAGE ..
123
6.7
TRIP ASSIGNMENT STAGE .
128
6.8
OPERATIONAL EVALUATION OF THE ROAD

NETWORK..
ENVIRONMENTAL ASSESSMENT .
6.9
172
185
6.9.1
Air Pollution Assessment ....
185
6.9.2
Noise Assessment ...........................................
190
CHAPTER 7: MEASURES TO IMPROVE TRANSPORTATION

SYSTEM IN STUDY AREA
7.1 INTRODUCTION 200
7.2
(DO-NOTHING) SCENARIO .........................................................
200
7.3
LIGHT RAIL TRANSIT (LRT) SCENARIO..................................
201
7.4
PUBIC TRANSPORT SCENARIO .................................................
209
7.5
THE OPTIMAL SCENARIO ...........................................................
216
CHAPTER 8: SUMMARY, CONCLUSIONS AND

RECOMMENDATIONS
8.1 SUMMARY .
218
CONCLUSIONS AND RECOMMENDATIONS ...
219
REFERENCES .
223
APPENDIX (A): SOCIO -ECONOMIC DATA OF MAIN

TRANSPORTATION ZONES .................................................................
228
APPENDIX (B): SOCIO -ECONOMIC DATA AND TRAVEL

DEMAND OF SUB -ZONES ..
230
APPENDIX (C): APPLICATION OF THE PROGRAM ON TANTA

CITY AS CASE STUDY. ..
236
8.2
ix
APPENDIX (D): LIGHT RAIL TRANSIT (LRT) SCENARIO ..
252
APPENDIX (E): PUBLIC TRANSPORT SCENARIO .
275
LIST OF TABLES
Page
Table
Table (3-1)
Cross Classification Table Giving Trip Rate per

Household per Day
Comparison of EMME/2 and TransCAD.
Table (3-2)
Comparison of VISUM and TRANSPLAN.
Table (4-1)
Table (4-6)
Annual Growth Factors of Socio-Economc Data of

Study Area
Forecasted Independent Variables that Affect Trip
Generation / Attraction for Tanta city for Year
2030 ...
Model Parameters of the Independent Variables of
the Proposed Trip Production Model
Model Parameters of the Independent Variables of
the Proposed Trip Attraction Model .........................
Primary Measures of Effectiveness for LOS
Definition..
LOS Criteria for Two-Lane Highways Class I..
Table (4-7)
LOS Criteria for Two-Lane Highways Class II
51
Table (4-8)
Adjustment for Lane Width and Shoulder Width.
52
Table (4-9)
Adjustment for Access P oints...
52
Table (4-10)
Adjustment factor for Percentage of Non -passing

Zones .
Grade Adjustment Factor ( f G) to Determine Speeds
on Two-Way and Directional Segments ...
Passenger-Car Equivalents on Two -Lane Highway..
Table (2-1)
Table (4-2)
Table (4-3)
Table (4-4)
Table (4-5)
Table (4-11)
Table (4-12)
Table (4-13)
Table (4-14)
Table (4-15)
Table (4-16)
Table (4-17)
Classification Of Urban Street According To

Functional And Design C riteria
Functional and Design Categories of Urban Streets.
LOS Criteria for Urban Streets According to
HCM2000 ..
Incremental Delay Adjustment Factor I
Adjustment Factor for Platoon Arrival During the
Green
xi
10
27
29
35
36
39
40
48
50
53
54
55
57
59
60
61
62
Table (4-18)
Arrival Types Occurrence Conditions ..
62
Table (4-19)
Segment Running Time (sec/km).
63
Table (4-20)
Table (4-21)
Alpha and Beta Parameters for Recommended LOS

Model
Parameters for Stops Per Km Equation ..
Table (4-22)
LOS Letter Grade Numerical Equivalents
Table (4-23)
Table (5-1)
Parameter to Estimate Air Pollution From

Transportation Sector............
The Administrative divisions of Tanta city ..
Table (5-2)
Transportation Zones in Study Area .
Table (5-3)
Population Numbers of Transportation Zones Year

2006..
Classification of Population of Transportation
Zones Year 2000 ..
Change in Population Density of Transportation
Zones in Study Area Between Year 2000 and Year
2006.
Number of Educates in the Transportation Zones of
Study Area in Year 2000..
The Number of Employees According
Transportation Zones in Year 2006..
The Number of Employees According
Transportation Zones in Year 2000..
Annual Income of Population Numbers of
Transportation Zones in Year 2000...
Number of Cars in Study Area Between Year 1990
and Year1997.
Number of Private Cars in The Transportation
Zones of The Study Area in Year 2000.
Occupancy and Equivalent Passenger C ar Unit of
Transportation Modes in Study Area
Characteristics of road network of the study area in
year 2000...
(O/D) Matrix of Transportation Zones Year 2000
(trip/day)
Forecasted Socio-economic Data Affect Trip
Production of Tanta city in year 2030...
Table (5-4)
Table (5-5)
Table (5-6)
Table (5-7)
Table (5-8)
Table (5-9)
Table (5-10)
Table (5-11)
Table (5-12)
Table (5-13)
Table (5-14)
Table (6-1)
xii
65
66
67
72
80
80
85
85
87
89
90
90
92
93
95
98
102
105
109
Table (6-2)
Table (6-3)
Table (6-4)
Table (6-5)
Table (6-6)
Table (6-7)
Table (6-8)
Table (6-9)
Table (6-10)
Table (6-11)
Table (6-12)
Table (6-13)
Table (6-14)
Table (6-15)
Table (6-16)
Table (6-17)
Table (6-18)
Table (6-19)
Forecasted Socio-economic Data Affect Trip

Attraction of Tanta city in year 2030
Comparison Between Trip Generation / Attraction
Calculated by Program and Trip generation Data of
Different Transportation Zones in year 2000
Trip Production and Trip Attraction of Tanta City
Transportation Sub-zones in Year 2030
Origin Destination Matrix of Tanta City
Transportation Sub-Zones for year 2030 (Trip
/day)...
Forecasted Origin Destination Matrix of Public Bus
in year 2030 in Tanta City (Trip/day)...
Forecasted Origin Destination Matrix of Collection
Taxi in year 2030 in Tanta City (Trip/day)..
Forecasted Origin Destination Matrix of Taxi in
year 2030 in Tanta City (Trip/day)...
Forecasted Origin Destination Matrix of
Motorcycle in year 2030 in Tanta City (Trip/day).
Forecasted Origin Destination Matrix of Private
Cars in year 2030 in Tanta City (Trip/day)..
Reduction Factor of Roadway Capacity Due To
Effect Of Lateral Clearance and Lane Width
Geometrical and Operational Characteristics of the
Coded Road Links of the Network
The Input Data for the Trip Assignment Stage
(Year 2000)...
Peak Hourly (O/D) Matrix for the Year 2000
(pcu/hr)..
Trip Assignment Results on Road Network in Year
2030 (Do- nothing Scenario).
LOS of Road Links in the Study Area in 2030
(Output of 6 th Stage Do-nothing Scenario)
Comparison between Percentage Level of Service
of Road Network Links Determined by (HCM2010
NCHRP 3-70) Method and (HCM2000 ATS)
Method..
Total Co 2 and Co2 Equivalent Emission Produced
from Transportation Systems in Year 2030 (kg/day)
(Do-nothing Scenario).
Mean Noise Level of the Road Network Links in
Year 2030 in dB(A) (Do-nothing Scenario).
xiii
109
116
118
122
126
126
127
127
128
131
132
144
156
157
175
182
188
193
Table (7-1)
Table (7-2)
Table (7-3)
Table (7-4)
Table (7-5)
Table (7-6)
Table (7-7)
Table (7-8)
Comparison between Time Delay Percentage of

Study Area Road Network Links for Do-nothing
Scenario and LRT Scenario..
Comparison between Level of Service Percentage
of Study Area Road Network Links for Do-nothing
Scenario and LRT Scenario..
Comparison Between Percentage of Noise Level
(%) Produced from Do-nothing Scenario and LRT
Scenario..
Total Co 2 and Co2 Equivalent Emission Produced
in LRT Scenario for Target Year 2030 (kg/day)...
Comparison between Time Delay Percentage of
Study Area Road Network Links for Do-nothing
Scenario and Public Transport Scenario...
Comparison Between Level of Service Percentage
of Road Network Links for Do-nothing Scenario
and Public Transport Scenario..
(%) Produced from Do-nothing Scenario and Public
Transport Scenario
Total CO 2 and CO2 Equivalent Emission of
Transportation Systems in Public Transport
Scenario for Target Year 2030 (kg/day)...
xiv
204
205
206
208
211
212
213
215
LIST OF FIGURES
Page
Figure
Fig (1-1)
Fig (2-1)
Fig (2-2)
Framework of the Research ...

Stages Flowchart of Urban Transportation Planning
Process. ..
Four-Stage Travel Demand Model
3
7
9
Fig (4-3)
LOS graphical criteria for two -lane highways in

class I ....
Functional Classifications of Urban
Streets. ..
Major sources of carbon monoxi de ..
Fig (4-4)
Major sources of NOx...
Fig (4-5)
Fig (5-1)
Modules of Transportation Planning

Program.
Map of Egypt .
Fig (5-2)
Location of Gharbia Governorate in Egypt ..
79
Fig (5-3)
The Administrative divis ions of Tanta city...
81
Fig (5-4)
Transportation Zones in Study Area .
82
Fig (5-5)
Difference between the Population Numbers in

Study Area in the year 2000 and 2006.
Trip Generation Rate for Age Groups of Study
Area ..
Age Characteristics of Study Area
Fig (4-1)
Fig (4-2)
Fig (5-6)
Fig (5-7)
Fig (5-8)
Fig (5-9)
Fig (5-10)
Fig (5-11)
Fig (5-12)
Number of Educates in The Transportation Zones

of Study Area in year 2000...
Comparison of the Number of Employment
between year2000 and 2006 in the Study Area
Comparison between Population Number in Every
Annual Income Category of Different
Transportation Zones for Year 2000
Distribution of the Average Annual Income in the
Study Area Year2000 ..
Development of Car Ownership in Study Area
xv
51
58
69
69
76
78
86
88
88
89
91
92
93
94
Fig (5-15)
Percentage of Private Cars According to the

Transportation Zones in Study Area in Year 2000
The Routes of the Existing Transportation System
in Study Area
Distribution of Demand by Mode in Study Area ..
100
Fig (5-16)
The Road Network of the Study Area
101
Fig (6-1)
Fig (6-9)
Forecasting Socioeconomic Data of Tanta city in

year 2030 using the Program First Stage...
Forecasted Population Number in The
Transportation Zones of the Study Area in year
2030..
Forecasted Number of Educates in The
2030.....
Forecasted Number of Employees in The
2030..
Forecasted Number of Cars in The Transportation
Zones of the Study Area in year 2030..
Forecasted Population Number with Different
Annual Income Categories for the Transportation
Zones of the Study Area in year 2030..
Forecasted Area (km 2) of Transportation Zones of
the Study Area in year 2030.
Forecasted Number of Educational Places in The
2030..
Calibration of Trip generation Model (year 2000)
Fig (6-10)
Calibration of Trip Attraction Model (year 2000)
Fig (6-11)
Forecasting of the Trip Produced /Attracted Using

the Proposed Program Second Stage.
Trip Production of Transportation Zones in the
Study Area (Trip/day) in year 2030..
Trip Attraction of Transportation Zones of in the
Study Area (Trip/day) in year 2030..
Distribution of Trips Using the Proposed Program
Third Stage
Fig (5-13)
Fig (5-14)
Fig (6-2)
Fig (6-3)
Fig (6-4)
Fig (6-5)
Fig (6-6)
Fig (6-7)
Fig (6-8)
Fig (6-12)
Fig (6-13)
Fig (6-14)
Fig (6-15)
Modal Split Using the Proposed Program Fourth

Stage .
xvi
95
99
108
111
111
112
112
113
114
114
117
117
119
120
121
124
125
Fig (6-16)
Fig (6-17)
Trip Assignment Using the Proposed Program 5th

Stage..
Study Area Road Network Coding System...
Fig (7-1)
(V/C) Percentage for Road Network (in number) of

Study Area ( Target year 2030) Do-nothing
Scenario .
(V/C) Percentage of the Road Links of the Study
Area (in %) in Target year 2030 (Do -nothing
Scenario)
Number of Road Network Links in different Time
Delay Ranges for year 2030 (Do-nothing Scenario).
Time Delay Percentage of Road Links in different
Time Delay Ranges (Year2030 Do-noting
Scenario)
Operational Evaluation Using the Proposed
Program 6th Stage ..
Level of Service Percentage of Road Network
Links for Year 2030 (HCM2010 NCHRP 3-70
Do-nothing Scenario)................................................
Level of Service Percentage of Road Network
Links in Year2030 (HCM2000 ATS method
Do-nothing Scenario)
Comparison between LOS Percentage LOS
Calculated by (HCM2010 NCHRP 3-70) Method
and (HCM2000 ATS) Method in Study Area for
Year 2030 .
Air Pollution Assessment Using the Proposed
Program 7th Stage ...
Emissions According to Transport Mode for Study
Area in 2030 (Do-nothing Scenario).........................
Percentage of Co 2 Equivalent Emissions of
Different Transport Systems for Target Year 2030
(Do-nothing scenario).............. .................................
Noise Pollution Assessment Using the Proposed
Program 8th Stage...................................................
Mean Noise Level Percentage of Road Network
Links for Year 2030 Do-nothing Scenario.
Layout of Proposed LRT Path in LRT Scenario.
Fig (7-2)
The Proposed Modal Split in the LRT Scenario...
Fig (6-18)
Fig (6-19)
Fig (6-20)
Fig (6-21)
Fig (6-22)
Fig (6-23)
Fig (6-24)
Fig (6-25)
Fig (6-26)
Fig (6-27)
Fig (6-28)
Fig (6-29)
Fig (6-30)
xvii
130
155
168
169
171
171
174
173
181
183
187
189
189
192
199
202
203
Fig (7-3)
Fig (7-4)
Fig (7-5)
Fig (7-6)
Fig (7-7)
Fig (7-8)
Fig (7-9)
Fig (7-10)
Comparison Between LOS Percentage of Road

Network for Do-nothing Scenario and LRT
Scenario.
Comparison Between Percentages of Noise Level
Produced from Do-nothing Scenario and LRT
Scenario .
Comparison Between Co2 Equivalent Emissions
Produced from Transport Systems in Do -nothing
Scenario and LRT Scenario for Target Year 2030
Modal Split for Public Transport Scenario ...
Comparison between LOS Percentage of Road
Network for Do-nothing Scenario and Public
Transport Scenario....................................................
Produced from Do-nothing Scenario and Public
Transport Scenario
Comparison Between Co2 Equivalent Emissions
Produced from Transport Systems in Do -nothing
Scenario and Public Transport Scenario for Target
Year 2030 ..
Comparison between LRT Scenario and Public
Transport Scenario for Target Year 2030.
xviii
205
207
209
210
212
214
215
217
Chapter 1
Objectives and Methodology of the Research
1.1 Introduction
Due to the rapid growth of population and economy in urban areas of the
developing world, the demand for efficient transport is increasing.
Population is growing rapidly in many cities, often through uncontrolled
immigration that allows city growth to outstrip the pace at which
infrastructure can be adjusted.
It is a known fact that towns determine the axis along which traffic must
move, and that transportation gives any town its form and confuses the
layout. So, urban transportation is identified as a functional element in the
broader context of urban facilities and services. Urban transport plays a key
role in the dynamic development and economy of the city, without which
the city could barely operate.
Moreover, vehicle ownershi p and use is growing even faster than the
population. Problems of congestion, pollution and accidents result from
vehicles moving on road networks, makes the value of doing planning has
been called into question by transportation planners and decision -makers.
There is a wide range of suggested solutions to these problems, from
building new roads to banning cars, and from improving bus services to the
use of telecommunications and alternative to travel. Many of these solutions
are expensive, and may not be e ffective; moreover they may introduce new
problems. New roads, for example consume precious land; bans of c ars may
result in loss of trade [5].
The need is not to provide bigger roads to cope with more vehicles. The
subject of transport planning, urban transport planning in particular , is the
understanding of these problems, formulating safe and sustainable efficient
solutions and managing the whole transportation system to provide an
adequate system and involve broad interaction with many other discipli nes.
Here the importance of Urban Transport Planning (UTP) , especially for
developing countries appears since the planning process is more than merely
listing highway and transit capital investments; it requires developing
strategies for operating, managin g, maintaining, and financing the areas
transportation system in such a way as to advance the areas long -term
goals.
In case of Tanta city as developing city where motor vehicle and
population are growing at high rate and the road network can not pace the
transportation needs in the city, Tanta needs to develop a sustainable
transport system not only to reduce the urban road traffic, congestion, air
pollution and noise emissions, but also due to achieving sustainable
development of the 21st century. In such a situation there is an urgent need
to apply scientific methods of transportation planning and traffic
engineering duly aided by computers, to achieve both long term and short
term solutions to the overall problems of traffic and transport in Tanta city.
Finally, the transportation planning process attempts to deal with very large
and complex problems. This is difficult not only because of the size of the
urban transportation system and its interrelationships, but also because of
the voluminous amount of information and data that must be comprehended
and processed. Computers have added a new dimension to the field of
transportation planning, a tool by which the planner can realistically analyze
huge volumes of available data [41].
1.2 Objectives of The Research
The main objective of this research is to define an urban transport planning
process for developing countries. A Four steps computer model using
MATLAB programming system has been developed. The model analyzes
socio-economic data, gets the relationship between them and the travel
demand in the study area. It forecasts the future demand, assigns it at the
road network, and finally evaluates the traffic operation and environmen tal
impacts on the study area. T he program has been applied o n Tanta city
(Egypt). Different improving scenarios were also examined.
1.3 Methodology of The Research
The research methodological framework is depicted in Fig (1-1). It
contains the following steps:
Step (1) : Definition and scope of the urban transportation planning process
are introduced
Step (2) : Software used for urban transport planning process have been
represented
Step (3) : A proposed program for urban transport planning process in
developing countries has been created.
Definition and Scope of Urban Transportation

Planning Process
Software used for Urban Transportation

Planning Process
Proposed program for Urban Transportation

Planning Process in Developing Countries
Analysis of Socio-economic Data of the Study Area
Application of the Proposed Program on the

Study Area
Measures to improve Transport system in Urban
Areas
Scenario 1
Do-nothing
Scenario
Scenario 2
Public Transport
Scenario
Optimum Scenario
Fig (1-1): Framework of the Research.
Scenario 3
LRT
Scenario
Step (4) : Analysis of socio -economic data of the study area has been
performed
Step (5) : Application of the proposed program on study area has been
investigated
Step (6) : Measures to improv e transport system in urban areas has been
studied.
Step (7) : Finally, three scenarios are proposed to improve transport
performance in study area. (Do -nothing scenario Public transport scenario
Light Rail Transit scenario)
1.4 Outlines of The Research
The research comprises 8 chapters:
Chapter (1) presents an introduction and includes the objective and
methodology of this thesis.
Chapter (2) deals with definition and scope of urban transport planning
process.
Chapter (3) presents different software used for urban transport planning
process
Chapter (4) introduces a proposed computer program for urban transport
planning in developing countries.
Chapter (5) analyzes the socio-economic data in Study Area.
Chapter (6) represents an application of the proposed computer program on
the Study Area.
Chapter (7) different measures to improve the transport system in Study
Area in 3 scenarios have been investigated.
Chapter (8) comprises the main conclusions drawn from the dissertation.
Chapter 2
Urban Transportation Planning Process
2.1 Introduction
Transportation is a process of a transporting or being transported
goods and people from a place to a place in a specific time with a
mean of transport. The basic function of an urban transport system is
to permit the efficient movement of goods and people in order to
support the diverse needs of a dynamic urban economy
Transportation planning is developed as a complete package of
projects and policies, conceived as a unified whole. It should be
implemented in accordance with a carefully conceived, financially
realistic, annual program, derived in turn from a longer program.
[35]. In the developing countries, urban transportation is a pressing
concern in its big cities. Rapid population growth and spatial
expansion has led to a sharp increase in demand for urban
transportation facilities and services in these cities [12]. The main
aim of this chapter is to define the urban transportation planning
process.
2.2 Urban Transportation Planning
The urban transportation planning is a part of the overall urban
planning of a zone. It aims to build bases and roles to ensure that the
transport system is keeping with the continues urban development
and meets the needs of people of safe and comfort transport.
Urban Transportation Planning Process (UTPP) is identified as
conditional prediction of travel demand in order to estimate the likely
transportation consequences of several transportation alternatives [6].
The Urban Transportation Planning Process concerns providing
information to decide on the fate of the transportation projects and to
put the transportation polices. The primary objective of the urban
transportation planning process is to ensure that there should be a
balance between land-use activities, urban environment elements and
transportation demand. Moreover, the urban transportation planning
includes forecasting future land-use and future travel demand, to
ensure that there should be a connection between all future land-use
activities. This communication is represented in traffic, and the
objective of transportation planning is plane facilities to
accommodate this traffic and the meeting of total transportation needs
at minimum cost.
Also, much of the professional literature about urban transportation

planning regard it as a rational process involves sequence steps from
gathering information to decision-making [26]. These steps include:
1-Goal definition: that is a determination and statement of the goals
of the transportation systems based on community value, as identified
by the planner.
2-Identification of needs: this involves comparison of the actual
performance of the transportation system with its goals, objectives
and measures of effectiveness.
3-Developing of alternative solutions to address each need
identified.
4-Evaluation of alternative solutions in terms of physical, economic,
financial feasibility, environmental impact. A decision process in
which particular alternatives are selected for implementation.
A broad sequence of operations inside the urban transportation
planning process is proposed to identify greater detailed stages. These
stages include:
1- Survey and data collection: surveying the present-day travel habits
of people living or working in the study area and collecting socioeconomic and land-use data.
2- Developing models: developing mathematical formulas and
parameter calibrations, which present the relationship between socioeconomic data and travel demand of the study area in present days.
These models includes:
Trip generation models (how many travel movements are
made?)
Trip distribution (where do they go?)
Modal split (by what modes are they travel?)
Trip assignment (at what route it is taken?)
Network evaluation (what level of service is on the network
links?)
Environmental assessment (How the transport system impacts
the environment?)
3- Predict future travel demand: uses future socio-economic data
together with the models to predict future demand.
4- Future situation of the transport systems and networks:
determining the situation after distributing the travel demand on the
transport system and transport network.
5- Evaluation of transport networks: to identify problem places on the
transport networks.
6
6- Proposing alternative solution scenarios.

7- Evaluation of different alternative scenarios: depending on
economic, operational and environmental issues, as well as political
aspects, evaluation of scenarios can be implemented.
8- Finally, Selecting and implementing the optimum alternative:
solving urban transportation problems and selecting the suitable
alternative depends on the time-scale of the solution. Some
transportation problems can be solved by immediate action plans,
some need short-term (1-3 years), or long term plans (up to
20+years). Fig (2-1) shows a stages flowchart of urban transportation
planning process.
Survey & Data Collection
Developing Transportation Models
Future Transport Demand
Future situation of the transport systems

and networks
Evaluation of transport networks
Proposing alternative solution scenarios
Evaluation of different alternatives scenarios
7
Selecting and implementing
the optimum
alternative
Fig (2-1): Stages Flowchart of Urban Transportation Planning

Process.
On the other hand, a constant problem in urban areas is the
collection and analysis of data that describe changes in urban
activities.. Just as urban transportation planners need socio-economic
data by traffic zones, urban management requires socio-economic
data by small areas to estimate the demand for public services [30].
There for, it is important to collect as much as possible socioeconomic, environmental, present transport system and urban land
use data of the study area, as this information is the base of the
transportation planning study, although collecting and analyzing of
data that describe urban activities is a constant problem in urban areas
of developing countries. This stage is more difficult in developing
countries; the rare of such information in microscopic stage makes it
difficult to build accurate transport models.
2.3 Travel Demand Modeling
A model is an abstraction of reality, formulated in either conceptual,
physical or mathematical terms and used as a mechanism for
reproducing the operation of a real world system for analytical
purpose [2]. The transport demand models aim to estimate the travel
demand and travel behavior, which will take place under a given set
of assumptions (for example, population, income, car ownership and
land-use) in order to estimate the likely transportation consequence of
several transport alternatives.
Development efforts of the transportation demand modeling have
followed two main paths. The first represents a move toward a model
grounded on a theoretical understand of travel behavior. The second
is toward the discovery of simple models that can facilitate decision
making by providing useful information quickly and inexpensively
[7]. Besides, the development of travel demand models involves the
construction of mathematical models of current travel behaviors,
determination of regression coefficients through analysis of present
travel demand data. Many transportation demand aspects have been
used in the transportation planning process.
8
2.3.1 Four-Stages Travel Demand Model

One of the well known travel demand models is the four-stage
model. This model was originally developed during the 1960s. The
model may appear to have remained unchanged since that time, but,
the powerful personal computers have made these models undergo
significant modifications in response to improve the modelers
understanding of the travel behavior. This model consists of four
sequential steps. The output of each step is the input of the following
step beside other inputs as socio-economic, land-use inputs and the
target-planning year. The four stage model consists of four submodels. They are:
Trip generation stage.
Trip distribution stage.
Mode choice stage.
Trip assignment stage.
Fig (2-2) shows components of the four-stage travel demand model.
Trip Generation Model
Trip Distribution Model
Mode Choice
Trip Assignment Model

Fig (2-2): Four-Stage Travel Demand Model.
The objective of the trip generation model is to forecast the number
of person-trips that will begin from or end in each travel analysis
zone within the study area for a typical day of the target year. Trip
generation regression models (trip production model and trip
9
attraction model) must have been estimated and calibrated using

observations taken during the base year, and the total number of trip
generation represents the dependant variable of the model and the
independent variables are the land-use or socio-economic factors. The
relationships expressed by the model are assumed to remain
unchanged over time until other regression coefficient is interpolated.
The most common form of the trip generation regression model is in
a linear function of the form:
Qi = a0 + a1 x1i + a2 x2i + a3 x3i +.....+ an xni

Zj = b0 + b1 y1j + b2 y2j + b3 y3j +.....+ bn ynj
Where:
Qi : Number of trips produced from zone i.
Zj : Number of trips attracted to zone j.
x :Independent variable affects trip production.
y : Independent variable affects trip attraction.
a , b : Regression parameters of independent variables.
x represents factors which have commonly been used to predict trip

production include population, number of workers in households, car
ownership and income. On the other hand, y represents factors that
have commonly been used to predict trip attraction includes total
employment in zone and land development.
An alternative trip generation technique is the cross classification
analysis. In this technique the population is broken down into a set of
classes known to be correlated with trip making behavior. For
example, house holds may be broken down according to number of
persons in the household and number vehicles available to the
household. Each combination of these two categories results in a rate
of trip making per household. Table (2-1) illustrates an example of
cross classification trip rate.
10
Table (2-1): Cross Classification Table Giving Trip Rate per

Household per Day. [26].
Trip/Household/Day
Person/
Vehicles/Household
Household
0
1
2 or more
1.02
1.90
2.10
1
2.12
3.25
3.70
2
2.15
3.75
3.90
3
3.96
5.00
6.54
4 or more
A third trip generation technique is the trip rate technique. In this
trip generation analysis, the Trip rate refers to several models that are
based on the determination of the average trip-production or trip
attraction rates associated with the important trip generators within
the region. This technique is a little complicated as the trip rate is
given for a very specific categorization, for instance, the trip rate can
be given for a person per thousand square feet of each land use of the
study area.
In comparing different trip generation technique, A comparison of
trip generation models done by Daniel A. Badoe [8] on to Greater
Toronto Area using data for a base year 1986 and a target year 1996
led to the conclusion that for urban areas the simple linear model
yields the best performance in prediction of travel in the base year
and in the forecast year using error measures evaluated.
The next step of the sequential four-step forecasting model system is
intended to predict zone-zone trip interchanges. The final product is a
n origin-destination matrix representing trip interchange between all
the study area transportation zones. The rational used in trip
distribution is that all trips attraction are in a competition to each
other to attract trips produced by production transportation zones, and
more trips will be attracted to the zone of more attractiveness. This
attractiveness could be presented in the travel time between zones,
the travel economic cost between zones or the distance between
zones.
11
Over the years, modelers have used several different formulations of

trip distribution. The first was the Fratar or Growth model. This
structure extrapolated a base year trip table to the future based on
growth, but took no account of changing spatial accessibility due to
increased supply or changes in travel patterns and congestion. The
next models developed were the gravity model and the intervening
opportunities model. Evaluation of several model forms in the 1960's
concluded that "the gravity model and intervening opportunity model
proved of about equal reliability and utility in simulating the 1948
and 1955 trip distribution for Washington, D.C.". [9]
The basic idea of Fratar method is the assumption of a constant ratio
of design base year number of trips, and design target year number of
trips. This model takes the following formulation:
Fij ( forcasted)
Fij (current)
= Qi (t )
Fij (current)
j
Where:
Fij (forecasted) :Forecasted number of trips generated from zone i to

zone j in
the target year.
Fij(current)
:Current number of trips generated from zone i to zone
j in the
Qi(t)
base year.
:Trips generated from zone i in target year.
One of the limitations of Fratar method is that it breaks down if one

new transportation zone is created after the base year, besides, the
model is not sensitive to the impedance between transportation zones.
In addition to the previous, and because of computational ease,
12
gravity models became more widely spread than intervening

opportunities models. The Gravity model gets its name from the fact
that it is conceptually based on Newton's gravity law which states the
force. The gravity model of trip distribution takes the following
formulation:
-g
Z j *Wij * K ij
Fij = Qi *
Z j *Wij-g * K ij
Where:
Fij :Number of trips generated from zone i to zone j in the target
year.
Qi :Trips generated from zone i in target year.
Zj :Trips attracted to zone j in target year.
Kij : Socio-economic balance factor.
Wij : Impedance between zoon i and j (travel time, travel cost or
travel
distance).
: Sensitivity factor of travel resistance. Assumed to be 2.0, by
the
analogy to the inverse square law of gravity.
Urban transportation planning may involve single transportation
mode or combination of different modes. The third step of the
sequential four-step forecasting model system is used to show the
travel modes selection behavior of trip maker. The reasons
underlying the modal split vary among trip type, cost and level of
service associated with available transport modes. Factors affect the
transport mode choice can be classified into 3 branches: [43]
1- Household characteristics.
2- Zonal characteristics.
3- Traffic facility characteristics.
13
Household characteristics affect the mode choice by the in many

aspects. For instance, increase in income may switch the trip maker
from a low cost travel mode to more expensive and comfortable
mode of transport. Also, Car ownership also affects the mode choice.
Family composition has also a direct influence on the mode choice;
students are less ready for driving car to school and will chose public
transport. Workers of high income and employment may own a
private car.
On the other hand, zone accessibility affects the modal split.
Residential zones with high density will be served by large number of
public transport modes. Moreover, Traffic facility characteristics such
as travel time, waiting time to access, availability to park and cost of
travel influence the choice behavior of the trip maker.
Wilson A. G. [49] developed a trip distribution and modal-split
model for the journey to work in the form:
Fij = Ai * Oi * B j * D j * exp - nCijk

kn
Where :
Fij kn : Number of work trips estimated by the model between origin

zone i and destination zone j, by mode k and persons of type
n.
Oin : Number of work trips originating in zone i by persons of

type n..
Dj
n
: Total number of work trips destinations in zone j.

:Person type (usually taken as a car-ownership
index).
exp(-n Cij n) : Exponential of generalized cost-decay function.

n
Ain and Bj
: Function of Dj and Oi .
Contemporary mode choice models are almost always disaggregate
probability models based on a utility function .The most common
assumption is a logit model that calculates the probability of
choosing mode m. this model takes the following formula:
14
P(m ) =
e um
n
um
m=1
Um = a0 + a1 F1m + a1 F1m ++ an Fnm

Where :
P(m) : Probability of travelers that use mode m.

Um : Utility of mode m.
a : Model parameter of mode m.
F : Factor affecting the utility of mode m (trip cost or trip time or
safety).
In the assignment stage, the model is intended to predict the number
of traveler that choice specific route between two transportation
zones and, hence, the traffic on the links of the transportation
network. The basic of trip assignment is that all the trip makers are
rationally thinking, and will try to find the route of least cost. The
term cost represents many aspects including journey time, length,
financial cost, comfort, safety and convenience.
A network assignment processed requires a way of coding the
network, an understanding of the factors affects assignment (travel
cost of the link). The network coding includes that the network is
divided into a system of links and nodes. The nodes are
interconnected by links to establish the traffic network. Traffic is
assigned to each of these links depending on the loading between
each pair of nodes. The representation of the nodes is by giving
number to each node, and the link is represented by its start node and
end node number.
15
All-or-Nothing (AON) assignment technique assumes that all trip

makers traveling between a specific pair of zones will select the same
minimum path calculated on the free flow link impedance. As a
result, too many vehicles will be assigned to a particular link and will
cause congestion in it. That is not done in reality as the traffic
volumes is divided between many paths.
The defects in the All-or-Nothing technique have been covered in
the Capacity-Restrained technique. Capacity-Restrained is based on
the principal that as the link flow increases, the travel time increases.
This means that the shortest path in the first assignment stage may
not be the shortest in the second assignment stage because of new
traffic congestion on the link. Several assignment procedures are
done. And at the end of each assignment, the traffic volume on each
link is calculated and compared to its capacity, and the new travel
time of all the routes is calculated according to the following
formulation:
V
t n = t0 0.87 + 0.13
C
Where:
tn : New trip time after assignment phase i.
t0 : Trip time before assignment phase i (free-flow time).
V :Assigned traffic volume (pcu/hr).
C :Practical road capacity (pcu/hr).
2.3.2 Simultaneous or Direct Demand Formulation
Another travel demand theory states the individual makes the travel
choice decisions simultaneously rather than in sequence. And for this,
the demand model should be calibrated to match this behavior. The
16
Quandt and Baumol formulation of intercity travel demand is an

example of the Simultaneous demand. This model takes the form:
Fijk = a0 * Pi * P * C *
a1
a2
j
a3
ij
Cijka4
a4
ij
a5
ij
*H *
H ijka 6
H
a6
ij
Dijka 7
a7
ij
* Yija8
Where:
Fijk :Travel flow between zone i to zone j by mode k.

Pi , PJ :Population of zone i and zone j .
Cijk :Cost of mode k.
Hijk : Travel time of mode k.
Dijk : Departure frequency of mode k.
Yij : Weighted average income of zone i and zone j
a0.. a8 : Calibration parameters
*
: Refers to least value
This model is a simultaneously trip generation- trip distribution
mode choice model. The equation uses the land-use variables and
socio-economic characteristics data, besides the impedance between
zones to estimate the zonal demand by mode.
In urban situation, the application and calibration of such a large
model is cumbersome. However, they may be useful for rather coarse
estimates at the regional level if the number of zones and degree of
details in specifying the transportation network are kept to a
minimum. [7]
2.4 Sustainability in Urban Transportation Planning
Transportation is a primary factor behind environmental problems in
the cities of developing countries [19]. With the ultimate goal of
achieving sustainable urban transportation, it is clear that the
attention of transportation planners cannot be so narrowly focused.
Apart from the absolute number of trips, attention has to be placed on
the quality or nature of these trips as well [3]. For this reason, the step
17
of the evaluation of the optimum future transportation scenario has an

environmental dimension. The optimum future transportation
scenario is not only that leads to less traffic volumes and less
congestion, but also the scenario with minimum negative
environmental impact. This is the concept of the sustainable
transportation planning.
Finally, Continuous reviews and revisions of plans lead to improved
confidence levels [14]. There can not be any finality about the plan
since it is a continuing dynamic process. So, urban transportation
planning process always contains a feedback path.
18
Chapter 3
Software Used for Urban Transportation Planning
Process.
3.1 Introduction
The process of carrying out computer-aided transport planning with status
analysis and design process work is shared between the user and the
computer. While the planner successively improves his design (suggested
solution) based on the current state, the computer determines the impact of
the current solution. In computer-aided transport planning, the transportation
system is represented in a transport model which, like all models, is an
abstraction of the real world. The aim of the modeling process is modelbased preparation for decisions taken in the real world. [45]. Many of
computer packages have been developed to aid transport planner in his
transportation planning process, examples of these software are EMME/2
(Equilibrium Multimodal-Multimodal Equilibrium), QRSII (Quick
Response System), TRANPLAN (TRANsport PLANning), HCS (Highway
Capacity Software), VISUM (Verkehr In Stdten Umlegung) and
VISSIM (Verkehr In Stdten SIMulationsmodel), and TransCAD
(TRANSport Computer Aided Design). The aim of this chapter is to analyze
the input and output of these programs and to introduce a comparison
between them, which may help the transport planner to choice the system
which is appropriate to the specific goal of his transport planning process.
Another aim is to describe the ability of using such software in urban areas
of the developing countries.
3.2 Transportation Planning Software

Many computer software involves the transportation planning process, for
instance:
EMME/2 (Equilibrium Multimodal-Multimodal Equilibrium).
QRSII (Quick Response System).
TRANPLAN (TRANsport PLANning).
HCS (Highway Capacity Software).
VISUM (Verkehr In Stdten Umlegung) and VISSIM (Verkehr In

Stdten SIMulationsmodel).
18
TRANSCAD (TRANSport Computer Aided Design).
3.2.1 EMME/2
The Equilibrium Multimodal-Multimodal Equilibrium (EMME) is a
research model that resulted from a project that lasted from 1976 to 1979. It
was programmed by FORTRAN. The algorithm for solving the network
assignment was based on TRAFIC and the transit assignment was based on
TRANSCOM. Later, the software was updated by INOR Consultant, the
developer of EMME to be graphical interface and named EMME/2.
EMME/2 does not include default settings for any procedure, reflecting a
philosophy that the user should be able to specify an appropriate model
form, understand what the model represents, and be aware of its potential
limitations. EMME/2, not designed for beginners, is appreciated by more
advanced Urban Transport Planning (UTP) modelers. The input requires a
network representation by coordinate system or by a digital map. On each
node and link the pertinent mode, transit line, turns and volumes are input.
Network or zone data such as accident statistics, traffic surveys pavement
characteristics and other custom information can be incorporated with user
definition attributes.
Traffic demand software, like EMME/2, has a powerful ability to automate
the four-step model for traffic analysis. However, often they have a poor
graphical interface and the network maps for this software are very difficult
to find [36]. The major feature of this software package is the incorporation
of multimodal analysis. In all applications, both automobiles and transit
related characteristics can be incorporated simultaneously, which
approximate real world conditions. Up to 30 modes can be handled by the
software. EMME/2 provides framework of implementing wide variety of
travel demand forecasting. Also, the user can specify unlimited models
representing demand, volume delay relationships, turn penalties and mode
choice behavior.
19
EMME/2 support ASCII text files, shape files and dBase files for
importing data. The software is only capable of exporting to ASCII files.
The software is limited to 6,000 zones, 150,000 links, 60,000 nodes and
24,000 transit lines. The main outputs of the software are the overall
equilibrium of the road network and a graphical presentation of the results.
Besides, the updated network characteristics can be fed back to EMME/2 for
derivation of optimum network assignment. Another output is the
economical evaluation and traffic impact analysis.
3.2.2 QRS II
The Quick Response System (QRSII) was developed in the 1970s as an
upgrade of QRSI to provide a quick analysis of transportation policies,
particularly in a small area level. It provides good interface and a power
interactive graphics general network which can be used to draw quickly a
modified highway and transit networks on the computer screen. All data
needed by the system are entered using the graphics general network.
Because QRSII includes defaults for all model settings based on accepted
industry standards, it is perhaps the easiest package to learn and use.
Algorithms for trip generation, distribution, modal split and trip assignment
besides algorithms to find transit and highway path are a part of the
software. Default equations and parameters are provided.
The trip production and attraction stage calculates the trips as a person trip
per day. the trip production number is calculated based on average
household trip rates, so the software requires inputs about average
household trip rate, trip purpose. Then, the total production is split into 3
purpose trips (home-based work, home-based non-work, non-home- based).
On the other hand, the trip attraction is calculated based on multiple linear
regression equation [7].
20
The gravity model is the model used for the trip distribution with an option
of choosing the time as impedance. The basic modal choice used in the
software splits the travel demand between highway and transit based on the
difference in disutility of the two modes. The form used in modal splitting is
the logit binomial equation.
The assignment is done by the (All or Nothing) technique or by the
Capacity restrained technique. QRSII requires the specification of the
network for each model.
3.2.3 TRANPLAN
One of the most commonly urban transportation planning used software
programs in the United States is (TRANsport PLANning) TRANPLAN.
This software was first written as 16-bit DOS application, then it was
developed to be 32 bit Windows application. It may not be the fanciest
program, in terms of offering multiple versions of advanced route
assignment procedures, but it does provide all of the options normally
associated with the traditional four-step UTP process.
TRANPLAN is a toolbox with more than 40 functions. The Network
Information System (NIS) is available for the development maintenance
display of highway and transit networks. TRANPLAN is Geographic
Information System (GIS) supporting, which can update up to 15 types of
polygon boundaries. However, TRANPLAN is a batch rather than an
interactive system, so the user may need to develop certain parts of an
application (e.g., trip generation) by another program and interface it with
TRANPLAN.
TRANPLAN model of trip production and trip attraction is the regression
model. In trip distribution, TRANPLAN support both Frater model and the
gravity model while the software uses the diversion curve for trip modal
split. The assignment is done by the All or Nothing technique, by the
21
Capacity restrained technique, or by the incremental loading technique.

While transit trips may be split among competing transit lines in one of three
ways: in proportion to the frequencies of transit lines, equally among them,
or only on the selected line Also, the software allows the user to use network
functions to update the highway and transit network information
TRANPLAN is often favored for areas in which trip estimation and
assignment have legal implications or when state planning agencies require
standardized model outputs [15].
3.2.4 HCS
HCS 2000 (Highway Capacity Software) was developed by the Mc Trans
Center at the university of Florida as a typical Windows installation. HCS
2000 is a program based on the Highway Capacity Manual. Its primary
function is to analyze capacity and provide level of service for isolated
intersections. Each intersection required the following traffic inputs: number
of lanes per approach, volumes per lane, lane width, % grade, % heavy
vehicles, parking, bus stop per hour, conflicting pedestrian crossing per
hour, pedestrian button and minimum pedestrian green time, arrival type,
right turns on red and lost time. The required timing inputs for each
intersection include phasing diagrams, whether the signal is actuated, and
the green, yellow and red times for each phase. HCS output the following
information: adjusted saturation flows for each approach, volume
adjustments, capacity analysis, delays and level of service [47].
3.2.5 VISUM and VISSIM

VISUM and VISSIM are a program for computer-aided transport planning
which serves to analyze, modeling and plan a transportation system. It were
developed by (PTV) Planung Transport Verkehr AG in Karlsruhe, Germany
A transportation system includes private and public transport supply (Private
Transport systems (PrT), Public Transport system (PuT) and travel demand.
22
The name VISUM is driven from the German (Verkehr In Stdten

Umlegung) which means (traffic in cities assignment). VISUM supports
planners to develop measures and determines the impact of these measures.
VISUM uses User indicators which describe connection quality between
traffic zones, operator indicators which quantify operational and financial
requirements of implementing a given public transport supply,
environmental indicators which quantify the impact of motorized private
transport on the environment. VISUM contains input data tables and allow
the ability to print the outputs.
VISSIM is microscopic multi-modal traffic flow simulation software. The
name is derived from (Verkehr In Stdten SIMulationsmodell) (German
for Traffic in cities - simulation model). VISSIM was started in 1992 and
is today a global market leader. The network models consists of several
network objects which contain relevant data about the transport network To
describe the transport supply, VISUM distinguishes between the following
network object types:
Zones and global zones,
Nodes,
Links,
Turning relations,
Zone connectors,
Public transport lines with line routes and timetables.
The software allows the modification of the road network inputs. The
demand models contain the travel demand data. The program VISSIM
estimates and forecasts mode-specific origin-destination matrices for
behaviorally homogeneous person groups.
Regarding to data transfer between VISUM and VISSIM, fully or partially
networks can be directly exported to VISSIM with all attributed
automatically converted including signal timing, vehicle types and flared23
approaches. As VISUM has no 3D presentation facility, exporting network

to VISSIM could be useful way of making a real life 3D presentation of the
network. VISUM is unable to import INP files (VISSIM files)
Assignment procedures are based on search algorithms which determine
routes or connections between origin and destination. The search procedure
is followed by choice and split procedures which distribute the travel
demand of an origin-destination relation (O-D pair) onto the
routes/connections. The routes and connections also carry the necessary
information for calculating indicators, such as times, distances and number
of transfers. VISUM offers various assignment procedures for private and
public transport. They differ by the search algorithm and by the procedure
used for distributing trips. Assignment results in volume values for the used
network objects (nodes, links, connectors, turning relations, lines). As a
unique feature VISUM stores all routes for post assignment analysis, e.g.
flow bundle calculation and display. Due to memory capacity, PuTconnections can only be saved as routes after assignment i.e. only
information about the used sequence of lines is stored. The departure time
and exact transfer times are not stored.
VISUM provides four models which calculate environmental impact, that
is, noise and pollution emissions, caused by motorized private transport. The
results can be displayed in tabular or graphic form. VISUM is extremely
flexible in display and powerful in map design and maintains a
geographically accurate street network, including the exact shape and length
of links. The boundaries of zones and higher-level area objects are
maintained as part of the data set. As in GIS software, all network objects
can have as many user-defined data variables as wished. Also, VISUM
includes integrated "Undo" and "Redo" commands that restore network
integrity after a complex series of user interactions and network
modifications.
24
3.2.6 TransCAD
TransCAD (TRANSport Computer Aided Design) was the first software
program for urban transportation planning that combine a true geographic
information system (GIS) with a urban transportation planning .This
package is basically a Transport Geographic Information System (GIS-T)
application with augmented ability of transportation planning because it
encompasses zone building and four-step transportation planning process. It
was also the first urban transportation planning program to offer a fully
integrated set of menu screens. The network building facility in TransCAD
can be quite challenging to master, even for experts. TransCAD is GIS
program for higher-level of aggregate transportation planning. There are no
limits on the number of zones, number of links, nodes or transit lines in
TransCAD.
For the planning purpose, TransCAD requires data about Scio-economic
situation, trip rates of households, landuse data and road network data
besides the utility function of different transportation modes and fuel
consumption rates of different transport modes. TransCAD can also apply
micro-simulation options.
3.3 Comparison of Software Used for Urban Transportation

planning
Table (3-1) and Table (3-2) illustrate a comparison between software used
for urban transportation planning. This comparison provides- for each
software- the following items:
Data import and export
Input requirements.
Trip generation model
Trip distribution model
Modal split model
Trip assignment model
GIS integration
Non-motorized travel
25
Compatibility with land use models

These Tables indicate the following facts:
EMME/2 support only ASCII text files, shape files and dBase files
for importing data and didn't support other modeling software files.
TransCAD, VISUM and TRANPLAN support importing data from
many various modeling software.
All transportation planning software require inputting detailed data
to complete the transportation planning analysis.
EMME/2 and TRANPLAN support just two trip generation models
(regression and cross classification), TransCAD and VISUM support
further trip generation models as trip rate daily activity schedules and
time of day generation methods.
EMME/2 and TRANPLAN include the gravity model or the
FRATAR method as trip distribution models, while TransCAD
support further Trip distripution models as destination choice
(aggregate and disaggregate), tri-proportional. VISUM support all
pre-mentioned distribution models besides trip chain building model.
In the modal split stage, all models allow both the logit and nested
logit methods, but VISUM have the ability to specific visual basic
scripts using VISUMs objects and methods can also be used to
develop logit models. EMME/2 has the ability of using any other
demand function.
TRANPLAN supports All or nothing, Capacity restrain, Incremental
trip assignment model. Other software support more trip assignment
models.
Except EMME/2, all software support GIS integration, EMME/2 has
Enif as an alternative interface to access EMME/2 data banks, shape
files and dBase files.
VISUM and TransCAD are compatible with all land use models and
can be linked to them through GIS files. EMME/2 Interfaces with
land use methods with sub-programs (MEPLAN, EMPAL/DRAM),
while TRANPLAN is compatible with some land use models.
26
Table (3-1): Comparison of EMME/2 and TransCAD.

Software
EMME/2
TransCAD
Data import
and export
EMME/2 support ASCII text

files, shape files and dBase
files for importing data. The
software is only capable of
exporting to ASCII files.
Input
requirments
Requires detailed data about :

Classified and detailed
Scio-economic data
Trip rates of
households
Land use data
Full transit and road
network data
fuel consumption rates
of different transport
modes
utility function of
different transportation
modes
Trip
generation
model
Trip-generation using either

regression, cross
classification or trip rates
Trip
distribution
model
Modal split
Gravity model or the

FRATAR method.
Supports of logit and nested
logit methods. Any demand
model may be used.
27
TransCAD is versatile in
importing and exporting data.
TransCAD is able to transfer
data between other modeling
software as Tranplan,
MINUTP, TP+, EMME/2,
Tmodel .
Scio-economic data
Trip rates of
households
Land use data
network data
modes.
utility function of
modes
Can perform trip generation
using either regression, crossclassification or trip rates. It
can also use Institute of
Transportation Engineers
(ITE) trip generation rates,
logit, user defined macros and
user written programs.
Can estimate and apply
gravity models, destination
choice (aggregate and
disaggregate), tri-proportional,
FRATARs
Allows both the logit and
nested logit methods of modal
split
Table (3-1): Comparison of EMME/2 and TransCAD. (Continued).

TransCAD can perform traffic
has a versatile assignment
assignment using any of the
procedure and allows using
any of the following methods: following methods:
All or nothing
All or nothing
Capacity restraint
Trip
Capacity restraint
Intersection based
assignment
Intersection based
capacity restraint
model
capacity restraint
Stochastic/probabilistic
Incremental
Equilibrium
Equilibrium or
Dynamic.
TransCAD is a true GIS
package and links easily to
ArcView, ArcGIS, Mapinfo
Enif is an alternative interface and MAPTITUDE. Models
GIS
to access EMME/2 data banks, can run on true GIS networks
integration
shape files and dBase files.
and TAZ layers and maintains
accurate GIS-based link shape,
network topology and network
distances.
NonPermits analysis of walk trips, Can have separate and fully
motorized
bicycle trips and other nonintegrated networks for
travel
motorized modes.
bicycles and pedestrians.
Compatible with virtually all
Interfaces with land use
land use models and can be
Compatibility methods as MEPLAN,
linked to them through GIS
with land use EMPAL/DRAM have been
files. Can display and color
models
developed and can be used
code parcel and land use data
with EMME/2.
directly.
28
Table (3-2): Comparison of VISUM and TRANSPLAN.

Software
Data import
and export
Input
requirments
Trip
generation
model
Trip
distribution
model
Modal split
VISUM
TRANPLAN
Expansive data import and

export abilities built into the
software.VISUM is able to
exchange data between other
packages as Tmodel,EMME/2,
Tranplan, MINUTP, QRS and
TransCAD.
Scio-economic data
Trip rates of
households
Land use data
network data
modes
utility function of
modes
Generate trips using
regression, crossclassification, trip rate daily
activity schedules and time of
day generation methods.
Can be performed using the
gravity model, FRATAR
method and trip chain
building.
Uses nested logit and allows
user specific models. Specific
visual basic scripts using
VISUMs objects and methods
can also be used to develop
logit models.
29
Able to transfer data between

other modeling software as ,
MINUTP, TP+, EMME/2.

Scio-economic data
Trip rates of
households
Land use data
network data
modes.
utility function of
modes
Can perform trip generation
using either regression, crossclassification or.
Can estimate and apply

FRATAR and gravity models.
Allows both the logit and

nested logit methods.
Table (3-2): Comparison of Comparison of VISUM and TRANSPLAN.

(Continued).
Can perform traffic
following methods:
Can perform traffic
All or nothing
following methods:
Capacity
restraint
Trip
All or nothing
Intersection based
assignment
capacity restraint
model
Capacity restraint
Incremental
Incremental
Equilibrium or
Dynamic.
Maintains a geographically
accurate street network,
including the exact shape and
TRANPLAN is GIS
length of links. The
GIS
supporting, that can update up
boundaries of zones are
integration
maintained as part of the data to 15 types of polygon
boundaries.
set. As in GIS software, all
network objects can have as
many user-defined data
variables as wished.
Walk and bike trips are
included in the trip chain
model as mode choice
NonCan have separate networks
alternatives. During
motorized
for bicycles and pedestrians.
assignment, they can be
travel
modeled as simple transit
mode or with separate route
choice in a full street network.
The user can define attributes
for the zones or for higherlevel area objects. All results
Compatible with some land
Compatibility from a land use model can be
use models and can be linked
with land use imported into these attributes
to them through GIS files.
models
to be of use in the modeling
process. In addition,
zoning/parcel layers can be
displayed and color-coded.
30
3.4 Urban Transportation Planning Software for Developing

Countries
In developing countries, there is a general lack of adequately current or
relevant demographic and socio-economic data and information required for
the transportation planning process. Also, sometimes inaccurate statistics
makes the use of mentioned transportation planning software difficult and
may lead to inaccurate results. In this case, a new transportation planning
software must be built.
31
Chapter 4
Proposed Program for Urban Transportation Planning
Process in Developing Areas
4.1 Introduction
The transportation planning process is a set of analytical techniques used to
forecast future transportation requirements and evaluate proposed systems.
Until quite recently, transportation planners used only mainframe computers
for these applications because of the relative complexity of these
models. Today, most Urban Transportation Planning (UTP) professionals
use personal computers (PCs) that are as powerful as the mainframe
computers of the past and offer a number of distinct advantages. Their lower
cost, smaller size, and increased ease of use make them highly suitable for
UTP modeling.
Transportation planning software automates the four steps process. This
process typically forecasts future travel demand by employing separate
forecasting sub-models for trip generation, trip distribution, modal split, and
route assignment, usually on a regional basis. The process describes the
transportation system in terms of a simplified network of links and nodes.
A model is appropriate if it can do the job. Transportation analysts seek a
universal model that can do most of the jobs, big doubt that such a model
exists. Personal computer implementations of urban transportation planning
(UTP) packages have resulted in a proliferation of modeling efforts.
However, stuff experience and availability, particularly at small planning
agencies has not kept up with this proliferation. As many (UTP) models are
complex and difficult to use [42]. By using the planning software and after
inputting the data, complex analyses is done in a short time using the
programmed transportation models.
In this research, a computer program named (UTPP-TC) is designed to
perform many operations and calculations needed through models of urban
transportation planning. MATLAB is chosen as a programming language for
this program because it contains many programming operations that can be
applied to transportation models. It is able to perform many effective
mathematical operation needed for transportation planning studies. The
software is programmed using MATLAB 7.8.0 (R2009a).
4.2 Structure and Components of the Proposed Program
The planner begin with input transportation and socio-economic data
collected in a chosen base year. The main inputs of the proposed program
are:
32
Population.
Employment and working places.
Income.
Car ownership.
Travel demand (O/D) matrix of the base year.
Modal split.
Existing or designed transportation network.
The program contains the following phases:

1- Input of socio-economic data of base year.
2- Forecasting of socio-economic data for target year.
3- Trip production and trip attraction.
4- Trip distribution .
5- Distribution of trips on transportation models (Mode choice).
6- Assignment of trips on transportation network.
7- Determination of (L.O.S) and evaluation of the network.
8- Environmental assessment (pollution and noise).
4.3 Models Used in the Proposed Program
A model is a simulation of the realistic world. Model assists the planner to
generate decisions on a base of study of a collectable amount of data,
acceptable cost and available time limit. Jessop A. [27] defined the essence
of a model as it captures some important aspects of real situation in a way
that permits easy comprehension and manipulation to aid decision.
There are two approaches to the transport planning process, namely the
direct model approach and the sequential approach. The direct approach
needs more specific data that may not be available in developing countries.
The sequential choice model approach utilizes various models for trip
generation (e.g. regression models), trip distribution (e.g. gravity model),
modal split (e.g. logit model) and route assignment (e.g. minimum path
model). These models simplify the direct model via sequential steps. Thus,
they are easier to calibrate and check for the reasonability of results for each
of the steps, which is a useful practice [14]. The proposed program uses the
sequential four-stage transportation planning process by applying
mathematical models for the following phases:
Trip production and trip attraction.

Forecasting of socio-economic data.
33
Trip distribution.
Modal split.
Operational evaluation of road network.
Environmental assessment.
4.3.1 Models for Forecasting Socio-economic Data

Depending on the annual growth factors of the independent variables, the
socio-economic data affects the trip generation and attraction models can be
forecasted according to the following mathematical equation:
V f = V i [1 + ( n * G v ) ]
Where:
Vf : Future value of the variable.
Vi : Initial vale of the variable
n : Forecasting time in years .
Gv : Average annual growth factor of the variable.
The main independent variables that affect the trip generation and
attraction has been identified according to the regression analysis, the result
indicates the following variables:
X1
X2
X3
X4
X5
X6
X7
X8
Y1
: Population number in transportation zone i (in 1000)

: Number of educants in transportation zone i(in 1000)
: Number of employees in transportation zone i(in 1000)
: Number of private cars in transportation zone i
: Number of population number having average annuale income
<6000 L.E in transportation zone i (in 1000)
: Number of population number having average annuale income 6000
~ 10000 L.E in transportation zone i(in 1000)
>30000 L.E in transportation zone i (in 1000).
: Area of transportation zone j (km2)
34
Y2 : Area of stations in transportation zone j (m2).

Y3 : Number of educational places (faculties, pre-primary, primary, middle
and secondary) in transportation zone j.
The independent variables that affect the trip generation / attraction in
Tanta city have been forecasted by the proposed program. The annual
growth factors of the socio-economc data of the study area of Tanta city are
illustrated in Table (4-1). Growt factors are from data of (CAPMAS), and
The Authorized Urban Plan (AUP) of Tanta city-2004 [18]. The socioeconomic data, that affects trip generation / attraction for the base year 2000
is shown in Appendix (B). The socio-economic data, that affects trip
generation / attraction for the target year 2030 is shown in Table (4-2),
where:
Table (4-1): Annual Growth Factors of Socio-Economc Data of Study Area
[18].
Annual growth factor
Socio-economic data
%
Population number.
1.2
Number of educants.
1.1
Number of employees.
1.0
Number of cars.
6.1
Average annual income.
2.5
2
Area of transportation zone in (m ).
0.952
2
Area of stations in transportation zone in (m ).
1
Number of educational places.
0.7
35
Table (4-2): Forecasted Independent Variables that Affect Trip Generation /

Attraction for Tanta city for Year 2030.
zone
X1
X2
X3
X4
X5
X6
X7
X8
Y1
Y2
Y3
1
2
3
4
5
6
7
8
9
10
11
12
13
14
44.336
26.467
13.78
6342.879
3.325
11.9
35.7
6.125
0.695
18000
21.78
69.088
47.481
21.32
10148.66
5.25
18.55
55.65
9.45
0.834
18000
25.41
24.344
14.763
7.54
3805.784
1.925
6.475
19.6
3.325
0.834
18000
19.36
60.384
41.895
18.72
8879.974
4.55
16.1
48.65
8.225
1.529
22.99
12.512
7.98
3.9
1691.491
0.875
3.325
10.15
1.75
1.112
8.47
36.72
24.605
11.44
5497.275
2.8
9.8
29.575
5.075
1.529
14.52
23.12
13.3
7.15
3382.982
1.75
6.125
18.725
3.15
1.112
9.68
10.608
5.719
3.25
1691.491
0.875
2.8
8.575
1.4
1.946
16.94
4.76
2.66
1.43
845.604
0.35
1.225
3.85
0.7
0.834
16.94
47.056
24.605
16.51
6899.54
3.5
12.6
37.975
6.475
1.112
10.89
58.888
30.59
20.67
8781.49
4.55
15.75
47.6
8.05
1.39
13.31
54.264
31.92
20.67
8044.841
4.2
14.525
43.75
7.35
1.39
18000
27.83
91.8
55.86
34.97
13561.36
24.5
74.025
12.6
1.807
18000
43.56
9.248
5.453
3.51
1379.059
0.7
2.45
7.525
1.225
1.112
7.26
4.3.2 Models for Trip Generation / Attraction

A trip can be defined as a single directional movement, for example home
to work. It is classified to two main groups- home-based and non-homebased trips. Home based trips are those trips that have one trip end at a
household and non-home-based trips are those trips between work and shop
and business trips between two places of employment.
The objective of trip generation stage is to understand the reason behind
trip making behavior and to produce mathematical relationship to synthesize
the trip making pattern, the bases of observed trips and household
characteristics [43].
Trips can be referred to the location of home, working, shopping, education
and other activities, besides the transport system. Demographic and socioeconomic characteristics of population. Trip generation is sub-divided into
trip production and trip attraction. The most common mathematical forms of
trip generation model are multiple regression equations, trip rate models and
cross-classification model.
36
The main models used in trip generation stage are:

Trip rate models.
Cross classification models and
Multiple regression analysis.
Trip rate model is based on the determination of trip production and trip
attraction rate associated with land use category and population of each
land-use. Rate method is used for traffic impact analysis but, it does not
consider other characteristics such as household size, income and auto
ownership.
Cross-classification model determines the number of trips individually by
categorizing households according to certain socio-economic characteristics.
it requires very detailed and accurate data of the transportation zones to
predict trip generation and no mathematical model is driven.
.
Both types of data, required for the previous models, are not available for
the study area. So, a multiple non-linear regression analysis is chosen for the
trip generation model of the proposed program.
Multiple regression analysis is a well-known statistical technique for fitting
mathematical relationships between dependent and independent variables. It
is divided into two types, 'aggregate analysis' and 'disaggregate analysis'. In
aggregate analysis each Transportation Analysis Zone (TAZ) is treated as a
one observation, where as disaggregate analysis threat individual household
or person as an observation. Disaggregate analysis provides more accurate
results than aggregate analysis [2].
This technique has been exploited fruitfully in a number of transportation
planning studies. In the case of trip production equations, the dependent
variable is the number of trips generated and the independent variables are
socio-economic variables affects trip generation. It is based on the concept
that the equilibrium between trips generated and factors affects the
generation in a specific time is applicable at any future time.
The multiple linear regression models proposed to estimate the trip
generation for the study area are:
37
Qi = a0 + a1 x1i + a2 x2i + a3 x3i +.....+ an xni

Zj = b0 + b1 y1j + b2 y2j + b3 y3j +.....+ bn ynj
Where:
Qi : Number of trips produced from zone i.
Zj : Number of trips attracted to zone j.
x :Independent variable affects trip production.
y : Independent variable affects trip attraction.
a , b : Model parameters of independent variables.
In the regression process, not all the variables can be treated as
independent variables. Some variables may not have any relationship with
the dependent variable and some variables may be represented by other
independent variables. Model parameters (a and b) measure the relation
between dependant and independent variables. The regression coefficient of
the model (R2) measures the goodness of fit of the model. It ranges from
zero to one.
Using a statistical analysis package (MedCalc v.11.3) to perform multiple
linear regression analysis, two regression methods are considered, Forward
method and Enter method. In Forward method, the regression enters
significant independent variables sequentially. The independent variable is
considered significant if it has a P-value less than 0.05, and not significant if
it has a P-value more than 0.05. On the other hand, Enter method, the
regression enters all independent variables in the model in one single step.
For the trip production model of the study area (Qi trip/day), eight
independent variable were taken into consideration while performing the
multiple regression process, these are:
X1
X2
X3
X4
X5
X6
: Population number in transportation zone i (in 1000)

: Number of educants in transportation zone i(in 1000)
: Number of employees in transportation zone i(in 1000)
: Number of private cars in transportation zone i
38
X7
X8

The Forward method gives a model with a regression coefficient (R2=0.9),

while the Enter method gives a model with a regression coefficient (R2=1.0)
so, this model is used as a trip production model for the study area.
Analysis of model parameters of different independent variables shows
that, X5 (Number of population number having average annuale income
<6000 L.E in transportation zone i (in 1000)) has the highest positive model
parameter (19272.5277), while X8 (Number of population number having
average annual income >30000 L.E in transportation zone i (in 1000)) has
the highest negative model parameter (-11860.9205). X4 (Number of private
cars in transportation zone i) has the least model parameter among all
model parameters (5.9678). Table (4-3) shows model parameters of different
independent variables in the trip production model of the study area.
Table (4-3): Model Parameters of the Independent Variables of the Proposed
Trip Production Model.
Trip Production (Qi Trip/day)
Variable
X1
X2
X3
X4
X5
X6
X7
X8
constant of the equation
a
-842.0327
54.5475
-1960.1120
5.9678
19272.5277
-8629.1366
5380.0964
-11860.9205
a0=24.7073
For the trip attraction model of the study area (Zj trip/day), three
independent variables were interpolated in the multiple regression process,
these are:
39
Y1 : Area of transportation zone j (km2)

Forward method gives a model with a regression coefficient (R2=0.6),
while the Enter method gives a model with a regression coefficient (R2=0.7),
so, the model from the Enter method is used as a trip production model for
the study area.
The analysis shows that, Y1 (Area of transportation zone j (km2)) has the
highest positive model parameter (9458.4687), while Y3 (Number of
educational places - faculties, pre-primary, primary, middle and secondary in transportation zone j) has the second highest poitive model paramenter of
(986.1692). Finally, Y2 (Area of stations in transportation zone j) has the
least model parameter of (0.08019). Area of stations is the area of the place
where trip maker can change a transport mode to travel intercity or out of
the city. This area is an expression of the trips attracted to the transport
mode exists in the station. Table (4-4) shows model parameters of different
independent variables in the trip attraction model of the study area.
Table (4-4): Model Parameters of the Independent Variables of the Proposed
Trip Attraction Model.
Trip Attraction (Zj Trip/day)
Variable
Y1
Y2
Y3
constant of the equation
b
9458.4687
0.08019
986.1692
b0 = -12961.0167
The final proposed trip production and trip attraction model of the study
area has been formulated as:
Qi = 24.7073 842 .0327 X 1i + 54.5475 X 2 i 1960 .1120 X 3i

+ 5.9678 X 4 i + 19272 .5277 X 5 i 8629 .1366 X 6 i
+ 5380 .0964 X 7 i 11860 .9205 X 8 i
40
Z j = 12961.0167 + 9458.4687 Y1 j + 0.08019Y2 j + 986.1692Y3 j

Where:
Qi :Trips produced from transportation zone i (Trip / day).
Zj :Trips attracted to transportation zone j (Trip / day).
X1 : Population number in transportation zone i (in 1000)
X2 : Number of educants in transportation zone i(in 1000)
X3 : Number of employees in transportation zone i(in 1000)
X4 : Number of private cars in transportation zone i
X5 : Number of population number having average annuale income
X6 : Number of population number having average annuale income 6000
Socio-economic data used for the multiple regression model is represented
in Appendix (B). These data represents the base year 2000.
4.3.3 Model for Trip Distribution
Trip distribution models (destination models) are used to determine zoneto-zone trip interchange. Trips will be attracted to the zone with higher level
of attractiveness. Destination choice modeling uses trip distribution or
spatial interaction models. These models assume that the total trips from an
origin node and the total trips to a destination node are known. The travel
times (costs, or distances) are also known, and the result of the model is an
origin-destination matrix that contains the trips from origins to destinations
in its cells [32].
41
Among trip distribution models gravity model and Fratar model are used
but, Fratar model took no account of changing spatial accessibility due to
increased supply or changes in travel patterns and congestion besides, Frater
model is not sensitive to impedance between zones which significantly
affects the inter-zonal distribution of trips. The gravity model is by far the
most widely used trip distribution technique.
With mathematical models being complex, it is always possible to build
more sophisticated urban transportation planning models introducing more
variables and parameters in the analysis. These additional variables and
parameters may contribute to a better model fitting, but require much more
data brought into the model.
For the distribution of all trips produced from transportation zone i of study
area, and with the absence of statistics about trip purpose classification in
study area, the third phase of this program uses the results of first and
second phases and gravity model to get the total (O/D) matrix on the target
year. Gravity model is a analogy of Newtons Gravitational Model The
number of trips between two areas is directly related to activities in the area
represented by trip generated and inversely related to the separation between
the areas represented as a function of travel time. The form of trip
distribution gravity model is:
Z j *Wij * K ij
Fij = Qi *
Z j *Wij * K ij
Where :
Fij :Number of trips generated from zone i to zone j.
Qi :Trips generated from zone i .
Zj :Trips attracted to zone j.
Kij : Socio-economic balance factor.
Qi : Trips produced from zone i.
Zj : Trips attracted to zone j.
Wij : Impedance between zoon i and j (travel time, travel cost or travel
42
distance).
: Sensitivity factor of travel resistance.
The bracketed term is the proportion or probability of trips produced by
zone i that will be attracted to zone j. Thus, this term can measure the
relative attractiveness between zones.
According to [7], the socio-economic adjustment factor Kij is a calibration
of the gravity model to incorporate effect between pairs of zones that not
captured by the limited number of independent variables included in the
model, this factor is assumed to be one for the study area. Originally, was
assumed 2.0, by the analogy to the inverse square law of gravity. Hence, the
name gravity model, in fact is rarely found to be exactly 2.0 in calibration
of the gravity model, but this value will give a reasonable close
approximation [26]. For the transportation zones of study area (Tanta City),
the travel impedance between transportation zones is the travel time and the
sensitivity factor is equal to 2.
The proposed program uses the gravity model for trip distribution. Socioeconomic balance factor (Kij) of one and sensitivity factor () of two are
assumed. The distance (in Km) between centroids of zones is used as
impedance between zones.
Some times, after trip distribution, the total trip attractions to transportation
zones Zj0 do not tally with the predicted attractions Zj. An iteration
procedure is done to balance the trip attractions.
4.3.4 Model for Modal Split
The selection between several modes of travel is determined upon three
types of factors: socio-economic status of the trip maker, characteristics of
the trip and characteristics of the mode.
One widely researched phase of the sequential travel-modeling procedure
for urban transportation planning is the modal split analysis, which involves
the allocation of total person trips (by all modes) to the respective modes of
travel. Proportion of trips that uses each travel mode can be estimated
statistically, or by using a modal split model.
43
Modal split models basically relate the probability of transit usage to

explanatory variables or factors in a mathematical form. The empirical data
necessary to develop these models usually are obtained from comprehensive
(O/D) surveys in specific urban areas. In applying these models to predict
the future transit usage, one must make the implicit assumption that the
variables which explain the present level of transit usage will do so in much
the same manner in the future. The main models used for modal split are:
Pre-distribution models.
Post-distribution models.
Simultaneous trip distribution and modal split models.
The Disaggregate Behavioral models and
Multinomial logit models.
The Pre-distribution (or Trip End) Models are used to separate the trip
productions in each zone into the different modes to distributed by modespecific trip distribution models. The primary disadvantage of these models
is that they cannot include variables related to transportation system
characteristics. Pre-distribution models are not commonly used.
The Post-distribution (or Trip Interchange) models are very popular
because it can include variables of all types. However, conceptually it
requires the use of a multimodal trip distribution model and currently such
distribution models are not used commonly.
The Simultaneous trip distribution and modal split models strive to
estimate the number of trips between two zones by specific modes in one
step directly following the trip generation phase. Conceptually and
theoretically this type of a model has a sound basis, but it is not commonly
used at this time.
The Disaggregate Behavioral Logit models recognize each individuals
choice of mode for each trip instead of combining the trips in homogeneous
groups. The underlying premise of this modeling approach is that an
individual trip makers choice of a mode of travel is based on a principle
called utility maximization.
Finally, the multinomial logit model measures proportion of travels use
each mode depending on the maximum utility. The form of the model is:
44
P(m ) =
e um
n
um
m=1
Um = a0 + a1 F1m + a1 F1m ++ an Fnm

Where :
P(m) : Proportion of travelers that use mode m.

Um : Utility of mode m.
a : Model parameter of mode m.
F : Factor affecting the utility of mode m (trip cost or trip time or safety).
Calibrations an statistics is done to get model parameters of any mode k. It
is not even necessary to include the same variables in the utility equation of
different modes. Sometime a new mode is introduced. In this case, it would
be next to impossible to estimate the utility associated with the new mode
base-year data required for the calibration of its utility function would be
unavailable [7].
The proposed program uses two methods for modal splitting. The first is
the constant factor modal split, and the second is multinomial logit model.
4.3.5 Model for Trip Assignment
The trip assignment step is to assign the projected travel demand onto the
transportation network so that potential problems such as congestion can be
identified. In other words, trip assignment is to predict the number of
travelers using various routes and, hence, the traffic volumes on the links of
a transportation network. When vehicular trips rather than person trips are
estimated, we call it a traffic assignment problem [25].
The basic principal of trip assignment is that assuming all travelers are
rational thinking and will select the route of least perceived individual cost
[43]. The factors affects the choice of a route are cost, time, comfort, safety
and journey length. Depending on this principal, different trip assignment
techniques are derived, such as All-or-Nothing assignment (AON),
Diversion Techniques and Capacity Restraint Assignment.
45
All-or-Nothing assignment method is known as The Shortest Path. It

represents the shortest time path between the centroids of two transportation
zones. This method is unrealistic because only one path between every two
transportation zones is utilized, even if there may be another path with the
same travel time or cost. In addition, it ignores the fact that link travel time
is a function of traffic volume.
The Diversion Technique is based upon that the traffic volume between
two zones in divided among number of paths according to the utility of each
path. It dos not take the capacity of a rout into consideration.
Capacity Restrained Assignment has been developed to overcome the
weakness of All-or-Nothing assignment method. Capacity Restrained is
based on the principal that when the traffic flow increases towards the
capacity, the speed of the traffic decreases from free flow speed towards
maximum flow speed and the travel time also increases. In elastic traffic
assignment problem, the minimum paths computed prior before assignment
may not be the minimum paths after assignment because of traffic
congestion. Several assignment procedures are done. In addition, at the end
of each assignment, the traffic volume on each link is re-calculated and
compared to the capacity of this link, and the new travel time of all the
routes is calculated according to the following formulation:
4
V
ti = t0 1 + 0.15
C
..(1)
Where:
ti :Trip time after assignment phase i.
t0 : Trip time before assignment phase i (free-flow time).
V :Assigned traffic volume (pcu/hr).
C :Practical road capacity (pcu/hr).
This form was developed by Bureau of Public Roads (BPR). It shows that
the travel time on each link is a non-linear function of the total traffic
volume on this link. In addition, it shows that at capacity the travel time is
15% higher than the free flow travel time.
The free-flow time t0 is equal to 0.87 of travel time at practical capacity.
After the first iteration, the new time changes to ti and consequently the
46
speed on the link changes. To minimize fluctuation in loading, only one

quarter of the difference between t0 and ti is applied. Thus:
t t
t n = t0 + i 0
4
.(2)
Where:
tn : New trip time after assignment.
By combining the two equations, the following time model is reached:
4
V
t n = t0 0.87 + 0.13
C
(3)
This process may be continued for as much iteration as desired. Usually

four iterations are adequate. The proposed program uses capacity restrained
assignment model with the last mentioned model (No. (3))
4.3.6 Model for Operational Evaluation of Road Network
It is the most concern of the transportation planner to know how the road
network will operate under traffic. Because oversaturated links should be
deeply examined and reassignment on these links should be done.
The concept of levels of service (LOS) uses measures to describe the
operational conditions within a traffic stream, motorists and passengers.
Parameters are selected to define (LOS) such as travel times, speeds, total
delay, comfort, and safety. Methods for analysis capacity and service flow
are incorporated in The Highway Capacity Manual (HCM) published by the
Transportation Research Board (TRB)
HCM defines six levels of service, from A to F, A is the highest level of
service and F the lowest. These levels of service vary depending on the type
of roadway or roadway element under consideration.
47
The parameters selected to define levels of service for each type of

facilities are called Measures of Effectiveness and represent available
measures that best describe the operation on the subject facility type. Table
(4-5) presents the primary Measures of Effectiveness used to define levels of
service for each facility type. An ideal condition of a facility is one for
which further improvement will not achieve any increase in capacity.
There are three methods used for the purpose of the operational evaluation
of road networks, the first method is (HCM2000 - Two Lane Highway)
which is used to determine the level of service on intercity two lane
highways. The second and third methods are used to evaluate urban streets
networks. The Second method is known as the average travel speed method
(HCM2000 ATS) method, while the third method is known as the
probability method (HCM2010 NCHRP 3-70) method.
Table (4-5): Primary Measures of Effectiveness for LOS Definition.
Type of Facility
Measure of Effectiveness
Basic freeway segments
Density (pc/km/ln)
Weaving areas
Density (pc/ km /ln)
Ramp junctions
Flow rates (pcph)
Multilane highways
Density (pc/ km /ln), Freeflow speed (mph)
Two-lane highways
Time delay (percent)
Average control delay

(sec/veh)
Average control delay
Unsignalized intersections
(sec/veh)
Average travel speed (km
Arterials
ph)
Load factor
Transit
(pers/seat, veh/hr, people/hr)
Signalized intersections
Pedestrians
Space (sq ft/ped)
48
4.3.7 (HCM2000 - Two Lane Highway) method

A two-lane highway may be defined as a two-lane undivided roadway
having one lane for use by traffic in each direction. Two-lane highways
differs from multilane highways in that passing of slower vehicles requires
the use of the opposing lane where sight distance and gaps in the opposing
traffic stream permit. Also, multilane highways usually locates near urban
areas and have higher geometric features than two-lane highways such as
vertical and horizontal curves.
Two-lane highways are categorized into two classes: ClassI are two-lane
highways that are major intercity routes, serve long distance trips and
travelers expected to travel at high speed. ClassII are two-lane highways that
function as access routes to class-I highways, serve short distance trips and
travelers not necessarily expected to travel at high speed.
Level of service criteria for two-lane highways address both mobility and
accessibility concerns. The primary measure of service quality is percent
time delay, with speed and capacity utilization used as secondary measures.
LOS of classI two-lane highways is a function of percent-time spent
following (PTSF), and average travel speed (ATS). While LOS of classII
two-lane highways is determined as function of (PTSF). Percent time spent
following (PTSF) can be defiend as the percent of total travel time that
vehicles must travel in platoons behind slower vehicles due to inability to
pass on a two-lane highway. Table (4-5) shows LOS criteria of classI twolane highways while Fig (4-1) represents a graphical representation of LOS
criteria of classI two-lane highways. Table (4-7) shows LOS criteria of
classII two-lane highways.
LOS for class I and class II two-lane highways is determined as a function
of PTSF. However, the ATS was selected as an auxiliary criterion for class I
highways because ATS makes LOS sensitive to design speed. In addition,
specific upgrades and downgrades can be analyzed by a directional-segment
procedure. PTSF was assumed to describe traffic conditions better than
density because density is less evenly distributed on two-lane highways than
on multilane highways and freeways [31].
Basic conditions for a two-lane highway segment are :
Lane widths 3.6 m
49
Shoulders Clearance 1.8m.

Free flow speed of 100 km/hr for multilane highways.
All passenger cars.
No no-passing zones.
Level terrain.
No impediments to through traffic due to traffic control or turning
vehicles.
Under these ideal conditions, The capacity of a two-lane highway is 1.700

eq.pcu/hr for each direction. Considering directional split of traffic, 3.200
eq.pcu/hr is the capacity of both directions combined.
Determining the LOS is done by the following sequence:
1- Determine the free flow speed (FFS).
2- Determine ATS using the value of FFS.
3- Determine PTSF, and
4- Use ATS and PTSF to determine LOS based on Table (4-6) and
Table (4-7).
Table (4-6): LOS Criteria for Two-Lane Highways Class I.
Percent TimeAverage Travel
LOS
Spent-Following
Speed (ATS)
(Km/h)
(PTSF)
A
35
>88.5
B
>3550
>80.588.5
C
>5065
>72.580.5
D
>6580
>64.572.5
E
>80
64.5
50
Fig (4-1): LOS graphical criteria for two-lane highways in class I [44].
Table (4-7): LOS Criteria for Two-Lane Highways Class II.
Percent TimeLOS
Spent-Following
(PTSF)
A
40
B
>4055
C
>5570
D
>7085
E
>85
4.3.7.1 Determination of the Free Flow Speed (FFS)
FFS is the theoretical speed of traffic over an urban street segment without
signalized intersections or freeway or multilane highway segment under
conditions of low volume when density is zero
The following model is used to determine FFS [44]:
FFS = BFFS f LS f A
Where:
FFS : Free-flow speed (Km/h).
51
BFFS : Base Free-flow speed (Km/h).

f LS : Adjustment for lane width and shoulder width. Table (4-8).
f A : Adjustment for access points. Table (4-9).
BFFS reflects the driver-desired speed when traveling on the road. Since
many factors influence the desired speed of drivers, no guidance on
estimating the BFFS is provided. BFFS ranges between 72.5-104.5 Km/h.
For study area BFFS is 85 Km/h.
Access points density can be calculate by dividing the number of access
point on both sides of the segment of a two-lane highway by the length of
the segment in mile. Each access point in mile reduce BFFS by about 4
Km/h. Default values of access point density on two-lane highways can be
used. 8 for rural, 16 for Low-Density Suburban and 25 for high-Density
Suburban.
Table (4-8): Adjustment for Lane Width and Shoulder Width.
f LS (Km/h)
Lane
Shoulder Width (m)
Width (m)
0,<0.6
0.6,<1.2 1.2,<1.8
1.8
2.7<3
3<3.4
3.4<3.7
3.7
10.3
8.5
7.6
6.8
7.7
6
4.8
4.2
5.6
3.9
2.7
2.1
Table (4-9): Adjustment for Access Points.

Access Point
f A (Km/h)
Density
0
0
10
4
20
8
30
12.1
40
16.1
52
3.5
1.8
0.6
0
4.3.7.2 Determination of the Average Travel Speed (ATS)

The following model is used to determine the average travel speed [44]:
ATS = FFS 0.00776V p f np

Where:
ATS : Average travel speed for both directions (Km/h).

FFS : Free-flow speed (Km/h).
V p : Passenger-car equivalent flow rate for peak 15-min period (pcu/h).
f np : Adjustment for percentage of non-passing zones.
Table (4-10) represents the adjustment factor for percentage of non-passing
zones.
Table (4-10): Adjustment factor for Percentage of Non-passing Zones.
f np (mi/h)
Two-Way
No-Passing Zones (%)
Flow Rate
V p (pc/h)
20
40
60
80
100
0
200
400
600
800
1000
1200
1400
1600
1800
2000
2200
2400
2600
2800
3000
3200
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.6
1.7
1.6
1.4
1.1
0.8
0.6
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.0
1.4
2.7
2.4
1.9
1.6
1.2
0.9
0,8
0.7
0.6
0.6
0.6
0.6
0.6
0.6
0.6
0.0
2.4
3.5
3.0
2.4
2.0
1.6
1.2
1.1
1.0
0.9
0.9
0.8
0.8
0.7
0.7
0.6
0.0
2.6
3.9
3.4
2.7
2.2
1.9
1.4
1.3
1.1
1.0
0.9
0.9
0.9
0.8
0.7
0.6
0.0
3.5
4.5
3.9
3.0
2.6
2.1
1.7
1.5
1.3
1.1
1.1
1.1
1.0
0.9
0.8
0.6
53
4.3.7.3 Determination of Model Parameters

Equivalent passenger car demand flow, grade adjustment factors, and
heavy vehicle factor are the main parameters used in (HCM2000 - Two
Lane Highway) model.
Vp is the equivalent passenger car demand flow rate. It is the adjustment
of the hourly traffic flow due to grade, heavy vehicle and PHF. Vp can be
calculated from the following model [44]:
Vp =
V
PHF f HV f G
Where:
V : Traffic Hourly volume (pcu/h)

PHF : Peak-hour factor.(0.88 for rural areas and 0.92 for urban areas).
f G : Grade Adjustment factor, Table (4-11).
f HV : Heavy-vehicle adjustment factor.
PHF is the hourly volume during the maximum-volume hour of the day
divided by the peak 15-min flow rate within the peak hour. It is a measure of
traffic demand fluctuation within the peak hour. For study area (Urban
Zones of Tanta), PHF = 0.92.
Table (4-11): Grade Adjustment Factor (f G) to Determine Speeds on TwoWay and Directional Segments.
Range of TwoRange of
Type of Terrain
Way Flow
Directional Flow
Level Rolling
Rates (pc/h)
Rates (pc/h)
0600
0300
1.0
0.71
> 6001200
> 300600
1.0
0.93
> 1200
> 600
1.0
0.99
The heavy-vehicle factor (FHV) accounts for the additional space occupied
by these vehicles and for the difference in operating capabilities of heavy
vehicles compared with passenger cars. It can be calculated through the
following model [44]:
54
f HV =
1
1 + PT (ET 1) + PR (ER 1)
Where:
PT ,PR : proportion of trucks or buses and recreational vehicles(RVs) in
the traffic stream assumed (10% rural, 5% urban).
ET ,ER : passenger-car equivalents for trucks or buses and recreational
vehicles RVs in the traffic stream, Table (4-12).
For study area PT,PR = 5% , ET=1.3 and ER=1
Table (4-12): Passenger-Car Equivalents on Two-Lane Highway.
Type of Terrain
Factor
Level
Rolling
1.3
2
ET
1.0
1.1
ER
4.3.7.4 Determination of Percent Time Spent Following (PTSF)
Percent time spent following (PTSF) is the percent of total travel time that
vehicles must travel in platoons behind slower vehicles due to inability to
pass on a two-lane highway. It can be calculated through the following
model [44]:
PTSF = BPTFS + f d / np
Where:
PTSF : percent time-spent-following.

BPTSF : base percent time-spent-following for both directions of travel
combined. BPTSF can be calculated using the following form:[44]
BPTSF = 100 1 e
0.000879v p
55
f d/np
Vp
: adjustment for the combined effect of the directional

distribution of traffic and of the percentage of no-passing zones.
: Passenger-car equivalent flow rate for peak 15-min period
(pcu/hr).
4.3.7.5 Determination of Level of Service (LOS)

To evaluate the road network, the equivalent passenger car demand flow
rate (Vp) is compared to the capacity of the highway. If Vp is bigger than
capacity, then LOS is F. If Vp is less than capacity the LOS is determined
depending on the value of ATS and PTSF using Table (4-6) and Table (4-7).
(HCM2000 - Two Lane Highway) method is used for the evaluation of two
lane highways, and is not used to determine LOS of urban streets networks.
For this reason, this method was not used in the proposed program for the
case study.
4.3.8 Operational Evaluation of Urban Streets
There are two methods, which used to the operational evaluation of the
streets in urban areas, these are:
The average travel speed method (HCM2000 ATS).

The probability method (HCM2010 NCHRP 3-70).
These methods have been utilized in the proposed program.

4.3.8.1 The Average Travel Speed (HCM2000 ATS) method
Urban street is a street with high relatively density of driveway located in
urban areas with traffic signal not 3.00 km apart. In AASHTO hierarchy,
urban streets are classified as Arterials, Collectors and local streets. Arterial
streets (principal and minor) are roads that primarily serve longer trips,
provide access to abutting commercial and residential zones and always
have traffic signals. Collector streets provide both land access and traffic
circulation within residential, commercial, and industrial areas. Their access
function is more important than that of arterials and unlike arterials, their
operation is not always dominated by traffic signals.
56
Local streets include all streets not on a higher system. These streets may
be short in length or frequently interrupted by traffic control device. Travel
distance on local streets is short, typically to the nearest collector street.
local streets are city streets often have numerous driveways, as they are the
addresses for most home. Fig (4-2) shows the functional classification of
urban streets.
The urban street network of the study area (Tanta City) consists of arterial
streets such as Algalaa, Algesh, Elmoderia and Elnhas, and collectors such
as Botros, Hassan Radwan and Saeed, and local streets such as Tut Ank
Amon, Sabri and Elsayed Abd Elateef.
Classification of urban streets is based on functional and design criteria..
The classes are designated by number (i.e., I, II, III, and IV) shown in Table
(4-13) and reflect unique combinations of street function and design criteria
shown in Table (4-14). The lesser the urban street class, the lower the
driver's expectation for that facility and speed associated.
The LOS of Urban Street is based on average travel speed (ATS) for the
entire street under consideration and the urban street class. The (HCM2000
ATS) method determines LOS of urban streets by calculating the Average
Travel Speed (ATS). Table (4-15) shows LOS criteria for urban streets
according to HCM2000.
To calculate ATS, the proposed program calculates:
1- Uniform delay d1 and Incremental delay d2 ,
2- Control delay d, and
3- Average travel speed (ATS).
Table (4-13): Classification Of Urban Street According To Functional And
Design Criteria.
Functional Category
Design
Category
Principal Arterial
Minor Arterial
High-Speed
I
N/A
Suburban
II
II
Intermediate
II
III or IV
Urban
III or IV
IV
57
Fig (4-2): Functional Classifications of Urban Streets.
58
Table (4-14): Functional and Design Categories of Urban Streets.

Functional Category
Criteria
Mobility
function
Access
function
Principal Arterial
Minor Arterial
Very important
Important
Very minor
Substantial
Freeways, important activity

Principal arterials
centers, major traffic
generators
Relatively long trips between
Trips of moderate length
major points and throughPredominant
within relatively small
trips entering, leaving, and
trips served
geographical areas
passing through the city
Design Category
Criteria
High-Speed
Suburban
Intermediate
Urban
Driveway/acce
Very low
Urban
Low density Intermediate
ss density
density
Multilane
Multilane
Multilane
Undivided
divided;
divided;
divided
or
one-way,
undivided
undivided or
Arterial type
undivided;
or two-lane
two-lane
two-way,
two
one- way,
or
more
lanes
with
with
two-lane
shoulders
shoulders
Some
Significant
Parking
No
No
Points
connected
Separate leftturn lanes

Signals/km
Speed limit
Pedestrian
activity
Roadside
development
Yes
Yes
Usually
Some
0.3-1.2
0.6-3
2-6
4-8
75-90 km/h
65-75 km/h
50-65 km/h
40-55 km/h
Very little
little
Some
Usually
Low density
Low to
medium
Medium to
moderate
High density
59
Table (4-15): LOS Criteria for Urban Streets According to HCM2000.

I
II
III
IV
Street class
Range of FFS
88.5- 72.5 72.5 56.5 56.5 48.5 56.5 40.5
(Km/h)
Typical FFS
80
65
55
45
(Km/h)
Average Travel Speed (Km/h)
LOS
A
B
C
D
E
F
>72
>56-72
>40-56
>32-40
>26-32
26
>59
>46-59
>33-46
>26-33
>21-26
21
>50
>39-50
>28-39
>22-28
>17-22
17
>41
>32-41
>23-32
>18-23
>14-18
14
4.3.8.1.1 Calculating of Uniform delay d1 and Incremental delay d2

Computing the average travel speed of an urban street requires the
calculation of the intersection control delays. Because the function of an
urban street is to serve a through traffic.
Uniform delay d1 is calculated from the form [44]:
2
g
0.5C 1
C
d 1=
g
1 min(1, X )
C
Incremental delay (d2) due to non uniform arrival and individual cycle time
failure is calculated from the form [44]:
d 2 = 900T ( X 1) +
8 KIX
( X 1) +
cT
60
Where:
X : (v/c) ratio for the lane group (degree of saturation).
C : cycle length (sec).
c
: capacity of lane group (veh/h).
g : effective green time for lane group (sec).
T : duration of analysis period, usually (0.25-1 hr).
K : incremental delay adjustment for the actuated control (0.55).
I : incremental delay adjustment for the filtering or metering by
upstream signals, Table (4-16).
Table (4-16): Incremental Delay Adjustment Factor I
X of the
up stream
0.4
0.5
0.6
0.7
0.8
0.9
0.922
0.858
0.769
0.650
0.50
0.314
0.090
4.3.8.1.2 Calculating of Control delay (d)

Control delay is the delay for a vehicle approaching a signalized
intersection that attributes traffic and calculated by the formula [44]:
d = d 1 ( PF ) + d 2
Where:
d : control delay (s/veh)
d1 : uniform delay (s/veh)
d2 : incremental delay due to non-uniform arrivals and
individual cycle failures (s/veh)
PF : progression adjustment factor.
The arrival of a high proportion of vehicles on the green result from good
signal progression. Progression primarily affects uniform delay so, PF
applies to the adjustment is applied only to d1, and can be determined by the
following model [44]:
61
PF =
[1 P] f PA
g
1 C
Where:
PF : progression adjustment factor. (may not exceed 1).

p
: proportion of all vehicles arriving during green. (may not exceed
one).
g/c : effective green time ratio
fPA : adjustment factor for platoon arrival during the green, Table (4-17).
Table (4-17): Adjustment Factor for Platoon Arrival During the Green.
Arrival
AT1
AT2
AT3
AT4
AT5
AT6
type (AT)
fPA
1.00
0.93
1.00
1.15
1.00
1.00
Arrival type is a parameter that describes the quality of progression and the
percentage of lane group arriving during green and red phase of the traffic
signal [44]. A default value (AT3) is used for uncoordinated movements and
a default value (AT4) is used for coordinated movements. Table (4-18)
illustrates conditions under which every arrival type occurs.
Table (4-18): Arrival Types Occurrence Conditions [44].
Arrival type
Conditions Under Which Arrival Type Is Likely To Occur
(AT)
AT1
AT2
AT3
AT4
AT5
AT6
Occurs for coordinated operation on two-way street where one direction of

travel does not receive good progression. Signals are spaced less than 500m
apart.
A less extreme version of Arrival Type 1. Signals spaced at or more than
500m but less than 1000m apart.
Isolated signals spaced at or more than 1000m apart (whether or not
coordinated).
Occurs for coordinated operation, often only in one direction on a two-way
street. Signals are typically between 500m and 1000m apart.
Occurs for coordinated operation. More likely to occur with signals less
than 500m apart.
Typical of one-way streets in dense networks and central business districts.
Signal spacing is typically under 250m.
62
4.3.8.1.3 Calculating of Average Travel Speed (ATS)

Urban street LOS is based on Average Travel Speed (ATS). Average travel
speed is the length of the highway segment divided by the average travel
time of all vehicles traversing the segment, including all stopped delay
times. It is determined be the following formula [44]:
ATS =
3600 L
TR + d
Where:
ATS : average travel speed of through vehicles in the segment (Km/h).

L
: segment length (Km).
TR : total of running time on all segments in defined section (sec),
d
Table (4-19)
: control delay for through movements at the signalized
intersection (sec).
Table (4-19): Segment Running Time (sec/km).

I
II
III
Street class
Typical FFS (Km/h)
80
65
55
Segment length (km)
0.1
0.2
0.4
0.6
0.8
1.0
1.2
1.4
1.6
IV
45
Running time per km TR (s/km)

63
63
63
55
49
48
47
46
45
68
68
68
61
58
57
57
56
55
88
75
75
75
75
75
75
75
129
99
81
81
81
81
81
81
81
The average travel speed method (HCM2000 ATS) is used to determine

the LOS of urban streets. For the case study (Tanta City), there is a decline
in the number of intersections controlled by traffic signals (only four traffic
signals on the entire urban street network), so, it is not possible to calculate
delays using mentioned formulas. The average travel speed (ATS) of each
63
link of the urban network has been calculated manually by dividing the total
travel time of the link (as an output of the program) at the end of the
assignment stage, by the link length (as an input of the program).
The total travel time after assignment (as an output of the program) is the
sum of the initial travel time of the link and travel delays. The initial travel
time of each link is calculated using a free flow speed of 50 Km/hr
(calculated manually), then, LOS of each link is determined using the
calculated (ATS) according to Table (4-15). The proposed program uses the
(HCM2000 ATS) method by calculating:
1. The percentage time delay on each link, (output of traffic assignment
stage).
2. The delay time of each link after assignment using percentage time
delay (output of the program) and initial travel time of the link,
(manually).
3. Total travel time of each link by summing the initial travel time and
the increase in travel time, (manually).
4. Average Travel Speed (ATS) by dividing the total travel time by the
link length, (manually), and
5. Determine LOS from Table (4-15).
4.3.8.2 The Probability (NCHRP 3-70 HCM2010) Method
One recently completed study for the Highway Capacity Manual 2010
(HCM2010), National Cooperative Research Program Project 3-70 (NCHRP
3-70) incorporated to provide tools to better integrate the consideration of
level of service in urban street design and analysis. This research led to
cumulative Multimodal LOS (MMLOS) model. The Cumulative Logit
Model developed with NCHRP 3-70 was found to be superior to the existing
HCM 2000 models [16].
Determining the LOS is done through the following sequence:
1. Determine the probability that an individual will response with LOS
J or worse, (Pr (LOS J)).
2. Determine the probability that driver will perceive LOS J ,
(Pr (LOS = J)).
3. Determine the LOS model, and
4. Determine the link LOS grade.
64
4.3.8.2.1 Determine the probability that an individual will response with

LOS J or worse
The LOS for an urban street in this model is a combination of stops and left
turn lane presence. The LOS rating in this model is the weighted average of
the sum of the probabilities of people reporting each LOS rating multiplied
by a system of weights that gives greater weight to the proportion of people
who perceive poorer level of service. Probability that an individual will
response with LOS J or worse is calculated using the following form [11]:
Pr( LOS J ) =
1
1+ e
k X
Where:
Pr (LOS J): Probability that an individual will response with LOS J

J
e
J
K
XK
or worse.
: A,B,C,D, E or F, (LOS grade).
:Exponential function (2.718)
: Alpha, Maximum numerical threshold for LOS grade
J Table (4-20).
: Beta, Calibration parameters for attributes, Table (4-20).
: Attributes (k) of the facility (stops/km and left turn
lanes.
Table (4-20): Alpha and Beta Parameters for Recommended LOS Model
[11].
Parameter
Alpha Values
Intercept LOS F
Intercept LOS E
Intercept LOS D
Intercept LOS C
Intercept LOS B
Beta Values
X1 = No. of stops/km
X2 = Left-Turn-Lane Presence
65
Value
-3.8044
-2.7047
-1.7389
-0.6234
1.1614
0.253
-0.3434
The attribute, X1 (Number of stops per km) is the number of times a vehicle
decelerates to a full stop, divided by the length of street being evaluated.
The Stops/Km is calculated from the following equation [11]:
V

V
Stops / km = L A1 + A2 1 + 1 + A3
C
C

Where:
L
V/C
A1, A2, A3
: Length of street. (mile)

: Volume to capacity ratio of the analyzed direction.
: Signal progression parameters, Table (4-21).
For the case study (Tanta city) - with its only four existing signals - the
signal progression is assumed to be (no signal coordination), thus the
parameters applied are in the 3rd line of Table (4-21).
Table (4-21): Parameters for Stops Per Km Equation [11].
A1
A2
Signal Progression
A3
Adverse Signal Progression
0.636
5.133
0.051
No Signal Coordination
0.478
6.650
0.028
Good Signal Progression
0.327
9.572
0.013
The attribute X2 (Left-Turn-Lane Presence) takes on the values of (1) if
exclusive left-turn lane at intersections, (0) if not. For the case study (Tanta
city), the street network has no special left turn lanes The attribute LeftTurn-Lane Presence is assumed to be (0).
4.3.8.2.2 Determine the probability that driver will perceive LOS J
The probability of obtaining an LOS rating equal to J is the difference
between the probability of rating the facility at (LOS equals J or lower) and
the probability of rating the facility at (LOS J-1 or lower). The probability
that driver will perceive LOS J is calculated from the model [11]:
Pr( LOS = J ) = Pr( LOS J ) Pr( LOS J 1 )
66
Where:
J : A,B,C,D, E or F, (LOS grade).
4.3.8.2.3 Determine the LOS model
The LOS model takes the following form [11]:
6
LOS mod el = Pr(LOS = J ) *WJ

J =1
Where:
J
Wj
: A,B,C,D, E or F, (LOS grade).

: Numerical equivalent of LOS (1 for A, 2 for B, 3 for C, 4 for D,
5 for E and 6 for F).
4.3.8.2.4 Determine LOS Grade

Level of service of urban street links can be classified with regard to the
result of the LOS model output. If any link hourly volume/capacity ratio
(v/c) exceeds 1.00, that link is considered to be operating at LOS (F). Table
(4-22) illustrates LOS grade for different ranges of the LOS model.
Table (4-22): LOS Letter Grade Numerical Equivalents [11].
LOS Letter Grade
LOS Model
A
Model 2.00
B
2.00 < Model 2.75
C
2.75 < Model 3.50
D
3.50 < Model 4.25
E
4.25 < Model 5.00
F
Model > 5.00
The proposed program uses the (HCM2010 NCHRP 3-70) method to
analysis the capacity and traffic volumes assigned, and thus determines the
LOS of the road network links. This method is used to evaluate the street
network of the study area (Tanta city). The program processes the following
steps on each link of the street network:
67
1. Calculating number of stops/km using the signal progression type.

2. Calculating probability that an individual will response with LOS J
or worse using alpha and beta parameters, (Pr (LOS J)).
3. Calculate the probability that driver will report LOS J, (Pr
(LOS=J)).
4. Calculate the values of the LOS model.

5. Determine the LOS grade according to Table (4-22).
4.3.9 Models for Environmental Assessment
In sustainable urban transportation, the planning cannot be simply based on
the traditional four-step models only. Given the policy goal of planning for
sustainable urban transportation, it becomes apparent that urban
transportation policy and planning cannot be simply based on the traditional
four-step models only [17]. Government and environmental agencies have
clearly defined motorized transport as a significant source of air pollution
and noise emanation, and should therefore be reduced and set as a top
priority in environmental protection strategies by all governments.
Up to the 1960s, the evaluation of transportation systems sector was based
on the assessment of transport cost, time and level of service, neglecting the
indirect effect of the transportation system on the environment.
The planning process has given considerable emphasis of the effect of
transportation alternatives on the environmental consequences, Cars, trucks,
buses, and trains - the world relies on transportation to fuel its economic
growth and development. Increased transportation has, until now, gone hand
in hand with increases in greenhouse gas (GHG) emissions, vehicle
emissions of nitrogen oxides (NOx), acid rain and noises. It is essential that
the environmental impacts of traffic be understood and taken into account in
any transportation decision-making context.
According to the most recent data available, the annual growth rate in CO2
emissions by the transport sector in developing countries is projected to be
3.4% [24]. Moreover, in the context of rising motorization, the
environmental effects of transport tend to be more negative. For example,
estimates suggest that the developing worlds share of cars will rise from
25% in 1995 to 48% in 2050 (United Nations, 2001) [39].
The growing demand of travel is the major factor, and is largely due to the
increasing population in urban areas. Highway vehicles are the main source
68
of air pollution emissions that contribute to about 59% of carbon monoxide

and 40% of nitrogen oxides. Fig (4-3) and Fig (4-4).
What was considered a big alarm, European Community Committee
evaluated that world emission of (GHG) resulting from transport sector will
increase by 45.8% during the period from 1990 to 2015.
Fig (4-3): Major sources of carbon monoxide [46].
Fig (4-4): Major sources of NOx [46].

Because of these reasons, future transportation scenario analysis has
become more and more critical for air quality management and
transportation policy makers. Also, Predicting environmental impacts is
essential when performing an environmental assessment on urban transport
69
planning. For these reasons, the proposed program take into account two
main environmental evaluation models, these are:
Air Pollution evaluation model.

Noise pollution evaluation model.
4.3.9.1 Air Pollution model

Emissions can be calculated on a link-by-link basis, trip basis, or by
considering travel associated with different categories of roads, with
aggregation of emissions presented at the regional level. Estimates of
vehicle emissions vary depending on the approach used to aggregate travel
data. In general, emissions are lowest when using a trip-based approach, and
highest when using link-by-link approach. The maximum difference
between the two approaches was less than 10% for each pollutant analyzed
[28].
Egypt emissions represent almost 0.6% of the global emissions. In Egypt,

The transport sector is a major consumer of fossil fuels; transport sector is
responsible for 28% of the final energy consumption and therefore
contributes a significant share of the country's emissions of greenhouse
gases (GHGs). In 20032004 the transport sector was responsible for 29.16
per cent of overall energy consumption and about 31.6 million tones of CO2,
representing nearly 26 per cent of the energy-related CO2 emissions [37].
The first national communication to the UN Framework Convention on
Climate Change (UNFCCC) outlined the overall national policy to address
the challenge of climate change. A number of options for the transport
sector outlined were assessed, of which improvement of vehicle
maintenance and tuning-up of vehicle engines, using compressed natural gas
as a vehicle fuel, extending metro lines to newly developed cities and
encouraging private sector participation in financing and managing the new
metro lines [13]. A vehicle emissions testing, engine-tuning and certification
program were established in Egypt in order to improve fuel efficiency and
air quality. This test has become mandatory for vehicle licensing.
In Tanta City, the average vehicle age is relatively old and most vehicle are
operating since 30 years with low motor burning efficiency resulting an
incomplete combustion of fuel. Vehicles motors are of old generation that
powered by diesel and benzene fuel, which have high level of particulates
and nitrogen oxides emissions which directly affect the roadside air quality.
Passenger cars are expected to constitute the fastest-growing category over
70
the next few years due to economic growth, gradual decreases of fees duties
on imported cars and increased numbers of locally assembled ones.
Because of the increasing numbers of vehicle types, fuel types, pollutants
and emission modes, transportation emission models are becoming more
complex and comprehensive. The proposed emission module uses the
following trip based module to estimate the expected carbon dioxide (CO2),
nitrous (N2O) and methane (CH4) of certain transport system [33]:
Q = qm.CO2 + qm.CH 4 + qm. N2O * TVm

Where:
Q
: Total (CO2) and (CO2) equivalent emission in kg
qm.CO2 : (CO2) greenhouse gas emission from transport mode m in
m
qm.CH4
qm.N2O
TVm
kg CO2 / pass.km for passenger transport or kg CO2 / ton.km

for freight transport.
: Transport mode (car, bus, truck).
: (CO2) equivalent emission from(CH4) in kg CO2 / pass.km.
: (CO2) equivalent emission from(N2O) in kg CO2 / pass.km.
: Transport productivity of mode m, in pass.km or ton.km.
q m .CO 2 = a m .CO 2 * bm * F1 * F2 / C m
qm. N2O = am. N2O * bm * F1 * F2 * eN2O / Cm
qm.CH4 = am.CH4 * bm * F1 * F2 * eCH4 / Cm
Where:
a m.CO2 : factor of calculating (CO2) emissions from primary energy

in kg CO2 /MJ. Table (4-23)
bm
: specific primary energy consumption in MJ/veh.km, Table (4-23)
cm
: the occupancy rates (passenger/mode unit).
F1 , F2 : factors present behavior of car driver and status of
transport mode (life time for car, bus and truck), assumed to be
71
a m. CH4
am. N2O
e CH4
e N2O
(1.35).
: factor of calculating (CH4) emissions from primary energy
consumption in kg CH4 /MJ, Table (4-23)
: factor of calculating (N2O) emissions from primary energy
consumption in kg N2O /MJ, Table(4-23)
: coefficient to convert CH4 to CO2 equivalent emissions,
Table (4-23)
: coefficient to convert N2O to CO2 equivalent emissions,
Table (4-23)
Table (4-23): Parameter to Estimate Air Pollution From Transportation

Sector [33].
Parameter
Value
0.00369 for electricity tram and train.
0.0741 for diesel vehicle.
a m.CO2
0.0693 for benzene vehicle.
0.0561 for natural gas vehicles.
3.6 for benzene vehicle.
2.9 for diesel vehicle.
14.02 for bus and trucks.
7 for mini-bus.
78.9 for trains.
bm
20 for trams.
For natural gas:
2 for vehicles
6 for bus
0.0974*10-3 for benzene vehicle.
0.008*10-3 for diesel vehicle
a m. CH4
0.3*10-3 for natural gas vehicles.
0.022*10-3 for benzene vehicle.
0.009*10-3 for diesel vehicle
am. N2O
0.002*10-3 for natural gas vehicles
11
e CH4
270
e N2O
72
4.3.9.2 Model for Noise Pollution

Noise is some sounds which are unwanted. Transportation vehicles are the
worst offenders, with aircraft, railroad stock, trucks, buses and motorcycles
all producing noise.
(WHO)'s Press Releases (1998) reported that noise not only damages
peoples hearing but interferes with sleep patterns and causes cardiovascular
problems through increased stress and aggression levels. Ischemic heart
disease and hypertension have been linked to noise levels of less than 70
decibels. Noise has also been proven to affect humans ability to concentrate
and learn
Transportation operations are major source of noise in urban environment.
Sources of highway noise are tire-pavement interaction, acceleration rate,
deceleration rate, engines, exhaust systems and aerodynamic sources.
Because noise vanishes with distance, the transportation noise problem is
related to transportation corridors. Quantifying noise depends on the noise
source and purpose for the noise measurement.
The intensity of sound is measured in a unit called a decibel (dB). For
measuring noise levels of transport traffic operations, a weighted decibel of
weight (A) dB(A) is used. Many noise-quantifying models were developed.
Wesler J. E. [48] traced the first formula of traffic noise in the following
formulation:
Lm .e = 68 + 8.5 log V 20 log D

L
V
D
: mean noise level for in dB.

: traffic volume (veh/hr).
: distance from traffic line to the observer (ft).
This model dose not take into consideration that the traffic volume can
occurs at different speeds. Since then, efforts have been done to calibrate
noise measurement models for various traffic conditions. In the program, the
following model published in [34] is applied in the program to estimate the
transport noise level on roads.
Lm.e = 10 logQ + 33log(V +
500
5P
+ 40) + 10 log(1 + ) 27.6
V
V
73
Where:
L m.e
Q
V
P
: Mean noise level at the center of road dB(A).

: Traffic volume (pcu/hr).
: Traffic speed (km/hr).
: Proportion of truck in traffic.
A correction of +5 dB(A) is added in case of rigid pavement and a

correction of +13 dB(A) is added in case of rain. Another correction () is
added resulting from the distance between observation place and center of
road is calculated from the following formula:
= 10 log(
d
)
13.5
Where:
d : distance from observer to center of road (m).
Noise limits prescribed by Federal Highway Administrations (FHWA) in
(U.S.A) require that the external noise level in residential areas should not
exceed 65 dB(A) and the internal noise level in the building is limited by 50
dB(A) [26].
4.3.10 Modules of The Program
Finally, the proposed program uses all the previously mentioned models to
perform the transportation planning process by the sequence modules. Fig
(4-5) shows the proposed program modules.
74
Start
Target Year Socioeconomic Data Affect

Trip Generation
Annual Percentage
Growth Factor of
Socio-economic Data
Base Year and

Target Year
Target Year Socio-economic Data
Trip Production
and Trip Attraction
Models
Target Year
Socioeconomic Data
Target Year Trip

Production (Qi and Zj)
Target Year Trip Production
Travel Impedance Matrix
Target Year Origin Destination (O/D) Matrix
Modal Split Ratios or Utility

Function
Target Year (O/D) Matrix
Target Year Modal Split (O/D) Matrices
75
Road Network Description

Matrix
Target Year (O/D) Matrix
Target Year Trip Assignment Table
Signal
progression type
Target Year Trip

Assignment
Table
Level of Service (LOS) of

Road Network Links
Traffic Volumes
Transportation
Modes Emission
Characteristics
Total Emissions of
Transportation Modes
Traffic Volumes
Speed on Road
network Links
Noise Levels on Road

Network Links
Fig (4-5): Modules of Transportation Planning Program.
76
Chapter 5
Analysis of Socio-Economic Data of the Study Area and
Zoning System
5.1 Introduction
The transportation planning process begins with data about the existing
Transportation situation. Data of transportation analysis zone is the major
input to transportation analysis model as it is the main indicator of
transportation attraction and production forecasting. Data contribute to the
transportation planning process is about the existing and historical travel
pattern, urban development, land-use, employment, transport system and
socio-economic data. Just as urban transportation planners need socioeconomic data by traffic zones, urban management requires socio-economic
data by small areas to estimate the demand for public services [30].
The transportation planning process requires that voluminous amounts of
data be available in a readily usable format. Socio-economic data describes
both demographic and economic characteristics of the region. This data
should be provided thought annual statistics performed in the study area
(country or governorate or city) or through interview survey, and must be
stored in such a manner that they can easily be identified, retrieved,
summarized, and updated.
In Egypt, some socio-economic data could be obtained from Central
Agency for Public Mobilization and Statistics (CAPMAS). But, the
availability of specific data about the existing transportation situation in
Egypt's urban areas is not sufficient. Leakage of the required transportation
planning data is a constant problem faces transportation planners in
developing countries. The aim of this chapter is to collect and analyze
transportation planning data of Tanta city as case study to reach the factors
affects transportation in the study area. To achieve this aim the study area
was firstly described, the socio-economic data were analyzed and the
present situation of the transportation system in study area was also
analyzed.
5.2 Study Area and Zoning System
The Arab Republic of Egypt is an Arab state in Northern Africa. It has the
following geographic characteristics:
Location: Middle East, bordering the Mediterranean Sea, between
Libya and the Palestine, and the Red Sea north of Sudan, and
includes the Asian Sinai Peninsula.
Geographic coordinates: 27 00 N, 30 00 E
77
Capital: Cairo.
Area: total 1,001,450 sq km, land 995,450 sq km, water 6,000 sq km.
Terrain: vast desert plateau interrupted by Nile valley and delta.
Economic conditions in Egypt have started to improve considerably after a

period of stagnation from the adoption of more liberal economic policies by
the government, as well as increased revenues from tourism and a booming
stock market. Egypt's economy depends mainly on agriculture, media,
petroleum exports, and tourism, information technology (IT) sector has been
expanding rapidly in the past few years. Fig (5-1) represents a map of Egypt.
Fig (5-1): Map of Egypt [23].

Gharbia Governorate is one of the governorates of Egypt. It is located in
the north of the country, south of Kafr El-Sheikh Governorate, and north of
Monufia Governorate. The total area of Gharbia governorate is 25,400 km,
78
making it the tenth largest governorate of Egypt. Fig (3-2) shows the
location of Gharbia Governorate in Egypt.
Fig (5-2): Location of Gharbia Governorate in Egypt [22].

Tanta city is the capital of Gharbia Governorate and locates in the middle
of Nile Delta. Tanta is 94 km north of Cairo and 130 km southeast of
Alexandria. Its Geographic coordinates are (30 47' 28N, 30 59' 53E).
Tanta is the capital of Gharbia Governorate. It is the cotton-ginning center
and the main railroad hub of the Nile Delta. The biggest commercial city in
the delta. The biggest university in the delta locates in Tanta. Biggest and
most common streets in Tanta are Al- Bahr(algeish) street, Al-Galaa Street,
Al-Nahaas Street and Saeed Street.
Gharbia Governorate is divided into 8 administrative centers (TantaAlmahalla Alkobra - Kafr El Zayat - Basyoun - Qutor Elsanta Samanod Zefta) Tanta is the biggest administrative center in Gharbia Governorate.
The transportation planning process in this thesis is applied to Tanta city
based on the available data of transportation zones and origin destination
matrices provided by The Authorized Urban Plan (AUP) of Tanta city-2004
[18], done by General Organization of Physical Planning (GOPP).
Administratively, Tanta city is divided into two main residential districts:
First district and Second district. Every district is divided into 7 zones as
shown in Table (5-1) and Fig (5-3).
79
Table (5-1): The Administrative divisions of Tanta city.

First district
Second district
1/1
1/2
1/3
1/4
1/5
Waboor Elnoor
Midan Elsaa
Eldawaween
Elborsa
Kobri Elmahata
2/1
2/2
2/3
2/4
2/5
Quhafa
Almalga
Ali Agha
Elsalakhana
Elemari
1/6
1/7
Kafr Segar
Sedi Mrzoq
2/6
2/7
Elkafr Elsharkya
Sabri
The zoning system is the first step towards the traffic analysis. Zoning
system could be in various levels (national, regional or urban). For the
transportation planning study of Tanta city, depending on the administrative
division of the city and according to the penetration of the railways inside
the city, and according to (AUP), the study area was divided into three
transportation zones each includes number of sub-zones as shown in Table
(5-2) and Fig (5-4).
Table (5-2): Transportation Zones in Study Area.
Transportation
Zone
Sub-Zones
Quhafa,Waboor Elnoor,Ali Agha,Almalga,Midan

Elsaa,Eldawaween,Elborsa,Elkafr Elsharkya and
Sabri
Elsalakhana and Elemari
Kafr Segar,Kobri Elmahata and Sedi Mrzoq
80
Fig (5-3): The Administrative divisions of Tanta city.
81
Fig (5-4): Transportation Zones in Study Area.

Socio-economic data collected from AUP is given only of the basis of the
three zones, but the population number, number of educates and number of
employees are achieved on the basis of the sub-zones. Depending on the
ratio of the population number of all sub-zones and the main zones, other
socio economic data (number of private cars, number of population number
in different income categories, number of educational places) has been
created on the basis of the fourteen sub-zones. The main reason of these
calculations is to achieve more microscopic scale by calculating the
82
proposed model program. The following equation has been used to generate
the sub-zones socio-economic data:
D sz = D z *
Psz
Pz
Where:
Dsz : Socio-economic data of the sub-zone.
Dz : Socio-economic data of the main zone that the sub-zone
belongs.
Psz : Population number of the sub-zone in year 2000.
Pz : Population number in year 2000 of the main zone that the
sub-zone belongs.
Appendix (A) represents the socio-economic data of the 3 main zones in
year 2000.
Appendix (B) shows the following:
Ratio of sub-zone population to main transportation zones population
for the base year 2000.
Socio-economic data on the basis of the fourteen sub-zones in year
2000.
5.3 Analysis of Socio-economic Data in the Study Area
Database is the first step in every transportation planning process. Travel
demand analysis is based on the concept that travel is a derived demand of
social and economical activities. In Urban Transportation Planning Process
(UTPP), the relation between travel demand and socio-economic data can be
obtained through the analysis of zonal demographic data, such as
population, households, and income. This part of research analyzes the
following socio-economic data of Tanta city:
1- Population and household.
2- Education.
3- Employment.
4- Income.
5- Car ownership.
83
5.3.1 Population and Household

Population is the total number of people living within a zone. Gharbia
Governorate represents 5.5% of the population of Egypt. In 1995 population
of Gharbia Governorate was 3.319 million; the urban population of the
governorate was 1.107 million. Tanta is ranked second biggest population
after Almahalla Alkobra of all cities of Gharbia Governorate. It contains
23.4% of the urban population of the governorate in 1995 with population of
379 thousand. Males represented 50.7%, while females represented 49.3%.
The city turned from a population attracting city in 1976 to a population
expulsion city in 1986 and will continue if there are no soon social,
economical and urban development programs. The average annual growth
rate of population in urban areas of Tanta 1.76% in 1991 and decreased to
1.3% in 1995.
Analyzing the data collected by (CAPMAS) in 2000, Transportation zone
(1) represents the highest population of all transportation zones with
210.144 thousand inhabitants which represents about 52.2% of whole
population number in Tanta city. Zone (3) lies in the second rank with
114.242 thousands inhabitants which represents 28.4% of whole population
number in the city. Zone (2) is ranked third with 77.929 thousands
inhabitants with a percentage of 19.4 of whole population number in Tanta.
From 2000 to 2006 the highest change in the number of population among
the three transportation zones was in zone (1) with an increase of about
17.491 thousand in the number of population, because the immigration to
Tanta city from the surround rural areas is oriented to zone (1) as new
extension of the residential areas in addition to the existence of health
services and educational places in this zone. While the change is very small
and can be neglected in zone (2) and zone (3). In 2006 zone (1) still lies in
the first rank with about 54.2% of whole population number in Tanta city
while Zone (3) still lies in the second rank with 27.2% of whole population
number in the city and zone (2) is ranked third with a percentage of 18.6 of
total Tanta city population number. Table (5-3) represents the population
numbers in transportation zones of study area for year 2006 and Table (5-4)
represents classification of population in study area according to its
transportation zones year 2000. The difference between the population
numbers in 2000 and 2006 is shown in Fig (5-5).
84
Table (5-3): Population Numbers of Transportation Zones Year 2006.

Total
Transportation
1
2
3
Tanta
Zone
City
Population
227.635 77.929 114.241 419.805
(in 1000)
% of total Tanta city
54.2
18.6
27.2
100
Population Number.
Table (5-4): Classification of Population of Transportation Zones Year 2000.

Transportation Zone
Population
Male
Female
(in 1000)
%
(in 1000)
%
(in 1000)
%
210.144
52.2
116.620
55.5
93.524
44.5
77.929
19.4
39.503
50.7
38.426
49.3
114.242
28.4
57.235
50.1
57.006
49.9
Total
Tanta
City
402.315
100
213.358
53
188.956
47
Classification of population in study area according to its transportation

zones for the year 2000 indicates that 55% of the population in zone (1) is
male and 44.5% is female, Male represents approximately the same
percentage of population in zone (2) and zone (3) with about 50.5% while
Female represents about 49.5% of the population.
85
Population (in 1000)
450
400
350
300
250
200
150
100
50
0
Pop.2000 (in 1000)

Pop.2006 (in 1000)
Zone1
Zone2
Zone3
Total
Fig (5-5): Difference between the Population Numbers in Study Area in the
year 2000 and 2006.
Population density is the average number of inhabitants living on the unit
area of land. The population density of Tanta city rose from 33.95
(1000inh/km2) in 2000 to 35.43 (1000inh /km2) in 2006. Zone (2) has the
highest population density in 2000 and 2006 while zone (3) lies in the
second place and zone (1) is in the third rank.
The Analysis of the change in population density in transportation zones of
the study area between year 2000 to 2006 indicates that there was no
significant change in population density in zone (2) and zone (3) while the
biggest change in population density between 2000 and 2006 was in zone
(1) with about 2.5 (1000inh /km2) which represents an increase of 3.8% in
population density. The reason for the significant population density change
in zone (1) is the immigration from rural areas around Tanta to urban Tanta,
this immigration is directed to transportation zone (1) as a new extend of the
residential areas and because of the institution of new educational places
(schools and collages) in this transpiration zone. Table (5-5) shows the
change in population density of the transportation zones in study area in
2000 and 2006.
86
Table (5-5): Change in Population Density of Transportation Zones in Study

Area Between Year 2000 and Year 2006.
Total
Transportation Zone
1
2
3
Tanta
City
Area (km2)
Population Density in
2000 (1000inh /km2)
Population Density in
2006 (1000inh /km2)
% Increase in
Population Density
6.894
1.843
3.113
11.85
30.48
42.28
36.69
33.95
33.01
42.29
36.70
35.43
8.30
0.02
0.03
4.36
Analysis of age characteristics in Tanta city indicates that 63.4% of the

people between 15-64. This age level has the maximum trip rate of 2.8
trip/person/day. Fig (5-6) shows the trip rate for age groups.
Age characteristics analysis shows also the following facts:
1- The number of Population between 0 and 14 years represents 32.3%
of the total population number.
2- The number of Population between 15 and 64 years represents
63.4% of the total population number.
3- The number of Population (65 +) years old represents 4.3% of the
total population number.
Age characteristics of study area are illustrated in Fig (5-7).
According to data of (CAPMAS), the analysis of population and household
characteristics in Tanta city shows that:
The average population age is 25.4 years old.
The average family size is 3.7 persons.
The expected average annual growth rate of population 1.2 % during
the period from (2000 to 2030)
87
2.8
Trip/Person/Day
2.5
2.2
2
1.5
1.4
Trip Rate/ Age

group
1
0.5
0
(0-14) years old
(15-64) years old
(65+) years old
Fig (5-6): Trip Generation Rate for Age Groups of Study Area.
4.3%
32.3%
(0-14) years
old
(15-64) years
old
(65 or more)
63.4%
Fig (5-7): Age Characteristics of Study Area.

5.3.2 Education
Analysis of the numbers of students in the transportation zones of the study

area in 2000 indicates that zone (1) has the highest percentage of educates.
66% of population number in the zone is educates representing 55.4% of all
educates in the city. Zone (3) lies in the second rank with an educates
percentage of 61.4% of population number in the zone representing 28% of
88
whole educates in Tanta city while zone (2) is ranked in the third place with
an educates percentage of 53.3% of population number in the zone which
represents 16.6% of all educates in the city.
Number of educates in the zone gives an indicator of more travel demand
in it. The analysis also shows that percentage of educates in Tanta city
reduced from 71% in 1986 to 62.3% in 2000 representing a reduction of
12.25%. Table (5-6) and Fig (5-8) illustrates the number of educates
according to transportation zones of study area in year 2000.
Table (5-6): Number of Educates in the Transportation Zones of Study Area
in Year 2000.
Transportation Zone
Total
Educates
(in 1000)
138.821
41.531
70.116
250.468
% Educates Related
to Zone Population
66
53.3
61.4
62.3
% Educates Related
to Tanta City
Educates
55.4
16.6
28
100
140
Educates (in 1000)
120
100
80
60
40
20
0
Zone 1
Zone 2
Zone 3
Fig (5-8): Number of Educates in The Transportation Zones of Study Area

in year 2000.
89
5.3.3 Employment
The number of employment in study area was 142341 in year 2000 and
reached 148013 in 2006 with a total increase percentage of about 4% and
yearly growth rate 0.66%. The analysis of the number of employees in the
transportation zones of the study area in 2000 and 2006 shows that the
highest number of employees locates in zone (1) and the lowest number
locates in zone (2). Zone (3) is raked second.
On the other hand, in year 2000 and 2006, employees represent the same
percentage of the total population number in the zones. Employees represent
a percentage of 39.9% of the total number of population in zone (3). More
than a percentage of 36.8% of the total number of population in zone (2),
while zone (1) is ranked third with an employment percentage of 32.4% of
the total number of population in the zone. Table (5-7) and Table (5-8) show
the number of employment in the transportation zones of study area in 2000
and 2006 respectively. Fig (5-9) shows a comparison of the number of
employment in study area between 2000 and 2006.
Table (5-7): The Number of Employees According Transportation Zones in
Year 2006.
Total
Transportation
1
2
3
Tanta
Zone
City
Workers
73.765 28.673 45.575 148.013
(in 1000)
% of
32.4
36.8
39.9
35
Population
Table (5-8): The Number of Employees According Transportation Zones in

Year 2000.
Total
Transportation
1
2
3
Tanta
Zone
City
Workers
68.086 28.673 45.582 142.341
(in 1000)
% of
32.4
36.8
39.9
35
Population
90
Employees (in 1000)
160
140
120
100
Employees2000
(in1000)
Employees2006
(in1000)
80
60
40
20
0
Zone 1
Zone 2
Zone 3
Total
Fig (5-9): Comparison of the Number of Employment between year2000

and 2006 in the Study Area.
5.3.4 Income
Data collected about household income in the study area in year 2000
describes household income levels in 4 categories. Analysis shows that the
percentage of population number with annual income less than 6000 L.E is
5.9% of the total population number in the study area. Percentage of
population number with annual income 6000 ~ 10000 L.E is 20.8% of total
population number in study area while more than 62% of population of
study zones has an average annual income between 10000 ~ 30000 L.E.
People with average annual income more than 30000 L.E represents 10.6%
of the total population number in the study area. Analysis shows also that
the average annual income in all zones is almost constant and equal 21327
L.E. Table (5-9) and Fig (5-10) show a comparison between population
number in every annual income category for different transportation zones.
Fig (5-11) illustrates the distribution of the average annual income of
population number in study area year 2000.
91
Table (5-9): Annual Income of Population Numbers of Transportation Zones

in Year 2000.
Total
Transportation
Tanta
1
2
3
Zone
City
(in 1000)
12.398 4.598 6.739
23.735
<6000 L.E
43.710 16.209 23.759
83.678
6000 ~ 10000
131.760 48.861 71.618 252.239
10000 ~ 30000
22.276 8.261 12.108
42.645
>30000 L.E
Average Annual
21327 L.E
Income
300
Pop. No (in1000)
with annual income
<6000 L.E
Pop.No. (in 1000)
250
200
Pop. No (in1000)
with annual income
6000 ~ 10000 L.E
150
Pop. No (in1000)
with annual income
10000 ~ 30000 L.E
100
50
0
Zone 1
Zone 2
Zone 3
Total
Pop. No (in1000)
with annual income
>30000 L.E
Fig (5-10): Comparison between Population Number in Every Annual

Income Category of Different Transportation Zones for Year 2000.
92
10.6%
5.9%
Less than 6000 L.E

20.8%
6000 - 10000 L.E
10000 - 30000 L.E
More than 30000
L.E
62.7%
Fig (5-11): Distribution of the Average Annual Income in the Study Area
Year2000.
5.3.5 Car Ownership

According to data available in transportation zones of study area, the car
ownership increased from 44 Car/1000 inh in 1990 to about 61 Car/1000 inh
in 1997. This indicates a yearly growth rate of 6.1%. Calculating this value
for year 2000 (base year) shows that car ownership will be 71.1 Car/1000
inh. Table (5-10) shows the number of cars in study area from 1990 to 1997.
Fig (5-12) illustrates the development of car ownership between 1990 and
1997 in study area.
Table (5-10): Number of Cars in Study Area Between Year 1990 and
Year1997. [18]
Year
1990
1991
No. of Cars
15700
15900
1992
16200
1993
18200
1994
19150
1995
20650
1997
23595
93
Car ownership / 1000 inh.
70
60
50
40
30
20
10
0
1990
1991
1992
1993
1994
1995
1997
Year
Fig (5-12): Development of Car Ownership in Study Area.

Analysis of the number of private cars according to transportation zones in
Tanta city indicates that zone (1) has the maximum number of cars between
all transportation zones with 14942cars which represents with a percentage
of 52.2% of the total number of cars in study area. Zone (3) lies in the
second place with 8122cars representing 28.4% of the total number of cars
in study area, while zone (2) has the third place with 5541 cars with a
percentage of 19.4% of the total number of cars in Tanta city. Table (5-11)
illustrates the number of private cars in the transportation zones of the study
area and the percentage of the total number of private cars in Tanta city. Fig
(5-13) illustrates the percentage of private cars in transportation zones of the
total number of private cars in Tanta city.
94
Table (5-11): Number of Private Cars in The Transportation Zones of The

Study Area in Year 2000.
Total
Transportation
1
2
3
Tanta
Zone
City
Number of Cars
14942
5541
8122
28605
% of Total
Number of Cars
in Tanta City
52.2
19.4
28.4
100
19.4%
Zone1
28.4%
Zone2
Zone3
52.2%
Fig (5-13): Percentage of Private Cars According to the Transportation

Zones in Study Area in Year 2000.
95
5.4 Analysis of the Present Situation of Transportation System in the

Study Area
The analysis of the present transportation system consists of the analysis of
the following items:
1- Transport system in the study area.
2- Mode choice analysis (Modal Split).
5.4.1 Transport System in the Study Area

Analyzing the transportation system in the study area shows that the
transportation system is mainly road based. The study area suffers from the
absence of an effective transportation system. Many problems make the
operation of the existing transport system in the city a matter of difficulty.
Among these problems, the absence of exact location for transport stations,
no clear parking system, absence of clear travel fees and a bad status and
low efficiency of the vehicles in the transport system.
The present transportation demand in the study area is covered by the
following transportation systems:
Public transport (Public bus).
Collection Taxi.
Taxi
Private cars.
Motorcycle.
Public transport is more efficient transportation mean to transport large
number of people in urban areas. Public transportation system in study area
is provided by the buses of more than one provider. Such as the Internal
Transport Organization (ITO) and Co-operation Organization of Transport
(COT). Many problems faces the public transportation system such as the
absence of clear transport fees, the absence of the station systems for the
public transportation. Number of working buses dose not satisfy the
transport demand in the study area and that makes the buses service
passengers more than the buses occupancy. Besides, the average vehicle age
is relatively old and the bad mechanical status of the buses causes more air
emissions. The capacity of the transport mode of in public system is 30
passenger.
96
Collection taxi or (Microbus) plays a big role in the transportation system

in the study area, as it works on the same roads beside public transport more
than it penetrates zone (2), zone (3) and the eastern side of zone (1) where
there are no public transport buses provided. 30% of the service of the
collection taxi is provided by the (COT) and 70% of the service is provided
by the private microbus. The absence of parking system and fees system
beside the low mechanical efficiency of the vehicles are the major problems
faces this transportation sector in the study area. The capacity of the
transport unit in this system is 13 passengers.
Taxi and private cars have the biggest number of vehicles among all
transportation systems in the study area. Car ownership of 71.1 Car/1000 inh
has placed tremendous pressure on urban transportation system in the study
area. It shares the same ways with bus and microbus making a mixed traffic
and leading to low level of service on the road network. problems faces this
transportation sector in the study area as the bad status of the asphalt ways,
no parking system and sharing their ways with public buses and collection
taxies. The occupancy of this type of transport is between 2 and 3
passengers.
Beside the previous transportation modes, Private motorcycles participate
with a small role (about 5.4%) in the modal split in the transportation system
of the study area. No private lanes or parking places are specialized for
motorcycles. It also shares its way with other transportation systems on the
road network of the study area leading to the decrease of level of service on
the road network. Fig (5-14) illustrates the routes of present transportation
system in the study area.
According to the research of equivalent passenger car units of vehicles on
Egyptian roads done by the Academy of Scientific Research and
Technology (ASRT), the Occupancy of transportation modes in study area
ranges between 1.5 passenger for motorcycle with an equivalent passenger
car units equals 0.82, and an occupancy of 30 passenger for public transport
(bus) with an equivalent passenger car units equals 2.6. The occupancy and
equivalent passenger car units (eq.pcu) of different transportation modes in
study area are shown in Table (5-12).
97
Table (5-12): Occupancy and Equivalent Passenger Car Unit of

Transportation Modes in Study Area [1].
Mode
Number of passengers
/ vehicle. (Occupancy)
Eq.pcu
Private car
Taxi
3.3
Microbus
13
1.34
Bus
30
2.6
Motorcycle
1.5
0.82
98
Fig (5-14): The Routes of the Existing Transportation System in Study Area.
99
5.4.2 Mode Choice of the Study Area

Travel demand in Transportation zones of the study area is covered by
different travel modes, namely public transport, collection taxi (microbus),
private cars, taxi and motorcycle. 33% of the transportation demand in Tanta
city is covered by public transport (public bus), while 27.2% of the
transportation demand is covered by collection taxi. Private cars represent
13.2% of the transportation demand, while Taxi and motorcycle cover
26.6% of the demand. Fig (5-15) shows distribution of demand by mode in
study area.
Motorcycle
5.4%
Bus
33.0%
Car
13.2%
Taxi
21.2%
Microbus
27.2%
Fig (5-15): Distribution of Demand by Mode in Study Area.
5.5 Road Network
The major transport infrastructure in the study area is the road network.
The analysis of road network data from (AUP) shows that the road network
in Tanta city consists of 198.4 km paved roads. All roads are two directions.
The pavement case of roads on the network ranges between good and poor.
Width of the roads ranges between 50 m in roads like Algalaa and Algesh,
to 10m in roads like Ahmed Maher and Elsayed Abd Alatef. Some streets on
the road network have a changing width like Elmoderia which changes from
15m to 17m width and Saeed street which changes between 14m to 19m
width. Table (5-13) illustrates the characteristics of the road network in the
study area. Fig (5-16) shows a map of study area road network represents
the road network in Tanta city.
100
Fig (5-16): The Road Network of the Study Area.

101
Table (5-13): Characteristics of road network of the study area in year 2000.
Total
Pavement
Road no.
Road name
Directions
width
Case
1
Algalaa
50
2
good
2
Algesh
50
2
good
3
Alkornesh
25
2
good
4
Elnahas
25
2
good
5
Abd Elmonem Ryad
25
2
good
6
Aleskandrya
20
2
mediocre
7
Shams Eden
20
2
good
8
Elganabya
17
2
poor
9
Hasan Afifi
15-20
2
poor
10
Hafez Wahbi
16-20
2
mediocre
11
Segar
20-25
2
mediocre
12
Sabri
10
2
good
13
Halaket Elqotn
14
2
poor
14
Elseka Egideda
30
2
good
15
Elborsa
18
2
good
16
Elqantara
14
2
good
17
Ahmed Maher
10
2
good
18
Elqadi
8
2
good
19
Elfateh
20
2
mediocre
20
Moheb
16
2
good
21
Tut Ank Amon
14
2
poor
22
Botrus
15
2
good
23
Hassan Radwan
20
2
good
24
Elsayed Abd Elateef
10
2
poor
25
Saeed
14-19
2
good
26
Elmoderia
15-17
2
good
27
Seket Elmahalla
15
2
good
28
Eltareeq Alzeraae
50
2
good
102
The existence of high economic activities and the absence of road

maintenance works leaded to low level of service of road network. The
analysis of the traffic volumes of main roads on the study area in year 2000
illustrates that road number (2) (Algesh) has the maximum directional traffic
volume among all the roads on the network with 2694 pc/hr/direction while
road number (8) (Elganabya) is ranked second traffic volume with 2310
pc/hr/direction. Road number (4) (Elnahas) has a traffic volume of about
1680 pc/hr/direction.
Related to the level of service (LOS), the road network of study area
suffers from low LOS. For example road number (2) (Algesh) consists of 3
lanes per direction and the practical capacity per lane is 700 pcu/hr, that
means that in 2000 the volume to capacity ratio is greater than 1, LOS (F).
Elnahas street consists of three lane per direction and has a volume to
capacity ratio is 0.8.
The road network in the study area suffers from problems such as low level
of service, very low speeds, congestions, higher of accidents rate and delays.
This current situation refers to:
The relative land use characteristics of zone (1) which includes
shopping areas and educational places around narrow road sides
without any parking system.
The planning of the existing railway network, which penetrate study
area and divide it into three parts, and these parts are connected only
thought two arterials namely Algalaa and Segar.
Road network does not match the functional classification of urban
areas. Collectors and local streets like Ahmed Maher Street and Tut
Ank Amon Street carry high traffic volumes and work as arterial
streets.
The lack of traffic control systems, specially signalized systems.
Chaotic parking conditions (double parking, parking over sidewalks,
etc.)
The lack of driving discipline (excessive U-turns on major streets,
stopping in the traveling lanes to pick-up or drop passengers, etc.).
The bad drainage systems for road network.
Random behavior of pedestrian movement due to absence of
pedestrian infrastructure.
The capacity reduction on major roads due to the chaotic parking
conditions, undisciplined drivers behavior and inadequate traffic
lanes width.
103
5.6 Transportation Demand

Present Transportation demand can be represented by Origin-Destination
matrix. This matrix is a method to describe the number of trips interchange
between the zones of the study area. Analysis of demand in study area in
year 2000 indicates that the maximum number of trips lies between zone (1)
and zone (3), in the second rank lies the trip number between zone (3) and
zone (1). The maximum generated number of trips belongs to zone (1), this
returns to the following facts:
High number of population, number of cars and educates in zone (1).
Movement from zone (1) is oriented to zone (2) for industrial
purposes because car maintenance workshops and metal workshops
are placed in zone (2).
Also, movement from zone (1) is oriented to zone (3) for commercial
purposes and for railway and bus stations.
The maximum number of trips is attracted to zone (3), this returns to the
following facts:
Zone (3) has the main railway station and bus station in the study
area.
Zone (3) has the main mosque in the study area, namely Alsayed
Aalbadawy mosque, which is the biggest religious visiting place in
the study area.
Zone (3) has main trading and commercial zone in the study area.
The minimum number of trips is attracted to zone (2), the reasons for
this situation is that zone (2) dose not have any trip attraction places or
commercial centers or educational places.
Table (5-14) illustrates the (O/D) matrix between main zones of the
study area for year 2000 (trip/day).
104
Table (5-14): (O/D) Matrix of Transportation Zones Year 2000 (trip/day).
To zone
1
Total
Generated
29723
63161
92884
18874
8089
26963
31903
1679
33582
Total
Attracted
50777
31402
71250
153429
From zone
105
Chapter 6
Application of the Proposed Program on Study Area
6.1 Introduction
After analyzing the socio-economic data and transportation system in the
study area, and creation of the proposed program, application of the program
has been performed. This application has been performed in the study area
based on the fourteen sub-zones.
6.2 Main Menu of the Program

The main menu of the proposed program contains the following modules:
Forecasting of socio-economic data.

Forecasting of the future trips (trip generation and attraction).
Distribution of trips.
Modal split.
Trip assignment.
Operational evaluation of the road network.
Air pollution assessment, and
Noise pollution assessment.
6.3 Forecasting of Socio-economic Data

The proposed program begins with prediction of the socio-economic data
for the target year using the socio-economic data affects trip production and
trip attraction in the base year and annual growth rates of these factors. For
Tanta city, socio-economic factors that affect trip production are:
X1 : Population number in transportation zone i (in 1000).
X2 : Number of educants in transportation zone i (in 1000).
X3 : Number of employees in transportation zone i (in 1000).
X4 : Number of private cars in transportation zone i.
<6000 L.E in transportation zone i (in 1000).
~ 10000 L.E in transportation zone i (in 1000).
~ 30000 L.E in transportation zone i (in 1000).
106
While socio-economic factors affect trip attraction are:

Socio-economic data of sub-zones for the base year 2000 is illustrated in
appendix (B). Annual growth factors of socio-economic are shown in Table
(4-1) of chapter 4.
The program asks the planner to input the base year and the target year.
The program also asks to load MS.Excel file of the of socio-economic data
of the base year affects trip production and trip attraction existing in the data
folder, the user can modify the numbers of loaded factors. Also, The
program asks the planner to load an MS.Excel file of the annual percentage
growth rates of socio-economic data affects trip production and trip
attraction (For example: if the growth factor of any data is 1.3%, it is written
in the MS.Excel as 1.3). By pushing the bottom, the target factors are
calculated and can be stored to the output folder as an MS.Excell file that
can be printed. At the end of this stage, the target trips window is closed and
return to the main menu to process the next stage. Fig (6-1) shows the
application of the first stage on Tanta city as case study using the program.
107
Fig (6-1): Forecasting Socioeconomic Data of Tanta city in year 2030 using the Program First Stage.
108
The forecasted matrices of socio-economic data for Tanta city as case

study are shown in Table (6-1) and Table (6-2).
Table (6-1): Forecasted Socio-economic Data Affect Trip Production of
Tanta city in year 2030.
zone
X1
X2
X3
X4
X5
X6
X7
X8
44.336 26.467 13.78 6342.879 3.325
11.9
35.7
6.125
1
69.088 47.481 21.32 10148.66 5.25
18.55
55.65
9.45
2
24.344 14.763
7.54
3805.784 1.925 6.475
19.6
3.325
3
60.384 41.895 18.72 8879.974 4.55
16.1
48.65 8.225
4
12.512
7.98
3.9
1691.491 0.875 3.325
10.15
1.75
5
36.72
24.605
11.44
5497.275
2.8
9.8
29.575
5.075
6
23.12
13.3
7.15
3382.982 1.75
6.125 18.725 3.15
7
10.608 5.719
3.25
1691.491 0.875
2.8
8.575
1.4
8
4.76
2.66
1.43
845.604
0.35
1.225
3.85
0.7
9
47.056 24.605 16.51
6899.54
3.5
12.6
37.975 6.475
10
58.888 30.59
20.67
8781.49
4.55
15.75
47.6
8.05
11
54.264
31.92
20.67
8044.841
4.2
14.525
43.75
7.35
12
91.8
55.86
34.97 13561.36
7
24.5
74.025 12.6
13
9.248
5.453
3.51
1379.059
0.7
2.45
7.525 1.225
14
Table (6-2): Forecasted Socio-economic Data Affect Trip Attraction of
Tanta city in year 2030.
zone
Y1
Y2
Y3
1
2
3
4
5
6
7
8
9
10
11
12
13
14
0.695
0.834
0.834
1.529
1.112
1.529
1.112
1.946
0.834
1.112
1.39
1.39
1.807
1.112
18000.08
18000.08
18000.08
0
0
0
0
0
0
0
0
18000.08
18000.08
0
109
21.78
25.41
19.36
22.99
8.47
14.52
9.68
16.94
16.94
10.89
13.31
27.83
43.56
7.26
The analysis of the outputs of this stage shows that in year 2030,
transportation zone (13) will represent the highest population number with
91.8 thousand, and the highest educates number with about 56 thousand
among all transportation zones in Tanta city. Transportation zone (2) will
lay in the second rank with 69.09 thousand population number, and 47.48
thousand educates. While transportation zone (9) will be in the last place
with 4.76 thousand population number and with 2.66 thousand educates.
Relating to the number of employees and the number of cars, transportation
zone (13) lays in the first rank with about 35 thousand employees and about
13560 cars in year 2030. Transportation zone (2) comes the second with
21.24 thousand employees and 10148 cars, while transportation zone (9)
comes in the last places with about 1.5 thousand employees and about 845
cars in year 2030.
Regarding to the annual income, in year 2030, transportation zone (13) lays
in the first rank with about 12600 inhabitants having average annuale
income more than 30 thousand L.E. Transportation zone (2) comes in the
second place with about 9450 inhabitants, while transportation zone (9)
comes in the last places with 700 inhabitants having average annuale income
more than 30 thousand L.E. With concern to populatin with average annual
income less than 6000 L.E., transportation zone (13) will lay in the first rank
with about 7000 inhabitants having average annuale income less than 6000
L.E, while transportation zone (9) comes in the last places with 350
inhabitants having average annuale income less than 6000 L.E. Fig (6-2) to
Fig (6-6) illustrates the forecasted socio-economic data affect trip
production of the transportation zones of study in year 2030.
110
Population (in 1000)
100
90
80
70
60
50
40
30
20
10
0
Populatio Number Year 2030 (in 1000)
Zone1
Zone3
Zone5
Zone7
Zone9 Zone11 Zone13 Zone 14
Fig (6-2): Forecasted Population Number in The Transportation Zones of the

Study Area in year 2030.
No. of Educates (in 1000)
60
No. of Educates in Year 2030 (in 1000)
50
40
30
20
10
0
Zone1
Zone3
Zone5
Zone7
Zone9
Zone11
Zone13 Zone 14
Fig (6-3): Forecasted Number of Educates in The Transportation Zones of

111
No. of Employees (in 1000)
35
No. of Employees in Year 2030 (in 1000)
30
25
20
15
10
5
0
Zone1
Zone3
Zone5
Zone7
Zone9
Zone11 Zone13 Zone 14
Fig (6-4): Forecasted Number of Employees in The Transportation Zones of

14000
No. of Cars in Year 2030
No. of Cars
12000
10000
8000
6000
4000
2000
0
Zone1
Zone3
Zone5
Zone7
Zone9
Zone11 Zone13 Zone 14
Fig (6-5): Forecasted Number of Cars in The Transportation Zones of the

Study Area in year 2030.
112
80
Average Annual Income

Population No. (in 1000)
70
60
More than 30000 L.E

(10000 : 30000) L.E
More than (6000 : 10000) L.E
Less than 6000 L.E
50
40
30
20
10
0
Zone1
Zone3
Zone5
Zone7
Zone9
Zone11
Zone13 Zone 14
Fig (6-6): Forecasted Population Number with Different Annual Income

Categories for the Transportation Zones of the Study Area in year 2030.
The Outputs of the socio-economic factors affect trip attraction indicate
that the area of the transportation zone (8) will reach about 2 km2 by the
year 2030 occupying the first place among all transportation zones of the
study area, while transportation zone (13) lays in the second place with
1.742 km2. The last place is occupied by transportation zone (1) as its area
will be 0.695 km2. The main reason for these results is the future assignment
of the land use of the transportation zones.
In year 2030, number of educational places in transportation zone (13) will
increase to reach 44 educational places. Transportation zone (2) is in the
second place with 26 educational places, while the last place is for
transportation zone (14) with 7 educational places. Fig (6-7) and Fig (6-8)
illustrate the forecasted socio-economic data affect trip attraction of the
transportation zones of study in year 2030.
113
2
Area(km2) in Year 2030
Area (km2)
1.5
1
0.5
0
Zone1
Zone3
Zone5
Zone7
Zone9
Zone11
Zone13 Zone 14
No. of Educational Places
Fig (6-7): Forecasted Area (km2) of Transportation Zones of the Study Area
in year 2030.
45
40
35
30
25
20
15
10
5
0
No. of Educational Places Year 2030
Zone1
Zone3
Zone5
Zone7
Zone9
Zone11
Zone13
Zone 14
Fig (6-8): Forecasted Number of Educational Places in The Transportation

Zones of the Study Area in year 2030.
6.4 Forecasting of Future Trip Produced and Attracted

6.4.1 Model Calibration
The proposed trip generation model has been formulated as:
Qi = 24.7073 + 842 .0327 X 1i + 54.5475 X 2 i 1960 .1120 X 3i

+ 5.9678 X 4 i + 19272 .5277 X 5 i 8629 .1366 X 6 i
+ 5380 .0964 X 7 i 11860 .9205 X 8 i
114
The proposed trip attraction model has been formulated as:
Z j = 12961.0167 + 9458.4687 Y1 j + 0.08019Y2 j + 986.1692Y3 j

Where:
Qi :Trips produced from transportation zone i (Trip / day).
Zj :Trips attracted to transportation zone j (Trip / day).
X1 : Population number in transportation zone i (in 1000)
X2 : Number of educants in transportation zone i(in 1000)
X3 : Number of employees in transportation zone i(in 1000)
X4 : Number of private cars in transportation zone i
The output data of these models has been calculated for the year 2000.
These data has been compared with the existing data for the same year to
calibrate the proposed modules. Analysis of the result of the model indicates
that the maximum difference between the model calculation and the existing
data is 9.98%, this result can be acceptable (< 10%). Table (6-3) illustrates a
comparison between model output and existing trip generation / attraction in
the year 2000. Fig (6-9) and Fig (6-10) represents the model calibration for
trip generation and attraction respectively.
115
Table (6-3): Comparison Between Trip Generation/ Attraction Calculated by

Program and Trip generation Data of Different Transportation Zones in year
2000.
Sub-Zone
(Qi) from
year 2000
Data
(Trip/day).
(Qi)
Calculated
from Trip
Generation
Model
(Trip/day).
(Zj) from
Data
(Trip/day).
(Zj)
Calculated
from Trip
Attraction
Model
(Trip/day).
13933
13913
7617
8376
2
3
4
5
6
7
8
9
10
11
12
13
14
22292
8360
19506
3715
12075
7431
3715
1858
11864
15099
11754
19813
2015
22286
8326
19550
3729
12074
7347
3661
1934
11904
15130
11724
19804
2050
12186
4570
10663
2031
6601
4062
2031
1016
13817
17585
24938
42038
4275
13400
5027
11629
2234
7161
4457
2235
1116
15197
19332
27430
46231
4697
116
(Qi) year 2000 (From Data)
(Qi) year 2000 (Calculated from The Trip Production Model)
(Trip/day)
30000
25000
20000
Trip Production
15000
10000
5000
0
10
11
12
13
14
Sub-zone
Fig (6-9): Calibration of Trip generation Model (year 2000).
(Zj) year 2000 (From Data)
(Zj) year 2000 (Calculated from The Trip Attraction Model).
45000
40000
35000
30000
25000
20000
Trip Attraction (Trip/day)
50000
15000
10000
5000
0
1
10
11
12
13
Sub-zone
Fig (6-10): Calibration of Trip Attraction Model (year 2000).
117
14
6.4.2 Forecasting of Trip Generated and Attracted

This stage begins with pressing the icon (Forecasting of trip generated and
attracted). Then, loading the matrices of socio-economic data that affects
trip generation and attraction. Theses matrices are MS.Excel sheets, which
are the output of the first module and saved in an output folder. Then, the
program asks to fill in regression equations of trip production and attraction
by inputting the regression coefficients in interactive text boxes. The outputs
are produced by pressing "Get target year trip production" and "Get target
year trip attraction" bottoms. The outputs are the trips production and
attraction (Trip/day) of every transportation zone in target year as an
MS.Excel sheets that can be saved to the output file and also can be printed.
At the end of this stage, the target trips window is closed and return to the
main menu to process the next stage. Fig (6-11) shows the application of trip
generation stage on Tanta city transportation zones using the program. Table
(6-4) shows trips production and attraction of every transportation zones of
the study area in the target year 2030.
Table (6-4): Trip Production and Trip Attraction of Tanta City
Transportation Sub-zones in Year 2030.
Zone
Trip Production (Qi)

(Trip/day).
Trip Attraction (Zj)

(Trip/day).
1
2
3
4
5
6
7
8
9
10
11
12
13
14
55794
91643
35503
80712
14397
49150
31710
17359
6991
56794
76392
67376
110467
12190
16535
21429
15463
24173
5910
15820
7103
22151
11633
8296
13312
29075
48531
4716
118
Fig (6-11): Forecasting of the Trip Produced/Attracted Using the Proposed Program Second Stage.
119
Outputs of the trip production in year 2030 shows sub-zone (13) represents
the highest trip production among all transportation sub-zones of the study
area with 110467 (trip/day), this is because this transportation sub-zones has
the highest population number, number of educates and number of
employees among all other zones. Transportation zone (2) lays in the second
rank with a production of 91643 (trip/day), while transportation zone (9)
lays in the last rank with 6991 (trip/day).
With concern to trip attraction outputs, transportation zone (13) is the most
attracting among all transportation zones with 48531 (trip/day), as this subzones has one of the biggest passenger stations and has the second biggest
area among all transportation sub-zones, besides the commercial activities
inside it. In the second rank, lays transportation zone (12) which attracts
29075 (trip/day), while transportation zone (14) is the least attracting with
about 4716 (trip/day). Fig (6-12) and Fig (6-13) illustrate future trip
generated / attracted of the study area.
Trip Production
(Trip/day)
120000
Trip Production (Trip/day) in Year 2030
100000
80000
60000
40000
20000
0
Zone1
Zone3
Zone5
Zone7
Zone9
Zone11
Zone13 Zone 14
Fig (6-12): Trip Production of Transportation Zones in the Study Area

(Trip/day) in year 2030.
120
Trip Attraction (Trip/day)
50000
45000
Trip Attraction (Trip/day) in Year 2030
40000
35000
30000
25000
20000
15000
10000
5000
0
Zone1
Zone3
Zone5
Zone7
Zone9
Zone11
Zone13 Zone 14
Fig (6-13): Trip Attraction of Transportation Zones of in the Study Area

(Trip/day) in year 2030.
6.5 Trip Distribution Stage

The third stage of the proposed program is the trip distribution stage. In
this stage the program asks the planner to load a MS.Exell file of the
impedance matrix between transportation zones of the study area. This
MS.Excell file is saved in the input folder. The impedance between
transportation zones can be travel distance in km, travel time in seconds or
travel cost (L.E/km). The planner can choose the art of the impedance
affected the trip distribution. Also, the program asks to input the travel
resistance sensitivity factor () in an interactive text box. The forecasted
trips productions (Qi) and attractions (Zj) in Excell files, which are saved in
the output folder from the previous stage, is loaded in the current stage to be
distributed. For Tanta city, the travel distance in km between centroids of
the transportation zones is considered to be the travel resistance, while the
travel resistance sensitivity factor is assumed to be 2 for Tanta city.
By pushing the icon "Get target year origin destination (O/D) matrix", the
future origin destination matrix in (Trip /day) will be shown in the software
interface and can be saved in the output folder as an MS.Excell file so that it
can be printed. At the end of this stage, the assignment window is closed and
return to the main menu to process the next stage.
121
Inputs of the trip distribution stage of the program on Tanta city as case
study is shown in appendix (C). Table (6-5) shows origin destination (O/D)
matrix of Tanta city in the target year 2030 resulting from the program.
Fig (6-14) represents the menu of the third stage of the proposed program
on Tanta city transportation zones.
Table (6-5): Origin Destination Matrix of Tanta City Transportation SubZones for year 2030 (Trip /day).
1
2
3
4
5
6
7
8
9
10
11
12
13
14
19236
3774
1478
7928
387
1336
380
9771
6614
678
486
1802
1771
153
6639
14293
2401
9922
1959
9354
899
30099
4676
770
690
6261
3257
424
3115
2877
2513
9700
1213
1500
1821
2934
960
1933
1021
2431
3212
272
15815
11252
9181
10628
1430
2972
1141
11407
6944
1500
979
3748
3382
333
663
1909
987
1228
458
2002
806
1234
259
240
276
2534
1549
252
1705
6787
908
1902
1491
9211
628
6274
762
378
457
15121
2982
545
1342
1805
3053
2022
1661
1738
1388
1879
407
1231
1674
4391
8672
446
1692
2963
241
990
125
851
92
7878
1111
100
96
731
441
48
2021
812
139
1063
46
182
35
1960
299
49
38
184
148
15
10
4239
2733
5730
4699
874
1849
2176
3617
1003
6222
8594
3977
10562
518
11
2617
2110
2606
2640
866
1926
2548
2971
662
7401
9050
5319
34789
887
12
1562
3084
1000
1628
1281
10265
1077
3656
523
552
857
30514
8527
2851
13
2739
2863
2357
2622
1398
3613
3795
3940
748
2614
10000
15219
54266
4292
14
226
357
191
247
218
631
187
413
71
123
244
4867
4105
312
122
Analysis of the application of the 3rd stage of the proposed program

indicates that zone (13) (Kobri Elmahata) is 54266 (Trip/day), representing
the biggest trip number in the (O/D) matrix of Tanta city in year 2030. The
second biggest inter-zonal trip lays by zone (12). The biggest trip number
between two transportation zones, which is the trips produced from zone
(11) (Elemari) to zone (13) (Kobri Elmahata) which is 34789 (trip/day). The
last place is occupied by 15 (trip/day) which represents trips produced from
transportation zone (9) (Sabri) to transportation zone (14) (Sedi Mrzoq) this
is because these two zones have high impedance between them (3.08 km).
6.6 Modal Split Stage

In this module the program produces target year origin destination matrix
of every transportation mode in the study area. The planner loads a
MS.Excel matrix of the target year origin destination trips which was saved
in the output folder, then the user has two options, either to enter the mode
choice split ratios of the transportation modes, or to use the utility function
in which, the utility factor matrix MS.Excell file must be loaded.
And by pressing the icon "Get transportation mode (O/D) matrix", the
program calculates modal split matrices and the open window so that that
the user can save every mode MS.Excell file (O/D) matrix in (Trip/day).
For Tanta city as case study, there are five mode of choice; public bus,
collection taxi, taxi, motorcycle and private cars. The splitting ratios of the
transportation modes are 33%, 27.2%, 21.2%, 5.4% and 13.2% respectively.
Fig (6-15) indicates the menu of the fourth stage of the proposed program.
The results of the applicating program in Tanta city for year 2030 are
illustrated from Table (6-6) to Table (6-10).
123
Fig (6-14): Distribution of Trips Using the Proposed Program Third Stage.
124
Fig (6-15): Modal Split Using the Proposed Program Fourth Stage.
125
Table (6-6): Forecasted Origin Destination Matrix of Public Bus in year

2030 in Tanta City (Trip/day).
1
2
3
4
5
6
7
8
9
10 11
12
13
1
2
3
4
5
6
7
8
9
10
11
12
13
14
6348
1245
488
2616
128
441
125
3224
2183
2191
4717
792
3274
646
1028
949
829
3201
400
3087
297
9933
1543
495
601
968
317
5219
3713
3030
3507
472
981
377
3764
2292
219
630
326
405
151
661
266
407
563
2240
300
628
492
3040
207
443
596
1007
667
548
574
558
978
80
327
41
667
268
46
351
15
1399
902
1891
1551
288
864
696
860
871
286
515
1018
330
537
423
904
945
778
865
75
118
63
82
224
160
595
254
228
638
337
495
85
2070
458
281
60
14
584
50
2066
1075
140
802
1060
90
323
1237
1116
110
79
91
836
511
83
251
125
151
4990
984
180
620
134
406
552
1449
2862
147
30
2600
367
33
32
241
146
16
12
647
99
16
13
61
49
610
718
1194
331
2053
2836
1312
3485
171
636
841
980
218
2442
2987
1755
11480
293
3387
355
1206
173
182
283
10070
2814
941
461
1192
1252
1300
247
863
3300
5022
17908
1416
72
208
62
136
23
41
81
1606
1355
103
Table (6-7): Forecasted Origin Destination Matrix of Collection Taxi in year

1
2
3
4
5
6
7
8
9
10 11 12
13
14
1
2
3
4
5
6
7
8
9
10
11
12
13
14
5232
1027
402
2156
105
363
103
2658
1799
184
132
490
482
42
1806
3888
653
2699
533
2544
245
8187
1272
209
188
1703
886
115
847
783
684
2638
330
408
495
798
261
526
278
661
874
74
4302
3061
2497
2891
389
808
310
3103
1889
408
266
1019
920
91
180
519
268
334
125
545
219
336
70
65
75
689
421
69
464
1846
247
517
406
2505
171
1707
207
103
124
4113
811
148
365
491
830
550
452
473
378
511
111
335
455
1194
2359
121
460
806
66
269
34
231
25
2143
302
27
26
199
120
13
550
221
38
289
13
50
10
533
81
13
10
50
40
1153
743
1559
1278
238
503
592
984
273
1692
2338
1082
2873
141
712
574
709
718
236
524
693
808
180
2013
2462
1447
9463
241
425
839
272
443
348
2792
293
994
142
150
233
8300
2319
775
745
779
641
713
380
983
1032
1072
203
711
2720
4140
14760
1167
61
97
52
67
59
172
51
112
19
33
66
1324
1117
85
126
Table (6-8): Forecasted Origin Destination Matrix of Taxi in year 2030 in

Tanta City (Trip/day).
1
2
3
4
5
6
7
8
9
10 11 12
13
1
2
3
4
5
6
7
8
9
10
11
12
13
14
14
4078
800
313
1681
82
283
81
2071
1402
144
103
382
375
32
1407
3030
509
2103
415
1983
191
6381
991
163
146
1327
690
90
660
610
533
2056
257
318
386
622
204
410
216
515
681
58
3353
2385
1946
2253
303
630
242
2418
1472
318
208
795
717
71
141
405
209
260
97
424
171
262
55
51
59
537
328
53
361
1439
192
403
316
1953
133
1330
162
80
97
3206
632
116
285
383
647
429
352
368
294
398
86
261
355
931
1838
95
359
628
51
210
27
180
20
1670
236
21
20
155
93
10
428
172
29
225
10
39
416
63
10
39
31
899
579
1215
996
185
392
461
767
213
1319
1822
843
2239
110
555
447
552
560
184
408
540
630
140
1569
1919
1128
7375
188
331
654
212
345
272
2176
228
775
111
117
182
6469
1808
604
581
607
500
556
296
766
805
835
159
554
2120
3226
11504
910
48
76
40
52
46
134
40
88
15
26
52
1032
870
66
Table (6-9): Forecasted Origin Destination Matrix of Motorcycle in year

1
2
3
4
5
6
7
8
9 10 11 12 13 14
1
2
3
4
5
6
7
8
9
10
11
12
13
14
1039
204
80
428
21
72
21
528
357
37
26
97
96
359
772
130
536
106
505
49
1625
253
42
37
338
176
23
168
155
136
524
66
81
98
158
52
104
55
131
173
15
854
608
496
574
77
160
62
616
375
81
53
202
183
18
36
103
53
66
25
108
44
67
14
13
15
137
84
14
92
366
49
103
81
497
34
339
41
20
25
817
161
29
72
97
165
109
90
94
75
101
22
66
90
237
468
24
91
160
13
53
46
425
60
39
24
109
44
57
10
106
16
10
229
148
309
254
47
100
118
195
54
336
464
215
570
28
141
114
141
143
47
104
138
160
36
400
489
287
1879
48
84
167
54
88
69
554
58
197
28
30
46
1648
460
154
148
155
127
142
75
195
205
213
40
141
540
822
2930
232
12
19
10
13
12
34
10
22
13
263
222
17
127
Table (6-10): Forecasted Origin Destination Matrix of Private Cars in year

1
2
3
4
5
6
7
8
9 10 11 12 13 14
1
2
3
4
5
6
7
8
9
10
11
12
13
14
2539
498
195
1046
51
176
50
1290
873
89
64
238
234
20
876
1887
317
1310
259
1235
119
3973
617
102
91
826
430
56
411
380
332
1280
160
198
240
387
127
255
135
321
424
36
2088
1485
1212
1403
189
392
151
1506
917
198
129
495
446
44
88
252
130
162
60
264
106
163
34
32
36
334
204
33
225
896
120
251
197
1216
83
828
101
50
60
1996
394
72
177
238
403
267
219
229
183
248
54
162
221
580
1145
59
223
391
32
131
17
112
12
1040
147
13
13
96
58
267
107
18
140
24
259
39
24
20
560
361
756
620
115
244
287
477
132
821
1134
525
1394
68
345
279
344
348
114
254
336
392
87
977
1195
702
4592
117
206
407
132
215
169
1355
142
483
69
73
113
4028
1126
376
362
378
311
346
185
477
501
520
99
345
1320
2009
7163
567
30
47
25
33
29
83
25
55
16
32
642
542
41
6.7 Trip Assignment Stage

The 5th stage of the proposed program is trip assignment. This stage
requires the calculations of the capacity of the road links of the network. To
calculate these capacities, the roadway conditions including the geometrical
characteristics and the parking conditions should be determined. The ideal
conditions in which the basic capacity of road link is determined are:
Lane widths of 3.75 m.
Clearance of 1.85m.
Only passenger cars in the traffic stream.
Level terrain with grades no greater than 1 to 2 percent.
No pedestrian movement.
Fig (6-16) shows the menu of the 5th stage of the proposed program.
128
According to Z. Moses Santhakumar et. al. [50], the base capacity of urban
road links is 1300-1500 pcu / lane per hour. Adopting the average value of
1400 and a lane width of 3.50 m, the capacity is computed as 400 pcu/hr per
one meter width of way. The following formula is adopted for the
calculation of capacity of the urban road links:
Capacity = W * 400 pcu / hr .meter

Where:
W : Effective width of roadway in meters.
The effective width of road is the total width of road with out parking
width. The parking width for roadways can be calculated from the following
condition:
1- Road with width <5m, the parking width allowed is 0.0m
2- 10 m > Road with width >5m, the parking width allowed is 2.0m.
3- 15 m > Road with width >10m, the parking width allowed is 2.5m.
4- Road with width >15m, the parking width allowed is 3.0m.
According to HCM2000, a directional distribution of 60/40 is used to
distribute the two lane capacity for two lane urban roads. In addition, the
capacity is effected by the lateral clearance, lane width and terrain level. To
calculate the practical capacity, base capacity is reduced by a ratio
determined according to the roadway geometric conditions including lane
width, obstructions, and edge clearance. Table (6-11) shows reduction factor
of roadway capacity due to effect of lateral clearance and lane width. Table
(6-12) illustrates the geometrical and operational characteristics of the road
links of the network. This table contains the capacity of links calculated
from the previous formula.
129
Fig (6-16): Trip Assignment Using the Proposed Program 5th Stage.
130
Table (6-11): Reduction Factor of Roadway Capacity Due To Effect Of

Lateral Clearance and Lane Width.
Two Lane Highway
Edge
Clearance
1.85
1.50
0.50
0.00
Obstruction From One Side
Lane Width (m)

3.50
3.00
86
77
83
74
78
70
73
66
Lane Width (m)

3.50
3.00
86
77
79
71
70
63
60
54
3.75
100
96
91
85
2.75
70
68
64
60
3.75
100
92
81
70
2.75
70
65
57
49
Multi Lane Highway

Edge
Clearance
1.85
1.50
0.50
0.00
Lane Width (m)
Lane Width (m)
3.75
100
99
97
90
3.50
97
96
94
87
3.00
91
90
88
82
2.75
81
80
79
73
131
3.75
100
98
94
81
3.50
97
95
91
79
3.00
91
89
86
74
2.75
81
79
76
66
Table (6-12): Geometrical and Operational Characteristics of the Coded

Road Links of the Network.
Link
Start
Node
End
Node
Origin
Zone
Destination
Zone
4
Lane
Width
(m)
3.5
Edge
Clearance
(m)
0
Obstruction
Sides
One
Capacity
(eq.pcu
/hr/direction)
1314
472
3.5
One
1314
445
3.5
One
1314
445
3.5
One
1314
599
3.5
One
1314
599
3.5
One
1314
466
3.5
One
613
466
3.5
One
613
198
3.5
One
613
198
3.5
One
613
388
3.5
Both
3476
388
3.5
Both
3476
29
82
3.5
Both
3476
29
82
3.5
Both
3476
369
3.5
One
1314
369
3.5
One
1314
221
3.5
One
1314
221
3.5
One
1314
10
255
3.5
One
1314
10
255
3.5
One
1314
15
348
3.5
One
1314
15
348
3.5
One
1314
10
14
322
3.5
One
1314
14
10
322
3.5
One
1314
11
320
3.5
Both
3476
11
320
3.5
Both
3476
11
12
116
3.5
Both
3476
12
11
116
3.5
Both
3476
12
13
154
3.5
Both
3476
Length
( m)
No of
Lanes
472
132
Table(6-12): continued
Link
Start
Node
End
Node
Origin
Zone
Destination
Zone
Length
( m)
No of
Lanes
Lane
Width
(m)
Edge
Clearance
(m)
Obstruction
Sides
Capacity
(eq.pcu
/hr/direction)
13
12
154
3.5
Both
3476
10
11
311
One
475
11
10
311
One
475
14
13
309
3.5
One
1314
13
14
309
3.5
One
1314
10
198
3.5
One
1314
10
198
3.5
One
1314
14
15
188
3.5
One
1314
15
14
188
3.5
One
1314
15
16
815
3.5
One
1314
16
15
815
3.5
One
1314
86
87
176
One
475
87
86
176
One
475
87
88
237
One
475
88
87
237
One
475
88
89
219
One
475
89
88
219
One
475
89
86
231
One
924
86
89
231
One
924
14
86
248
One
924
86
14
248
One
924
15
87
228
One
475
87
15
228
One
475
88
25
211
One
475
89
23
190
One
475
13
18
170
3.5
Both
3476
20
22
176
3.5
Both
3476
20
86
226
One
475
22
89
110
One
475
133
Link
Start
Node
End
Node
Origin
Zone
Destination
Zone
Length
( m)
No of
Lanes
Lane
Width
(m)
Edge
Clearance
(m)
Obstruction
Sides
Capacity
(eq.pcu
/hr/direction)
51
23
84
3.5
Both
3476
18
20
125
3.5
Both
3476
22
51
206
3.5
Both
3476
22
51
206
3.5
Both
3476
22
51
206
3.5
Both
3476
11
12
116
3.5
Both
3476
11
12
116
3.5
Both
3476
12
13
154
3.5
Both
3476
18
17
10
1159
3.5
One
1314
18
17
10
1159
3.5
One
1314
87
19
10
680
One
475
88
21
10
491
One
475
17
19
112
One
924
19
21
401
One
924
17
19
10
10
112
One
924
19
21
10
401
One
924
21
24
476
One
924
21
24
10
476
One
924
23
25
161
3.5
Both
3476
25
24
10
348
3.5
Both
3476
25
24
10
348
3.5
Both
3476
17
16
53
One
924
17
16
10
53
One
924
51
52
318
One
475
52
53
364
One
475
52
55
11
452
One
475
55
53
584
One
475
53
54
370
3.5
One
1314
24
55
10
125
One
475
134
Link
Start
Node
End
Node
Origin
Zone
Destination
Zone
Length
( m)
No of
Lanes
Lane
Width
(m)
Edge
Clearance
(m)
Obstruction
Sides
Capacity
(eq.pcu
/hr/direction)
54
47
463
One
924
54
47
297
One
924
47
46
87
One
475
46
45
132
One
475
45
51
222
One
475
55
72
11
460
3.5
One
1314
72
68
11
13
270
3.5
One
1314
68
73
13
11
787
3.5
One
1314
73
26
11
11
1049
3.5
One
1314
72
27
11
11
649
3.5
One
1314
24
27
11
356
3.5
Both
2370
24
27
10
11
356
3.5
Both
2370
27
26
11
10
431
3.5
Both
2370
26
28
11
10
600
3.5
Both
2370
24
25
10
10
1025
One
475
28
25
10
10
579
3.5
1.2
Both
2760
25
16
10
1319
3.5
1.2
Both
2760
83
669
One
475
85
806
One
475
16
83
1103
3.5
1.2
Both
2760
83
85
416
3.5
1.2
Both
2760
85
84
1097
3.5
1.2
Both
2760
84
29
498
3.5
1.2
Both
2760
77
84
242
3.5
One
1314
77
78
119
One
924
78
79
260
One
924
79
80
169
3.5
Both
2370
80
81
301
One
924
79
76
241
3.5
Both
2370
135
Link
Start
Node
End
Node
Origin
Zone
Destination
Zone
Length
( m)
No of
Lanes
Lane
Width
(m)
Edge
Clearance
(m)
Obstruction
Sides
Capacity
(eq.pcu
/hr/direction)
76
29
378
3.5
Both
2370
75
80
672
3.5
One
1314
75
30
589
3.5
One
1314
29
30
238
3.5
1.2
Both
2760
30
31
373
3.5
Both
2370
31
32
675
3.5
1.2
Both
2760
532
One
475
31
34
445
One
924
34
628
One
924
11
34
533
3.5
One
1314
33
34
135
3.5
One
1314
33
32
447
3.5
One
1314
34
90
280
One
924
90
40
135
One
924
90
35
196
3.5
One
1314
33
36
235
3.5
One
1314
90
36
285
3.5
One
1314
36
37
633
3.5
One
1314
37
38
252
One
924
38
56
12
252
One
924
38
39
970
3.5
One
1314
12
35
299
3.5
Both
2370
35
40
175
3.5
Both
2370
40
39
315
3.5
Both
2370
39
41
206
3.5
Both
2370
41
42
109
3.5
Both
2370
42
56
960
3.5
One
1314
32
82
1602
3.5
1.2
Both
2760
82
57
12
824
3.5
1.2
One
1458
136
Link
Start
Node
End
Node
Origin
Zone
Destination
Zone
Length
( m)
No of
Lanes
Lane
Width
(m)
Edge
Clearance
(m)
Obstruction
Sides
Capacity
(eq.pcu
/hr/direction)
56
57
165
3.5
One
1314
41
43
451
One
475
43
40
442
One
475
41
44
409
One
475
44
50
246
One
475
42
49
528
One
475
49
48
80
One
475
42
50
472
3.5
One
1314
50
54
369
3.5
One
1314
43
44
442
One
475
44
46
261
One
475
57
61
14
1337
One
924
57
64
12
12
1411
3.5
Both
2370
64
59
12
12
809
One
924
64
91
12
13
1438
3.5
Both
2370
60
69
14
13
985
3.5
One
1314
58
63
12
14
354
One
924
59
63
12
14
100
One
924
61
60
12
14
477
One
924
60
62
14
14
318
One
924
62
63
14
14
174
One
924
60
65
14
13
308
One
924
65
68
13
11
505
One
924
69
91
13
13
455
One
924
69
66
13
13
636
One
924
66
65
13
13
282
One
924
66
67
13
13
193
One
475
67
68
13
13
356
One
475
91
70
13
13
594
3.5
One
1314
137
Link
Start
Node
End
Node
Origin
Zone
Destination
Zone
Length
( m)
No of
Lanes
Lane
Width
(m)
Edge
Clearance
(m)
Obstruction
Sides
Capacity
(eq.pcu
/hr/direction)
70
74
13
13
1093
3.5
One
1314
74
73
13
11
700
3.5
One
1314
70
27
13
13
1153
One
924
32
37
316
One
924
25
88
211
One
475
23
89
190
One
475
18
13
170
3.5
Both
3476
22
20
176
3.5
Both
3476
86
20
226
One
475
89
22
110
One
475
23
51
84
3.5
Both
3476
20
18
125
3.5
Both
3476
51
22
206
3.5
Both
3476
51
22
206
3.5
Both
3476
51
22
206
3.5
Both
3476
12
11
116
3.5
Both
3476
12
11
116
3.5
Both
3476
13
12
154
3.5
Both
3476
17
18
10
1159
3.5
One
1314
17
18
10
1159
3.5
One
1314
19
87
10
680
One
475
21
88
10
491
One
475
19
17
112
One
924
21
19
401
One
924
19
17
10
10
112
One
924
21
19
10
401
One
924
24
21
476
One
924
24
21
10
476
One
924
25
23
161
3.5
Both
3476
138
Link
Start
Node
End
Node
Origin
Zone
Destination
Zone
Length
( m)
No of
Lanes
Lane
Width
(m)
Edge
Clearance
(m)
Obstruction
Sides
Capacity
(eq.pcu
/hr/direction)
24
25
10
348
3.5
Both
3476
24
25
10
348
3.5
Both
3476
16
17
53
One
924
16
17
10
53
One
924
52
51
318
One
475
53
52
364
One
475
55
52
11
452
One
475
53
55
584
One
475
54
53
370
3.5
One
1314
55
24
10
125
One
475
47
54
463
One
924
47
54
297
One
924
46
47
87
One
475
45
46
132
One
475
51
45
222
One
475
72
55
11
460
3.5
One
1314
68
72
13
11
270
3.5
One
1314
73
68
11
13
787
3.5
One
1314
26
73
11
11
1049
3.5
One
1314
27
72
11
11
649
3.5
One
1314
27
24
11
356
3.5
Both
2370
27
24
11
10
356
3.5
Both
2370
26
27
10
11
431
3.5
Both
2370
28
26
10
11
600
3.5
Both
2370
25
24
10
10
1025
One
475
25
28
10
10
579
3.5
1.2
Both
2760
16
25
10
1319
3.5
1.2
Both
2760
83
669
One
475
85
806
One
475
139
Link
Start
Node
End
Node
Origin
Zone
Destination
Zone
Length
( m)
No of
Lanes
Lane
Width
(m)
Edge
Clearance
(m)
Obstruction
Sides
Capacity
(eq.pcu
/hr/direction)
83
16
1103
3.5
1.2
Both
2760
85
83
416
3.5
1.2
Both
2760
84
85
1097
3.5
1.2
Both
2760
29
84
498
3.5
1.2
Both
2760
84
77
242
3.5
One
1314
78
77
119
One
924
79
78
260
One
924
80
79
169
3.5
Both
2370
81
80
301
One
924
76
79
241
3.5
Both
2370
29
76
378
3.5
Both
2370
80
75
672
3.5
One
1314
30
75
589
3.5
One
1314
30
29
238
3.5
1.2
Both
2760
31
30
373
3.5
Both
2370
32
31
675
3.5
1.2
Both
2760
532
One
475
34
31
445
One
924
34
628
One
924
34
11
533
3.5
One
1314
34
33
135
3.5
One
1314
32
33
447
3.5
One
1314
90
34
280
One
924
40
90
135
One
924
35
90
196
3.5
One
1314
36
33
235
3.5
One
1314
36
90
285
3.5
One
1314
37
36
633
3.5
One
1314
38
37
252
One
924
140
Link
Start
Node
End
Node
Origin
Zone
Destination
Zone
Length
( m)
No of
Lanes
Lane
Width
(m)
Edge
Clearance
(m)
Obstruction
Sides
Capacity
(eq.pcu
/hr/direction)
56
38
12
252
One
924
39
38
970
3.5
One
1314
35
12
299
3.5
Both
2370
40
35
175
3.5
Both
2370
39
40
315
3.5
Both
2370
41
39
206
3.5
Both
2370
42
41
109
3.5
Both
2370
56
42
960
3.5
One
1314
82
32
1602
3.5
1.2
Both
2760
57
82
12
824
3.5
1.2
One
1458
57
56
165
3.5
One
1314
43
41
451
One
475
40
43
442
One
475
44
41
409
One
475
50
44
246
One
475
49
42
528
One
475
48
49
80
One
475
50
42
472
3.5
One
1314
54
50
369
3.5
One
1314
44
43
442
One
475
46
44
261
One
475
61
57
14
1337
One
924
64
57
12
12
1411
3.5
Both
2370
59
64
12
12
809
One
924
91
64
13
12
1438
3.5
Both
2370
69
60
13
14
985
3.5
One
1314
63
58
14
12
354
One
924
63
59
14
12
100
One
924
60
61
14
12
477
One
924
141
Link
Start
Node
End
Node
Origin
Zone
Destination
Zone
Length
( m)
No of
Lanes
Lane
Width
(m)
Edge
Clearance
(m)
Obstruction
Sides
Capacity
(eq.pcu
/hr/direction)
62
60
14
14
318
One
924
63
62
14
14
174
One
924
65
60
13
14
308
One
924
68
65
11
13
505
One
924
91
69
13
13
455
One
924
66
69
13
13
636
One
924
65
66
13
13
282
One
924
67
66
13
13
193
One
475
68
67
13
13
356
One
475
70
91
13
13
594
3.5
One
1314
74
70
13
13
1093
3.5
One
1314
73
74
11
13
700
3.5
One
1314
27
70
13
13
1153
One
924
37
32
316
One
924
45
22
200
3.5
One
613
22
45
200
3.5
One
613
78
81
604
One
924
81
78
604
One
924
48
47
80
One
475
47
48
80
One
475
61
58
12
177
One
475
58
61
12
177
One
475
61
58
14
12
177
One
475
58
61
12
14
177
One
475
The output of the assignment stage should contain the traffic volume in
each link and the final percentage delay of travel time on these links. The
input of this stage should be contain the coded road network links and the
geometrical and operational (contains capacities and initial travel time) of
these links. The second input of this stage is the peak hourly traffic volume
(O/D) matrix. To get this matrix, the design hour factor (K-factor) for
142
urbanized areas has been chosen to be 0.1 to 0.15. K- factor represents the
proportion of the total daily traffic that occurs during the thirteenth highest
peak hour of the year, some researches assure the fifteenth highest peak hour
of the year for urban areas. Multiplying the (O/D) matrix resulted from the
previous stage by the K-factor will result the required peak hourly traffic
volume (O/D) matrix. A directional distribution factor of 1.34 for peak
hourly traffic volume has been also taken into account for getting the peak
hourly (O/D) matrix. Table (6-13) represents the input data for trip
assignment stage. Table (6-14) illustrates the peak hourly (O/D) matrix for
the year 2000.
In the assignment stage, the program assigns trips interchange between
different transportation zones on the road network. This requires a road
network description. The user describes the road network characteristics by
using a numerical code for each node, each link is described by its start and
end nodes. Also, initial travel time on each link is calculated from ideal
conditions representing the free flow speed of 50 Km/hr on urban streets as
in HCM2000. The initial travel time is calculated in order to calculate delays
on each link after assignment; the percent delay on the road network link is
the difference between travel time on the link after and before the
assignment divided by the initial travel time. For Tanta city, the initial travel
time is calculated in seconds. Moreover, the practical capacity of each link
on the network is essential for calculating the trip time on each link after
assignment. The practical capacity is calculated in (pcu/hr) according to [50].
Fig (6-17) illustrates the study area road network coding system.
The program asks the planner to load (from the input folder) an MS.Excel
sheet include a description of every road network link. Description includes
every link start and end node, start and end zone, travel time in (sec) and the
link capacity in (pcu/hr/direction) as shown in Table (6-13). Besides, the
program asks the user to load the peak hour (O/D) matrix, which was saved
in the output folder from the distribution stage after multiplying it by Kfactor and 1.34 for peak hour two direction traffic movements. Numbers of
the loaded can be modified interactively in the program window. By
pressing the icon "Get target year trip assignment table", the program
calculates traffic volumes in (pcu/hr), volume to capacity ratio and percent
time delay on each link. These outputs can be saved in MS.Excell sheet in
the output folder by pressing "Save" icon so that it can be printed. Table (615) represents the results of the trip assignment for the study area for year
2030.
143
Table (6-13): The Input Data for the Trip Assignment Stage (Year 2000).
Link
Start End
Node Node
Origin
Zone
Destination
Zone
Initial
Travel
Time
(sec)
Capacity
(pcu/hr/direction)
34.01
1314
34.01
1314
32.04
1314
32.04
1314
43.11
1314
43.11
1314
33.56
613
33.56
613
14.27
613
14.27
613
27.95
3476
27.95
3476
29
5.90
3476
29
5.90
3476
26.60
1314
26.60
1314
15.88
1314
15.88
1314
10
18.37
1314
10
18.37
1314
15
25.04
1314
15
25.04
1314
10
14
23.21
1314
14
10
23.21
1314
11
23.01
3476
11
23.01
3476
11
12
8.32
3476
12
11
8.32
3476
12
13
11.10
3476
144
Start End
Node Node
Link
Origin
Zone
Destination
Zone
Initial
Travel
Time
(sec)
Capacity
(pcu/hr/direction)
13
12
11.10
3476
10
11
22.37
475
11
10
22.37
475
14
13
22.27
1314
13
14
22.27
1314
10
14.23
1314
10
14.23
1314
14
15
13.56
1314
15
14
13.56
1314
15
16
58.66
1314
16
15
58.66
1314
86
87
12.65
475
87
86
12.65
475
87
88
17.07
475
88
87
17.07
475
88
89
15.75
475
89
88
15.75
475
89
86
16.66
924
86
89
16.66
924
14
86
17.89
924
86
14
17.89
924
15
87
16.41
475
87
15
16.41
475
88
25
15.20
475
89
23
13.65
475
13
18
12.21
3476
20
22
12.68
3476
20
86
16.28
475
22
89
7.91
475
145
Start End
Node Node
Link
Origin
Zone
Destination
Zone
Initial
Travel
Time
(sec)
Capacity
(pcu/hr/direction)
51
23
6.06
3476
18
20
8.99
3476
22
51
14.80
3476
22
51
14.80
3476
22
51
14.80
3476
11
12
8.32
3476
11
12
8.32
3476
12
13
11.10
3476
18
17
10
83.47
1314
18
17
10
83.47
1314
87
19
10
48.99
475
88
21
10
35.35
475
17
19
8.09
924
19
21
28.86
924
17
19
10
10
8.09
924
19
21
10
28.86
924
21
24
34.31
924
21
24
10
34.31
924
23
25
11.59
3476
25
24
10
25.04
3476
25
24
10
25.04
3476
17
16
3.85
924
17
16
10
3.85
924
51
52
22.90
475
52
53
26.18
475
52
55
11
32.56
475
55
53
42.04
475
53
54
26.67
1314
24
55
10
8.99
475
146
Start End
Node Node
Link
Origin
Zone
Destination
Zone
Initial
Travel
Time
(sec)
Capacity
(pcu/hr/direction)
54
47
33.30
924
54
47
21.36
924
47
46
6.29
475
46
45
9.49
475
45
51
15.97
475
55
72
11
33.14
1314
72
68
11
13
19.46
1314
68
73
13
11
56.68
1314
73
26
11
11
75.56
1314
72
27
11
11
46.76
1314
24
27
11
25.60
2370
24
27
10
11
25.60
2370
27
26
11
10
31.04
2370
26
28
11
10
43.21
2370
24
25
10
10
73.81
475
28
25
10
10
41.69
2760
25
16
10
94.94
2760
83
48.20
475
85
58.05
475
16
83
79.39
2760
83
85
29.93
2760
85
84
78.97
2760
84
29
35.86
2760
77
84
17.40
1314
77
78
8.56
924
78
79
18.70
924
79
80
12.18
2370
80
81
21.64
924
79
76
17.34
2370
147
Start End
Node Node
Link
Origin
Zone
Destination
Zone
Initial
Travel
Time
(sec)
Capacity
(pcu/hr/direction)
76
29
27.22
2370
75
80
48.35
1314
75
30
42.40
1314
29
30
17.15
2760
30
31
26.87
2370
31
32
48.59
2760
38.27
475
31
34
32.04
924
34
45.23
924
11
34
38.39
1314
33
34
9.73
1314
33
32
32.15
1314
34
90
20.17
924
90
40
9.73
924
90
35
14.09
1314
33
36
16.92
1314
90
36
20.54
1314
36
37
45.56
1314
37
38
18.13
924
38
56
12
18.13
924
38
39
69.82
1314
12
35
21.49
2370
35
40
12.59
2370
40
39
22.66
2370
39
41
14.83
2370
41
42
7.84
2370
42
56
69.09
1314
32
82
115.34
2760
82
57
12
59.33
1458
148
Start End
Node Node
Link
Origin
Zone
Destination
Zone
Initial
Travel
Time
(sec)
Capacity
(pcu/hr/direction)
56
57
11.87
1314
41
43
32.47
475
43
40
31.84
475
41
44
29.46
475
44
50
17.69
475
42
49
38.02
475
49
48
5.75
475
42
50
33.98
1314
50
54
26.57
1314
43
44
31.84
475
44
46
18.81
475
57
61
14
96.27
924
57
64
12
12
101.57
2370
64
59
12
12
58.22
924
64
91
12
13
103.53
2370
60
69
14
13
70.95
1314
58
63
12
14
25.50
924
59
63
12
14
7.18
924
61
60
12
14
34.32
924
60
62
14
14
22.89
924
62
63
14
14
12.52
924
60
65
14
13
22.15
924
65
68
13
11
36.39
924
69
91
13
13
32.79
924
69
66
13
13
45.77
924
66
65
13
13
20.33
924
66
67
13
13
13.87
475
67
68
13
13
25.62
475
91
70
13
13
42.75
1314
149
Start End
Node Node
Link
Origin
Zone
Destination
Zone
Initial
Travel
Time
(sec)
Capacity
(pcu/hr/direction)
70
74
13
13
78.69
1314
74
73
13
11
50.40
1314
70
27
13
13
83.03
924
32
37
22.74
924
25
88
15.20
475
23
89
13.65
475
18
13
12.21
3476
22
20
12.68
3476
86
20
16.28
475
89
22
7.91
475
23
51
6.06
3476
20
18
8.99
3476
51
22
14.80
3476
51
22
14.80
3476
51
22
14.80
3476
12
11
8.32
3476
12
11
8.32
3476
13
12
11.10
3476
17
18
10
83.47
1314
17
18
10
83.47
1314
19
87
10
48.99
475
21
88
10
35.35
475
19
17
8.09
924
21
19
28.86
924
19
17
10
10
8.09
924
21
19
10
28.86
924
24
21
34.31
924
24
21
10
34.31
924
25
23
11.59
3476
150
Start End
Node Node
Link
Origin
Zone
Destination
Zone
Initial
Travel
Time
(sec)
Capacity
(pcu/hr/direction)
24
25
10
25.04
3476
24
25
10
25.04
3476
16
17
3.85
924
16
17
10
3.85
924
52
51
22.90
475
53
52
26.18
475
55
52
11
32.56
475
53
55
42.04
475
54
53
26.67
1314
55
24
10
8.99
475
47
54
33.30
924
47
54
21.36
924
46
47
6.29
475
45
46
9.49
475
51
45
15.97
475
72
55
11
33.14
1314
68
72
13
11
19.46
1314
73
68
11
13
56.68
1314
26
73
11
11
75.56
1314
27
72
11
11
46.76
1314
27
24
11
25.60
2370
27
24
11
10
25.60
2370
26
27
10
11
31.04
2370
28
26
10
11
43.21
2370
25
24
10
10
73.81
475
25
28
10
10
41.69
2760
16
25
10
94.94
2760
83
48.20
475
85
58.05
475
151
Start End
Node Node
Link
Origin
Zone
Destination
Zone
Initial
Travel
Time
(sec)
Capacity
(pcu/hr/direction)
83
16
79.39
2760
85
83
29.93
2760
84
85
78.97
2760
29
84
35.86
2760
84
77
17.40
1314
78
77
8.56
924
79
78
18.70
924
80
79
12.18
2370
81
80
21.64
924
76
79
17.34
2370
29
76
27.22
2370
80
75
48.35
1314
30
75
42.40
1314
30
29
17.15
2760
31
30
26.87
2370
32
31
48.59
2760
38.27
475
34
31
32.04
924
34
45.23
924
34
11
38.39
1314
34
33
9.73
1314
32
33
32.15
1314
90
34
20.17
924
40
90
9.73
924
35
90
14.09
1314
36
33
16.92
1314
36
90
20.54
1314
37
36
45.56
1314
38
37
18.13
924
152
Start End
Node Node
Link
Origin
Zone
Destination
Zone
Initial
Travel
Time
(sec)
Capacity
(pcu/hr/direction)
56
38
12
18.13
924
39
38
69.82
1314
35
12
21.49
2370
40
35
12.59
2370
39
40
22.66
2370
41
39
14.83
2370
42
41
7.84
2370
56
42
69.09
1314
82
32
115.34
2760
57
82
12
59.33
1458
57
56
11.87
1314
43
41
32.47
475
40
43
31.84
475
44
41
29.46
475
50
44
17.69
475
49
42
38.02
475
48
49
5.75
475
50
42
33.98
1314
54
50
26.57
1314
44
43
31.84
475
46
44
18.81
475
61
57
14
96.27
924
64
57
12
12
101.57
2370
59
64
12
12
58.22
924
91
64
13
12
103.53
2370
69
60
13
14
70.95
1314
63
58
14
12
25.50
924
63
59
14
12
7.18
924
60
61
14
12
34.32
924
153
Start End
Node Node
Link
Origin
Zone
Destination
Zone
Initial
Travel
Time
(sec)
Capacity
(pcu/hr/direction)
62
60
14
14
22.89
924
63
62
14
14
12.52
924
65
60
13
14
22.15
924
68
65
11
13
36.39
924
91
69
13
13
32.79
924
66
69
13
13
45.77
924
65
66
13
13
20.33
924
67
66
13
13
13.87
475
68
67
13
13
25.62
475
70
91
13
13
42.75
1314
74
70
13
13
78.69
1314
73
74
11
13
50.40
1314
27
70
13
13
83.03
924
37
32
22.74
924
45
22
14.4
613
22
45
14.4
613
78
81
43.5
924
81
78
43.5
924
48
47
5.8
475
47
48
5.8
475
61
58
12
12.7
475
58
61
12
12.7
475
61
58
14
12
12.7
475
58
61
12
14
12.7
475
154
Fig (6-17): Study Area Road Network Coding System.

155
Table (6-14): Peak Hourly (O/D) Matrix for the Year 2000 (pcu/hr).
1
2
3
4
5
6
7
8
9 10 11 12 13
1
2
3
4
5
6
7
8
9
10
11
12
13
14
14
1611
316
124
664
32
112
32
818
554
57
41
151
148
13
556
1197
201
831
164
783
75
2521
392
64
58
524
273
36
261
241
210
812
102
126
153
246
80
162
86
204
269
23
1325
942
769
890
120
249
96
955
582
126
82
314
283
28
56
160
83
103
38
168
68
103
22
20
23
212
130
21
143
568
76
159
125
771
53
525
64
32
38
1266
250
46
112
151
256
169
139
146
116
157
34
103
140
368
726
37
142
248
20
83
10
71
660
93
61
37
169
68
12
89
15
164
25
15
12
355
229
480
394
73
155
182
303
84
521
720
333
885
43
219
177
218
221
73
161
213
249
55
620
758
445
2914
74
131
258
84
136
107
860
90
306
44
46
72
2556
714
239
229
240
197
220
117
303
318
330
63
219
838
1275
4545
359
19
30
16
21
18
53
16
35
10
20
408
344
26
156
Table (6-15): Trip Assignment Results on Road Network in Year 2030 (Donothing Scenario).
Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
676
0.514
2.682
556
0.423
3.429
72
0.055
0.001
0.004
0.000
457
0.348
1.630
676
0.514
2.682
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
1515
0.436
3.800
4239
1.220
14090.881
29
4239
1.220
14090.881
29
1515
0.436
3.800
1520
1.157
941.552
1554
1.183
299.130
54
0.041
0.000
72
0.055
0.001
10
1102
0.838
66.788
10
917
0.698
11.880
15
907
0.690
9.955
15
715
0.544
6.421
10
14
968
0.737
59.918
14
10
823
0.626
20.615
11
1422
0.409
2.340
11
2073
0.596
21.722
11
12
3274
0.942
302.731
12
11
1634
0.470
8.470
12
13
3870
1.113
2014.196
157
Traffic
Start End
Volume
Node Node
(pcu/hr)
Link
Volume to Capacity
Ratio (V/C)
% Time Delay
13
12
439
0.126
0.010
10
11
748
1.575
2512.224
11
10
852
1.795
2481.245
14
13
42
0.032
0.000
13
14
669
0.509
7.374
10
1463
1.113
175.505
10
1319
1.004
162.978
14
15
1518
1.155
463.162
15
14
1202
0.915
692.577
15
16
1618
1.231
345.948
16
15
956
0.727
23.800
86
87
808
1.701
4468.687
87
86
270
0.569
2.183
87
88
1169
2.460
579485341.757
88
87
65
0.136
0.005
88
89
93
0.197
0.023
89
88
1151
2.423
132645984.426
89
86
1591
1.721
160625.494
86
89
330
0.357
3.044
14
86
544
0.589
31.530
86
14
978
1.058
214.170
15
87
807
1.699
1590.541
87
15
72
0.151
0.033
88
25
18
0.038
0.000
89
23
953
2.007
366571.171
13
18
3296
0.948
308.286
20
22
2961
0.852
221.374
20
86
379
0.799
25.624
22
89
402
0.846
207.397
158
Traffic
Start End
Volume
Node Node
(pcu/hr)
Link
Volume to Capacity
Ratio (V/C)
% Time Delay
51
23
3504
1.008
515.7639
18
20
2747
0.790
94.15317
22
51
3025
0.870
117.3595
22
51
237
0.068
0.000323
22
51
237
0.068
0.000323
11
12
114
0.033
1.72E-05
11
12
114
0.033
1.72E-05
12
13
262
0.075
0.000483
18
17
980
0.746
16.64301
18
17
264
0.201
0.024332
87
19
605
1.274
61.93252
88
21
93
0.197
0.022513
17
19
1178
1.275
407.0754
19
21
1283
1.388
1234.364
17
19
78
0.085
0.000778
19
21
48
0.052
0.000113
21
24
454
0.492
1.361993
21
24
0.000
23
25
4167
1.199
3435.265
25
24
3007
0.865
138.75
25
24
0.000
4.4E-13
17
16
849
0.919
47.13301
17
16
129
0.140
0.005774
51
52
772
1.625
4001.941
52
53
238
0.502
5.22769
52
55
1286
2.708
9.57E+08
55
53
534
1.124
1589.391
53
54
737
0.561
31.47019
24
55
1143
2.407
3.1E+09
159
Traffic
Start End
Volume
Node Node
(pcu/hr)
Link
Volume to Capacity
Ratio (V/C)
% Time Delay
54
47
59
0.064
0.000249
54
47
59
0.064
0.000249
47
46
462
0.972
20.24609
46
45
922
1.941
19665.92
45
51
834
1.756
787.0972
55
72
2717
2.068
2.45E+09
72
68
3331
2.535
3.1E+17
68
73
3688
2.806
4.74E+18
73
26
2388
1.817
2.28E+09
72
27
1029
0.783
26.2461
24
27
2759
1.164
1483.532
24
27
36
0.015
8.3E-07
27
26
2456
1.036
390.4565
26
28
534
0.225
0.119412
24
25
115
0.242
0.097581
28
25
836
0.303
0.694521
25
16
32
0.011
2.62E-07
83
556
1.170
527.3595
85
528
1.112
551.5285
16
83
336
0.122
0.00874
83
85
892
0.323
1.117612
85
84
4521
1.638
1083902
84
29
2167
0.785
166.2255
77
84
1004
0.764
25.82401
77
78
1654
1.790
13012905
78
79
321
0.347
0.552548
79
80
1331
0.562
16.17783
80
81
1911
2.068
9.58E+09
79
76
135
0.057
0.00016
160
Traffic
Start End
Volume
Node Node
(pcu/hr)
Link
Volume to Capacity
Ratio (V/C)
% Time Delay
76
29
135
0.057
0.00016
75
80
957
0.728
19.94277
75
30
77
0.058
0.000173
29
30
1236
0.448
5.646166
30
31
596
0.251
1.237391
31
32
596
0.216
0.67093
0.000
31
34
1285
1.390
480.3073
34
121
0.131
0.004444
11
34
140
0.107
0.010647
33
34
2346
1.785
70074.65
33
32
1054
0.802
161.6494
34
90
84
0.091
0.003628
90
40
2416
2.614
1.22E+10
90
35
3033
2.308
1.64E+09
33
36
67
0.051
0.000229
90
36
2984
2.271
1.45E+09
36
37
1325
1.009
108.6241
37
38
1905
2.061
1923883
38
56
1214
1.314
2118.681
38
39
1614
1.228
563.6887
12
35
1260
0.532
7.613137
35
40
802
0.338
1.367035
40
39
1164
0.491
9.541677
39
41
1485
0.627
40.75611
41
42
1300
0.549
20.08536
42
56
1131
0.861
156.1844
32
82
1836
0.665
57.2868
82
57
2913
1.998
1.69E+12
161
Traffic
Start End
Volume
Node Node
(pcu/hr)
Link
Volume to Capacity
Ratio (V/C)
% Time Delay
56
57
2345
1.784
2.53E+12
41
43
0.004
5.41E-09
43
40
108
0.227
0.187318
41
44
497
1.047
149.8345
44
50
238
0.501
4.206062
42
49
551
1.160
450.7499
49
48
551
1.160
450.7499
42
50
1262
0.960
118.0648
50
54
1500
1.141
808.6903
43
44
288
0.606
11.49415
44
46
547
1.152
921.8565
57
61
2319
2.510
3.25E+17
57
64
2763
1.166
15850.31
64
59
3985
4.313
7.08E+20
64
91
914
0.386
1.439576
60
69
699
0.532
2.002143
58
63
185
0.200
0.244495
59
63
3985
4.313
7.08E+20
61
60
719
0.778
40.1483
60
62
788
0.852
115.4643
62
63
785
0.850
106.9307
60
65
2473
2.677
1.33E+09
65
68
3154
3.414
8.92E+17
69
91
73
0.079
0.000587
69
66
2619
2.835
1.67E+08
66
65
1874
2.029
99361.99
66
67
2426
5.106
4.94E+18
67
68
2252
4.740
2.57E+17
91
70
5368
4.085
3.46E+21
162
Traffic
Start End
Volume
Node Node
(pcu/hr)
Link
Volume to Capacity
Ratio (V/C)
% Time Delay
70
74
6944
5.284
7.18E+48
74
73
295
0.225
0.038113
70
27
2035
2.203
443072.1
32
37
1091
1.181
286.1354
25
88
1151
2.423
1.33E+08
23
89
291
0.612
29.76212
18
13
493
0.142
0.019877
22
20
837
0.241
0.270713
86
20
669
1.408
331.5187
89
22
1023
2.153
1145899
23
51
617
0.177
0.048633
20
18
912
0.262
0.212294
51
22
87
0.025
6.31E-06
51
22
237
0.068
0.000323
51
22
237
0.068
0.000323
12
11
114
0.033
1.72E-05
12
11
114
0.033
1.72E-05
13
12
262
0.075
0.000483
17
18
11
0.008
6.5E-08
17
18
264
0.201
0.024332
19
87
500
1.053
51.7241
21
88
1151
2.423
1.33E+08
19
17
99
0.107
0.007388
21
19
99
0.107
0.007388
19
17
78
0.085
0.000778
21
19
48
0.052
0.000113
24
21
421
0.456
2.616701
24
21
0.000
25
23
618
0.178
0.063477
163
Traffic
Start End
Volume
Node Node
(pcu/hr)
Link
Volume to Capacity
Ratio (V/C)
% Time Delay
24
25
0.000
4.4E-13
24
25
0.000
4.4E-13
16
17
959
1.037
106.4357
16
17
129
0.140
0.005774
52
51
455
0.958
104.6827
53
52
602
1.268
225.7336
55
52
606
1.276
3037.451
53
55
1029
2.166
3.35E+08
54
53
1596
1.215
2171.368
55
24
554
1.166
4423.92
47
54
421
0.455
3.708536
47
54
59
0.064
0.000249
46
47
373
0.785
32.3576
45
46
463
0.974
92.39999
51
45
568
1.195
347.7103
72
55
719
0.547
16.17714
68
72
2803
2.133
1.29E+11
73
68
1073
0.817
55.10016
26
73
3690
2.808
2.99E+18
27
72
3020
2.298
7.22E+08
27
24
423
0.179
0.054114
27
24
36
0.015
8.3E-07
26
27
2111
0.891
221.8654
28
26
2532
1.069
2010.542
25
24
0.003
1.24E-09
25
28
1793
0.650
14.26573
16
25
1464
0.530
6.190433
83
676
1.422
272.3471
85
676
1.422
272.3471
164
Traffic
Start End
Volume
Node Node
(pcu/hr)
Link
Volume to Capacity
Ratio (V/C)
% Time Delay
83
16
1216
0.441
2.351506
85
83
1892
0.685
22.18336
84
85
161
0.058
0.001209
29
84
4546
1.647
2361107
84
77
1654
1.259
3410.955
78
77
1004
1.087
143.6975
79
78
1610
1.743
8313728
80
79
406
0.171
0.031867
81
80
29
0.032
1.79E-05
76
79
2349
0.991
424.8109
29
76
2349
0.991
424.8109
80
75
106
0.081
0.000647
30
75
957
0.728
19.94277
30
29
3105
1.125
1054.524
31
30
3422
1.444
396177
32
31
3547
1.285
6459.996
0.000
34
31
1159
1.255
701.4536
34
2039
2.207
639196.8
34
11
2535
1.929
404319.6
34
33
333
0.253
0.361133
32
33
1429
1.087
369.6133
90
34
2380
2.575
2.09E+09
40
90
118
0.128
0.0204
35
90
0.005
1.02E-08
36
33
1705
1.298
572.4131
36
90
333
0.254
0.843489
37
36
313
0.238
0.614838
38
37
840
0.909
209.0076
165
Traffic
Start End
Volume
Node Node
(pcu/hr)
Link
Volume to Capacity
Ratio (V/C)
% Time Delay
56
38
1455
1.575
49529.35
39
38
308
0.234
0.236167
35
12
3050
1.287
4512.396
40
35
2823
1.191
1071.799
39
40
1065
0.449
3.875035
41
39
80
0.034
4.94E-05
42
41
326
0.137
0.016274
56
42
1886
1.435
7990.688
82
32
5215
1.889
1.19E+12
57
82
4431
3.039
1.17E+16
57
56
3341
2.543
3.59E+17
43
41
119
0.250
0.058734
40
43
286
0.602
11.43113
44
41
69
0.145
0.013738
50
44
40
0.084
0.000737
49
42
42
0.088
0.000884
48
49
42
0.088
0.000884
50
42
42
0.032
1.51E-05
54
50
42
0.032
1.51E-05
44
43
108
0.227
0.187318
46
44
177
0.372
1.335447
61
57
1918
2.075
4.64E+13
64
57
7243
3.056
4.39E+20
59
64
145
0.157
0.014407
91
64
7332
3.094
3.37E+20
69
60
2650
2.017
70307.97
63
58
2096
2.268
5546082
63
59
145
0.157
0.014407
60
61
2624
2.840
1.24E+18
166
Traffic
Start End
Volume
Node Node
(epcu/hr)
Link
Volume to Capacity
Ratio (V/C)
% Time Delay
62
60
1904
2.061
31150.77
63
62
2122
2.296
1.17E+18
65
60
1311
1.419
17456.02
68
65
1097
1.188
763.4091
91
69
4451
4.817
1.18E+22
66
69
120
0.130
0.004333
65
66
980
1.060
41.9337
67
66
820
1.727
1100.014
68
67
2222
4.678
2.62E+15
70
91
73
0.056
0.000144
74
70
429
0.327
0.171149
73
74
6944
5.284
7.18E+48
27
70
3611
3.908
1.89E+18
37
32
1038
1.124
821.8925
45
22
262
0.427
1.801802
22
45
69
0.112
0.006563
78
81
1910
2.067
7.3E+09
81
78
942
1.019
2088.064
48
47
551
1.160
450.7499
47
48
42
0.088
0.000884
61
58
185
0.389
3.554567
58
61
2096
4.413
1.14E+19
61
58
186
0.391
0.34902
58
61
186
0.391
0.34902
The analysis of the trip assignment of the study area in 2030 illustrates that
traffic volumes on many links will exceed the capacity, in the first place lies
the link (91-64) which has the highest traffic volume with about 7332
(pcu/hr) which represents about 3 times its capacity. Link (64-57) and (7374) have the second and third places with 7243 and 6944 (pcu/hr)
representing (V/C) ratios of 3.05 and 5.3 respectively. On the other hand,
167
some links of the road network of the study area like link (17-18) and link
(88-25) will have very small traffic flows of about 11 and 18 (pcu/hr)
representing a (V/C) ratio of 0.0087 and 0.038 respectively.
Regarding to volume to capacity ratio, the analysis of the road network in
the target year shows that - alarmingly - 129 links representing about 41.1%
of the number of road network links will have (V/C) ratio exceeds 1.00.
About 26.8% of the road network links will have (V/C) ratio between 0 and
0.2, while about 7% of the total network links will have volume to capacity
ratio between 0.8 and 1.00. About 7% of the total number of links will carry
volume to capacity ratio between 0.6 and 0.8. Average volume to capacity
ratio on the road network in year 2030 will be 0.84.
Fig (6-18) represents the (V/C) ratios of the road network (in number) links
of the study area in target year 2030. Fig (6-19) illustrates the (V/C) ratio of
the road links of the study area (in %) in target year 2030.
No. of Road Network Links
140
120
No. of Road Network Links in every (V/C) Range
100
80
60
40
20
0
(0-0.2)
(0.2-0.4) (0.4-0.6) (0.6-0.8) (0.8-1.0)
( >1 )
Fig (6-18): (V/C) Percentage for Road Network (in number) of Study Area
( Target year 2030) Do-nothing Scenario.
168
41.1%
0<(V/C)0.2
0.2<(V/C)0.4
0.4<(V/C)0.6
0.6<(V/C)0.8
0.8<(V/C)1
7.0%
26.8%
7.0%
(V/C)>1
9.2%
8.9%
Fig (6-19): (V/C) Percentage of the Road Links of the Study Area in Target
year 2030 (Do-nothing Scenario).
In general, reducing (V/C) ratios on links can be achieved through
increasing the capacity of the links and decreasing traffic volumes. To
maximizing the capacity of road links, the following measures can be taken
into considerations:
Improving the pavement case on links.
Increasing the road width trough extensions on the right of way.
Parking control action along these links including restricting or
prohibiting on road side.
Introducing traffic signal system at intersections to minimize
cognitions.
The analysis of the results of the trip assignment stage for target year
indicated the following critical road links in the study area, these links must
have urgent measures:
Links (88-89), (21-88), (25-88), (29-88), and (87-88) and (22-89).

These links contact zone (3) and zone (4) in the eastern side of Tanta
city, since it has high population, educational places and commercial
zones. Relocation of such trip attractive factors can be a good
solution for the traffic problems in this region.
169
Conflict between pedestrians and traffic lies in road links (9-15),

(15-87), (87-88), (14-86), (86-89) and (89-23). Relocation of traffic
movement with announcing a time-limited pedestrian area can be a
short term measure for this conflict. It can also be designed as a
traffic calming area, with a maximum speed of 30km/hr and
pedestrian facilities.
Links (68-67), (60-65) and (65-68), which lie on zone (12), (13) and
(14) on the western entrance of the city, since it contains industrial
area of the city. Constructing a new arterial between these zones can
be medium term measure for this region.
Links (57-82), (82-32) and (30-29), (29-84), (84-85) and (85-83).

These links acts as a direct sequential connection between zones (6),
(2), (9) and (1). Parking control system can be a short term measure
for these links.
Links (16-17), (17-19), (19-21) and (21-24). These links represent

the eastern city entrance and lead to the main train station in Tanta
city and also to the main mosque (Alsayed Elbadawy Mosque).
The output of the trip assignment stage contains the travel time delay. The
travel time delay represents a performance indicator in estimating the quality
of travel on a specific road link. Since the travel time after assignment is a
function of traffic volume to capacity ratio and directly proportion to this
ratio, the time delays increase on the link as its (V/C) ratio increases. The
analysis of the travel time delay on road network in 2030 shows that some
links like (91-70), (91-69) and (73-74) carrying high (V/C) ratio, will have a
percentage delay time exceed 100%. Road network links of the same
situation represent 45.9% of the total number of the road network. 145 links
representing 46.2% of the number of the road network links in year 2030
will have percentage delays varies from 0 to 20% as link (4-34) and link
(16-17), while about 4.1% of the links will be influenced by time delays
percentage between 20% and 40% like link (16-15) and link (20-86). About
0.6% of the road network links will have 80% to 100% time delay. Average
percent time delay on the road network links exceeds 100%.
Fig (6-20) shows the number of road links in different time delay ranges in
target year 2030 (Results of trip assignment stage). Fig (6-21) represents the
170
time delay percentage of road links in different time delay ranges in target
year 2030 (results of trip assignment stage).
160
No. of Road Network Links
140
No. of Road Network Links in every

Time Delay Range
120
100
80
60
40
20
0
(0-20%)
(20%-40%) (40%-60%) (60%-80%) (80%-100%)
( >100% )
Fig (6-20): Number of Road Network Links in different Time Delay Ranges
for year 2030 (Do-nothing Scenario).
45.9%
46.2%
0%<%Time Delay20%
20%<%Time Delay40%
40%<%Time Delay60%
60%<%Time Delay80%
0.6%
4.1%
0.6%
80%<%Time
Delay100%
%Time Delay>100%
2.6%
Fig (6-21): Time Delay Percentage of Road Links in different Time Delay
Ranges (Year2030 Do-noting Scenario).
171
6.8 Operational Evaluation of the Road Network

The operational evaluation of the road network under specific traffic
volumes is to determine the level of services which represent ranges of
operating conditions to give a qualitative measure of traffic on each road
network link. In the proposed program, level of service is determined using
(HCM2010 NCHRP 3-70). The LOS model predicts the average degree of
satisfaction rating for the facility, where LOS (A) is very satisfied and
LOS (F) is very dissatisfied. It represents the 6th stage of the proposed
program.
In this stage, the planner is asked to loads the trip assignment table as an
MS.Excel table; including link start node and end node, links (V/C) ratio
and length of each link in kilometer besides left turn presence. Also, the
planner is asked to determine the signal progression type by selecting one
type from the three types through marking the selection icon beside the
suitable progression type. By pressing the icon "Get road network links level
of service", the program determines the level of service of each link
according to (HCM2010 NCHRP 3-70) method, and results can be saved in
MS.Excell sheet in the output folder so that it can be printed. Fig (6-22)
represents the menu of the 6th stage of the proposed program. Table (6-16)
indicates the output of the operational evaluation stage (year 2030),
according to (HCM2010 NCHRP 3-70).
Analysis of the network evaluation shows that 5.4% of the road network
links (representing 17 links) will have level of service (A), while about 41%
of the network links will be suffering with level of service (F) in year 2030.
The rest of the network links (53.5%) will have level of service of grade (B).
No network link will have level of service (C) (D) or (E). Fig (6-23) shows
level of service percentage of road network links for target year 2030.
172
53.5%
LOS(A)
LOS(B)
5.4%
LOS(F)
41.1%
Fig (6-23): Level of Service Percentage of Road Network Links for Year
2030 (HCM2010 NCHRP 3-70 Do-nothing Scenario).
173
Fig (6-22): Operational Evaluation Using the Proposed Program 6th Stage.
174
Table (6-16): LOS of Road Links in the Study Area in 2030 (Output of 6th
Stage Do-nothing Scenario).
Link
Link
Start
End
Start End
(LOS)
(LOS)
Node Node
Node Node
1
13
12
10
11
11
10
14
13
13
14
10
10
14
15
15
14
15
16
16
15
86
87
29
87
86
29
87
88
88
87
88
89
89
88
89
86
10
86
89
10
14
86
15
86
14
15
15
87
10
14
87
15
14
10
88
25
11
89
23
11
13
18
11
12
20
22
12
11
20
86
12
13
22
89
175
Start End
Node Node
Link
Link
(LOS)
Start
Node
End
Node
(LOS)
51
23
54
47
18
20
54
47
22
51
47
46
22
51
46
45
22
51
45
51
11
12
55
72
11
12
72
68
12
13
68
73
18
17
73
26
18
17
72
27
87
19
24
27
88
21
24
27
17
19
27
26
19
21
26
28
17
19
24
25
19
21
28
25
21
24
25
16
21
24
83
23
25
85
25
24
16
83
25
24
83
85
17
16
85
84
17
16
84
29
51
52
77
84
52
53
77
78
52
55
78
79
55
53
79
80
53
54
80
81
24
55
79
76
176
Start End
Node Node
Link
Link
(LOS)
Start
Node
End
Node
(LOS)
76
29
56
57
75
80
41
43
75
30
43
40
29
30
41
44
30
31
44
50
31
32
42
49
49
48
31
34
42
50
34
50
54
11
34
43
44
33
34
44
46
33
32
57
61
34
90
57
64
90
40
64
59
90
35
64
91
33
36
60
69
90
36
58
63
36
37
59
63
37
38
61
60
38
56
60
62
38
39
62
63
12
35
60
65
35
40
65
68
40
39
69
91
39
41
69
66
41
42
66
65
42
56
66
67
32
82
67
68
82
57
91
70
177
Start End
Node Node
Link
Link
(LOS)
Start
Node
End
Node
(LOS)
70
74
24
25
74
73
24
25
70
27
16
17
32
37
16
17
25
88
52
51
23
89
53
52
18
13
55
52
22
20
53
55
86
20
54
53
89
22
55
24
23
51
47
54
20
18
47
54
51
22
46
47
51
22
45
46
51
22
51
45
12
11
72
55
12
11
68
72
13
12
73
68
17
18
26
73
17
18
27
72
19
87
27
24
21
88
27
24
19
17
26
27
21
19
28
26
19
17
25
24
21
19
25
28
24
21
16
25
24
21
83
25
23
85
178
Start End
Node Node
Link
Link
(LOS)
Start
Node
End
Node
(LOS)
83
16
56
38
85
83
39
38
84
85
35
12
29
84
40
35
84
77
39
40
78
77
41
39
79
78
42
41
80
79
56
42
81
80
82
32
76
79
57
82
29
76
57
56
80
75
43
41
30
75
40
43
30
29
44
41
31
30
50
44
32
31
49
42
48
49
34
31
50
42
34
54
50
34
11
44
43
34
33
46
44
32
33
61
57
90
34
64
57
40
90
59
64
35
90
91
64
36
33
69
60
36
90
63
58
37
36
63
59
38
37
60
61
179
Start End
Node Node
Link
(LOS)
62
60
63
62
65
60
68
65
91
69
66
69
65
66
67
66
68
67
70
91
74
70
73
74
27
70
37
32
45
22
22
45
78
81
81
78
48
47
47
48
61
58
58
61
61
58
58
61
180
The HCM2000 (Average Travel Speed - ATS) method of determining level

of service on urban streets depends on the average travel speed as the factor
determines the level of service category. The operating speed on each link of
the study area can be calculated using the link length and travel time after
assignment.
Using (HCM2000 ATS) method, 123 Links representing 39.2% of the
road network will be in LOS (F). 148 link representing 47.1% of the road
network links will be in LOS (A), while about 1.9% of the road network will
have a LOS (E). LOS (B) and LOS (C) are represented by a percentage of
5.1% and 3.5% respectively. Fig (6-24) shows level of service percentage of
road network links in year 2030 calculated by (HCM2000 ATS) method.
LOS(A)
47.1%
39.2%
LOS(B)
LOS(C)
LOS(D)
LOS(E)
1.9%
5.1%
LOS(F)
3.5%
3.2%
Fig (6-24): Level of Service Percentage of Road Network Links in
Year2030 (HCM2000 ATS method Do-nothing Scenario).
Comparison between the LOS of road network calculated by (HCM2010

NCHRP 3-70) method and (HCM2000 ATS) method shows that,
percentage number of road network links in LOS (A) in the first method is
less than calculated by the 2nd method by 41.7%. Percentage number of road
network links in LOS (B) in the first method is more than calculated by the
2nd method by 48.4% of total number road network links. Using (HCM2010
NCHRP 3-70), no links will be in LOS (C), (D) or (E), while using
(HCM2000 ATS) led to that 3.5%, 3.2% and 1.9% of the total number of
Tanta city road network links will be in these level of services respectively.
181
Regarding to LOS (F), the percentage number of road network links in

LOS (F) using the (HCM2010 NCHRP 3-70) method is more than
calculated by (HCM2000 ATS) method by 1.9% of the total number road
network links. Fig (6-21) shows the difference between percentage links in
every LOS calculated by the three methods.
Table (6-17) shows a comparison between percentage of road network
links in different level of services determined by the (HCM2010 NCHRP
3-70) and (HCM2000 ATS) in Tanta city in year 2030. Fig (6-25) shows
the difference between percentage links in every LOS calculated by the two
methods.
Table (6-17): Comparison between Percentage Level of Service of Road
Network Links Determined by (HCM2010 NCHRP 3-70) Method and
(HCM2000 ATS) Method.
(LOS)
(HCM2010
NCHRP 3-70)
Method
(HCM2000
ATS)
Method
5.4
47.1
53.5
5.1
3.5
3.2
1.9
41.1
39.2
182
(HCM2010 NCHRP 3-70) Method
60
Percentage of Total Number of
Road Network Links
(HCM2000 ATS) Method
50
40
30
20
10
0
LOS(A)
LOS(B)
LOS(C )
LOS(D)
LOS(E)
LOS(F)
Fig (6-25): Comparison between LOS Percentage LOS Calculated by

(HCM2010 NCHRP 3-70) Method and (HCM2000 ATS) Method in
Study Area for Year 2030.
This difference between (HCM2010 NCHRP 3-70) method and
(HCM2000 ATS) method refers to that the (HCM2000 ATS) method
does not consider the distribution of LOS grades for a given situation and
not based on surveys of traveler satisfaction so, it reports a single LOS grade
for a given situation. On the other hand, the (HCM2010 NCHRP 3-70)
LOS method estimates the quality of services traveling on urban streets from
the user satisfaction perspective, allowing the traveler to self-identify the
best and worst conditions based on their own experience and perceptions for
each individual situation. This method converts the statistical distribution of
LOS grades reported by the public individuals into a single LOS grade for a
given situation.
Also, in the (HCM2010 NCHRP 3-70) method, there are no road network
links in LOS(C), (D) or (E). This is because this method squeezes together
the available range limits of LOS model for LOS(C) to LOS(E) so that
wider ranges are available for LOS (A), LOS (B) and LOS (F). These larger
ranges for the extreme LOS grades is to ensure that extreme LOS grades
183
will be output for distributions if a large portion of the individual select that
LOS.
Improving the LOS of the road network of the study area can be performed
by:
Improving the existing public transport system by increasing the
capacity of public buses and collection taxies over the short terms.
Establishing a quick plan for improving the pavement and lighting
case of the existing road network and developing new arterials to
connect the city sub-zones by the outer ring roads around the city.
Providing an integrated traffic signals system that is operated
according the actual traffic volumes on streets using traffic measures
on main roads.
Providing parking control actions including the providing of parking
zones, parking prohibition and parking time restrict policies.
Creating car-free zones (only pedestrian zones) in the main old and
recent shopping areas.
Modal shift plan including the investment in new public transport
systems which has the capability to absorb the rapidly increased
travel demand and to attract private car users. This modal shift can
be exist through:
Light rail systems as light rail transit (LRT) or regional rail
transit (RRT). These systems have the ability to operate in
mixed traffic, and with developing plans, its infrastructure can
be transferred to under ground metro.
Water transport system using Alqased water channel. this
system has the ability to serve a big travel demand with
minimum economic cost.
Introduce traffic management plans to reduce inter-city transport
congestion and vehicle on on-road time.
184
6.9 Environmental Assessment

The final stage of the proposed program is the environmental Assessment.
Evaluating any transportation system does not only depend on the
operational conditions dimension, but also include the environmental cost as
these transportation systems have a direct influence on the environment
thought air pollution emissions and noise. The program evaluates the
transportation system in two stages:
Air pollution assessment.
Noise pollution assessment.
6.9.1 Air Pollution Assessment

Transport sector is one of the biggest sources of emissions. Egyptian
transport sector produces about 25 % of the energy related CO2 emissions,
Egypt ranks 15th in terms of Co2 emissions (127.2 million tons of CO2 per
year) [37]. The estimation of greenhouse gases from transport is essential to
mitigate these emissions of greenhouse gases.
Transport emissions including CO2, N2O and CH4 emissions - depend on
the transport mode, fuel type, energy consumption rate, behavior of car
driver and status of transport mode and the traffic volume. Air pollution
assessment model used in the proposed program uses the passengerkilometer transport productivity to estimate the emissions. Passengerkilometer is a unit of transport productivety measure, representing the
transport of one passenger over a distance of one kilometer.
The Passenger.Kilometer transport productivity for every transport mode
can be calculated using the following formula:
TV m = L*Q
Where:
TVm
L
Q
: Transport productivity of mode m, in (pass.km/day).

: Average trip length of a passenger (km). For
study area equals to 22 km.
: Demand of transport mode (trip/day).
185
Applying the proposed program for the target year (2030) indicates that,
the daily transport productivity of private cars is 2051610 (Passenger.Km),
while the transport productivity of taxi is 3295006 (Passenger.Km). Bus
represents a daily transport productivity of 5129036 (Passenger.Km), while
microbus and motorcycle will have daily transport productivity of 4227564
and 839300 (Passenger.Km) respectively.
In this stage, the program calculates Co2, equivalent Co2 of N2O emissions
and equivalent Co2 of CH4 emissions of every mode of transport. The
program asks to input the following parameters:
The specific primary energy consumption of transport mode
(MJ/Veh.km).
The Co2 emission rate of transport mode in (kg Co2 /MJ)
Occupancy rate of transport mode.
Factors of behavior of car driver and status of transport mode.
The CH4 emission rate.
The N2O emission rate.
Converting coefficient of CH4 N2O to Co2.
The proposed program then calculates Co2, equivalent Co2 of N2O and
equivalent Co2 of CH4 emissions output text boxes so that the planner can
analyze emission of every single mode.
Fig (6-26) shows the menu of the 7th stage of the proposed program.
For the study area, all transport modes are benzene powered except bus is
diesel powered. Table (6-18) represents the emissions produced from
transportation sector in do-nothing scenario in study area (year 2030).
Results show that, total Co2 and Co2 equivalent emission resulting from the
transport sector in the study area in year 2030 will contribute the pollution
of Tanta city with about 1892670 KgCo2/day. Private cars are responsible
for the biggest share in this pollution with a daily 513598.9 kgCo2
representing 27.1% of the total transport sector emissions. In the second
rank, taxi shares 499921.2 KgCo2/day representing 26.4% of the total
transport emissions in year 2030. Bus comes third with a share of 17.7% of
the total emissions. Microbus and Motorcycle come sequence in the last
ranks with a share of 16.8% and 12% of the total transport sector emissions
respectively.
186
Fig (6-26): Air Pollution Assessment Using the Proposed Program 7th Stage.
187
Table (6-18): Total Co2 and Co2 Equivalent Emission Produced from
Transportation Systems in Year 2030 (kg/day) (Do-nothing Scenario).
Transport Mode
Private Cars
Percentage
Co2
Co2
Total
of Total
Equivalent Equivalent
Co2
Mode
Transport
Emissions Emission
Emission
Emissions
(kgCO2)
System
from CH4
fromN2O
(kgCo2)
(kgCo2)
(kgCo2)
Emissions
466410
7210.9
39978
513598.9
27.1
% of the Total
Emissions of the
Mode
90.8%
1.4%
7.8%
100%
Taxi
453989
7018.8
38913.4
499921.2
26.4
% of the Total
Emissions of the
Mode
90.8%
1.4%
7.8%
100%
Bus
323704
384.4
10615.4
334703.8
17.7
% of the Total
Emissions of the
Mode
96.7%
0.1%
3.2%
100%
Microbus
307419
365.1
10081.3
317865.4
16.8
% of the Total
Emissions of the
Mode
96.7%
0.1%
3.2%
100%
Motorcycle
219134
260.2
7186.2
226580.4
% of the Total
Emissions of the
Mode
Total Emissions
12
96.7%
0.1%
3.2%
100%
1892669.7 (kg co2 /day)
188
Fig (6-27) illustrates amounts of emissions of different transport modes in

study area in year 2030 (Do-nothing scenario). Fig (6-28) shows the
percentage of co2 equivalent emissions of different transport systems for
target year 2030 (Do-nothing scenario).
Daily Emissions ( Kg CO2)
600000
CO2 Emissions
CO2 Equivalent Emissions from(CH4)
CO2 Equivalent Emissions from(N2O)
Total Emissions
500000
400000
300000
200000
100000
0
Private Car
Taxi
Bus
Microbus
Motor cycle
Fig (6-27): Emissions According to Transport Mode for Study Area in 2030
(Do-nothing Scenario).
26.4%
17.7%
Private Car
Taxi
Bus
16.8%
Microbus
27.1%
12.0%
Motorcycle
Fig (6-28): Percentage of Co2 Equivalent Emissions of Different Transport

Systems for Target Year 2030 (Do-nothing scenario).
189
To control emissions produced in the study area, the following

countermeasures are suggested:
Improving fuel efficiency.

Switching to Natural Gas and Hydrogen power in vehicles.
Enforcement of vehicle emissions standards as a pre-requirement for
vehicle license issuance
Following car renewal new policies.
Strengthen the policy of modifying travel demand, including
interpolation of new environment friendly transport modes into the
transportation system to substitute split ratios of public transport.
Improving public transport system to increase its demand.
6.9.2 Noise Assessment

Vehicles are major source of noise in cities. Noise has harmful effect on
human causing sleep disturbance and annoyance. The amount of noise
resulting from any traffic volume depends on the traffic composition, traffic
speed, pavement type and the distance from the roadway to place of
measurement.
The 8th stage of the proposed program is noise pollution assessment. The
program asks the user to load (from the input folder) a network description
MS.Excel sheet including traffic volume (pcu/hr) and speed in (km/hr) on
each road network link. The planner is asked also to fill in a text box to
input the distance from road center line at which the mean noise level should
be determines. Also, proportion of truck of the traffic volume is asked to be
input by the planner. The pavement type and rain condition is also
determined by the user trough marking the selection icon beside the desired
pavement and road conditions. By pushing the icon "Get road network links
mean noise levels dB(A), the program calculate the mean noise level in
db(A) on each road network link and open a save window so that the user
can save the results in MS.Excell which can be also printed.
To get the mean noise level at a specific distance from the center line of a
road, the proposed program calculate the mean travel speed on this link
using the travel time after assignment stage and the length of the link. The
type of pavement in the study area is flexible pavement and the weather
condition indicates no rain the most year time. In study urban area, it is not
allowed for heavy traffic to enter the urban area, so no truck percentage is
190
assumed in applying the program on study area. Only the outer highway
links around the city is assumed to have 20% heavy traffic. The mean noise
level is calculated on study area at 10m distance from the road link center
line.
Fig (6-29) illustrates the menu of the 8th stage of the proposed program.
Table (6-19) represents the outputs of the 8th stage of the proposed program.
191
Fig (6-29): Noise Pollution Assessment Using the Proposed Program 8th Stage.
192
Table (6-19): Mean Noise Level of the Road Network Links in Year 2030 in
dB(A) (Do-nothing Scenario).
Link
Link
Start End
Mean Noise
Start
End
Mean Noise
Level dB(A).
Level dB(A).
Node Node
Node Node
1
68.5
13
12
66.8
67.6
10
11
86.8
58.9
11
10
87.2
48.2
14
13
56.6
66.9
13
14
68.2
68.5
10
70.0
0.0
10
69.5
0.0
14
15
73.3
0.0
15
14
75.0
0.0
15
16
72.2
72.0
16
15
69.1
120.9
86
87
95.2
29
120.9
87
86
64.6
29
72.0
87
88
311.8
78.7
88
87
58.5
71.4
88
89
60.1
57.7
89
88
284.2
58.9
89
86
160.4
10
68.8
86
89
65.4
10
69.4
14
86
66.4
15
69.4
86
14
68.5
15
68.6
15
87
81.4
10
14
68.3
87
15
58.9
14
10
68.6
88
25
52.9
11
71.8
89
23
173.5
11
72.6
13
18
74.8
11
12
74.7
20
22
73.4
12
11
72.1
20
86
65.0
12
13
91.1
22
89
64.6
193
Link
Mean Noise
Level dB(A).
Link
Start
Node
End
Node
Mean Noise
Level dB(A).
Start End
Node Node
51
23
77.6
54
47
58.1
18
20
72.6
54
47
58.1
22
51
72.9
47
46
66.1
22
51
64.1
46
45
120.0
22
51
64.1
45
51
74.5
11
12
60.9
55
72
342.4
11
12
60.9
72
68
691.7
12
13
64.6
68
73
743.1
18
17
69.5
73
26
340.5
18
17
64.6
72
27
69.4
87
19
66.3
24
27
86.0
88
21
60.1
24
27
55.9
17
19
71.5
27
26
74.5
19
21
80.6
26
28
67.6
17
19
59.3
24
25
61.0
19
21
57.2
28
25
69.6
21
24
66.9
25
16
55.4
21
24
0.0
83
69.7
23
25
98.5
85
69.8
25
24
72.9
16
83
65.6
25
24
40.4
83
85
69.8
17
16
68.0
85
84
200.4
17
16
61.5
84
29
71.6
51
52
93.4
77
84
69.3
52
53
63.9
77
78
242.5
52
55
321.6
78
79
65.4
55
53
79.6
79
80
70.8
53
54
67.8
80
81
366.4
24
55
343.1
79
76
61.7
194
Link
Mean Noise
Level dB(A).
Link
Start
Node
End
Node
Mean Noise
Level dB(A).
Start End
Node Node
76
29
61.7
56
57
471.4
75
80
69.3
41
43
43.4
75
30
59.2
43
40
60.7
29
30
71.0
41
44
65.2
30
31
68.1
44
50
63.9
31
32
68.1
42
49
68.8
0.0
49
48
68.8
31
34
72.8
42
50
69.1
34
61.2
50
54
77.3
11
34
61.8
43
44
64.4
33
34
146.8
44
46
74.0
33
32
68.5
57
61
691.0
34
90
59.6
57
64
121.0
90
40
371.9
64
59
836.9
90
35
335.4
64
91
69.9
33
36
58.6
60
69
68.7
90
36
333.1
58
63
63.0
36
37
69.3
59
63
836.9
37
38
207.4
61
60
67.4
38
56
86.7
60
62
67.1
38
39
74.8
62
63
67.1
12
35
71.0
60
65
330.6
35
40
69.3
65
68
711.2
40
39
70.5
69
91
59.0
39
41
70.6
69
66
292.1
41
42
70.6
66
65
152.3
42
56
68.8
66
67
742.0
32
82
71.2
67
68
686.5
82
57
464.8
91
70
867.8
195
Link
Mean Noise
Level dB(A).
Link
Start
Node
End
Node
Mean Noise
Level dB(A).
Start End
Node Node
70
74
2043.6
24
25
40.4
74
73
65.1
24
25
40.4
70
27
180.3
16
17
67.9
32
37
69.8
16
17
61.5
25
88
284.2
52
51
64.7
23
89
63.8
53
52
66.5
18
13
67.3
55
52
88.4
22
20
69.6
53
55
301.1
86
20
68.2
54
53
88.2
89
22
195.0
55
24
93.5
23
51
68.3
47
54
66.4
20
18
70.0
47
54
58.1
51
22
59.8
46
47
64.8
51
22
64.1
45
46
64.8
51
22
64.1
51
45
67.6
12
11
60.9
72
55
68.2
12
11
60.9
68
72
416.6
13
12
64.6
73
68
68.9
17
18
50.8
26
73
734.5
17
18
64.6
27
72
320.1
19
87
65.6
27
24
66.6
21
88
284.2
27
24
55.9
19
17
60.3
26
27
71.9
21
19
60.3
28
26
89.2
19
17
59.3
25
24
40.4
21
19
57.2
25
28
72.2
24
21
66.5
16
25
71.7
24
21
0.0
83
67.5
25
23
68.3
85
67.5
196
Link
Mean Noise
Level dB(A).
Link
Start
Node
End
Node
Mean Noise
Level dB(A).
Start End
Node Node
83
16
71.1
56
38
138.4
85
83
72.1
39
38
65.2
84
85
62.4
35
12
101.2
29
84
215.0
40
35
82.6
84
77
94.4
39
40
70.4
78
77
68.2
41
39
59.4
79
78
234.0
42
41
65.5
80
79
66.5
56
42
107.9
81
80
55.0
82
32
460.8
76
79
74.7
57
82
631.8
29
76
74.7
57
56
694.5
80
75
60.6
43
41
61.1
30
75
69.3
40
43
64.4
30
29
82.9
44
41
58.8
31
30
180.5
50
44
56.4
32
31
107.3
49
42
56.6
0.0
48
49
56.6
34
31
75.0
50
42
56.6
34
187.1
54
50
56.6
34
11
179.6
44
43
60.7
34
33
65.6
46
44
62.8
32
33
71.9
61
57
524.9
90
34
338.9
64
57
830.6
40
90
61.1
59
64
62.0
35
90
48.8
91
64
825.7
36
33
75.2
69
60
147.4
36
90
65.6
63
58
227.6
37
36
65.3
63
59
62.0
38
37
67.8
60
61
716.6
197
Link
Mean Noise
Level dB(A).
Start End
Node Node
62
60
131.3
63
62
714.6
65
60
119.5
68
65
75.4
91
69
889.9
66
69
61.2
65
66
68.7
67
66
77.5
68
67
600.8
70
91
59.0
74
70
66.7
73
74
2043.6
27
70
725.8
37
32
75.8
45
22
64.5
22
45
58.8
78
81
361.3
81
78
85.4
48
47
68.8
47
48
56.6
61
58
62.9
58
61
757.0
61
58
63.1
58
61
63.1
198
Analysis of the results of appling the proposed program on Tanta city

(target year 2030), do-nothing, indicates that the mean noise level will
exceeds the residential area limit (65 dB(A)) for about 69.1% of the road
links representing 217 links. 22.6% (about 70 links) of the road links will
have mean noise level more than 100 dB(A), this limit represents annoying
hearing. 46.5% of the road links will have mean noise level between 65 and
100 dB(A). The rest of the road links (30.9%) will produce mean noise
levels less than 65 dB(A).
Fig (6-30) shows the percentage of the range of mean noise level on the
road links of study area (year 2030).
0<Noise Level65 db(A)
Noise Level>100 db(A)
65<Noise Level100 db(A)

46.5%
30.9%
22.6%
Fig (6-30): Mean Noise Level Percentage of Road Network Links for Year
2030 Do-nothing Scenario.
To control the mean noise level in the road network of the study area, the
following countermeasures have been suggested:
Installing noise insulation materials on face of residential buildings

and schools existing directly on roadways corridors.
Building acoustic barriers on side of links with high mean noise
levels.
Using quiet pavement in paving road surfaces besides, road surfacing
relief and road evenness.
Traffic management strategies like night time speed limitation, quiet
areas.
199
Chapter 7
Measures to Improve Transportation System in Study
Area
7.1. Introduction
Analysis of the current situation of the transport system in the study area
namely Tanta City, has concluded that different main roads reaches its
capacity in peak hours such as Seket Elmahalla, Botrus, and Eltareeq
Alzeraae.
In future, the situation will move difficult, since about 25% of the road
network links will have the level of service (F). To improve the transport
system situation in study area, different scenarios has been suggested
namely:
(Do-Nothing) scenario.
Light Rail Transit (LRT) scenario.
Public Transport scenario.
The aim of this chapter is to analyze, evaluate and compare between these
suggested scenarios to improve the transport system in Tanta City, and to
determine the optimum scenario.
7.2 (Do-Nothing) Scenario
This scenario supposes that no improvement for the transport system of the
study area will be done (Do-Nothing); no measures will be performed in the
next 20 years.
For this scenario, transportation planning is made for 5 modes of transport,
namely:
Public bus (Covers 33% of the transport demand of the city).
Collection taxi (Microbus) (Covers 27.2% of the transport demand of
the city).
Private car (Covers 13.2% of the transport demand of the city).
Taxi (Covers 21.2% of the transport demand of the city).
Motorcycle (Covers 5.4% of the transport demand of the city).
This scenario has been fully studied in chapter (6) of this thesis, and
scenario results have led to the following facts in year 2030:
41.1% of the number of road network links will have (V/C) ratio
exceeds 1.00. Only about 27% of the road network links will have
200
(V/C) ratio between 0 and 0.2. Average volume to capacity ratio on

the road network is 0.84.
About 41.1% of the links will be in level of service (F), 58.9% of the
links will be in level of service (A) and (B).
45.9% of the total number of the road network will have a
percentage delay time exceed 100%.
Production of 1892669.7 KgCo2 of daily greenhouse gas emissions.
69.1% of the total number of Tanta city road network links will have
mean noise level exceeds the permissible for residential areas.
7.3 Light Rail Transit (LRT) Scenario

This scenario involves introducing new transport mode in the
transportation system of the city by interpolating the Light Rail Transit
(LRT) system into the transportation system of the study area to cover 65%
of Tanta city travel demand in year 2030.
The LRT is an electric and uninterrupted transport system that has the
ability to moderate in mixed traffic or on exclusive right-of-way with an
isolated way in 40% to 90% of the tramway length, especially in crowded
traffic zones in the city. The LRT consists of 1 to 3 vehicle/transport unit
each with occupancy of 250 passengers. LRT speed ranges from 18-40
km/hr, it has the ability to accelerate and de-accelerate with a rate of 3
m/sec2. LRT transport system has a transport volume of 18000
(passenger/hr/direction). An advantage of the LRT Is that its infrastructure
can be upgraded to be used as a Regional Rail Transit (RRT) transport
system. [33].
One of the most important elements of the LRT network system is the
transit stations. Transit stations is the place where the train stop to drop off
or take passengers, Also, the station plays the role of the place where the
passenger can buy tickets, change the train and take another one to another
direction. Plat forms in the LRT stations can be lateral platforms or central
plat forms.
For the study area, the proposed LRT scenario in year 2030 will take a path
consist of a length of 9.4 (km /one direction), and 7 LRT stations. The
working transport units consist of 2 vehicles per each. The proposed layout
of the LRT path and stations locations with respect to the study area road
network links are shown in Fig (7-1).
201
Fig (7-1): Layout of Proposed LRT Path in LRT Scenario.
202
For this scenario, transportation planning is made for 6 modes of transport,

namely:
Public bus (Covers 11.55% of the transport demand of the city).
Collection taxi (Microbus) (Covers 9.52% of the transport demand of
the city).
Light Rail Transit (LRT) (Covers 65% of the transport demand of
the city).
Fig (7-2) shows the proposed modal split for LRT scenario.
Private Car
65.0%
Taxi
Public Bus
Microbus
4.6%
1.9%
7.4%
9.5%
Motorcycle
LRT
11.6%
Fig (7-2): The Proposed Modal Split in the LRT Scenario.

The implementation of Light Rail Transit scenario makes significant
changes in (V/C) ratios and level of service on the road network links.
Results show that only 22 links representing 7% of the total road network
links of the study area will have (V/C) ratios exceeds 1.00 and. The average
(V/C) ratio on the road network links is 0.2. (V/C) ratios of road links of the
study area road network in case of LRT scenario are shown in appendix (D).
With concern to time delays, results indicated that only 10.8 % of the links
will have delays more than 100%. 267 links representing 85% of the total
road network links of the study area will have time delays between 0.0 and
20%. The comparison between time delay categories of the road network
203
links between the Do-nothing scenario and LRT scenario shows a reduction
of 76.5% in links of time delay percentage more than 100% in LRT scenario
than in Do-nothing scenario. In addition, the comparison indicates an
increase of 84% in links of time delay percentage (0%-20%) in LRT
scenario than in Do-nothing scenario. Percent time delay of road network
links in case of LRT scenario is shown in appendix (D). Table (7-1) shows a
comparison between percentage of road network links in different time
delay categories in Do-nothing scenario and LRT scenario.
Table (7-1): Comparison between Time Delay Percentage of Study Area
Road Network Links for Do-nothing Scenario and LRT Scenario.
% Change
(With
Time Delay Do-nothing
LRT
respect to
Category
Scenario
scenario
do-nothing
scenario)
0%-20%
46.2
85
+84
20%-40%
4.1
1.3
-68.2
40%-60%
2.6
1.3
-50
60%-80%
0.6
1.6
+166.7
80%-100%
0.6
-100
>100%
45.9
10.8
-76.5
The analysis indicates that in case of interpolating LRT in the
transportation system of the city in year 2030, 75 links of the representing
23.9% of the study area road network links will have level of service (A),
while only 22 links representing 7% of total links will carry level of service
of grade (F). The other proportion of the road network links that represents
69.1% of the whole road network will be in level of service (B). Traffic
volumes and level of service on each link of the study area road network in
case of LRT scenario are shown in appendix (D).
A comparison between level of service categories of the road network links
between the Do-nothing scenario and LRT scenario shows a reduction of
83% in links of LOS (F) in the LRT scenario than in Do-nothing scenario.
Furthermore, the comparison indicates an increase of about 342% in links of
LOS (A) in the LRT scenario than in the Do-nothing scenario. No changes
in links of LOS (C), (D) and (E) between the two scenarios. Table (7-2) and
Fig (7-3) show a comparison between percentage of road network links in
different LOS in Do-nothing scenario and LRT scenario.
204
Table (7-2): Comparison between Level of Service Percentage of Study

Area Road Network Links for Do-nothing Scenario and LRT Scenario.
(LOS)
Do-nothing
Scenario
LRT
scenario
A
B
C
D
E
F
5.4
53.5
41.1
23.9
69.1
% Change
(With
respect to
do-nothing
scenario)
+342.6
+29.2
-83

Road Network Links
70
60
Do-nothing
scenario
50
LRT scenario
40
30
20
10
0
LOS(A)
LOS(B)
LOS(C )
LOS(D)
LOS(E)
LOS(F)
Fig (7-3): Comparison Between LOS Percentage of Road Network for Donothing Scenario and LRT Scenario.
205
Regarding to noise levels on the road network, the LRT scenario produces
major changes in noise levels on the study area road network links. Results
shows that 102 links, representing 32.5% of the total number of road
network links on which mean noise levels will exceed 65 dB(A), which is
the noise limits for residential areas. While the rest of the road network
links, which represents 67.5% of the road network links, will have mean
noise levels less than 65 dB(A). Mean noise levels on the study area road
network links in case of LRT scenario are shown in appendix (D).
A comparison between the mean noise levels categories of on the road
network links between the Do nothing scenario and LRT scenario shows
that the percentage of links with mean noise levels more than 65 dB(A)
decreased from 69.1% in Do-nothing scenario to 32.5% in LRT scenario
representing a reduction percentage of 53%. Also, the comparison shows an
increase of 118.4% in links of mean noise levels less than 65 dB(A) in the
LRT scenario of those in the Do-nothing scenario. Table (7-3) and Fig (7-4)
show a comparison between percentage of noise level produced from Donothing scenario and LRT scenario for target year 2030.
Table (7-3): Comparison Between Percentage of Noise Level (%) Produced
from Do-nothing Scenario and LRT Scenario.
Noise Level
0<Noise Level<65
db(A)
65<Noise Level<100
db(A)
Noise Level>100 db(A)
Do-nothing
Scenario
LRT
scenario
% Change
(With
respect to
do-nothing
scenario)
30.9
67.5
+118.4
46.5
30.3
-34.8
22.6
2.2
-90.3
206

Road Network Links
70
60
Do-nothing
scenario
50
LRT scenario
40
30
20
10
0
0<Noise Level<65
db(A)
65<Noise Level<100
db(A)
Noise Level>100
db(A)
Fig (7-4): Comparison Between Percentages of Noise Level Produced from

Do-nothing Scenario and LRT Scenario.
On the other hand, the implementation of LRT scenario also changes the
transportation system gas emissions, as this scenario changes the modal split
ratio in the transportation system of the city and because LRT system works
with electricity and have little gas emissions in comparison with other
modes. Also, the transport productivity (Passenger.Km) of different modes
in the study area has significant changes as traffic volumes on the road
network links changed
The LRT daily transport productivity can be calculated using the following
formula:
TV LRT = Q * L
Where:
TVLRT
Q
L
: LRT yearly transport productivity, in (pass.km/day).

: Traffic volume of LRT (Trip/day).
: Average trip length of the passenger (80% of LRT path
(km)).
207
Results show that LRT system produces about 0.2% of total transport
system emissions in year 2030. With concern to whole transport system,
results show that LRT scenario introduced a reduction of 64.9% in total
emission in comparison with total emission produced by the transportation
system in Do-nothing scenario. Table (7-4) shows the total Co2 and Co2
equivalent emission produced from transportation systems in LRT scenario
for target year 2030. Fig (7-5) shows a comparison between total co2
equivalent emission produced from of different transportation systems in
LRT scenario and Do-nothing scenario.
Table (7-4): Total Co2 and Co2 Equivalent Emission Produced in LRT
Scenario for Target Year 2030 (kg/day).
Transport
Mode
Private Cars
Taxi
Bus
Microbus
Motorcycle
LRT
Total
Emissions
Percentage
Co2
Co2
Total
of Total
Co2
Mode
Transport
Emissions Emission
Emission
Emissions
(kgCO2)
System
from CH4
fromN2O
(kgCo2)
(kgCo2)
(kgCo2)
Emissions
163243.5
158896.2
113296.4
107596.7
76696.9
1238.6
2523.8
2456.6
134.5
127.8
91.1
29.6
13992.3
13619.7
3715.4
3528.5
2515.2
181.3
179759.6
174972.5
117146.3
111253
79303.2
1449.5
663884.1 (kg co2 /day)
208
27.1
26.4
17.6
16.8
11.9
0.2
2000000
1800000
Do-nothing
scenario
1600000
LRT scenario
Kg Co2/ Day
1400000
1200000
1000000
800000
600000
400000
200000
0
Private car
Tax i
Bus
Microbus Motorcycle
LRT
Total
emissions
Fig (7-5): Comparison Between Co2 Equivalent Emissions Produced from

Transport Systems in Do-nothing Scenario and LRT Scenario for Target
Year 2030.
7.4 Pubic Transport Scenario

This scenario supposes a new modal split distribution among the modes as
follows:
Public bus natural gas powered (Covers 60 % of the transport

demand of the city).
Public Transport is represented in this scenario as public buses. The

scenario proposes the elimination of collection taxies from the transport
system in the study area, and replacing its demand for the favorite of public
bus (27.2%)
This means eliminating the Collection taxi (Microbus) from the transport
system of the study area and providing a powerful public transport system
209
for the city with a total travel demand of about 60% of the whole travel
demand. Fig (7-6) shows the intended modal split for Public Transport
scenario
5.5%
13.3%
21.2%
Private
Car
Taxi
Public Bus
Motorcycl
e
60.0%
Fig (7-6): Modal Split for Public Transport Scenario.

Public transport scenario introduces changes in (V/C) ratios on the road
network links in year 2030. Results show that only 16.2% of the total road
network links of the study area will have (V/C) ratios exceeds 1.00, this
represents a reduction of 60.6% with comparison to the percentage of road
network links having (V/C) ratios exceeds 1.00 in Do-nothing scenario. The
average (V/C) ratio on the road network is 0.36. (V/C) ratios of road links of
the study area road network in case of LRT scenario are shown in appendix
(E).
With concern to time delays, only 16.5% of the links will have time delays
more than 100%, this represents a reduction of 64.1% with comparison to
the percentage of road links with delays more than 100% in Do-nothing
scenario. 226 links representing 72% of the total number of the road
network links will have will have a percentage time delays between 0% and
20%, this represents an increase of 55.8% with comparison to Do-nothing
scenario. Percent time delay of road network links in case of Public
transport scenario is shown in appendix (E). Table (7-5) shows a comparison
between percentage of road network links in different time delay categories
in Do-nothing scenario and LRT scenario.
210
Table (7-5): Comparison between Time Delay Percentage of Study Area

Road Network Links for Do-nothing Scenario and Public Transport
Scenario.
% Change
(With
DoPublic
Time Delay
respect to
nothing
Transport
Category
do-nothing
Scenario
scenario
scenario)
0%-20%
46.2
72
+55.8
20%-40%
4.1
4.1
0.0
40%-60%
2.6
3.8
+46.1
60%-80%
0.6
2.6
+333.3
80%-100%
0.6
1
+66.7
>100%
45.9
16.5
-46
The application of the proposed program for the public transport scenario
in the study area in year 2030 shows changes in the level of service of the
road network, 31 links representing 9.9% of the total number of the road
network links will have level of service (A), while about 16% of the road
network will be on LOS (F). 74.2% representing 233 links will be in good
operational situation with level of service (B). Traffic volumes (V/C) ratio
and level of service on each link of the study area road network in case of
Public Transport scenario are shown in appendix (E).
The comparison of the level of service categories shows a reduction of
61.3% in the number of links in LOS (F) in Public Transport scenario with
comparison to number of links in LOS (F) in Do-nothing scenario. Also, the
comparison indicates an increase of about 83% in the number of links in
LOS (A) in the Public Transport scenario with comparison to the Donothing scenario. Links in LOS (B) increased by a percentage of 38.7%. No
changes in links of LOS (C), (D) and (E) between the two scenarios. Table
(7-6) and Fig (7-7) show a comparison between LOS percentage of road
network for Do-nothing scenario and Public Transport scenario.
211
Table (7-6): Comparison Between Level of Service Percentage of Road

Network Links for Do-nothing Scenario and Public Transport Scenario.
(LOS)
A
B
C
D
E
F
Public
Do-nothing
Transport
Scenario
scenario
5.4
53.5
41.1
9.9
74.2
15.9
% Change
(With
respect to
do-nothing
scenario)
+83.3
+38.7
-61.3
Percentage of Total Number of Road

Network Links
80
70
Do-nothing scenario
60
Public Transport scenario
50
40
30
20
10
0
LOS(A)
LOS(B)
LOS(C )
LOS(D)
LOS(E)
LOS(F)
Fig (7-7): Comparison between LOS Percentage of Road Network for Donothing Scenario and Public Transport Scenario.
212
With regard to the mean noise levels produced from transport systems on
the road network links, results show that links with mean noise levels more
than 65 dB(A) in Public transport scenario represents 44.9% of the total road
network links. This represents a reduction of 35% with comparison to the
number of links with mean noise levels more than 65 dB(A) in Do-nothing
scenario. Also, results indicate an increase of 78.3% in the number of links
of mean noise levels less than 65 dB(A) in the Public transport scenario with
comparison to Do-nothing scenario. Mean noise levels of road network links
in case of Public transport scenario are shown in appendix (E). Table (7-7)
and Fig (7-8) show a comparison between percentage of noise level
produced from do-nothing and public transport scenarios.
Table (7-7): Comparison Between Percentage of Noise Level (%) Produced
from Do-nothing Scenario and Public Transport Scenario.
% Change
(With
respect to
do-nothing
scenario)
Noise Level
Do-nothing
Scenario
Public
Transport
scenario
0<Noise Level<65
db(A)
30.9
55.1
+78.3
65<Noise Level<100
db(A)
46.5
38.5
-17.2
Noise Level>100
db(A)
22.6
6.4
-71.7
213

Road Network Links
60
Do-nothing
scenario
50
Public
Transport
scenario
40
30
20
10
0
0<Noise Level<65 db(A)
65<Noise Leve l<100

db(A)
Noise Leve l>100 db(A)
Fig (7-8): Comparison Between Percentage of Noise Level Produced from

Do-nothing Scenario and Public Transport Scenario.
With concern to emissions, the proposed Public transport scenario includes
introducing Public transport system consists of natural gas powered buses.
Besides no emissions are produced from Microbus as this transport mode is
eliminated from the city transport system. In comparison to Do-nothing
scenario, the transport productivity of private cars increased by 0.76%,
transport productivity of taxies almost has no changes. Also, the transport
productivity of motorcycles increased by 1.85%, while the transport
productivity of public bus increased by 81.82%.
The analysis of the results of the emission produced from Public transport
scenario shows that Co2 equivalent emission produced from buses in this
scenario is less than that produced by buses in Do-nothing scenario by about
40% with respect to Do-nothing scenario. Also, results indicate that total
emissions produced from the transport systems in Public transport scenario
will have a reduction of 23.3% with comparison to the transport system
emissions in Do-nothing scenario. Table (7-8) shows the total Co2 and Co2
equivalent emission produced from transport systems in public transport
scenario for year 2030. Fig (7-9) shows a comparison between total co2
equivalent emission produced from Public Transport and Do-nothing
scenarios.
214
Table (7-8): Total CO2 and CO2 Equivalent Emission of Transportation

Systems in Public Transport Scenario for Target Year 2030 (kg/day).
Percentage
Co2
Co2
Total
of Total
Co2
Mode
Transport
Emissions Emission
Emission
Emissions
(kgCO2)
System
from CH4
fromN2O
(kgCo2)
(kgCo2)
(kgCo2)
Emissions
Transport
Mode
Private Cars
Taxi
Bus
Motorcycle
Total
Emissions
469944
453990.1
190692
223191.1
7265.6
7018.8
11217.2
265
40280.9
38913.5
1835.5
7319.3
517490.5
499922.4
203744.7
230775.4
35.6
34.4
14.1
15.9
1451933 (kg co2 /day)
2000000
1800000
Do-nothing
scenario
1600000
Kg Co2/ Day
1400000
Public
Transport
scenario
1200000
1000000
800000
600000
400000
200000
0
Private car
Taxi
Bus
Microbus
Motorcycle
Total
e missions
Fig (7-9): Comparison Between Co2 Equivalent Emissions Produced from

Transport Systems in Do-nothing Scenario and Public Transport Scenario
for Target Year 2030.
215
7.5 The Optimal Scenario

Determining the optimal scenario is the target of the transportation
planning process. Optimum scenario can be determined on the bases of the
operational and environmental assessment of different scenarios. For the
study area, in the target year 2030, a comparison between Light rail transit
(LRT) scenario and Public transport scenario leads to the following facts:
Number of links having (V/C) ratios exceeds 1.00 in LRT scenario is

56.8% less than that in Public transport scenario.
Number of links having time delays more than 100% in LRT

scenario is 34.5% less than that in Public transport scenario.
Number of links having LOS (F) in LRT scenario is 56.3% less than
that in Public transport scenario.
Number of links having LOS (A) in LRT scenario is 141.4% more

than that in Public transport scenario.
Number of links having mean noise level exceeds 65 dB(A) in LRT

scenario is 27.6% less than that in Public transport scenario.
Emission production in LRT scenario is 54.3% less than emission

productions in Public transport scenario.
These facts lead to the conclusion that, in year 2030, (LRT) scenario is the
study area optimal scenario. Fig (7-10) shows a comparison between LRT
scenario and Public Transport scenarios.
216
Percent of Total Number of Road Links
40
LRT scenario
1400000
35
Public Transport scenario
1200000
30
1000000
25
800000
20
600000
15
400000
10
Co2 Equivalent Emissions
1600000
45
200000
5
0
(V/C) >1
Delay>100%
LOS(F)
LOS(A)
Noise
level>65
db(A)
Co2 Equivalent Emissions

(kg co2/day)
Fig (7-10): Comparison between LRT Scenario and Public Transport

Scenario for Target Year 2030.
217
Chapter 8
Summary, Conclusions and Recommendations
8.1 Summary
The subject of transport planning in urban area is to understand of traffic
problems, formulating safe and sustainable efficient solution and managing
the transportation system to provide an adequate system and achieving long
term, medium and short term solutions to the over all system of traffic and
transport planning. These require applying scientific methods of
transportation planning and traffic engineering supported with a big amount
of socio-economic data and data about transportation systems and its
interrelationships. The computer technique plays a big role in this issue.
In developing countries, the gathering of such socio-economic data is more
difficult than in developed countries. Using inadequate data in transportation
planning software (as VISSIM) may lead to incorrect results; in this case,
the planner must develop his own transportation model, which describe the
required transportation system.
The main objective of this research is to define the urban planning process
in developing areas. A computer program (UTPP-TC: Urban Transportation
Planning Program for Tanta City) has been built using MATLAB
programming process. The program uses the four steps transportation
models; trip generation and attraction, trip distribution, modal split, and trip
assignment. The program can also evaluate the operational and the
environmental situation of the urban road network in the study area.
The program has been applied in Tanta City (Egypt). Analysis of the
results of the trip assignment, operational and environmental evaluation of
the road network in the study area for the target year 2030 indicates that:
some road links must have a short term measures (urgent measures) such
links connecting zone (4) and (3). About 41% of the road links will have a
level of service (F), and about 1892670 daily KgCo2 and Co2 equivalent
emission will be produced.
To improve the urban transport system in the study area, different scenarios
has been investigated, namely Do-Nothing, LRT, and Public Transport
scenario. The result indicated that the LRT scenario is the optimal solution
to solve traffic congestion and problems in the study area, since it leads to
significant improvement in the level of service of the road network, as well
as it reduces the pollution produced from the transportation sector.
218
8.2 Conclusions and Recommendations

The urban transportation planning is a part of the overall urban planning of
a region. It aims to build bases and roles to ensure that the transport system
is keeping with the continuous urban development and meets with the
transportation demand of the region. It is identified as conditional prediction
of travel demand in order to estimate the likely transportation consequences
of several transportation scenarios.
Many computer software specialized in the transportation planning
process, such as EMME/2 (Equilibrium Multimodal-Multimodal
Equilibrium), QRSII (Quick Response System), TRANPLAN (TRANsport
PLANning), HCS (Highway Capacity Software), VISUM (Verkehr In
Stdten Umlegung) and VISSIM (Verkehr In Stdten
SIMulationsmodel), and TransCAD (TRANSport Computer Aided Design).
Using such software needs huge amount of accurate data. In developing
countries, there is a lack of such adequately current or relevant demographic
and socio-economic data and information required for the transportation
planning process. In this case, a new and specific computer program must be
built. A proposed computer program has been built for this purpose in this
research. This program has been applied on Tanta City (Egypt).
Applying the proposed program in developing area such as Tanta City
indicates the following facts:
The current number of population in Tanta City is about 420

thousand inhabitants. With an annual growth factor of 1.2%, the
number of population will reach in the target year 2030 about 548
thousand inhabitants.
The current transportation demand in Tanta city reaches about
153429 trip/day. In the target year this value will reach about 706478
trip/day.
The current modal split depends mainly on the public transport
(only bus system) with 33% and collective taxi (microbus) with
27.2% and taxi with 5.4%. Since there is no urban rail transport in
the study area, the modal split is mainly depending on road transport
system. This leads to main congestion problems on the road network.
To improve the urban transportation system in study area, three
scenarios have been studied, namely, Do-Nothing scenario, LRT
219
scenario and Public Transport scenario. The do-Nothing scenario

indicates the following facts for the target year 2030:
The traffic suffers from congestion and high volume to capacity
ratios; about 41.1% of the road network links will have a (V/C)
ratio > 1.00.
o The traffic suffers from a substantial delay. About 45.9% of
road links will have delays > 100%. The whole road network
links will have an average delay >100%.
o The city will suffer from the traffic noise, 69.1% of the total
number road links in Tanta City will have mean noise level
exceeds the permissible for residential areas.
o The city will suffer from the pollution produced from the
current transportation system. About 1892669.7 daily KgCo2 and
Co2 equivalent emission will be produced in target year 2030 in
Do-Nothing scenario.
o
The Do-Nothing scenario determined critical road links for the target
year 2030. These links need a short, medium, or long-term measure.
These are:
Road links (88-89), (21-88), (25-88), (29-88), and (87-88) and
(22-89). These links contact zone (3) and zone (4) in the eastern
side of Tanta city, since it has high population, educational
places and commercial zones. Relocation of such trip attractive
factors can be a good solution for the traffic problems in this
region.
o Road links (68-67), (60-65) and (65-68), which lie on zone (12),
(13) and (14) on the western entrance of the city, since it contains
industrial area of the city. Constructing a new arterial between
these zones can be medium term measure for this region.
o Road links (9-15), (15-87), (87-88), (14-86), (86-89) and (8923) have a conflict between pedestrian and traffic. These areas
can be designed as a traffic calming area, with a maximum speed
of 30km/hr and pedestrian facilities. It can be planned also as
time- limited pedestrian areas.
o
To avoid the current and future traffic problems, and to improve the
urban transport systems in the study area, it is proposed to create a
220
LRT system, as a long-term measure. This system will lead to the

following facts in target year 2030:
o The LOS on the road network will be improved; LOS (A) will
increase from 5.4% to 23.9% of the whole network links. LOS
(F) will decrease from 41.1% to 7% of the whole road network
links.
o The number of road links which have delays > 100% will
decrease from 45.9% to 10.8 % of the whole road network links.
o A reduction of amount of pollution (Co2 and Co2 equivalent
emissions) of about 64.9% will be achieved through this
scenario.
o A reduction of 53% of the number of links, which have a mean
noise levels that exceeds the permissible level for residential
areas, will be achieved through this scenario.
The Public Transport Scenario, which must be gas powered, will

achieve the following benefits for the transport system:
o The LOS on road network will be improved; LOS (A) will
increase from 5.4% to 9.9% of the whole network links. LOS (F)
will decrease from 41.1% to 15.9% of the whole road network
links.
o The number of road links which have delays > 100% will
decrease from 45.9% to 16.5% of the whole road network links.
o A reduction of pollution (Co2 and Co2 equivalent emissions) of
about 23.3% will be achieved through this scenario.
o A reduction of 35% of the number of links, which have a mean
noise levels that exceeds the permissible level for residential
areas, will be achieved through this scenario.
The LRT scenario is the most acceptable scenario to solve traffic

congestion and problems in the study area.
Concerning the difference between the software used in transportation
planning process (EMME/2, QRSI, TRANPLAN, HCS, VISUM and
VISSIM, and TransCAD), it can be concluded that:
Each program has strength and weakness, and neither is ideal for
every situation. The transportation planner should carefully consider
two criteria when making a decision as which program to use for a
221
particular study. These criteria are the project objectives as well as

the program characteristics.
EMME/2 support only ASCII text files, shape files and dBase files
for importing data and didn't support other modeling software files.
TransCAD, VISUM and TRANPLAN support importing data from
many various modeling software.
All transportation planning software require inputting detailed data
to complete the transportation planning analysis.
EMME/2 and TRANPLAN support just two trip generation models
(regression and cross classification), TransCAD and VISUM support
further trip generation models as trip rate daily activity schedules and
time of day generation methods.
EMME/2 and TRANPLAN include the gravity model or the
FRATAR method as trip distribution models, while TransCAD
support further Trip distripution models as destination choice
(aggregate and disaggregate), tri-proportional. VISUM support all
pre-mentioned distribution models besides trip chain building model.
In the modal split stage, all models allow both the logit and nested
logit methods, but VISUM have the ability to specific visual basic
scripts using VISUMs objects and methods can also be used to
develop logit models. EMME/2 has the ability of using any other
demand function.
TRANPLAN supports All or nothing, Capacity restrain, Incremental
trip assignment model. Other software support more trip assignment
models.
Except EMME/2, all software support GIS integration, EMME/2 has
Enif as an alternative interface to access EMME/2 data banks, shape
files and dBase files.
VISUM and TransCAD are compatible with all land use models and
can be linked to them through GIS files. EMME/2 Interfaces with
land use methods with sub-programs (MEPLAN, EMPAL/DRAM),
while TRANPLAN is compatible with some land use models.
222
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APPENDICES
Appendix (A)
Socio-economic Data of Main Transportation Zones
Main Transportation Zones in Study Area
228
Socio-economic Data of Main Transportation Zones of Study Area in Year

2000.
Population
Number
Number of
Educates
Number of
Employees
(in 1000)
(in 1000)
(in 1000)
Number
of Private
Cars
Zone 1
210.144
138.821
68.086
14942
Zone 2
77.929
41.531
28.673
5541
Zone 3
114.242
70.116
45.582
8122
Zone
Zone
Area (Km2)
Area of Stations
(m )
No of Educational
Places
Zone 1
6.894
42000
129
Zone 2
1.843
20
Zone 3
3.113
28000
65
Number of
Population
Number
Zone
having
Annual
Income
<6000 L.E
(in 1000)
Number of
Population
Number
Number of
Population
Number
Number of
Population
Number
having
Annual
Income
having
Annual
Income
having
Annual
Income
6000 ~
10000 L.E
10000 ~
30000 L.E
>30000 L.E
(in 1000)
(in 1000)
(in 1000)
Zone 1
12.398
43.710
131.760
22.276
Zone 2
4.598
16.209
48.861
8.261
Zone 3
6.739
23.759
71.618
12.108
229
Appendix (B)
Socio-economic Data and Travel Demand of Sub -zones
Transportation Sub-zones in Study Area
230
Ratio of Sub-Zone Population to Transportation Zones Population (
Psz
) for
Pz
Year 2000.
Zone (3)
Zone (2)
Zone (1)
Transportation
Zone
SubZone
Code
Population
Number of
Transportation
Sub-Zone in
Year 2000 (in
1000) (Psz)
Quhafa
32.561
0.15
Waboor
Elnoor
50.754
0.24
Ali Agha
17.909
0.09
Almalga
44.407
0.21
Midan Elsaa
9.170
Eldawaween
27.022
0.13
Elborsa
17.020
0.08
Elkafr
Elsharkya
7.795
0.04
Sabri
3.506
0.02
Elsalakhana
10
34.630
Elemari
11
43.299
0.56
Kafr Segar
12
39.928
0.35
Kobri
Elmahata
13
67.475
Sedi Mrzoq
14
6.839
Sub-Zone
Name
231
Population
Number of
Transportation
Zone in Year
2000 (in 1000)
(Pz)
210.144
77.929
114.224
Psz
Pz
0.04
0.44
0.59
0.06
Socio-economic Data of the Transportation Sub -zones of Study Area in

Year 2000.
Number
Population Number of
Number of
Sub-Zone
of Private
Number
Educates
Employees
Code
(in 1000)
(in 1000)
(in 1000)
Cars
1
32.561
19.862
10.550
2241.3
2
50.754
35.650
16.444
3586.08
3
17.909
11.091
5.803
1344.78
4
44.407
31.465
14.388
3137.82
5
9.170
5.981
2.971
597.68
6
27.022
18.456
8.755
1942.46
7
17.020
10.017
5.514
1195.36
8
7.795
4.293
2.526
597.68
9
3.506
2.007
1.136
298.84
10
34.630
18.523
12.744
2438.04
11
43.299
23.008
15.934
3102.96
12
39.928
23.953
15.927
2842.7
13
67.475
42.013
26.916
4791.98
14
6.839
4.149
2.728
487.32
Sub-Zone
Code
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Area (Km2)
Area of Stations
0.49
0.63
0.63
1.05
0.82
1.1
0.76
1.42
0.64
0.81
1.04
1.03
1.25
0.83
14000
14000
14000
14000
14000
-
(m2)
232
No of Educational
Places
18
21
16
19
7
12
8
14
14
9
11
23
36
6
Number of
Population
Number
Sub-Zone
Code
having
Annual
Income
<6000 L.E
(in 1000)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
1.92
2.99
1.06
2.62
0.54
1.59
1.00
0.46
0.21
2.04
2.55
2.36
3.98
0.40
Number of
Population
Number
Number of
Population
Number
Number of
Population
Number
having
Annual
Income
having
Annual
Income
having
Annual
Income
6000 ~
10000 L.E
10000 ~
30000 L.E
>30000 L.E
(in 1000)
(in 1000)
6.77
10.56
3.73
9.24
1.91
5.62
3.54
1.62
0.73
7.20
9.01
8.31
14.03
1.42
20.42
31.82
11.23
27.84
5.75
16.94
10.67
4.89
2.20
21.71
27.15
25.03
42.31
4.29
233
(in 1000)
3.45
5.38
1.90
4.71
0.97
2.86
1.80
0.83
0.37
3.67
4.59
4.23
7.15
0.72
Total Trip Production (Qi) and Trip Attraction (Zj) of Transportation SubZones of The Study Area in Year 2000 (Trip/day) [[18], private calculations].
Sub-Zone
Code
Trip Production
(Qi) (Trip/day)
Trip Attraction
(Zj) (Trip/day)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
13933
22292
8360
19506
3715
12075
7431
3715
1858
11864
15099
11754
19813
2015
7617
12186
4570
10663
2031
6601
4062
2031
1016
13817
17585
24938
42038
4275
The main transportation zones; zone (1), zone (2) zone (3) were divided
into 14 transportation sub -zones. The trip generation and trip attraction of
the sub-zones were generated from the trip generation and trip attraction of
the main zones depending on th e ratio of sub-zone population to
P
transportation zones population ( sz ) in the base year 2000.
Pz
234
Origin Destination Matrix of Tanta City Transportation Sub -Zones for Base
Year 2000 (Trip /day).
1
10
11
12
13
14
3168
1530
587
3474
144
311
234
279
644
891
625
718
1192
135
1019
5399
888
4050
680
2031
515
801
424
941
827
2325
2042
349
264
600
513
2187
233
180
576
43
48
1306
675
499
1112
124
1978
3464
2767
3536
405
526
533
247
513
1496
956
1134
1728
223
68
483
244
336
106
291
309
22
16
197
222
631
651
139
198
1936
254
586
391
1510
271
126
52
349
413
4239
1412
338
98
324
537
393
274
180
378
24
18
716
954
775
2586
174
293
1264
101
457
49
209
60
237
114
139
129
306
313
45
375
371
62
525
19
48
24
63
33
73
54
83
112
15
10
225
357
733
664
105
139
431
33
31
2633
3562
511
2291
148
11
121
241
291
326
91
126
441
24
18
2736
3276
597
6591
221
12
106
515
163
294
197
985
272
43
21
298
454
5007
2363
1037
13
127
327
264
324
147
237
658
32
21
968
3627
1711
10301
1069
14
12
47
25
35
26
48
37
53
102
632
901
90
The (O/D) matrix of the fourteen sub -zones is generated by distributing the
trip production (Qi) and trip attraction (Zj) of the sub -zones using the 3 rd
stage of the proposed program .
235
Appendix (C)
Application of the Program on Tanta City as Case Study
Program main menu
236
1st stage of The Proposed Program - Forecasting of Socio-economic

Data
237
2nd stage of The Proposed Program - Forecasting of Future Trip

Produced and Attracted
238
3rd stage of The Proposed Program - Trip Distribution
239
Impedance Between Transportation Zones of Tanta City .

1
2
3
4
5
6
7
8
9 10 11 12 13
14
1.82
1.8
1.13
2.42
2.97
2.69
1.74
0.81
2.54
3.42
3.8
3.83
3.63
1.82
1.51
1.08
1.15
1.2
1.87
1.06
1.03
2.55
3.07
2.18
3.02
2.33
1.8
1.51
0.74
0.99
2.03
0.89
2.3
1.54
1.09
1.71
2.37
2.06
1.97
1.13
1.08
0.74
1.29
2.04
1.59
1.65
0.81
1.75
2.47
2.7
2.84
2.52
2.42
1.15
0.99
1.29
1.09
0.83
2.2
1.84
1.92
2.04
1.44
1.84
1.27
2.97
1.2
2.03
2.04
1.09
1.85
1.92
2.11
3.01
3.12
1.16
2.61
1.7
2.69
1.87
0.89
1.59
0.83
1.85
2.82
2.32
1.34
1.31
1.73
1.23
1.51
1.74
1.06
2.3
1.65
2.2
1.92
2.82
1.02
3.41
3.98
3.08
3.96
3.33
0.81
1.03
1.54
0.81
1.84
2.11
2.32
1.02
2.48
3.23
3.12
3.48
3.08
10
2.54
2.55
1.09
1.75
1.92
3.01
1.34
3.41
2.48
0.97
3.05
1.87
2.35
11
3.42
3.07
1.71
2.47
2.04
3.12
1.31
3.98
3.23
0.97
2.79
1.09
1.9
12
3.8
2.18
2.37
2.7
1.44
1.16
1.73
3.08
3.12
3.05
2.79
1.89
0.91
13
3.83
3.02
2.06
2.84
1.84
2.61
1.23
3.96
3.48
1.87
1.09
1.89
0.99
14
3.63
2.33
1.97
2.52
1.27
1.7
1.51
3.33
3.08
2.35
1.9
0.91
0.99
240
4th stage of The Proposed Program Modal Split
241
5th stage of The Proposed Program Trip Assignment
242
6th stage of The Proposed Program Operational Evaluation of

Network
243
Level of Service of Road Links in the Study Area for (Year 2030)
Calculated by (HCM2000 -ATS) Method.
Link
Link
Start End
Start
End
(LOS)
(LOS)
Node Node
Node Node
1
13
12
10
11
11
10
14
13
13
14
10
10
14
15
15
14
15
16
16
15
86
87
29
87
86
29
87
88
88
87
88
89
89
88
89
86
10
86
89
10
14
86
15
86
14
15
15
87
10
14
87
15
14
10
88
25
11
89
23
11
13
18
11
12
12
12
11
13
F
A
20
20
22
22
86
89
E
B
244
Link
Start End
Node Node
Link
(LOS)
Start
Node
End
Node
(LOS)
51
23
54
47
18
20
54
47
22
51
47
46
22
51
46
45
22
51
45
51
11
12
55
72
11
12
72
68
12
13
68
73
18
17
73
26
18
17
72
27
87
19
24
27
88
21
24
27
17
19
27
26
19
21
26
28
17
19
24
25
19
21
28
25
21
24
25
16
21
24
83
23
25
85
25
24
16
83
25
24
83
85
17
16
85
84
17
16
84
29
51
52
77
84
52
53
77
78
52
55
78
79
55
53
79
80
53
54
80
81
24
55
79
76
245
Link
Start End
Node Node
Link
(LOS)
Start
Node
End
Node
(LOS)
76
29
56
57
75
80
41
43
75
30
43
40
29
30
41
44
30
31
44
50
31
32
42
49
49
48
31
34
42
50
34
50
54
11
34
43
44
33
34
44
46
33
32
57
61
34
90
57
64
90
40
64
59
90
35
64
91
33
36
60
69
90
36
58
63
36
37
59
63
37
38
61
60
38
56
60
62
38
39
62
63
12
35
60
65
35
40
65
68
40
39
69
91
39
41
69
66
41
42
66
65
42
56
66
67
32
82
67
68
82
57
91
70
246
Link
Start End
Node Node
Link
(LOS)
Start
Node
End
Node
(LOS)
70
74
24
25
74
73
24
25
70
27
16
17
32
37
16
17
25
88
52
51
23
89
53
52
18
13
55
52
22
20
53
55
86
20
54
53
89
22
55
24
23
51
47
54
20
18
47
54
51
22
46
47
51
22
45
46
51
22
51
45
12
11
72
55
12
11
68
72
13
12
73
68
17
18
26
73
17
18
27
72
19
87
27
24
21
88
27
24
19
17
26
27
21
19
28
26
19
17
25
24
21
19
25
28
24
21
16
25
24
21
83
25
23
85
247
Link
Start End
Node Node
Link
(LOS)
Start
Node
End
Node
(LOS)
83
16
56
38
85
83
39
38
84
85
35
12
29
84
40
35
84
77
39
40
78
77
41
39
79
78
42
41
80
79
56
42
81
80
82
32
76
79
57
82
29
76
57
56
80
75
43
41
30
75
40
43
30
29
44
41
31
30
50
44
32
31
49
42
48
49
34
31
50
42
34
54
50
34
11
44
43
34
33
46
44
32
33
61
57
90
34
64
57
40
90
59
64
35
90
91
64
36
33
69
60
36
90
63
58
37
36
63
59
38
37
60
61
248
Link
Start End
Node Node
(LOS)
62
60
63
62
65
60
68
65
91
69
66
69
65
66
67
66
68
67
70
91
74
70
73
74
27
70
37
32
45
22
22
45
78
81
81
78
48
47
47
48
61
58
58
61
61
58
58
61
249
7th stage of The Proposed Program Air Pollution Assessment
250
8th stage of The Proposed Program Noise Assessment
251
Appendix (D)
Light Rail Transit (LRT) Scenario
Trip Assignment on Road Network Links for Year 2030.

Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
1
9
2
5
3
5
9
1
5
2
5
3
0
119
0.00
0.09
0
0.008480005
55
4
187
0.04
0.00
0.14
0.000423429
1.94698E-09
0.077636564
236
0.18
0.039747979
0.00
0.00
0.00
0.00
0.00
880
0.25
0.420196432
29
880
0.25
0.420196432
29
0.00
156
0.12
0.031958827
236
0.18
0.039747979
0.00
55
0.04
0.000423429
10
15
0.01
2.50193E-07
10
31
0.02
1.11759E-05
15
15
0
55
0.00
0.04
0
0.000423429
10
14
37
0.03
4.57332E-05
14
10
0.00
4
11
11
11
4
12
0
384
0.00
0.11
0
0.016365903
400
0.12
0.010332762
12
11
534
0.15
0.105539516
12
13
720
0.21
0.153631961
252
Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
13
12
32
0.01
1.08246E-07
10
11
0.00
11
10
187
0.39
4.100708293
14
13
0.00
3.70636E-10
13
14
0.00
8.05331E-10
10
119
0.09
0.008480005
10
0.00
14
15
33
0.03
8.36258E-06
15
14
312
0.24
0.98224137
15
16
0.00
16
15
0.00
86
87
522
1.10
323.185918
87
86
42
0.09
0.000896448
87
88
500
1.05
461.9234397
88
87
42
0.09
0.000896448
88
89
40
0.08
0.000752995
89
88
579
1.22
940.3589025
89
86
538
0.58
13.15964545
86
89
23
0.02
1.85481E-05
14
86
23
0.02
1.85481E-05
86
14
16
0.02
1.3792E-06
15
87
33
0.07
0.00048972
87
15
55
0.12
0.024799169
88
25
17
0.04
0.000133023
89
23
444
0.93
365.8562378
13
18
717
0.21
0.150243957
20
22
717
0.21
0.150243957
20
86
42
0.09
0.000896448
22
89
243
0.51
23.86915253
253
Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
51
23
1120
0.32
1.2008449
18
20
717
0.21
0.150243957
22
51
637
0.18
0.072211519
22
51
57
0.02
1.11245E-06
22
51
57
0.02
1.11245E-06
11
12
0.00
11
12
0.00
12
13
32
0.01
1.08246E-07
18
17
57
0.04
5.44777E-05
18
17
57
0.04
5.44777E-05
87
19
42
0.09
0.000896448
88
21
40
0.08
0.000752995
17
19
0.00
19
21
0.00
17
19
0.00
19
21
0.00
21
24
0.00
21
24
0.00
23
25
1432
0.41
4.491551648
25
24
0.00
3.54714E-13
25
24
0.00
3.54714E-13
17
16
0.00
17
16
0.00
51
52
229
0.48
5.420557613
52
53
26
0.05
0.000347151
52
55
377
0.79
63.877579
55
53
271
0.57
42.72761098
53
54
296
0.23
0.979508936
24
55
0.00
254
Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
54
47
24
0.03
6.4914E-06
54
47
24
0.03
6.4914E-06
47
46
272
0.57
4.860291468
46
45
614
1.29
555.9541566
45
51
580
1.22
162.7853997
55
72
451
0.34
2.229244576
72
68
451
0.34
2.229244576
68
73
1339
1.02
318.0647308
73
26
339
0.26
0.407278969
72
27
36
0.03
8.55992E-06
24
27
340
0.14
0.012403226
24
27
0.00
27
26
340
0.14
0.012403226
26
28
27
0.01
2.57434E-07
24
25
0.00
1.02714E-09
28
25
0.00
9.03277E-13
25
16
0.00
83
119
0.25
0.497724268
85
242
0.51
16.48570495
16
83
0.00
83
85
119
0.04
0.000435637
85
84
2127
0.77
162.2465858
84
29
456
0.17
0.102971238
77
84
170
0.13
0.004215942
77
78
875
0.95
555.816222
78
79
269
0.29
0.576420664
79
80
730
0.31
1.842098305
80
81
730
0.79
117.4466706
79
76
22
0.01
1.02394E-07
255
Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
76
29
70
0.03
1.16998E-05
75
80
58
0.04
5.85662E-05
75
30
0.00
29
30
209
0.08
0.010113137
30
31
209
0.09
0.018601449
31
32
209
0.08
0.010113137
0.00
31
34
17
0.02
1.60823E-06
34
0.00
11
34
0.00
33
34
580
0.44
1.898753572
33
32
189
0.14
0.05487187
34
90
40
0.04
0.000175488
90
40
880
0.95
381.6866475
90
35
1253
0.95
319.0913448
33
36
46
0.04
2.32698E-05
90
36
858
0.65
63.10817729
36
37
566
0.43
9.485700361
37
38
760
0.82
171.5906783
38
56
760
0.82
171.5906783
38
39
182
0.14
0.017815251
12
35
32
0.01
5.00885E-07
35
40
70
0.03
1.16977E-05
40
39
113
0.05
0.000675051
39
41
217
0.09
0.011179718
41
42
217
0.09
0.011179718
42
56
95
0.07
0.003025223
32
82
398
0.14
0.079742081
82
57
1255
0.86
329.6462815
256
Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
56
57
855
0.65
57.24148919
41
43
17
0.04
2.69349E-05
43
40
70
0.15
0.007249666
41
44
256
0.54
3.243922122
44
50
15
0.03
4.22925E-05
42
49
272
0.57
4.860291468
49
48
272
0.57
4.860291468
42
50
706
0.54
8.82150096
50
54
721
0.55
27.2208454
43
44
102
0.21
0.566328949
44
46
343
0.72
13.39249626
57
61
972
1.05
609.4343033
57
64
1018
0.43
11.02008037
64
59
1120
1.21
9506.029402
64
91
31
0.01
4.85439E-07
60
69
0.00
58
63
82
0.09
0.012105713
59
63
1120
1.21
9506.029402
61
60
252
0.27
0.885222752
60
62
17
0.02
6.37928E-06
62
63
17
0.02
6.37928E-06
60
65
696
0.75
48.82358528
65
68
915
0.99
1049.768894
69
91
0.00
8.22517E-10
69
66
1000
1.08
170.7469774
66
65
365
0.40
1.077289822
66
67
781
1.65
2832.251594
67
68
636
1.34
443.2334391
91
70
1944
1.48
17112.40531
257
Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
70
74
2430
1.85
48043432.8
74
73
107
0.08
0.000662529
70
27
97
0.11
0.001951632
32
37
194
0.21
0.101969621
25
88
547
1.15
502.6307033
23
89
132
0.28
1.029645722
18
13
58
0.02
1.13295E-06
22
20
57
0.02
1.11245E-06
86
20
42
0.09
0.000896448
89
22
129
0.27
0.17333853
23
51
36
0.01
1.63202E-07
20
18
57
0.02
1.11245E-06
51
22
57
0.02
1.11245E-06
51
22
57
0.02
1.11245E-06
51
22
57
0.02
1.11245E-06
12
11
0.00
12
11
0.00
13
12
32
0.01
1.08246E-07
17
18
57
0.04
5.44777E-05
17
18
57
0.04
5.44777E-05
19
87
42
0.09
0.000896448
21
88
40
0.08
0.000752995
19
17
0.00
21
19
0.00
19
17
0.00
21
19
0.00
24
21
0.00
24
21
0.00
25
23
0.00
3.52563E-13
258
Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
24
25
0.00
3.54714E-13
24
25
0.00
3.54714E-13
16
17
0.00
16
17
0.00
52
51
132
0.28
1.029645722
53
52
147
0.31
0.169916657
55
52
158
0.33
2.551802895
53
55
513
1.08
63.19112138
54
53
660
0.50
3.609617335
55
24
340
0.72
7.876994745
47
54
24
0.03
6.4914E-06
47
54
24
0.03
6.4914E-06
46
47
0.00
45
46
22
0.05
6.56647E-05
51
45
90
0.19
0.018995115
72
55
249
0.19
0.58892147
68
72
1121
0.85
539.0861907
73
68
872
0.66
53.71023421
26
73
1242
0.95
264.0721061
27
72
339
0.26
0.407278969
27
24
0.00
27
24
0.00
26
27
339
0.14
0.038420087
28
26
1266
0.53
16.92889047
25
24
0.00
1.02714E-09
25
28
902
0.33
1.666026695
16
25
0.00
83
0.00
85
236
0.50
2.347416903
259
Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
83
16
0.00
85
83
10
0.00
2.14763E-09
84
85
77
0.03
0.000107511
29
84
1410
0.51
12.81664678
84
77
875
0.67
60.22264774
78
77
0.00
79
78
70
0.08
0.00049444
80
79
22
0.01
1.02394E-07
81
80
58
0.06
0.000239519
76
79
461
0.19
0.199109085
29
76
461
0.19
0.199109085
80
75
58
0.04
5.85662E-05
30
75
0.00
30
29
743
0.27
2.921996105
31
30
743
0.31
5.438977395
32
31
258
0.09
0.019326875
0.00
34
31
486
0.53
10.97405104
34
416
0.45
5.02245512
34
11
437
0.33
0.731789034
34
33
0.00
32
33
477
0.36
1.021542578
90
34
799
0.86
198.7043094
40
90
0.00
2.14483E-09
35
90
0.00
5.24449E-10
36
33
292
0.22
0.149273348
36
90
154
0.12
0.050036765
37
36
154
0.12
0.050036765
38
37
344
0.37
4.554041183
260
Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
56
38
527
0.57
11.18190514
39
38
61
0.05
6.86352E-05
35
12
854
0.36
3.794043205
40
35
744
0.31
1.038927623
39
40
78
0.03
6.24221E-05
41
39
15
0.01
2.13999E-08
42
41
256
0.11
0.005178653
56
42
1112
0.85
72.38520385
82
32
738
0.27
0.304977937
57
82
945
0.65
22.47645544
57
56
1638
1.25
2301.917485
43
41
17
0.04
2.69349E-05
40
43
102
0.21
0.566328949
44
41
17
0.04
2.69349E-05
50
44
20
0.04
5.20232E-05
49
42
17
0.04
2.69349E-05
48
49
22
0.05
6.56647E-05
50
42
17
0.01
4.59948E-07
54
50
24
0.02
1.58725E-06
44
43
0.00
46
44
22
0.05
6.56647E-05
61
57
104
0.11
0.011684266
64
57
2907
1.23
4836.387886
59
64
81
0.09
0.000905221
91
64
2374
1.00
383.3128531
69
60
395
0.30
0.415510818
63
58
481
0.52
8.129089466
63
59
90
0.10
0.001327892
60
61
463
0.50
5.902535166
261
Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
62
60
455
0.49
2.873339635
63
62
531
0.58
12.39205244
65
60
74
0.08
0.001756981
68
65
74
0.08
0.001756981
91
69
1395
1.51
20715.34984
66
69
0.00
65
66
147
0.16
0.01150126
67
66
80
0.17
0.012085091
68
67
340
0.72
7.876994745
70
91
0.00
2.01103E-10
74
70
156
0.12
0.002943437
73
74
2430
1.85
48043432.8
27
70
583
0.63
7.161586785
37
32
191
0.21
0.376984023
45
22
34
0.06
0.000687765
22
45
57
0.09
0.001150161
78
81
606
0.66
36.48560659
81
78
338
0.37
5.656762076
48
47
272
0.57
4.860291468
47
48
0.00
61
58
82
0.17
0.173473986
58
61
481
1.01
192.7702464
61
58
78
0.16
0.010773572
58
61
78
0.16
0.010773572
262
Level of Service of Road Network Links for (LRT) Scenario in Target year
2030.
Link
Link
Start End
Start
End
(LOS)
(LOS)
Node Node
Node Node
1
13
12
10
11
11
10
14
13
13
14
10
10
14
15
15
14
15
16
16
15
86
87
29
87
86
29
87
88
88
87
88
89
89
88
89
86
10
86
89
10
14
86
15
86
14
15
15
87
10
14
87
15
14
10
88
25
11
89
23
11
13
18
11
12
12
12
11
13
B
B
20
20
22
22
86
89
B
B
263
Link
Start End
Node Node
Link
(LOS)
Start
Node
End
Node
(LOS)
51
23
54
47
18
20
54
47
22
51
47
46
22
51
46
45
22
51
45
51
11
12
55
72
11
12
72
68
12
13
68
73
18
17
73
26
18
17
72
27
87
19
24
27
88
21
24
27
17
19
27
26
19
21
26
28
17
19
24
25
19
21
28
25
21
24
25
16
21
24
83
23
25
85
25
24
16
83
25
24
83
85
17
16
85
84
17
16
84
29
51
52
77
84
52
53
77
78
52
55
78
79
55
53
79
80
53
54
80
81
24
55
79
76
264
Link
Start End
Node Node
Link
(LOS)
Start
Node
End
Node
(LOS)
76
29
56
57
75
80
41
43
75
30
43
40
29
30
41
44
30
31
44
50
31
32
42
49
49
48
31
34
42
50
34
50
54
11
34
43
44
33
34
44
46
33
32
57
61
34
90
57
64
90
40
64
59
90
35
64
91
33
36
60
69
90
36
58
63
36
37
59
63
37
38
61
60
38
56
60
62
38
39
62
63
12
35
60
65
35
40
65
68
40
39
69
91
39
41
69
66
41
42
66
65
42
56
66
67
32
82
67
68
82
57
91
70
265
Link
Start End
Node Node
Link
(LOS)
Start
Node
End
Node
(LOS)
70
74
24
25
74
73
24
25
70
27
16
17
32
37
16
17
25
88
52
51
23
89
53
52
18
13
55
52
22
20
53
55
86
20
54
53
89
22
55
24
23
51
47
54
20
18
47
54
51
22
46
47
51
22
45
46
51
22
51
45
12
11
72
55
12
11
68
72
13
12
73
68
17
18
26
73
17
18
27
72
19
87
27
24
21
88
27
24
19
17
26
27
21
19
28
26
19
17
25
24
21
19
25
28
24
21
16
25
24
21
83
25
23
85
266
Link
Start End
Node Node
Link
(LOS)
Start
Node
End
Node
(LOS)
83
16
56
38
85
83
39
38
84
85
35
12
29
84
40
35
84
77
39
40
78
77
41
39
79
78
42
41
80
79
56
42
81
80
82
32
76
79
57
82
29
76
57
56
80
75
43
41
30
75
40
43
30
29
44
41
31
30
50
44
32
31
49
42
48
49
34
31
50
42
34
54
50
34
11
44
43
34
33
46
44
32
33
61
57
90
34
64
57
40
90
59
64
35
90
91
64
36
33
69
60
36
90
63
58
37
36
63
59
38
37
60
61
267
Link
Start End
Node Node
(LOS)
62
60
63
62
65
60
68
65
91
69
66
69
65
66
67
66
68
67
70
91
74
70
73
74
27
70
37
32
45
22
22
45
78
81
81
78
48
47
47
48
61
58
58
61
61
58
58
61
268
Mean Noise Level (dB(A)) Produced from LRT scenario in 2030.

Link
Start End
Mean Noise
Level dB(A).
Node Node
Link
Start
Node
End
Node
Mean Noise
Level dB(A).
0.0
13
12
55.4
61.1
10
11
0.0
57.8
11
10
62.9
46.4
14
13
45.1
63.1
13
14
45.1
64.1
10
61.1
0.0
10
0.0
0.0
14
15
55.6
0.0
15
14
65.3
0.0
15
16
0.0
0.0
16
15
0.0
69.8
86
87
67.0
29
69.8
87
86
56.6
29
0.0
87
88
68.5
62.3
88
87
56.6
64.1
88
89
56.4
0.0
89
88
74.5
57.8
89
86
67.0
10
52.1
86
89
54.0
10
55.3
14
86
54.0
15
0.0
86
14
52.4
15
57.8
15
87
55.6
10
14
56.1
87
15
57.8
14
10
0.0
88
25
52.7
11
0.0
89
23
66.8
11
66.2
13
18
68.9
11
12
66.4
20
22
68.9
12
11
67.6
20
86
56.6
12
13
68.9
22
89
63.2
269
Link
Start End
Mean Noise
Level dB(A).
Node Node
Link
Start
Node
End
Node
Mean Noise
Level dB(A).
51
23
70.8
54
47
54.2
18
20
68.9
54
47
54.2
22
51
68.4
47
46
64.5
22
51
57.9
46
45
70.5
22
51
57.9
45
51
65.9
11
12
0.0
55
72
66.8
11
12
0.0
72
68
66.8
12
13
55.4
68
73
71.0
18
17
57.9
73
26
65.7
18
17
57.9
72
27
55.9
87
19
56.6
24
27
65.7
88
21
56.4
24
27
0.0
17
19
0.0
27
26
65.7
19
21
0.0
26
28
54.7
17
19
0.0
24
25
40.4
19
21
0.0
28
25
40.4
21
24
0.0
25
16
0.0
21
24
0.0
83
61.1
23
25
71.7
85
63.4
25
24
40.4
16
83
0.0
25
24
40.4
83
85
61.1
17
16
0.0
85
84
71.5
17
16
0.0
84
29
67.0
51
52
63.7
77
84
62.7
52
53
54.5
77
78
72.1
52
55
64.2
78
79
64.6
55
53
63.1
79
80
68.9
53
54
65.0
80
81
66.7
24
55
0.0
79
76
53.8
270
Link
Start End
Mean Noise
Level dB(A).
Node Node
Link
Start
Node
End
Node
Mean Noise
Level dB(A).
76
29
58.8
56
57
67.8
75
80
58.0
41
43
52.7
75
30
0.0
43
40
58.8
29
30
63.6
41
44
64.3
30
31
63.6
44
50
52.1
31
32
63.6
42
49
64.5
0.0
49
48
64.5
31
34
52.7
42
50
68.4
34
0.0
50
54
67.8
11
34
0.0
43
44
60.4
33
34
67.9
44
46
65.1
33
32
63.1
57
61
73.1
34
90
56.4
57
64
69.9
90
40
70.0
64
59
108.5
90
35
70.7
64
91
55.3
33
36
57.0
60
69
0.0
90
36
67.8
58
63
59.5
36
37
67.4
59
63
108.5
37
38
67.1
61
60
64.3
38
56
67.1
60
62
52.7
38
39
63.0
62
63
52.7
12
35
55.4
60
65
67.1
35
40
58.8
65
68
77.5
40
39
60.9
69
91
45.1
39
41
63.7
69
66
68.3
41
42
63.7
66
65
65.9
42
56
60.2
66
67
88.6
32
82
66.4
67
68
69.3
82
57
70.9
91
70
120.8
271
Link
Start End
Mean Noise
Level dB(A).
Node Node
Link
Start
Node
End
Node
Mean Noise
Level dB(A).
70
74
268.5
24
25
40.4
74
73
60.7
24
25
40.4
70
27
60.2
16
17
0.0
32
37
63.2
16
17
0.0
25
88
69.4
52
51
61.5
23
89
61.5
53
52
62.0
18
13
58.0
55
52
62.2
22
20
57.9
53
55
65.5
86
20
56.6
54
53
68.4
89
22
61.5
55
24
65.3
23
51
55.9
47
54
54.2
20
18
57.9
47
54
54.2
51
22
57.9
46
47
0.0
51
22
57.9
45
46
53.8
51
22
57.9
51
45
59.9
12
11
0.0
72
55
64.3
12
11
0.0
68
72
72.9
13
12
55.4
73
68
68.0
17
18
57.9
26
73
70.1
17
18
57.9
27
72
65.7
19
87
56.6
27
24
0.0
21
88
56.4
27
24
0.0
19
17
0.0
26
27
65.7
21
19
0.0
28
26
70.6
19
17
0.0
25
24
40.4
21
19
0.0
25
28
69.8
24
21
0.0
16
25
0.0
24
21
0.0
83
0.0
25
23
40.4
85
64.0
272
Link
Start End
Mean Noise
Level dB(A).
Node Node
Link
Start
Node
End
Node
Mean Noise
Level dB(A).
83
16
0.0
56
38
67.0
85
83
50.4
39
38
58.2
84
85
59.2
35
12
69.5
29
84
71.2
40
35
69.0
84
77
67.9
39
40
59.3
78
77
0.0
41
39
52.1
79
78
58.8
42
41
64.5
80
79
53.8
56
42
68.8
81
80
58.0
82
32
69.0
76
79
67.0
57
82
69.1
29
76
67.0
57
56
89.1
80
75
58.0
43
41
52.7
30
75
0.0
40
43
60.4
30
29
68.9
44
41
52.7
31
30
68.8
50
44
53.4
32
31
64.5
49
42
52.7
0.0
48
49
53.8
34
31
66.7
50
42
52.7
34
66.3
54
50
54.2
34
11
66.7
44
43
0.0
34
33
0.0
46
44
53.8
32
33
67.1
61
57
60.5
90
34
67.5
64
57
102.0
40
90
45.1
59
64
59.5
35
90
45.1
91
64
74.3
36
33
65.0
69
60
66.3
36
90
62.2
63
58
66.8
37
36
62.2
63
59
59.9
38
37
65.5
60
61
66.7
273
Link
Start End
Mean Noise
Level dB(A).
Node Node
62
60
66.8
63
62
67.0
65
60
59.1
68
65
59.1
91
69
122.7
66
69
0.0
65
66
62.0
67
66
59.4
68
67
65.3
70
91
45.1
74
70
62.3
73
74
268.5
27
70
67.7
37
32
63.2
45
22
55.7
22
45
57.9
78
81
66.8
81
78
65.4
48
47
64.5
47
48
0.0
61
58
59.5
58
61
65.3
61
58
59.3
58
61
59.3
274
Appendix (E)
Public Transport Scenario
Trip Assignment on Road Network Links for Year 2030.

Link
Traffic
Start End
Volume to Capacity
% Time Delay
Volume
Node Node
Ratio (V/C)
(pcu/hr)
1
9
2
5
3
5
9
1
5
2
5
3
408
136
0.31
0.10
0.410793
0.011583
61
5
277
0.05
0.00
0.21
0.000485
2.88E-09
0.386525
511
0.39
1.210594
0.00
0.00
0.00
0.00
327
0.09
0.001952
1704
0.49
9.784852
29
1704
0.49
9.784852
29
327
0.09
0.001952
288
0.22
0.427963
647
0.49
3.863746
33
0.02
5.74E-06
61
0.05
0.000485
10
47
0.04
5.85E-05
10
171
0.13
0.006818
15
15
33
61
0.02
0.05
5.74E-06
0.000485
10
14
349
0.27
0.840649
14
10
0.00
1E-09
4
11
11
11
4
12
361
700
0.10
0.20
0.002706
0.140555
1405
0.40
2.748925
12
11
595
0.17
0.137584
12
13
1568
0.45
5.936011
275
Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
13
12
10
0.00
1.11E-09
10
11
272
0.57
3.511454
11
10
474
1.00
74.65766
14
13
28
0.02
3.07E-06
13
14
0.00
9.56E-10
10
136
0.10
0.011583
10
408
0.31
0.410793
14
15
775
0.59
13.66325
15
14
449
0.34
4.279564
15
16
306
0.23
0.138349
16
15
0.00
86
87
572
1.20
384.9233
87
86
46
0.10
0.001294
87
88
600
1.26
1261.879
88
87
46
0.10
0.001294
88
89
48
0.10
0.001566
89
88
672
1.42
2525.341
89
86
872
0.94
152.5425
86
89
64
0.07
0.001678
14
86
64
0.07
0.001678
86
14
487
0.53
5.579841
15
87
470
0.99
77.64076
87
15
61
0.13
0.028419
88
25
21
0.04
0.000237
89
23
490
1.03
370.5936
13
18
1564
0.45
5.869606
20
22
1563
0.45
5.847602
20
86
187
0.39
0.77096
22
89
320
0.67
76.52902
276
Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
51
23
1972
0.57
20.01959
18
20
1564
0.45
5.869606
22
51
1442
0.41
4.052404
22
51
125
0.04
2.51E-05
22
51
125
0.04
2.51E-05
11
12
29
0.01
7.15E-08
11
12
29
0.01
7.15E-08
12
13
112
0.03
1.64E-05
18
17
125
0.10
0.001234
18
17
125
0.10
0.001234
87
19
381
0.80
24.4683
88
21
48
0.10
0.001566
17
19
306
0.33
0.566771
19
21
686
0.74
33.07077
17
19
0.00
19
21
30
0.03
1.77E-05
21
24
269
0.29
0.61933
21
24
0.00
23
25
2291
0.66
48.92388
25
24
273
0.08
0.00522
25
24
0.00
7.8E-13
17
16
0.01
2.68E-08
17
16
24
0.03
7.36E-06
51
52
233
0.49
4.130823
52
53
103
0.22
0.207316
52
55
558
1.17
771.9554
55
53
303
0.64
55.08699
53
54
405
0.31
3.312504
24
55
543
1.14
1621.044
277
Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
54
47
32
0.04
2.28E-05
54
47
32
0.04
2.28E-05
47
46
310
0.65
6.573238
46
45
633
1.33
682.7216
45
51
593
1.25
109.4042
55
72
1083
0.82
36.3656
72
68
1366
1.04
356.1808
68
73
1982
1.51
36127.76
73
26
803
0.61
22.33119
72
27
210
0.16
0.011819
24
27
420
0.18
0.025927
24
27
22
0.01
1.02E-07
27
26
630
0.27
0.174841
26
28
64
0.03
8.08E-06
24
25
0.00
2.22E-09
28
25
0.00
1.96E-12
25
16
24
0.01
9.25E-08
83
136
0.29
0.680356
85
338
0.71
80.17552
16
83
0.00
3.37E-10
83
85
142
0.05
0.000785
85
84
2485
0.90
325.7573
84
29
947
0.34
2.235569
77
84
240
0.18
0.028062
77
78
970
1.05
771.4943
78
79
291
0.31
0.608303
79
80
996
0.42
5.818655
80
81
996
1.08
922.014
79
76
23
0.01
1.39E-07
278
Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
76
29
136
0.06
0.000164
75
80
80
0.06
0.000203
75
30
0.00
29
30
301
0.11
0.043515
30
31
301
0.13
0.080049
31
32
301
0.11
0.043515
0.00
31
34
22
0.02
4.45E-06
34
26
0.03
9.59E-06
11
34
0.00
5.18E-09
33
34
1606
1.22
1073.749
33
32
555
0.42
2.830752
34
90
72
0.08
0.00323
90
40
1144
1.24
9123.791
90
35
1586
1.21
5575.039
33
36
0.01
2.18E-08
90
36
1544
1.18
3617.997
36
37
616
0.47
10.82764
37
38
989
1.07
901.5071
38
56
988
1.07
892.6427
38
39
381
0.29
0.340896
12
35
286
0.12
0.008758
35
40
207
0.09
0.002158
40
39
384
0.16
0.048918
39
41
590
0.25
0.343599
41
42
510
0.22
0.217859
42
56
364
0.28
0.389712
32
82
684
0.25
0.781374
82
57
1488
1.02
1038.921
279
Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
56
57
1351
1.03
1223.92
41
43
47
0.10
0.001458
43
40
0.01
2.22E-07
41
44
307
0.65
9.698299
44
50
113
0.24
0.09376
42
49
310
0.65
6.573238
49
48
310
0.65
6.573238
42
50
855
0.65
24.01228
50
54
968
0.74
95.62474
43
44
128
0.27
0.815146
44
46
323
0.68
12.4687
57
61
1222
1.32
5827.699
57
64
1465
0.62
56.24728
64
59
1879
2.03
2410632
64
91
218
0.09
0.002509
60
69
0.00
58
63
103
0.11
0.020448
59
63
1879
2.03
2410632
61
60
308
0.33
1.633686
60
62
158
0.17
0.06815
62
63
158
0.17
0.06815
60
65
1229
1.33
1005.075
65
68
1474
1.60
20369.25
69
91
17
0.02
1.9E-06
69
66
1186
1.28
363.4935
66
65
581
0.63
7.611631
66
67
1022
2.15
101739.5
67
68
973
2.05
33592.22
91
70
2675
2.04
6903429
280
Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
70
74
3498
2.66
5.78E+16
74
73
159
0.12
0.003181
70
27
646
0.70
6.50437
32
37
392
0.42
4.480313
25
88
649
1.37
1539.121
23
89
170
0.36
2.308169
18
13
10
0.00
1.11E-09
22
20
195
0.06
0.000317
86
20
46
0.10
0.001294
89
22
381
0.80
24.41585
23
51
39
0.01
2.42E-07
20
18
10
0.00
1.11E-09
51
22
125
0.04
2.51E-05
51
22
125
0.04
2.51E-05
51
22
125
0.04
2.51E-05
12
11
29
0.01
7.15E-08
12
11
29
0.01
7.15E-08
13
12
112
0.03
1.64E-05
17
18
125
0.10
0.001234
17
18
125
0.10
0.001234
19
87
46
0.10
0.001294
21
88
417
0.88
43.06246
19
17
0.01
2.68E-08
21
19
0.01
2.68E-08
19
17
0.00
21
19
30
0.03
1.77E-05
24
21
0.01
2.68E-08
24
21
0.00
25
23
0.00
7.82E-13
281
Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
24
25
0.00
7.8E-13
24
25
0.00
7.8E-13
16
17
306
0.33
0.566771
16
17
24
0.03
7.36E-06
52
51
175
0.37
2.366716
53
52
325
0.68
4.314007
55
52
278
0.58
21.75392
53
55
561
1.18
577.1311
54
53
886
0.67
28.93184
55
24
426
0.90
53.36189
47
54
27
0.03
3.68E-05
47
54
32
0.04
2.28E-05
46
47
27
0.06
0.000527
45
46
32
0.07
0.001119
51
45
0.01
2.22E-07
72
55
310
0.24
0.817718
68
72
1460
1.11
1697.404
73
68
942
0.72
55.81372
26
73
1734
1.32
18547.4
27
72
1087
0.83
46.43996
27
24
22
0.01
1.02E-07
27
24
22
0.01
1.02E-07
26
27
1087
0.46
3.72951
28
26
1914
0.81
131.8303
25
24
0.00
2.22E-09
25
28
1390
0.50
11.25437
16
25
24
0.01
9.25E-08
83
408
0.86
26.37546
85
511
1.07
94.48355
282
Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
83
16
24
0.01
9.25E-08
85
83
408
0.15
0.021072
84
85
150
0.05
0.001177
29
84
2409
0.87
166.952
84
77
970
0.74
73.18456
78
77
240
0.26
0.114794
79
78
510
0.55
3.298637
80
79
20
0.01
9.7E-08
81
80
20
0.02
4.2E-06
76
79
1196
0.50
5.943171
29
76
1196
0.50
5.943171
80
75
80
0.06
0.000203
30
75
0.00
30
29
1581
0.57
14.90956
31
30
1581
0.67
29.0381
32
31
904
0.33
0.662401
0.00
34
31
699
0.76
55.52498
34
681
0.74
79.813
34
11
1355
1.03
177.5106
34
33
0.00
5.18E-09
32
33
1234
0.94
69.62905
90
34
1180
1.28
4199.052
40
90
0.01
1.55E-08
35
90
0.00
5.53E-09
36
33
928
0.71
34.59745
36
90
199
0.15
0.124718
37
36
191
0.15
0.102364
38
37
392
0.42
5.896396
283
Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
56
38
771
0.83
48.70374
39
38
79
0.06
0.000197
35
12
1034
0.44
7.206269
40
35
1013
0.43
3.79355
39
40
175
0.07
0.000551
41
39
30
0.01
4.1E-07
42
41
228
0.10
0.003957
56
42
1246
0.95
72.27907
82
32
2138
0.77
68.03245
57
82
2006
1.38
17065.91
57
56
2017
1.54
74351.11
43
41
47
0.10
0.001458
40
43
128
0.27
0.815146
44
41
47
0.10
0.001458
50
44
25
0.05
0.000107
49
42
41
0.09
0.000819
48
49
25
0.05
0.000111
50
42
41
0.03
1.4E-05
54
50
32
0.02
5.57E-06
44
43
0.01
2.22E-07
46
44
0.01
2.22E-07
61
57
623
0.67
40.72979
64
57
4036
1.70
1962273
59
64
117
0.13
0.003883
91
64
3711
1.57
196932.9
69
60
829
0.63
8.882655
63
58
794
0.86
57.08943
63
59
150
0.16
0.010506
60
61
1146
1.24
3357.392
284
Link
Start End
Node Node
Traffic
Volume
(pcu/hr)
Volume to Capacity
Ratio (V/C)
% Time Delay
62
60
938
1.02
48.39601
63
62
1049
1.14
1442.916
65
60
458
0.50
8.143907
68
65
334
0.36
3.200727
91
69
2015
2.18
3579683
66
69
0.00
65
66
212
0.23
0.050489
67
66
205
0.43
0.853289
68
67
980
2.06
24604.79
70
91
17
0.01
4.65E-07
74
70
214
0.16
0.010554
73
74
3498
2.66
5.78E+16
27
70
1469
1.59
3601.357
37
32
219
0.24
0.498137
45
22
40
0.07
0.001061
22
45
27
0.04
0.00019
78
81
929
1.01
371.4318
81
78
470
0.51
21.89144
48
47
310
0.65
6.573238
47
48
0.00
61
58
103
0.22
0.293168
58
61
794
1.67
15242.88
61
58
98
0.21
0.026872
58
61
98
0.21
0.026872
285
Level of Service of Road Network Links for Public Transport Scenario for
Target year 2030.
Link
Link
Start End
Node Node
(LOS)
Start
Node
End
Node
(LOS)
13
12
10
11
10
11
14
13
13
14
10
10
14
15
15
14
15
16
16
15
86
87
29
87
86
29
87
88
88
87
88
89
89
88
89
86
10
86
89
10
14
86
15
86
14
15
15
87
10
14
87
15
14
10
88
25
11
89
23
11
13
18
11
12
12
12
11
13
B
B
20
20
22
22
86
89
B
B
286
Link
Start End
Node Node
Link
(LOS)
Start
Node
End
Node
(LOS)
51
23
54
47
18
20
54
47
22
51
47
46
22
51
46
45
22
51
45
51
11
12
55
72
11
12
72
68
12
13
68
73
18
17
73
26
18
17
72
27
87
19
24
27
88
21
24
27
17
19
27
26
19
21
26
28
17
19
24
25
19
21
28
25
21
24
25
16
21
24
83
23
25
85
25
24
16
83
25
24
83
85
17
16
85
84
17
16
84
29
51
52
77
84
52
53
77
78
52
55
78
79
55
53
79
80
53
54
80
81
24
55
79
76
287
Link
Start End
Node Node
Link
(LOS)
Start
Node
End
Node
(LOS)
76
29
56
57
75
80
41
43
75
30
43
40
29
30
41
44
30
31
44
50
31
32
42
49
49
48
31
34
42
50
34
50
54
11
34
43
44
33
34
44
46
33
32
57
61
34
90
57
64
90
40
64
59
90
35
64
91
33
36
60
69
90
36
58
63
36
37
59
63
37
38
61
60
38
56
60
62
38
39
62
63
12
35
60
65
35
40
65
68
40
39
69
91
39
41
69
66
41
42
66
65
42
56
66
67
32
82
67
68
82
57
91
70
288
Link
Start End
Node Node
Link
(LOS)
Start
Node
End
Node
(LOS)
70
74
24
25
74
73
24
25
70
27
16
17
32
37
16
17
25
88
52
51
23
89
53
52
18
13
55
52
22
20
53
55
86
20
54
53
89
22
55
24
23
51
47
54
20
18
47
54
51
22
46
47
51
22
45
46
51
22
51
45
12
11
72
55
12
11
68
72
13
12
73
68
17
18
26
73
17
18
27
72
19
87
27
24
21
88
27
24
19
17
26
27
21
19
28
26
19
17
25
24
21
19
25
28
24
21
16
25
24
21
83
25
23
85
289
Link
Start End
Node Node
Link
(LOS)
Start
Node
End
Node
(LOS)
83
16
56
38
85
83
39
38
84
85
35
12
29
84
40
35
84
77
39
40
78
77
41
39
79
78
42
41
80
79
56
42
81
80
82
32
76
79
57
82
29
76
57
56
80
75
43
41
30
75
40
43
30
29
44
41
31
30
50
44
32
31
49
42
48
49
34
31
50
42
34
54
50
34
11
44
43
34
33
46
44
32
33
61
57
90
34
64
57
40
90
59
64
35
90
91
64
36
33
69
60
36
90
63
58
37
36
63
59
38
37
60
61
290
Link
Start End
Node Node
(LOS)
62
60
63
62
65
60
68
65
91
69
66
69
65
66
67
66
68
67
70
91
74
70
73
74
27
70
37
32
45
22
22
45
78
81
81
78
48
47
47
48
61
58
58
61
61
58
58
61
291
Mean Noise Level (dB(A)) Produced from Public Transport Scenario in

2030.
Link
Link
Start End
Mean Noise
Start
End
Mean Noise
Level dB(A).
Level dB(A).
Node Node
Node Node
1
66.5
13
12
50.4
61.7
10
11
64.5
58.2
11
10
65.1
47.4
14
13
54.8
64.8
13
14
46.4
67.4
10
61.7
0.0
10
66.5
0.0
14
15
68.6
0.0
15
14
66.7
0.0
15
16
65.2
65.5
16
15
0.0
72.2
86
87
68.1
29
72.2
87
86
57.0
29
65.5
87
88
77.6
64.9
88
87
57.0
68.3
88
89
57.2
55.6
89
88
86.4
58.2
89
86
67.6
10
57.1
86
89
58.4
10
62.7
14
86
58.4
15
55.6
86
14
67.0
15
58.2
15
87
65.0
10
14
65.8
87
15
58.2
14
10
46.4
88
25
53.6
11
66.0
89
23
67.3
11
68.8
13
18
72.0
11
12
71.7
20
22
72.0
12
11
68.1
20
86
63.1
12
13
72.0
22
89
63.3
292
Link
Start End
Mean Noise
Level dB(A).
Node Node
Link
Start
Node
End
Node
Mean Noise
Level dB(A).
51
23
72.4
54
47
55.4
18
20
72.0
54
47
55.4
22
51
71.7
47
46
64.9
22
51
61.3
46
45
72.1
22
51
61.3
45
51
65.9
11
12
55.0
55
72
69.3
11
12
55.0
72
68
71.6
12
13
60.9
68
73
134.1
18
17
61.3
73
26
68.4
18
17
61.3
72
27
63.6
87
19
65.1
24
27
66.6
88
21
57.2
24
27
53.8
17
19
65.2
27
26
68.4
19
21
67.4
26
28
58.4
17
19
0.0
24
25
43.4
19
21
55.1
28
25
43.4
21
24
64.6
25
16
54.2
21
24
0.0
83
61.7
23
25
72.3
85
63.5
25
24
64.7
16
83
48.2
25
24
43.4
83
85
61.9
17
16
48.2
85
84
73.8
17
16
54.2
84
29
70.0
51
52
63.8
77
84
64.2
52
53
60.5
77
78
75.0
52
55
72.6
78
79
65.0
55
53
63.4
79
80
70.1
53
54
66.3
80
81
76.6
24
55
79.9
79
76
54.0
293
Link
Start End
Mean Noise
Level dB(A).
Node Node
Link
Start
Node
End
Node
Mean Noise
Level dB(A).
76
29
61.7
56
57
80.8
75
80
59.4
41
43
57.1
75
30
0.0
43
40
47.4
29
30
65.2
41
44
64.8
30
31
65.2
44
50
60.9
31
32
65.2
42
49
64.9
0.0
49
48
64.9
31
34
53.8
42
50
68.6
34
54.5
50
54
68.0
11
34
48.2
43
44
61.4
33
34
80.2
44
46
64.9
33
32
67.7
57
61
101.1
34
90
58.9
57
64
70.2
90
40
107.9
64
59
211.5
90
35
101.5
64
91
63.8
33
36
49.4
60
69
0.0
90
36
95.0
58
63
60.5
36
37
67.7
59
63
211.5
37
38
76.4
61
60
65.2
38
56
76.3
60
62
62.4
38
39
66.2
62
63
62.4
12
35
64.9
60
65
78.4
35
40
63.5
65
68
122.6
40
39
66.2
69
91
52.7
39
41
68.1
69
66
71.0
41
42
67.4
66
65
67.6
42
56
66.0
66
67
150.1
32
82
68.7
67
68
129.7
82
57
79.5
91
70
232.7
294
Link
Start End
Mean Noise
Level dB(A).
Node Node
Link
Start
Node
End
Node
Mean Noise
Level dB(A).
70
74
660.6
24
25
43.4
74
73
62.4
24
25
43.4
70
27
68.1
16
17
65.2
32
37
66.1
16
17
54.2
25
88
80.1
52
51
62.7
23
89
62.6
53
52
65.3
18
13
50.4
55
52
63.8
22
20
63.3
53
55
70.4
86
20
57.0
54
53
68.6
89
22
65.1
55
24
64.9
23
51
56.3
47
54
54.7
20
18
50.4
47
54
55.4
51
22
61.3
46
47
54.7
51
22
61.3
45
46
55.4
51
22
61.3
51
45
47.4
12
11
55.0
72
55
65.2
12
11
55.0
68
72
84.8
13
12
60.9
73
68
68.3
17
18
61.3
26
73
121.7
17
18
61.3
27
72
69.1
19
87
57.0
27
24
53.8
21
88
65.0
27
24
53.8
19
17
48.2
26
27
70.5
21
19
48.2
28
26
70.9
19
17
0.0
25
24
43.4
21
19
55.1
25
28
71.2
24
21
48.2
16
25
54.2
24
21
0.0
83
65.3
25
23
43.4
85
65.2
295
Link
Start End
Mean Noise
Level dB(A).
Node Node
Link
Start
Node
End
Node
Mean Noise
Level dB(A).
83
16
54.2
56
38
67.5
85
83
66.5
39
38
59.4
84
85
62.1
35
12
70.1
29
84
72.1
40
35
70.2
84
77
68.2
39
40
62.8
78
77
64.2
41
39
55.1
79
78
67.3
42
41
64.0
80
79
53.4
56
42
69.3
81
80
53.4
82
32
71.7
76
79
70.8
57
82
120.9
29
76
70.8
57
56
147.3
80
75
59.4
43
41
57.1
30
75
0.0
40
43
61.4
30
29
71.6
44
41
57.1
31
30
71.1
50
44
54.4
32
31
69.9
49
42
56.5
0.0
48
49
54.4
34
31
67.0
50
42
56.5
34
66.6
54
50
55.4
34
11
69.7
44
43
47.4
34
33
48.2
46
44
47.4
32
33
69.3
61
57
66.8
90
34
96.0
64
57
211.0
40
90
47.4
59
64
61.1
35
90
48.2
91
64
167.9
36
33
68.7
69
60
69.1
36
90
63.4
63
58
67.5
37
36
63.2
63
59
62.1
38
37
66.0
60
61
92.6
296
Link
Start End
Mean Noise
Level dB(A).
Node Node
62
60
68.4
63
62
81.5
65
60
66.6
68
65
65.4
91
69
219.2
66
69
0.0
65
66
63.6
67
66
63.4
68
67
124.2
70
91
52.7
74
70
63.7
73
74
660.6
27
70
94.7
37
32
63.8
45
22
56.4
22
45
54.7
78
81
70.1
81
78
66.1
48
47
64.9
47
48
0.0
61
58
60.5
58
61
114.9
61
58
60.3
58
61
60.3
297

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Tanta University

Transportation Planning Process for

Under the supervision of

Prof. Dr. Mohamed Hafez Fahmy

Prof. Dr. Mohamed El-Shabrawy

Prof. of Railway and Transportation Engineering.

Prof. of Highway and Traffic Engineering.

Ass. Prof. Dr. Hafez Abbas Afify

Finally, this work is also dedicated to all Egyptian martyrs of 25 January

Ahmed Mohamed Abd Elhamed Alkafoury .

LIST OF FIGURES .............

CHAPTER 1: OBJECTIVES AND METHODOLOGY OF

OBJECTIVES OF THE RESEARC H......

METHODOLOGY OF THE RESEARCH.... ..

OUTLINES OF THE RESEARCH..

CHAPTER 2: DEFINITION OF URBAN TRANSPORTATION

URBAN TRANSPORTATION PLANNING ..

TRAVEL DEMAND MODELING .

Four-stages travel demand mode .

Simultaneous or direct demand formulation .

SUSTAINABILITY IN URBAN TRA NSPORTATION

CHAPTER 3: SOFTWARE USED FOR URBAN

TRANSPORTATION PLANNING SOFTWARE .

VISUM AND VISSIM .....

COMPARISON OF SOFTWARE USED FOR URBAN

URBAN TRANSPORTATION PLANNING SOFTWARE

CHAPTER 4: PROPOSED PROGRAM FOR URBAN

STRUCTURE AND COMPONENTS OF THE PROPOSED

MODELS USED IN THE PROPOSED PROGRAM.... ..............

Models for forecasting socio -economic data...................

Models for trip generation / attraction .

Model for trip distribution ...

Model for modal split .

Model for trip assignment .

Model for operational evaluation of road network .

(HCM2000 - two lane highway) method .

4.3.7.1 Determination of the free flow speed ( FFS)

Determination of the average travel speed

4.3.7.3 Determination of model parameters

4.3.7.4 Determination of percent time spent

4.3.7.5 Determination of level of service (LOS).........

Operational evaluation of urban streets...........

4.3.8.1 The average travel speed (HCM2000 ATS)

Calculating of control delay (d)..

Calculating of average travel speed

Determine the LOS model...

Determine LOS grade......

Models for environmental assessment .

4.3.9.1 Air pollution model..

4.3.9.2 Model for noise pollution....

Modules of the program...

CHAPTER 5: ANALYSIS OF SOCIO -ECONOMIC DATA OF THE

STUDY AREA AND ZONING SYSTEM ..

ANALYSIS OF SOCIO -ECONOMIC DATA IN THE STUDY

Population and household................... .............................

Employment ... .....................

ANALYSIS OF THE PRESENT SITUATION OF