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Ms372: Transportation Planning: Resource Person: Mr. Nazam Ali (
Ms372: Transportation Planning: Resource Person: Mr. Nazam Ali (
PLANNING
RESOURCE PERSON: Mr. Nazam Ali (nazam.ali@umt.edu.pk) 1
Lecture 09
1. Designing routes
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It takes me where I want to go.
It respects me.
Connective Option
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Suppose that each line run
+ Ride 20 minutes
= 35 Minutes
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Suppose that each line run
every 30 minutes
avg. Wait 5 minutes
+ Ride 10 minutes
+ Wait 5 minutes
+ Ride 10 minutes
= 30 minutes
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The Connective Network is faster, even though it imposes a connection, because of the much higher frequencies
Stimulates ridership
As cities grow, the travel time advantages of the Connective Network increase e.g. in case of 6 residential areas
and 6 activity centres, the direct-service network would have 36 routes, while the connective network would have
only six. 8
However, connections service impose
Transfer penalty
Commuters Objection
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Challenges in Development of transit systems :
Encourage patronage,
Bus service is the most common form of public transit. Its popularity is based on its
• Flexibility,
• Expandability, and
• Low cost
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“Bus Route Planning is not a Science, it’s an Art”
A. Evaluation of Demand
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Estimation of the number of users: Travel Demand Forecasting, gives an estimate
of the number of users that will decide to use new bus route(s) instead of their
Use existing traffic data and microanalysis of the regions to determine when the
peak travel periods are and what specific destinations are the most common e.g. a
link b/w school and residential area.
Information about the spatial and temporal dimensions make the bus service
Route include
• The time
• Network Structure
• Grid networks
• Radial networks
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Grid networks are common in large cities. These systems tend to be centered on the central business
district with few routes venturing far outside the central business district (CBD).
Grid networks make extensive use of the existing roadways. Where traffic is heavy, deep within the
CBD, one or more exclusive bus lanes may be required in order to provide buses with adequate
freedom to move.
Exclusive bus lanes increase the capacity of the system by reducing delays caused by interfering traffic,
but the exclusive bus lanes also reduce the capacity of roadways to handle private traffic and parking.
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In an ideal grid system, everyone is within walking distance of one
north-south line and one east-west line. So you can get from anywhere
to anywhere, with one connection, while following a reasonably direct L-
shaped path.
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The intrinsic efficiency of grids is huge for cities that have arterial
streets or potential transit corridors laid out in a grid pattern e.g. Los
Angeles and Vancouver.
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Radial networks (polar grid or spider web) are also frequently found in modern
cities. These systems contain linear routes from the CBD to outlying suburbs.
Commuters who live in the suburbs and work in the CBD are well served by
Those who want inter-suburb transportation are not well served, unless there are
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The spider web assumes a single point of primacy, downtown, and organizes a grid
For example, you may be able to make a reasonably direct trip between non-
downtown points by using one of the circle lines in combination with one of the radial
lines. But,
It won't be as direct as it would be in a standard grid.
The spider web is only efficient if downtown is so predominant that it can justify the huge amount
As the radial lines get further and further apart the grid effect gets weaker and weaker.
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Many modern cities employ transit systems that are a combination of
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Poorly designed fare schedules and fare collection procedures can be
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The amount that passengers must pay for a particular trip can be calculated in several ways.
A city may choose to adopt a uniform fare for all routes in the transit network. While this rate structure is simple, it also
A more equitable solution would be to adjust the fare based on the distance the user travelled on the network, but this
Many transit authorities have decided on a compromise that charges users based on the number of zones that they travel
through on a given route. Travel from zone "A" to zone "E" would cost the user more than the shorter trip from zone "A" to
zone "C." This system is reasonably simple and much more equitable than the uniform fare system.
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Fare collection is another complicated issue, for which several solutions have been devised.
The driver can collect fares from each boarding passenger. While simple, this system causes large delays at every stop,
To reduce delay, fare collection machines that accept payment from the passengers are commonly installed near the bus
door. These machines allow the bus driver to focus on driving, and accelerate the boarding process considerably.
Finally, fare card programs are becoming more and more common. These systems allow the transit user to purchase a
magnetic card with a predetermined value. The fare is deducted when the passenger swipes the card through a reader at
the bus door. This system is very efficient. In addition, it allows the transit authority to monitor the transportation
habits of the cardholders by automatically recording the routes, stops, and times at which each card is used
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Designing a schedule can be quite complicated.
Example Problem
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1. Determine the time required to travel from one end of the route to the
other.
𝑅𝑜𝑢𝑡𝑒 𝐿𝑒𝑛𝑔𝑡ℎ
1−𝑤𝑎𝑦 𝑇𝑟𝑖𝑝 𝑇𝑖𝑚𝑒 = 𝐴𝑣𝑒𝑟𝑎𝑔𝑒 𝑂𝑝𝑒𝑟𝑎𝑡𝑖𝑛𝑔 𝑆𝑝𝑒𝑒𝑑
5 𝑚𝑖𝑙𝑒𝑠
1 − 𝑤𝑎𝑦 𝑇𝑟𝑖𝑝 𝑇𝑖𝑚𝑒 =
12𝑚𝑝ℎ
1 − 𝑤𝑎𝑦 𝑇𝑟𝑖𝑝 𝑇𝑖𝑚𝑒 = 25 𝑚𝑖𝑛𝑢𝑡𝑒𝑠
50 𝑚𝑖𝑛𝑢𝑡𝑒𝑠
𝑁𝑜. 𝑜𝑓 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠 𝑟𝑒𝑞𝑢𝑖𝑟𝑒𝑑 =
15 𝑚𝑖𝑛/𝑣𝑒ℎ𝑖𝑐𝑙𝑒
𝑁𝑜. 𝑜𝑓 𝑣𝑒ℎ𝑐𝑖𝑙𝑒𝑠 𝑟𝑒𝑞𝑢𝑖𝑟𝑒𝑑 = 3.33 𝑜𝑟 4 32
3. The revised round-trip time can now be calculated.
before it leaves for the next trip, is an often overlooked but essential aspect of bus
scheduling. Layover provides two important benefits:
One, it provides time to absorb late-running buses so that they can leave on time for the next trip,
and
Two, for many transit agencies it provides the only amount of break time bus drivers receive.
Finally, layover periods can be used to change drivers, or for other administrative purposes
Layover is an essential ingredient when one is determining Bus Running Times and in Bus
Blocking.
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4. Determine capacity of the route.
𝐶𝑎𝑝𝑎𝑖𝑐𝑡𝑦
𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 = 𝑉𝑒ℎ𝑖𝑐𝑙𝑒𝑠
𝑉𝑒ℎ𝑖𝑐𝑙𝑒
𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠 𝑝𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟𝑠
𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 = (4 )(75 )
ℎ𝑜𝑢𝑟 𝑣𝑒ℎ𝑖𝑐𝑙𝑒
𝑝𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟𝑠
𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 = 300
ℎ𝑜𝑢𝑟
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5. Suppose that the forecasted demand for this transit route is 400 passengers per hour at the peak
loading point. Re-estimate the required vehicles because the capacity calculated above is
insufficient to carry this projected demand.
𝑝𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟𝑠 𝑝𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟𝑠
𝑁𝑜. 𝑜𝑓 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠 = 400 / 75
ℎ𝑜𝑢𝑟 𝑣𝑒ℎ𝑖𝑙𝑒
𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
𝑁𝑜. 𝑜𝑓 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠 = 5.33
ℎ𝑜𝑢𝑟
60 𝑚𝑖𝑛𝑢𝑡𝑒𝑠
𝐻𝑒𝑎𝑑𝑤𝑎𝑦 =
5.33 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠
𝑚𝑖𝑛𝑢𝑡𝑒𝑠
𝐻𝑒𝑎𝑑𝑤𝑎𝑦 = 11.25 = 10
𝑣𝑒ℎ𝑖𝑐𝑙𝑒
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The final computations in schedule design will produce a summary of
the activity that will occur on the route during the period in question.
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Leave ‘A’ Arrive ‘B’ Leave Arrive ‘A’
‘B’
Schedule of Times 7:00 7:25 7:30 7:55
7:10 7:35 7:40 8:05
Next, since it takes 25 minutes for 7:20 7:45 7:50 8:15
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Vehicle Leave ‘A’ Arrive ‘B’ Leave ‘B’ Arrive ‘A’
Block
Vehicle Blocking
1 7:00 7:25 7:30 7:55
Try to link together schedule of 2 7:10 7:35 7:40 8:05
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Route Cycle time is the time it takes to drive a round trip on a route plus any time that the
operator and vehicle are scheduled to take a break (layover and/or recovery time) before
starting out on another trip.
Terminal points are considered the "ends" of a line or route. These are the locations where
vehicles generally begin and/or end their trips and operators usually take their layovers.
Loop routes have only one terminal point. A basic end-to-end route with bi-directional service has two
terminal points.
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Intermediate time points are locations along the route, between the terminals, that indicate
when the vehicle will be there. The term "node" is commonly used in computerized scheduling
systems to denote a time point.
Generally, on public timetables, these intermediate time points, or nodes, are timed to be between 6 and 10
minutes apart.
The points are generally located at major trip generator locations such as shopping centers, hospitals,
government buildings, and at locations where time is critical, such as major employment centers, intersecting bus
routes or rail centres.
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Blocking is the process of developing vehicle assignments. These assignments, or blocks, describe a series of
trips that are "hooked" together and assigned to a single vehicle. The block refers to the work assignment for only a
single vehicle for a single service workday.
The block may cover more than one route and may also involve more than one operator during the course of the vehicle
workday
Headway is the time that should elapse between consecutive buses arriving at stations or terminal points.
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