travel and transport planning

Transportation Planning

Transportation Planning is essentially the confluence many different disciplines coming together in the first stages of the development of plans, policies and legislative activities, funding, and project development. In, Designing Walkable Urban Thoroughfares: A Context Sensitive Approach , Transportation Planning is defined as "a collaborative and participatory process involving agencies, organizations and the public in a comprehensive look at national, state, regional and community needs…It examines demographic characteristics and travel patterns for a given area, shows how these characteristics will change over a given period of time and evaluates alternative improvements for the transportation system."

Sustainability

In the  Transportation Planning Handbook , Third Edition, transportation planning practice is defined as improving coordination between land use and transportation system planning; providing cooperative interaction between planning, design, and operation of transportation services; maintaining a balance between transportation-related energy use, clean air and water, and encouraging alternative modes of transportation that will enhance efficiency while providing high levels of mobility and safety. 

ITE has developed numerous resources on sustainable transportation hat can help transportation professionals make transportation more sustainable:

• Quick Bite on Sustainable Transportation   – Sustainable transportation as an organizing principle considers the ability to provide for society’s current needs without compromising the interests of future generations. The techincal brief explores what sustainability means to the profession as a whole, how it affects the transportation professional, and takes a look at the current state of the sustainability practice.
• Sustainable Traffic Signal Development  – The report provides summaries and examples of sustainable practices in planning, designing, and constructing traffic signals are presented in this report. The report also takes a brief look into the future and the convergence of automated vehicles, wireless communications, alternative energy sources, application of data and automated performance measurement systems.
• Sustainable Transportation: State of the Practice Review  – Provides a “snapshot” of the state of sustainable transportation engineering as applied by transportation practitioners, based primarily on a survey of ITE members.
• Smart Growth Transportation Guidelines  – ITE Recommended Practice presents concepts meant to assist transportation and development agencies, planners and designers, developers, elected officials, and others to understand and implement smart growth transportation-related concepts, policies and practices.
• Promoting Sustainable Transportation Through Site Design  – This report recommends site design practices that can be applied through the site development process to promote the use of more sustainable modes of passenger transportation, such as walking, cycling and transit.  Its primary purpose is to assist policymakers and professionals involved in the preparation, review and approval of nonresidential or mixed-use development proposals to identify and incorporate features that make sites more accessible to travel modes other than the single-occupant vehicle (SOV).

The Parking Standing Committee was formed to identify, educate and promote effective practices in the planning, design, operations and management of parking facilities. The council will focus on the following areas in the coming years: the relationship between land use and parking supply, (parking generation), parking management programs and transportation engineering issues associated with parking. The council sponsors numerous sessions at ITE’s Technical Conference and Exhibit and Annual Meeting and Exhibit. The council also assisted in updates to the Parking Generation Manual, which can be found on ITE's Trip and Parking Generation page.

Transportation and Health

Transportation and health are closely linked concepts. As a derived demand, the choice of transportation modes that people have access to can often dictate whether they will be actively moving for a significant part of the day (e.g., walking, biking) or engaging in more sedentary forms of travel (e.g., driving). Transportation options can also dictate level of access to health support facilities such as hospitals and clinics, public recreational facilities, and even such daily essentials as fresh produce and other food resources. For more information, visit the Transportation and Health Resource Page .

Accessibility and Transportation for All Users

Roadways are not designed for one type of vehicle, and a one size fits all approach to pedestrian design does not work either. Pedestrians have varying abilities. One in every five people in this country has a disability, and one third of our population does not drive. These numbers alone reveal the diversity we have in this country and the need for a variety of transportation choices. A large segment of the disabled population cannot leave home and travel to their destination independently. Many people with disabilities have low vision or are blind. Accessibility is a paramount safety issue to individuals with vision disabilities. Roadway designs have changed over the past 30 and 40 years, and many of these changes have made the simple task of crossing the street much more difficult, for example:

• Larger curb radii create longer crossing distances
• Pedestrian signals may be difficult to read from longer distances
• Curb ramps built at low grades can be difficult to detect for a person who is blind

Following tools and activities are of significance within the accessibility area of practice for transportation professionals

• Electronic Toolbox for Making Intersections More Accessible for Pedestrians Who are Blind or Visually Impaired
• Planning and Funding Accessible Pedestrian Facilities

Traffic Impact Analysis

The first two editions of the ITE Recommended Practice on Transportation Impact Analyses (TIASD) in 1996 and 2010 focused on describing details within the traditional transportation impact analysis approach commonly used throughout the USA and Canada,  based on a review of the 2010 edition  from approximately 200 jurisdictions and a similar effort supported the 1996 edition. Click for the current edition of Recommended Practice on Transportation Impact Analyses for Site Development .

ITE is in the process of updating the Recommended Practice on Transportation Impact Analyses for Site Development and re-branding it as a Recommended Practice on Multimodal Transportation Impact Analysis for Site Development (MTIA). The update is proposed to address emerging industry considerations that include both alternative approaches for public and private sector contributions to planned transportation infrastructure and services and a greater focus on multimodal measures of effectiveness. Click to learn more about the MTIA update project .

For more information on incorporating safety in the transportation impact analysis process, view the Technical Brief on Essential Components of Incorporating Safety in Transportation impact Analysis .

Councils and Committees

Transportation Planning Council

Parking Standing Committee

Sustainabily Standing Committee

Transportation and Health Standing Committee

Projects and Publications

T ransportation Planning Handbook

Traffic Impact Analyses for Site Development

Electronic Toolbox for Making Intersections More Accessible for Pedestrians Who are Blind or Visually Impaired webpage

Planning and Funding Accessible Pedestrian Facilities webpage

Transportation Planning Council Best Project Award

US Access Board website

Trip and Parking Generation

Want to create or adapt books like this? Learn more about how Pressbooks supports open publishing practices.

1 Introduction to Multimodal Transportation Planning

Chapter overview.

This chapter introduces multimodal transportation planning. It begins by defining multimodal transportation and exploring the benefits of modal diversity for system users and society. The multimodal transportation planning process is described, including several considerations when integrating transportation and land use. Traditional and contemporary planning practices are compared, including a review of biased and objective language in transportation planning. Overall, this chapter provides a framework for a conceptual understanding of multimodal transportation planning and introduces concepts and methods that will be explored throughout the book in more detail.

Chapter Topics

Overview of multimodal transportation, what is multimodal transportation planning, why is multimodal transportation planning important.

At the completion of this chapter, readers will be able to:

• Define multimodal transportation planning
• Describe the relationship between land use and transportation as it relates to accessibility
• Identify the need for and benefit of a diverse transportation system
• Differentiate between traditional transportation planning and multimodal transportation planning

Transportation is how we overcome spatial distances between activities. A transportation system includes facilities and services that provide mobility and access for people and goods. Multimodal planning recognizes that mobility involves more than through movement of vehicles. Mobility is the ability of people to move between origins and destinations using various modes of transportation. Accessibility is an areawide measure of the ease with which people can move between defined geographic areas to access desired activities and services. It includes the ability to reach a given location from numerous other locations or the ability to reach a variety of other locations from a given location (Williams & Seggerman, 2014).

Transportation systems are complex and the functions are interrelated. The characteristics of a transportation system can be explained in terms of inputs, outputs, outcomes, and impacts (Figure 1.1). To conceptualize the transportation system, think of it as a means to an end. In a look at resiliency, Weilant et al. (2019) explains that “the transportation system—a system within a larger system in a given geographic area—uses transportation services as a means to achieve the well-being of the transportation system and other systems, otherwise known as the ends” (p. 17). In other words, the inputs contribute to the outputs, outcomes, and ultimately, the impact that the transportation system has on its users, whether positive or negative.

Source: Adapted from Levinson, 2021, CC BY-SA 4.0

There are seven categories of transportation inputs that include the following:

• Infrastructure – includes highways, local roads, and rail (for drivers and autonomous vehicles), and gray and green infrastructure, such as pathways for pedestrians, bikes, scooters, and powered wheelchairs (Weilant et al., 2019).
• Land – relates to the land use type and pattern, scale and spatial structure, and urban form. Transportation and land use interact cyclically. Land use in this context relates to the movement of people between activities and land uses and land consumed for transportation infrastructure (Rodrigue, 2020).
• Energy – energy used for transportation includes petroleum products (products made from crude oil and from natural gas processing, including gasoline, distillate fuels (mostly diesel fuel), jet fuel, residual fuel oil, and propane), biofuels (ethanol and biomass-based diesel/distillates), natural gas, and electricity (U.S. Energy Information Administration, 2021).
• Labor – planners, engineers, construction staff, operations staff, public transportation providers (such as bus drivers and train conductors), and policymakers (Weilant et al., 2019).
• Vehicles – can be divided into modes (e.g., roadway, rail, water, air).
• Information, Operations, and Management – relates to the strategies in place to manage and maintain the transportation system.
• Funding – revenue sources for transportation include funding at the federal, state, and local levels.

Outputs are divided into two categories. The first category focuses on the movement of people between origins and destinations for a variety of purposes. The second category is goods movement, also referred to as freight or the distribution of items such as raw materials, parts, and consumer products. The transportation system helps move freight on freight facilities such as (U.S. Environmental Protection Agency, 2016):

• Seaports, airports, and border crossings
• Railyards and rail lines
• Marine highways
• Highways and high truck traffic roads
• Warehouse and distribution facilities

Outcomes refer to the system’s performance. Transportation outcomes may include transportation costs, travel times, mode choice, trip generation, and trip distribution. Finally, the impacts of the transportation system may be positive or negative. These include access, mobility, health, safety, the environment, the economy, and socialization/community cohesion.

Transportation can be divided into different modes (e.g., roadway, rail, water, air). Each mode has varying benefits and limitations for its users and the broader transportation system. To this end, transportation system users may use different combinations of modes in the same trip. For example, a person who rides public transportation will walk or cycle to the transit stop. A bike share user will walk from the docking station to their destination. Combining modes in this manner is indicative of multimodal transportation. An understanding of modal needs and the interconnectedness of modes is key to planning a safe and efficient multimodal transportation system.

Multimodal transportation planning is the integration of transportation and land use to provide diverse mobility options that meet the needs of various system users. To ensure the safe, efficient movement of all system users, multimodal transportation planning considers land use, system connectivity, and the interconnectedness of various modes. According to Litman (2021a), this should translate to “integrated institutions, networks, stations, user information, and fare payment systems” (p. 16). Transportation planning is a comprehensive process that should consider possible strategies, include an evaluation process that encompasses diverse viewpoints, ensure the collaborative participation of relevant transportation-related agencies and organizations, and include open, timely, and meaningful public involvement (FHWA, n.d.).

Traditional versus Contemporary Transportation Planning

The concept of “predict and provide” has traditionally been a driving force behind transportation planning. This planning process is characterized by anticipating future land use based on adopted future land use plans and analysis of market and growth trends in a community or region. It tends to react to, rather than attempt to shape, future growth and offers limited solutions to transportation needs – seeking primarily to accommodate rather than manage vehicular traffic demand.

In this process, a four-step model (shown in Figure 1.2) forecasts demand resulting from the locally adopted land use plan and predicts traffic congestion on specific links in the roadway network. Solutions derived from traditional processes typically involve expanding roadway capacity by adding new lanes and incorporating some system management strategies, such as turn lanes at intersections and signal coordination.

Figure 1.2. Traditional four-step transportation/land use model

Contemporary transportation planning integrates transportation and land use, placing more emphasis on expanding and reinforcing mode choice. Strategies emphasize multimodal investments and focus on facilities and services that manage and influence demand by expanding mode choice, providing efficient connections between modes, and coordinating land use decisions. According to Williams & Seggerman (2014), a diverse and compatible mix of land uses, along with “[d]ense, connected streets with narrower cross-sections and wider, continuous sidewalks are among the determinants of walkability, and also help to make activity centers functional, vibrant, and appealing” (p. 6). In this light, contemporary transportation planning is also (Florida Department of Transportation: District 5, 2011):

• Context-sensitive : looks at the broader context rather than focusing on solutions within the right-of-way, a single roadway, or a few intersections;
• Holistic : identifies transportation solutions that address broader land use issues and integrate land use and transportation for the long-term viability of the corridor and community;
• Collaborative : forms intergovernmental partnerships to identify and implement strategies that leverage the full value of all infrastructure investments; and
• Multimodal : examines pedestrian, transit, bicycling, and automobile travel and identifies supporting land use strategies.

Strategies to Shift to Multimodal Transportation

• Change the mindset of transportation system users by articulating and implementing a steady program of interventions to demonstrate the benefits of a more balanced policy package to multiple constituencies.
• Provide improved transit, walking, and biking alternatives to mobile underserved commuters—who use either transit or cars.
• Implement consistent policies and more integrated planning to coordinate road space reallocation needs with strategic improvements in public transportation alternatives.
• Ensure real community participation to generate new solutions to problems, increase the legitimacy of decisions, and mitigate implementation risk.
• Encourage local stakeholders to advocate for quick-win, incremental improvements—proper sidewalks, safe routes to schools—while the more time-consuming and large-scale interventions related to modernizing transit networks are underway at a systemic level.
• Identify diverse revenue sources to invest in transportation infrastructure that supports multimodal transportation.
• Engage in public-private partnerships to develop transit-supportive land uses and share the benefits of enhanced multimodal transportation.
• Target subsidies toward specific user groups such as low-income communities for whom affordability is a key constraint on their mobility.

Source: Adapted from Venter et al. (2019)

Planning Considerations

Figure 1.3 shows planning considerations and the transportation planning process. Generally, this process includes developing a vision, goals, and objectives, examining existing and future conditions, identifying and assessing needs, developing strategies to address those needs, selecting and prioritizing projects, funding and implementing projects, and monitoring system performance.

Figure 1.3. The transportation planning process

Source: Adapted from FHWA, n.d., Public Domain

Transportation planning must also consider a variety of laws including the following:

• Land Use (state and local law)
• Clean Air and Air Quality (Clean Air Act and Air Quality Standards)
• Environmental Policy (National Environment Policy Act (NEPA)
• Environmental Justice (Title VI)
• The Americans with Disabilities Act
• Presidential directives and Federal guidance as outlined in Executive Orders and other initiatives

Multimodal transportation planning best practices

Multimodal transportation planning should consider the following:

• A variety of transportation improvement options.
• Roadway, parking, and consumer costs
• Traffic crashes
• Quality of access for non-drivers
• Energy consumption
• Pollution emissions
• Equity impacts
• Physical health
• Land use development impacts
• Community livability
• A comprehensive and marginal comparison of modes to ensure appropriate scale and scope.
• The quality of mobility options, particularly for disadvantaged and underserved populations.
• Strategic planning objectives for long-range land use and economic development.
• Comprehensive transportation models that consider multiple modes, generated traffic impacts (the additional vehicle traffic caused by expansion of congested roadways), and the effects of various mobility management strategies such as price changes, public transit service quality improvements, and land use changes.
• Methods to provide people involved in transportation decision-making the opportunity to experience non-motorized transportation, if they do not already do so in their daily commute.

Source: Adapted from Litman (2021a)

Biased and Objective Language in Transportation Planning

The language used in transportation plans and related documents often reflects certain biases of traditional transportation planning practice. When planning for multimodal transportation options, it is important to contemplate the words used and consider their implications to avoid these biases. In particular, traditional terms used in transportation demonstrate a preference for automobile travel. For example, the term “improvement” is value-laden and often used to describe roadway widening projects. Such projects may or may not improve conditions for different modal users. A shift from biased language to more neutral and multimodal language ensures positive change for multimodal transportation and ensures clarity when communicating about plans, studies, projects, and so on. Table 1.1 illustrates the differences between biased and neutral terms used in transportation.

Table 1.1. Biased versus objective language used in transportation

Source: Lockwood, 2004 as cited by Litman, 2021b and Lockwood, 2017

Multimodal Environment Elements and Criteria

The multimodal environment includes several elements that relate to the organization and location of land uses, land use mix, density and intensity of development, and related multimodal policies (Williams et al., 2010). Mode choice and mobility are influenced by the organization and location of land uses. Activity centers are a good example of how land use can support the multimodal environment in this way. An activity center is “a compact node of development containing uses and activities which are supportive of and have a functional relationship with the social, economic, and institutional needs of the surrounding area” (Williams et al., 2010, p. 8). Activity centers include urban cores, suburban shopping and employment centers, transit hubs, and industry and freight centers. These areas are typically characterized by bicycle and pedestrian friendly environments and provide more efficient transit services.

Figure 1.4 illustrates the relationship between network, land use mix, and trip making on major roadways. As described by Williams et al. (2010):

The top example reveals how separate, stand-alone land uses require the use of the arterial for even short local trips due to the absence of network connections. This increases the need to drive among uses, rather than walk or bike, due to longer local travel distances. The bottom example shows how land uses can be organized on a connected network to create an environment that supports non-automobile modes, reduces vehicle miles of travel, and internalizes local trips (p. 6).

Figure 1.4. Land use organization, network connectivity, and arterial traffic

Source: Williams et al., 2010, Public Domain

Land use mix and development density and intensity support transit, walking, and bicycling when coupled with a well-connected street system. The proximity of key destinations to each other and to residential uses can reduce the number and length of vehicular trips, make daily travel more convenient, and provide access to more modal options.

Multimodal transportation is also supported by development density and intensity in centers and near transit. In traditional land use planning, maximum densities are generally established using either dwelling units per acre or floor area ratios. Multimodal planning involves consideration of minimum, rather than maximum, densities in areas to be served by transit. Finally, the elements of the multimodal transportation system become implementable with policies that prioritize pedestrians and cyclists, parking management, streetscapes, and transit station area amenities. The 5 D’s of transportation are described in more detail in Chapter 4 .

The 5 D’s of Land Use and Transportation

Density: population and employment by geographic unit

Diversity: mix of land uses

Design: neighborhood layout and street characteristics

Destination accessibility: ease or convenience of trip destinations from point of origin

Distance to transit: ease of access to transit from home or work

Source: Adapted from Ewing & Cervero (2010)

Accessibility and Mobility

Earlier in this chapter, transportation was defined as “facilities and services that provide mobility and access to move people and goods.” Accessibility and mobility, both of which require the integration of transportation and land use, are key when planning for a multimodal transportation system. For example, incorporating activity center concepts into the transportation element of a comprehensive plan lays the foundation for effective multimodal transportation systems in the future. The result is a plan that includes and identifies areas where walkable and compact urban development is desired and guides decisions and investments for future street design and facilities for public transportation, walking, and cycling (Williams & Seggerman, 2014).

Accessibility measures how easily people can travel between locations within a defined geographic area, as discussed in Chapter 8 . Accessibility can be assessed by evaluating the capacity and arrangement of transportation facilities and land use, such as the proximity and mix of jobs, shopping, community centers, and other activities.

Mobility measures the ability of people to make trips to meet their needs using any combination of transportation modes. Planning processes that support all modes of travel requires practitioners to change their perspectives on transportation from moving vehicles to moving people and goods .

Destination accessibility is often used as a measure to reduce vehicle miles traveled (VMT), but poor accessibility results in high VMT as a consequence of sprawl as shown in Figure 1.5. When mobility and accessibility are considered narrowly, the sprawl cycle ensues, which focuses on auto travel and fails to “sync” activity uses into centers, allowing instead the random expansion of residential and commercial development. As a result, agencies are always playing catch-up – trying to expand investments into outlying areas rather than use investments to reinforce multimodal activity and compact urban growth.

Figure 1.5. The vicious cycle of automobile dependency

Source: Transformative Urban Mobility Initiative, 2019, CC BY-SA 4.0

Multimodal Performance Measures

After the implementation of multimodal transportation planning strategies, a necessary step is to observe and measure the performance of these strategies over time. Transportation performance measures provide indicators of progress toward achieving established goals, objectives, or targets. Different measures for different facilities, modes, or areas can be used. For example, quality or level of service (LOS) is commonly used to evaluate the transportation system and is used to measure automobiles, transit, bicycles, and sidewalks. Potential barriers should also be considered when establishing indicators to measure the success of a system.

There are several indicators that can be used to measure multimodal transportation system performance. Common indicators include those related to the transportation system, health, the economy, land use, and politics. Several of these indicators and some related factors are as follows:

• Ridership, facility utilization rates, and traffic counts
• Completion of multimodal networks
• Crash rates and fatalities
• Emergency response time
• Public perception of safety
• Land values or rents and employment data
• Allocated system funding
• Balance of residential and non-residential development
• Political buy-in
• Potential government funding
• Political goals, objectives, and policies that support the multimodal transportation system

More information on evaluating system performance, including performance-based planning, performance measures for multimodal plans, modal quality and LOS, and evaluating accessibility is provided in Chapter 8 of this book.

Modal diversity is particularly important for persons who need or want access to non-motorized transportation options. Litman (2021a) groups these persons into the following categories:

• Children and teenagers who do not possess a driver’s license
• Seniors who do not or should not drive
• Adults unable to drive due to a disability
• Lower-income households burdened by vehicle expenses
• Law-abiding drinkers, and other impaired people
• Community visitors who lack a vehicle or driver’s license
• People who want to walk or bike for enjoyment and health
• Drivers who want to avoid chauffeuring burdens
• Residents who want reduced congestion, accidents, and pollution emissions.

The list of multimodal system users and the mode profiles demonstrate that myriad factors influence a transportation system’s capacity for modal diversity. These factors include socio-demographics, the built environment, attitude toward travel, travel characteristics, and mode choice. Many of these factors will be explored in more detail throughout this book, but to explain the significance of modal diversity, we will begin by addressing mode choice.

Factors people consider when choosing a mode include the convenience of the mode selected, available income and the cost of travel, travel time and reliability, available commuter benefits, commute distance, and life events. Furthermore, people are more inclined to continue to use a mode that they have used for an extended period of time. With the emergence of new and emerging technology such as ride sharing services, mode choice is further expanded. The ways in which innovation is impacting how people travel are still being explored and will be explained later in this book.

Mode choice is influenced by both internal and external factors. Planners, designers, engineers, and policy-makers, through a comprehensive and holistic multimodal planning process, can make multimodal transportation a more appealing choice for those who may otherwise drive alone (Schneider, 2013). This process requires strategies that increase the awareness and availability of various modes, improve safety and security, ensure convenience and affordability, and emphasize the personal, social, and environmental benefits of multimodal transportation. Finally, strategies that modify behavior long enough to generate better habits, such as transitioning from automobile dependence to walking, biking, or transit use, are directly linked to these processes. Although behavior-modifying strategies may be a significant component of multimodal transportation system planning, they have been criticized as being less effective than simply providing safe, efficient, and affordable modal options (Handy, 1996; Schneider, 2013).

Key Takeaways

Transportation is a means to ends – it moves people and goods from point A to point B. The way we plan for transportation impacts the quality of the ends – access, mobility, health, safety, the environment, the economy, and socialization/community cohesion. Multimodal transportation planning integrates transportation and land use to ensure the safe efficient movement of all system users and provides a means to more positive ends. Key takeaways from this chapter are:

• Effective multimodal transportation planning is both a transportation and land use activity.
• Diverse mobility options that meet the needs of various system users is the key to ensuring the safe and efficient movement of all system users.
• The traditional concept of “predict and provide” is reactive to, rather than guiding, future growth; offers limited solutions to transportation needs; and induces demand for more driving.
• Contemporary transportation planning should place more emphasis on expanding and reinforcing mode choice.
• Transportation language that is neutral and multimodal ensures positive change for multimodal transportation and ensures clarity when communicating with the public.
• The organization and location of land uses directly affects mobility and the efficiency of all transportation modes.
• Multimodal transportation is supported with a dense and diverse mix of land uses and services on an interconnected street system.
• Modal diversity is important for persons who need or want access to non-motorized transportation options.
• Factors people consider when choosing a mode include the convenience of the mode selected, available income and the cost of travel, travel time and reliability, available commuter benefits, commute distance, and life events.

Accessibility : An areawide measure of the ease with which people can move between defined geographic areas to access desired activities and services (e.g., the ability to reach a given location from numerous other locations, or the ability to reach a variety of other locations from a given location).

Activity Center: A compact node of development containing uses and activities which are supportive of and have a functional relationship with the social, economic, and institutional needs of the surrounding area.

Mobility: The ability of people to move between origins and destinations using various modes of transportation.

Multimodal Transportation Planning : The integration of transportation and land use to provide diverse mobility options that meet the needs of various system users.

FHWA. (n.d.). The transportation planning process briefing book: Key issues for transportation decisionmakers, officials, and staff . Retrieved July 9, 2021, from https://www.fhwa.dot.gov/planning/publications/briefing_book/index.cfm

Florida Department of Transportation: District 5. (2011). State Road 50 multi-modal corridor study: Executive summary . Kittelson and Associates, Inc. https://www.cflroads.com/project-files/359/2020-12-31%20SR%2050%20Final%20Report.pdf

Handy, S. (1996). Methodologies for exploring the link between urban form and travel behavior. Transportation Research Part D: Transport and Environment , 1 (2), 151–165. https://doi.org/10.1016/S1361-9209(96)00010-7

Kuzmyak, J. R., Walters, J, Bradley, M, and Kockelman, K. (2014). NCHRP report 770: Estimating bicycling and walking for planning and project development : A guidebook. Washington, D.C.: Transportation Research Board of the National Academies.

Levinson, D. (2021, February 28). Fundamentals of transportation . Engineering LibreTexts. https://eng.libretexts.org/Bookshelves/Civil_Engineering/Fundamentals_of_Transportation

Litman, T. (2021a). Introduction to multi-modal transportation planning: Principles and practices . https://www.vtpi.org/multimodal_planning.pdf

Litman, T. (2021b). Towards more comprehensive and multi-modal transport evaluation . 27.

Lockwood, I. (2017). Making the case for transportation language reform: Removing bias. ITE Journal . https://tooledesign.com/wp-content/uploads/2019/02/ite_language_reform-by-ian-lockwood-pdf.pdf

Rodrigue, J.-P. (2020). The geography of transport systems . https://transportgeography.org/

Schneider, R. J. (2013). Theory of routine mode choice decisions: An operational framework to increase sustainable transportation. Transport Policy , 25 , 128–137. https://doi.org/10.1016/j.tranpol.2012.10.007

Transformative Urban Mobility Initiative. (2019). Vicious cycle of automobile dependency . Own work. https://commons.wikimedia.org/wiki/File:Vicious_Cycle_of_Automobile_Dependency.png

U.S. Energy Information Administration. (2021). Use of energy for transportation—U.S. energy information administration (EIA) . https://www.eia.gov/energyexplained/use-of-energy/transportation.php

U.S. Environmental Protection Agency. (2016, October 1). Ports primer: 5.1 goods movement and transportation planning [Overviews and Factsheets]. https://www.epa.gov/community-port-collaboration/ports-primer-51-goods-movement-and-transportation-planning

Weilant, S., Strong, A., & Miller, B. (2019). Incorporating resilience into transportation planning and assessment . https://doi.org/10.7249/RR3038

Williams, K., Claridge, T., & Carroll, A. (2015). Multimodal transportation planning curriculum for urban planning programs (NITC-ED-851). NITC. https://nitc.trec.pdx.edu/research/project/851

Williams, K., & Seggerman, K. (2014). Multimodal transportation best practices and model element . https://www.nctr.usf.edu/wp-content/uploads/2015/08/77954.pdf

Williams, K., Seggerman, K., Pontoriero, D., & McCarville, M. (2010). Mobility review guide . https://www.cutr.usf.edu/wp-content/uploads/2012/08/Mobility-Review-Guide-CUTR-Webcast-04.21.11.pdf

The ability of people to move between origins and destinations using various modes of transportation.

An areawide measure of the ease with which people can move between defined geographic areas to access desired activities and services (e.g., the ability to reach a given location from numerous other locations, or the ability to reach a variety of other locations from a given location).

The integration of transportation and land use to provide diverse mobility options that meet the needs of various system users.

Multimodal Transportation Planning Copyright © 2024 by Peng Chen; Tia Boyd; and Kristine Williams is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 4.0 International License , except where otherwise noted.

Share This Book

The Geography of Transport Systems

The spatial organization of transportation and mobility

9.2 – Transport Planning and Governance

Authors: dr. jean-paul rodrigue, dr. theo notteboom and dr. brian slack.

Transport planning focuses on the public provision and financing of transportation assets, particularly roads and public transit systems.

1. The Purpose of Planning

“Long-range plans engender the dangerous belief that the future is under control.” Max Gunther

Transport planning usually addresses specific problems or broad transport concerns at a local level and has been traditionally a preoccupation of lower-tier governments (state, county, municipal). Because of this fact, transport planning is most developed in the urban sphere , and it is there where most experience has been gathered. The planning process, however, has several similarities with the policy process. Identifying a problem, seeking options, and implementing the chosen strategy are also essential steps in planning. Because it deals with localized problems, the solutions adopted in transport planning tend to be much more exact and specific than policy directives.

The common perspective is that planning is the realm of the public sector, although the private sector owns and operates substantial transportation assets. This implies that planning can be undertaken by private transport actors, such as carriers, to manage their assets at a scale beyond that of the public sector. The time horizon is an important part of the planning process :

• Strategic planning.  A high-level long-term planning horizon that relies on strategic plans implementing a vision . They tend to be capital-intensive and focus on developing large transport infrastructures like highways and terminals. Strategic planning recognizes a problem, such as the lack of capacity, and elaborates remediation policies and strategies. Policies can evolve due to economic and technological changes, so an adaptable strategic planning environment is necessary.
• Tactical planning.  Involves both financial and strategic planning, often reported through  business plans . Budgeting for allocating resources to specific activities and projects is part of the financial planning process. The time horizon usually involves three to five years and allocates resources to different activities to meet specific objectives. This assumes a competitive environment in which the allocation of resources will affect the structure and level of demand.
• Operational planning.  Involves decisions solving practical problems related to transport operations, usually within a year. The time horizon is too short to allow significant changes in the transport supply, such as by infrastructural investments, but allows for the allocation of mobile assets such as vehicles.

Three basic approaches can be identified concerning the hierarchical decision structure of the planning process :

• Top-down planning . The government or a related authority sets the strategic goals and prepares plans. On the positive side, such an approach can offer a comprehensive and long-term perspective to transport planning. The main issue is the potential for conflicts with stakeholders as they may not agree with the nature, the allocated resources, or the implementation of the planning goals.
• Bottom-up planning . Stakeholders such as carriers and operators are the main drivers of the planning process by providing actionable input. The government or related authority uses these inputs to create a strategic plan with limited oversight. One advantage is that the planning process effectively reflects the goals of the core stakeholders and market potential, leading to support. However, such an approach may be subject to capture by special interest groups and opportunistic behavior taking advantage of public funds to develop projects of limited value.
• Hybrid planning . The government or related authority sets the strategic intent of the planning process and asks stakeholders to propose projects supporting the main goals. The process involves a form of consensus, which can be a structured confrontation between different interests. Hybrid planning seeks a balance between macroeconomic objectives and microeconomic goals.

Conventionally, planning was a field dominated by engineers who gave it a distinctly mechanistic character . The planning process was considered a series of rigorous steps to measure likely impacts and propose engineering solutions and their financing. For instance, there were four major steps in this standard approach applied to urban transport planning; trip generation, trip distribution, modal split, and route selection. Planning evolved to rely on mathematical models, including regression analysis, entropy-maximizing models, and critical path analysis that are part of custom-designed software or, more generally, used as components of Geographic Information Systems.

There are many reasons why the results of these models should be treated with caution:

• They are only as good as the data they manipulate, and often the data is inaccurate or incomplete. The requirement for data has led to complex and costly collection processes, often delaying decisions.
• They are based on assumptions that the mathematical relationships between variables remain constant. Socioeconomic and technological changes often change assumptions.
• They can be manipulated to produce the outcome that would be the most preferred by the actors promoting policy or a project. For instance, only specific scenarios can be considered, and negative conditions are not allowed to be data points.
• Because the predictions were rarely subjected to subsequent evaluation , their validity is largely questioned. In this context, models will attempt to predict the future since projections rarely question the validity of the methodology , even when they turn out to be highly inaccurate.

The predictions of future traffic levels produced by the four-stage sequence are then used to identify urban planning options. Since the most common prediction of the modeling is that present capacities will be unable to cope with expected traffic growth, the tendency has been to produce planning solutions that call for expanding capacity . This has been referred to as predict and accommodate. It is the solution that has typified much of the urban transport planning from the 1940s to the 1980s. It has given rise to the expansion of highway construction that reinforced the dominance of the automobile. Rarely postmortems of the prediction models are undertaken. As it was learned through empirical observations, the issue of induced demand has distorted traffic outcomes since additional capacity incites additional traffic.

2. Contemporary Transport Planning

Planning is commonly scale-specific and multidimensional. In cities, traffic problems have increased significantly since the 1970s, despite a great deal of urban transport planning. There is a growing realization that perhaps planning has failed, and the wrong questions have been asked. Rather than estimate traffic increases and then provide the capacity to meet the expected growth, it is now accepted that what is required is better management of the transport system , particularly maintenance, through new approaches to planning. Just as urban planning requires the input of many specialists, transport planning uses a multi-disciplinary perspective to broaden the scope of the planning process. Planning is still a multi-step process , but it has changed considerably:

• Goals and objectives . While the goal of traditional transport policy, improving accessibility, is still valid, it must be considered in the context of other desirable goals. For instance, improving safety and health, reducing vehicle emissions, improving equity, enhancing economic opportunities, improving community livability, and promoting mobility are all valid. However, the prioritization of goals results in a very different planning process. Defining goals becomes a much more complicated stage in contemporary planning and can lead to conflicts. Increasingly, goals have turned to consider managing demand rather than trying to build capacity.
• Options . Given the possible range of goals that transport planners must consider, providing a set of possible options becomes necessary. Several objectives may be desirable, and thus, it is important to consider what they imply. Several scenarios may have to be considered, and they must become important components of the planning process.
• Identification of actors, institutions, and stakeholders . Given that transport planning has the potential to influence so many elements of society, it is important that those affected by the transport problem and its potential resolution should be identified so that they can be engaged. This would be a much broader list of affected parties than those involved in transportation activity and requires recognizing a role for citizen participation. Failure to do so runs the risk of a project meeting significant opposition from stakeholders perceiving that they have been left out or can be negatively impacted.
• Predicting outcomes, identifying benefits, and assessing costs . The stage of predicting the outcomes for each of the options is a critical step in the process. Models continue to play an important role, but whereas the traditional models were based on the number of trips, modeling is increasingly becoming more activity-based. Urban transport is seen in the context of scheduling household decisions in time and space. Demographic and social data are used extensively, and mathematical models have become more sophisticated. Nevertheless, there are roles for other types of analyses, including non-objective forecasts. The predicted outcomes must then be assessed as to their benefits and costs. These may be expressed in monetary terms, but many transport planning situations call for measurement in other terms, such as visual effects, environmental externalities, and employment impacts.
• Choosing a course of action . Evaluation of the scenarios must consider the costs and benefits from the frequently conflicting perspectives of the stakeholders and actors. Extensive public consultation may be required, potentially creating delays. The information must be disseminated and explained so an informed public can participate in the debate. Ultimately, it will be the politicians who decide. Still, they are swayed by the strength of the arguments presented by the transport professionals and, in publicly contentious cases, by pressure from interest groups.

The vast preponderance of transport planning, particularly at the urban level, has been devoted to passengers involving road transportation and public transit. The automobile and public transit issues have preoccupied planners since individual mobility can be highly political; drivers and users are also voters. Yet, the mobility of freight represents a significant part of many problems that planning seeks to address. Planning for freight movements, such as city logistics , is emerging. As a large private sector activity, it is difficult to control, and the industry itself makes many of the decisions that affect trucking. The emergence of large distribution centers on the outer fringes of metropolitan areas is taking place without much public control or oversight. This also involves large freight transport terminals such as ports, rail yards, and airports with freight activity, often under the jurisdiction of a separate authority responsible for planning.

The models and data used in transportation planning are of limited relevance when applied to the mobility of freight. For example, demographic data, such as household size, the backbone of passenger analysis, are irrelevant to freight flows within the manufacturing sector. However, it matters for home deliveries. The bi-polar daily peak of traffic movements applies only to passengers, freight movements being distributed in a different profile over a 24-hour period. Therefore, a more comprehensive freight planning process is emerging. In many cities, there is limited data on freight traffic, so planning takes place ad hoc. A much greater focus on freight planning is required since freight distribution is an important component of urban mobility and activities, with facilities such as distribution centers, ports, airports, and rail yards important components.

3. Transport Demand Management

In questioning the paradigm of building capacity, transport planners have turned increasingly to managing both demand and the transport system . Building roads has produced a car and truck-oriented society that can constrain modal alternatives. Car ownership is beyond the ability of the transport planner to control directly, and the question remains if this should be the case. Still, land use and density affect car use and ownership, both elements that planners can affect. High population densities favor walking, bicycling, and public transit use. This is why that a great deal of attention in planning is being paid to densification and integration . This includes concentrating development along well-served transport corridors (transit-oriented development) and increasing densities in areas undergoing rehabilitation.

Managing the demand for transport is made up of a large number of small interventions that cumulatively can impact demand but, in particular, improve the livability of cities. A sample of well-practiced and successful interventions includes:

• Park and ride . Parking spaces are provided, usually close to an expressway, where drivers can board public transit (e.g. buses or light rail) that provide service to the city center. This has become a staple feature in the outer zones of many North American and European cities. Its success is variable, however, and there is some evidence that park and ride may increase car use, as people who may have used regular bus services now use their cars to drive to the car parks.
• Traffic calming . Measures that seek to reduce the speed of vehicles in urban areas, such as speed bumps and street narrowing. For residential streets, the goal is to make their use by drivers unattractive because of the obstacles. For thoroughfares, the objective is to reduce the average speeds. The measures indicate the need for much greater attention to street design and layout.
• Priority lanes for buses and high occupancy vehicles and truck routes . Lanes on major thoroughfares and expressways can be reserved for buses, taxis, and passenger vehicles with several occupants. This has become an essential feature of transport planning in North America, where major highway expansion projects offer priority lanes. The goal is to encourage the use of buses and high occupancy vehicles that can be seen to travel at higher speeds along the reserved lanes by other drivers who may be stuck in traffic jams. The setting of truck routes allows for better segregation between passengers and freight traffic and more fluidity in traffic flows.
• Teleworking and alternate work schedules . Encouraging work hours other than the dominant 9 to 5 schedule. One of the most salient problems in transport planning is that demand is concentrated in two main peak periods. In the past, efforts were made to meet this demand by increasing road capacity, which resulted in the under usage of the off-peak capacity. Promoting flexible schedules and encouraging teleworking are policies that seek to spread out the demand for transport over more hours and even reduce the demand altogether. The Covid-19 pandemic underlined the potential and feasibility of teleworking, particularly in roles requiring information technologies.
• Promoting micro-mobility . In some countries, particularly the Netherlands, the bicycle is an important mode of travel. Walking, cycling, and other forms of micro-mobility, such as electric bikes and scooters, are energy efficient and encourage physical activity. However, in automobile-dependent cities, micro-mobility is difficult to integrate with trucks and cars. Encouraging greater use of micro-mobility requires significant planning adjustments, such as providing sidewalks, reserved lanes, charging stations, and bike stands.
• Car or ride-sharing . Conventionally, such schemes encouraged drivers to share car use with neighbors or co-workers when their mobility coincided. Information technologies have enabled the extension of car-sharing schemes to a wider base of ride-sharing through platforms that reconcile drivers offering mobility and users.
• Enhancing pedestrian areas . In many areas of high population density, the quality of life (enhanced safety, less pollution, etc.) and the visual attractiveness of streetscapes can be enhanced by excluding vehicles from streets altogether or limiting access to public transport vehicles. In Europe, this has become a distinctive feature of the historic cores of many cities.
• Improving public transit . Public transit use has declined in most cities. Yet it is the only alternative to the car in these cities, and thus enhancing the use of transit has become a major planning objective. Improvements include making transit more attractive by improving bus schedules and the appearance and comfort of transit vehicles and stations. At the same time, efforts are underway to widen the range of transit alternatives. These include extending commuter rail services and constructing new systems such as light and heavy rail modes.
• Parking management . Restricting on-street parking and charging higher rates for parking. This also applies to the parking of delivery vehicles, which has become an important issue with the growth of e-commerce and the associated home deliveries.

While planning interventions may positively affect transport demand, a more direct approach involving imposing more stringent cost measures on users can be an option. For instance, it is widely accepted that car users pay only a small proportion of the actual costs of their vehicle use. Economists argue that users should bear the external costs of their mobility. As rational as this argument may be, there are several problems with its application:

• First, there are difficulties in measuring externalities , with considerable variations in estimates between different studies. Different types of use, speeds, engines (internal combustion engines and electric), vehicle weight, or driving conditions, make it challenging to produce broadly accepted values. Decision-makers have difficulty in agreeing to impose charges when there is a diversity of evidence about external costs.
• Second, there are practical difficulties in collecting these costs . One of the easiest and most widely used methods is a gasoline tax. However, it is a crude approach because it imperfectly distinguishes between driving conditions and engine type. A fuel-efficient vehicle may have just as high consumption in heavy urban traffic as a less efficient vehicle in a rural setting. The growth in alternative fuels, such as electric vehicles, will further challenge fuel taxes.
• Third, is the political difficulty of imposing such additional costs on the public . Free access to roads tends to be seen as a right, and it is intensely unpopular to propose any new forms of revenue generation that hint at additional taxation.

The use of pricing mechanisms trends toward the greater application of some forms of tolling is accelerating.  Congestion pricing (or cordon pricing) has been applied in several jurisdictions where access to certain areas, usually the CBD, is tolled. A seminal application was the decision to charge private vehicles for entry into Central London in early 2003. Despite a great deal of opposition, this program has proved successful. Other cities, such as Stockholm (2007) and Milan (2012), implemented similar schemes. However, such strategies can be unpopular, as in the case of New York, which was initially proposed in 2007 and approved in 2019 but subject to delays in its implementation. As of 2023, it was still to be implemented. The commonality of congestion pricing applied to central areas concerns high density and limited transport capacity , such as parking spaces ( high cost of parking ), creating high demand and the willingness of users to pay for access. An even more drastic example is Singapore, where extreme measures limiting car purchases, high vehicle licenses, electronic tolls on highways, and cordon pricing in the downtown area have restrained car use.

Another form of charging is the imposition of tolls on new highways and bridges . In North America, the public had become used to the notion that highways are free of access, a legacy of the Interstate Highways Act, primarily funded by Congress. The legislation now permits private companies to build and operate private roads and bridges and to collect tolls to cover costs. A similar trend applies to developing economies such as China, where many new highways and bridges are toll-based to recover capital investments. A common trend, irrespective of the context, is that any new highway project will likely include tolls.

With congestion pricing, certain highway lanes are tolled at variable rates . When traffic is moving freely, there are no charges for the tolled lanes. But as traffic builds up and speeds are reduced, such as during peak hours, the costs of using the reserved lanes increase. The collection of the tolls is electronic, and drivers are informed of the current charges by large signs. Therefore, drivers are given a choice to stay in the slower lanes for free or move to the tolled lanes at a cost that is proportionate to the speed on the congested lanes. In the ride-sharing sector, congestion pricing mechanisms are also applied ( surge pricing ), particularly when demand exceeds supply. As fares increase, more drivers are incited to provide ride-sharing services, and users consider postponing their trips until an equilibrium is reached.

Congestion pricing schemes are not just the purview of road transportation. Early in its history, commercial aviation saw the implementation of higher landing fees at congested airports, particularly during peak hours. An outcome was to use higher capacity aircraft, push general aviation away to smaller airports, and generate more revenue to improve facilities. Ports, canals, and waterways can also use forms of congestion pricing, such as the Panama Canal, that offers the opportunity to book a certain number of daily passage slots at a higher rate to be guaranteed a specific time window. There is even an opportunity to book a high-priority passage at a very high cost compared with the regular toll.

5. Governance in Transportation

Transport policy and planning require governance, which is associated with the practical usage of existing resources as well as the allocation of new resources, such as investments. Like all sectors of activity, transportation has a unique set of characteristics about its governance as both the public and private sectors are actively involved.

Governance concerns the ownership and management of assets and resources to fulfill goals such as profit or welfare through the exercise of authority and institutional resources. It concerns the public as well as the private sectors but tends to apply differently depending on if public or private interests are at stake. In both cases, a significant concern is performance, which is how effectively available assets are used.

The governance of transport infrastructure is particularly relevant because of its strategic, economic, and social importance and the cross-jurisdictional character of many infrastructures, such as highways, rail, and telecommunication networks. Transport is not a mere convenience but a fundamental infrastructure that must systematically and continuously be available to its users. This is where governance plays the important role of ensuring continuity in operations. Effective governance is complex to assess since it is not linked with a specific governance structure, but generally conveys several advantages:

• Confidence . It provides confidence that an activity, such as a terminal, a transit system, or a logistics zone, is effectively managed. This can involve daily operations as well as the planning, design, and funding of new infrastructure. Effective governance is linked with consistent and reliable services as well as a good level of responsiveness and feedback when an unexpected issue arises.
• Capital costs . Lowers capital costs as investors and financial institutions have confidence that the allocated capital will be effectively used to develop and expand productive assets, generating returns. Avoiding wasteful investments and practices tends to attract private capital.
• Competitiveness . Improves the capability to compete through the retention of existing users and the attraction of new ones. This can take many forms, such as lower costs, but factors such as clear expectations and transparency are also significant. Keeping market considerations constant, organizations with better governance are usually more competitive than organizations with less effective governance.
• Stability . It confers long-term resilience in the organization, providing stability in capital markets and the financial institutions supporting them. Many transportation infrastructures have a long life span that can be more effectively managed with a stable long-term governance structure.

For transport infrastructures such as port terminals, airports, highways, inland ports, or logistics zones, many different forms of governance are in place, which shape modes of financing, operations, functioning, and external relationships. This includes mechanisms and options for the respective roles of public and private actors in the ownership, management, and operation of transport infrastructure and terminals. This is particularly important as large transport infrastructure involved in global flows of passengers and freight that are complex, capital intensive, and of strategic importance to the economic welfare of regions. Therefore, the capital intensiveness and the long life span of transportation infrastructures underline the need for effective governance to ensure that the infrastructures are adequately funded, maintained, operated, and expanded.

There are two main components of transport governance; ownership and operations. Ownership involves who is the owner of the terminal site and facilities (including equipment):

• Public ownership . Common because of the economic and strategic importance of many terminals. In several jurisdictions, passenger railroads are owned by the national government, and the passenger stations are thus under the control of the state-owned railway company, as is the case in China, Europe, and North America. Public ownership of ports and airports is also prevalent and can occur at the state or municipal levels of government. Under public ownership, investment in infrastructure and planning future expansion is carried out by the public authority using public monies or public guarantees for capital borrowed from private markets. The private sector is then offered leasing opportunities through concessions in which terms and duration can be negotiated.
• Private ownership . Less evident in transport terminals, but there are numerous exceptions for specific modes. Examples include road freight (distribution centers), rail freight transport in North America (terminals and rights of way), and where privatization has taken place in ports and airports in the United Kingdom and New Zealand. Here, private capital is used to provide infrastructure.

Operations involve the day-to-day management and carrying out of terminal activities:

• Public control . This is typical in many ports, state-controlled railroads, and publicly-owned airports. In these cases, the public authority provides the handling equipment, contracts with the labor force, and operates the rail, airport, and port terminals.
• Private companies . Manage and carry out operations in privately owned terminals. They are also active operators in many publicly owned facilities under a concession agreement. The latter is a growing trend in ports and airports, where facilities are leased to terminal operators for fixed terms. The types of concessions vary considerably in terms of duration and conditions. Some are short-term, a few years or so; more typically, they are long-term concessions of 15 to 30 years. In some, the owner provides equipment, such as gantry cranes in ports. In others, concession holders are expected to invest in equipment. In some, they are required to use public employees, while in others, they may use their own workers.

Public ownership and operations have been important in many modes because of the strategic importance of transport and the long-term investments required that the private sector may be incapable or unwilling to make. In this way, the terminals can be owned and operated as public goods and integrated with regional and national economic policies. On the other hand, public facilities are seen as slow to respond to market conditions, with a propensity to over-invest in non-economic developments, and with high user costs. The default commonly leaves the governance structure as it is since inertia is the usual norm for managing large infrastructures.

Related Topics

• 9.1 – The Nature of Transport Policy
• 9.3 – Transport Safety and Security
• B.16 – The Financing of Transportation Infrastructure
• City Logistics (External site)

Bibliography

• Ewing, R.H (1999) Traffic Calming: state of the practice. Washington, DC: Institute of Transportation Engineers.
• Flyvbjerg, B. (2009) “Survival of the Unfittest: Why the Worst Infrastructure Gets Built and What We Can Do About It”, Oxford Review of Economic Policy, Vol. 25, No. 3, pp. 344–367.
• Gordon, P. and H.W. Richardson (1997) Are compact cities a desirable planning goal? Journal of the American Planning Association; Vol. 63, No. 1, pp. 95-106.
• Kenny, C. (2009) “Transport construction, corruption and developing countries”, Transport Reviews, Vol. 29, No. 1, pp. 21-41.
• Krizek, K.J. and D.A. King (2021) Advanced Introduction to Urban Transport Planning, Northampton, MA: Edward Elgar Publishing.
• Meyer, M. and E. Miller (2000) Urban Transportation Planning, Second Edition, New York: McGraw-Hill.
• Nash, C. and B. Matthews (2013) “Transport Pricing and Subsidy”, in J-P Rodrigue, T. Notteboom and J. Shaw (eds) The Sage Handbook of Transport Studies, London: Sage.
• Stopher, P. and J. Stanley (2014) Introduction to Transport Policy, Northampton, MA: Edward Elgar Publishing.

Share this:

Transportation Planning Analysis

• First Online: 13 April 2022

Cite this chapter

• Yanmei Li 3 &
• Sumei Zhang 4  

986 Accesses

Transportation planning process is complex and requires a significant amount of data and analysis. This chapter briefly introduces the key analytical methods and procedures of transportation planning analysis, covering the fundamental concepts of transportation planning analysis. The chapter explains the process of transportation planning and how it relates to previous chapters of the book. The key methods in transportation planning are to construct and assess the Urban Transportation Modelling System (UTMS). UTMS involves four distinctive steps: Trip Generation, Trip Distribution, Mode Choice, and Trip Assignment. The chapter introduces the UTMS modeling, parking analysis, transit analysis, long-range transportation plans, and capital improvement planning. The future of mobility and transportation will be briefly discussed as well. Although this chapter is introduced separately from housing analysis and environmental analysis, transportation planning should consider integration with housing and environmental planning.

This is a preview of subscription content, log in via an institution to check access.

Access this chapter

Subscribe and save.

• Get 10 units per month
• Download Article/Chapter or eBook
• 1 Unit = 1 Article or 1 Chapter
• Cancel anytime
• Available as PDF
• Read on any device
• Instant download
• Own it forever
• Available as EPUB and PDF
• Compact, lightweight edition
• Dispatched in 3 to 5 business days
• Free shipping worldwide - see info
• Durable hardcover edition

Tax calculation will be finalised at checkout

Purchases are for personal use only

Institutional subscriptions

Barreto, L., Amaral, A., & Baltazar, S. (2019). Flexible on demand transport services (FDTS): The future of mobility systems. In 2019 IEEE international conference on engineering, technology and innovation (ICE/ITMC) (pp. 1–9). Valbonne Sophia-Antipolis. https://doi.org/10.1109/ICE.2019.8792649

Chapter   Google Scholar  

Botchwey, N. D., Falkenstein, R., Levin, J., Fisher, T., & Trowbridge, M. (2014). The built environment and actual causes of death: Promoting an ecological approach to planning and public health. Journal of Planning Literature, 30 (3), 261–281.

Article   Google Scholar  

CDC (Centers for Disease Control and Prevention). (2010). Teen Drivers: Fact Sheet. Injury Prevention & Control: Motor Vehicle Safety . Accessed June 6, 2021. http://www.cdc.gov/MotorVehicleSafety/Teen_Drivers/teendrivers_factsheet.html

Evans, L. (1990). An attempt to categorize the main determinants of traffic safety. Health Education Research, 5 (2), 111–124. https://doi.org/10.1093/her/5.2.111

FHWA (Federal Highway Administration). (2007). Traffic analysis toolbox volume VI: Definition, interpretation, and calculation of traffic analysis tools measures of effectiveness . Publication No. FHWA-HOP-08-054. U.S. Department of Transportation.

Google Scholar  

FHWA (Federal Highway Administration). (2012a). Traffic analysis toolbox volume XII: Work zone traffic analysis – Applications and decision framework . U.S. Department of Transportation.

FHWA (Federal Highway Administration). (2012b). Trends in Statewide Long-Range Transportation Plans.

FHWA (Federal Highway Administration). (2018). Traffic data computation method pocket guide . U.S. Department of Transportation.

FHWA (Federal Highway Administration) & FTA (Federal Transit Administration). (2018). Federal strategies for implementing requirements for LRTP updates for the Florida MPOs.

Federal Highway Administration (FHWA). n.d. Highway Functional Classifications. Retrieved from: https://www.fhwa.dot.gov/planning%20/processes/statewide/related/highway_functional_classifications/section03.cfm#Toc336872980

Furth, P. (2000). Data analysis for bus planning and monitoring. In Synthesis of transit practice 34 . Transportation Research Board, National Research Council.

Hannon, E., Knupfer, S., Stern, S., Sumers, B., & Nijssen, J. T. (2019). An integrated perspective on the future of mobility . McKinsey Center for Future Mobility. McKinsey&Company.

ITE (The Institute of Transportation Engineers). (2010). Designing walkable urban thoroughfares: a context sensitive approach.

ITE (The Institute of Transportation Engineers). (2016). Transportation planning handbook (4th ed.). John Wiley & Sons, Inc..

ITE (The Institute of Transportation Engineers). (2017). The trip generation manual (10th ed.).

Jeong, I., & Shin, S. J. (2017). High-performance work practices and organizational creativity during organizational change: A collective learning perspective. Journal of Management, 45 (2), 1–17. https://doi.org/10.1177/0149206316685156

Koutsopoulos, H. N., Ma, Z., Nouralehi, P., & Zhu, Y. (2019). Chapter 10 – Transit data analytics for planning, monitoring, control, and information. In Mobility patterns, big data, and transport analytics: Tools and applications for modeling . Elsevier.

Mathew, T. V., & Rao, K. V. K. (2007). Introduction to transportation engineering . NPTEL. A Project Funded by MHRD, Govt. of India.

Mokdad, A. H., Marks, J. S., Stroup, D. F., & Gerberding, J. L. (2004). Actual causes of death in the United States, 2000. Journal of the American Medical Association, 291 (10), 1238–1245.

Mokdad, A. H., Marks, J. S., Stroup, D. F., & Gerberding, J. L. (2005).‘Correction: Actual Causes of Death in the United States, 2000. Journal of the American Medical Association 293 , 293–294.

NCSS. (2020). Chapter 326: Negative binomial regression. NCSS statistical software. Retrieved on October 20 from: https://ncss-wpengine.netdna-ssl.com/wp-content/themes/ncss/pdf/Procedures/NCSS/Negative_Binomial_Regression.pdf .

Opengov.com. (2019). Capital planning in the digital era .

Rentsch, A., Feldman, J., & Ramaswamy, L. (2019). Machine learning for urban planning: Estimating parking capacity. Harvard Data Science Capstone Project, Fall 2019. Towarddatascience.com , Dec. 15, 2019. https://towardsdatascience.com/machine-learning-for-urban-planning-estimating-parking-capacity-15aabd490cf8

Salter, R. J. (1976). Highway traffic analysis and design . Palgrave. https://doi.org/10.1007/978-1-349-06952-1

Book   MATH   Google Scholar  

Sharma, A. K., & Landge, V. S. (2013). Zero inflated negative binomial for modeling heavy vehicle crash rate on Indian rural highway. International Journal of Advances in Engineering & Technology, 5 (2), 292–301.

U.S. Department of Transportation Federal Highway Administration (FHWA). (2020). Highway functional classification concepts, criteria and procedures . Accessed on 20 Oct 2020 from: https://www.fhwa.dot.gov/planning/processes/statewide/related/highway_functional_classifications/section03.cfm .

Urban Land Institute (ULI). (1993). The dimensions of parking . National Parking Association.

Web Resources

Transportation Research Board: http://www.trb.org/AboutTRB/AboutTRB.aspx

Federal Highway Administration: https://safety.fhwa.dot.gov/

APA Transportation Planning Division: https://transportation.planning.org/

Urban Land Institute: https://uli.org/

Institute of Transportation Engineers: https://www.ite.org/

Federal Transit Administration: https://www.transit.dot.gov/

Transit Planning Resources Library: https://www.transit.dot.gov/regulations-and-guidance/transportation-planning/planning-resource-library

U.S. Department of Transportation: https://www.transportation.gov/

Transportation Planning Resources Library: https://www.transportation.gov/leadershipacademy/resource-library

Download references

Author information

Authors and affiliations.

Florida Atlantic University, Boca Raton, FL, USA

University of Louisville, Louisville, KY, USA

Sumei Zhang

You can also search for this author in PubMed   Google Scholar

Electronic Supplementary Material

(docx 16 kb), rights and permissions.

Reprints and permissions

Copyright information

© 2022 Springer Nature Switzerland AG

About this chapter

Li, Y., Zhang, S. (2022). Transportation Planning Analysis. In: Applied Research Methods in Urban and Regional Planning. Springer, Cham. https://doi.org/10.1007/978-3-030-93574-0_13

Download citation

DOI : https://doi.org/10.1007/978-3-030-93574-0_13

Published : 13 April 2022

Publisher Name : Springer, Cham

Print ISBN : 978-3-030-93573-3

Online ISBN : 978-3-030-93574-0

eBook Packages : Mathematics and Statistics Mathematics and Statistics (R0)

Share this chapter

Anyone you share the following link with will be able to read this content:

Sorry, a shareable link is not currently available for this article.

Provided by the Springer Nature SharedIt content-sharing initiative

• Publish with us

Policies and ethics

• Find a journal
• Track your research

Make it better, not just safer: The opportunity to reinvent travel

We remember the first time we jumped in a cold lake on a hot summer day with our siblings. The first time we ate street food walking the streets of a new country with college roommates. We even remember the first business trip we took—straight out of college, and too nervous to enjoy the ride.

This desire to build memories, to connect with people, and to see new places drove 1.4 billion of us to travel internationally in 2019. 1 International tourism highlights: 2019 edition, World Tourism Organization, 2019, e-unwto.org. Creating safer travel experiences is now paramount to protect this privilege.

Now is clearly a moment of crisis for the travel industry. Available seat miles on US airlines were down 71 percent in April 2020 from the previous year. 2 Andrew Curley, Alex Dichter, Vik Krishnan, Robin Riedel, and Steve Saxon, “ Coronavirus: Airlines brace for severe turbulence ,” April 2020. Globally, hotels are at 29 percent occupancy, compared with 72 percent over the same period in 2019. 3 STR occupancy data for May 17 through May 23, 2020. However, we are seeing green shoots of demand in areas that are opening up, highlighting an enduring desire to travel; our April survey of Chinese leisure travelers shows that many people are already planning their next trip. 4 Xiang Mi, “Big data from Tongcheng: The average room rate of domestic hotels during the ‘May Day’ rose by about 42% year-on-year,” DoNews , April 27, 2020, donews.com; Kay Chen, Will Enger, Jackey Yu, and Cherie Zhang, “ Hitting the road again: How Chinese travelers are thinking about their first trip after COVID-19 ,” May 2020.

But the future of the travel industry will depend on more than just travelers’ pent-up demand. For some, the romance that travel used to inspire was already wearing thin even before the crisis. We spoke to people across multiple geographies who have traveled in the last two months, 5 Recent traveler interviews conducted May 4 to May 15, 2020, with travelers aged 25–55 from China, Germany, Sweden, and the United States. and the one constant across their experiences was added stress—whether due to limited entry points, multiple new checkpoints, or fellow travelers’ inconsistent compliance with published safety measures.

Safety must be the first priority. Wherever possible, however, intensified health and hygiene protocols should be implemented in ways that avoid making journeys more difficult in the aftermath of the pandemic—for example, the way that travel became logistically more complex after 9/11 because of additional security measures. The imperative to move fast has often meant unilateral decision making, rather than solutions developed through quick, iterative feedback. Any further advance of cold or sterile experiences as a result of the (appropriate) pursuit of safety could radically shift behaviors toward simpler experiences, such as choosing to drive instead fly, or could even dampen the overall recovery.

Travel companies need to excite and attract customers as well as reassure them. To achieve this, leaders should focus on making travel better—not just safer—which means giving travelers more control, offering greater authenticity and personalization, and taking a customer-centric, agile approach.

Moving beyond table-stakes safety initiatives

Many travel companies have already announced a series of health and hygiene measures, often promoted with well-known cleaning brands or health experts. But not all of these measures will survive in their current forms: some won’t be effective, some won’t resonate with travelers, and some will prove impossible to deliver consistently and at scale. Constant one-upmanship on cleanliness, though well-intentioned, can be problematic for two reasons. First, each new announcement resets the bar on hygiene standards, leaving industry players scrambling to keep up with initiatives—whether or not they actually improve employee or traveler safety. Second, the travelers we interviewed told us that the fragmentation across new cleanliness programs creates anxiety and confusion about what works and who to trust to keep them safe. If one airport claims that its security process is safer than another’s, for example, why would travelers trust that any airport is safe? Travelers should have confidence in the whole system, rather than be anxious about pieces within it (Exhibit 1).

In fact, a focus on health and hygiene only scratches the surface of the changes that are necessary in the aftermath of the current crisis. Companies can consider three types of interventions to reinvent and reinvigorate travel over the coming years (Exhibit 2).

In addition to table-stakes safety initiatives, a second category of actions can reassure and comfort the public. Brands might differentiate themselves and re-engage their travelers with visible, communications-based cues—such as notifications about the health status of the destination city and personalized notes about the importance of testing and other safety measures. Finally, companies need to move beyond reassuring customers to exciting them, perhaps by looking for opportunities to create exceptional travel experiences.

Making travel better, not just safer

As travel companies redesign their traveler experiences to address risks and anxieties related to COVID-19, they should remember that the pain points and trends that existed before the crisis—such as the shift toward a more digital and personalized journey, and an increased emphasis on wellness and sustainability—have not gone away (Exhibit 3). Airports, for example, are going to have to rethink customer experience in the coming years, but many already understood the importance of improved service and contactless operations. 6 For more, read Melissa Dalrymple and Kevin Dolan, “ Beyond contactless operations: Human-centered customer experience ,” May 2020; “ How customer experience takes flight at the Orlando airport ,” February 2017.

Another example is the high-anxiety purchase journey for flights and lodging, meaningful purchases that often cannot be returned. Simplifying these experiences represents a significant opportunity: before the crisis, we estimated (in partnership with the International Air Transport Association) that the value at stake in making airline ticket retail easier might be $40 billion 7 Riccardo Boin, Alex Cosmas, and Nina Wittkamp, “ Airline retailing: The value at stake ,” November 2019. —equivalent to 4 percent of 2019 revenues—by 2030.

Many initiatives can make the travel experience simultaneously better and safer. Housekeeping services, for instance, will need to adjust for safety concerns, but revised protocols can also reduce environmental impact (such as through less-frequent laundering of sheets during each stay), decrease cost, and give guests more flexibility (by letting them choose their own housekeeping schedule).

Companies will also need to look outside the industry to understand changing consumer expectations. Travelers develop preferences and needs based on their interactions with all companies, not only when they’re on airplanes or in hotels. Companies should consider, for example, how travelers interact with grocery-store clerks, food-delivery persons, or virtual-shopping experts.

Admittedly, the current economic context makes it difficult to expect companies to do more. Indeed, not every good idea will be economically feasible, and there’s little slack in the system for big launches that fail. The good news is that some of the necessary changes will require no significant capital outlay but instead a change in mindset toward customer experience–centric behaviors. Where investment is needed, developing a clear perspective on which actions to prioritize will require balancing of the travelers’ needs with consistent delivery (perhaps with a smaller organization) and the business case’s viability.

Travel companies should bear three principles in mind when designing new protocols and experiences.

Give customers more choice and control

Companies should empower customers to build their own itinerary using smarter, connected digital tools and make it easier for them to modify or cancel their plans. In addition, companies must recognize that the factors that promote customer loyalty may now have shifted; near-term uncertainty may mean, for example, that the ability to cancel a reservation matters more than brand choice or price. The moments that matter might mean more digital than ever and in new places within the customer journey. Solutions and policies that provide choice and control will help to build the trust and confidence necessary to get travelers back on the road and in the air.

Be human and genuine, and personalize the experience

Before the crisis, personalized and unique experiences constituted a dominant trend. Boutique hotels, for instance, were the fastest-growing hotel segment in the United States, with supply increasing 10.6 percent between 2018 and 2019, compared with an overall hotel supply growth of 2.0 percent. 8 Kim Bardoul, “Boutiques can give hoteliers rebound opportunities,” Hotel News Now , April 22, 2020, hotelnewsnow.com. Travelers are drawn to those hotels that put a human face on the institution, that can combine the high standards and consistency of a hotel chain with the personality and privacy of a vacation rental. Major hotel chains have recognized these changing preferences and launched new “soft brands” that serve as a collection of boutique hotels.

Travel companies now have an opportunity to take this personalization a step further, but—in a world where formerly welcoming smiles are behind masks—they will need to find new ways to connect. We have heard hotel staff calling first responders who were quarantining in their hotels to check on them and including notes of encouragement in their bagged lunches, and of airline pilots addressing passengers pre-flight to reassure them and answer any questions about safety.

Getting this right is a balance: mass emails from the CEO can only go so far, and consumers are already reporting fatigue around “we’re all in this together” messaging that is beginning to ring hollow. According to a recent Adobe study, brand marketers are 20 percent more likely than consumers to believe that consumers want to see ads on companies’ COVID-19 responses. 9 Adobe Blog , “Navigating advertising strategy during the COVID storm,” blog entry by Keith Eadie, May 21, 2020, theblog.adobe.com. The bar for authenticity in brand communication and behavior across channels (including in person) must remain high. As such, communication should be focused on what a company is doing for the traveler, rather than delivering superficial platitudes.

Frontline staff can also be powerful messengers and are a great source of insight for improvements or opportunities that a home office will not spot as quickly. Travel workers have been through a lot since the start of the crisis, both professionally and personally, and maintaining an open dialogue around their experiences—and acting upon their feedback—will be vital to ensuring that they feel safe and confident.

To move forward, the industry can actually look backward and take inspiration from a time when airline travel was exciting and new, and travel companies went out of their way to solve for traveler needs rather than just optimizing against the competition.

Listen to customers, and take an agile approach

We have found that companies that surpass their peers in customer-experience design tend to share a set of features 10 Benedict Sheppard, Hugo Sarrazin, Garen Kouyoumjian, and Fabricio Dore, “ The business value of design ,” McKinsey Quarterly , October 2018. : they have agile, cross-functional teams that develop and iterate with end users and deliver seamlessly across touchpoints. Companies that deliver at the highest level across those themes recognize real returns, outperforming their peers by nearly 3:1 in revenue and 1.5:1 in return to shareholders. In this time of great uncertainty and fluid demand, it will be more important than ever to listen to travelers and understand their rapidly evolving needs.

While many travel companies have begun to embrace agile principles in IT and digital, these principles are becoming a useful tool across the entire enterprise as we go into the “next normal.” As travel companies manage their new reality, they will need to be nimble. Cross-functional agile squads that break down traditional silos and collaborate more efficiently can help their companies move quickly to address changing traveler needs across the journey. When launching a new initiative, for example, these teams can conduct quick, one-on-one customer interviews—even in the hotel lobby or boarding area—that can be used to cocreate and pilot solutions at a relatively low expense, using metrics like adoption rate and rapid-fire feedback to course correct in real time. 11 For more on agile principles, see Hugo Sarrazin and Belkis Vasquez-McCall, “ Agile with a capital ‘A’: A guide to the principles and pitfalls of agile development ,” February 2018.

Picture yourself in your favorite vacation spot. Perhaps you’re lying on a beach towel, hiking up a mountain, or skiing down one. Your journey there was different, but the new measures gave you more control and flexibility while ensuring your safety.

The companies that thrive after this crisis will likely be those that work with travelers and employees to cocreate distinctive solutions in a rapid and agile manner, that find new ways to enable choice across the customer experience, and that communicate progress in an authentic and transparent way.

No crystal ball can tell us what the future of travel will be, and we will not find the right solutions to today’s fluid situation overnight. This will take time, patience, and probably many attempts as we learn together. But travel companies need to embrace the challenge to come back better.

Melissa Dalrymple is a partner in McKinsey’s Chicago office, where Ryan Mann is an associate partner. Melinda Peters is a consultant in the New Jersey office and Nathan Seitzman is a partner in the Dallas office.

The authors wish to thank Vik Krishnan, Ellen Scully, Nate Lagacy, Kyle Snyder, Andrew Leon Hanna, Anna Obed, and Luis Diego Cabezas for their contributions to this article.

Explore a career with us

Related articles.

Hospitality and COVID-19: How long until ‘no vacancy’ for US hotels?

A new approach in tracking travel demand

• 50th Anniversary
• Governance Structure
• Commissioners
• Agendas, Minutes and Presentations
• Staff Directory
• Contractors, Suppliers and Vendors
• Employment Opportunities
• Purchasing and Bids
• Privacy Policy
• Town of Ashland
• Charles City County
• Chesterfield County
• Goochland County
• Hanover County
• Henrico County
• New Kent County
• Powhatan County
• City of Richmond
• Environment
• Executive Committee
• Audit, Finance & Facilities
• Public Outreach and Engagement
• Special & Ad Hoc
• Policy Board
• Policy Board Executive Committee
• Technical Advisory Committee
• Community Transportation Advisory Committee
• LRTP Advisory Committee
• Active Transportation Work Group
• Vision Zero Work Group
• Public Transportation Work Group
• RSTP/CMAQ Subcommittee
• Rural Transportation Advisory Committee
• Bike-Ped Steering Committee
• 2050 Socioeconomic Data Work Group
• Finance Committee
• Regional Priorities Subcommittee
• Transit Service Governance Subcommittee
• Nominating Committee
• Personnel Committee
• Fall Line Working Group
• Full Calendar
• Get Involved
• Document Library
• Meeting Materials
• Links of Interest
• Street Name Clearinghouse

Transportation

• Long Range Transportation Plan
• Transportation Improvement Program
• Congestion Management Process
• Regional Transportation Funding
• Bike Ped Plan
• GIS Geo-Hub
• Unified Planning Work Program
• Public Engagement Plan
• Public Notices
• Bylaws and Guidance Documents
• Policy and Procedures
• ABC's of RRTPO
• What is Transportation Planning?
• Federal & State Requirements
• How Does it All Fit Together?
• Transportation Planning in our Region
• Statewide Planning & Programming
• Best Practices

All about transportation

What is transportation planning.

Safer. Smarter. Faster. More convenient. That’s the purpose of transportation planning. First, you plan – a long term view of your transportation strategy. Then, you program – a near term view of your projects and implementation plan.

Transportation planning is the process of looking at the current state of transportation in the region, designing for future transportation needs, and combining all of that with the elements of budgets, goals and policies. It helps shape how a community or city grows by evaluating everything from streets and highways to cargo ships to public transit and bike lanes. It can influence everything from business to recreation to quality of life.

Transportation Planning Accomplishes Many Different Things

Provides the information, tools and public engagement needed for improving transportation system performance

Is a Comprehensive, Cooperative and Continuing process (“3 Cs”) that requires monitoring of the system’s performance and condition

Influences many decisions, including policies, choices among alternative strategies, priorities and funding allocations

Planning also includes multiple factors outside of transportation. It also focuses on:

• Land Use (state and local law)
• Clean Air and Air Quality (Clean Air Act and Air Quality Standards)
• Environmental Policy (National Environment Policy Act – NEPA)
• Environmental Justice (Title VI)
• Americans with Disabilities Act

Contributors to the Transportation Planning Process

The transportation planning processes includes many contributors. The thoughts and ideas from all of the stakeholders are critical to ensure a successful outcome.

Transportation Planning Goals

There are numerous important goals in the transportation planning process . The key is to balance them while designing a plan that meets the Transportation Planning Goals.

• Access to Employment: Provide for transportation system connections to areas of employment density and key activity centers, with an emphasis on connecting to areas of high poverty rates.
• Freight Mobility: Enhance freight corridors and intermodal connections to facilitate goods movement into, within and out of the region.
• Safety & Security: Provide for transportation improvements that increase safety and security for system users.
• System Reliability: Implement technologies and programs to improve travel times and support the ease of travel throughout the region.
• Congestion Mitigation: Support transportation system improvements that address existing and expected future traffic congestion.
• Environment & Air Quality: Provide for project alternatives that protect and enhance the region’s natural resources.
• Multimodal Connectivity: Improve accessibility and interconnectivity of various transportation modes for all systems users.
• Preservation & Maintenance: Ensure that existing transportation infrastructure and facilities achieve a constant state of good repair.

What is The Transportation Planning Process?

The Transportation planning process has many factors to consider. Modes of transportation , infrastructure , technology, demand and users are all needs to be considerations for the overall process.

As the population of our region continues to grow while sources and funds for transportation continue to shrink, we must make smart choices about our transportation options. The best solutions are those that provide a system of integrated travel modes that are balanced among the environmental, economic and community development goals of our region.

• View Record

TRID the TRIS and ITRD database

TRAVEL SURVEY MANUAL

This Travel Survey Manual provides transportation planners with guidance for developing and implementing the most common types of travel surveys, including: household travel and activity surveys; vehicle intercept and external station surveys; transit onboard surveys; commercial vehicle surveys; workplace and establishment surveys; special generator, hotel, and visitor surveys; and parking surveys. The manual assumes that the user has recognized the need for newer or different disaggregate modeling data, that the need for survey research of some kind has been defined, and that the user has developed a detailed modeling plan and has a strong understanding of the data requirements for the anticipated models. This manual does not address transportation modeling explicitly. Chapter 1 provides an introduction. Chapter 2 discusses the generic travel survey process. Chapter 3 describes the types of surveys and selecting the proper types of travel surveys. Management and quality control are addressed in Chapter 4, and precision and accuracy in travel surveys in Chapter 5. Chapters 6 through 12 describe, respectively, each of the survey types listed above. The emerging use of new types of survey data is examined in Chapter 13. Chapter 14, the final chapter, discusses geocoding of survey data. Appendices A through K are listed in the Table of Contents, but are not included in this publication.

• Record URL: https://rosap.ntl.bts.gov/view/dot/13222
• This manual was prepared for the Federal Highway Administration (FHWA) as part of the Travel Model Improvement Program (TMIP). The TMIP is a cooperative effort of the U.S. Department of Transportation (including the FHWA, the Federal Transit Administration, and the Office of the Secretary), the Environmental Protection Agency, and the Department of Energy. The manual's appendices are published separately as FHWA-PL-96-030.

Cambridge Systematics, Incorporated

Federal Highway Administration

• Proussaloglou, K
• McGuckin, N
• Publication Date: 1996-7
• Features: Figures; Tables;
• Pagination: 594 p.

Subject/Index Terms

• TRT Terms: Accuracy ; Alternatives analysis ; Coding systems ; Geographic information systems ; Guidelines ; Implementation ; Management ; Manuals ; Precision ; Quality control ; Surveys ; Travel surveys
• Uncontrolled Terms: Options ; Survey methods
• Subject Areas: Administration and Management; Highways; Planning and Forecasting; Public Transportation; Research; I72: Traffic and Transport Planning;

Filing Info

• Accession Number: 00728400
• Record Type: Publication
• Report/Paper Numbers: FHWA-PL-96-029
• Files: NTL, TRIS, USDOT
• Created Date: Nov 8 1996 12:00AM

Russia Packing List

Whether you're heading to Russia for vacation or business, there are a few absolute essentials that you can't forget to pack. Beyond the appropriate wardrobe, you should bring a power converter; your passport and visa; and much more. Make your list and plan ahead of time so you don't leave anything important behind.

You can't travel to Russia if you don't have a Russian visa. In order to get one, you should apply well in advance of your trip through an embassy. You will also need an invitation (issued by the hotel at which you plan to stay or through a travel agent), and you can use this invitation to apply for your visa. Double check that the visa is valid during the dates of your trip, and carry your visa with you wherever you go in Russia as sometimes police do random checks.

Bring some cash with you, as you will likely need it. Euros and USD can be exchanged almost anywhere in Russia. There will be ATMs in the airport (or wherever you are arriving), but it’s possible in Russia that they’ll be out of order—so don’t take that risk. It’s quite difficult to pay by credit card in Russia (and practically impossible to pay by debit card), so having cash is essential. Make sure the bills are in crisp, good condition, as it’s quite common in Russia for people (and even banks) to reject damaged bills.

If you’re traveling to Moscow or St. Petersburg and are planning on seeing the tourist attractions , make sure you have a good way of securing your money. Either wear a money belt or get a small bag that sits close to your body with a secure closure—and keep an eye on it!

If you are going to be staying with a host family, or interacting extensively with Russian people in general, it’s nice to bring some small souvenirs from your country (mugs, t-shirts, keychains, and so on). This is a small gesture that will be greatly appreciated.

Toilet Paper

Russian toilets are notoriously dirty and unkempt, and you will often not find toilet paper inside. Carry some with you (or a small pack of tissues) just in case. You may also want to pack a travel-sized bottle of hand sanitizer as well.

In general, it’s good to bring layers. A scarf will be particularly useful for covering your head if you’re a woman planning to visit religious monuments. This is usually not obligatory, but it is appreciated.

Russian weather is quite unpredictable, and even if you’re traveling at the height of summer, it would be wise to bring an umbrella. This is especially true in St. Petersburg or ​ northern Russia , where it's more likely to rain.

When you're packing your toiletry bag, make sure to include prescription drugs and contact lens solution. Although you can buy most household items in pharmacies and shops in Russia, these particular things are surprisingly difficult to find.

Fancy Outfits

If you plan on going clubbing, you'll need to bring nice clothes. Many clubs, especially in Moscow and St. Petersburg , have a strict dress code and will not let you in if you’re not up to their standards. So don’t show up wearing jeans and a T-shirt, which may be fine if you're  going to a casual, local bar  but not to an exclusive club.

Duffel Bags

Packing light is recommended no matter where you're traveling to. But in Russia, try to leave your oversized luggage and rolling suitcases at home. Instead, use a duffel bag that you can easily throw over your shoulder. Many Russian metro stations don’t have escalators but they do have huge staircases that must be climbed to get around the station, which is difficult to navigate with a bulky suitcase.

Best Souvenirs to Buy in Russia

Russian Travel Tips: How to Act Properly in Public

Is It Safe in Russia?

15 Traditional Russian Foods You Must Try

Russia Travel Basics and Tips

Public Toilets in Russia and Eastern Europe

Photos of Russia

How to Travel to Russia on a Budget

Russian Teatime Traditions

Celebrating New Year's in Moscow or St. Petersburg, Russia

How to Get a Cab in Russia: A Guide to Russian Taxis

Russian Nesting Dolls

The Top Drinks to Try in Russia

Gift Ideas for Your Russian Host

The Origin of the Matryoshka, Russian Nesting Dolls

How to Make Traditional Russian Pancakes

Google Maps vs. Waze: Which map app goes the distance?

G oogle Maps is preinstalled on most Android phones, but Waze is a popular alternative many use for directions. Despite Google owning both apps, they offer different approaches to navigation with unique features that can make one a better choice for your day-to-day traveling. We explain what makes each app unique and why one or the other might be better for your navigation needs. Waze is unavailable on WearOS. If you're considering jumping into the increasingly impressive world of Android smartwatches , stick with Google Maps.

A short explanation of Google Maps and Waze

Google Maps has been around since 2005 and is the go-to navigation choice for most Android users. It's preinstalled on most Android phones, and its helpful features make it more than a navigation app. From leaving reviews, checking traffic, filtering restaurants by dietary requirements, and seeing how much you've traveled, there are many great Google Maps features that many people aren't even aware of.

Waze, founded in 2008 and bought by Google in 2013, focuses on driving personal vehicles. It gives real-time journey updates by relying on users to enter information about traffic, speed cameras, accidents, road closures, or anything affecting road conditions. It doesn't provide information on public transport and only offers limited information about nearby businesses.

Google Maps vs. Waze: Transport options

Google Maps should be your go-to option when traveling by public transport, taxi, bike, or foot. Waze shows public transport routes but doesn't provide walking directions along roads. If you frequently travel by bus or train, use Google Maps to stay up to date on timetables and route times.

When it comes to traveling by car, competition is tighter. While driving directions are only one of Google Maps' features, the entire Waze app is built around helping drivers get from A to B as quickly and safely as possible. We break down what each app offers drivers to help you choose which app to use.

Google Maps vs. Waze: Safe driving features

Many apps offer driver-friendly features, such as increasing the size of essential UI elements and activating voice commands for actions. Google Maps and Waze are designed for use in your car, so they have plenty of features to ensure you can safely navigate while driving.

When you start a journey, both apps have large UIs that are easy to interact with. You don't need to hunt through menus and windows to perform everyday actions. For example, both apps let you navigate to nearby locations (for example, gas stations) with a few taps. You don't need to type any information.

How to set your commute in Google Maps

You can also issue instructions via voice commands. For example, on both apps, you can say, "Hey, Google, take me to the nearest gas station," and they automatically redirect you.

For driver safety, Waze wins out. While Google Maps follows the company's trend of prioritizing aesthetics over practicality, Waze's interface is bright, bold, and intuitive.

Google Maps vs. Waze: Traffic information and hazards

Both apps provide real-time traffic updates but display them in different ways. Waze's reliance on user input means you can expect almost instantaneous updates in busy areas. Google Maps' is slower at identifying hazards and traffic jams.

While using Waze, the app prompts you to check if a reported hazard or traffic slowdown is still there. If you respond negatively, the app removes the hazard from everyone's maps if other drivers agree. There's a constant stream of updates on hazards or traffic slowdowns, along with drivers' estimated speeds.

Google Maps color-codes roads from red to green depending on traffic congestion. You don't see estimated speeds or receive real-time updates. Google Maps allows you to report hazards or speed cameras, but it doesn't prompt you like Waze.

For up-to-date traffic information, Waze easily wins. The data is more detailed and up-to-date. However, due to the reliance on users, hazards may go unreported for a while in rural areas.

Google Maps vs. Waze: Trip planning

Both apps provide trip-planning features. While Waze offers a detailed breakdown of traffic and estimated arrival times, Google Maps' public transport information gives a better idea of the options available.

Waze's trip planning tool makes it easy to check the estimated arrival time from your date and time of departure by car. It's accurate and quick to use. You can connect it to your calendar to receive notifications of the best time to leave.

Google Maps' trip planning isn't convenient when comparing different times, but it is more detailed. The app automatically generates alternative public transport routes even when exploring private transport options. Even if you're planning to drive, you might discover that a train is the faster option. Something that's impossible with Waze.

If your only transport option is driving, Waze is the better choice for trip planning. If you want to see all your options, Google Maps provides a detailed breakdown of every transport option that gets you to your destination.

Google Maps vs. Waze: Discovering nearby locations

Google Maps and Waze support discovering nearby gas stations, restaurants, coffee shops, and other locations. Google Maps' extensive database of businesses and user reviews is more informative than the information Waze provides.

Google's business information pages contain opening times, reviews, menus, photos, updates, contact details, and more. The app is a comprehensive guide to nearby services, whether in the middle of traveling or planning a trip.

Waze offers a limited selection of nearby location options and only displays crucial information like opening times, contact details, and reviews. It's helpful in a pinch but switch to Google Maps or Yelp for a comprehensive guide to nearby businesses.

How to record and use your voice for Waze Navigation

Google maps vs. waze: which is best for you.

Google Maps' comprehensive database of routes and locations makes it the perfect companion if you like to explore all your transport and location options before setting off. While offering unparalleled real-time updates for driving, Waze is useless when it comes to public transport and has limited offline support for routes. In contrast, Google Maps can save entire regions offline.

If you drive regularly, Waze will help you get from A to B as fast as possible while minimizing the risk of hazards. If you're exploring a new location or regularly use public transport, Google Maps should be your go-to navigation app. Either way, both are compatible with Android Auto .

Travel Itinerary For One Week in Moscow: The Best of Moscow!

I just got back from one week in Moscow. And, as you might have already guessed, it was a mind-boggling experience. It was not my first trip to the Russian capital. But I hardly ever got enough time to explore this sprawling city. Visiting places for business rarely leaves enough time for sightseeing. I think that if you’ve got one week in Russia, you can also consider splitting your time between its largest cities (i.e. Saint Petersburg ) to get the most out of your trip. Seven days will let you see the majority of the main sights and go beyond just scratching the surface. In this post, I’m going to share with you my idea of the perfect travel itinerary for one week in Moscow.

Moscow is perhaps both the business and cultural hub of Russia. There is a lot more to see here than just the Kremlin and Saint Basil’s Cathedral. Centuries-old churches with onion-shaped domes dotted around the city are in stark contrast with newly completed impressive skyscrapers of Moscow City dominating the skyline. I spent a lot of time thinking about my Moscow itinerary before I left. And this city lived up to all of my expectations.

Travel Itinerary For One Week in Moscow

Day 1 – red square and the kremlin.

Metro Station: Okhotny Ryad on Red Line.

No trip to Moscow would be complete without seeing its main attraction. The Red Square is just a stone’s throw away from several metro stations. It is home to some of the most impressive architectural masterpieces in the city. The first thing you’ll probably notice after entering it and passing vendors selling weird fur hats is the fairytale-like looking Saint Basil’s Cathedral. It was built to commemorate one of the major victories of Ivan the Terrible. I once spent 20 minutes gazing at it, trying to find the perfect angle to snap it. It was easier said than done because of the hordes of locals and tourists.

As you continue strolling around Red Square, there’s no way you can miss Gum. It was widely known as the main department store during the Soviet Era. Now this large (yet historic) shopping mall is filled with expensive boutiques, pricey eateries, etc. During my trip to Moscow, I was on a tight budget. So I only took a retro-style stroll in Gum to get a rare glimpse of a place where Soviet leaders used to grocery shop and buy their stuff. In case you want some modern shopping experience, head to the Okhotny Ryad Shopping Center with stores like New Yorker, Zara, and Adidas.

Read Next: Things To Do on Socotra

To continue this Moscow itinerary, next you may want to go inside the Kremlin walls. This is the center of Russian political power and the president’s official residence. If you’re planning to pay Kremlin a visit do your best to visit Ivan the Great Bell Tower as well. Go there as early as possible to avoid crowds and get an incredible bird’s-eye view. There are a couple of museums that are available during designated visiting hours. Make sure to book your ticket online and avoid lines.

Day 2 – Cathedral of Christ the Saviour, the Tretyakov Gallery, and the Arbat Street

Metro Station: Kropotkinskaya on Red Line

As soon as you start creating a Moscow itinerary for your second day, you’ll discover that there are plenty of metro stations that are much closer to certain sites. Depending on your route, take a closer look at the metro map to pick the closest.

The white marble walls of Christ the Saviour Cathedral are awe-inspiring. As you approach this tallest Orthodox Christian church, you may notice the bronze sculptures, magnificent arches, and cupolas that were created to commemorate Russia’s victory against Napoleon.

How to Get a Decent Haircut in a Foreign Country

Unfortunately, the current Cathedral is a replica, since original was blown to bits in 1931 by the Soviet government. The new cathedral basically follows the original design, but they have added some new elements such as marble high reliefs.

Home to some precious collection of artworks, in Tretyakov Gallery you can find more than 150,000 of works spanning centuries of artistic endeavor. Originally a privately owned gallery, it now has become one of the largest museums in Russia. The Gallery is often considered essential to visit. But I have encountered a lot of locals who have never been there.

Famous for its souvenirs, musicians, and theaters, Arbat street is among the few in Moscow that were turned into pedestrian zones. Arbat street is usually very busy with tourists and locals alike. My local friend once called it the oldest street in Moscow dating back to 1493. It is a kilometer long walking street filled with fancy gift shops, small cozy restaurants, lots of cute cafes, and street artists. It is closed to any vehicular traffic, so you can easily stroll it with kids.

Day 3 – Moscow River Boat Ride, Poklonnaya Hill Victory Park, the Moscow City

Metro Station: Kievskaya and Park Pobedy on Dark Blue Line / Vystavochnaya on Light Blue Line

Voyaging along the Moscow River is definitely one of the best ways to catch a glimpse of the city and see the attractions from a bit different perspective. Depending on your Moscow itinerary, travel budget and the time of the year, there are various types of boats available. In the summer there is no shortage of boats, and you’ll be spoiled for choice.

Travel Itinerary for One Week in Beijing

If you find yourself in Moscow during the winter months, I’d recommend going with Radisson boat cruise. These are often more expensive (yet comfy). They offer refreshments like tea, coffee, hot chocolate, and, of course, alcoholic drinks. Prices may vary but mostly depend on your food and drink selection. Find their main pier near the opulent Ukraine hotel . The hotel is one of the “Seven Sisters”, so if you’re into the charm of Stalinist architecture don’t miss a chance to stay there.

The area near Poklonnaya Hill has the closest relation to the country’s recent past. The memorial complex was completed in the mid-1990s to commemorate the Victory and WW2 casualties. Also known as the Great Patriotic War Museum, activities here include indoor attractions while the grounds around host an open-air museum with old tanks and other vehicles used on the battlefield.

How I Planned My Trip to Vietnam

The hallmark of the memorial complex and the first thing you see as you exit metro is the statue of Nike mounted to its column. This is a very impressive Obelisk with a statue of Saint George slaying the dragon at its base.

Maybe not as impressive as Shanghai’s Oriental Pearl Tower , the skyscrapers of the Moscow City (otherwise known as Moscow International Business Center) are so drastically different from dull Soviet architecture. With 239 meters and 60 floors, the Empire Tower is the seventh highest building in the business district.

The observation deck occupies 56 floor from where you have some panoramic views of the city. I loved the view in the direction of Moscow State University and Luzhniki stadium as well to the other side with residential quarters. The entrance fee is pricey, but if you’re want to get a bird’s eye view, the skyscraper is one of the best places for doing just that.

Day 4 – VDNKh, Worker and Collective Farm Woman Monument, The Ostankino TV Tower

Metro Station: VDNKh on Orange Line

VDNKh is one of my favorite attractions in Moscow. The weird abbreviation actually stands for Russian vystavka dostizheniy narodnogo khozyaystva (Exhibition of Achievements of the National Economy). With more than 200 buildings and 30 pavilions on the grounds, VDNKh serves as an open-air museum. You can easily spend a full day here since the park occupies a very large area.

Places to Visit in Barcelona That Aren’t Beaches

First, there are pavilions that used to showcase different cultures the USSR was made of. Additionally, there is a number of shopping pavilions, as well as Moskvarium (an Oceanarium) that features a variety of marine species. VDNKh is a popular venue for events and fairs. There is always something going on, so I’d recommend checking their website if you want to see some particular exhibition.

A stone’s throw away from VDNKh there is a very distinctive 25-meters high monument. Originally built in 1937 for the world fair in Paris, the hulking figures of men and women holding a hammer and a sickle represent the Soviet idea of united workers and farmers. It doesn’t take much time to see the monument, but visiting it gives some idea of the Soviet Union’s grandiose aspirations.

I have a thing for tall buildings. So to continue my travel itinerary for one week in Moscow I decided to climb the fourth highest TV tower in the world. This iconic 540m tower is a fixture of the skyline. You can see it virtually from everywhere in Moscow, and this is where you can get the best panoramic views (yep, even better than Empire skyscraper).

Parts of the floor are made of tempered glass, so it can be quite scary to exit the elevator. But trust me, as you start observing buildings and cars below, you won’t want to leave. There is only a limited number of tickets per day, so you may want to book online. Insider tip: the first tour is cheaper, you can save up to $10 if go there early.

Day 5 – A Tour To Moscow Manor Houses

Metro Station: Kolomenskoye, Tsaritsyno on Dark Green Line / Kuskovo on Purple Line

I love visiting the manor houses and palaces in Moscow. These opulent buildings were generally built to house Russian aristocratic families and monarchs. Houses tend to be rather grand affairs with impressive architecture. And, depending on the whims of the owners, some form of a landscaped garden.

During the early part of the 20th century though, many of Russia’s aristocratic families (including the family of the last emperor) ended up being killed or moving abroad . Their manor houses were nationalized. Some time later (after the fall of the USSR) these were open to the public. It means that today a great many of Moscow’s finest manor houses and palaces are open for touring.

20 Travel Tips I’ve Learned From Travelling The World

There are 20 manor houses scattered throughout the city and more than 25 in the area around. But not all of them easily accessible and exploring them often takes a lot of time. I’d recommend focusing on three most popular estates in Moscow that are some 30-minute metro ride away from Kremlin.

Sandwiched between the Moscow River and the Andropov Avenue, Kolomenskoye is a UNESCO site that became a public park in the 1920’s. Once a former royal estate, now it is one of the most tranquil parks in the city with gorgeous views. The Ascension Church, The White Column, and the grounds are a truly grand place to visit.

You could easily spend a full day here, exploring a traditional Russian village (that is, in fact, a market), picnicking by the river, enjoying the Eastern Orthodox church architecture, hiking the grounds as well as and wandering the park and gardens with wildflower meadows, apple orchards, and birch and maple groves. The estate museum showcases Russian nature at its finest year-round.

12 Stunning National Parks and Regional Parks In France

If my travel itinerary for one week in Moscow was a family tree, Tsaritsyno Park would probably be the crazy uncle that no-one talks about. It’s a large park in the south of the city of mind-boggling proportions, unbelievable in so many ways, and yet most travelers have never heard of it.

The palace was supposed to be a summer home for Empress Catherine the Great. But since the construction didn’t meet with her approval the palace was abandoned. Since the early 1990’s the palace, the pond, and the grounds have been undergoing renovations. The entire complex is now looking brighter and more elaborately decorated than at possibly any other time during its history. Like most parks in Moscow, you can visit Tsaritsyno free of charge, but there is a small fee if you want to visit the palace.

How To Stop Procrastinating When Trip Planning

Last, but by no means least on my Moscow itinerary is Kuskovo Park . This is definitely an off-the-beaten-path place. While it is not easily accessible, you will be rewarded with a lack of crowds. This 18th-century summer country house of the Sheremetev family was one of the first summer country estates of the Russian nobility. And when you visit you’ll quickly realize why locals love this park.

Like many other estates, Kuskovo has just been renovated. So there are lovely French formal garden, a grotto, and the Dutch house to explore. Make sure to plan your itinerary well because the estate is some way from a metro station.

Day 6 – Explore the Golden Ring

Creating the Moscow itinerary may keep you busy for days with the seemingly endless amount of things to do. Visiting the so-called Golden Ring is like stepping back in time. Golden Ring is a “theme route” devised by promotion-minded journalist and writer Yuri Bychkov.

Having started in Moscow the route will take you through a number of historical cities. It now includes Suzdal, Vladimir, Kostroma, Yaroslavl and Sergiev Posad. All these awe-inspiring towns have their own smaller kremlins and feature dramatic churches with onion-shaped domes, tranquil residential areas, and other architectural landmarks.

Two Weeks In Thailand: The Perfect 14-Day Itinerary

I only visited two out of eight cities included on the route. It is a no-brainer that Sergiev Posad is the nearest and the easiest city to see on a day trip from Moscow. That being said, you can explore its main attractions in just one day. Located some 70 km north-east of the Russian capital, this tiny and overlooked town is home to Trinity Lavra of St. Sergius, UNESCO Site.

You Will Also Like: 3-Day London Itinerary

Sergiev Posad is often described as being at the heart of Russian spiritual life. So it is uncommon to see the crowds of Russian pilgrims showing a deep reverence for their religion. If you’re traveling independently and using public transport, you can reach Sergiev Posad by bus (departs from VDNKh) or by suburban commuter train from Yaroslavskaya Railway Station (Bahnhof). It takes about one and a half hours to reach the town.

Trinity Lavra of St. Sergius is a great place to get a glimpse of filling and warming Russian lunch, specifically at the “ Gostevaya Izba ” restaurant. Try the duck breast, hearty potato and vegetables, and the awesome Napoleon cake.

Day 7 – Gorky Park, Izmailovo Kremlin, Patriarch’s Ponds

Metro Station: Park Kultury or Oktyabrskaya on Circle Line / Partizanskaya on Dark Blue Line / Pushkinskaya on Dark Green Line

Gorky Park is in the heart of Moscow. It offers many different types of outdoor activities, such as dancing, cycling, skateboarding, walking, jogging, and anything else you can do in a park. Named after Maxim Gorky, this sprawling and lovely park is where locals go on a picnic, relax and enjoy free yoga classes. It’s a popular place to bike around, and there is a Muzeon Art Park not far from here. A dynamic location with a younger vibe. There is also a pier, so you can take a cruise along the river too.

How to Save Money While Traveling in Europe

The Kremlin in Izmailovo is by no means like the one you can find near the Red Square. Originally built for decorative purposes, it now features the Vernissage flea market and a number of frequent fairs, exhibitions, and conferences. Every weekend, there’s a giant flea market in Izmailovo, where dozens of stalls sell Soviet propaganda crap, Russian nesting dolls, vinyl records, jewelry and just about any object you can imagine. Go early in the morning if you want to beat the crowds.

All the Bulgakov’s fans should pay a visit to Patriarch’s Ponds (yup, that is plural). With a lovely small city park and the only one (!) pond in the middle, the location is where the opening scene of Bulgakov’s novel Master and Margarita was set. The novel is centered around a visit by Devil to the atheistic Soviet Union is considered by many critics to be one of the best novels of the 20th century. I spent great two hours strolling the nearby streets and having lunch in the hipster cafe.

Conclusion and Recommendations

To conclude, Moscow is a safe city to visit. I have never had a problem with getting around and most locals are really friendly once they know you’re a foreigner. Moscow has undergone some serious reconstruction over the last few years. So you can expect some places to be completely different. I hope my one week Moscow itinerary was helpful! If you have less time, say 4 days or 5 days, I would cut out day 6 and day 7. You could save the Golden Ring for a separate trip entirely as there’s lots to see!

What are your thoughts on this one week Moscow itinerary? Are you excited about your first time in the city? Let me know in the comments below!

JOIN MY FREE WEEKLY NEWSLETTER!

Email Address *

YOU WILL ALSO LIKE

10 Dishes You Must Try When Going To Moscow

15 Fantastic and Easy Day Trips Close to Moscow

When Is the Best Time To Visit Russia

24 comments.

Ann Snook-Moreau

Moscow looks so beautiful and historic! Thanks for including public transit information for those of us who don’t like to rent cars.

MindTheTravel

Yup, that is me 🙂 Rarely rent + stick to the metro = Full wallet!

Mariella Blago

Looks like you had loads of fun! Well done. Also great value post for travel lovers.

Thanks, Mariella!

I have always wanted to go to Russia, especially Moscow. These sights look absolutely beautiful to see and there is so much history there!

Agree! Moscow is a thousand-year-old city and there is definitely something for everyone.

Tara Pittman

Those are amazing buildings. Looks like a place that would be amazing to visit.

Adriana Lopez

Never been to Moscow or Russia but my family has. Many great spots and a lot of culture. Your itinerary sounds fantastic and covers a lot despite it is only a short period of time.

What was their favourite thing about Russia?

Gladys Parker

I know very little about Moscow or Russia for the\at matter. I do know I would have to see the Red Square and all of its exquisite architectural masterpieces. Also the CATHEDRAL OF CHRIST THE SAVIOUR. Thanks for shedding some light on visiting Moscow.

Thanks for swinging by! The Red Square is a great starting point, but there way too many places and things to discover aside from it!

Ruthy @ Percolate Kitchen

You are making me so jealous!! I’ve always wanted to see Russia.

Moscow is in my bucket list, I don’t know when I can visit there, your post is really useful. As a culture rich place we need to spend at least week.

DANA GUTKOWSKI

Looks like you had a great trip! Thanks for all the great info! I’ve never been in to Russia, but this post makes me wanna go now!

Wow this is amazing! Moscow is on my bucket list – such an amazing place to visit I can imagine! I can’t wait to go there one day!

The building on the second picture looks familiar. I keep seeing that on TV.

Reesa Lewandowski

What beautiful moments! I always wish I had the personality to travel more like this!

Perfect itinerary for spending a week in Moscow! So many places to visit and it looks like you had a wonderful time. I would love to climb that tower. The views I am sure must have been amazing!

I was lucky enough to see the skyline of Moscow from this TV Tower and it is definitely mind-blowing.

Chelsea Pearl

Moscow is definitely up there on my travel bucket list. So much history and iconic architecture!

Thumbs up! 🙂

Blair Villanueva

OMG I dream to visit Moscow someday! Hope the visa processing would be okay (and become more affordable) so I could pursue my dream trip!

Yup, visa processing is the major downside! Agree! Time and the money consuming process…

Save my name, email, and website in this browser for the next time I comment.

• Privacy Overview
• Strictly Necessary Cookies

My website uses cookies so that I can provide you with the best user experience possible. Cookie information is stored in your browser and performs functions such as recognising you when you return to my website and helping me to understand which sections of Mind The Travel you find most interesting and useful.

You can adjust all of your cookie settings by navigating the tabs on the left hand side.

Strictly Necessary Cookie should be enabled at all times so that I can save your preferences for cookie settings.

If you disable this cookie, I will not be able to save your preferences. This means that every time you visit my website you will need to enable or disable cookies again.

Travel Tips: A Guide for Kidney Patients

For many patients who are on dialysis or have had a kidney transplant, the ability to travel is important to their self-esteem and lifestyle. Working patients may need to attend business meetings or conferences. Older patients may have dreamed of traveling during their retirement. A family event such as a wedding, graduation or family reunion may require travel away from home. At times, emergencies such as illness or a death in the family may require travel.

Is it possible for kidney patients to travel?

Yes, most patients who receive dialysis or have had a kidney transplant can travel safely and continue their treatment while away from home. Of course, you should always consult your doctor before planning to travel. Most doctors encourage travel if the patient's health is stable. Traveling can give a big boost to a patient's morale and sense of well-being.

How should hemodialysis patients begin to plan a trip?

Many dialysis centers have a staff member who is experienced in arranging dialysis treatments away from home (transient dialysis). Some centers will assist patients in making their own arrangements. Ask your social worker or primary nurse if there is such a person at your center.

It is important to start planning at least six to eight weeks in advance. More time should be allowed for popular vacation spots or travel during holidays. Be flexible about the dates for your trip as space in dialysis units may be limited. If you would prefer to have your treatments on specific days and at specific times, let the center know in advance. The unit may not always be able to honor your request, however, because space is limited.

You or your patient travel coordinator may need to contact more than one center in order to find a center that can provide dialysis for you. Check with the center as soon as you arrive to confirm your appointment. You may also want to visit the center and meet the staff so you will feel more comfortable. Before doing this, however, make an appointment with the social worker or nurse manager of the dialysis center you plan to visit.

How will I find a center to dialyze at?

If you plan to visit friends or family out of town, they may be able to give you the name and address of the dialysis center nearest them. Resource publications are available at your center listing dialysis centers around the world that are willing to accept transient dialysis patients. Your social worker or the patient travel coordinator at your center will be able to assist you.

What if I need to travel in an emergency?

Many dialysis centers make every effort to accommodate patients in the event of an emergency such as illness or death of a family member. Dialysis records can be faxed ahead, or you can hand carry them with you.

What information will my transient dialysis center need to safely provide dialysis for me?

Most dialysis centers require the following information in order to assess your health and plan for your treatments with them:

• the dates you need dialysis treatment
• your name, address, etc.
• medical history and recent physical exam reports
• recent lab results
• recent chest x-ray
• your dialysis prescription and 3 to 5 recent treatment records
• dialysis access type
• special needs or dialysis requirements
• information about your general health
• insurance information
• where you will be staying in the area
• a list of the medications you take during treatment and at home.

This information will be sent to your destination center for review. It is important for the doctor and transient center to know as much about you as possible in order to care for your needs while visiting their center. In addition to mailing your records to the center, you should hand carry a copy with you.

How can I be sure about the quality of care I will be getting away from my regular center?

You may want to ask the following questions when making your arrangements for hemodialysis during your trip:

• Does the center reuse dialyzers?
• Does the center reuse bloodlines?
• What is the average treatment length of dialysis at the center?
• Can they provide the treatment time your doctor has prescribed?
• What are the hours and days of operation? Traveling patients often are placed on an evening shift, which could end as early as 7:30 p.m. or as late as 2:00 a.m.
• What types of dialyzers are used?
• Can you use the same type of dialyzer you use at your home center?
• What types of dialysis machine does the center have (conventional, high flux capability)?
• Does the center routinely provide lidocaine?
• Are patients permitted to eat or drink while on dialysis?
• Is an ice machine available for patients?
• Is public transportation available to get to the center?
• How many patients are assigned to each nurse or patient care technician?
• Can you get all the medications you get at your home center during dialysis?

What if I get sick while I am visiting another center?

Don't overdo it! Be realistic when planning activities. Allow enough time to enjoy sightseeing outings and activities without becoming overtired. Also, be sure to watch your diet and fluid intake. Before you begin your trip, you will most likely have a doctor assigned to you by your transient dialysis center. Find out how to contact the doctor when you first arrive. If you do become ill, call the dialysis center or doctor as instructed.

It is possible that a transient patient may require hospitalization. If this should happen to you, your transient doctor is prepared for this possibility and will care for you during your hospital stay. He or she will probably talk to your regular doctor to coordinate your care. You may feel more comfortable to know if this coordination has taken place. Being hospitalized while away from home can be a stressful experience for any patient, and it certainly can change your travel plans. Preparing ahead for this possibility can help make the experience less stressful. The following suggestions may be helpful:

• Make sure your family knows your travel plans.
• Make sure you have important phone numbers with such names as your regular doctor, dialysis center, etc. Have a copy of your medical records with you while traveling.
• Make sure anyone who is traveling with you knows where you keep your records and what your medical needs are.
• Make sure to bring enough of the medications you need to take to last for the entire trip, with enough extra to deal with possible emergencies such as lost luggage or a spill. Also carry written prescriptions just in case.

Is home hemodialysis possible on a trip?

Yes, although most home hemodialysis patients make arrangements for in-center treatments while traveling. Patients who wish to continue doing their own treatment while traveling should check with their dialysis care team about whether they can do home dialysis away from home. Some patients travel with their machines, supplies and portable water treatment equipment. An example would be people who have dialyzed in campsites equipped with hook-ups for electricity.

Even if you do your own treatment, it is important to know where the closest dialysis center is where you could go for assistance. Let the center know when you will be in the area, and ask if they would be willing to provide medical assistance if needed. Carry complete medical information with you. Remember that most dialysis and equipment companies have toll-free numbers for assistance 24 hours a day. Carry these numbers with you.

What should peritoneal dialysis patients know about traveling?

Traveling is often easier for peritoneal dialysis patients because they are not dependent on the availability of a dialysis unit. Peritoneal dialysis patients still need to plan ahead and arrange for back-up medical care for their trips, as do hemodialysis patients. Typically, this would mean contacting a dialysis center in the area where you will be and asking if they would be available should a problem arise. The center may request a copy of your medical records in advance. In any case, you should always carry a copy of your records with you as well.

CAPD patients should carry enough supplies for the length of the trip, plus some extra supplies in case of problems. It may also be possible to arrange for delivery of supplies to your destination for longer stays. Make sure these supplies have arrived before you leave on your trip. CAPD patients also need to plan for adequate clean space where they may do their exchanges while traveling.

APD patients who plan to travel for one week or longer can arrange for supplies to be delivered to their destination. Smaller cycler machines are now available, which are easy to carry on airplanes and to use in hotel rooms, campers, etc.

Is it possible to travel if you are active on a transplant waiting list?

Yes. Simply inform your transplant coordinator about your travel plans. The coordinator will help you decide whether to be "on hold" during the trip or whether you would be able to return within a reasonable amount of time if a kidney became available. Arrange to be contacted in the event a kidney becomes available.

What should diabetic patients know about traveling?

Since the unexpected may happen during a trip and meals may be delayed, you should carry glucose tablets and appropriate snacks, such as low-potassium juice boxes or hard candy, to treat low blood sugar. It's a good idea to travel with a "brown-bag" lunch or a packaged nutritional supplement in case of delays. Managing your diabetes can be made simpler by having insulin, syringes and blood glucose monitoring supplies handy.

Will my insurance cover treatment during travel?

If Medicare is your primary insurance coverage, Medicare will pay for 80 percent of your treatment costs within the U.S. and its territories. You will be responsible for the remaining 20 percent not covered by Medicare. If you have secondary insurance, it may cover this 20 percent. However, you may have to pay this 20 percent "up front" and bill your insurance later. Check with the transient center about their policy on this. Most state Medicaid programs will not pay for treatment outside of your home state.

If you have commercial insurance as your primary insurance, you may need to request a letter from your insurance company stating they will pay for your treatment at the transient dialysis center. Some commercial insurance will pay for dialysis outside of the U.S. Transient dialysis centers will often call and verify this coverage themselves. Be sure to allow enough planning time to make these arrangements.

A doctor's fee may also be charged by the transient dialysis center. Be sure to ask what portion of this charge will be your responsibility.

Further information

Where can I get more information?

Following is a list of other resources you may find helpful:

• Easy Access to National Parks, by Sierra Club Books, available at bookstores or order from the Sierra Club at 1-800-935-1056.
• Management of Diabetes During Intercontinental Travel, available free from The Diabetic Traveler, P.O.. Box 8223 RW, Stamford, CT 06905; (203) 327-5832.
• "The List," a comprehensive list of international dialysis centers accepting transient patients. Available from Dialysis & Transplantation, 7628 Densmore Ave., Van Nuys, CA 91406-2088. (Most dialysis centers have a copy.)
• Also available are companies that specialize in vacation and travel planning for dialysis patients, such as cruises, foreign travel, and wilderness travel. Camps are available for dialysis and transplant patients (both adults and children). Contact your local National Kidney Foundation office for more information and a directory of camps. Your health care team can also give you more information about these options.

Don't forget!

• Hand carry essential medical information, your medicines and other medical supplies in case of the unexpected, such as lost luggage.
• Bring enough of your medications to last for your entire trip, with enough extra to deal with possible emergencies. Also carry written prescriptions just in case.
• If you need extra assistance boarding a plane or train, inform personnel when you check in so they can give you special instructions.
• If you are planning to travel by plane or train, make arrangements for any special meals such as low-salt, low-fat or diabetic, at the time you make your reservations.
• When making a hotel reservation, you can request a first-floor room or a handicapped-accessible room, if stairs or distances are a problem.
• If you use a travel agent, tell the agent about any special needs you may have, such as special meals, accessible rooms, and assistance while changing planes. The agent can also advise you about special considerations regarding safe transport of dialysis supplies while traveling to foreign countries.

How helpful was this content?

Related kidney topics, kidney stone diet plan and prevention, five drugs you may need to avoid or adjust if you have kidney disease, salt-free pizza, foods to avoid after transplantation, six easy ways to prevent kidney stones, alcohol and your kidneys, which drugs are harmful to your kidneys, five surprising ways you could be damaging your kidneys, related news and stories.

July 23, 2024

Hope and Healing: Counseling Kids with Kidney Disease at Camp ChiMer

July 09, 2024

5 Summer Picnic Recipes for a Kidney Disease Diet

June 27, 2024

Pride in Practice: Empowering LGBTQIA+ Communities in Kidney Health

October 20, 2017

Coffee and Kidney Disease: Is it Safe?

June 27, 2016

10 Common Habits That May Harm Your Kidneys

May 23, 2024

5 Summertime Superfoods For People with Kidney Disease

May 13, 2024

5 Asian American and Pacific Islander Icons With Kidney Disease

April 11, 2024

The Kidney Transplant Waitlist and High KDPI Kidneys

March 28, 2024

Kidney Disease Risk: Insights from Hispanic/Latino Influencers

How to get around the Cotswolds [Driving, Public transport options, Tours]

By: Author Tracy Collins

Posted on Last updated: August 16, 2024

The Cotswolds region is a designated Area Of Outstanding Natural Beauty (AONB) which should feature on every U.K itinerary. 

 This 800-square mile region of central south-west England incorporates six different counties. It’s packed with scenic countryside, charming market towns, rivers, castles, churches, stately homes and gardens. It’s best known for its quaint villages full of cute cottages made from honey-coloured Cotswold stone. 

As a rural, sparsely populated part of England, getting around the Cotswolds isn’t as easy as other parts of the U.K. That’s why we compiled this guide, based on our multiple trips to the region, to help you get the most out of your visit to the Cotswolds. 

Things to consider about driving in the Cotswolds

Cotswold teacup tours , go cotswolds , tours from london, a sample bus itinerary in the cotswolds, getting to the cotwolds from london, what is the best way to get around the cotswolds, getting around the cotswolds.

Wondering how to get around the Cotswolds?

While there are lots of different options available for getting around the Cotswolds which method you choose will depend on your time scale, your budget, what time of year you are travelling and how confident you feel using that mode of transport. 

Although the Cotswolds region covers nearly 800 square miles, getting around the Cotswolds by car is easier and quicker than you may think. 

Many of the principal villages you’ll want to visit are a short distance apart so you can cover a lot of ground within one day. 

For example, Broadway in the northern Cotswolds to Bibury in the southern section is only 26 miles / 42 km – and there are a lot of attractions to visit in between. 

If you choose to do a 2 or 3 day Cotswold itinerary, you can store your luggage in your car so it’ll be easy to move accommodation each night. 

You’ll also have greater freedom in choosing where to stay in the Cotswolds. With a car, you can go where you want, when you want and for as long as you want. 

Plus, if you are travelling as a couple, family or group, hiring a car can also be a cost effective way to visit the Cotswolds. 

Read – 3 day Cotswolds itinerary

If you’re not used to driving on the left, driving on rural roads can be an added stress. 

Many roads in the Cotswolds are narrow (some are single track) and you will have restricted views around bends. Expect to contend with oncoming coaches, tractors and sheep on the road. 

If you want to drive around the Cotswolds, we recommend using Tripiamo . Their comprehensive driving guides are specifically designed to teach international travellers what they need to know to confidently and safely drive in another country. We think they make driving in the U.K feel less daunting. 

Hiring a car may not be the best option for solo travellers as you’ll have to do all the driving and navigating yourself. Car hire, insurance costs and petrol can work out expensive for solo visitors. Plus, drivers are not able to sit back and savour the scenery!

Another issue to consider is parking. Parking in the Cotswolds can be tricky as it is limited, particularly in the busy peak season. 

We recommend using public car parks in the fringes of the towns and villages (such as you’ll find in Bourton-on-the-Water) or download the Parkopedia app to help you find available space nearby. 

Most car parks accept credit cards but carry some cash with you just in case. We also recommend downloading the PayByPhone app which is used by many council-run car parks in the Cotswolds region. 

Join a tour

A guided tour is an easy and stress free way to see the Cotswolds. 

Although you may not have as much time as you would like in each location, you will see the highlights of the Cotswolds and it’s possible to fit a lot of attractions and sights into one tour. 

Your guide will share their knowledge of the history, culture and stories of the local area and you can enjoy the scenery without the stress of driving or navigation. 

However, we strongly recommend joining a small group tour or booking a private tour . Joining a large, impersonal coach tour may be cheaper but you will spend precious time waiting for everyone else in your tour group to get off or get on the bus at each location you stop at.  

That’s why we carefully select the tour partners we work with so you’ll enjoy the best Cotswold tour possible. 

Led by Victoria, a Cotswold resident, Cotswold Teacup Tours offer private tours that include 3 – 5 different locations. 

They are based around themes such as scenery, shopping or gardens or you can tailor a tour to your own interests. Victoria will pick you up (and drop off) at your Cotswold accommodation or, helpfully, from a Cotswold train station. All tours last around six hours. 

We have taken a tour with Victoria and thoroughly enjoyed our day. We visited new places and learnt new things during our tour and would highly recommend our readers to book a personalised tour with Victoria. Her local insider knowledge is priceless. Hear Victoria in episodes 20 , 27 and 33 of the UK Travel Planning podcast.

This small group tour picks up from Stratford Upon Avon or Moreton-in-Marsh so it’s ideal for anyone visiting the Cotswolds by train. 

The 7 – 8 hour tour includes 5 or 6 different Cotswolds villages and locations. Although you don’t have a lot of time in each location, you’ll be able to see a lot in one day. 

Go Cotswolds offers two different tours covering different locations so, if you want to fully explore the Cotswolds, you could book for two days (at a discounted price). Special Christmas themed tours are also available. 

Group sizes are limited to 16 and private tours are also possible.  

In episode #107 of the UK Travel Planning Podcast, I chat with Lisa Benjamin, who (with her husband Tom) founded the award-winning Go Cotswolds Tours just over 10 years ago. Take a listen and hear all about their fabulous tours from Lisa herself!

We also have an exclusive promo code for Go Cotswolds Tours – enter code UKTRAVPLAN at checkout to receive a 5% discount.

If you want your tour to bring you to the Cotswolds from London, we recommend The English Bus and My Tailored Tours. 

The English Bus offers a trip to the Cotswolds in combination with Stonehenge , and Bath, or Oxford and Stratford. 

Group sizes are limited to 16 but, although you will visit several places in one day, you will not spend much time in the Cotswolds and only get to stop at one Cotswold location. However, it’s a good option if you are only in the U.K for a short time.

Book a tour with the English Bus and enter promo code LTP5 for 5% discount on their tours.

My Tailored Tours offer tailored and bespoke tours, which can include destinations in the Cotswolds and beyond such as Bath, Stonehenge, Stratford upon Avon and Oxford.

Check out our other recommendations on Cotswold tours from London here.  

For a rural area, the Cotswolds boasts a good network of buses. The problem is that they are operated by nine different bus companies! 

Some companies offer value for money one day explorer passes offering unlimited travel around the Cotswolds but you have to stick to only using that company. We think that this is just too complicated to navigate! 

If you want to cover a lot of sights in one day, a better option is to transfer onto different buses. This is not as expensive as it might sound as, currently, single fares on buses in the U.K are capped at £2 per adult. 

It’s important to know that bus services do not run frequently so you’ll need to plan your trip carefully. Most buses only run once an hour during the day and stop early in the evening (usually around 6pm or 8pm). Buses are even more infrequent on the weekends. Note that most bus schedules change during winter months and stop earlier in the day than in summer months. 

You won’t be able to see as many sights travelling by bus as you would by car or on a tour but you can cover most of the Cotswolds by bus – if you have the time and patience.

If you’re short on time, we recommend taking the train to Moreton-in-Marsh. Catch the 801 bus from outside the station to Stow-in-the-Wold (20 minutes) and then when you’re ready to leave, catch the same 801 bus to Bourton-on-the-Water (a further 15 minutes). You can catch the same bus in the other direction to return to Moreton-in-Marsh (35 minutes). 

The 801 bus (run by Pulhams) runs approximately every hour until 8.20pm during the summer. On a Sunday there are only six buses per day. 

Another way to enjoy the Cotswolds is on foot. You may not be able to see lots of different locations in one day but you will get a unique perspective of the area that you won’t get from a vehicle. 

Go Cotswolds offers a summer walking tour for up to 12 people. You will walk a small section of the Cotswolds Way (including Broadway Tower) before being taken to Burford where you will do a circular 4.5 km walk encompassing three Cotswold villages. 

The tour includes pick up and drop off from Moreton-in-Marsh train station. 

Alternatively, if you fancy doing some, or all, of the 102-mile Cotswolds Way hiking trail, Cotswolds Journeys will organise your walk for you. 

They will source and book your accommodation, provide maps (or a guide) and transfer your luggage to your new accommodation each day. 

Walking in the Cotswolds is, of course, dependent on good weather. 

Getting to the Cotswolds by train is easy – but getting around the Cotswolds by train is not. 

Moreton-in-Marsh and Kingham are the only small Cotswolds town and village to boast a rail station. Once you arrive at these stations, your options for getting around are by car, tour or bus. 

Other train stations in the Cotswolds include Banbury, Bath, Charlbury, Cheltenham, Gloucester, Kemble and Stroud. From here you’ll need a car, bus or taxi to access smaller towns and villages. 

It’s possible to see a small part of the Cotswolds if you take the train combined with buses or taxis.

However, you will spend a lot of time navigating and waiting for public transport and your enjoyment on the day will rely on both trains and buses running on schedule. 

For example, you could take the train to Moreton-in Marsh, catch the 801 bus to Stow-in-the-Wold and then the 802 bus to Kingham rail station. 

It’s not impossible to do, but if you want to see a lot of the Cotswolds in one, stress free day, travelling by train is not the best method. 

Travelling from London to the Cotswolds is easy. 

You can drive from London in around 2.5 hours depending on traffic. Most of the driving route is on a motorway or main roads so it’s a relatively easy drive. 

Alternatively, catch a train from London Paddington to Moreton-in-Marsh in the heart of the Cotswolds (1.40 hours) or to Kemble, Stroud or Stonehouse on the southern edges of the Cotswolds. 

You can also catch a train from London Marylebone to Banbury on the northern edge of the Cotswolds (51 minutes). 

Another option is to catch a National Express coach from Victoria bus station in London to Stroud, Banbury, Gloucester or Cheltenham (around 3 hours). 

So now you know how to get around the Cotswolds! In our opinion the best way to get around the Cotswolds is by car or by joining a tour. 

With your own car you can set your own itinerary and timetable. You can set off as early as you like to avoid the crowds, to avoid bad weather or stay out late to make the most of long summer days.  

A small group tour will allow you to see a lot in a short space of time as you will be travelling with someone who knows the area well and who knows shortcuts or where to park.

You’ll also learn a lot about the history and culture of the Cotswolds from your guide. Plus, you can sit back and enjoy the scenery without having to concentrate on the road. 

The extra bonus of a private tour is that you can move more quickly, ask any question you want and liaise with your guide to tweak the itinerary if there is something in particular you wish to see or visit. 

We love visiting the Cotswolds and hope that this guide to getting around the Cotswolds has helped you plan your perfect trip to this beautiful part of England

Ukraine war latest: Zelenskyy reveals aim of Kursk invasion; Ukraine blows hole in another Russian bridge

Ukrainian President Volodymyr Zelensky says the military incursion into Russia's Kursk region aims to create a buffer zone - the first time he has clearly stated the aim of the operation.

Sunday 18 August 2024 21:27, UK

• Ukraine blows hole in second Russian bridge
• Kursk offensive puts new pressures on entire Russian frontline, analysts say
• Safety 'deteriorating' at Ukrainian nuclear power plant
• Ukrainian drone sparks fire at Russian oil depot
• Russia launches third ballistic missile attack on Ukrainian capital this month
• 'We could lose': Russian state TV commentators gloomy over Kursk
• Sean Bell: Humiliated Putin will respond ruthlessly to Ukrainian masterstroke
• Michael Clarke : Pokrovsk in real trouble as Russian troops advance
• Listen to the Daily above and tap here to follow wherever you get your podcasts

Volodymyr Zelenskyy has said the operation in Kursk aims to create a buffer zone.

It's the first time the Ukrainian president has clearly stated the aim of the incursion into Russian territory, which was launched on 6 August. 

He has previously said the operation is to protect communities in the bordering Sumy region from constant shelling. 

"It is now our primary task in defensive operations overall - to destroy as much Russian war potential as possible and conduct maximum counteroffensive actions," he has just said in his nightly address. 

"This includes creating a buffer zone on the aggressor's territory - our operation in the Kursk region."

During the address he also repeated calls to Kyiv's allies to speed up deliveries of military aid - singling out the UK, as well as the US and France.

Ukraine is "still inflicting losses" on Russia, President Volodymyr Zelenskyy has said in his nightly address.

He claimed Ukraine's operation in Russia's Kursk region is damaging "the Russian army, state, their defence industy and their economy".

Mr Zelenskyy posted a video showing a growing cloud from a bridge explosion, with one of its sections destroyed.

He also thanked his soldiers stationed over the Russian border and asked his Ukraine's allies to speed up the delivery of promised military aid.

"Regarding deliveries from our partners - need acceleration, we ask very much. War has no holidays," he warned.

Yesterday, the German government was forced to deny rumours it is planning to halve its military aid to Ukraine in 2025.

A crater was left in the Kyiv region in the aftermath of a Russian missile attack.

Images show locals looking on at the destruction left by the strike, in a seemingly rural area.

Parts of the missile remained scattered across the ground.

This comes after Russia launched its third ballistic missile attack on Kyiv this morning (see 07:35 post).

Preliminary data showed all missiles were destroyed on their approach to the city, the military administration of the Ukrainian capital said. 

Two people have been killed in a Ukrainian shelling of Donetsk, according to the Russian-installed mayor.

A man and a woman were said to have been killed on Sunday, local mayor Alexei Kulemzin said.

Sky News has not been able to independently verify his claim.

It would continue Kyiv's push into Russian territory and their newfound aggression in the face of Russia's invasion.

This comes after, earlier in the day, Russian forces were said to have taken control of the village of Svyrydonivka, in the same region, according to TASS state news agency.

Chechnya President Ramzan Kadyrov has invited Elon Musk to Russia after being filmed behind the wheel of one of Tesla's Cybertrucks mounted with a machine gun.

Kadyrov, sanctioned by the US after being linked to numerous human rights violations, said he "literally fell in love" with the car and would donate it to Russian forces fighting in the invasion of Ukraine.

The president, who rules over Chechnya, a republic within the Russian Federation, claimed he received the truck from Musk, although this was not independently confirmed.

Messages left with Tesla by AP seeking comment were not immediately returned.

"It's not for nothing that they call this a cyberbeast. I'm sure that this beast will bring plenty of benefits to our troops."

Inviting Musk to Chechnya, Kadyrov said: "I don't think the Russian foreign ministry would mind such a trip.

"And, of course, we're waiting for your new developments that will help us finish our special military operation." 

Russian officials often refer to its invasion as a "special military operation".

More than 3,000 people were evacuated in 24 hours between Friday and Saturday from areas in Russia's Kursk region, according to local authorities.

Russia says the Ukrainian incursion has led to the evacuation of more than 120,000 civilians in total.

More than 10,000 Kursk residents were staying at temporary accommodation centres across the country, the Russian Emergency Ministry said.

Kyiv's offensive came as a shock to Yan Furtsev, an activist and member of the local opposition party Yabloko.

"No one expected that this kind of conflict was even possible in the Kursk region. 

"That is why there is such confusion and panic, because citizens are arriving [from frontline areas] and they're scared, very scared."

Russia has denied any talks were taking place with Kyiv about halting strikes on energy targets before Ukraine's Kursk offensive.

The Washington Post reported yesterday the incursion derailed indirect talks on civilian infrastructure facilities, with delegations set to be sent to Qatar.

The agreement would have amounted to a partial ceasefire, the Post said.

But Russian foreign ministry spokesperson Maria Zakharova refuted the report: "No one broke anything off because there was nothing to break off.

"There have been no direct or indirect negotiations between Russia and the Kyiv regime on the safety of civilian critical infrastructure facilities." 

Ukraine's government did not immediately respond to a Reuters request for comment. 

Ukraine has dismissed Belarusian border tension claims as false.

President Aleksandr Lukashenko was just trying to "appease" Russia when he said he was sending a third of the Belarusian army to the Ukrainian border, said Andrii Demchenko, spokesperson for the State Border Guard Service of Ukraine.

"We have not seen an increase in the equipment or manpower of Belarusian units near our border," he said.

"The situation on the border with the Republic of Belarus remains unchanged. 

"As you can see, Lukashenko's rhetoric is consistent, exacerbating the situation at regular intervals to appease the terrorist country."

We can now bring you video of the Ukrainian strike on the second bridge in Kursk this week.

A plume of smoke can be seen erupting from the construction in footage  published by the Ukrainian air force.

The attacks on bridges crossing the river Seym, one in Zvannoe and the other in Glushkovo, are thought to be attempts to hamper Russian attempts to resupply its troops in the region.

We've had more details from Belarusian President Alexander Lukashenko on his movement of troops to the Ukrainian border.

Minsk has deployed nearly a third of its armed forces along the entire border, the Belta state news agency reported.

The exact number of soldiers was not specified, but Belarus' professional army consists of 48,000 and around 12,000 state border troops, according to the 2022 International Institute for Strategic Studies' Military Balance.

The president claimed Ukraine had stationed more than 120,000 troops at its border with Belarus.

"Seeing their aggressive policy, we have introduced there and placed in certain points - in case of war, they would be defence - our military along the entire border," Belta cited Mr Lukashenko as saying in an interview with Russian state television.

Yesterday, Kyiv said it had seen no signs of a Belarusian troop build-up at the border.

Belarusian defence minister Viktor Khrenin said on Friday there was a high probability of an armed provocation from Ukraine and that the situation at their shared border "remains tense". 

Be the first to get Breaking News

Install the Sky News app for free