Transport planning and modelling
We model where people go during the day, when, and by which mode. With activity-based models we assess walking, cycling, micromobility, public transport and car trips together, and present the impact of an investment, a plan change or a transport policy in a technical report ready for the approving authority.
Field data Activity-based model Evidence-based decision
Today’s land use and transport network. People travel between home, work, school and shops through the day.
Who we work with
We prepare the traffic impact assessment required for your residential, retail, healthcare, education or logistics project, testing walking, cycling, public transport and vehicle trips, access, parking and servicing at design stage.
For transport master plans, public transport lines, cycle networks, parking policy or street redesign, we compare scenarios with activity-based models and show who is affected and how, by population group.
We prepare the transport annex of zoning change applications and the access and circulation review of site layouts, working in your team’s language and timeline.
Services
Our four services are parts of one workflow: data from counts and surveys feeds the model, the model tests scenarios for every mode, and analysis turns findings into planning decisions. We complement transport modelling and mobility data analysis with supporting software and consultancy solutions.
For zoning changes and new developments we estimate the walking, cycling, public transport and vehicle trips a project generates and compare their effect on the network across without- and with-project scenarios.
DetailsWe count pedestrians, cyclists, micromobility, public transport and vehicles, and collect model-ready data through household travel surveys and boarding-alighting counts.
DetailsWith activity-based models we simulate people’s daily activity schedules and their choices across every mode, and compare scenarios at city, corridor and junction scale with calibrated models.
DetailsWe combine counts, surveys, smart card, GPS and spatial data and turn travel patterns, mode shares and accessibility for every mode into maps and indicators for planning decisions.
DetailsFields of work
A shopping centre peaks on weekend afternoons, a school at 8 a.m.; a tram line changes not only traffic but people’s choices through the day. We shape each study around that difference.
Morning and evening peaks, school trips, public transport and walking access
Weekend and evening peaks, visitor parking, servicing and loading
Internal trips between uses, shared parking and pedestrian-friendly ground floors
School start and finish, safe routes to school, shift and visitor movements
Heavy vehicle share, staff shuttles, shift times and holding areas
Route and stop planning, cycle networks, pedestrian zones, transfers
Bus and cycle lanes, pedestrian space, person-carrying capacity
Parking pricing, low-speed zones, flexible working, land-use scenarios
Scenario comparison
A corridor succeeds not by how many vehicles pass per hour, but by how many people can travel, how fast and by which mode. The same cross-section is compared two ways: a four-lane car-oriented road and a street designed for every mode, with a bus lane, protected cycle track and wide footways.
Illustrative values for demonstration, not a project result. In real studies values come from field data, surveys and a calibrated model.
Our approach
Every study follows the same four steps. Scope grows with the project; the order does not change.
We agree the decision to be supported, the study area, the assessment year and the analysis hours with the approving authority’s expectations in mind.
We run multimodal counts and household and public transport surveys on representative days, combine them with existing records and quality-check the data.
With a calibrated model that reproduces today, we compare future with- and without-project cases or policy options on the same assumptions, reporting journey time, mode share, access and network performance for every mode.
We report practical measures for junction operation, access, parking and pedestrian links, prioritised and justified.
Principles
The existing situation comes from the field. We do not apply published trip rates without testing them against local conditions.
Trip generation, mode split and growth assumptions are stated and justified in the report, so every result is traceable.
Besides delay and queues we assess pedestrian crossing time, road safety and public transport access with separate indicators.
Land-use decisions (use, density, floor area ratio) and transport infrastructure are assessed side by side.
Zoning changes
A change of use, a density increase or a large new development often leads the authority to request a traffic impact assessment. Seeing the transport dimension early costs less than revising plan and design decisions later.
Contact usFrequently asked questions
A traffic impact assessment evaluates the trips a new development or plan change will generate and their effect on surrounding roads, junctions, pedestrian routes and public transport. It is usually requested by the municipality or transport authority for changes of use, density increases or large retail, residential, healthcare, education and logistics developments. Its scope is set by the authority’s request and the nature of the change.
Classic models treat trips as independent numbers. An activity-based model simulates the activities people take part in during the day (home, work, school, shopping, leisure) and the trips between them as a chain. Walking, cycling, micromobility, public transport and car choices are assessed together, and the effect of a transit line, parking policy or land-use decision can be shown for different population groups.
By the study area and number of junctions, count locations and durations, the type of model needed (junction analysis, microsimulation or demand model) and the report scope requested by the authority. We provide an itemised quote once scope is clear.
Site location, current and proposed plan decisions, land-use mix and floor areas are enough. A site layout, proposed access points and the authority’s letter help clarify scope faster.
No. Our models treat walking, cycling, micromobility, public transport and car trips together. Alongside delay and queues we assess pedestrian crossing times, cycle links, public transport access and transfers, and show whether improving one group’s journeys penalises another.
Share the location, land use and, if any, the authority’s request. We will agree scope, data needs and programme in the first call.
