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Modal Split & Traffic Assignment

The document discusses modal split and traffic assignment models used in demand analysis to determine travel patterns among different modes and routes. It highlights factors affecting mode choice, such as socio-economic and service-related factors, and describes three traffic assignment models: all-or-nothing, incremental-assignment, and user-equilibrium models. These models aim to optimize travel time and route selection based on varying assumptions about link travel times and user behavior.

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Jerle Mae Parondo
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38 views3 pages

Modal Split & Traffic Assignment

The document discusses modal split and traffic assignment models used in demand analysis to determine travel patterns among different modes and routes. It highlights factors affecting mode choice, such as socio-economic and service-related factors, and describes three traffic assignment models: all-or-nothing, incremental-assignment, and user-equilibrium models. These models aim to optimize travel time and route selection based on varying assumptions about link travel times and user behavior.

Uploaded by

Jerle Mae Parondo
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as DOCX, PDF, TXT or read online on Scribd
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MODAL SPLIT system operation, out-of-pocket

cost, and the like.


Modal Split Model EXAMPLE - Modal Split Model
 mathematically describe the
MODE CHOICE phase of the
sequential demand analysis
procedure.
 Aim to determine the number of
trips on different modes given
the travel demand between the
different pairs of nodes (zones).
 It is assume that the probability
of choosing a particular mode is
the probability that the perceived
utility from that mode is greater
than the perceived utility from
each of the other available
modes.
CHOICE MODELS are used for
modal split analysis (as discussed in
previous topic)
 is the most commonly used for
Modal Split Model
Factors which affect the choice of
a mode (affect the perceived
utility from a mode)

 Socio-economic factors such as


income, automobile ownership,
age, and so on.
 Service-related factors like in-
vehicle travel time, access to
public transport (or transit
system), frequency of transit
TRAFFIC ASSIGNMENT this assignment model assigns
all the trips between a particular
Traffic Assignment Models origin and destination pair to that
 Describe the ROUTE CHOICE route which offers the minimum
phase of the sequential demand travel time.
analysis procedure.
 Aim to determine the number of
trips on different links (road
sections) of the network given
the travel demand between the
different pairs of nodes (zones)
 assume that travel time on the
link is the only factor which the
trip-makers consider while
choosing a route.
 differ in their assumptions EXAMPLE:
concerning the variation in link
travel times with the link volume
(or link flow).
3 MODELS PRESENTED HERE:
All-or-nothing assignment model
Assumptions:
 The travel times on links do not
vary with link flows

 All trip-makers (users) have


precise knowledge of the travel
times on the links.
 Based on these assumptions
about travel times and the
postulate that a trip-maker will
choose that path (or route) which
minimizes his/her travel time,
Incremental-assignment model
 In addition to the postulate that
each trip-maker chooses a path
so as to minimize his/her travel
time, also assumes that the
travel time on a link varies with
the flow on that link. User-equilibrium model
 Under this assumption, the ideal  Flows on links (whose travel
way to assign traffic volume times are assumed to vary with
would be to assign a single trip flow) are said to be in equilibrium
to the road network assuming when no trip-maker can improve
that the travel time on links his/her travel time by unilaterally
during the assignment is shifting to another route.
constant.  This notion of equilibrium flows
try to approximate this ideal process is generally referred to as
by dividing the total number of trips WARDROP’S PRINCIPLE.
into a few smaller parts and then  Based on the fact that humas
assigning each part with a constant choose a route so as to minimize
link travel time. their travel time and on the
assumption that such a behavior
on the individual level creates an
EQUILIBRIUM at the system (or
network) level.
EXAMPLE
Consider the network shown, gives
the travel time function for each of
the three single link routes between
EXAMPLE origin and destination. The total
demand for O-D is 110.

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