Mode Choice/ Split

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Mode Choice/ Split

Mode choice is the process

by which the trip maker Modal split is the process of
chooses a particular mode separating trips in different
for his/her trip modes of travel

Mode 1

Destinati
Origin Mode 2
on
Mode 3

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Modal Choice

 In this phase of travel-demand forecasting, we

analyze people’s decisions regarding mode of travel;
auto, bus, train, and so on.
 Mode choice models can also be done on both
aggregate (Zonal) and disaggregate (Household or
individual) levels.
 Three broad categories of factors are considered in
mode usage:
 The characteristics of the trip maker
 The characteristics of the trip
 The characteristics of the transportation 3
Factors affecting Modal Choice

Characteristics of
the trip
 Trip Purpose
 Trip length
Household Network
Characteristics Characteristics
 Income
 Accessibility ratio
 Car ownership
 Travel time ratio
 Family size and  Travel cost ratio
composition
Zonal
Characteristics
 Residential density
 Distance from CBD
 Concentration of
workers
Basic Approaches for Modal Choice
Analysis

1. Trip end models

2. Trip interchange
models

3. Logit models

4. Probity models
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Modal Choice Cont…

Types of modal split models

1. Trip end models
 Apply modal-split models immediately after trip
generation.
 Different characteristics of the person could be
preserved and used to estimate modal split.
 Relate the choice of mode only to features like
income, residential density and car ownership.
 Advantage very accurate in the short run, if public
transport is available and there is little congestion. 6
Modal Choice Cont…

Types of modal split models

2. Trip interchange
models split
models
 Distribution model; that is modal split is applied
after the
distribution stage.
 Advantage that it is possible to include the
characteristics of the journey & that of the
alternative modes available to undertake. 7
 Modal Choice Cont…

3. Logit models
• Is choice model that assumes an individual maximizes utility in
choosing between available alternatives.
• The functional form of the logit model for k number of
alternative modes is:
v w t n
C ij a 1 t ij  a 2 t ij  a3 t ij  a 4 t ij  a 1δ n  a 5 Fij
v
t ij
is the in - vehicle travel time between i and j
w
t ij
is the walking time to and from stops (stations)
t
t ij
is the waiting time at stops
n
t ij
is the interchange time
δ n is an intrinsic ' penality'or resistance to interchange, measured in time units (typically 2 to 5 minute)
Fij is fare charged to travel between i and j
a 1 to a 5 are coefficients associated to the elements of cost above 8
Modal Choice Cont…

 Utility function
 If two modes, auto (A) and transit (T) with utility
function UA and UT are being considered, the
probability of selecting the auto mode A can be
UA
written as e
P(A)  U A
e  e Ur

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Trip Assignment

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Trip Assignment

 a route is simply a chain of links between an origin

and destination.

 It concerns the selection of routes between origins

and destinations in transportation network.

 The estimation of what proportion of total forecasted

trips between A and B, shall use the available

alternate routes is known as “Route Assignment”.

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Trip Assignment Cont…

Purpose of traffic assignment

Traffic assignment has five functions in traffic planning:
I. Gaining insight in the characteristics of the network
II. Traffic forecasts
III.Computation of derived impacts
IV.Supply of design data
V. Supply of input data
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Trip Assignment Cont…

Applications of Trip Assignment

• To determine the deficiencies in the existing
transportation system.
• To evaluate the effects of limited improvement and
additions to the existing transportation.
• To develop construction priorities for intermediate years.
• To test alternative transportation system proposal.
• To provide design hour traffic volumes on highways and
turning movements on junctions.

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Trip Assignment Cont…

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Trip Assignment Cont….

1. Travel times
Factors in Trip
Assignment

2. Travel costs

3. Comfort and convenience

4. Levels of service
(Volume/capacity)
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Trip Assignment Cont….

1. Coding of network for each

mode
Process of Trip
Assignment

2. Driver/Traveler route
selection criteria

3. Tree building which selects

vehicle routes through the
coded network

4. Allocating vehicle trip

interchanges b/w the route
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Basic Methods for Trips
Assignment Analysis
1. All-or-nothing
assignment method

2. Diversion curve method

3. Capacity restraint
assignment techniques

4. Multi-route assignment
technique
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All-or-Nothing Assignment
• The simplest technique
• All trips assigned the minimum path connecting the nodes.
• The capacity of each link is infinite
Two Stages
1. The network description and tree building is made
2. To assign the traffic flows to the minimum path tree
Limitations
• Cannot use all the factors at time in selecting the minimum path
• In a network with two or more parallel and close links
• All facilities are not effectively utilized

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Assign Using AON assignment find out the flow on
links a, b, & c.

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 Diversion Curve Method

• This method predicts

the % of trips to use a
proposed new facility
based on distance or
time or cost saved.
• The data collected
from the pattern of
road usage in the past
serve to build up such
curves.
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Diversion Curve Method

Variables for Diversion Curves

1. Travel time saved
2. Distance saved
3. Travel time ratio
4. Distance ratio
5. Travel time and distance saved
6. Travel cost ratio
7. Distance and speed ratio
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Capacity Restraint Assignment
Techniques (CRAT)

• Involves a sequence of all-or-nothing minimum path

assignments

• Iteration of traffic sequence until traffic volumes

assigned to each links compare with link travel time in

min. path tree building phase.

• It is function of speed on that link, independent on the

traffic flow
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Capacity Restraint Assignment
Techniques (CRAT)
• Models based on Capacity Restraint Techniques
1. The Detroit Model
• Traffic assigned in various links, using all-or-nothing
approach
• Free speed assumed at einitial
V assignment

T T
A O   1 
 C 
• Link travel time T adjusted travel time
A

TO original assigned travel

V assigned volume
C computed capacity

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Capacity Restraint Assignment
Techniques (CRAT)
• Models based on Capacity Restraint Techniques
2. The TRC Trip Assignment Model
• Iteration of two travel time versus volume relationships
to arrive at prediction of volumes on separate routes b/w
1
any two zones.
t
Vr  r * V
m 1
r 1 t
r

Vr volume of traffic on route r  Vehicle hour 


 Lane 
V total volume of traffic (trips) from zone i to zone j on all routes m
t r travel time on route r (minutes) 25
Capacity Restraint Assignment
Techniques (CRAT)
d(Vr  Vrc )
t r  t rc  * Lr
Vrc

t rc volume of traffic on route r  Vehicle hour 

 Lane 
t r travel time on route r (minutes)
d delay parameter (minute per mile)
L r Length of route r (km)
the value of d
1. d 0.5 for Vr  Vrc
2. d 10.0 for Vr  Vrc

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 Multi-route Assignment
Technique
• Limitations of all-or-nothing approach are recognized in this

technique.

• All road users may not be able to judge the minimum path for

themselves.

• Assign the inter zonal flow to a series of routes

• Total flow assigned to each is a function of the length of that

route in relation to shortest route.

• More accurate 27
Trip Assignment Cont…

User Equilibrium Assignment

 The user equilibrium assignment assumes that:

 The user has perfect knowledge of the path cost.

 Travel time on a given link is a function of the flow

on that link only.

 Travel time functions are positive and increasing.

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Trip Assignment Cont…

System Optimum Assignment (SO)

 Based on Wardrop's second principle

Under social equilibrium conditions, traffic should be
arranged in congested networks in such a way that the
average (or total) travel cost is minimized.

 Congestion is minimized when drivers are told which

routes to use.

 Is not a behaviorally realistic model

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Trip Assignment Cont…

Direct output of the assignment computation:

 The routes :(consecutive series of adjacent links and

nodes);

 The route characteristics :(travel times, distances,

costs);

 Route loads: the number of trips per route;

 Link and node loads: the number of trips per unit time
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 H E
F T
D O
EN SS ck
L A L u
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