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Assignment
Assignment is the last stage of a traditional four stage model.
Assignment deals with the supply side of transport modelling and the equilibrium
between demand and supply.
Supply: is made up of network (links) and the costs of travelling on those links
Demand: is indicated by the number of O-D pairs and mode for a given level of
service.
Cost/Flow Relationships
Relates the speed on a link to the flow.
For traffic assignment this type of flow is handled in terms of travel time per unit
distance versus flow.
Functions:
assume a steady state behaviour and some kind of average behaviour
location of congestion measurement and length of measurement time is important
unrealistic if delays are made to depend only on the link itself as others may also
have an influence
t = t0 exp(V / Qs )
Where: t = travel time/unit distance
t0 = travel time / unit distance under free flow conditions
V = flow
Qs = steady state capacity
t = t0 a
(V / Qp )
S0
V < F1
S (V ) = S0 [ ( S0 S1 ) / ( F2 F1 ) ] (V F1 ) F1 < V < F2
S1 / [1 + ( S1 / 8d )(V / F2 1) ]
V > F2
d / S0
V < F1
V >F
2
d / S1 + [ (V / F2 ) 1] / 8
Where:
SS01 = ( S0 S1 ) / ( F2 F1 )
Primary Requirements:
Good aggregate network measures
Estimated zone to zone travel cost for a given level of demand
To obtain reasonable link flows and to identify heavily congested links
Routes used between O-D pairs
To analyse which O-D pairs use a particular route
Basic Inputs
Trip matrix estimating demand
Person trips will have to be converted to vehicle trips
Route selection rules
Route Choice
Assume a rational traveller who choose the least cost route
Factors include journey time, distance, monetary, congestion and queues, type of
road, scenery, road works, reliability of travel time and habit
It is difficult to include all of these factors in a generalised cost expression
The most common methods include time and monetary costs in most programs
the user can allocate weights to travel time and distance to try to represent drivers
perceptions of these factors
Time is more important in urban areas
Example of Assignment
1. Select a distribution for the perceived cost
2. Decide on a spread parameter for the perceived cost.
3. Split the population on each O-D pair into a number of segments, N, each
assumed to perceived the same cost
Calculation:
Step 1: Make n = 0
Step 2: n = n + 1
Step 3: for each O-D pair (i,j) compute perceived cost for each link by sampling
from the corresponding distributions of costs by means of random numbers
Step 4: build the minimum perceived cost path from i to j and assign Tij/N trips to it
accumulating the resulting flows on the network
Step 5: if n = N then stop, otherwise go to stage 2.
Note:
-
Commence at centroid 1
Note travel time to the nearest nodes
T1 22 = 2
T1 32 = 2
At this stage, 2 routes have been calculated to node 21, the shortest being 1 22
21 = 3.
T1 22 21 20 = 6
T1 22 21 25 = 6
Now, look at 23 (cost is 4)
T1 22 23 15 = 7
T1 22 21 25 = 6
Example
Wadrops equilibrium
Under equilibrium conditions, traffic arranges itself in congested networks such that
all used routes between an O-D pair have equal and minimum costs while all
unused routes have greater or equal costs.
Stochastic Element
Not all drivers will think alike and the resulting spread of routes as a function of
drivers perceptions and objectives is referred to as the stochastic element in route
choice.
Assignment Methods
each method identifies a set of attractive routes and stores it in a data structure
called a tree
suitable proportions of the trip matrix are assigned to routes in the tree
the search for convergence to Wardrops equilibrium is then conducted
These assumptions are reasonable in sparse and uncongested networks with few
alternatives routes.
The all or nothing approach really gives a desire line i.e. what drivers would do if all
choices were available to them and if congestion was not an influence.
The stochastic methods try better to represent individuals perceptions and therefore
more than one route will have to be included for selection by the driver.
Stochastic Methods
1. Simulation based
Two costs are considered:
- Objective (engineering)
- Subjective (driver perception)
Drivers are assumed to select the route which minimises their perceived costs.
F ( Ai , B) = TB f i / fi
Where TB are the trips going through B.
T (C C *)
=
T C *
ijr
ijr
ij
Where
ij
ij
is a measure of the total cost of total excess travel via les optimal routes
(Cijr Cij *)
Tijr
Congested Assignment
Ignore stochastic element and concentrate on capacity constraint.
Example:
Cb = 15 + 0.005Vb
Ct = 10 + 0.02Vt
Vb + Vt = Vtotal
For V < 250, Ct < Cb, Vb = 0 and Vt = V i.e. all traffic chooses the town route
The costs are calculated typically when the last iteration of the method has been
performed.
The denominator is introduced so that the measure recorded is in relative and not
absolute terms.
Wardrops first principle which tries to model behaviour of individual drivers trying
to minimise their own trip costs.
Wardrops Second Principle is closer to the optimum which planners and traffic
engineers would be interested in where they would endeavour to minimise total
travel costs across the network and therefore achieve an optimum social
equilibrium.
In general the total flows from each method will not be the same but one can expect
drivers to minimise their own costs and so one would expect the first principle to
model better trip behaviour.
Incremental Assignment
Divide matrix into a set of fractional matrices
The fractional matrices are then loaded into the network as in the next example.
Given:
0.3
0.2
0.1
800
600
400
200
Cb = 15 + 0.005Vb
Ct = 10 + 0.02Vt
T (C C *)
=
T C *
ijr
ijr
ij
ij
ij
-Simulation model: based on the use of cyclic flow profiles to represent the
movement of platoons of vehicles over a network.
-The model takes into account the interaction of different flows at roundabouts,
signal controlled and priority junctions.
- it needs information about flows on each link of the network to estimate
capacity, queues and delays.
- a separate assignment model which can perform either Wardrops or
stochastic user equilibrium assignment.
The demand and assignment sub-models were collapsed into the same process
where mode split and assignment are modelled simultaneously.
When equilibrium conditions have been reached, no user can further reduce his/her
generalised cost by switching route or mode.
The assignment process involves the combination of joint highway assignment and
mode choice and a simulation stage which takes into account queue formations at
junctions on the roads networks.
The process iterates between the two stages as the performance of junctions
depends on turning movements which depend on the best routes identified by the
assignment stage and these, in turn, depend on the total levels of traffic on the
network.
Public transport assignment is undertaken using a methodologically simpler all-ornothing assignment technique.
For the bus, the network comprises a representation of bus operating speed,
journey times and distance travelled, bus stops and service pattern.
Studies show that the total travel time on route 1 increases 2 mins for every extra
500 vehicles added. Mins of travel time on route 2 increase with the square of the
no. of vehicles expressed in 000s.
Solution
Free flow travel times
Route 1: (6km/60km.hr)*60min/hr = 6min
Route 2: (3km/45km.hr)*60min/hr = 4 min
Route 1: t1 = 6 + 4 x1
2
Route 2: t2 = 4 + x2
Where t1 and t2 are the average travel times on routes 1 and 2 in mins, and x1 and
x2 are the traffic flows in 000s vehs/hr
x1 + x2 = 4.5 = q
Where q is the total traffic flow (000s vehs/hr)
Assuming Wardrops equilibrium exixts, the travel times on all used routes are the
same. However, firstly, we have to determine if both routes are used.
t1(4.5) = 24 min
t2(0) = 4 min
As t1(4.5) > t2 (0) and t2(4.5) > t1(0) then both routes will be used.
t1 = t2 or
6 + 4 x1 = 4 + x22
But x1+x2=4.5
X2 = 2.899 or 2899 veh/hr and x1 = 1.601 or 1601 veh/hr
Supply:
The network if public-transport services is different to that of private cars. It
includes, as links, sections of bus or rail services running between two stops or
stations. The capacity of the link is associated with the capacity of the public
transport service.
Travel time in this situation can include the in-vehicle time, and wait time etc.
Passengers:
In public transport route choice we are dealing with the movement of passengers
and not vehicles. As passengers walk to stops stations and can interchange
between different services or use facilities such as park and ride, various nodes
need to be used to accommodate for this.
Monetary costs
In private car networks it is usually assumed that cost is directly associated with fuel
consumption, which, in turn is directly proportional to travel distance. These are
both approximations but they are usually accepted as drivers do not perceive these
costs in such a direct way as a passenger buying a ticker for a bus journey.
Generalised costs
v
1 ij
w
2 ij
t
3 ij
n
4 ij
Cij = a t + a t + a t + a t + a1 + a5 Fij
tijv is the in-vehicle travel time between i and j
tijw is the walking time to and from stops/stations
Example 1
Wait up to 2 mins for a line 5 veh or up to 4 mins for a line 2 veh; otherwise take a
line 1; if line 5 is taken and you see a line 4 veh at stop F then board it and alight af
J
If line 2 veh was taken then transfer at H to line 4 to depart other wise wait for line 3
to reach J