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Trip Assignment

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.

If level of service (LOS) is low then demand may decrease.


A speed/flow relationship is important as it relates to the use of the network to the
LOS.

Supply for private transport:


Road network

Supply for public transport:


Network, routing, capacities, frequency, quality, reliability, etc.

Comments on the functions used in transport assignment


model should not generate infinite travel time in overloaded regions of the
network.
cost flow relationships should be increasing functions except perhaps at very low
flows
if another vehicle is added to the flow on a link then there is an additional cost
incurred by others on that link.

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

Proposed Functions of Relationships

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 )

Where: and are parameters to be calibrated


Qp = is the practical capacity

S0
V < F1

S (V ) = S0 [ ( S0 S1 ) / ( F2 F1 ) ] (V F1 ) F1 < V < F2

S1 / [1 + ( S1 / 8d )(V / F2 1) ]
V > F2

Where: S0 = free-flow speed


S1 = speed at capacity flow F2
F1 = max flow at which free flow conditions prevail
d = distance or length of the link
F2 = capacity flow

d / S0
V < F1

T (V ) = d / [ S0 + SS01 F1 SS01V ] F1 < V < F2

V >F
2
d / S1 + [ (V / F2 ) 1] / 8
Where:

SS01 = ( S0 S1 ) / ( F2 F1 )

Traffic Assignment Methods


Set of rules to load a fixed trip matrix onto the network and thus produce a set of
link flows.

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:
-

The accuracy of the solution is dependent on the series of random numbers


used in the simulation

No explicit allowance is made for congest effects

Commence at centroid 1
Note travel time to the nearest nodes
T1 22 = 2
T1 32 = 2

Calculate cumulative time from centroid 1 through node 22 to nodes connected to it


T1 22 21 = 3
T1 22 23 = 4

Node 32 is the next closest in time to centroid 1 and so it is now considered.


T1 32 21 = 4
T1 32 16 = 5

At this stage, 2 routes have been calculated to node 21, the shortest being 1 22
21 = 3.

it is closer at the cheapest route and the other is deleted.


Now, move to 21 as it is now the closest in time cost from centroid (cost is 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

Morning peak period:


3,500 cars approach the town
These drivers will experiment with the two routes and choose which best suits
them.
When each driver has made a route selection and assumes that he/she has found
the least cost route for them, then Wadrops equilibrium is said to have been
reached on the network.

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.

Another version of Wardrops equilibrium is that in congested networks traffic


arranges itself in such a way that no individual trip maker can reduce path costs by
switching routes.

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

All or Nothing Assignment


Assumptions
link costs are fixed i.e. no congestion
all drivers think alike
every driver from i to j chooses the same route
all drivers are assigned to that route and none to others

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.

2. Proportional Stochastic Methods


-Splitting trips between all possible links

Splitting factors are defined:


fi = 0 if dai > dB i.e. if node Ai is further from the origin than B which means that the
cost of going through node Ai is greater than going through B

0 < fi < 1 if dAi < dB

Trips are divided according to the equation:

F ( Ai , B) = TB f i / fi
Where TB are the trips going through B.

Checking for convergence and stability of assignment techniques


To compare various assignment methods an indicator can be used which gives
an estimation of how close the solution is to Wardrops equilibrium. The formula
used to describe the indicator is () is as follows:

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 *)

is the excess cost of travel over a particular route


relative to the minimum cost of travel for that (i,j) pair

Tijr

are the trips from i to j by route r

Congested Assignment
Ignore stochastic element and concentrate on capacity constraint.
Example:

Assume 2 time/flow relationships

Cb = 15 + 0.005Vb
Ct = 10 + 0.02Vt
Vb + Vt = Vtotal

Solve for Vb to get


Vb = 0.8V 200
V > 250 i.e. Wardrops equilibrium

For V < 250, Ct < Cb, Vb = 0 and Vt = V i.e. all traffic chooses the town route

For V > 250, the two routes will be used.


If V = 2000, Vb = 1400 and Vt = 600
Costs are 22 mins by each 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 Second Principle


Wardrop proposed a second principle for assigning traffic to a network, as follows:

Under social equilibrium conditions traffic should be arranged in congested


networks in such a way that average (or total) travel cost is minimised

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:

Bypass capacity = 3000 trips


town centre capacity = 1000 trips
V = 2000 trips
Vb = 1400 trips
Vt = 600 trips

Divide the demand into 4 increments:


0.4

0.3

0.2

0.1

800

600

400

200

Cb = 15 + 0.005Vb
Ct = 10 + 0.02Vt

Cost of travelling by the town is 26


Cost of travelling by the bypass is 21
As the costs do not equal convergence is not reached.
This means that the wrong increment of flow was used at the start.

Check how close this solution is to wardrops equilibrium

T (C C *)

=
T C *
ijr

ijr

ij

ij

ij

[800(26 21) + 1200(21 21)


=
= 0.095
(2000)(21)
A start off increment of 0.2 or 0.3 would have been better in this case.

In this case convergence is reached at a cost of 22 by both routes

Assignment in Dublin Transportation Initiative

SATURN uses two models in order to achieve representative assignment.

-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.

This process, called equilibration, achieves a balance between transport supply


and demand.

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.

Route Choice Examples


Example 1
Two routes connect a city and suburb. During the peak-hour morning commute, a
total of 4500 vehicles travel from the suburb to the city.

Route 1 has a 60km/hr speed limit and 6km in length


Route 2 has a 45km/hr speed limit and 3 km in length

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.

Determine user equilibrium travel times.

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.

Check if 4,500 vehicles per hour exceeds q.


a) Assume that all traffic flow is on route 1
then

t1(4.5) = 24 min
t2(0) = 4 min

b) Assume that all traffic flow is on route 2.


then t1(0) = 6min and t2(4.5) = 24.25min

As t1(4.5) > t2 (0) and t2(4.5) > t1(0) then both routes will be used.

Wardrops equilibrium implies that

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

Average travel time can be calculated as

t1 = 6 + 4(1.601) = 12.4 min


t2 = 4 + (2.899) 2 = 12.4 min

Public Transport Assignment

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

tijt is the waiting time at stops


tijn is the interchange time

n is the penalty of interchange


Fij is the fare

Common lines problem


This is a probably one of the most difficult and typical problems of public-transport
assignment. The problem arises when for at least some O-D pairs there are
sections in a path which have more than one parallel service offered and
passengers can choose the one which suits them best.

Modelling Public-transport Route choice


A public transport line: is a fleet of vehicles which run between two points (terminus)
on an network.
A line section: is any proportion of a public transport line between not necessarily
consecutive nodes.
A public transport route: is any path a user can follow on the transit network in order
to travel between two nodes.

Example 1

Take line 2 to stop H; transfer to line 3 and then exit at stop J

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 no take line 4 veh at F continue to 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

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