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CE 303 Transportation Engineering

Transportation Planning

Lecture 5 - Network Assignment

Network Assignment is the last of the four steps in transportation forecasting process. Having decided to
travel from zone i to zone j by travel mode k, a path should be selected. depends on the equilibrium
between demand for travel Qijk and the supply of physical facilities.

Qijk

Links and nodes Network


describing assignment
Network model

Qijkl and qmn


Qij = Interzonal flow, qmn= Link flow
The number of available paths between any pair of zones i-j depends on the mode of travel k. Many
possible paths are available for private car. But, the number of paths available for mass transit (bus, train)
is limited.

A transportation planner should understand before beginning a network assignment that,


1. There is a difference between interzonal person-trips and interzonal vehicle-trips
2. There is a difference between daily trips ( 24 hour demand) and the diurnal (day-time) demand
3. The direction of the travel of the trips to be assigned should be considered.

5.1 Highway network description

Fixed facilities ( eg. Major roads, Main roads and Expressways) in highway network are specified as links
and nodes (eg. Intersections and Interchanges) and. Fig. 5.1 shows a hypothetical urban road network.

1
1 2

(2) (3)
(5) (5)

(8) 7 (4) 8 (4)


6 3
(7) (6) (4)
(4) (5) (7) (5) One way
(6) (5) (4)

(3) (5) 11 (4)


9 4
(4) 10 (5) (4)
(3)
(7) (7) (5) (5)
(8) (5)
(8)
(6) (2)
12 14
(5) 13 (4)

(2) (2)

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Fig. 5.1 A hypothetical network

The characteristics like travel time, congestion, safety are combined into a measure called travel
impedance of a link. The impedance of each link is related to the attraction of trips along that link. A link
array gives the distribution of impedances in the network of links. It should be noted that,
1. The zones are imaginary nodes called zonal centroids
2. Links 1-6, 2-7, 3-8, 4-11, 4-14 and 5-12 are links connecting the zones to the network. These links
are called centroidal connectors.
3. Centroidal connector impedance is the average impedance from the centroid of the zone to the
nearest node.
4. Impedances of the same link are not necessarily the same in both directions.

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The link data of a network can be presented in a link array. Table 5.1 shows the link array related to the
network in Fig 5.1.

Table 5.1 Link array of network in Fig. 5.1 with impedance


Node, n
Node, m 1 2 3 4 5 6 7 8 9 10 11 12 13 14
1 5
2 3
3 4
4 4 5
5 3
6 5 8 5 4
7 2 7 4 7
8 4 6
9 6 3 7
10 4 5 3 5
11 4 5 5 8 5
12 2 7 6
13 8 5 2
14 3 5 4

The function of network assignment is to distribute the interzonal trips by the different modes to the paths
available between each pair of zones. A path can consist of one or more links. The trip makers choose the
paths which offer least impedance to their travel from one zone to the other. At the end of network
assignment the total trips through each link can be estimated.

5.1 Route choice behaviour

The route choice behaviour depends on the characteristic of user and the system. The characteristics are
user equilibrium and system equilibrium.

In user equilibrium, the users choose the route that minimises the impedance, which is a function of
generalised cost (travel time, fuel consumption/fare price, average speed, number of stops, etc.). In
system equilibrium, users distribute themselves between the routes so that the average impedance for all
users (on each route) is the same.

5.1.1 Minimum impedance path algorithm

The user equilibrium is explained by the minimum impedance path algorithm. The users select the links
to travel between two zones, which have the lowest sum of impedance of individual links. Eg. Between
zones 3 and 5, the minimum impedance path is, 3-8-7-10-9-12-5. The total impedance is 30. No other
path gives impedance less than 30.

5.1.2 Minimum path tree table

The task of selecting the lowest impedance paths for each pair of zones is made easy by developing a
diagram which shows the minimum impedance paths from each zone. Fig 5.2 (a) illustrates a simple
network of links with the link impedances shown in parenthesis. Fig 5.2 (b) shows a diagram which gives
the minimum impedance paths available for travelling from 1 to 3 and from 1 to 5. This diagram is called
a minimum tree. From a minimum tree, a minimum path tree table can be developed. Table 5.2 gives the
minimum path tree table developed for the network in Fig 5.2(a). It is important to note that each zone as
an origin has its own minimum tree and minimum path tree table. In Table 5.2 the origin i is node 1.

3
2 2

(3) (2)
1 4 5 1 4
(7) 5

(4) (4)

3 3
(a) Simple network (b) Minimum tree from node 1
Fig. 5.2 A simple network and its minimum tree for node 1.

Table 5.2 Simple minimum path tree table (origin 1)


Node n Total impedance to node n from i Node preceding m
1 0 -
2 3 1
3 4 1
4 5 2
5 12 4

Example: Find the minimum tree emanating from the node 1 for the hypothetical network described by
the given link array.

Solution
The graphical solution in stages is given in Figs 5.3 and 5.4.

1
1 2
1

6 7 6 7 8

6 11
9 9
10 10
(a) Stage I (b)Stage II (c) Stage III
Fig. 5.3 Development of minimum tree - stages I, II and III

4
1 2 1 2

3 3
6 6
7 8 7 8
11 11
9 9
10 10
4 4

12 12
13 14 13 14

5 5

(a)Stage IV (b)Stage V

1 2

3
6
7 8
11
9
10
4

12
13
14

5
(c) Stage VI (final)
Fig. 5.4 Development of minimum tree - stages IV, V and VI

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5.1.3 Procedure for development of tree tables

The procedure adopted in the last example can be presented in a table form. This method is suitable for
the development of a tree table for a large network using a computer. Table 5.3 shows the stages of
development of minimum tree just as in the graphical method.

Table 5.3 Tree table changes at the end of each stage


Node Total impedance to node n Node m ( node preceding n)
(n) I II III IV V VI I II III IV V VI
1 0 -
2 15 7 N
3 21 8 o
4 18 11
5 19 12
6 5 1
7 13 6 C
8 17 7 h
9 10 6 a
10 9 6 n
11 14 10 g
12 17 9 e
13 22 11
14 19 11

Table 5.4 List of changes and related calculations


Link Compare path
Computed new path Decision (accept or
Stage N impedance to n in stage
m n impedance to n reject path in stage N)
N-1
I 0 1 0
II 1 6 0+5 = 5 5< Accept
7 5+8=13 13< Accept
III 6 9 5+5=10 10< Accept
10 5+4= 9 9< Accept
2 13+2=15 15< Accept
7 8 13+4=17 17< Accept
10 13+7=20 20>9 Reject
10 10+3=13 13>9 Reject
IV 9
12 10+7=17 17< Accept
7 9+5=14 14> 13 Reject
10 9 9+3=12 12>10 Reject
11 9+5=14 14< Accept
8 3 17+4=21 21< Accept
4 14+4=18 18< Accept
8 14+5=19 19>17 Reject
11
V 13 14+8=22 22< Accept
14 14+5=19 19< Accept
5 17+2=19 19< Accept
12
13 17+6=23 23>22 Reject
VI No more links emanating from nodes 2, 3, 4, 5, 13 and 14.

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Example: Assign the following interzonal vehicle trips from zone 1 to the network described above.

J 2 3 4 5
Q1j 800 500 600 200

1 2
800
500
600 800
800
200 500
2100 6 1300 7 500 8 500
3
200 600
10 600 11 600
9 4
200

12
200

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ig. 5.5 Graphical presentation of traffic assignment

Table 5.5 Final tree table


Node, n Total impedance to node n Node preceding, m
1 00 -
2 15 07
3 20 08
4 18 11
5 19 12
6 05 01
7 13 06
8 17 07
9 10 06
10 09 06
11 14 10
12 17 09
13 22 11
14 19 11

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The steps involved in the development of tree table are as follows,

Step 1 Initialise the path impedance at origin (i) to zero.

Step 2 Enter into a list the links (m-j) that start directly from node m just added to the tree.
Step 3 For each node n included in the list, add the impedance of link (m-nj) to the tree tables current
total impedance to node m. If this value is smaller than the current tree table entry (total impedance) for
node n, replace the current total impedance to n with the new total impedance to n and enter node m as the
node that immediately precedes n. This operation replaces the longer path to node n with the shorter one
just discovered. If the new total impedance is greater than the current tree table entry, proceed to the next
link in the list.
Step 4 Return to step 2 until the list is empty, in which case the tree table contains the solution as in the
previous example.
Estimates of link utilisation can be used to assess the likely level of service and anticipated potential
capacity problems.
Forecast of person trips and vehicle trips are relevant to the assessment of expected use of
transportation system.

It should be noted that there is a variation of travel demand during different times of the day. This is
illustrated in Fig 5.6.

100
Cumulative hourly traffic (% of the day)

80

60

40
Between 10 and 20
% of total daily traffic
20 in morning peak 8.00
hrs to 9.00 hrs

00
0 2 4 6 8 10 12 14 16 18 20 22 24
Time of the day - hrs
Fig. 5.6 Variation of hourly traffic

Time variation of demand is most relevant in mass transit planning.


Time via Freeway
Travel Time Ratio
Time via alternate route

Another factor that decides the selection or a route is the Travel Time Ratio. This is illustrated in Fig 5.7.

8
100

Cumulative hourly traffic (% of the day)


Passenger

Equal time
80 cars only

60
50 % usage

40

20

00

0.40 0.50 0.60 0.70 0.80 0.90 1.00 1.10 1.20 1.30 1.40 1.50 1.60
Travel Time Ratio= Time via freeway
Time via quickest alternate route
Fig. 5.7 An Example of a road diversion curve

Free/ All or Nothing Traffic Assignment


Allocates the entire volume interchanging between pairs of zones to minimum path calculated on the
basis of free flow link impedance.

Free/ Multipath Traffic Assignment


The interzonal volume is apportioned between available paths according to a realistic rule
Wijk1
Eg. p () W 1 x
ijkx

where, Wij is the impedance of route from i to j. Another method could be the Multi Nomial Logit
(MNL) Model which we just learned.
U
e ijk
p ()
e ijkx
U

Example: A multipath algorithm found the interzonal impedances of the four shorter paths between a pair
of zones to be 1.0, 1.5, 2.0 and 3.0 units of disutility. Assign the percentages of trips to be assigned to
each of the four routes according to MNL method.

Answer
Applying negative of the path disutilities we have, p (1) = 0.47, p (2) = 0.29, p (3) = 0.17, p (4) = 0.07

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