Traffic - Assignment Independent Learning Week12

TRIP ASSIGNMENT
Transportation Engineering (CIVTREN)

Notes of AM Filone, DLSU-Manila
Trip Assignment is the procedure by which the
planner/engineer predicts the paths the trips will take.
For example, if a trip goes from a suburb to downtown,

the model predicts the specific streets or transit routes to
be used.

Trip Assignment Procedures
1. Minimum-Path Techniques.
• Minimum-path techniques are based on the assumption that

travelers want to use the minimum impedance route between
two points.
• The trip between zones are loaded onto the links making up the
minimum path. This technique is sometimes referred to as “all-
or-nothing” because all trips between a given origin and
destination are loaded on the links comprising the minimum path
and nothing is loaded on the other links.
• After all possible interchanges are considered, the result is an
estimate of the volume on each link in the network.
• This method can cause some links to be assigned more travel
volume than the link has capacity at the original assumed speed.
Example: Assign the vehicle trips shown in the O-D trip
table to the network shown in Figure 12.20 using the all-or-
nothing assignment technique. Make a list of the links in
the network and indicate the volume assigned to each.
Calculate the total vehicle minutes of travel. Show the
minimum path and assign traffic for each of the five nodes.
1 8min 3min 3
5min 2 7min
5min
12min
5 6min 4
Solution:

Example: The figure represents travel times on the link
connecting six zonal centroids. Determine the minimum path
from each zone to each other zone. Use the all-or-nothing
assignment method to determine the total trips for each link
after all of the trips from the following two-way trip table have
been loaded onto the network.
3.3 5 12.6 1
7.2 5.0
4 4.8 6 8.4
2.2 5.0
4.3
3 7.8
2
Solution:
5
0 1
800 700 3800
4 3250 6 1000 trips
7350 4050
2700 3 0 2

Seatwork:
A trip table (veh/hr) needs to be loaded on the network shown. Find the total volume
on each link assuming an all-or-nothing assignment. The values along the links are
the distances in km. Also compute the total veh-km on the network.

2. Minimum Path with Capacity Restraint
• Capacity-restraint techniques are based on the
findings that as the traffic flow increases, the
speed decreases.
• There is a relationship between impedance
and flow for all types of highways.
• Capacity restraint attempts to balance the
assigned volume, the capacity of a facility, and
the related speed

Bureau of Public Roads (BPR) method
This traffic-flow-dependent travel-time relationship is
represented by the general polynomial function:

Davidson Method
Davidson (1966) has suggested the use of an expression

giving travel time relationship similar to the BPR formula:

Example:
A freeway section 10 miles long has a free-flow speed of 60 mph. Qmax =
2000 veh/hr, Q = 1000 veh/hr,  = 0.1,  = 0.474, and  = 4, and T0 =
10min. Apply the (a) Davidson’s and BPR’s methods to find TQ.

35
Davidson(TQ)
30
BPR(TQ)
Travel time (min) 25
20
15
10
0
0 500 1000 1500 2000 2500 3000
Q
Comparison of Plots by Davidson and BPR Methods

Problem:
A flow of 8,500 vehicles in the peak hour is to be
distributed between two routes whose properties
are given in the following table. Using the BPR and
Davidson’s methods under user equilibrium
conditions, estimate the flow along each route.
 0.5 0.2

Seatwork:
Given the following information, and using the generalized
capacity restraint link performance function by BPR method,
determine the flow in each route. A flow of 6,500 vehicles in
the peak hour is to be distributed between two routes whose
properties are given in the following table. Note that Route 1
is 32 km in length while Route 2 is 25 km. Also, determine the
travel time at equilibrium in minutes.
Link performance component Route 1 Route 2

Free-flow speed (kph) 80.0 100.0
Capacity (veh/h) 3800 4200
 0.3 0.5
 2.5 3.5

Example: A highway connecting two small cities has the following
characteristics: The time (t, min) to travel on a certain stretch of a
highway is t1 = 12 + 0.01q1, where q1 is the flow of vehicles
(veh/hr). The demand function is q = 4800 – 100t.
(a) Estimate the equilibrium flow and travel time.
(b) The traffic department wants to close the existing highway and
replace it with a better highway with a supply function of t2 = 12 +
0.006q2, with the same demand function. How much additional
traffic will be induced by this new highway?
(c) Citizens currently using the existing highway want to continue
using it, and, in addition, demand the new highway as well. What
will be the equilibrium flow and travel time for this scenario,
assuming the demand for travel remains unchanged (Wardrop’s
principle applies)?
(d) If the new road is built with a supply function of t3 = 10 +
0.005q3, and the existing highway is used as well, what would be
the new equilibrium flow and time?
Solution:
Additional
traffic
2
induced =
q2-q1 =450
(c)

(c)

(d)

Example:
A busy travel corridor connecting a suburb with the city center
is served by two routes having a typical travel time function, t =
a + b(q/c), where t is the time in minutes, q is the vehicular flow
in veh/hr, and c is the capacity of the route in veh/hr. The
existing characteristics of the two routes is as follows:
(a)If the existing peak-hour demand is 5000 veh/hr, what is the

traffic distribution on the two routes?
(b)If repair work on Route 1 reduces its capacity to 2000 veh/hr,
what is likely to be the traffic distribution on the two routes for
the duration of the repairs?
(c)It is anticipated that after the repairs are completed on Route
1, its capacity will be 4200 veh/hr. How will this affect the
distribution. Notes of AM Filone, DLSU-Manila
Flows in Transport Networks
a.Two Links in Series
fAB = fBC; CAC = CAB + CBC

a.Two Links in Parallel
fAB = f1 + f2; C1 = C2
Figure 11-17(a)
Note that when links are

in series, we add the
cost of each link to
obtain the total cost.
Figure 11-17(b)

Figure 11-18(a)

Figure 11-18(b)

Example: In the simple highway network shown, the cost function (C) depends
on the link traffic flow (f)
(a) If f1 = 2, compute the value of f4.
(b) If f1 = 5, compute the value of C4 (Wardrop’s principle applies).
C4 = 3 + 4f4
C2 = 6 + 3f2 B
A
C1 = 3 + 4f1
C
C3 = 6 + 6f3

Seatwork: In the simple highway network shown, the
cost function (C) depends on the link traffic flow (f).
(a)If f1 = 2, compute the value of f4.
(b) If f1= 5, compute the value of C4 (Wardrop’s
equilibrium applies).

Seatwork: In the simple highway network shown, the cost function (C) depends
on the link traffic flow (f)
(a) If f1 = 1, compute the value of f4.
(b) If f1 = 9, compute the value of C4 (Wardrop’s principle applies).
C4 = 10 + 3f4
C2 = 4 + f2 B
A
C1 = 2 + f1
C
C3 = 4 + 2f3

A. Incremental Assignment
Divide the total trip matrix T into a number of

fractional matrices by applying a set of proportional
factors pn such that n pn = 1.
The fractional matrices are then loaded, incrementally,

onto successive trees, each calculated using link costs
from the last accumulated flows.
Typical values for pn are: 0.4, 0.3, 0.2, and 0.1.

The algorithm can be written as follows:

a. Select an initial set of current link costs, usually free-
flow, travel times. Initialize all flows: Va = 0; select a set of
fractional pn of the trip matrix T such that n pn = 1; make
n = 0.
b. Build the set of minimum cost trees (one for each
origin) using the current costs; make n = n + 1.
c. Load Tn = pn T all-or-nothing to these trees, obtaining a
set of auxiliary flows Fa; accumulate flows on each link:
d. Calculate a new set of current link costs based on the

flows ; if not all fractions of T have been assigned
proceed to step b; otherwise stop.
Incremental Assignment
Disadvantages:
1. This algorithm does not necessarily converge to
Wardrop’s equilibrium solution.
2. Incremental loading techniques suffer from the limitation
that once a flow has been assigned to a link it is not
removed and loaded onto another one; therefore if one of
the initial iteration assigns too much flow on a link for
Wardrop’s equilibrium conditions to be met, then the
algorithm will not converge to the correct solutions.
Advantages:
1. It is easy to program.
2. Its results may be interpreted as the build-up of
congestion for the peak period.
B. Method of Successive Averages
Iterative algorithms were developed, at least partially, to

overcome the problem of allocating too much traffic to
low-capacity links.
In an iterative assignment algorithm, the “current” flow on

a link is calculated as a linear combination of the current
flow on the previous iteration and an auxiliary flow
resulting from an all-or-nothing assignment in the present
iteration.

The algorithm can be described by the following steps:
a. Select a suitable initial set of current link costs,

usually free-flow travel times. Initialize all flows Va = 0;
make n = 0.
b. Build the set of minimum cost trees with the current
costs; make n = n + 1.
c. Load the whole of the matrix T all-or-nothing to these
trees obtaining a set of auxiliary flows Fa.
d. Calculate the current flows as:
with 0    1
e. Calculate a new set of current link costs based on the
flows . If the flows (or current link costs) have not
changed significantly in two consecutive iterations, stop;
otherwise proceed to step b. Alternatively, the indicator 
could be used to decide whether to stop or not. Another,
less good but quite common, criterion for stopping is
simply to fix the maximum number of iterations;  should
be calculated in this case as well to know how close the
solution is to Wardrop’s equilibrium.

Flow = 1200, Cost =21
Flow = 800, Cost

Transportation =26 (CIVTREN)
Engineering
Solution:

Note:
• The value of  after iteration 10 is zero.
• It can be seen that the algorithm was close to the correct
equilibrium solutions in iterations 3, 6, and 9 but only reached it
in iteration 10. For more realistic networks, the number of
iterations needed to reach satisfactory convergences may be very
high.
• Fixing the maximum number of iterations is not a good approach
from the point of view of evaluation. Link and total costs can vary
considerably in successive iterations and this may affect the
feasibility of a scheme.
Flow = 1400, Cost =22

Flow =of600,
Notes CostDLSU-Manila
AM Filone, =22
Seatwork: Consider the problem of the two routes, town center and bypass.
Given the demand of 2000 trips from A to B.
a) The demand is to be split into five increments of 0.30, 0.25, 0.20, 0.15,
and 0.10 of this demand. Use the following equations for the travel costs:
tb = 12 + 0.008Vb and tt = 10 + 0.025Vt
Where the tb and tt are the travel ‘costs’ (time in minutes) via the bypass and
the town center routes respectively, and Vb and Vt are their corresponding
flows. Determine Vb and Vt.
b) Using the MSA method, assuming  = 1/n where n = 10, determine Vb and
Vt.

END

Seatwork:
Given the following information, and using the generalized
capacity restraint link performance function by BPR method,
determine the flow in each route. A flow of 10,500 vehicles in
the peak hour is to be distributed between three routes whose
properties are given in the following table.
Link performance component Route 1 Route 2 Route 3

Free-flow travel time (min) 17.0 15.5 12.5
Capacity (veh/h) 3800 4200 6000
 0.3 0.5 0.6
 2.5 3.5 4.5


Traffic - Assignment Independent Learning Week12

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Traffic - Assignment Independent Learning Week12

Uploaded by

Copyright:

Available Formats

TRIP ASSIGNMENT

Transportation Engineering (CIVTREN)

For example, if a trip goes from a suburb to downtown,

Transportation Engineering (CIVTREN)

• Minimum-path techniques are based on the assumption that

Transportation Engineering (CIVTREN)

Transportation Engineering (CIVTREN)

Transportation Engineering (CIVTREN)

Transportation Engineering (CIVTREN)

Transportation Engineering (CIVTREN)

Davidson (1966) has suggested the use of an expression

Transportation Engineering (CIVTREN)

Transportation Engineering (CIVTREN)

Travel time (min) 25

Comparison of Plots by Davidson and BPR Methods

Transportation Engineering (CIVTREN)

Transportation Engineering (CIVTREN)

Link performance component Route 1 Route 2

Transportation Engineering (CIVTREN)

Transportation Engineering (CIVTREN)

Transportation Engineering (CIVTREN)

Transportation Engineering (CIVTREN)

(a)If the existing peak-hour demand is 5000 veh/hr, what is the

a.Two Links in Series

fAB = fBC; CAC = CAB + CBC

Note that when links are

Transportation Engineering (CIVTREN)

Transportation Engineering (CIVTREN)

Transportation Engineering (CIVTREN)

Transportation Engineering (CIVTREN)

Transportation Engineering (CIVTREN)

Transportation Engineering (CIVTREN)

Divide the total trip matrix T into a number of

The fractional matrices are then loaded, incrementally,

Typical values for pn are: 0.4, 0.3, 0.2, and 0.1.

Transportation Engineering (CIVTREN)

d. Calculate a new set of current link costs based on the

Iterative algorithms were developed, at least partially, to

In an iterative assignment algorithm, the “current” flow on

Transportation Engineering (CIVTREN)

a. Select a suitable initial set of current link costs,

Transportation Engineering (CIVTREN)

Flow = 800, Cost

Transportation Engineering (CIVTREN)

Transportation Engineering (CIVTREN)

tb = 12 + 0.008Vb and tt = 10 + 0.025Vt

Transportation Engineering (CIVTREN)

Transportation Engineering (CIVTREN)

Link performance component Route 1 Route 2 Route 3

Transportation Engineering (CIVTREN)

You might also like