1. 1 Transportation Modeling Approach Direct vs. Sequence Meeghat Habibian Modeling approach

2. 2 (1)the direct approach. MODELING APPROACHES (2) the sequenced choice model approach. sequencing a series of models of choice and then combining them a direct application of the concepts of microeconomic demand modeling Approaches in travel demand modeling

3. 3 (1)the direct approach. MODELING APPROACHES (2) the structured choice model approach. predicting the number of trips made in an urban area as a function of demand and supply characteristics Approaches in travel demand modeling

4. 4 The Direct Approach: The following attributes need to be identified: 1 purpose 2 origin 3destination 4 mode 5 route 6time of day

5. 5 X p ijmrt the number of trips made by an individual during a given period of time, p=purpose, origin=i, destination=j, mode=m, route =r, and at time of day= t demand function: all the attributes of all the alternatives simultaneously The Direct Approach:

6. 6 D p = vector of demand variables for trip purpose p S ijmrt = vector of supply variables for trips with attributes given by i, j, m, r and t The Direct Approach:

7. 7 the total number of variables in the demand function: d + ijmrt In the quite realistic situation when d = 3, i= 3, j= 5, M = 3, R = 2, and T =3, the number would be 273 The Direct Approach:

8. 8 Simplifications in the Direct Approach models:  Elimination of the cross-elasticities of demand for different trip purposes, p, which has been assumed.  Eliminating the t index and constructing demand functions for trips over all time periods (i.e., typical weekday).

9. 9 Simplifications in The Direct Approach models:  Another level of simplification is when origins and destinations are left in the model (*aggregation on route and modes), resulting in the origin-destination demand model or a generation-distribution model:  The extreme of such a simplification is when all attributes are suppressed except the trip origin or a trip-generation model: Simplifications in the Direct Approach models:

10. 10 Example of The Direct Approach: One of the earliest direct demand models for an urban freeway bridge in the San Francisco Bay Area, The Kraft-Wohl model (1967) : Trip volume purpose time of day income measure Population measure And …

11. 11 The Sequenced Choice Approach: The Direct Approach: All the attributes of all the alternatives simultaneously The Sequenced Choice Approach: The number of trips is first decided, and then the other attributes. Sequential process

12. 12 Sequenced Choice Approach UTPS Reverse modeling Two methods which are different in modeling trip generation

13. 13 The first method in sequence approach (UTPS) This method is common in practice: Urban Transportation Planning System (UTPS) A trip-generation model is defined X p i, then distributed among the alternatives available for mode, destination and route choices, using models of travel choice.

14. 14 UTPS process: trip-generation model Mode spilt Assignment distributing among the available destinations

15. 15  The total travel demand is not elastic with respect to the attributes of the supply system and that trips are generated on the basis of demand variables only.  Attempts to correct this are made by either incorporating aggregate measures of supply in the trip-generation model (e.g., accessibility index)

16. 16 proportion of all trips, that would select route r route choice function vector of supply variables vector of supply variables set off all roads available for this i,j,m

17. 17 Using previous, provide a: weighted average of the supply characteristics modeling the conditional choice of mode: Mode choice function

18. 18 The weighted average of the supply characteristics to any destination can be obtained: The destination choice model can now be based on these weighted supply values: Destination choice function

19. 19 the weighted average of all supply value from i: a trip-generation demand model can be specified:

20. 20 A transportation system serving an area: 1 Purpose a given trip purpose 2 3 4 15 6 origin One origin Destination 3 possible destinations Mode two modal networks Route two routes time of day --------------

21. 21 The travel times on the network The travel costs on the network vector of destinations attractiveness

22. 22 Amounts of traffic flows from an origin i to destinations j by each of the modes and routes? The hierarchy assumed is, destination choice is first, and using that, the choice of mode is made on the basis of which route is chosen. 1-modeling the choice of route conditional on mode choice:

23. 23 bases route choice only on travel times Invariant respect to route

24. 24

25. 25 1- choice of route conditional on mode choice: 2-calculation of weighted average travel time for each mode and destination combination:

26. 26 2- for example: t 11 =(25)(0.39)+(16)(0.61)=19.51≈20 t 12 =(36)(0.4)+(24)(0.6)=28.8≈30

27. 27 3- A logit mode choice model: Where V(m, j) is a linear choice of travel time & cost:

28. 28 3- computation of The weighted average values of the time and cost functions Vˆ(j) for each destination: Vˆ(j)=Σ m V(m,j) p(m│j) 5.19=(5)(0,62)+(5.5)(0.38)

29. 29 4- A gravity destination choice model: 5- calculating p(m,r,j) matrix: Stage 4 Stage 3 Stage 1

30. 30 5-

31. 31 6-Trip generation measure of generalized transport cost X i =681

32. 32 7-allocating 681 trips among all the modes, routes, and destinations according to the p(j,m,r) matrix

33. 33 1- choice of route conditional on mode choice. 2-calculation of weighted average travel time for each mode. and destination combination. 3- modeling mode choice (a logit). 4- modeling destination choice (a gravity). 5- calculating p(m,r,j) matrix. 6-computing Trip generation. 7-allocating all trips among all the modes, routes, and destinations.