Course: CT4801 Date: 2 November 2006

Name: Transportation & Spatial Modeling Time: 9h00 12h00

For this exam you are allowed to use a pen, paper, a simple calculator and a formula sheet.
Books and lecture notes cannot be used during the exam.

The exam consists of 7 questions on 5 pages for which in total 100 points can be gained. It
is allowed to answer the questions in Dutch.

Question 1: Suppose we would like to determine the trip generation for commuting
[10 points] (home-to-work trips) in the morning peak using data on a zonal level.

(a) Give two examples of zonal data typically used to determine the trip
production.

[2 points]
- number of households in the zone
- average size of the household
- average number of cars in each household
- average household income
- etc.

(b) Give two examples of zonal data typically used to determine the trip
attraction.

[2 points]
- employment (number of jobs)
- office space in m2
- retail space in m2
- industry supply
- etc.

(c) What other purposes besides commuting can be distinguished in trip

making? Name three.

[3 points]
- shopping
- education
- social

(d) Which three model types can be applied to compute the trip
generation?

[3 points]
- regression models
- cross-classification models
- choice models / binary logit

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Question 2: For transport from city A to city B three alternative modes are assumed
[11 points] available: tram (t), car (c), and bike (b). Each transport mode m is
assumed to have an associated observed utility function consisting of two
attributes, namely (i) the travel time (TT) in minutes, and (ii) the travel
costs (TC) in euros. The observed utility functions are assumed to be
linear having some associated parameters ( 0m , 1m , 2m ) :

V m = 0m + 1mTT m + 2mTC m , m = t , c, b.

The parameters have been estimated using a stated preference survey,

yielding the values provided in the table below.

mode 0m 1m 2m
tram (t) -0.2 -0.05 -0.1
car (c) 0.0 -0.04 -0.1
bike (b) -0.3 -0.04 -0.1

The travel times of the tram, car, and bike are 12 minutes, 5 minutes, and
20 minutes, while the travel costs are 1.50, 1.00, and 0.10,
respectively.

The probability P m of choosing a specific transport mode m is

determined by the logit model with scale parameter ,

exp( V m )
P =
m
, m = t , c, b.
exp( V t ) + exp( V c ) + exp( V b )

From observations, 58% of the travelers choose to take the car from city
A to city B.

(a) What do the mode-specific constants ( 0m ) represent?

[3 points]
They indicate non-measured attributes of each alternative, like comfort,
status, image, and safety of the transport mode, that influence the
attractiveness of an alternative. The constant represents the relative
attractiveness of each model to a reference mode (in this case car, as it is
set to zero) if all measured utilities are equal.

(b) Determine the scale parameter .

[5 points]
The utilities for the transport modes are:
V t = 0.2 0.05 12 0.1 1.5 = 0.95
V c = 0.0 0.04 5 0.11 = 0.30
V b = 0.3 0.04 20 0.1 0.1 = 1.11
Further is given that

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 exp(0.30 )
Pc = = 0.58.
exp(0.95 ) + exp(0.30 ) + exp(1.11 )
1
This yields: = 0.58, or
exp(0.65 ) + 1 + exp(0.81 )
1
exp(0.65 ) + exp(0.81 ) = 1 0.724
0.58
Trying some values for yields = 1.4.

(c) What will the car share (in %) be if the tram would be for free? (In
case no answer was found to question (b), take = 1 ).

[3 points]
The utility of the tram will become V t = 0.2 0.05 12 0.1 0 = 0.80.
exp(0.30 1.4)
Pc = = 55%
exp(0.80 1.4) + exp(0.30 1.4) + exp(1.111.4)

Question 3: Consider three villages, A, B, and C. The roads connecting the cities are
[15 points] indicated in the figure below where each link is bi-directional. The
distances are indicated in kilometers. Furthermore, the production and
attraction per zone is given in the table below. We assume that there is no
intrazonal traffic.

10 km
A B
zone production attraction
A 200 150
6 km B 500 400
C C 100 250

(a) Formulate the doubly-constrained gravity model for simultaneous trip

distribution and modal split, and define each variable.

[4 points]
Tijv = ai b j Pi Aj Fijv , Fijv = f v (cijv ),
where
Tijv = number of trips from i to j using mode v,
ai , b j = scaling factors,
Pi = production of zone i,
Aj = attraction of zone j,
Fijv = accessibility of zone j from zone i using mode v,
cijv = impedance from zone i to zone j using mode v,
f v () = distribution function for mode v.

Two modes of transport are assumed to be of importance for travel

between the villages, namely bike and car. The distribution functions f for

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each mode are plotted in the figure below as a function of the travel
distance.

6
bike
5
4
3
car
2
1
0
0 4 8 12 16 20 24 28
distance [km]

(b) According to these distribution functions, what will the bike share (in
%) be if the travel distance is 2 km (assuming that a simultaneous trip
distribution / modal split model is used)?

[3 points]
The accessibility of the bike at a travel distance of 2km is 5.5, while the
accessibility of the car at 2km is 3.0. In a simultaneous trip distribution /
modal split model, the mode shares only depend on the accessibilities
(see the model from question (a), Tij ,bike / Tij ,car = Fij ,bike / Fij ,car ), such that
the bike share is: 5.5 / (5.5 + 3) = 64.7%

(c) Compute the OD trip matrices for bikes and cars by performing the
simultaneous modal split / trip distribution. Perform only a single
(complete) iteration.

[8 points]
Impedances (no intrazonal traffic):
A B C
bike car bike car bike car
A 9999 9999 10 10 16 16
B 10 10 9999 9999 6 6
C 16 16 6 6 9999 9999

Accessibilities (from distribution functions):

A B C
bike car bike car bike car
A 0 0 0.5 3 0 1.5
B 0.5 3 0 0 1.5 4
C 0 1.5 1.5 4 0 0

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 Total productions and attractions are already balanced.

Scaling towards productions:

A B C
bike car bike car bike car
A 0 0 20 120 0 60 200 40.0
B 27.8 166.7 0 0 83.3 222.2 500 55.6
C 0 21.4 21.4 57.1 0 0 100 14.3

Scaling towards attractions:

A B C
bike car bike car bike car
A 0 0 36.6 219.6 0 41.0
B 19.3 115.8 0 0 57.0 152.0
C 0 14.9 39.2 104.6 0 0
150 400 250
0.69 1.83 0.68

Hence, trip matrices for bikes are cars after 1 iteration:

0 36.6 0 0 219.6 41.0

Tij ,bike = 19.3 0
57.0 and Tij ,car = 115.8 0 152.0
0 39.2 0 14.9 104.6 0

Question 4: Consider a network with a single origin-destination (OD) pair (A,B) for
[17 points] which two non-overlapping routes exist, both consisting of a single link,
see figure below.

A B

The travel demand from origin to destination is 1200. The link travel
times ta are a function of the link flows qa , given by

2
q
t1 (q1 ) = 6 + 1 ,
2
3
400
q
t2 (q2 ) = 14 + 2 .
800

(a) Show that the flows in the shortest-path all-or-nothing assignment are
identical to the flows in the deterministic user-equilibrium assignment

[4 points]
In a shortest path all-or-nothing assignment all flow is assigned to the
fastest route without taking congestion into consideration. The free-flow
travel times on the two routes are 6 and 14, respectively. Therefore, all

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1200 vehicles will be assigned to route 1, and 0 vehicles to route 2.

In a deterministic user-equilibrium, congestion is taken into account.

However, even if all flow is assigned to the first route, the travel time is
still lower than the travel time on the second route, i.e.
2
1200
t1 (1200) = 6 + 2
3 = 12 < 14, hence also in the deterministic user-
400
equilibrium assignment, 1200 vehicles will choose route 1 and no
vehicles choose route 2.

(b) Determine graphically the system-optimal flows (in which the total
system travel time is minimized).

[4 points]
The system optimum can be computed by using the marginal link travel
time functions and using these to compute a deterministic user-
equilibrium.
The marginal link travel time functions are:
2 2
2
dt1 (q1 ) q1 4 1 q1 q1
t1 (q1 ) = t1 (q1 ) +
*
q1 = 6 + 3 + 3 400 q1 = 6 + 2
dq1 400 400 400
dt2 (q2 ) q 1 q
t2* (q2 ) = t2 (q2 ) + q2 = 14 + 2 + q2 = 14 + 2
dq2 800 800 400
Equating these two marginal travel time functions and assuring that both
link flows add up to 1200 vehicles yields the following graph:

20

15
t2*

10
t1*
5

q1 = 843 q2 = 357
0
0 200 400 600 800 1000 1200

(c) Determine iteratively the system-optimal flows (in which the total
system travel time is minimized).

[6 points]
Iteratively an all-or-nothing assignment will be performed (denoted by
flows w) based on the current marginal travel times and the MSA method
will be applied to average the current flows q with the new AON flows w,
i.e. q (i +1) = q ( i ) + (i ) ( q ( i ) w(i ) ) . As stopcriterium we will use that if both
routes are used, t1* t2* < 0.5.

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 i q1 q2 t1* t2* w1 w2 = 1/ i
1 0 0 6 14 1200 0 1
2 1200 0 24 14 0 1200 1/2
3 600 600 10.5 15.5 1200 0 1/3
4 800 400 14 15 1200 0 1/4
5 900 300 16.2 14.8 0 1200 1/5
6 720 480 12.5 15.2 1200 0 1/6
7 800 400 14 15 1200 0 1/7
8 857 343 15.2 14.9
After 8 iterations we stop. The system optimal flows are approximately
q1 = 857 and q2 = 343.

(d) Show that the total system travel time in the system-optimal
assignment is indeed lower than the total travel time in the
deterministic user-equilibrium assignment.

[3 points]
Total system travel time in user-equilibrium:
q1 = 1200, t1 (1200) = 12
q2 = 0, t1 (0) = 14
Total travel time = q1t1 + q2t2 = 1200 12 + 0 14 = 14400
Total system travel time in system optimum:
q1 = 843, t1 (843) = 8.96
q2 = 357, t1 (357) = 14.45
Total travel time = q1t1 + q2t2 = 843 8.96 + 357 14.45 = 12711 < 14400

Question 5: Consider the network below with three origins and three destinations, A,
[15 points] B, and C. The travel demand is given by the OD trip matrix Tij below.

link 4
A B C
A 0 1000 140
Tij =
B 400 160
A B
link 3 0

C 240 200 0
lin

k 2
k1

lin

= counter
(loop detector)
C

Furthermore, all links are assumed equal, having link travel times ta
depending on the link flows qa given by the following function:
2
q
ta (qa ) = 1 + a , a = 1, 2,3, 4.
400

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There are two counters in the network, one on link 3 and one on link 4,
counting the number of vehicles passing through that link.

(a) Assuming that all travelers are assigned according to a deterministic

user equilibrium, how many travelers will be counted on link 3?

[7 points]
First, we determine which OD flows pass through which link, indicated
below. Note that the flow from A to B can take two different routes. All
other OD flows only have a single route, so for these routes the user
equilibrium is easy to determine. Using the numbers from the OD matrix,
only one unknown variable remains, f (note that both route
BA+BC+CA 800

A B A B
AB2 f
CA
AB 1

0
(10

44
B+

00-

f)+
+A

1 +C

00-
f)+
C+

300

(10
AB
BC

C C
Since for OD pair (A,B) also the user-equilibrium should hold, we can
write down the following equations (assuming that both routes will be
used):
t3 (q3 ) = t1 (q1 ) + t2 (q2 )
(1000 f ) + 300 (1000 f ) + 440
2 2 2
f
1+ = 1+ +1+
400 400 400
1300 f 1440 f
2 2 2
f
= 1+ +
400 400 400
f 2 4002 (1300 f ) 2 (1440 f ) 2 = 0
f 2 4002 13002 + 2600 f f 2 14402 + 2880 f f 2 = 0
f 2 5480 f + (4002 + 13002 + 14402 ) = 0
f = 12 5480 12 54802 4(4002 + 13002 + 14402 ) 847
Hence, 847 vehicles will be counted on link 3.

(b) Suppose that the counter on link 4 indicates 1000 passing vehicles.
Change the OD trip matrix Tij such that it is consistent with this
count.

[5 points]
As indicated above, there will be passing 800 vehicles through link 4
according to the OD matrix, while the counter on link 4 now registers
1000 vehicles. This means that the OD flows BA, BC, and CA need to be
updated such that BA+BC+CA = 1000 instead of 800. By increasing

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 these OD flows by 200/800 = 25%, they will add up to 1000. Therefore,
the new OD flows will become:
BA = 400*1.25 = 500
BC = 160*1.25 = 200
CA = 240*1.25 = 300
Hence, the new updated OD matrix will be:
0 1000 140
Tij = 500 0 200
300 200 0

(c) Suppose that the OD trip matrix is unknown, but that link counts on
all links are available. Is it possible to uniquely determine the OD trip
matrix using these link counts? Explain your answer.

[3 points]
No, it is not possible to determine the OD trip matrix using all link
counts. There are 6 unknowns in the OD matrix. If there are 4 link counts,
there are 4 equations:
AB1+AC+BC = count link 1
AB1+CB+CA = count link 2
AB2 = count link 3
BA+BC+CA = count link 4
We cannot solve for six unknowns with four equations, hence there exist
many OD matrices that would fit the link counts. A unique OD trip
matrix cannot be determined.

Question 6: Below are a number of statements. Indicate for each statement whether it
[20 points] is true or false.
[Note: a correct answer gives +2 points, a wrong answer -2 points, no answer 0 points]

(a) Von Thnens model determines how much of each commodity a

producer will produce.

False

(b) In the theory of Von Thnen, the bid rent curve indicates how much
each producer is willing to bid (at maximum) for a piece of land for
producing a certain commodity, depending on the distance of the land
to the central market place.

True

(c) The model of Wingo & Alonso determines how far residents live
from their work and how much rent they pay, based on a single
employment center and a fixed income.

True

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 (d) Based on the land prices, the available space, and the accessibilities,
Hansens model determines the location choice of new residents.

False

(e) The Lowry model consists of a residential allocation model and a

(service) employment allocation model, in which the total
employment and the number of residents per zone are determined.

True

(f) TIGRIS XL is a land-use and transportation interaction (LUTI) model

which forecasts for future years the number of residents and jobs on
an aggregated zonal level given certain policy scenarios.

True

(g) Accessibility is an important (push) factor for firms to choose to

relocate.

False

(h) Accessibility is an important (pull) factor for firms when choosing a

new location.

True

(i) Migration distance and commuting distance are important factors in

the location choice for households.

True

(j) The government may influence land use by its infrastructure decisions
and by regulating development for houses.

True

Question 7: Accessibility has important implications for location decisions of users

[12 points] (households and firms) and therefore influences activities.

(a) Give a definition of accessibility.

[3 points]
The extent to which the land-use/transport system enables persons or
goods to reach activities or destinations by means of transport modes.
[origin-based formulation, can also be written destination-based in which
persons or goods from other places can reach the zone under
consideration]

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Consider the following network with four zones (A through D), each
having a certain potential (e.g., jobs, residents, activities, etc.), and with
given distances between the zones given in the figure. Assume that the
intrazonal distances are all equal to 1.

3 B
Zone Potential
A A 200
4 3 B 100
2 C 400
C D 250
2 D

(b) Mathematically formulate a suitable accessibility measure which

takes the zonal potentials and the distances between the zones into
account.

[4 points]
Ai = Pj F (cij ), where Ai is the accessibility of zone i, Pj is the
j

potential of zone j, cij is the distance from zone i to zone j, and F () is a

decreasing function. For example, F (cij ) = 1/ cij .

(c) Determine for the above network the ranking of the zones from most
accessible to least accessible, based on your measure defined in (b).

[5 points]
A1 = 200 /1 + 100 / 3 + 400 / 2 + 250 / 4 = 496
A2 = 200 / 3 + 100 /1 + 400 / 4 + 250 / 3 = 350
A3 = 200 / 2 + 100 / 4 + 400 /1 + 250 / 2 = 650
A4 = 200 / 4 + 100 / 3 + 400 / 2 + 250 /1 = 533
Therefore, the ranking from most accessible zone to least accessible zone
is: zone 3, zone 4, zone 1, zone 2.

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