[Title Slide]

All-or-Nothing Model
[Slide]
All-or-nothing is often referred to as the minimum path algorithm. The minimum
path, or tree, represents the minimum time path between two zone centroids and is
assigned all the traffic volume between the zones in question. As volumes and
travel times increase, the results of this method become more unreliable.
Through the all-or-nothing (AON) assignment, we assume that the impedance of a
road or path between each origin and destination is constant and is equal to free-
flow level of service, meaning that the traffic time is not affected by the traffic flow
on the path.

[Slide]
The only logic behind this model is that each traveler simply uses the shortest path
from his or her origin to the destination and no vehicle is assigned to other paths
(Hui, 2014).
[Slide]
The assumptions of this method are:
1. Congestion does not affect travel time or cost, meaning that no matter how
much traffic is loaded on the route, congestion does not take place.
2. Since the method assigns one route to any travel between each pair of
OD(Origin-Distance), travelers traveling from particular zone to another
particular zone all choose the same route (Hui, 2014).
[Slide]
Example:
Assign the vehicle trips shown in the following O-D trip table to the network, using
the all-or-nothing assignment technique. To summarize your results, list all the links
in the network and their corresponding traffic volume after loading.
Origin-Destination Trip Table:

Highway Network:
Solution:
The all-or-nothing technique simply assumes that all of the traffic between a
particular origin and destination will take the shortest path (with respect to
time).

For example, all of the 200 vehicles that travel between nodes 1 and 4 will travel via
nodes 1-5-4.
The tables shown below indicate the routes that were selected for loading as well as
the total traffic volume for each link in the system after all of the links were loaded.
[Title Slide]
Capacity Restraint Model
[Slide]
Many different capacity restraint equations have been developed and tested and
are available for use. There are two basic characteristics common to capacity
restraint models;
(i) they are non-linear relationships;
(ii) (ii) they use the volume-capacity ratio or V/C as a common factor.
The underlying premise of a capacity restraint model is that the travel time on any
link is related to the traffic volume on that link.
[Slide]
Capacity restraint models assign traffic to possible routes in an iterative manner:
1. A portion of the total traffic volume is assigned to the link with the shortest
travel time.
2. Travel times for all possible links are calculated again, since volumes have
changed.
3. Another portion of the traffic volume remaining to be assigned is allocated to
the link that now has the shortest travel time.
4. The travel time for all links are calculated and revised if changes result.
5. The process of incremental assignments, followed by calculation of revised
shortest travel times, by link, continues until all trips have been assigned.
[Slide]
The capacity restraint model used by Federal Highway Administration (FHWA) is
applied in an iterative manner. The adjusted link speed and/or its associated travel
impedance is computed using the following capacity restraint function:
T=To[1+0.15(V/C)4]

Where:
T= balance travel time (at which traffic V can travel on a highway segment)
To= free flow travel time: observed travel time (at practical capacity) times 0.87
V= assigned volume
C = practical capacity

Assume the traffic volume on a path between zone i and j was 525. The travel time
recorded on this path is 15 minutes. If the capacity of this path would be 550, then
calculate the new travel time for future iteration of the model.
Based on the link performance function, we have:
T=To[1+0.15(V/C)4]
Now we have to plug in the numbers into the formula to determine the new travel
time:

T =15(1+ 0.15 ( 525

T = 16.86
Incremental Increase Model
In this model, which is based on the logic of the AON model, a process is designed
with multiple steps. In each step or level, a fraction of the total traffic volume is
assigned, and travel time is calculated based on the allocated traffic volume.
Through this incremental addition of traffic, the travel time of each route in step (n)
is the updated travel time from the previous step (n-1)(Rojo, 2020).

The steps for the incremental increase traffic assignment model are:
1. Finding the shortest path between each pair of O-Ds
2. Assigning a portion of the trips according to the matrix (usually 40, 30, 20
and 10 percent to the shortest path)
3. Updating the travel time after each iteration (each incremental increase)
4. Continuing until all trips are assigned
5. Summing the results
Example:
A hypothetical network accommodates two zones with three possible links between
them. Perform an incremental increase traffic assignment model for assigning 200
trips between the two zones with increments of: 30%, 30%, 20%, 20%. (The
capacity is 50 trips.)
Solution:
Step 1 (first iteration): Using the method of AON, we now assign the flow to the
network using the function below:
T=To[1+0.15(V/C)4]
Since the first route has the shortest travel time, the first 30% of the trips will be
assigned to route 1. The updated travel time for this path would be:

Step 2 (second iteration): Now, we can see that the second route has the shortest
travel time, with 30% of the trips being assigned to this route, and the new travel
time would be:

Step 3 (third iteration): In the third step, the 20% of the remaining trips will be
assigned to the shortest path, which in this case is the first route again. The
updated travel time for this route is:

Step 4 (fourth iteration): In the last iteration, the remaining 10% would be assigned
to first route, and the time is:

Finally, we can see that route 1 has a total of 140 trips with a 8.85 travel time, the
second route has a total of 60 trips with a 9.17 travel time, and the third route was
never used.