In this paper, a probit-based multimodal transport assignment model is developed. Three transport modes (railway system, bus system, and automobiles) and their interactions are considered. The walking time to a bus stop or a station also plays an important role in multimodal networks. Thus, walking to a bus stop or to a railway station is included in the model. The factors affecting travelers’ route choices considered in this model include actual travel times, discomfort effects on transit systems, expected waiting times, fares, and constants specific to transport modes. A route in the model may be composed of different modes. The paper also deals with the optimal transit frequency design problem. The frequency design problem is formulated as an implicit program in which the objective function of total disutility in the multimodal network is minimized with respect to frequencies of transit lines. The flows on a multimodal network follow a probit-based stochastic user equilibrium assignment. A numerical example is presented.

The paper presents research aimed at unifying the fields of (i) dynamic network equilibrium, (ii) dynamic whole-link models and (iii) stochastic process models of between-and withinday dynamics. An approximation result and computational procedure is derived for determining the equilibrium probability distribution of a within-and between-day dynamic stochastic process traffic assignment model. The method is based on an analytic procedure requiring only knowledge of within-day dynamic stochastic user equilibrium flows, together with the Jacobians of the dynamic network loading map and of the choice probability function. An implementation is reported with a particular form of whole-link, continuoustime, dynamic network loading model, commonly found in the literature on dynamic traffic assignment, where travel times at the time of entry to a link are a function of the number of vehicles on the link at that time. Illustrative numerical examples are presented.

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Highly automated vehicles operating at SAE automation level 4 and 5 will not require the occupants' attention to be on the road at all. They will be free to amuse themselves as passengers. This will have the side effect of making them more vulnerable to motion sickness. Automated vehicles must plan paths which are feasible for the vehicle and comfortable for its occupants. In railway and highway design, paths with clothoid based transitions provide feasibility and comfort. This paper proposes a method for generating such a path using constrained non-linear optimization and compares it to an existing method based on root finding.