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Traditionally, the objective of transportation planning was to forecast the
growth in demand for car trips so that investment could be planned to meet the
demand.
When personal characteristics were thought to be the most important
determinants of mode choice, attempts were made to apply modal-split models
immediately after trip generation.
Such a model is called trip-end modal split model.
In this way different characteristics of the person could be preserved and used
to estimate modal split.
The modal split models of this time related the choice of mode only to features
like income, residential density and car ownership.
The advantage is that these models could be very accurate in the short run, if
public transport is available and there is little congestion.
Limitation is that they are insensitive to policy decisions example: Improving
public transport, restricting parking etc. would have no effect on modal split
according to these trip-end models.
This is the post-distribution model; that is modal split is applied after the
distribution stage.
This has the advantage that it is possible to include the characteristics of
the journey and that of the alternative modes available to undertake them.
It is also possible to include policy decisions.
This is beneficial for long term modeling.
Mode choice could be aggregate if they are based on zonal and
inter-zonal information.
They can be called disaggregate if they are based on household or
individual data.
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