• Behavioral and perceptual models became central to transportation planning, integrating perceptions, preferences, and attitudinal segmentation into travel-choice frameworks to explain mode shifts and to tailor transit design and policy analyses [14], [6], [5], [17].

• Disaggregate travel-demand modeling matured into a cohesive program of estimation, validation, transferability, and policy-oriented forecasting, with equilibrium trip assignment used to test applicability across urban networks [10], [12], [11].

• Network design and allocation optimization linked facility siting, stop-location, and route-choice concepts, emphasizing realistic allocation rules, cost considerations, and search for optimal service layouts through theoretical and applied analyses [8], [19], [11].

• Accessibility measurement and spatial-structure theory contributed quantitative indicators and theory on how housing location, urban form, and activity-travel patterns shape planning outcomes [18], [13].

• Parking economics emerged as a policy lever, showing how the supply and pricing of parking spaces influence parking-lot choice and urban transport mode decisions [16], [20].