Trip Generation and Distribution: Topic For The Class: AIE404: Unit:4 Title: Date & Time

Topic for the class: AIE404: Traffic and Transportation Planning
Unit :4 Title: Trip Generation and Distribution

Date & Time :
Sri. Srinivasa Rao Gandupalli

Assistant Professor
Department of Civil Engineering
GITAM Institute of Technology (GIT)
Visakhapatnam – 530045
Email: sgandupa@gitam.edu
26 April 2022 Department of Civil Engineering, GIT ECE449: Transportation Infrastructure Engineering: 1
Outline of Module-IV
• Trip Generation and Distribution: Factors governing trip generation and
attraction –Methods of trip distribution
• Modal Split and Assignment: Factors affecting modal split; Modal split in Video Box Position
transport planning; Principles of traffic assignment; assignment techniques.
26 April 2022 Department of Civil Engineering, GIT ECE449: Transportation Infrastructure Engineering 2
Department of Biotechnology, GIT Course Code and
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TRIP GENERATION

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FAQs
1. What are the factors governing trip generation and attraction

rates?
Video Box Position
2. Explain Multiple linear regression analysis in trip generation
modelling
3. Explain Category analysis technique in trip generation modelling
Unit :4 Title: Trip Distribution
Date & Time :

Assistant Professor
TRIP DISTRIBUTION

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FAQs
1. Discuss Various Growth Factor Trip Distribution methods

2. Discuss Various synthetic Trip Distribution methods Video Box Position
Unit :4 Title: Modal Split or Mode Choice
Date & Time :

Assistant Professor
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Factors affecting Modal Split or Mode choice
• The factors that affect choice among alternative modes are heterogenous and
numerous and it is convenient to discuss the factors under some broad categories
as below:
1. Characteristics of the trip;
2. Household characteristics ;
3. Zonal characteristics;
4. Network characteristics.

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Characteristics of the trip
(i) Trip purpose. The choice of mode is guided to a certain extent by the trip
purpose. To give an example, home based school trips have a high rate of usage
of public transport. On the other hand, home based shopping journeys can have
a higher rate of private car usage.
(ii) Trip length. The can govern an individual's choice of a particular mode. A
measure of the trip length is also possible by the travel time and the cost of
travelling.

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Household Characteristics
(i) Income. The income of a person is a direct determinant of the expenses he is

prepared to incur on a journey. Higher income groups are able to purchase and
maintain private cars, and thus private car trips are more frequent as the
income increases
(ii) Car ownership. Car ownership is determined by the income and for this reason
both income and car ownership are inter-related in their effect on modal choice.

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Household Characteristics
iii. Family size and composition. The number of persons in the family, the number of
school-going children, the number of wage earners, the number of unemployed, the
age-gender structure of the family, and some other factors connected with the socio-
economic status of the family profoundly influence the modal choice.
Some of these factors are responsible for certain "captive" trips in public transport, such
as those due to old age pensioners, school children, crippled and infirm persons and those
who do not wish to drive. Normally, the principal family wage earner, usually the husband,
takes priority in driving in the single car household, while the housewife and children must
take to public transit, solicit a ride with friends or walk..
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Zonal Characteristics
(i) Residential density. The use of public transport increases as the residential
density increases. This is because of the fact that areas with highest residential
density are inhabited by persons with lower income, with lower levels of private
car ownership.
(ii) Concentration of workers.
(iii) Distance from CBD.

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Network Characteristics
(i) Accessibility ratio. Accessibility ratio is a measure of the relative accessibility of

that zone to all other zones by means of mass transit network and highway
network.
(ii) Travel time ratio. The ratio of the travel time by public transport and travel time
by private car gives a measure of the attractiveness or otherwise of public
transport system.

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The travel time by public transport system is itself composed of:
a) time spent walking to public transport vehicle at origin,
b) time spent for waiting for public transport vehicle,
c) time spent in public transport vehicle,
d) time spent in transfer from one public transport vehicle to another, and
e) time spent walking from public transport vehicle at destination.

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The travel time by private car is composed of
(a) time spent driving the car,
(b) time spent in parking at destination, and
(c) time spent in walking from parked vehicle to destination.
It is generally found that as the travel time ratio increases, the usage of the public
transport system falls down.

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iii. Travel cost ratio. The ratio of cost of travel by public transport and cost of travel
by car is one of the most important factors influencing modal choice.
– In assessing the cost of travel by cars, the possibility of any arrangement of
pooling cars for journey to work is also a consideration.
– The importance of travel cost is related to the economic status. People with
high incomes are unmindful of cost and prefer more expensive modes

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There are some others which are difficult of being quantified accurately.
• Comfort, convenience and prestige associated with various forms of travel fall under this category.
• Comfort is one of the main considerations in modal choice.
• Convenience which also includes seat probability in a public transport system and the presence of
luggage in the hand, is another factor most frequently weighed by the travelers in deciding between
private car or a public transport.
• The relative safety of travel is yet another factor which may be a consideration with some.
• The opportunity to read can be a factor favoring travel by rail: Waiting, transferring, overcrowding,
standing and long walking are some considerations most unfavourable to public transport usage.
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Recent developments in Modal Split Analysis
• In view of the complexities involved in determining modal split, a considerable

amount of research has taken place in recent years to develop better techniques.
The following are some of these :
i. Probit analysis
ii. Logit analysis
iii. Discriminant analysis

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Probit Analysis
• Probit analysis is based on the principle that if members of population are

subjected to a stimulus that can range over an infinite scale, the frequency of
response to stimulus (assuming that the response is a 0-1 response) will be
normally distributed.
• In modal choice, the stimulus assumed to be made up of the relative disutilities of

travel on two modes and of the characteristics of the user.

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Probit Analysis
• The probit equation can be written as:

𝑌 = 𝑎0 + 𝑎1 𝑥1 + 𝑎2 𝑥2 + ⋯ … … .
Where, Y = probit value for the probability of transit mode choice
X1,X2,…..= disutility variables
The determination of the coefficients of the disutilities is done bycalibration

procedures, which are often lengthy and time-consuming.

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Logit Analysis
• Logit analysis assumes that the probability of the occurrence of an event varies
with respect to function F(x) as a sigmoid curve called the logistic curve.
• The logit model can be written as:
1
𝑃1 =
1 + 𝑒 𝐹(𝑥)
Where, P1= probability of an individual choosing mode 1.
(1- P1) = probability of an individual choosing mode 2.

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Logit Analysis
F(x)= α1(C₁-C₂) + α2(t₁-t₂) + α3( ) +………
α1, α2, α3, …. = model parameters
C₁, C₂ = Cost of travel by modes 1 and 2.
t₁, t₂= Time of travel by modes 1 and 2
Logit analysis is considerably simpler than probit analysis for use and interpretation.

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FAQs
1. What are the factors affecting modal split?

2. Discuss recent developments in modal split analysis
Video Box Position
Unit :4 Title: Trip Generation and Distribution
Date & Time :

Assistant Professor
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Purpose of Traffic Assignment
• Traffic assignment is the stage in the transport planning process wherein the trip
interchanges are allocated to different parts of the network forming the
transportation system.
• In this stage
– (i) the route to be travelled is determined and
– (ii) the inter-zonal flows are assigned to the selected routes.

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• The application of traffic assignment are:
i. To determine the deficiencies in the existing transportation system by assigning

the future trips to the existing system.
ii. To evaluate the effects of limited improvements and additions to the existing
transportation system by assigning estimated future trips to the improved
network.

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iii. To develop construction priorities by assigning estimated future trips for

intermediate years to the transportation system proposed for those years.
iv. To test alternative transportation system proposals by systematic and readily

repeatable procedures.
v. To provide design hour traffic volumes on highway and turning movements at

junctions.

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• Thus the assignment process is useful both to the transports planner and the
highway designer; to the former, because of the need to evaluate how the
proposed transport system will work, and to the latter, for geometric design of
individual links and intersections.
• The advent of the modern digital computers has facilitated the growth of
assignment techniques, which involve computations too laborious for manual
handling.

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General Principles
• All assignment techniques are based on route selection. The choice of the route is
made on the basis of a number of criteria such as journey time, length, cost
comfort, convenience and safety.
• Journey time is often considered as the sole criterion since length and cost can
be considered as functions of time in most cases.
• The route selection is made manually for small jobs but large jobs make use of an
electronic computer for this purpose.
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General Principles
• As a first step, the highway network is described by a system of links and nodes.
• A link is a section of a highway network between two intersections.
• A node is either the centroid of a zone or the intersection of two or more links.
• For computer analysis, the network description is coded, key punched and stored
in the memory of the computer. The computer is then made to select the
minimum path between the zones and assign predicted trips to these paths.

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General Principles
• As a first step, the highway network is described by a system of links and nodes.
• A link is a section of a highway network between two intersections.
• A node is either the centroid of a zone or the intersection of two or more links.
• For computer analysis, the network description is coded, key punched and stored
in the memory of the computer. The computer is then made to select the
minimum path between the zones and assign predicted trips to these paths.

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General Principles
• Traffic volumes are thus accumulated for each section of the network. As stated
earlier, the minimum path may be that route of travel which has least
accumulation of time, distance or other parameters.
• The sequence of nodes which defines the links comprising the minimum path
between any two zone centroids is called the 'tree’.

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General Principles
• The tree is determined by the computer starting from the zone centroid and
progressively selecting the shortest path to the terminal zone centroid.
• When traffic is accumulated for each link it may so happen that certain individual
links get overloaded. In that event, certain adjustments will have to be made in
accordance with travel-time flow relationships fed to the computer.

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Assignment Techniques
1. All-or-nothing assignment (Free assignment or Desire assignment)
2. Multiple route assignment
3. Capacity restriant assignment
4. Diversion curves

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All-or-nothing assignment
• This is the simplest technique and is based on the premise that the route
followed by traffic is one having the least travel resistance.
• The resistance itself can be measured in terms of travel time, distance, cost or a
suitable combination of these parameters.
• The procedure of network description and tree-building has been described

earlier. The next stage is to assign the traffic flows to the minimum path tree.

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• The following simple example is intended to illustrate the procedure.
• Fig. shows the minimum path tree connecting zone centroid 1 with zone centroid
2, 3 and 4.
• The traffic volume from zone. centroid 1 to zone centriods 2, 3 and 4 are given
here :

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• It is required to assign the flow from zone centroid 1 to zone centroid 2, 3 and 4

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• The traffic volume assigned to the various links are :

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Multiple route assignment
• All road users may not be able to judge the minimum path for themselves.
• It may also happen that all road users may not have the same criteria for judging the shortest
route.
• These limitations of the all-or-nothing approach are recognised in the multiple route
assignment technique.
• The method consists of assigning the inter zonal flow to a series of routes, the proportion of the
total flow assigned to each being a function of the length of that route in relation to the
shortest route.

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Multiple route assignment
• In an interesting approach suggested by Burrell, it is assumed that a driver does not know the
actual travel times, but that he associates with each link a supposed time.
• This supposed time is drawn at random from a distribution of times, having as its mean the
actual link time. The driver is then assumed to select the route which minimises the sum of his
supposed link times.
• Multiple route models have been found to yield more accurate assignment than all-or nothing
assignments.

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Capacity restriant assignment
• Capacity restraint assignment is a process in which resistance of a link is increased according to

a relation between the practical capacity of the link and the volumes assigned to the link.
• This technique has been developed to overcome the inherent weakness of all-or-nothing
assignment technique which takes no account of the capacity of the system between a pair of
zones.
• The capacity restraint system, on the other hand, clearly restrains the number of vehicles that
can use any particular corridor and, in fact, the whole system, if the assigned volumes are
beyond the capacity of the network, and redistributes the traffic to realistic alternative paths.

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• Because of the iterative nature of the calculations involved, the capacity restraint technique is
carried out entirely by an electronic computer.
• The procedure is similar to the all-or-nothing assignment as far as the initial data input are
concerned. The additional data that is fed is the capacity of each link. The best paths are
determined in the same way as in all-or-nothing technique by building the minimum path trees.
• Traffic is then assigned to the minimum paths, either fully or in stages, and as the assigned
volume on each link approaches the capacity of the link, the new set of travel time on the link is
calculated.

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• This results in a new network with a different minimum path tree, differing
significantly from the earlier minimum path tree.
• As a consequence, assigning the inter-zonal volumes to the new tree produces a

new volume on each link. This iterative process is repeated until a satisfactory
balance between volume and speed is achieved.

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Diversion curves
• One of the frequently used assignment techniques is the diversion curves.
• These curves represent empirically derived relationships showing the proportion

of traffic that is likely to be diverted on a new facility (bypass, new expressway,
new arterial street etc.) once such a facility is constructed.
• The data collected from the pattern of road usage in the past serve to build up
such curves.

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Diversion curves
• Diversion curves can be constructed using a variety of variables such as:

i. Travel time saved.
ii. Distance saved.
iii. Travel time ratio.
iv. Distance ratio.
v. Travel time and distance saved.
vi. Distance and speed ratio.
vii. Travel cost ratio.

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Course Title:
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FAQs
1. Explain various traffic assignment techniques

2. What is the purpose of traffic assignment? Explain the general Video Box Position
principles involved in assignment techniques

3. Explain Diversion curves in detail

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Topic for the class: AIE404: Traffic and Transportation Planning

Unit :4 Title: Trip Generation and Distribution

Sri. Srinivasa Rao Gandupalli

Department of Biotechnology, GIT Course Code and

1. What are the factors governing trip generation and attraction

Sri. Srinivasa Rao Gandupalli

Department of Biotechnology, GIT Course Code and

1. Discuss Various Growth Factor Trip Distribution methods

Sri. Srinivasa Rao Gandupalli

Department of Biotechnology, GIT Course Code and

Department of Biotechnology, GIT Course Code and

(i) Income. The income of a person is a direct determinant of the expenses he is

Department of Biotechnology, GIT Course Code and

(ii) Concentration of workers.

(iii) Distance from CBD.

Department of Biotechnology, GIT Course Code and

(i) Accessibility ratio. Accessibility ratio is a measure of the relative accessibility of

Department of Biotechnology, GIT Course Code and

The travel time by public transport system is itself composed of:

a) time spent walking to public transport vehicle at origin,

b) time spent for waiting for public transport vehicle,

c) time spent in public transport vehicle,

e) time spent walking from public transport vehicle at destination.

Department of Biotechnology, GIT Course Code and

The travel time by private car is composed of

(a) time spent driving the car,

(b) time spent in parking at destination, and

(c) time spent in walking from parked vehicle to destination.

Department of Biotechnology, GIT Course Code and

– In assessing the cost of travel by cars, the possibility of any arrangement of

pooling cars for journey to work is also a consideration.

Department of Biotechnology, GIT Course Code and

• Comfort is one of the main considerations in modal choice.

• In view of the complexities involved in determining modal split, a considerable

ii. Logit analysis

iii. Discriminant analysis

Department of Biotechnology, GIT Course Code and

• Probit analysis is based on the principle that if members of population are

• In modal choice, the stimulus assumed to be made up of the relative disutilities of

Department of Biotechnology, GIT Course Code and

• The probit equation can be written as:

Where, Y = probit value for the probability of transit mode choice

X1,X2,…..= disutility variables

The determination of the coefficients of the disutilities is done bycalibration

Department of Biotechnology, GIT Course Code and

• The logit model can be written as:

(1- P1) = probability of an individual choosing mode 2.

α1, α2, α3, …. = model parameters

C₁, C₂ = Cost of travel by modes 1 and 2.

t₁, t₂= Time of travel by modes 1 and 2

Department of Biotechnology, GIT Course Code and

1. What are the factors affecting modal split?

Sri. Srinivasa Rao Gandupalli

– (ii) the inter-zonal flows are assigned to the selected routes.

Department of Biotechnology, GIT Course Code and

• The application of traffic assignment are:

i. To determine the deficiencies in the existing transportation system by assigning

Department of Biotechnology, GIT Course Code and

iii. To develop construction priorities by assigning estimated future trips for

iv. To test alternative transportation system proposals by systematic and readily

v. To provide design hour traffic volumes on highway and turning movements at

Department of Biotechnology, GIT Course Code and