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Design of Urban Transportation Models: Group 3

This document discusses the key components of urban transportation models, including trip generation, trip distribution, modal split, and route/traffic assignment. Trip generation refers to the decision to travel for a given purpose. Trip distribution distributes generated trips to destinations based on factors like production, attraction, and friction. Modal split models estimate the share of trips taken by different transportation modes based on trip, traveler, and mode characteristics. Route/traffic assignment allocates trips to routes in the transportation network to determine traffic volumes and identify congested areas.

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Vincent Cruz
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Download as PPTX, PDF, TXT or read online on Scribd
75 views

Design of Urban Transportation Models: Group 3

This document discusses the key components of urban transportation models, including trip generation, trip distribution, modal split, and route/traffic assignment. Trip generation refers to the decision to travel for a given purpose. Trip distribution distributes generated trips to destinations based on factors like production, attraction, and friction. Modal split models estimate the share of trips taken by different transportation modes based on trip, traveler, and mode characteristics. Route/traffic assignment allocates trips to routes in the transportation network to determine traffic volumes and identify congested areas.

Uploaded by

Vincent Cruz
Copyright
© © All Rights Reserved
Available Formats
Download as PPTX, PDF, TXT or read online on Scribd
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DESIGN OF URBAN

TRANSPORTATION MODELS
Group 3
01
TRIP
DISTRIBUTIO
N
TRIP DISTRIBUTION
 The decision to travel for a given
purpose is called trip generation. These
generated trips from each zone are then
distributed to all other zones based on the
choice of destination. This is called trip
distribution which forms the second stage
of travel demand modeling.
TRIP DISTRIBUTION
Trip Distribution Models connect the trip
origins and destinations estimated by the
Trip Generation Models to create estimated
trips.
GRAVITY MODEL
• Is a model used to estimate the
amount of interaction between two
cities.
• It is based on Newton’s universal law
of gravitation which measured the
attraction of two objects
Trip Distribution (T)

T= PAF

∑(AF)
FACTORS IN TRIP
DISTRIBUTION
*Production (P)
*Attraction (A)
*Friction Force (F)
– used to replicate observed trip length
frequency distributions. It attempts to show the
effect of travel time or impedance on trip
making.
F = C-α
FACTORS IN TRIP
• DISTRIBUTION
Generalized Cost (C)
- influences the travel cost between two zones. This
cost elements may be considered in terms of distance,
time or money units.
* Model Parameter (a)
- is a configuration variable that is internal to the
model and whose value can be estimated from data.
They are required by the model when making
predictions.
EXAMPLE
1. Given the transportation data below, calculate
the number of trips from the central business zone
(Zone 1) to five other surrounding zones (Zone 2
to Zone 6). Within the impedance function, the
generalized cost function is expressed in terms of
the time taken to travel between Zone 1 and each
of the other five zones and the model parameter is
set at 1.90.
F = C-α
T= PAF

∑(AF)
02 MODAL SPLIT
MODAL SPLIT

The modal split, also known as modal


share or mode choice, is a common and
widespread indicator in Transportation
Engineering to evaluate transportation
behavior.
MODE CHOICE
PUBLIC TRANSPORT PRIVATE TRANSPORT
-there will be less -Private transport is
01 congestion on the roads
02 highly flexible.
and the accidents will be -It provides more
less. comfortable and
-Can travel with low cost convenient travel.
and the fuel is used more -It has better accessibility
efficiently. also
-With particular schedule,
frequency etc
FACTORS INFLUENCING THE CHOICE OF
MODE
• Characteristics of the Trip maker
• Characteristics of The Journey
• Characteristics of The Transport
Facility
TYPES OF MODAL SPLIT MODELS

• Trip-end Modal Split Models


• Trip-interchange Modal Split
Models
• Aggregate and Disaggregate
Models
Trip-end Modal Split Models

 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.
Trip-interchange Modal Split 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 modelling.
Aggregate and Disaggregate Models

 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.
03
ROUTE/TRAFFIC
ASSIGNMENT
ROUTE/TRAFFIC
ASSIGNMENT
 The process of allocating given set of
trip interchanges to the specified
transportation system.
 Final step in traditional planning model
 Determine which routes will be used
and how much traffic can be expected on
each route
THE MAJOR AIMS OF TRAFFIC ASSIGNMENT
PROCEDURES ARE:
a) To estimate the volume of traffic on the links of the
network and obtain aggregate
network measures.
b) To estimate interzonal travel cost.
c) To analyse the travel pattern of each origin to
destination (O-D) pair.
d) To identify congested links and to collect traffic data
useful for the design of future
junctions.
Requires the following data:

- Estimated number of motor vehicle trips


between zone
- Available route between zones and travel
times on each route
- Decision criteria by which users will select
route
Route choice presents a classic equilibrium problem

a) Route choice decisions are a function of


travel times
b) Travel times are determined by traffic flow
c) Traffic flow is a product of route choice
decisions
Mathematical relationship between route travel time and
route traffic flow is needed
- Highway Performance Function
GROUP 3
Glena
Donato Donavie
Anna Romia Gagasa
Camacho

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