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TECHNOLOGICAL INSTITUTE OF THE PHILIPPINES

938 Aurora Blvd, Cubao, Quezon City, 1109 Metro Manila

CE 408
TRANSPORTATION ENGINEERING
CEC32S3

REPORT NO. 3: TRIP DISTRIBUTION

HONOR, JOHN HENRY M.

 I. INTRODUCTION

Trip distribution is the second phase of the four-step transportation planning process, following trip

generation. It determines where trips will be directed by linking origins with destinations. This stage

helps planners analyze travel patterns within a region, ensuring that transportation infrastructure can

efficiently support the movement of people and goods. By considering factors such as travel distance,

time, and accessibility, trip distribution models predict how generated trips will be allocated across

different locations.

Various methods are used to model trip distribution, with the Gravity Model being the most

common. This model assumes that the number of trips between two locations is directly related to their

level of activity and inversely related to the cost of travel, such as time or distance. Other approaches,

such as the Growth Factor Method and Destination Choice Models, integrate socioeconomic and land-

use data to improve accuracy. These models assist transportation engineers in evaluating demand for

roads, public transit, and other infrastructure projects.

GROWTH FACTOR MODEL

The Gravity Model is one of the most widely used methods for trip distribution, drawing inspiration from

Newton’s Law of Gravitation. It assumes that the number of trips between two locations is directly

proportional to the activity levels at those locations—such as population or employment—and inversely

proportional to travel cost (e.g., distance or time). In essence, high-activity destinations like commercial

centers or business districts attract more trips, while longer travel distances or higher costs reduce trip

frequency.

Formula:
 Pi A j
T ij =
f (c ij )

Where:

 T ij =¿ Number of trips between origin I and destination j

 Pi=¿ Trip production at origin i

 A j=¿ Trip attraction at destination j

 f ( c ij ) =¿ Deterrence function representing the effect of travel cost c ij (such as distance, time,

or monetary cost)

Since real-world travel data must align with model predictions, the Gravity Model undergoes calibration,

where parameters are adjusted based on observed travel patterns. Travel survey data help determine how

distance or cost affects trip behavior.

Calibration and Balancing of the Gravity Model

To ensure that total trips leaving origins (productions) match trips arriving at destinations (attractions), the

model applies balancing factors Fi and Gj, modifying trip productions and attractions iteratively:

T ij =F i GJ A J f (c ij )

Where:

 F i ensures that total trips from each origin match observed data.

 G j ensures that total trips to each destination match observed data.

Applications and Importance

The Gravity Model is a key tool in transportation planning for predicting travel demand, evaluating

infrastructure needs, and analyzing the impact of new developments. Some of its applications include:

 Traffic Forecasting – Estimating vehicle flow between zones to guide road expansions and
intersection designs.
 Public Transit Planning – Predicting demand for bus or rail services in key areas.
 Land Use Planning – Evaluating how changes in residential, commercial, or industrial areas impact
travel demand.
 Impact Assessments – Analyzing how new developments, such as shopping malls or highways,
affect traffic patterns.

Strengths and Limitations

Advantages:

 Provides a structured approach to estimating trip patterns based on empirical data.

 Simple to implement and interpret.
 Adaptable to various urban and regional planning contexts.

Limitations:

 Assumes uniform traveler behavior, overlooking individual preferences and socioeconomic factors.
 Requires high-quality data for calibration, which may not always be available.
 Does not explicitly account for real-time congestion effects or route choices.

Enhancements to the Gravity Model

 To improve accuracy, modern trip distribution models integrate advanced data sources and
computational techniques, including:
 Machine Learning & AI – Leveraging large datasets and predictive algorithms to refine trip
distribution models dynamically.
 Activity-Based Models – Shifting from zone-based approaches to individual travel behavior
analysis.
 Real-Time Data Integration – Incorporating GPS, mobile phone, and traffic sensor data to adapt to
evolving travel patterns.
TRIP DISTRIBUTION

1. Time Factor in the Gravity Model

Travel time significantly influences trip distribution. The longer the travel time between two

locations, the less likely travelers will make trips to that destination. The deterrence function

f (c ij ) often takes the form of an exponential or power function to represent time sensitivity:

 Exponential decay function:

−β
f (cij ​) =ci j ,

 Power function:

−βcij
f (cij ​) =e

In urban areas, shorter travel times increase trip frequency, favoring destinations with better

accessibility. Planners adjust the model using real-world travel time data to reflect commuting

behaviors accurately.

2. Travel Cost Factor in the Gravity Model

Beyond time, monetary travel costs (e.g., fuel prices, tolls, transit fares) impact trip distribution.

Higher costs discourage longer trips, affecting mode choice and trip frequency. The deterrence

function can also be based on cost:

 Exponential decay function:

−β
 f (cij ​) =ci j ,

Where C ij represents travel cost, and γ is a sensitivity parameter.

3. Tabulated Gravity Model Representation

The Gravity Model is often applied using an origin-destination (O-D) matrix, showing predicted

trips between zones. Below is a sample O-D matrix with values generated using the Gravity

Model:

Origin / Zone A Zone B Zone C Total Production

Destination
Zone A 0 120 80 200
Zone B 90 0 110 200
Zone C 60 140 0 200
Total Attraction 150 260 190 600


SAMPLE PROBLEM

To demonstrate the application of the gravity model, consider a lounge area divided into three

zones. The required data have been collected as follows: the number of visits (trip productions) and

attractions for each zone have been calculated using the trip generation methods previously discussed,

while the average walking times between zones have also been determined. These values are presented in

Tables 1 and 2. It is assumed that K ij remains constant across all zones.

STEP 1

Zone 1 2 3 P

1 T 11 T 12 T 13 100

2 T 21 T 22 T 23 200

3 T 31 T 32 T 33 300

A 200 200 200 600 /600

Table 1. Estimated Distribution Table

STEP 2

In this phase, the friction factor ( F i) is calculated based on travel impedance between zones, which

commonly includes factors such as travel time, distance, or cost. The friction factor quantifies the

resistance or difficulty of traveling between zones, directly impacting the likelihood of trip interactions. It is

typically derived from an impedance function, such as an exponential or power function, which accounts for

how increasing travel effort reduces the attractiveness of a destination.

F ij Computation
 t F ij

20 600 30
20
40 600 15
40
60 600 10
50

STEP 3

Summation of ( Aij∗F ij )

Zone 1 30 15 10 11000
Zone 2 15 30 15 12000
Zone 3 10 15 30 11000
Perspective A 200 200 200

Table 2. Solving for Summation of Aij and F ij

Computation of Trip Distribution

( 100 ) ( 200 ) ( 30 ) 54
T 11=
11000
Zone 1
( 100 )( 200 ) ( 30 ) 27
T 12= 100
11000

( 100 )( 200 )( 30 ) 18
T 13=
11000

( 200 )( 200 )( 30 ) 50
T 21=
11000
Zone 2
( 200 )( 200 )( 30 ) 100
T 22= 200
11000
 ( 200 )( 200 )( 30 ) 50
T 23=
11000

( 300 )( 200 ) ( 30 ) 299

T 31=
11000
Zone 3
( 300 )( 200 ) ( 30 ) 81
T 32= 300
11000

( 300 )( 200 )( 30 ) 163

T 33=
11000
Table 3. Solving of Trip Distribution

STEP 4

Zone 1 2 3 P

1 54.55 27.27 18.18 100

2 50 100 50 200

3 54.55 81.82 163.64 300

A 159.09 209.09 231.82 600 /600

Table 4. Final Distribution Table