NAME : ALFANOV KHRISMA

NPM : 1406533232

SUMMARY

TRIP GENERATION

 Background

When applying a calibrated trip-generation model for predictive purposes, the numerical
values of the independentvariables must be supplied by the analyst. These values are obtained
from the areawide land use and socioeconomic projection phase, which precedes the trip-
generation step.
  Trip purpose

The reason separate trip-generation models are usually developed for each trip Pwpose is that
the travel behavior of trip makers depends on the trip purpose. For example, work trips are
undenaken with daily regularity, mostly during the morning and afternoon period of peak
traffic, and overwhelmingly from the same origins to the same destinations.

 Zonal and Household mpdel

These zonal attributes included variables such as the zonal population,

the average zonal income, the average vehicle ownership, and the like. Using zonal averages,
however, tends to mask internal (or intrazonal) variability and affects the accuracy of the
estimated trip levels. The rationale of household-based models is that households with similar
characteristics tend to have similar travel propensities irrespective of lheir geographical
location within the region. The calibration of household-based models employs a sample of
households rather than a sample

 Productions and Attractions

The terms production and attraction, on the other hand, are not defined in terms of
the directions of trips but in tenns of the land use associated with each trip end. A trip
production is defined as a trip end connected with a residential land use in a zone, and a trip
attraction is defined as a trip end connected to a nonresidential land use in a zone.

 Regression Models

In a trip-production multiple regression model the dependent variable can estimate

either the total trips produced by a zone P1 if it is an aggregate model or the household
tripproduction rate if it is a household-based model. The independent variables included in a
zone-based model are characteristics of the zone as a whole, whereas the independent
variables employed by a disaggregate model are household characteristics.

 Trip rate analysis

Trip rates for a large number of commercial developments and other land uses are supplied in
the trip Generation manual of the Institute of Transportation Engineers. These rates are more
appropriate for site impact analysis.

 Cross Classification Models

The trip rates associated with each type of household are estimated by statistical melhods,
and these rates are assumed to remain stable over time. a cross-classification table that shows
the calibrated nonwork home-based trip-production rates for various types of households
defined by (I) four levels of household size (i.e .• number of persons per household), (2) three
levels of car ow nership (i.e., vehicles available per household), and (3) three levels of
residential density (i.e., dwelJfag units per acre), a surrogate Ior accessibility to nonwork
activities (e.g., shopping, entertainment).

 The FHWA-Simplified Trip-Prodduction procedure

This procedure combines several of the concepts discussed in this section. Curve A represents
the distribution of households by income and auto ownership. The regression lines of curve B
provide the person-trip rates for household types defined by income and auto ownership, and
curve C divides these trips among several trip purposes.