Planning

 “… an activity or process that examines the

potential of future actions to guide a situation
or system toward a desired direction”
(Papacostas & Prevedouros, 2001)
 Occurs in present but is oriented towards the
future
 Purpose
– Achieve positive goals
– Avoid negative consequences
– Or both
What is transportation
planning?
Activities that:
1. Identify problems, gather and analyze
data
2. Forecast future traffic demands and
estimate the environmental and social
impacts
3. Evaluate alternatives and determine the
alternative that meet the requirements
and constraints of the problem at the
lowest cost
2
Some Pitfalls to avoid in Effective Transportation Planning
(The Six Deadly No-Nos)

In most cases, contemporary transportation provision and

planning work against the broader goals of creating better
places. Some common pitfalls in contemporary
transportation planning that contribute to this problem
include:

1. Confusion between goals and objectives

2. Confusion between development and growth
3. Overlooking the broader impacts of transportation
plans
4. Planning based solely on projection of past trends
5. Focusing only on those issues that are easy to measure
6. Focusing on mobility and not accessibility
1. Don’t Confuse Goals and Objectives
Goals are desired outcomes to be achieved, such as health,
equity and happiness.
Objectives are ways to achieve goals.
During a planning process it is helpful to ask regularly, “What
are we trying to achieve?”

The ‘what’ is the goal – we develop objectives to achieve this

goal.
It is important not to confuse goals and objectives because
Goals are fundamental – we can’t just substitute one goal
for another.
One the other hand, different objectives can be employed
to achieve a given goal. It is important to keep our
options open and selective the objective that is best for
the situation.
2. Plan for Development, not for Growth
Planners must make a distinction between growth (increased
quantity) and development (increased quality).
In other words, growth means getting bigger, while
development means getting better.
Transportation plans should contribute to the development
of a place not simply to its growth.
Zurich – The Little Big City
In Zurich in the 1970s, transportation planning was done
with the explicit intent that they wanted to develop but
not necessarily to grow. Other places might be willing to
accommodate both development and growth. But the
important point is that development should be accorded
the higher priority – not growth.
3. Don’t Overlook the Wider Impacts of Transportation Plans

Transportation plans always have wide ranging impacts,

affecting not just travel but also economic, social and
environmental aspects of our lives.

These impacts may be short term or much longer term, and

they may extend across geographic and political boundaries.

If we don’t consider these wider impacts, our plans will lead

to unintended or undesirable consequences.
Understanding the Wider Impacts of Transportation
Planning

Litman define three levels of impact from transportation

planning

First level – Direct impacts or changes in travel conditions

and costs.

Second level – Current indirect impacts or changes in

travel behavior, tax revenue, and external impacts.

Third level – Long-term indirect impacts or changes in land

use, economic development.
Example of the Different Levels of Impact of a Transportation
Plan

Increasing roadway capacity can have the first-

level impacts of initially reducing traffic
congestion and increasing vehicle traffic speeds.
A second-level impact is that the increased traffic
capacity may attract additional travel from other
routes and times (Rebound Effects), and it may
create barriers to walking and cycling.
A third-level impact may be that over the long run,
land use patterns become more dispersed and
automobile dependent (Land Use Impacts). This is
one source of so called 'induced traffic' - traffic
over and above what one would expect from just
extrapolating from the past rate of growth.
 The Different Geographic Scales of Planning

Planning also occurs at many different geographic scales.

Some geographic scales reflect natural areas and boundaries
and others just reflect political jurisdictions (see table below).

In your project you need to be careful in understanding at

which level of geography you are working. This can be very
confusing - sometimes plans apply to overlapping levels of
geography.

Also, the impact of transportation planning often extends

beyond the boundary of the jurisdiction for which the plan
was developed.
 4. Do Not Base Plans Simply on Predicting Past Trends

Contemporary transportation planning is often based on

using past trends to predict future vehicle traffic. This
predicted traffic volume is then used to determine the size of
new transportation facilities. One problem with this
approach is that it assumes that the factors that led traffic
volume to increase in the past will continue into the future.

Supposedly in banking they know that this is not a reasonable

approach since they warn you ‘Past performance is no
guarantee of future results’.

We also have to consider the long term impact of widening

roads, for example – as we discussed earlier - because they
change the conditions, they can lead to induced traffic, which
in turn makes the prediction useless.
 Kingston is an example
of a place which has
experienced induced traffic

Road Widening Resulting from "Predict and Provide"

Planning in Kingston, Jamaica
(source: Garrick, Half-way-Tree Rd, Kingston 2004)
Traffic Capacity: The Ultimate Solution

And yet traffic still

seems not to be moving
With Canada and Mexico
we could add a few more
lanes in each direction
5. Do not focus just on those issue that can be easily
measured

Vehicle traffic is relatively easy to measure, so transportation

system quality tends to be evaluated based largely on
automobile travel conditions (e.g., average traffic speeds,
roadway Level-of-Service, vehicle congestion delay, vehicle
operating costs, parking supply).

Accessibility impacts, including impacts on transit service

quality, non-motorized transport and land use accessibility,
are often harder to measure and tend to be ignored.

This approach tends to favor automobile-oriented solutions,

and undervalues alternative solutions to transportation
problems
6. Focus on Accessibility not Mobility

Accessibility versus Mobility. In order to understand this issue

we need distinguish between traffic, mobility and access as
follows:

Traffic
Conventional transportation often reflects the assumption
that transportation means motor vehicle traffic.
Mobility
A more comprehensive approach reflects the assumption that
transportation means personal mobility, measured in terms
of person-trips and person-kilometers.
Accessibility
The most comprehensive definition of transportation is
Accessibility, the ability to reach desired goods, services and
activities. This is the ultimate goal of transportation, and so is
the best definition to use in transportation planning.
 Access versus Mobility

Which of these two places

•provide more access with less mobility?

•would you expect more congestion?
•would you expect more people walking?
Scope of transportation
planning
 All man-made projects should start
with a plan
 The more significant the project, the
more intensive and long term the
planning
 For large transportation projects,
planning starts 20 years before
construction
 Planning Process
Situation Definition
Establishing the
Purpose & Need Problem Definition
Feedback
Search for Solutions

Analysis of Performance

Evaluation of Alternatives

Choice of Projects

Design & Construct

 The 4 step transport
planning process
Demographic Step 1: Trip
Data Generation OUTPUT
•Estimated trips
Transportatio Step 2: Trip •Estimated modal
n Network Distribution shares
•Estimated travel
Step 3: Mode
Choice
speeds
•Estimated travel
Step 4: Trip/ Traffic
delays
Assignment

18
 Trip Generation

 Decision to travel for a specific purpose Trip generation

(e.g. eat lunch)

-How much do people use the transport
system?
-Why do people use the transport
system?
-Where can different types of activities
be satisfied?
Potential

19
Trip Distribution

 Choice of destination Trip distribution

(a particular
restaurant? The nearest
restaurant?)
-Given a location, where
do people go to satisfy
demand for an activity
type?
-Determine origin and
destination of trips Travel demand
20
 Mode Choice

 How do people use the transport Mode choice

system?
– What modes do they choose
(transit, walk, carpool, drive alone,…)?
– How do they react to varying
transport service quality?

Transport demand

21
 Trip / Traffic Assignment

 How do people use the Route choice

transport system?
– Given a mode, which route do
they choose (e.g. E-5..)?
– Which parts of the transport
system do they use?

Assigned flows

22
Demographic Data
 Household size

 Income level

Autos per
household
23
 Network Data

 Highway network
 Transit network

24
Current state of the
planning process
 Planning Studies
 Participating groups
– Elected officials
– Public agencies
– Citizen advisory committee
– Private and public transportation system operators
– Interested individual
 Conflicting interests
 Planning for future needs
– Anticipate future demands for travel
– Travel demand forecasting
– Relationship between transportation and land use
 Urban Transportation Planning Process

Regional population,
land use, and
economic projections
Zonal allocation of
regional projections

Specification of Application of calibrated

highway alternatives travel demand
forecasting models
Estimation of capital Resulting target-year
and operating costs usage levels and user
benefits

Comparative evaluation of
alternatives

Project selection and

implementation
Travel Demand
Forecasting
 Divide study area into study zones
 4 steps
1. Trip Generation (Tp & Ta)
-- decision to travel for a specific purpose (eat lunch)
2. Trip Distribution (Tpa)
-- choice of destination (McDonalds)
3. Mode Choice (Tpam)
-- choice of travel mode (by bike)
4. Network Assignment (Tpaml)
-- choice of route or path (Elwood to Lincoln
to US 69)
Study Area
 Clearly define the area under consideration
– Where does one entity end?
– May be defined by county boundaries, jurisdiction, town
centers
 Urban Transportation Planning Process

Regional population,
land use, and
economic projections
Zonal allocation of
regional projections

Specification of Application of calibrated

highway alternatives travel demand
forecasting models
Estimation of capital Resulting target-year
and operating costs usage levels and user
benefits

Comparative evaluation of
alternatives

Project selection and

implementation
Travel Demand
Forecasting
 Divide study area into study zones
 4 steps
1. Trip Generation (Tp & Ta)
-- decision to travel for a specific purpose (eat lunch)
2. Trip Distribution (Tpa)
-- choice of destination (McDonalds)
3. Mode Choice (Tpam)
-- choice of travel mode (by bike)
4. Network Assignment (Tpaml)
-- choice of route or path (Elwood to Lincoln
to US 69)
Study Area
 Clearly define the area under consideration
– Where does one entity end?
– May be defined by county boundaries, jurisdiction, town
centers
Travel Analysis Zones
(TAZs)
 Homogenous urban activities (generate same types of
trips)
 Residential
 Commercial
 Industrial
 May be as small as one city block or as large as 10 sq.
miles
 Natural boundaries --- major roads, rivers, airport
boundaries
 Sized so only 10-15% of trips are intrazonal
Study Area

 Links and nodes

 Simple representation of the geometry
of the transportation systems (usually
major roads or transportation routes)
 Links: sections of roadway (or
railway)
 Nodes: intersection of 2+ links
 Centroids: center of TAZs
 Centroid connectors: centroid to
roadway network where trips load
 Network

1 2

4
3
Trip Generation
Trip Generation

 Number of trips that begin from or

end in each TAZ
 Trips for a “typical” day
 Trips are produced or attracted
 # of trips is a function of:
– TAZs land use activities
– Socioeconomic characteristics of TAZ
population
What influences the
number and type of trips
that we take?
1.

2.

3.

4.

5.

6.

7.
 Trip Generation
 3 variables related to the factors that influence trip
production and attraction (measurable variables)
– Density of land use affects production & attraction
 Number of dwellings, employees, etc. per unit of land
 Higher density usually = more trips
– Social and socioeconomic characters of users influence
production
 Average family income
 Education
 Car ownership
– Location
 Traffic congestion
 Environmental conditions
 Trip Generation
 Trip purpose
– Zonal trip making estimated separately by trip
purpose
 School trips
 Work trips
 Shopping trips
 Recreational trips
– Travel behavior depends on trip purpose
 School & work trips are regular (time of day)
 Recreational trips highly irregular
 Productions & Attractions
(P-A)
 Defined by land use
 Trip production: a trip end is usually connected to a
residential land use
 Trip attraction: trip end is usually connected to a
nonresidential land use in a zone
 Not the same as origin and destination (O-D)
 Origin: where the trip started
 Destination: where trip ended
– Morning work trip origin is home, destination is work
– Evening work trip origin is work, destination is home
 Zone I Zone J

Residential Residential

Nonresidenti Nonresidenti
al al

Two trip ends: One Two trip ends: One

origin and one origin and one
destination, or two destination, or two
productions attractions
Trip Generation
 Forecast # of trips that produced or attracted by each TAZ
for a “typical” day
 Usually focuses on Monday - Friday
 # of trips is forecast as a function of other variables
 Attraction
– Number and types of retail facilities
– Number of employees
– Land use
 production
– Car ownership
– Income
– Population (employment characteristics)
Trip Purpose
 Trips are estimated by purpose (categories)
– Work
– School
– Shopping
– Social or recreational
– Others (medical)
 Travel behavior of trip-makers depends somewhat on trip purpose
– Work trips
 regular
 Often during peak periods
 Usually same origin/destination
– School trips
 Regular
 Same origin/destination
– Shopping recreational
 Highly variable by origin and destination, number, and time of day
Household Based
 Trips based on “households” rather than individual
 Individual too complex
 Theory assumes households with similar characteristics
have similar trip making characteristics
 However
– Concept of what constitutes a “household” (i.e. 2-
parent family, kids, hampster) has changed
dramatically
 Domestic partnerships
 Extended family arrangements
 Single parents
 Singles
 roommates
Trip Generation Analysis
 3 techniques
1. Cross-classification
2. Multiple regression analysis
 Mathematical equation that describes trips as a
function of another variable
 Similar in theory to trip rate

 Won’t go into

3. Trip-rate analysis models

 Average trip-production or trip-attraction rates
for specific types of producers and attractors
 More suited to trip attractions
Trip Productions Cross-
Classification
 For home based trips (residential land use)
 Household types are classified by categories
that are correlated to trip making
 Trip rates are estimated using statistical
methods – travel survey studies, etc.
 Correlated to
– Vehicle ownership
– Income
– Persons/household
Cross-classification

 Step 1: determine # of total households in zone

 Step 2: determine income split among
households (usually from Census data) in TAZ
 Step 3: Determine car ownership (census
information, car registration information, tables,
graphs)
Cross-classification
 Step 4: Determine trips from income
and car ownership
 Step 5: determine number of trips by
trip purpose
– HBW
– HBO
– NHB
Trip Production Tables
Trip Distribution

 Productions should equal attractions in study

area for our purposes
– Will not use but some trips enter the study
area and some leave
 Commuters to Des Moines, shopping trip
to Mall of America
 Predicts where trips come from and where they
are going to
Trip Distribution

 Determines trips between pairs of zones

– Qij: trips from TAZ i going to TAZ j
 Function of attractiveness of TAZ j
– Size of TAZ j
– Distance to TAZ j
 If2 malls are similar, travelers will
tend to go to closest
 Different methods but gravity model is most
popular
Gravity Model
Qij = Pi AjFijKij
Σ AjFijKij
Qij = total trips from i to j
Pi = total number of trips produced in zone i, from trip
generation
Aj = number of trips attracted to zone j, from trip
generation
Fij = impedance (usually inverse of travel time),
calculated
Kij = socioeconomic adjustment factor for pair ij
Friction Factor
Mode Choice & Route
Choice
Mode Choice
 Transit captive – folks that don’t have a choice
 In most situations, a traveler has a choice of
modes
– Transit -- walk
– Carpool -- bike
– Motorcycle -- drive alone
 Mode choice/mode split determines # of trips
between zones made by auto or other mode,
usually transit
Characteristics
Influencing Mode Choice
 Availability of parking
 Income
 Availability of transit
 Auto ownership
 Type of trip
– Work trip more likely transit
– Special trip – trip to airport or baseball stadium
served by transit
– Shopping, recreational trips by auto
 Stage in life
– Old and young are more likely to be transit 58
dependent
Mode Choice Modeling

 Highly dependent on characteristics of

region
 Model may be separated by trip
purposes
 A numerical method to describe how
people choose among competing
alternatives
 Utility and Disutility Functions
 Utility function: measures satisfaction derived
from choices
 Disutility function: represents generalized costs
of each choice
 Usually expressed as the linear weighted sum
of the independent variables of their
transformation
U = a0 + a1X1 + a2X2 + ….. + arXr

U: utility derived from choice

Xr: attributes
ar: model parameters
Logit Models

 Calculates the probability of selecting

a particular mode

p(K) = ____eUk__
 eUk

p: probability of selecting mode k

Trip Assignment

 Trip makers choice of path between

origin and destination
 Path: streets selected
 Transit: usually set by route
 Results in estimate of traffic volumes
on each roadway in the network
Person Trips vs. Vehicle Trips

 Trip generation step calculated total person

trips
 Trip assignment deals with volume not person
trips
 Need to adjust person trips to reflect vehicle
trips
 Understand units during trip generation phase
Person Trips vs. Vehicle Trips Example

Usually adjust by average auto occupancy

Example:
If:
 average auto occupancy = 1.2

 number of person trips from zone 1 = 550

So:
Vehicle trips = 550 person trips/1.2 persons per vehicle =
458.33 vehicle trips
Time of Day Patterns

 Trip generation usually based on 24-

hour period
 LOS calculations usually based on
hourly time period
 Hour, particularly peak, is often of
more interest than daily
Time of Day Patterns

 Common time periods

– Morning peak
– Afternoon peak
– Off-peak
 Calculation of trips by time of day
– Use of factors (i.e., morning peak = 20%
of daily traffic)
– Estimate trip generation by hour
 Minimum Path

 Theory: A users will select the quickest route

between any origin and destination
 Traveler always selects route that represents
minimum travel time
 Several route choice models (all based on
minimum path)
– All or nothing
– Multipath
– Capacity restraint
Main Survey Types

 Household travel/activity Surveys

 Vehicle Intercept and External Station
Surveys
 Transit On-board Surveys
 Commercial Vehicle Surveys
 Workplace and Establishment Surveys
 Special Generator, Visitor Surveys
 Parking Surveys
 Minimum Tree

 Starts at zone and selects minimum path to each

successive set of nodes
 Until it reaches destination node

2
(3) (2)
(7)
1 5
4
(4) (4)
3

Path from 1 to 5
Minimum Tree
2
(3) (2)
(7)
1 5
4
(4) (4)
3

1. Path from 1 to 5 first passes thru 4

2. First select minimum path from 1 to 4
3. Path 1-2-4 has impedance of 5
4. Path 1-3-4 has impedance of 8
5. Select 1-2-4
Trip attractions
Main Survey Types

 Household travel/activity Surveys

 Vehicle Intercept and External Station
Surveys
 Transit On-board Surveys
 Commercial Vehicle Surveys
 Workplace and Establishment Surveys
 Special Generator, Visitor Surveys
 Parking Surveys
Household Travel/Activity
Surveys

 In the 1950s and 1960s, large sample

surveys (3 to 5% of all households)
conducted in-home were typical. For
example, an area with 1 million population,
or 400,000 households, would sample
16,000 hhlds (4%).
 Goal was to create origin/destination matrix
for region. Zones (TAZ) for modeling were
much larger, because computer capacity
was limited.
Household travel/activity
surveys TODAY
 Typically done using RDD, and typically in
the range of 2,000 to 15,000 households,
depending on the complexity of the
stratification, e.g. SCAG survey about .3%
of households.
 Goal is no longer to get O/D matrix, but
more often to update trip rates, by purpose
and mode, and trip length frequency
distribution.
Household travel/activity
surveys

 Survey strata to fit regional model

– Household size * # of vehicles
– # of workers * # of vehicles
– Household size * Household Income
 Your model may include other
variables.
Vehicle Intercept and
External Station Surveys
 Often to capture origin/destination in
large zones.
 Methods:
– Roadside interview
– License plate recording
– Handout/mailback
 Photos from StreetSmarts/DataSmarts,
Atlanta
 Roadside Origin/Destination
Surveys

Source: StreetSmarts/DataSmarts, GA 2003

 Roadside Origin/Destination
Surveys

Source: StreetSmarts/DataSmarts, GA 2003

Transit On-Board Surveys
 Often combined with marketing analysis,
especially “rider/non-rider” surveys.
 Transit agency may know count of
boardings, but lack information about
customer characteristics, especially
frequency of transit trip-making, vehicle
availability (choice vs. captive markets).
 Household travel/activity survey may not
capture enough transit trips or users for use
in mode choice models. (may also need
“augment samples”)
On-board Transit
Surveys
 Training with role-playing is CRITICAL,
NYMTA example
 Union rules for drivers may dictate
survey implementation.
 Peter Foote at Chicago Transit
Authority is a good contact.
Commercial Vehicle
Surveys
 Sample Frame issues
– Heavy Duty Trucks
– All commercial vehicles. Many are light
duty trucks.
– Transport as their main industry, e.g.
FedEx, or as part of their service, e.g.
florists
Heavy Duty Vehicle
Surveys
 Weigh stations
 “relieved” that pull-over is not for a
violation, but for a survey
Commercial Vehicle
Surveys
 Recruitment
– Fleets
– Independents
– State/Regional Trucking Association
 Incentives to EACH Driver
 Workplace and Establishment
Surveys
 Applications: Downtown or other
employment centers, large buildings, travel
demand management programs (carpooling),
ITS programs (information systems, e.g.
internet-based, kiosk-based, wireless PDA)
 Workplace-based: Email or internet surveys
have very high response rates, because it is
clear that the employer has agreed to
participate, and that it is allowable for the
employee to use worktime to complete the
survey
 Intercept surveys (PDA, handout/mail-back)
often used.
Special Generator and
Visitor Surveys
 Washington, DC, Orlando, Branson
with high tourist markets
 Big shopping malls
 Airport surveys
 Often intercept surveys (similar to
establishment surveys) or hotel
surveys (sample bias issues)
Parking Surveys

 Quantity
 Occupancy
 Posted prices vs. Costs to individuals
 Distance to “final” destination
 Duration of stay
 Transportation Planning
Process (objectives)
 Understand how decisions to build
transportation facilities are made
 Understand basic elements of the
transportation planning process
 Understand basic elements of travel
forecasting
 Basic elements of transportation
planning
Situation Inventory transportation facilities, Measure travel
definition patterns, Review prior studies
Problem Define objectives (e.g., Reduce travel time), Establish
definition criteria (e.g., Average delay time), Define constraints,
Establish design standards
Search for Consider options (e.g., locations and types, structure
solutions needs, environmental considerations)
Analysis of For each option, determine cost, traffic flow, impacts
performance
Evaluation of Determine values for the criteria set for evaluation
alternatives (e.g., benefits vs. cost, cost-effectiveness, etc)
Choice of project Consider factors involved (e.g., goal attainability,
political judgment, environmental impact, etc.)
Specification and Once an alternative is chosen, design necessary
construction elements of the facility and create construction plans
 Example 11-1: Planning the relocation of a
rural road (simple, yet good enough to
explain the steps…)
Step 1: Situation definition:
 to understand the situation that gave rise to the perceived need for a
transportation improvement
Step 2: Problem definition
Purpose of the step: Describe the problem in terms of the objectives
to be accomplished and translate those objectives into criteria.

Example:
Objective = Statements of purpose: Reduce traffic congestion, Improve
safety, Maximize net highway-user benefits, etc.
Criteria = Measures of effectiveness: Travel time, accident rate, delays
(interested in reductions in these MOEs)
Step 3: Search for solutions

Brainstorm
options at
this stage.
Step 4: Analysis of performance
 Estimate how each of the proposed alternatives would perform
under present and future conditions.
Step 4: (cont) Ranking of
alternatives (in terms of MOE)
 Step 5: Evaluation of
alternatives
 Determine how well
each alternative will
achieve the objectives of Improves this
the project as defined by way
the criteria.

Cost-
wise
best

Improves this
way
This is a multi-objective
Improvement-
evaluation problem.
wise superior
Step 6: Choice of project
 Based on the alternative
evaluation in Step 5, we will
choose the best alternative for
design and eventual construction.
The best choice may not be built
because of opposition by the
people of the community that is
affected.

Step 7: Specification and

construction
 Once the project has been chosen, a detailed design phase is begun,
in which each of the components of the facility is specified.
 Urban transportation (demand)
forecasting process
This task is a technical effort to analyze the performance of various
alternatives. We must define the study area first. Then further
subdivide the area into traffic (analysis) zone, TAZ, for data tabulation
and analysis.

Homogeneous socioeconomic characteristics: e.g., high-

income residential
Minimum intra-zonal trips
Use of physical, political, and historical boundaries, where
possible
Zones, once created, should not be subdivided into smaller
zones during analysis
Zones generating and attracting approximately equal trips,
households, population, or area
Travel
demand
model
flowchar
t
Four basic elements of the urban
transportation forecasting process
Data collection Economic activity (employment, sales volume,
(population, land income, etc.), land use (type, intensity), travel
use, etc.) characteristics (trip and traveler profile), and
transportation facilities (capacity, travel speed, etc.),
population and demography, Origin-destination trip
data.
Analysis of Analyze the data collected in the data collection
existing conditions stage. You may build mathematical models describe
and calibration the existing conditions and then use the relationships
you have found in the existing parameters to
forecast future values.
Forecast of future 4-step transportation demand forecasting process
travel demand

Analysis of the Analyze what you get from the 4-stop demand
results forecasting process
Analysis zones for transportation
study (TAZ)
Link-node map for highway
system
 Link-node maps are the starting point for the 4-step
transportation demand forecasting process
4-step transportation demand
forecasting process
 Preparation: population and economic
analysis and land use analysis
Trip generation Determines how many trips each activity (center) (residential
area, commercial area, etc) will produce or attract

Trip distribution Determines the origin or destination of trips that are

generated at a given activity

Modal split Determines which mode of transportation will be used to

make the trip

Traffic Determines which route on the transportation network will be

assignment used when making the trip
Graphical way of understanding the
4-step demand forecasting process
200 trips
from zone
46 to zone
29 1000
trips
attracte
1000
d
trips
generat
ed

70% this
route Auto total: 95% Public transit: 5%
25% this
route