This formula has been instrumental in the design of numerous transportation and public works projects around the world. While studying traffic in Baltimore, Maryland, Alan Voorhees developed a mathematical formula to predict traffic patterns based on land use. The most widely used formulation is still the gravity model. The next models developed were the gravity model and the intervening opportunities model. (Simple Growth factor model, Furness Model and Detroit model are models developed at the same time period) This structure extrapolated a base year trip table to the future based on growth, but took no account of changing spatial accessibility due to increased supply or changes in travel patterns and congestion. The first was the Fratar or Growth model (which did not differentiate trips by purpose). Over the years, modelers have used several different formulations of trip distribution. There are trip distribution models for other (non-work) activities such as the choice of location for grocery shopping, which follow the same structure. Work trip distribution is the way that travel demand models understand how people take jobs. from zone 1 to zone 1, is zero since no intra-zonal trip occurs.
Note that the practical value of trips on the diagonal, e.g. Where: T ij = trips from origin i to destination j. Table: Illustrative trip table Origin \ Destination Historically, this component has been the least developed component of the transportation planning model. This step matches tripmakers’ origins and destinations to develop a “trip table”, a matrix that displays the number of trips going from each origin to each destination. Trip distribution (or destination choice or zonal interchange analysis) is the second component (after trip generation, but before mode choice and route assignment) in the traditional four-step transportation forecasting model. All trips have an origin and destination and these are considered at the trip distribution stage.
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