Fluids, Heat and Mass Transfer, Mechanical and Civil Engineering
Develop Trip Generation Model for Alexandria City - Egypt
AHMED ELKAFOURY1,*, ABDELAZIM M. NEGM1, MOHAMED H. ALY2, MAHMOUD
F. BADY3
1
Environmental Engineering Department, Egypt-Japan University of Science and Technology
(E-JUST), P.O. Box 179, New Borg Al-Arab City, 21934 Alexandria, Egypt.
2
Transportation Engineering Department, Faculty of Engineering, University of Alexandria,
11432 Alexandria, Egypt.
3
Energy Resources Engineering Department,, Egypt-Japan University of Science and
Technology (E-JUST), P.O. Box 179, New Borg Al-Arab City, 21934 Alexandria, Egypt.
* Corresponding author: [email protected]
Abstract— This paper tends to introduce a trip generation model for Alexandria city-Egypt. This model can be
implemented in the transportation planning process of the city since the city suffers from harsh transportation and
travel problems. The model relates daily exchanged numbers (Q and Z) of trips at different Transportation Analysis
Zone (TAZs) to its socio-economic data. Analysis of socio-economic and demographic data of different TAZs has
been performed. Zonal data has been involved in Multiple Linear Regression (MLR) technique. Investigate attributes
affect each of trip generation and trip attraction, the significant level of individual socio-economic variables for Q
and Z has been statistically evaluated. Statistical indicators have been used to assess and verify the performance of
the developed trip generation models. The model shows good performance since the models introduced acceptable
CR values of 0.55 for Q model and higher value of 0.72 for Z model, NMSE 0.39 and 0.11 for Q and Z models
respectively, and MG of 0.73 and 0.85 respectively.
Key-Words—Alexandria, Socio-economic data, Transportation planning, Trip generation model, Multiple Linear
Regression (MLR)
daily trips is a function of set of independent variables. This
method can be applied to any situation since the data is
regression analysis provided [4].
Alexandria city, second largest city in Egypt after Cairo,
with its 32 km along the coast of Mediterranean, it holds two
major Egyptian seaports named Alexandria seaport and El
Dekhela seaport which handles about 80% of the Egyptian
import and export movements. It has suffered from severe
transportation problems. The review showed little number of
research papers and studies related to transportation system
analysis of the city. The objective of this research is to
develop a trip generation (production / attraction) model for
daily trips in Alexandria city. First, the zoning system of the
city has been introduced. On Transportation Analysis Zone
(TAZ) level, socio-economic, demographic, and trip
interchange data has been canalized. Multiple linear
Regression (MLR) technique has been incorporated to develop
the trip generation models. Finally, performance of the models
has been statistically analyzed. This model helps mainly in the
urban transportation planning process of the city.
1. Introduction
Thanks to the rapid increase in population numbers and
associated economic growth, the travel demand in urban areas
is explicitly increasing. Under the umbrella of sustainable and
environmental urban development planning, the role of the
transportation planner is to manage and introduce different
transportation policies to give urban authorities the tool to
cape with this increase in travel demand. This is performed
through modeling the transportation behavior and the
transportation system to infer the problem key issues. And
consequently, proposing different tested alternatives to relieve
these problems
In the four-stage prediction method, trip generation
predictions are the first step of the traffic demand prediction
process in the traditional four stage prediction method. It
predicts the number of trips originating in or destined for a
particular traffic analysis zone. Every trip has two ends - trips
origin zone and trips destine zone [1]. The reliability of
forecasting results influences the following steps such as trip
distribution, mode split, and traffic assignment. Therefore,
improved trip generation models are needed to improve
forecasting precision [2].
From the transport demand perspective, the users’ most
relevant characteristic is their socioeconomic level [3]. One of
the widely used of these methods makes use of regression
analysis using data collected in travel survey. The number of
ISBN: 978-1-61804-358-0
2. Alexandria city transportation zoning
system
To analyze the transportation and traffic situation in the
study area, there should be a proper splitting of the area into
traffic analysis zones (TAZ). TAZs are the way to inventories
the socio-economic, transportation systems, and traffic-related
data of the study area on a geographical scale, aiming to
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Fluids, Heat and Mass Transfer, Mechanical and Civil Engineering
divide a large set of region information into a number of
spatially contiguous regions [5]. For Alexandria city as the
study area in this research, the system invoked coincide with
the administrative division (zones) of Alexandria city. This
means that there are 13 TAZs for Alexandria city. They are, El
Monatza, El Raml, Sidi Gaber, Moharam Bek, Bab Sharq, El
Atarin, El Manshia, El Gomrok, El Laban, Mina El Basal,
Karmoz, El Dekhela, and El Amria. The selection of this
transportation zoning system is to ensure accurate data
providence since the socio-economic and travel demand data
provided is at the nexus of the administrative division scale.
have an explicit influence on the daily trip production rates.
This is because those two categories represent the student and
the employees respectively.
As shown in Fig. 1, on the districts scale, a reflection of the
same age categories trends for the whole city is noticed. Only
El Amria district breaks this role as only 16% of its population
is between 35 to 60 years old and about 17% of population is
between 25 to 35 years old. This can be accounted for that this
district is an industrial and hand working area in which these
age categories are the power for that type of work.
3.3 Income Levels
3. Analysis of socio-economic
demographic data
The investigation of income level data of population reflects
its implication on the quality of life. Usually, as the income
level increases, the trip production rates increase in the sequel.
Old TAZs of Alexandria which have high density population
including Moharam Bek, El Manshia, Karmoz, El Laban
besides Mina El Basal zones, are the settle of high proportion
of low income households. About 35%, 29%, 64%, 35%, and
40% of population in those zones respectively represents low
income satisfaction. The biggest portion of population among
all Alexandria city zones that reported high income level is in
Sidi Gaber. In which about 81% of population have high
income level. Also, big portion of families reside the low
population densities zones (Bab Sharq, El Dekhela, and El
Monatza) reports high income level. See Fig. 2.
and
This section analysis the socio-economic characteristics for
Alexandria city's 13 TAZs in year 2006 Based on data
provided from [6], [7], [8], [9], [10], [11].
3.1 Population
In year 2006, Alexandria city holds about 4 million
inhabitants representing 5.6% of total population number of
Egypt. the analysis of population characteristics in Alexandria
city zones (Table 2) indicates that the most populous zone is
El Monatza which holds 1,173,803 inhabitants representing
% of total population in the city. In the second rank, El
Raml zone holds 19% of the total city population (752,371
inhabitants). The least number of populations among all zones
exists in El Manshia which holds only 1% of the city
population (23,616 inhabitants). This can be explained as this
zone is a trading zone and did not hold many residential
buildings.
As an indicator, high population density areas increase the
cost of urban transport systems, but for example less for the
implementation of rail system than other modes [12]. A look
on the population density (person/km2) all over the city zones
of the zones indicates relatively high gross population density
(The number of people inhabiting an urban area / total area of
urban land) and residential population density (The number of
people living in an urban area divided by the area of
residential land). For the whole city, the average gross
population density and residential population density are
25,706 (persons/km2) and 125,644 (persons/km2) in order.
Old zones including Moharam Bek, El Manshia, Karmoz, El
Laban are indicated as high density population zones as these
are the origin place of Alexandrian inhabitants of the city.
All over Alexandria city, the average annual percentage
increase in population numbers is 1.6%. This rate is less than
the yearly national rate of increase in population in the same
time period which is 2.05%.
3.4 Illiterate levels
The illiterate levels in Alexandria city districts increases in
western districts than eastern districts. This is clear in Figure 5
which illustrates the illiterate levels in population with ages
between 15 to 45 years old in different districts for year 2006.
This reveals the relation between portions of population of low
income level in the district and the illiterate levels.
Fig. 1 Distribution of population of different districts among different
age groups in year 2006.
In El Montaza districts, which contain only 7.42% of the
population with low income level, the illiterate level is the
smallest among all districts. As the low income portion of
population increases in western districts, the illiterate level
increases to reach its peak in El Amria district. In which, the
illiterate level is about 22% of population with ages between
15 to 45 years. See Fig. 3.
3.2 Age Characteristics
The trip production rates distinguish for different age
categories. For Alexandria city, the majority of the population
(42%) in year 2006 is less than 15 years old. The second
dominating age category in the city is the population who has
ages between 35 to 60 years old. Former categories properly
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Fluids, Heat and Mass Transfer, Mechanical and Civil Engineering
3.5 Employment
In order to analyze the employment data, the total
number of employees is different zones has been projected
based on employment data of year 1996 and year 2002
mentioned in. From which, an average annual growth rate of
employment has been derived for different zones and has
found to be of 2.2% per year. Based on this rate, the inventory
data of employment for different zones in year 2006 have been
estimated and results are shown in Table I. El Montaza zone
holds the hugest employment power with 173066 employees
in year 2006. This is suitable for this zone which holds the
highest population number among all zones. The second place
is occupied by the holder of second highest population number
(El Raml zone) which holds 149351 employees. The smallest
number of employees is recorded in El Laban zone with only
24420 employees. Total number of employees in Alexandria
city in year 2006 is 1056564.
Fig. 3 Illiterate level in different districts of Alexandria city in year
2006
3.7 Land and Building Value
El Dekhela TAZ has the highest land value among all
zones. The land value in it is 15 thousand Egyptian pounds per
square meter (L.E/m2). At the nexus, the value of the square
meter of buildings is relatively high with a 3250 (L.E/m2) of
building. Sidi Gaber district have the second highest land
value with 8500 (L.E/m2), but it holds the highest building
value in the city with 4000 (L.E/m2). Old zone in the city
which holds high population numbers and high population
densities, including El Manshia, El Laban, and Moharam Bek
besides El Gomrok zone, have a relatively convergent land
values. Mina El Basal zone signed the lowest land value
and building value of 600(L.E/m2), and 400 (L.E/m2) in
order. Land and building values for different zones in
illustrated in Fig 4.
3.6 Car ownership
The analysis of private cars numbers in the Alexandria
city illustrates the following facts:
1) Total private cars number in Alexandria city in year 2006
is 334947,
2) The number of private car increase yearly by a rate of
6.5% yearly,
3) Car ownership is about 84 car/1000 inhabitant, and
4) Car ownership per 1000 inhabitants increases by a rate of
4.1% yearly.
3.8 Use of dwelling
According to the 2006 Population and Housing Census,
most of the dwellings of Alexandria are used for residential
purposes. In all zones, residential usage of dwellings shares
the biggest percentage among all usage categories. The usage
of buildings as for work shares the least percentage in all
zones except in El Atarin and El Manshia zones. In these
zones, using building for work purposes shares 35,3% and
32,6% of the total buildings number. Distribution of using
purposes of buildings in different zones is shown in Fig. 5.
4. Land uses
Alexandria city is extended for 32 km parallel to the sea
with a narrow costal stretch of a width ranges between 1 to 5
kilometers. As illustrated in Figure 8, the prevailing land use
purpose of the urbanized land all over the zones of Alexandria
is the residential purpose. It shares the same percentage in El
Montaza, El Raml, and El Dekhela zones with about 82% of
the zones’ areas. In all zones, except El Montaza, Bab Sharq,
and El Gomrok, the second dominating land use purpose is the
Economical land use. The second prevailing land use in El
Montaza zone is the Educational land use purpose. This is at
the nexus of the educational situation analysis mention before
which indicated El Montaza as obtaining the highest number
of educational places in any district. Utilities occupy the
lowest land use purpose in almost all zones. Other services
including health, religious, roads, and open areas; which are
Fig. 2 Distribution of population of Alexandria city TAZs among
different income level groups in year 2006.
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Fluids, Heat and Mass Transfer, Mechanical and Civil Engineering
indicated in Fig. 6 as (Others) represent high contribution land
use (33%) in
2) High population number in El Montana zone (Highest
among all TAZs).
Fig. 5 Use of dwelling of different TAZs of Alexandria city.
Fig. 4 Land and building value of different TAZs of Alexandria city
in year 2006
El Gomrok zone, while it shows lower contribution in other
zones.
5. Travel demand and trip characteristics
The Origin-Destination (O/D) matrix describes the travel
demand commuted between pairs of transportation zones in
the study area. As illustrated in Table 7, in year 2006, the total
daily number of trips exchange between all transportation
zones in Alexandria city is 4242773 trip/day. From which,
40% are inter-zonal trips and 60% are exchange trips between
pairs of zones. Analysis indicates that the maximum number
of exchanged trips is 178854 trip/day. This travel demand is
generated from El Montaza zone to El Raml zone. This refers
to:
Fig. 6 Land use breakdown of different TAZs of Alexandria city.
Fig. 6 Land use breakdown of different TAZs of Alexandria city in
year 2006
1) The higher attractively between the two zones due to the
short travel distance between them.
3) The huge number of employees in El Montana zone (First
TABLE 1. ORIGIN DESTINATION MATRIX OF ALEXANDRIA CITY IN YEAR 2006
TAZ
Elmontazah
El
Raml
Sidi
Gaber
Bab
Sharq
Moharam
Bek
El
Atarin
El
Manshia
El
Gomrok
El
Laban
Karmoz
Mina
El
Basal
El
Dekhela
El
Amria
Total trip
production
(Q)
Elmontazah
228303
178854
63206
65750
28916
27098
11069
14950
3341
4528
5735
2891
3296
637937
El Raml
141748
370739
120096
107045
40124
37117
22681
18481
3328
4243
5718
6069
5013
882402
Sidi Gaber
14944
35707
134534
68183
11861
17409
9405
10222
2224
2264
3936
2329
1388
314406
Bab Sharq
15797
33964
60983
195065
70008
64066
44892
15910
4234
3713
6174
3205
2137
520148
Moharam
Bek
6690
17116
63325
151894
262013
125027
68886
21810
5710
18964
15640
5788
2246
765109
El Atarin
1410
5806
1572
18937
24248
85072
16437
10890
2054
2807
2942
1274
701
174150
El Manshia
898
3030
1108
9304
4304
10097
45336
14963
3135
1252
2307
670
718
97122
El Gomrok
2133
7685
2505
23416
10151
12842
1564
18688
3776
3837
7849
2491
2565
99502
El Laban
744
2767
1449
7067
7527
7317
6594
9138
13294
3157
7247
1327
1169
68797
Karmoz
3437
9090
5035
23215
32301
30439
20583
45223
56307
142777
71377
13621
7334
460739
Mina El
Basal
1800
5574
2885
9541
11424
8543
8718
8342
5215
12803
31140
6038
4059
116082
180
175
359
1804
1817
1016
10929
12552
7541
8668
12579
32989
11717
102326
27
171
31
92
74
57
53
214
105
125
153
701
2250
4053
418111
670678
457088
681313
504768
426100
267147
201383
110264
209138
172797
79393
44593
4242773
El Dekhela
El Amria
Total trip
attracted (Z)
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Fluids, Heat and Mass Transfer, Mechanical and Civil Engineering
rank in number of employees among all zones)
4) High portion of population (about 46% of population)
with
5) High income level which means more trip production
rates.
6) The higher economic activity land use in El Raml zone
(About 11% urban land).
attributes affect each of trip generation and trip attraction, the
significant level of individual socio-economic variables for Q
and Z has been statistically evaluated to minimize sources of
uncertainty in the developed models. This is obtained by
estimating both the probability significant value (P-value) and
linear coefficient of determination (R2) between individual
variables and Q and Z as dependent variables and every socioeconomic variable as explanatory variables. The explanatory
variable is considered significant if it has P-value less than or
equal to the significant level of 0.05 and have high linear
coefficient of determination with comparison to other
variables. This means that changes in the socio-economic
variable has significant effect on changing the dependent
variable (Q or Z).
For more clarification, El Raml zone locates in Sidi
Gaber district which holds main train station in the city
represents the port to travel to other cities from Alexandria
city. Big number of faculties of University of Alexandria is
located in Sidi Gaber district. This represents attractiveness for
faculty students from high income level in El Montana zone.
As shown in Table 2, population number (X1),
employment number (X2), and percentage illiterates of
population (X3) have been found to obtain the highest linear
coefficient of determination (R2) with the number of trip
production of TAZs. They have R2 of 0.31, 0.31, and 0.40
respectively. So, the significance level of each have been
checked, and have been found significant variables in the trip
production in TAZs as they have P-values of 0.047, 0.044, and
0.020 respectively. For trip attraction, the socio-economic
variables that have the highest linear coefficient of
determination (R2) with the number of trip attracted to TAZs
are the employment number (X2), percentage illiterates of
population (X3) in addition to percentage of population with
age between 25-35 years old (X4), and percentage of land
used for educational purpose (X5). Consequently, the
significance level have been checked for those variables.
Results indicated significant assurance as they have significant
P-values of 0.050, 0.002, 0.050, and 0.042 respectively.
On the other hand, it is interesting to shed light upon the
highest values of total trip production (Q) and trip attraction
(Z) in the city O/D matrix. El Raml zone recorded the first
rank in total trip production and inter-onal trips with 882402
and 370739 trip/day respectively. This coincides with the big
number of population in the zone which is an incentive for trip
production. Also, the zone holds the second biggest number of
employees among all zones. This brings forward more daily
home-based work trips. Besides, the high value of land in this
zone is amenable for more flee to zones with lower value of
land for work. This is also clear from the land use purpose
distribution of El Raml zone. In which, about 82% are for
residential purpose and only 13% for educational and
economical activities which advocate more trips towards other
zones for economic and educational purposes. El Amria zone
lies in the last rank regarding total trip production and interzonal trips with only 4035 and 2250 trip/day respectively.
Regarding the trip attraction, Bab Sahrq zone occupies
the first rank among all zones with attracting 681313 trip/day.
This is ascribed to the low value of land and buildings in this
zone which is suitable for commercial and economical
activities. Latter reason is drawn from the land uses in this
zones which have about 6.5% of land is for entertainment land
use. This is the second highest percentage of land use for
entertainment purpose among all zones of the city. El Amria
also is recorded in the last rank of trips attracted with only
44593 trip/day.
Regression work has been operated on the significant
variables and number of trips produced and attracted to
individual transportation zones. The results are two multiple
regression models for both Q and Z as expressed in the
following equations:
With concern to trip characteristics, statistics indicates
that 45% of total trip number is a return home trip. While
about 23% and 16% of the trips are for the purpose of going to
work and going to school. This falls in line with the small
student to population ratio in the city which is 21%.
Recreational and private affairs trips represent only 16% of all
trip purposes. The reason refers to overall low income level in
the city and also weakness of public transport system.
(1)
(R2= 0.71)
(2)
here:
Qi : is the number of trips produced from the TAZ I (trip/day),
Zi : is the number of trips attracted to the TAZ I (trip/day),
X1i : is the population number in TAZ i,
X2i : is the employment number in TAZ i,
X3i : is the percentage illiterates of population in TAZ i,
6. Trip generation model for Alexandria
city
X4i : is the percentage of population with age between 25-35
years old in TAZ i, and
To developed trip generation models: trip production and
attraction models for the study area thirteen TAZs, zonal data
has been involved in (MLR) technique. The socio-economic
phenomena of different TAZ have been correlated to total
number of trips (Q and Z) of zones. Initially, to investigate
ISBN: 978-1-61804-358-0
(R2= 0.50)
X5i : is the percentage of land used for Educational purpose in
TAZ i.
The analysis of the proposed trip generation models
introduces the following facts:
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Fluids, Heat and Mass Transfer, Mechanical and Civil Engineering
1) The model coefficients of the socio-economic variables
have signs match with the individual correlation
has inferior effect on trip attraction since it has the
smallest model coefficient among all descriptive variable
in trip attraction model.
For trip production model (Q model)
linear coefficient of
determination (R2)
between individual
variables and Q
Individual correlation
coefficient between )
between individual
variables and Q
0.047
0.044
0.31
0.31
0.56
0.56
0.020
0.40
-0.63
Indication
of the
variable in
the model
P-value
X1
X2
X3
TABLE 2. SIGNIFICANT SOCIO-ECONOMIC VARIABLES FOR TRIP PRODUCTION
(Q) AND TRIP ATTRACTION (Z) IN ALEXANDRIA CITY
7. Statistical assessment of developed trip
generation model
In this step, statistical indicators have been used to assess
and verify the performance of the developed trip generation
models for Alexandria city. This is to ensure the significance
and agreeability of output values of the developed trip
generation models with the dataset on which the modeling
process have been based. The goodness of fit for each model is
examined based on the values of the O-D matrix balance error,
correlation coefficient of determination (R2) between modeled
and actual base year trip production and attraction values,
difference between average monitored and actual average of
trip production and attraction values at the base year,
Normalized Mean Square Error (NMSE), Frictional Biases
(FB), and Geometrical Mean (MG), and Coincidence Ratio
(CR). Calculated Values of the statistical indicators for both
models are illustrated in Table 3. Analysis of results indicates
the followings:
For trip Attraction model (Z model)
Indication
of the
variable in
the model
P-value
linear coefficient of
determination (R2)
between individual
variables and Z
Individual correlation
coefficient between )
between individual
variables and Z
X4
0.050
0.26
-0.61
X2
0.050
0.27
0.52
X3
0.002
0.56
-0.75
X5
0.042
032
1) The O-D matrix balance error (which is the percentage
difference between the sum of total number of trips
produced and the sum of total number of trips attracted of
all TAZs) indicates the quality of Q and Z models
accompanied which forms the base for the trip
distribution step of the 4 steps transportation planning
process. The ideal situation is when the sum of trip
generated and the sum of trips attracted in the O-D matrix
is equalized. i.e. O-D balance error is zero and no
calibration is needed. For the developed Q and Z models
for Alexandria city, the balance error in is only 5.8%.
2) Percentage relative average error (Percentage difference
between average actual trip numbers and average
modeled trip numbers) is relatively small for both Q
model and Z model representing percentages of -0.016%
and 5.972% for both models respectively. Such values of
errors may be neglected as we deal with numbers of trip
thousands trips produced and attracted to transportation
zones per day,
3) The NMSE which reflects the overall deviations between
modeled and actual trip numbers for both models
investigated equals 0.39 and 0.11 for Q and Z models
respectively. Therefore, the performance of the model is
considered acceptable and correctly describes the
processes since NMSE is less than 0.5 [13], [14],
4) FB value for trip production and trip attraction model are
0.00016 and -0.06 respectively. Such values are indicating
small overall overestimation of trip numbers for Q model
and small overall underestimation of trip numbers for Z
model. Nevertheless, for both models, the FB values are
acceptable since FB values lays between -0.7 and 0.7
0.57
coefficient of the variable in Table 8 which also match the
engineering judgment. This means that the effect of the
explanatory variable in the model is the same effect of the
individual relation between the explanatory variable and
the dependent variable (Q or Z). For example, the model
coefficients of percentage illiterates of population in TAZ
have negative signs in both Q and Z models (-44430.9
and -16333.1 respectively). This is at the nexus with the
negative sign of individual correlation coefficient between
the percentage illiterates of population with Q and Z (0.63 and -0.75 respectively).
2) The percentage illiterate of population (X3i) has high
effect on trip production (Q) since it has the highest
absolute model coefficients value (44430.9). The negative
sign of the coefficient illustrates reduction in trip
production of the TAZ with the increase of percentage
illiterate of population in the TAZ. The variable that has
the smallest effect of trip production number is the
population number (X1i) of TAZ which has a model
coefficient of only 0.217365.
3) The percentage of population with age between 25-35
years old (X4i) has the highest effect on trip attraction of
TAZ. It has the biggest absolute model coefficients value
of (90650.6). The negative sign of the model coefficient
indicates in trip attraction to the TAZ with the increase of
percentage of population with age between 25-35 years
old in the zone. The employment number in TAZ (X2i)
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Fluids, Heat and Mass Transfer, Mechanical and Civil Engineering
[14],
5) MG values for Q and Z models respectively are 0.73 and
0.85 respectively. These values deviate from the ideal
value of MG (1.00) [15], [16] with only 0.27 and 0.15 for
both models respectively. Such figures of MG indicate
small systematic errors and minute relative biases for
predicted production and attraction TAZ’s trip numbers
with comparison to actual trip numbers,
Statistical indicators
Trip production
model
(Q)
Trip Attraction
model
(Z)
Mean error
-53.8 (trip/day)
19490.3 (trip/day)
% Relative average error
-0.016
5.972
FB
NMSE
0.00016
0.39
0.73
-0.06
0.11
0.85
CR
0.55
0.70
(R2) between actual and
modeled trip numbers
0.57
0.72
MG
variables. Regression work has been operated on the
significant variables and number of trips produced and
attracted to individual transportation zones. The results are
two multiple regression models for both Q and Z. statistical
indicators have been used to assess and verify the performance
of the developed trip generation models for Alexandria city.
The O-D matrix balance error is only 5.8%. Percentage
relative average error is relatively small for both Q model and
Z model representing percentages of -0.016% and 5.972% for
both models respectively. The NMSE equals 0.39 and 0.11 for
Q and Z models respectively. FB value for trip production and
trip attraction model are 0.00016 and -0.06 respectively.
Acceptable CR values of 0.55 for Q model and higher value of
0.72 for Z model. Therefore, the performance of the model is
considered acceptable. This model helps mainly in the urban
transportation planning process of the city.
ACKNOWLEDGMENT
The first author would like to thank Egyptian Ministry of
Higher Education (MoHE) for providing him the financial
support (PhD scholarship) for this research, as well as Egypt
Japan University of Science and Technology (E-JUST) for
offering the facility and tools needed to conduct this work.
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O-D matrix balance error
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8. Conclusion
A trip generation model describes the daily trip
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between different TAZs in Alexandria city - Egypt has been
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