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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Intrazonal or Interzonal? Improving Intrazonal Travel Forecast in a Four-Step Travel Demand Model</title>
      <link>https://trid.trb.org/View/1572412</link>
      <description><![CDATA[Conventional four-step travel demand models, used by virtually all metropolitan planning organizations (MPOs), state departments of transportation, and local planning agencies, are the basis for long-range transportation planning in the United States. Trip distribution – whether the trip is intrazonal (internal) or interzonal (external) – is one of the essential steps in travel demand forecasting. However, the current intrazonal forecasts based on a gravity model involve flawed assumptions, primarily due to a lack of consideration of differences in land use and street network patterns. In this study, the authors first survey 25 MPOs about how they model intrazonal travel and find the state of the practice to be dominated by the gravity model. Using travel data from 31 diverse regions in the U.S., the authors then develop an approach to enhance the conventional model by including more built environment D variables and by using multilevel logistic regression. The models’ predictive capability is confirmed using k-fold cross-validation. The study results provide practical implications for state and local planning and transportation agencies with better accuracy and generalizability.]]></description>
      <pubDate>Fri, 01 Mar 2019 15:50:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1572412</guid>
    </item>
    <item>
      <title>Basic Theory of Continuous Non-constrained Gravity Models</title>
      <link>https://trid.trb.org/View/1486563</link>
      <description><![CDATA[This study is concerned with the continuous gravity models for intra- and inter-trip behavior on the urban field. First the numbers of intra- and inter-trip for the uniform circular disks are derived analytically for the case of the power gravity model and the exponential gravity model. Next, the intra- and inter-gravity models of the exponential type are applied for the school commuting trip data of Tokyo twenty-three special wards. The authors' models have their base on the analytical expressions of the number of trips in a zone and between two zones. So, it should be emphasized that the authors' models do not need the preparation of distance matrix.本研究では都市平面の領域内々移動，ならびに異なる領域間の移動に対して，連続型の重力モデルを適用する．まずアクティビティが一様に分布する円盤領域に関して，冪型重力モデルと指数型重力モデルの双方を導入し，内々トリップ数と領域間トリップ数を解析学的に追求する．次に，指数型の重力モデルに特化して，東京23区のODデータへの適用を行い，領域内々モデルと領域間モデル双方のパラメタ推定を，非線形最小二乗法によって実行する．本モデルは交通量の解析解にもとづくものである．そのため，これまでの重力モデルとは異なり，ゾーン間距離を外生的に準備しておく必要がない．このことは特筆に価するものと考える．]]></description>
      <pubDate>Mon, 20 Nov 2017 17:09:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1486563</guid>
    </item>
    <item>
      <title>Intrazonal Trip Distances: An Estimation Approach and Application to a Case Study</title>
      <link>https://trid.trb.org/View/1336621</link>
      <description><![CDATA[This study aimed at the development of procedures for the estimation of intrazonal trip distances based on data of origin-destination (O/D) surveys. In the application discussed here, the analysis was based on an O/D survey conducted in the city of São Carlos, Brazil. The urban area was subdivided several times so as to produce 471 traffic analysis zones (TAZ). The geometrical characteristics of the zones that might influence the distances of intrazonal trips were identified. Numerical indicators of the selected geometrical patterns were compared with the average values of intrazonal trip distances to search for evidences of correlation between these variables. Two analytical approaches were explored: i) continuous and ii) discontinuous. In the first case, all trips were considered a single dataset, whereas in the second the dataset was split into two subsets of homogeneous characteristics. The datasets with higher correlation were used to build global and individual models for the estimation of intrazonal trip distances. In the global models, walking, cycling, and auto trips were considered part of a common dataset. The three transport modes were separately taken into account in the stratified models. The values obtained with these models were then compared with the estimations of other models found in the literature. The discontinuous models calibrated in this study clearly outperformed the traditional ones, which may be an indication they can be used to replace the traditional models for the estimation of average intrazonal trip distances, at least in Brazilian medium-sized cities.]]></description>
      <pubDate>Thu, 05 Feb 2015 11:10:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1336621</guid>
    </item>
    <item>
      <title>Are intrazonal trips ignorable?</title>
      <link>https://trid.trb.org/View/1083957</link>
      <description><![CDATA[Intrazonal trips are not always included in model estimation because they do not appear on a network in centroid-to-centroid travel. It is also presumed that their exclusion does not affect model results. This paper tests the above presumption by examining the assumptions of ignorable missingness. The results indicate that omitting intrazonal trips in model estimation results in biased sample. Consequently, parameter estimates get biased. The paper also compares the results of travel mode choice models by excluding and including the intrazonal trips in model estimation.]]></description>
      <pubDate>Fri, 14 Jan 2011 10:19:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1083957</guid>
    </item>
    <item>
      <title>REFINEMENT OF FSUTMS TRIP DISTRIBUTION METHODOLOGY</title>
      <link>https://trid.trb.org/View/747806</link>
      <description><![CDATA[In this report, alternative trip distribution models are investigated with the purpose of improving the current trip distribution methodology in the Florida Standard Urban Transportation Model Structure (FSUTMS).  Three types of models are studied: intervening opportunity models, enhanced gravity models, and destination choice models.  The performance of the models was compared against travel survey data and that of traditional gravity models.  The evaluation criteria included average trip length, trip length distribution, intrazonal trips, and spatial accuracy measured by different statistical tests. The findings from the project indicate that intervening opportunity models and enhanced gravity models did not produce noteworthy improvements, although the intervening opportunity models were handicapped by the lack of suitable software for model calibration; therefore no definite conclusions may be drawn regarding their potentials.  Aggregate destination choice models were developed for Broward, Palm Beach, and Volusia counties for Home-Based Work (HBW) trip purpose.  Although the three counties are different in their demographics, socioeconomics, and urban structures, improvements are seen in the trip distribution results produced by all the destination choice models, although the improvements for Broward and Volusia counties are more significant than those for Palm Beach County.  Results from destination choice models for other trips purposes also indicate improvements.]]></description>
      <pubDate>Mon, 31 Jan 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/747806</guid>
    </item>
    <item>
      <title>DIFFERENT TRAVEL PATTERNS: INTERZONAL, INTRAZONAL, AND EXTERNAL TRIPS</title>
      <link>https://trid.trb.org/View/457575</link>
      <description><![CDATA[Intrazonal and external trips are generally omitted from the modeling process because they are difficult to measure.  The exclusion of these trips can affect the accuracy of a calibrated distribution model.  This research is aimed at overcoming the limitation of estimating the travel cost of intrazonal and external trips.  The increase or decrease in accuracy resulting from the omission of various trip types is also predicted. Further, the effects of different shares of intrazonal trips pertaining to different zoning systems on the accuracy of other trip types is examined.  These objectives were met by analyzing a database pertaining to Texas commodity flows.  A set of doubly constrained gravity models was calibrated for two zoning systems, 254-county and 24-district.  The findings indicate that the accuracy of estimates of different trip types increases if the intrazonal trips are omitted.  A two-step method to predict complete, interzonal, intrazonal, and external trip matrices is recommended as follows:  1) calibrate the complete matrix to estimate the intrazonal and external trips while ignoring the predictions of interzonal trips and 2) exclude intrazonal and external trips and calibrate the remaining origin-destination matrix to predict the interzonal trips, resulting in a new distribution model or a new cost parameter.]]></description>
      <pubDate>Thu, 22 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457575</guid>
    </item>
    <item>
      <title>MODEL OF INTRAZONAL TRIP DISTRIBUTION CONSIDERING CENTRALITY INDEX</title>
      <link>https://trid.trb.org/View/286898</link>
      <description><![CDATA[Intrazonal trip distribution (ITD) is discussed in order to find the best constitution of trip distribution.  The conventional models of ITD are reviewed on the basis of the technical survey reports on travel demand in several cities. The approach to ITD is proposed to introduce a concept of centrality index.  A model of ITD is finally formulated as a multiplicative model including three variables which are centrality index, area of zone and generation or attraction trips.  The reproducibility and stability of the proposed model are also investigated by fitting the model to observations of personal trips.]]></description>
      <pubDate>Sat, 31 Dec 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/286898</guid>
    </item>
    <item>
      <title>LENGTH AND PROPORTION OF INTRAZONAL TRIPS. TRANSPORTATION PLANNING RESEARCH COLLOQUIUM 1987, EIGHT MILLION CARS IN 2010, THE HAGUE, NOVEMBER 26-27, 1987</title>
      <link>https://trid.trb.org/View/290839</link>
      <description><![CDATA[This paper deals with the results of an investigation into factors influencing length and proportion of intrazonal trips.  The "Onderzoek Verplaatsingsgedrag" (OVG 1981) was used as database, allowing three different levels of spatial abstraction (zoning).  The main factors influencing length and proportion of intrazonal trips are: travel mode, trip purpose, trip departure time and urbanity level of residence.  All factors match for the greater part existing stratification factors used in travel forecasting models, which enables them to be used as a constraint.  For the covering abstract of the conference see IRRD 811092. (Author/TRRL)]]></description>
      <pubDate>Wed, 31 Aug 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/290839</guid>
    </item>
    <item>
      <title>SPATIAL AGGREGATION BIAS IN TRIP DISTRIBUTION PROBABILITIES: THE CASE OF THE OPPERTUNITY MODEL</title>
      <link>https://trid.trb.org/View/59129</link>
      <description><![CDATA[In estimating trip distribution probabilities by the opportunity model, the conventional method regards a region as a set of "point zones", and hence inevitably yields a spatial aggregation bias.  First, we show that the conventional method overestimates an intra-zone trip distribution probability and underestimates an inter-zone trip distribution probability.  Second, it is presented that the inter-zone relative spatial aggregation bias depends only on an origin area, and that the spatial aggregation bias is independent of the spatial aggregation in the intermediate area. Finally we obtain the minimum number of zones required to ensure that a given level of bias is not exceeded.  /Author/]]></description>
      <pubDate>Sat, 29 Oct 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/59129</guid>
    </item>
    <item>
      <title>A LAND USE/TRANSPORTATION OPTIMIZATION PROCEDURE</title>
      <link>https://trid.trb.org/View/67865</link>
      <description><![CDATA[An interactive procedure for land-use planning is described, in the original version of which the endogenous variables (those output from the procedure) were population and employment for each zone of a region.  Among the exogenous variables (those input to the procedure), were the interzonal time distances.  The technique was then extended by including the interzonal time distances in the set of endogenous variables.  The output not only recommended zonal population and employment, but also recommended interzonal time distances.  A 2-zone example is used to illustrate the procedure.  The planning exercise undertaken by the Teeside Survey Plan is used to demonstrate the procedure in a more realistic situation - a 14 zone region.]]></description>
      <pubDate>Wed, 30 Mar 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/67865</guid>
    </item>
    <item>
      <title>A METHOD TO SIMPLIFY NETWORK REPRESENTATION IN TRANSPORTATION PLANNING</title>
      <link>https://trid.trb.org/View/46879</link>
      <description><![CDATA[The problem of Network Aggregation is defined as the simplification of the number of nodes and links in a transportation network.  The objective of a network aggregation technique is to reproduce the level-of-service attributes (such as travel time) between any two points using a spider network as a proxy for the detailed.  The aggregation procedure categorizes links into functional groups such as access, egress, line-haul, bypass and intra zonal circulation--which is a convenient classification in terms of transportation analysis.  The technique presented here have several distinguishing advantages. First, certain invariance properties are maintained--for example the total trip miles of travel is the same whether measured in the aggregate or detailed networks.  Second, the method is systematic, rather than judgmental, which means the inaccuracies introduced as a result of network aggregation can be measured in a scientific way. /Author/]]></description>
      <pubDate>Thu, 16 Sep 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/46879</guid>
    </item>
    <item>
      <title>THEORY OF TRAFFIC ASSIGNMENT TO A ROAD NETWORK</title>
      <link>https://trid.trb.org/View/122885</link>
      <description><![CDATA[THE EXISTING METHODS OF TRAFFIC ASSIGNMENT TO A ROAD NETWORK MAY BE ROUGHLY CLASSIFIED INTO TWO GROUPS, ONE IS THE "ALL OR NOTHING" METHOD BASED UPON "MINIMUM PATH" AND THE OTHER IS THE "ASSIGNMENT RATE" METHOD. THE METHOD DESCRIBED IN THIS REPORT IS THE ASSIGNMENT RATE METHOD BY COMPUTATION USING SIMULTANEOUS EQUATIONS IN CONSIDERATION OF CAPACITY RESTRAINT. THERE ARE SEVERAL UNIQUE CHARACTERISTICS IN THIS METHOD. THEY ARE THAT (1) IT CONSIDERS THE HOURLY FLUCTUATIONS OF TRAFFIC VOLUMES DURING A DAY, (2) IT CONSIDERS INTRAZONAL TRIPS, (3) MORE THAN TEN ROUTES CAN BE TAKEN FOR THE ASSIGNMENT OF EACH INTERZONAL TRANSFER, AND (4) THE EVALUATION VALUE OF EACH ROUTE WHICH IS RELATED TO THE ASSIGNMENT RATES IS DETERMINED BY THE PROBABILITY DENSITY FUNCTIONS OF BOTH TRAVEL TIME AND TOLL FARES.]]></description>
      <pubDate>Thu, 11 Apr 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/122885</guid>
    </item>
    <item>
      <title>GENERAL INFORMATION AND TRIPS, MONTREAL REGION</title>
      <link>https://trid.trb.org/View/117377</link>
      <description><![CDATA[IN 1971 THE MONTREAL URBAN COMMUNITY TRANSIT COMMISSION UNDERTOOK AN O & D SURVEY OF THE MONTREAL REGION, TAKING A RANDOM SAMPLE OF 4% OF THE 730,000 DWELLINGS IN 56 SECTORS. THE RESULTS FOR EACH SECTOR ARE PRESENTED, ALONG WITH A MATRIX OF INTRA- AND INTERSECTOR TRIPS BY TRIP PURPOSE. THE RESULTS ARE ALSO TABLIFIED FOR THE REGION AS A WHOLE. THE BASIC INFORMATION PRESENTED COMPRISES NUMBER OF CARS PER DWELLING AND SECTOR, NUMBER AND PERCENTAGE OF TRIPS BY PURPOSE, AND NUMBER AND PERCENTAGE OF TRIPS BY MODE. THERE IS NO BREAKDOWN OF TRIP PURPOSE BY MODE.]]></description>
      <pubDate>Mon, 21 May 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/117377</guid>
    </item>
    <item>
      <title>THE INTERSTATE COMMERCIAL ZONE: AN INDUSTRIAL LOCATION FACTOR</title>
      <link>https://trid.trb.org/View/92427</link>
      <description><![CDATA["IF A DESIRED LOCATION (ON BASIS OF RATE STRUCTURE, TYPE OF VEHICLE, TRANSPORT COSTS, AND OTHER LOCATIONAL FACTORS) IS NOT A SITE THAT IS INCLUDED IN A CARRIER'S RANGE OF OPERATION IT SIMPLY CANNOT BE SERVED." THIS APPLIES TO ALL SITES OUTSIDE THE INTERSTATE COMMERCIAL ZONE - THE AREA WITHIN AND CONTIGUOUS TO A MUNICIPALITY, IN AND THROUGH WHICH COMMON AND CONTRACT CARRIERS OF PROPERTY CAN PROVIDE SERVICE FREE OF ICC REGULATIONS GOVERNING MOVEMENTS AND COMMODITIES CARRIED. THIS PAPER OFFERS AN EXPLANATION AND CRITIQUE OF THE PRESENT METHODS THE ICC USES TO DETERMINE THE BOUNDARY OF THE IC ZONE. THE POPULATION DISTANCE FORMULA (SAN FRANCISCO EXAMPLE) AND ZONES INDIVIDUALLY DEFINED BY THE ICC (CHICAGO EXAMPLE) ARE SHOWN TO BE DISCRIMINATORY. THE PAPER SUGGESTS NEW METHODS OF DELIMITATION THAT COULD BE QUICKLY AND INEXPENSIVELY IMPLEMENTED BY THE ICC AND COULD RECTIFY PRESENT INEQUITIES BY PROVIDING FOR SIMPLE EXTENSIONS TO THE ZONE BOUNDARIES WHEN REASONABLE REQUESTS ARE SUBMITTED FOR JURISDICTION. THESE WOULD BE BASED ON STANDARD METROPOLITAN STATISTICAL AREAS TO MEET PROBLEMS OF DENSITY INEQUITY. THE URBANIZED AREA METHOD IS SHOWN TO BE PREFERABLE FOR THE CHICAGO EXAMPLE.]]></description>
      <pubDate>Sun, 20 Aug 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/92427</guid>
    </item>
    <item>
      <title>AN EVALUATION OF THE GRAVITY MODEL TRIP DISTRIBUTION</title>
      <link>https://trid.trb.org/View/114938</link>
      <description><![CDATA[THE GRAVITY MODEL TRIP DISTRIBUTION WAS CALIBRATED AND TESTED USING A SMALL SIZED URBAN AREA, WACO, TEXAS. THE STUDY OBJECTIVES WERE TO: (1) DETERMINE THE APPROPRIATE TRIP PURPOSE STRATIFICATION TO BE USED WITH A GRAVITY MODEL TRIP DISTRIBUTION FOR WACO, TEXAS AND OTHER URBAN AREAS OF SIMILAR CHARACTER, AND (2) EVALUATE THE ABILITY OF THE GRAVITY MODEL TO REPRESENT THE ACTUAL TRIP BEHAVIOR AS ESTIMATED FROM A DWELLING-UNIT SURVEY. A TWO-PURPOSE MODEL COMPOSED OF HOME-BASED AND NONHOME-BASED TRIPS, RESPECTIVELY, APPEARED TO BE OPTIMAL FOR THE WACO AREA. SUBSTANTIAL RIVER CROSSING BIAS WAS OBSERVED AND CORRECTED WITH A RIVER TIME BARRIER. THE STUDY PRESENTED NO VISABLE EVIDENCE TO SUPPORT ANY ADJUSTMENTS FOR BIAS ATTRIBUTED TO SOCIAL-ECONOMIC CHARACTERISTICS. INTRAZONAL TRIPS WERE RECOGNIZED TO BE AMONG THE HIGHEST VOLUME MOVEMENTS, AND WERE OBSERVED TO EXHIBIT SIGNIFICANT DISCREPANCIES BETWEEN GRAVITY MODEL AND SURVEY DATA VOLUMES. THE GRAVITY MODEL WAS OBSERVED TO ALLOCATE SOME TRIPS TO NEARLY EVERY CONCEIVALBE ZONE PAIR COMBINATION. CONVERSELY, ABOUT 80 PERCENT OF THE SURVEY DATA TRIP MATRIX WAS FOUND TO BE VACANT OF TRIPS. INTO THESE VACANT SURVEY DATA CELLS, THE GRAVITY MODEL LOCATED ABOUT ONE-THIRD OF THE TOTAL TRIPS. THE GRAVITY MODEL SORTED THE MOVEMENTS OBSERVED IN THE SURVEY DATA BY THIS MANY TRIPS. ON AN INDIVIDUAL ZONE-TO-ZONE BASIS, A VIRTUALLY HAPHAZARD TENDENCY WAS OBSERVED WITH REGARD TO OVER OR UNDER ESTIMATION. ONLY ABOUT 80 PERCENT OF ALL ZONE PAIRS WERE FOUND TO HAVE A GRAVITY MODEL VOLUME WITHIN FIVE TRIPS OF THE SURVEY DATA VOLUME. DEVIATIONS AS LARGE AS SEVENTEEN TRIPS HAD TO BE TOLERATED BEFORE 95 PERCENT OF THE ZONE PAIRS FELL WITHIN THE TOLERANCE RANGE.]]></description>
      <pubDate>Mon, 16 Mar 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/114938</guid>
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