Journal of Society for Transportation and Traffic Studies (JSTS) Vol.4 No.

O-D Matrix Estimation of Subarea Road Network Applying CUBE Program

Anuchit PHANCHANA
Systra MVA (Thailand) Ltd
128/404-405 Payathai Road, Rajthewee,
Bangkok 10400, Thailand

Terdsak RONGVIRIYAPHANIJ
Systra MVA (Thailand) Ltd
128/404-405 Payathai Road,
Rajthewee, Bangkok 10400, Thailand

ABSTRACT:
The study presents the simulation approach to estimate and update previous trip tables. Cube Analyst
(developed by Citilabs) was used to update and estimate trip table along Phahonyothin, Viphavadi
Roads and the Elevated Tollway from Din Daeng to Phahonyothin Road (section in front of the Royal
Thai Mint). These data obtained from the Extended Bangkok Urban (eBUM) model developed by the
Office of Transport and Traffic Policy and Planning (OTP) along with the available traffic counts on
the study corridor from Systra MVA (Thailand) were used in the simulation techniques. The resultant
trip table was validated by subsequently applying back in the Highway Assignment model using
Equilibrium Assignment method and compared to traffic volume counts along the study corridor. As a
result of the comparison, it was found that the overall discrepancy was less than 5% with a R-square
correlation of 0.96. This demonstrates that the approach along with available traffic data can be used
to update trip table with an acceptance level of accuracy.
KEYWORDS: Trip table, O-D Matrix Estimate, Cube Analyst

1. INTRODUCTION
The O-D matrix estimation is an important task
in transportation planning modeling. The task
aims to estimate the present and future travel
demands in order to plan for efficiently
alleviating traffic congestions and sustainable
transportation system improvement. In general,
the O-D matrix estimation requires a lot of travel
behavioral data collected by Home Interview
Survey (HIS) and Roadside Interview Survey
(RIS) Methods. The accuracy of estimation is
relied on the sample sizes of surveys, more
sampling, more accurate. In practice, the survey
for less than five percentages already needs a lot
of resources, including time, staff, and budget, so
that it is very difficult to develop an O-D matrix
for an individual study.
The O-D matrix can be estimated by a number of
methods. Basically, it can be categorized into
three groups, including 1) the Data Expansion

Method for the Primary Data Surveyed from the

Study Area, 2) The Parameter Estimation from
the Function of Socio-Economic Variables in the
Study Area, and 3) The O-D Matrix Estimation
from Traffic Volume Surveys on the Road
Networks within the Study Area.
Tossaphol Chaipitakroj developed the OD matrix based on the traffic volume counted
from the field, and then using the Maximum
Likelyhood Regression Analysis Method. To
validate the estimated parameters in modeling,
Tossaphol tested rout choices in the opened-end
road network of the small study area. It was
found that the total average difference between
modelled and surveyed traffic volumes on each
route is only -1.28 percentages, and its R-Square
(R2) Value is 0.99. This pointed out traffic
volume data from field surveys is suitable for to
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O-D Matrix Estimation of Subarea Road Network Applying CUBE Program

estimating the O-D Matrix of the opened-end

road network.

package was utilized to study the network of

Viphavadirangsit and Donmaung Tollway Roads.
The study also applied the Extended Bangkok
Urban Model (eBUM) developed by the Office
of Transport and Traffic Policy and Planning
(OTP). With using the eBUM model, two main
tasks had to be conducted, including travel
behavior data selection and O-D Matrix
Estimation based on the traffic volume surveys.
The actual raffic volume data supported by
Systra MVA (Thailand) Company Limited was
employed together with Cube Analyst Module.
The traffics assigned into the network by the
Equilibrium Assignment Model in CUBE was
compared with the traffic data collected from the
field in order to validate the study result.

Surachai
Srilenawat
applied
the
Maximum Entropy Regression Analysis Method
to forecast traffic volumes on the regioinal
highway networks. Surachai used the O-D table
in the base year estimated from the surveyed
traffic volumes and traffic assignment model.
The forecasted volumes on the highway
networks were validated with the actual flows,
before using the model to forecast the future
traffics.
This study aims to propose the O-D Matrix
Estimation for the small study area or local area
by using the Large Area Model. CUBE software
2.The O-D Matrix and the Esitmation Method
2.1The O-D Matrix
The O-D Matrix is the table presenting travel
demands between zones within the study area. It
has two-dimensional array. Column presents an
origin zone, Row presents a destination zone. A
figure in each cell presents travel demand or
number of trips for that zone pair (Origin and

Destination). An example of zone and the O-D

table is illustrated in Figure 1. If the study area is
divided into seven zones, the O-D table will
consist of 49 numbers of travel demands between
zones and the dimension of the matrix is 7x7.

OD Matrix
1

6
5

3
Origin
Zones

Destination Zones
1

31

33

57

30

20

16

31

53

62

33

23

19

33

53

55

34

29

19

57

62

55

63

32

42

30

33

34

63

23

26

20

23

29

32

23

14

31

33

57

30

20

16

Figure 1 Study Zones and the O-D Table

The O-D Matrix Esitmation Method

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O-D Matrix Estimation of Subarea Road Network Applying CUBE Program

Three methods to estimate the O-D matrix or

Table are listed below.

trips between origin and destination. The popular

method for the parameter estimation method is
the Sequential 4-Step Models, which is widely
used in urban transportation planning.

1) The Data Expansion Method: This

approach employs the primary data
surveyed in the current or base year
from the study area. It also needs to
apply the sampling theory to estimate
the base year O-D table. To forecast the
future travel demands, various data
expansion methods can be used, for
example the Growth Factor Method is a
popular approach for expanding the OD table, because of its indifficulty and
fast operation.

3) The O-D Matrix Estimation from

Traffic Volume Surveys: This method
is recently developed, and it aims to
find out the best parameter estimation.
The well-known estimation methods
are the linear programing method, the
entropy maximization method and the
maximum likelihood method. It aims to
employ the O-D table estimated from
the counted traffic data. This will be
very suitable for any study area, which
often conducts traffic count surveys for
various purposes, such as accident
analysis and prevention planning, urban
transportation
planning,
traffic
improvement plan etc. At present, the
traffic count instructments have been
developed continuously with advanced
technologies and inexpensive compared
to the past, so it is worth to employ this
technique to estimate the O-D matrix
for
the
planning
purpose.

2) The Parameter Estimation Method: The

method aims to estimate the matrix
from the function of model variables,
normally use the socio-economic data
or variables of travelers and the specific
characters of the study area, together
with travel demands forecasted by the
surveyed base year demands. This
method will estimate the function
parameter able to quantify numbers of

The O-D Matrix Esimation by CUBE Package

CUBE software has the module of Cube
Analyst. This module can estimate the O-D table
by using the Maximum Likelihood Regression
Method. This aims to estimate the value of
parameter by using Equation 1

difference of estimated variables. The value of

normally is the negative value. To achieve the
maximum accuracy, the The value of should
be the minimum absolute value.
The maximum likelihood regression
method estimates the parameter value based on
the actual data. It employs the Random Sampling
with the Parametric Distribution as shown the
relationship in Equation 2

The accuracy of variable estimation is

relied on the quality of observed data. The M
value in Equation 2.1 presents the similarity or

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O-D Matrix Estimation of Subarea Road Network Applying CUBE Program

According to Equation 2, it is found that prob

( = ) is the Probability Distribution Function.
The Inferential Statistics, when the

value of is known, and it needs to estimate the

parameter by considering the Likelihood
Function shown in Equation 3

In Equation 3, when consider traffic volumes

conuted from the field it needs to assume the
distribution of traffic volumes to be
Solve Equiation 4 by Logarithms
As shown in Equation 5, it can be seen that
log()! is a constant value.

the Poisson Distribution, so that the new

equation can be rewritten into Equiation 4
Then consider all surveyed traffic data ()
shown in Equiation 3, the Likelihood Function
can be formed as shown in Equation 6

To maximize the value of , it needs to minimize

the absolute value of
variable can be reformed as demonstrated in
Table 1

To estimate the parameters of observed () and

estimated () traffic volumes, the relationship
between observed and estimated values for each

= ( )
When

is the Confidence Level of the Surveyed Data.

is the Actual Value from the Field Survey.
is the Estimated Value from the Model
( = ) = (|)

When

(2)

is the Random Variable.

is the Sample.23
is the Parameter Function.
() =

When

(1)

(3)

is , , . . . , .
is the Sample Size.

() =

)
(

)!

log () = () log() () log()!

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(4)

(5)

Journal of Society for Transportation and Traffic Studies (JSTS) Vol.4 No.4

= ()

(6)

(7)

Table 1 The Relationship Formulation of Observed and Estimated Values

for each Trips Related Variables.

Data/ Variables
Number of Trips between Origin Zone i to
Destination Zone j
Number of Trip Productions in Origin Zone i
Number of Trip Attractions in Destination Zone
j
Number of Trips counted on the Screenline,
Route k

Therefore, the equation of Objective Function

(M) in Equation 2.1 can be rewritten into
Equation 2.8.

Observed
Values (H)
Nij
Oi
Dj
QK

Estimated Values
(h)
Tij
=

The Objective Function in Equation 2.8 can be

calibrated for number of trips from origin to
destination zones. In Cube Analyst, Equation 2.8
is modified into Equation 2.9.

Objective Function , M =
(V Q log( V ))

Traffic Volumes Observed on Screenline

+ (G O log( G ))

Trip Productions in Origin Zone

+ (A D log( A ))
+ (T N log( T ))

24Trip Attractions in Destination Zone

25

+ (T t )

The Prior O-D Matrix

The Travel Cost Table

is Trip Productions in Origin Zone.

is Trip Attractions in Destination Zone.
is Number of Trips from Origin Zone i to Destination Zone j
is Number of Trips counted on the Screenline, Route k
is Probability to travel from Zone i to Zone j by Route

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(8)

(9)

O-D Matrix Estimation of Subarea Road Network Applying CUBE Program

(10)

is Cost for Traveling from Origin Zone i to Destination Zone j.

, is Parameters.
If actual number of trips travel from Zone i to
Zone j is unavailable, the value of tij can be
calculated by using Equation 2.10.

the opposite, Equation 2.10 employs the Gravity

Model from Trip
Distribution Modelling to reflect travel
behaviors. This Gravity Model assume that
travelers decide to travel to the zones that they
pay the lowest costs.

Equation 2.9 is suitable for estimating the current

travel demands rather than the future ones,
because it does not consider travel behaviors. In

3. ASSUMPTION OF THE STUDY

3.1 Study Area
This study determines study area along
Viphawadi Rangsit route since Din Daeng

intersection to Phahonyothin Road, in front of

Royal Thai Mint, as show in figure 2

Figure 2 Study Area

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O-D Matrix Estimation of Subarea Road Network Applying CUBE Program

3.2 Bangkok and Metropolitan Transport

Model
This study will have the process to extract
O-D Matrix which is related study area from the
existing model. Which will use the eBUM
model to extract. eBUM modeling is the usage of
travelling table, partly on the Highway O-D
Matrix, Highway Network and Path File. Which
come from Highway Assigment Model eBUM
or Enhance Bangkok Urban Transport Model is
the model of Bangkok Metropolitan and
surroundings at present. There is developed by
government sector, namely Office of Transport

and Traffic Planning Policy (OTP). eBUM starts

to use for traffic policy planning in 1997 and
improve development until in 2011. The
perspective of eBUM is the development model
of 4 stages which are comprised of Trip
Generation, Trip Distribution, Model Split and
Trip Assignment in figures 3 shown the area and
road network of eBUM Model
Study Data and Resource This study is overall
secondary data. Data and source summarized on
table 2

27
Pathum Thani
Nonthaburi
Nakhorn Pathom
Bangkok

Samut Sakhon
Samut Prakarn

Figure 3 The Area and Road Network of eBUM Model

Table 2 Data and source for this study

Type of Data
Road Network Data
O-D Matrix of Bangkok and Metropolitan
Data
Path File
Traffic Volume on Viphawadi Rangsit
Traffic Volume of Don Muang Tollway

Source
eBUM Model [5]
eBUM Model [5]
eBUM Model [5]
Systra MVA (Thailand) Ltd.
Systra MVA (Thailand) Ltd. [6]

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Journal of Society for Transportation and Traffic Studies (JSTS) Vol.4 No.4

4. STAGE OF STUDY

4.2 Estimation of O-D Matrix by Cube

Analyst

There is 3 stages of this study; Screening

from travelling schedule of eBUM model,
estimate travelling table by using Cube Analyst
and comparison of results stages of the study
indicated on figure 4

Take the preliminary O-D Matrix and

road network of the study area from the Sub Area
Extraction process to the Cube Analyst module.
And also input the existing traffic volume of the
study area in this stage. We used the traffic
volume of the screenline and traffic volume of
the entry-exit from Don Muang Tollway. Finally,
we will get the O-D Matrix of the study area
from this stage.

4.1 O-D Matrix Extraction from eBUM Model

In this process, the O-D Matrix, Network
and Path File from eBUM Model will be input to
the Sub Area Extraction on CUBE Program

4.3 Highway Assignment

This stage is the process of loading the OD Matrix from Cube Analyst module onto the
road network from Sub Area Extraction facilities
to produce traffic volumes.

The first step of Sub Area Extraction is

opening the highway network, O-D Matrix and
Path File. After that, draw the boundary of the
study area onto the network and using command
Sub Area Extraction. Finally, we will get O-D
Matrix and road network of the study area that is
the corridor of Viphawadi Rangsit route since
Din Daeng intersection to Phahonyothin Road, in
front of Royal Thai Mint. Figure 5 shown the
road network which is the results of Sub Area
Extraction by using Cube program.

4.4 The Study Result and Validation

4.4.1 The Study Result
The output of Cube Analyst is the. This
table can be demonstrated in term of traffic
volumes on the network in the study area. The
trip tables represented travel pattern along the
study corridor especially along Viphavadi road
and the Tollway.
By using the Equilibrium
Assignment method, the traffic volumes on
Viphavadi Road and the Tollway can be
estimated as shown in Figure 6

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Journal of Society for Transportation and Traffic Studies (JSTS) Vol.4 No.4

Figure 4 Stage of Study

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O-D Matrix Estimation of Subarea Road Network Applying CUBE Program

Figure 5 Sub Area Extraction on CUBE Program

Figure 6 Traffic Volume in The Study Area from Model

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Journal of Society for Transportation and Traffic Studies (JSTS) Vol.4 No.4

4.4.2 The Result Validation

The resultant trip table was validated by
subsequently applying back in the Highway
Assignment
model
using
Equilibrium
Assignment method and compared to traffic
volume counts along the study corridor. As a
result of the comparison, it was found that for the
Screenline the overall discrepancy was less than

5% with a R-square correlation of 0.97 (See

Figure 5.2). The overall discrepancy of the
Tollway was also less than 5% and its R-square
correlation is 0.96 (See Figure 7).
These demonstrate that the approach along with
available traffic data proposed in this study can
be used to update trip table with an acceptance
level of accuracy.

Figure 7 Traffic Volume Validation on the Screeline

Figure 8 Traffic Volume Validation on the Entry/Exit of Tollway

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Journal of Society for Transportation and Traffic Studies (JSTS) Vol.4 No.4

5. CONCLUSION
estimate the O-D table instead of conducting
home and/or roadside interview surveys.
However, there is a limitation on forecasting
future travel demands, especially for long term
planning, because the travel behaviors and socioeconomic variables of travelers are not taken into
account.

This study pointed out the module of Cube

Analyst is applicable for estimiating the O-D
matrix. In particular, its reliability and accuracy
are acceptable for transportation planning.
Therefore, it is worth to apply this technique to

REFERENCE

Citilabs.2008. Discover Cube 5.0 Tutorial, Advanced Scripting Techniques with Cube Voyager,
Citilabs Inc. 1211 Miccosukee Road Tallahassee FL 32308 USA.
June de Dios Ortzar,2002. Modelling Transport,Department of Transport Engineering Pontificia
Universidad Catlica de Chile Santiago Chile
Office of Transport and Traffic Policy and Planning,2007, Final Report of Transport Data and Model
Center (TDMC) V Project
Surachai Srilenawat.1991. Traffic Forecsting on Rural Highways Employing Urban Transportation
Models, Thesis Civil Engineering Chulalongkorm University
Systra MVA (Thailand) Ltd.,2010,DMT Traffic and Revenue Forecast Report 2010
Tossaphol Chaipitakroj,2002. Development of an O-D trip matrix from traffic count, Thesis Civil
Engineering(Transportation), Price of Songkla University

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