traffic assignment in transport planning

The Geography of Transport Systems

The spatial organization of transportation and mobility

Traffic Assignment Problem

Traffic assignment problems usually consider two dimensions.

• Generation and attraction . A place of origin generates movements that are bound (attracted) to a place of destination. The relationship between traffic generation and attraction is commonly labeled as spatial interaction. The above example considers one origin/generation and destination/attraction, but the majority of traffic assignment problems consider several origins and destinations.
• Path selection . Traffic assignment considers which paths are to be selected and the amount of traffic using these paths (if more than one unit). For simple problems, a single path will be selected, while for complex problems, several paths could be used. Factors behind the choice of traffic assignment may include cost, time, or the number of connections.

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Network assignment

What is Network Assignment?

Role of Network Assignment in Travel Forecasting

Overview of Methods for Traffic Assignment for Highways

All-or-nothing Assignments

Incremental assignment

Brief History of Traffic Equilibrium Concepts

Calculating Generalized Costs from Delays

Challenges for Highway Traffic Assignment

Transit Assignment

Latest Developments

Page categories

Topic Circles

Trip Based Models

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# what is network assignment.

In the metropolitan transportation planning and analysis, the network assignment specifically involves estimating travelers’ route choice behavior when travel destinations and mode of travel are known. Origin-destination travel demand are assigned to a transportation network in order to estimate traffic flows and network travel conditions such as travel time. These estimated outputs from network assignment are compared against observed data such as traffic counts for model validation .

Network assignment is a mathematical problem which is solved by a solution algorithm through the use of computer. It is usually resolved as a travel cost optimization problem for each origin-destination pair on a model network. For every origin-destination pair, a path is selected that typically minimizes travel costs. The simplest kind of travel cost is travel time from beginning to end of the trip. A more complex form of travel cost, called generalized cost, may include combinations of other costs of travel such as toll cost and auto operating cost on highway networks. Transit networks may include within generalized cost weights to emphasize out-of-vehicle time and penalties to represent onerous tasks. Usually, monetary costs of travel, such as tolls and fares, are converted to time equivalent based on an estimated value of time. The shortest path is found using a path finding algorithm .

The surface transportation network can include the auto network, bus network, passenger rail network, bicycle network, pedestrian network, freight rail network, and truck network. Traditionally, passenger modes are handled separately from vehicular modes. For example, trucks and passenger cars may be assigned to the same network, but bus riders often are assigned to a separate transit network, even though buses travel over roads. Computing traffic volume on any of these networks first requires estimating network specific origin-destination demand. In metropolitan transportation planning practice in the United States, the most common network assignments employed are automobile, truck, bus, and passenger rail. Bicycle, pedestrian, and freight rail network assignments are not as frequently practiced.

# Role of Network Assignment in Travel Forecasting

The urban travel forecasting process is analyzed within the context of four decision choices:

• Personal Daily Activity
• Locations to Perform those Activities
• Mode of Travel to Activity Locations, and
• Travel Route to the Activity Locations.

Usually, these four decision choices are named as Trip Generation , Trip Distribution , Mode Choice , and Traffic Assignment. There are variations in techniques on how these travel decision choices are modeled both in practice and in research. Generalized cost, which is typically in units of time and is an output of the path-choice step of the network assignment process, is the single most important travel input to other travel decision choices, such as where to travel and by which mode. Thus, the whole urban travel forecasting process relies heavily on network assignment. Generalized cost is also a major factor in predicting socio-demographic and spatial changes. To ensure consistency in generalized cost between all travel model components in a congested network, travel cost may be fed back to the earlier steps in the model chain. Such feedback is considered “best practice” for urban regional models. Outputs from network assignment are also inputs for estimating mobile source emissions as part of a review of metropolitan area transportation plans, a requirement under the Clean Air Act Amendments of 1990 for areas not in attainment of the National Ambient Air Quality Standard.

# Overview of Methods for Traffic Assignment for Highways

This topic deals principally with an overview of static traffic assignment. The dynamic traffic assignment is discussed elsewhere.

There are a large number of traffic assignment methods, but they all have at their core a procedure called “all-or-nothing” (AON) traffic assignment. All-or-nothing traffic assignment places all trips between an origin and destination on the shortest path between that origin and destination and no trips on any other possible path (compare path finding algorithm for a step-by-step introduction). Shortest paths may be determined by a well-known algorithm by Dijkstra; however, when there are turn penalties in the network a different algorithm, called Vine building , must be used instead.

# All-or-nothing Assignments

The simplest assignment algorithm is the all-or-nothing traffic assignment. In this algorithm, flows from every origin to every destination are assigned using the path finding algorithm , and travel time remains unchanged regardless of travel volumes.

All-or-nothing traffic assignment may be used when delays are unimportant for a network. Another alternative to the user-equilibrium technique is the stochastic traffic assignment technique, which assumes variation in link level travel time.

One of the earliest, computationally efficient stochastic traffic assignment algorithms was developed by Robert Dial. [1] More recently the k-shortest paths algorithm has gained popularity.

The biggest disadvantage of the all-or-nothing assignment and the stochastic assignment is that congestion cannot be considered. In uncongested networks, these algorithms are very useful. In congested conditions, however, these algorithm miss that some travelers would change routes to avoid congestion.

# Incremental assignment

The incremental assignment method is the simplest way to (somewhat rudimentary) consider congestion. In this method, a certain share of all trips (such as half of all trips) is assigned to the network. Then, travel times are recalculated using a volume-delay function , or VDF. Next, a smaller share (such as 25% of all trips) is assigned based using the revised travel times. Using the demand of 50% + 25%, travel times are recalculated again. Next, another smaller share of trips (such as 10% of all trips) is assigned using the latest travel times.

A large benefit of the incremental assignment is model runtime. Usually, flows are assigned within 5 to 10 iterations. Most user-equilibrium assignment methods (see below) require dozens of iterations, which increases the runtime proportionally.

In the incremental assignment, the first share of trips is assigned based on free-flow conditions. Following iterations see some congestion, on only the very last trip to be assigned will consider true congestion levels. This is reasonable for lightly congested networks, as a large number of travelers could travel at free-flow speed.

The incremental assignment works unsatisfactorily in heavily congested networks, as even 50% of the travel demand may lead to congestion on selected roads. The incremental assignment will miss the fact that a portion of the 50% is likely to select different routes.

# Brief History of Traffic Equilibrium Concepts

Traffic assignment theory today largely traces its origins to a single principle of “user equilibrium” by Wardrop [2] in 1952. Wardrop’s “first” principle simply states (slightly paraphrased) that at equilibrium not a single driver may change paths without incurring a greater travel impedance . That is, any used path between an origin and destination must have a shortest travel time between the origin and destination, and all other paths must have a greater travel impedance. There may be multiple paths between an origin and destination with the same shortest travel impedance, and all of these paths may be used.

Prior to the early 1970’s there were many algorithms that attempted to solve for Wardrop’s user equilibrium on large networks. All of these algorithms failed because they either did not converge properly or they were too slow computationally. The first algorithm to be able to consistently find a correct user equilibrium on a large traffic network was conceived by a research group at Northwestern University (LeBlanc, Morlok and Pierskalla) in 1973. [3] This algorithm was called “Frank-Wolfe decomposition” after the name of a more general optimization technique that was adapted, and it found the minimum of an “objective function” that came directly from theory attributed to Beckmann from 1956. [4] The Frank-Wolfe decomposition formulation was extended to the combined distribution/assignment problem by Evans in 1974. [5]

A lack of extensibility of these algorithms to more realistic traffic assignments prompted model developers to seek more general methods of traffic assignment. A major development of the 1980s was a realization that user equilibrium traffic assignment is a “variational inequality” and not a minimization problem. [6] An algorithm called the method of successive averages (MSA) has become a popular replacement for Frank-Wolfe decomposition because of MSA’s ability to handle very complicated relations between speed and volume and to handle the combined distribution/mode-split/assignment problem. The convergence properties of MSA were proven for elementary traffic assignments by Powell and Sheffi and in 1982. [7] MSA is known to be slower on elementary traffic assignment problems than Frank-Wolfe decomposition, although MSA can solve a wider range of traffic assignment formulations allowing for greater realism.

A number of enhancements to the overall theme of Wardop’s first principle have been implemented in various software packages. These enhancements include: faster algorithms for elementary traffic assignments, stochastic multiple paths, OD table spatial disaggregation and multiple vehicle classes.

# Calculating Generalized Costs from Delays

Equilibrium traffic assignment needs a method (or series of methods) for calculating impedances (which is another term for generalized costs) on all links (and nodes) of the network, considering how those links (and nodes) were loaded with traffic. Elementary traffic assignments rely on volume-delay functions (VDFs), such as the well-known “BPR curve” (see NCHRP Report 365), [8] that expressed travel time as a function of link volume and link capacity. The 1985 US Highway Capacity Manual (and later editions through 2010) made it clear to transportation planners that delays on large portions of urban networks occur mainly at intersections, which are nodes on a network, and that the delay on any given intersection approach relates to what is happening on all other approaches. VDFs are not suitable for situations where there is conflicting and opposing traffic that affects delays. Software for implementing trip-based models are now incorporating more sophisticated delay relationships from the Highway Capacity Manual and other sources, although many MPO forecasting models still use VDFs, exclusively.

# Challenges for Highway Traffic Assignment

Numerous practical and theoretical inadequacies pertaining to Static User Equilibrium network assignment technique are reported in the literature. Among them, most widely noted concerns and challenges are:

• Inadequate network convergence;
• Continued use of legacy slow convergent network algorithm, despite availability of faster solution methods and computers;
• Non-unique route flows and link flows for multi-class assignments and for assignment on networks that include delays from opposing and conflicting traffic;
• Continued use of VDFs , when superior delay estimation techniques are available;
• Unlikeness of a steady-state network condition;
• Impractical assumption that all drivers have flawless route information and are acting without bias;
• Every driver travels at the same congested speed, no vehicle traveling on the same link overtakes another vehicle;
• Oncoming traffic does not affect traffic flows;
• Interruptions, such as accidents or inclement weather, are not represented;
• Traffic does not form queues;
• Continued use of multi-hour time periods, when finer temporal detail gives better estimates of delay and path choice.

# Transit Assignment

Most transit network assignment in implementation is allocation of known transit network specific demand based on routes, vehicle frequency, stop location, transfer point location and running times. Transit assignments are not equilibrium, but can be either all-or-nothing or stochastic. Algorithms often use complicated expressions of generalized cost which include the different effects of waiting time, transfer time, walking time (for both access and egress), riding time and fare structures. Estimated transit travel time is not directly dependent on transit passenger volume on routes and at stations (unlike estimated highway travel times, which are dependent on vehicular volumes on roads and at intersection). The possibility of many choices available to riders, such as modes of access to transit and overlaps in services between transit lines for a portion of trip segments, add further complexity to these problems.

# Latest Developments

With the increased emphasis on assessment of travel demand management strategies in the US, there have been some notable increases in the implementation of disaggregated modeling of individual travel demand behavior. Similar efforts to simulate travel route choice on dynamic transportation network have been proposed, primarily to support the much needed realistic representation of time and duration of roadway congestion. Successful examples of a shift in the network assignment paradigm to include dynamic traffic assignment on a larger network have emerged in practice. Dynamic traffic assignments are able to follow UE principles. An even newer topic is the incorporation of travel time reliability into path building.

# References

Dial , Robert Barkley, Probabilistic Assignment; a Multipath Traffic Assignment Model Which Obviates Path Enumeration, Thesis (Ph.D.), University of Washington, 1971. ↩︎

Wardrop, J. C., Some Theoretical Aspects of Road Traffic Research, Proceedings, Institution of Civil Engineers Part 2, 9, pp. 325–378. 1952. ↩︎

LeBlanc, Larry J., Morlok, Edward K., Pierskalla, William P., An Efficient Approach to Solving the Road Network Equilibrium Traffic Assignment Problem, Transportation Research 9, 1975, 9, 309–318. ↩︎

(opens new window) ) ↩︎

Evans, Suzanne P., Derivation and Analysis of Some Models for Combining Trip Distribution and Assignment, Transportation Research, Vol 10, pp 37–57 1976. ↩︎

Dafermos, S.C., Traffic Equilibrium and Variational Inequalities, Transportation Science 14, 1980, pp. 42-54. ↩︎

Powell, Warren B. and Sheffi, Yosef, The Convergence of Equilibrium Algorithms with Predetermined Step Sizes, Transportation Science, February 1, 1982, pp. 45-55. ↩︎

(opens new window) ). ↩︎

← Mode choice Dynamic Traffic Assignment →

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L.A. Mayor Karen Bass outlines vision for (almost) ‘car-free’ Olympics

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Rush hour all but disappeared. There was less traffic on the freeways and not as much stop-and-go on surface streets.

Longtime residents of Southern California remember that, in terms of driving, the 1984 Summer Olympics felt something like heaven. Businesses switched to staggered schedules. Lots of people left town for a few weeks.

Now, with the world’s biggest sports competition set to return in four years, Mayor Karen Bass wants to go a step further.

“A no-car Games,” she said.

Doubling down on something she discussed with The Times in April, Bass told reporters at the 2024 Paris Olympics that she envisions expanding public transportation to a point where fans can take trains and buses to dozens of sports venues, from Crypto.com Arena downtown to SoFi Stadium in Inglewood to the beaches of Santa Monica.

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“That’s a feat in Los Angeles — we’ve always been in love with our cars,” she said at a news conference Saturday, adding that people “will have to take public transportation to get to all the venues.”

The LA28 organizing committee — a private group charged with staging the Games — prefers to say it is planning a “public-transit-first” Games. Some venues will have ample parking, others will not. Organizers say no one will be told they cannot drive to a competition, but public transportation might be an easier option.

The Olympics are expected to draw a crush of visitors to the region in 2028. Bass, city staff and LA28 executives have made multiple trips to France, eager to see what officials here are doing well. Or not so well.

Paris is dealing with an influx of thousands of athletes, tens of thousands of coaches and officials and an estimated 15 million people expected to pass through during the Olympics and Paralympics, which end in early September.

The French capital has relied heavily on its established, efficient Metro system. Subway cars run every few minutes with bright pink signage informing passengers where to disembark for short walks to various stadiums and arenas.

Still, Parisians have complained about heavy traffic, with drives that should take 20 minutes stretching well past an hour. Security measures have required multiple road closures.

For 2028, Bass plans to meet with major employers throughout Southern California to discuss the possibility of once again staggering work hours, a strategy Mayor Tom Bradley used to great effect almost 40 years ago.

These are different times — replete with cellphones, laptops and Wi-Fi — so Bass also wants as many people as possible to work from home, much as they did during the pandemic lockdown.

Businesses “learned from COVID that we do have essential workers, people that must come to work,” she said. “There might be some employers that we would say: ‘Could you be remote for 17 days?’”

As Paris Olympics near, Los Angeles officials worry about preparations for 2028

Los Angeles officials are trying to figure out how to pay more than $1 billion to run buses that will probably disappear after the Games.

April 3, 2024

Southern California cannot hope to match Paris in terms of public transport. Not with the current state of its bus and rail system. Not with a vast geographical footprint that will see Olympic events held in Long Beach and Carson, the San Fernando Valley and Temecula.

LA28 has been considering a variety of strategies to avoid traffic jams and long waits for commuters.

SoFi, hosting the opening ceremony and swimming, may allow fans to park in its expansive lots. Same with Dodger Stadium and the Rose Bowl, which have not been named as venues but are expected to be added soon.

Other venues such as the Riviera Country Club for golf and the Coliseum for track and field will have little to no on-site parking.

Bass said more than 3,000 buses will be brought into L.A. from across the country to help with moving fans, linking venues to temporary satellite parking.

Planners have estimated the overall cost for this could surpass $1 billion. Sen. Alex Padilla (D-Calif.) announced last month that he has secured an initial $200 million in federal funding for the bus leasing program, and more such help is expected.

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Overall, LA28 has estimated that the Games will cost about $7 billion — a figure that is likely to rise in the next four years. Organizers have vowed to balance their budget through International Olympic Committee contributions, corporate sponsorships, ticket sales and other revenue sources.

Dealing with traffic in the summer of 2028 will require cooperation among cities and at every level of government, Bass said. On the day before the Olympics closing ceremony in Paris, she referenced 1984 in expressing confidence that L.A. can handle what lies ahead.

“Angelenos were terrified that we were going to have terrible, terrible traffic,” Bass said. “We were shocked that we didn’t.”

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David Wharton has filled an array of roles – covering the courts, entertainment, sports and the second Persian Gulf War – since starting as a Los Angeles Times intern in 1982. His work has been honored by organizations such as the Society for Features Journalism and Associated Press Sports Editors and has been anthologized in “Best American Sports Writing.” He has also been nominated for an Emmy and has written two books, including “Conquest,” an inside look at USC football during the Pete Carroll era.

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Data-Driven Traffic Assignment: A Novel Approach for Learning Traffic Flow Patterns Using Graph Convolutional Neural Network

• Published: 24 July 2023
• Volume 5 , article number  11 , ( 2023 )

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• Rezaur Rahman 1 &
• Samiul Hasan 1  

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We present a novel data-driven approach of learning traffic flow patterns of a transportation network given that many instances of origin to destination (OD) travel demand and link flows of the network are available. Instead of estimating traffic flow patterns assuming certain user behavior (e.g., user equilibrium or system optimal), here we explore the idea of learning those flow patterns directly from the data. To implement this idea, we have formulated the traditional traffic assignment problem (from the field of transportation science) as a data-driven learning problem and developed a neural network-based framework known as Graph Convolutional Neural Network (GCNN) to solve it. The proposed framework represents the transportation network and OD demand in an efficient way and utilizes the diffusion process of multiple OD demands from nodes to links. We validate the solutions of the model against analytical solutions generated from running static user equilibrium-based traffic assignments over Sioux Falls and East Massachusetts networks. The validation results show that the implemented GCNN model can learn the flow patterns very well with less than 2% mean absolute difference between the actual and estimated link flows for both networks under varying congested conditions. When the training of the model is complete, it can instantly determine the traffic flows of a large-scale network. Hence, this approach can overcome the challenges of deploying traffic assignment models over large-scale networks and open new directions of research in data-driven network modeling.

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Data availability.

The data that support the findings of this study are available from the corresponding author, [[email protected]], upon reasonable request.

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Appendix A: modeling traffic flows using spectral graph convolution

In spectral graph convolution, a spectral convolutional filter is used to learn traffic flow patterns inside a transportation network in response to travel demand variations. The spectral filter is derived from spectrum of the Laplacian matrix, which consists of eigenvalues of the Laplacian matrix. So to construct the spectrum, we must calculate the eigenvalues of` the Laplacian matrix. For a symmetric graph, we can compute the eigenvalues using Eigen decomposition of the Laplacian matrix. In this problem, we consider the transportation network as a symmetric-directed graph, same number of links getting out and getting inside a node, which means the in-degree and out-degree matrices of the graph are similar. Thus, the Laplacian matrix of this graph is diagonalizable as follows using Eigen decomposition

where \(\boldsymbol{\Lambda }\) is a diagonal matrix with eigenvalues, \({\lambda }_{0},{\lambda }_{1},{\lambda }_{2}, . . . ,{\lambda }_{N}\) and \({\varvec{U}}\) indicates the eigen vectors, \({u}_{0},{u}_{1},{u}_{2}, . . . ,{u}_{N}\) . Eigen values represent characteristics of transportation network in terms of strength of a particular node based on its position, distance between adjacent nodes, and dimension of the network. The spectral graph convolution filter can be defined as follows:

where \(\theta\) is the parameter for the convolution filter shared by all the nodes of the network and \(K\) is the size of the convolution filter. Now the spectral graph convolution over the graph signal ( \({\varvec{X}})\) is defined as follows:

According to spectral graph theory, the shortest path distance i.e., minimum number of links connecting nodes \(i\) and \(j\) is longer than \(K\) , such that \({L}^{K}\left(i, j\right) = 0\) (Hammond et al. 2011 ). Consequently, for a given pair of origin ( \(i\) ) and destination ( \(j)\) nodes, a spectral graph filter of size K has access to all the nodes on the shortest path of the graph. It means that the spectral graph convolution filter of size \(K\) captures flow propagation through each node on the shortest path. So the spectral graph convolution operation can model the interdependency between a link and its \(i\) th order adjacent nodes on the shortest paths, given that 0 ≤  i  ≤  K .

The computational complexity of calculating \({{\varvec{L}}}_{{\varvec{w}}}^{{\varvec{k}}}\) is high due to K times multiplication of \({L}_{w}\) . A way to overcome this challenge is to approximate the spectral filter \({g}_{\theta }\) with Chebyshev polynomials up to ( \(K-1\) )th order (Hammond et al. 2011 ). Defferrard et al. (Defferrard et al. 2016 ) applied this approach to build a K -localized ChebNet, where the convolution is defined as

in which \(\overline{{\varvec{L}} }=2{{\varvec{L}}}_{{\varvec{s}}{\varvec{y}}{\varvec{m}}}/{{\varvec{\uplambda}}}_{{\varvec{m}}{\varvec{a}}{\varvec{x}}}-{\varvec{I}}\) . \(\overline{{\varvec{L}} }\) represents a scaling of graph Laplacian that maps the eigenvalues from [0, \({\uplambda }_{max}\) ] to [-1,1]. \({{\varvec{L}}}_{{\varvec{s}}{\varvec{y}}{\varvec{m}}}\) is defined as symmetric normalization of the Laplacian matrix \({{{\varvec{D}}}_{{\varvec{w}}}}^{-1/2}{{\varvec{L}}}_{{\varvec{w}}}{{\boldsymbol{ }{\varvec{D}}}_{{\varvec{w}}}}^{-1/2}.\) \({T}_{k}\) and θ denote the Chebyshev polynomials and Chebyshev coefficients. The Chebyshev polynomials are defined recursively by \({T}_{k}\left(\overline{{\varvec{L}} }\right)=2x{T}_{k-1}\left(\overline{{\varvec{L}} }\right)-{T}_{k-2}\left(\overline{{\varvec{L}} }\right)\) with \({T}_{0}\left(\overline{{\varvec{L}} }\right)=1\) and \({T}_{1}\left(\overline{{\varvec{L}} }\right)=\overline{{\varvec{L}} }\) . These are the basis of Chebyshev polynomials. Kipf and Welling (Kipf and Welling 2016 ) simplified this model by approximating the largest eigenvalue \({\lambda }_{max}\) of \(\overline{L }\) as 2. In this way, the convolution becomes

where Chebyshev coefficient, \(\theta ={\theta }_{0}=-{\theta }_{1}\) , All the details about the assumptions and their implications of Chebyshev polynomial can be found in (Hammond et al. 2011 ). Now the simplified graph convolution can be written as follows:

Since \({\varvec{I}}+{{{\varvec{D}}}_{{\varvec{w}}}}^{-1/2}{{\varvec{A}}}_{{\varvec{w}}}{{\boldsymbol{ }{\varvec{D}}}_{{\varvec{w}}}}^{-1/2}\) has eigenvalues in the range [0, 2], it may lead to exploding or vanishing gradients when used in a deep neural network model. To alleviate this problem, Kipf et al. (Kipf and Welling 2016 ) use a renormalization trick by replacing the term \({\varvec{I}}+{{{\varvec{D}}}_{{\varvec{w}}}}^{-1/2}{{\varvec{A}}}_{{\varvec{w}}}{{\boldsymbol{ }{\varvec{D}}}_{{\varvec{w}}}}^{-1/2}\) with \({{\overline{{\varvec{D}}} }_{{\varvec{w}}}\boldsymbol{ }\boldsymbol{ }}^{-1/2}{\overline{{\varvec{A}}} }_{{\varvec{w}}}{{\boldsymbol{ }\overline{{\varvec{D}}} }_{{\varvec{w}}}}^{-1/2}\) , with \({\overline{{\varvec{A}}} }_{{\varvec{w}}}={{\varvec{A}}}_{{\varvec{w}}}+{\varvec{I}}\) , similar to adding a self-loop. Now, we can simplify the spectral graph convolution as follows:

where \({\varvec{\Theta}}\in {{\varvec{R}}}^{{\varvec{N}}\times {\varvec{N}}}\) indicates the parameters of the convolution filter to be learnt during training process. From Eq. 21 , we can observe that spectral graph convolution is a special case of diffusion convolution (Li et al. 2018 ), but the only difference is that in spectral convolution, we symmetrically normalized the adjacency matrix.

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Rahman, R., Hasan, S. Data-Driven Traffic Assignment: A Novel Approach for Learning Traffic Flow Patterns Using Graph Convolutional Neural Network. Data Sci. Transp. 5 , 11 (2023). https://doi.org/10.1007/s42421-023-00073-y

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DOI : https://doi.org/10.1007/s42421-023-00073-y

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