Transcript Slide 1

TRAFFIC MICROSIMULATION &
3-D VISUALIZATION
Presenters:
Fadi Emil Nassar, P.E.
Veronica A. Boza, E.I.
FDOT – MAY 4, 2007
MACRO / MICRO TRAFFIC MODELS
 MACRO MODEL: TRAFFIC FORECAST
 MICRO MODEL: OPERATIONAL ANALYSIS
 NO LONGER SEPARATE FILEDS:
– DISTRIBUTION IMPACTED BY OPERATIONS
– CAPACITY CONSTRAINT AT INTERSECTIONS
– TRANSIT/MODAL SPLIT IMPACTED BY CONGESTION
 GAP CLOSING BTW MACRO & MICRO ANALYSES
 CONVERGENCE OF SOFTWARE
 INTEGRATED MODELS:
– CUBE / DYNAMISM
– VISUM / VISSIM
TRAFFIC MICROSIMULATION MODELS
 ANALYZE THE PERFORMANCE OF TRANSPORTATION
SYSTEMS BY SIMULATING THE MOVEMENTS OF
INDIVIDUAL VEHICLES ON A SPLIT-SECOND BASIS
 ACCOUNT FOR ROADWAY, DRIVER AND VEHICLE
CHARACTERISTICS
 OPERATIONAL RESULTS (SPEED, QUEUES, DELAYS,
ETC) ARE BASED ON TRAFFIC INTERACTION INSTEAD
OF EQUATIONS
3D-VISUALIZATION
 COMPLEX ROADWAY SYSTEMS
 BRIDGES
 OVERPASSES
 INTERCHANGES
 AIRPORT TERMINAL RAMPS
 VIEW FROM CAR
SR 112 - MIAMI
WHEN TO USE MICROSIMULATION
 LIMITATION OF HCM / HCS
 SYSTEM ANALYSIS (COORDINATION)
 CONGESTION / SPILLBACK / BOTTLENECK
 QUEUING / STORAGE
 CLOSELY SPACED RAMPS
 BUS / MULTIMODAL / ITS / RAMP METERING
 SIGNAL PRE-EMPTION
 COMPLEX OR UNIQUE GEOMETRY
SIMULATION PROCESS
 STUDY OBJECTIVES
 MODEL SELECTION
 DATA COLLECTION
 BASE MODEL DEVELOPMENT
 CALIBRATION / VALIDATION
 ALTERNATIVE ANALYSIS
 MOE SUMMARY / PREFERRED ALTERNATIVE
 PRESENTATION OF RESULTS
STUDY OBJECTIVES
 GOALS OF MODELING PROCESS
 ESTABLISH NEED FOR MICROSIMULATION
 PROJECT SCOPING
– LIMITS OF ANALYSIS / INFLUENCE AREA
– BOUNDARY CONDITIONS
– TIME PERIOD
– PEAK HOUR FACTOR
 LEVEL OF DETAIL / EFFORT / BUDGET
 UNDERSTAND MODEL STRUCTURE
– DELAY, QUEUE, DRIVER BEHAVIOR
 MOE DIFFERENT FROM HCM EQUATIONS
MODEL SELECTION
 BASIC MODELS
 CORSIM
 SYNCHRO/SIMTRAFFIC
 ADVANCED MODELS
 VISSIM / AISUM / CUBE DYNAMISM
 PARAMICS & OTHERS
 COMBINATION OF MODELS
CORSIM
 LINK-NODE NETWORK (DEVELOPED BY FHWA)
 ADVANTAGES:
– WIDELY USED & ACCEPTED
–
–
–
–
–
–
–
–
EXTENSIVE VALIDATION IN USA
FREEWAY/RAMP OPERATION
BUS ROUTES
ITS ANALYSIS – RAMP METERING
TIME PERIOD ANALYSIS
LINK AGGREGATION
SHORT/LONG INCIDENT SIMULATION
HEADWAY DISTRIBUTION TYPES
CORSIM (CONTINUE)
 DISADVANTAGES:
– 2-D ONLY (NO ELEVATIONS)
– SIMPLIFIED SIGNAL OPERATION
– PROBLEMS WITH SHORT LINKS
– RESULTS GROUPED PER LINKS
– NO SIGNAL OPTIMIZATION
– NO INTERSECTION LOS
– IMPROVED BUT LIMITED GRAPHICAL
INTERFACE
CORSIM-CYPRESS
CORSIM – INTERCHANGE ALTERNATIVES
Alternative 1
Partial Cloverleaf
Interchange:
• Limited Spacing of
Interchange
• Stacks queue in one or
more quadrants
• Requires Extensive ROW
• Complex Design
Alternative 2
Diamond Interchange
• Sufficient Spacing
• Simple Design
• Narrow ROW
• Stopped Condition
SYNCHRO/SIMTRAFFIC
 LINK-NODE NETWORK (TRAFFICWARE)
 ADVANTAGES:
– WIDELY USED
– EASY DATA ENTRY / BEST GRAPHIC INTERFACE
– EXPORT TO CORSIM / T7F / HCS / VISSIM
– DATABASE INTERFACE (VOLUME/SIGNAL/LAYOUT)
– INTEGRATED SIGNAL OPTIMIZATION
– ROUNDABOUT MODELING (NOT YET VALIDATED)
– INTERSECTION LOS (HCM / ICU)
– DIAMOND INTERCHANGE / RING & BARRIER
– QUEUE LENGTH (PERCENTILE)
– EASY TO CREATE SUB NETWORKS
SYNCHRO/SIMTRAFFIC (CONTINUE)
 DISADVANTAGES:
– NO TRANSIT MODELING
– LIMITED FREEWAY CAPABILITY
– SIMTRAFFIC RESULTS DIFFER FROM SYNCHRO & NOT
–
–
WIDELY ACCEPTED
LINK-BASED MOEs
LIMITED FLEXIBILITY OUTSIDE BASIC INTERSECTIONS
(TOLL PLAZA, AIRPORT, SIGNAL PREEMPTION, ITS, ETC)
SYNCHRO - UNIVERSITY OF MIAMI
SAMPLE SYNCHRO/SIMTRAFFIC
NETWORK
PORT ST. LUCIE
I-95
CORSIM Network
Becker Road
ADVANCED - VISSIM
 LINK-CONNECTOR
 DEVELOPED BY PTV IN GERMANY
 ADVANTAGES:
– INCREASING ACCEPTABILITY IN US
– EXTENSIVE TRANSIT MODELING CAPABILITY
• LIGHT RAIL
• BUS TRANSIT WITH BUS STATIONS
• ROUTE ASSIGNMENT BASED ON SCHEDULE
– EXPLICIT PEDESTRIAN & CYCLIST MODELING
– 3D GRAPHIC OUTPUT / IMPACT OF GRADES
– ADVANCED SIGNAL CONTROL LOGIC
• IMPORTANT FOR DEMAND RESPONSIVE OPERATION
• IMPORTANT FOR SIGNAL PREEMPTION
VISSIM (CONTINUE)
 ADVANTAGES:
– ADVANCED ORIGIN-DESTINATION
– ROUTING FOR ALL VEHICLE TYPES
– DYNAMIC ASSIGNMENT (VISUM)
– ROUNDABOUT SIMULATION
– UNLIMITED VEHICLE TYPE
• IMPORTANT FOR TOLL PLAZA
• AIRPORT CURB SIDE OPERATION
– FLEXIBLE DATA COLLECTION
– INTERFACE WITH 3-D MODELER
– DYNAMIC VISUALIZATION OF RESULTS
VISSIM (CONTINUE)
 DISADVANTAGES:
– NOT AS WIDELY USED IN FLORIDA
– EXPENSIVE (WITH TRANSIT OPTION)
– CODING OF DESIRED OUTPUT PARAMETERS
– FLEXIBILITY REQUIRES GREATER KNOWLEDGE AND
–
–
CODING EFFORTS
NO STANDARD SUMMARIES WHICH COMPLICATE
REVIEW PROCESS
NO SIGNAL OPTIMIZATION (INTERFACES WITH
SYNCHRO)
MIAMI - PROPOSED
ROUNDABOUT
DATA COLLECTION
 GEOMETRY & LAYOUT
 TRAFFIC CONTROL: SIGNAL & SIGN
 VOLUMES (RECONCILE COUNTS)
 DATA FOR CALIBRATION
– TRAVEL TIME
– AVG & FREEFLOW SPEED
– QUEUE LENGTH
– OBSERVATIONS / WARNING SIGNS
BASE MODEL DEVELOPMENT
 DEVELOP LINK-NODE DIAGRAM
 NODE NUMBERING / PROPER CODING
 BASE MAPPING
 DATA COLLECTION / FIELD REVIEW
 CHECK INPUT DATA
 BALANCE VOLUMES
 DEVELOP O-D MATRIX (RAMPS)
 SIGNAL TIMING
 QA/QC – CHECK SIMULATION RUNS
 VERIFIABLE / REPRODUCIBLE / ACCURATE
VOLUME CALIBRATION
CONGESTED CONDITIONS
(EX: SR112)
 DATA COLLECTION
 INITIAL CALIBRATION RESULTS
 ADDITIONAL INVESTIGATION
 DEMAND PEAK HOUR VOLUMES
 TRAVEL TIMES
DATA COLLECTION
1
WB SR 112 Ramp to
Ockeechobee Road:
Fourth lane starts west of
NW 32nd Ave and ramp
separation starts at
NW 35th Ct
?
110'
1
110'
130'
From SR 112
Ramp
1
Ockeechobee Rd/N. River Drive
Bridge over
Miami River
3
2
3
325'
EBL used to redirect traffic to NB
Le Jeune from
Ockeechobee &
Le Jeune Int.
2
7
NW 36 Street
1
4
1
5
75'
6
12
Flyover
Driveway
9
3
2
8
3
2
9
5
6
WB - NW 36 Street
4
100'
65'
From SR 112
Ramp
6
11
7
8
EB -NW 36 Street
30
MP H
3
7
8
5
10
6
4
7
250'
To
Flyover
4
4
2
From
SR 112
To EB SR 112
Ramp
5
5
500'
To
NW 42 Ave
7
6
Legend:
Signalized Intersection
Unsignalized Intersection
1
Roadway Split Areas
100' Turn Lane Storage Length
Posted Speed Limit
30
MP H
Flyover
From NB
Le Jeune Road
To
Airport
1
Intersection Count Location
1
Machine Count Location
1
Ramp Count Location
INITIAL CALIBRATION RESULTS
 VISSIM not replicating observed queues with
measured volumes:
– Traffic backups on ramps and intersections
– Tri-Rail and Freight Train Impact on traffic
 Significant difference is travel times
 Need for additional investigation
ADDITIONAL INVESTIGATION

Intersections Peak Hour Factors (PHF) greater than 0.95
suggests constrained conditions.
Intersection
AM Peak Hour
PM Peak Hour
Le Jeune Rd/SE 8 St
0.98
0.97
Le Jeune Rd/Okeechobee
Rd:
0.98
0.99
Le Jeune Rd/NW 36 St
0.97
1.00
Le Jeune Rd/NW 31 St
0.95
0.95
NW 36 Street/Lee Dr
0.98
0.98
NW 36 St/S. River Dr
0.97
0.95
NW 36 St/N. River Dr
0.97
0.97

ADDITIONAL INVESTIGATION
Peak to daily factors (K-factor) less than 8.5% on
freeways and 9.0% for arterials suggest constrained
conditions.
Ramps:
Location
TO/FROM
Quality Counts
FDOT Stations
AM
PM
AM
PM
WB SR-112
Off Ramps
To Okeechobee Rd
To NW 36 Street
To Airport
To SB Le Jeune Rd
5.2%
8.0%
6.7%
6.7%
3.5%
6.3%
7.5%
8.9%
4.2%
8.7%
n/a
6.3%
11.1%
5.8%
n/a
7.2%
EB SR-112
On Ramps
From Okeechobee Rd
From NW 36 Street
From Airport
From NB Le Jeune Rd
12.3%
9.7%
4.2%
5.7%
4.7%
8.1%
9.5%
7.6%
10.9%
n/a
n/a
4.2%
5.3%
n/a
n/a
8.4%
ADDITIONAL INVESTIGATION
Arterials
Location
AM
PM
Le Jeune Rd, South of NE 8 St
5.8%
7.1%
Le Jeune Rd, South of NW 31 St
5.8%
4.4%
N. River Dr, West of Flyover merge
8.6%
6.6%
N. River Dr, North of NW 36 St
6.6%
5.8%
N. River Dr, South of NW 36 St
6.9%
7.5%
S. River Dr, East of Le Jeune Rd
6.5%
6.2%
S. River Dr, West of NW 36 St
6.5%
9.4%
NW 36 St, West of N. River Dr
6.5%
6.4%
NW 36 St, East of N. River Dr
5.1%
6.1%
VOLUME ADJUSTMENT
 Adjustment to achieve demand volumes
based on FDOT Quality/Level of Service
Handbook:
– Ramps:
•
•
Minimum K100 is 8.5%; and
Average Peak to daily ratio percent difference is 28%
and 26% for the AM and PM Peak Hours respectively.
– Arterial Road:
•
•
Minimum K100 is 9.0%; and
Average Peak to daily ratio percent difference is 27%
for both the AM and PM Peak Hours.
VOLUME BALANCING (SEASONAL FACTOR / TRUCKS / ETC)
CALIBRATION / VALIDATION
 DRIVER BEHAVIOR
– STARTUP DELAY & REACTION TIME
– MINIMUM HEADWAY/GAP ACCEPTANCE
– LANE CHANGE PARAMETERS
– CAR FOLLOWING SENSITIVITY
 VEHICLE CHARACTERISTIC
– TRAFFIC COMPOSITION
– MAXIMUM ACCELERATION / DECELERATION
 ROADWAY CHARACTERISTICS
– FREE FLOW SPEED
– CHANNELIZATION
– PARKING ACTIVITY
TRAVEL TIMES
 AM Peak Hour
Segment
Collected Travel
Time Range (Sec)
VISSIM Travel
Time (Sec)
SR-112 Off ramp
232 - 291
235
EB NW 36 St
178 - 295
195
WB NW 36 St
273
242
Segment
Collected Travel
Time Range (Sec)
VISSIM Travel
Time (Sec)
SR-112 Off ramp
430 - 580
394
EB NW 36 St
180 - 655
204
WB NW 36 St
229 - 380
368
NB Le Jeune Rd
248 - 303
266
SB Le Jeune Rd
281 - 445
285
 PM Peak Hour
ALTERNATIVE ANALYSIS / MOE
 SIMULATION GREAT FOR ALT ANALYSIS
 SIMPLIFIED REALITY / LIMITATIONS
 ESTABLISH MOE & MATRIX EVALUATION
–
–
–
–
–
SPEED
DENSITY
TRAVEL TIME
QUEUE
DELAY
–
–
GRAPHIC SIMULATION
OPERATIONAL RESULTS
 PERFORM MULTIPLE RUNS (SEED #)
 SENSITIVITY ANALYSIS
 PRESENTATION OF RESULTS