transcad modeling at nctcog: what we now have
TRANSCRIPT
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TRANSCAD MODELING AT NCTCOG:
WHAT WE NOW HAVE
ForUT-Austin/NCTCOG Meeting
January 28, 2004
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AGENDA
Background – Modeling Environment
Trip Generation And Distribution
Transit Skims
Mode Choice
Transit And Traffic Assignment
Future Issues
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MODELING ENVIRONMENT
NCTCOG-Developed FORTRAN Programs (Mainframe)MOBILE5A Emissions AnalysisLatest Mobility Plan UpdateFor Legacy Applications
TRANPLAN (PC)Subarea Traffic Modeling (Legacy Applications)
TransCAD (PC-Windows)MOBILE6 Emissions AnalysisFuture 2030 Mobility PlanAll New Travel Modeling Activities
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SOFTWARE SELECTIONDECISION
We Are Tired Of Maintaining/Updating OurOwn FORTRAN Programs
It’s Difficult, Being Our Own Software Vendor!And It Costs A Lot Of Money To Rent Mainframe Time
Competitive Travel Model Software Procurement ProcessRFP Sent To Travel Model Software Vendors (1998)
Selection CommitteeNCTCOG, Texas DOT, DART, And City of Fort Worth Staff
TransCAD Selected From The Five Submissions
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TRANSCAD MODEL SIZE
4874 Zones Retained For ALL Modeling StepsFrom Trip Generation To Traffic/Transit AssignmentNumber Of Zone-To-Zone Pairs = 23.8 Million
Year 2025: 27,000 Roadway Links+ 9,600 Zone Connectors
Over 36,000 Coded Links22,000 Network Nodes
2025 Transit410 Coded One-Way Bus Lines And 36 Rail Lines14,500 Bus Stops And 171 Rail Stations
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TRAVEL DEMANDFORECASTING PROCESS
UrbanActivity
TripFrequency
DestinationChoice
ModeChoice
RoadwayRouteChoice
TransitRouteChoice
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FOUR-STEP TRANSCAD MODELING PROCESS
TRIP GENERATION
TRIP DISTRIBUTION
MODE CHOICE
ROADWAY ASSIGNMENT
TRAVEL TIMECONVERGENCE
TRANSIT ASSIGNMENT
NO
YES
ZONE LAYERDEMOGRAPHIC INFORMATION
ROADWAY NETWORK
TRANSIT NETWORK
LOO
P
ROADWAY SKIMS
TRANSIT SKIMS
INPUT
PROCESS
DECISION
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PROBLEMS WITH INTUITIVE“FULL TRAVEL PATTERN”
APPROACH
The Great Problem Of DataModeling Algorithm ShortcomingsCalibration DifficultiesModel Maintenance IssuesThe Greater Problem Of PredictionComputational Power Problem
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TRANSITION TO THE REAL WORLD
Actual Scope ÚModel Scope– All Trips gMotorized Trips– All Purposes g HBW, HNW, NHB, And Truck Purposes– All Occupations g Basic, Retail, Service– All Households g Income Size Categories– All Streets g Non-Local Streets
Individual Data Ú Aggregate DataNeed For Adequate Samples
– In Household Survey gRAA level– In Loading The Trips gTSZ level
Chained Models ÚSeparate Models
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CREATION OF 4,874-ZONE STRUCTURE
Start With Year 2000 Census Block LayerGDT RectificationSome Block Splits (e.g., DFW And Love Field Airport)76,336 Blocks Aggregated to 6,399 zonesAdd 61 External Station “Tiny Circle” Zones = 6,460 Total Zones
Aggregate The 6,460-Zone Layer= 4,813 Internal Zones + 61 External Station Zones= 4,874 TAP zones
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MODEL RUN TIMES(FOR 3.2 GHz PC)
Full “No Feedback” Model Run = 647 Minutes (10.8 Hours)Trip Generation = 1.0 minuteRoadway Skimming (4) = 11 minutesTrip Distribution = 11 minutesMarket Segmentation = 6 minutesTransit Prep And Skimming (4) = 77 minutesMode Choice (13) = 65 minutesMatrix Preparations (For Transit Assignment) = 10 minutesTransit Assignment (4) = 21 minutesMatrix Preparations (For Traffic Assignment) = 98 minutesTraffic Assignment (3) = 347 minutes (5.8 hours)
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TRIP GENERATION
GISDK Macro LanguageSeven “Regular” Internal-Internal Trip Purposes4 HBW, 1 HNW, 1 NHB, And 1 Truck
InputsPopulation, Households, Income, And Basic/Retail/Service JobsSpecial Generators (Shopping Malls, Colleges, Hospitals, Airports)
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HOUSEHOLD INCOME DISTRIBUTION
0
0.2
0.4
0.6
0.8
1
1.2
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5
Average Zone Income / Regional Median Income
Inc
om
e G
rou
p P
ort
ion
s i
n Z
on
e
Qrtl. 1
Qrtl. 2
Qrtl. 3
Qrtl. 4
Total = 1
0.11
0.13
0.19
0.57
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HOUSEHOLD INCOMEDISTRIBUTION ADJUSTMENT
• Enforcing 25% Of Households To Be In Each Quartile Requires Applying Iterative Proportional Fitting (IPF) To The Raw Distributed Households
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HOUSEHOLD SIZE DISTRIBUTION
0
0.2
0.4
0.6
0.8
1
1.2
1 1.5 2 2.5 3 3.5 4 4.5 5 5.5
Avg. Zone Household Size
Ho
us
eh
old
Siz
e p
ort
ion
s i
n Z
on
e
HH1
HH2
HH3
HH4
HH5
HH6+
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JOINT INCOME ANDHOUSEHOLD SIZE DISTRIBUTION
• Using The Regional Distribution As A Seed, We Create A Joint Distribution For Each Zone
0.3330.2500.3100.3660.3280.243QT4
0.2920.2870.2860.2970.2840.268QT3
0.2160.2450.2380.1990.2200.247QT2
0.1590.2190.1660.1390.1690.201QT1
HH6+HH5HH4HH3HH2HH1
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TRIP PRODUCTION STRATIFICATION
Home-Based Work (Trips Made With Car Or Transit)4 Income Groups And 6 Household Sizes
Home-Based Non-Work (Trips Made With Car Or Transit)4 Income Groups And 6 Household Sizes
Non-Home-Based (Trips Made With Car Or Transit)4 Income Groups And 6 Household Sizes
Truck (Trips By Non-Transit Vehicles With 6 Or More Tires)4 Employment Types (Including Household) And 5 Area Types
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TRIP PRODUCTION RATETABLE FOR HBW
4.4583.2132.8662.8662.1921.2884
3.1683.1682.7712.7562.1921.2883
3.5242.9082.5832.4911.9161.2882
2.0032.0032.3542.0821.3470.8701
6+54321
Household SizeInc.Q.
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AREA TYPE CALCULATIONS
Based On RAA-Level Calculations:b = 1.59 (Population / Employment Ratio In 1999)ad = [pop + b*(bas + ret + ser)] / landArea30 <ad ==> Area Type = 27.5 <ad<=30 ==> Area Type = 31.8 <ad<=7.5 ==> Area Type = 4ad<=1.8 ==> Area Type = 5
CBD Zones Always Considered Area Type 1
Changes Based On Being An Island And Being CloseTo Thresholds
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EMPLOYMENT INCOME DISTRIBUTION
The Distribution Of Employment Across Income Quartiles At Work Is Needed, To Prevent Misallocation Of Trips During Trip Distribution
Income Distribution At Workplace Based On Household Income And Number Of Nearby Employees
IPF Used To Adjust Distributions To Regional Ratios
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TRIP ATTRACTION STRATIFICATION
Home-Based Work4 Income Groups, 5 Area types, And 3 Employment Types
Home-Based Non-Work4 Employment Types (Including Household) And 5 Area Types
Non-home-based4 Employment Types (Including Household) And 5 Area Types
Truck4 Employment Types (Including Household) And 5 Area Types
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TRIP BALANCING
HBW Productions Balanced To Attractions
HNW Attractions Balanced To Productions
NHB Attractions Balanced To Productions And Then For Each Zone Production Is Set To Equal Attraction
Truck Attractions Balanced To Productions
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DEMOGRAPHICS FORSPECIAL GENERATORS
Current Special GeneratorsRegional Shopping Malls With Over 500,000 Square Feet (20)Colleges/Universities With Over 1,500 Enrolled Students (27)Hospitals With Over 300 Service Employees (42)DFW And Love Field Airport Terminals (Special Treatment)
Special Input Data Fields (e.g., For Shopping Malls)SGRETAIL = Number of Jobs In Zone That Relate To
The Shopping MallSGUNIT = Total Leasable Square Footage (Thousands Of Square
Feet)HBW, HNW, NHB, And Truck Trip Rates Per Thousand Square
Feet
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EXTERNAL STATION TRIP TABLES
Internal-External And External-Internal (IE/EI) Weekday Passenger Vehicles (Total Trip Ends)
External-External (EE) Weekday Passenger Vehicles
IE/EI Weekday Trucks (Six Or More Tires)
EE Weekday Trucks (Six Or More Tires)
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TRIP DISTRIBUTION
Gamma-Format Gravity Model (7 Purposes)Four HBW Groups (Income Quartiles) – AM PeakHNW (Non-Airport) -- OffPeakNHB (Non-Airport) -- OffPeakTrucks (Vehicles With Six Or More Tires) -- OffPeak
Base Year Trip Table Factoring (6 Purposes)HNW And NHB Airport TripsFour External-Related Auto/Truck Trips
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ZONE TO ZONE SKIM TABLESFOR MODE CHOICE
Four AM Peak Skims (6:30a – 8:59a)Roadway – Without HOV Links Available (Drive Alone)Roadway – With HOV Links Available (Shared Ride 2 And 3+)Transit – Drive Access (PA Format)Transit – Walk Access (PA Format)
Four OffPeak SkimsRoadway Is 18-hour Offpeak
Without HOV Links Available (Drive Alone)With HOV Links Available (Shared Ride 2 And 3+)
Transit Is 6-hour Mid-Day Offpeak (9:00a – 2:59p)Drive Access (PA Format)Walk Access (PA Format)
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MODE CHOICE INPUTSAuto Travel
Roadway Travel TimeRoadway Length (Operating Cost)Daily Parking Cost
Transit TravelIn-Vehicle Transit Travel Time (Includes Dwell)Walk (Or Drive) Access TimeWalk Transfer And Egress TimeInitial And Transfer Wait TimeTransit FareMarket Segment And Area Type Constants
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MARKET SEGMENTATION
Objective: To Account For Differences In Commuter Behavior
Segmentation Basis (For HBW And HNW)– Household Income (3)
• Low• Medium• High
– Vehicle Availability For A Household (2)• Vehicles Less Than Persons• Vehicles Greater Than Or Equal To Persons
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HBW MODE CHOICE:MAINFRAME VS TRANSCAD
Choice
Drive Alone Shared Ride 3+Shared Ride 2 Transit Drive Transit Walk
Choice
Drive Alone Shared Ride 3+Shared Ride 2
Transit Drive Transit WalkAuto
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HNW MODE CHOICE:MAINFRAME VS TRANSCAD
Choice
Drive Alone Shared Ride 2+ Transit Drive Transit Walk
Choice
Shared Ride 3+Shared Ride 2 Transit Drive Transit Walk
Shared RideDrive Alone Transit
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NHB MODE CHOICE:MAINFRAME VS TRANSCAD
Choice
Drive Alone Shared Ride 2+ Transit Drive Transit Walk
Choice
Drive Alone Shared Ride 3+Shared Ride 2 Transit Drive Transit Walk
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POST MODE CHOICE
13 Market Segments5 Mode SharesTrucks (From Trip Distribution)
PA To OD
Time Of Day Factoring And Aggregation
Vehicle Trip Table Factoring
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TRANSIT ASSIGNMENT
Four Multi-Path (Pathfinder) Production-Attraction Assignments
For All HBW Transit TripsPeak Transit-Initial Drive Access (Park-and-Ride)Peak Transit-Initial Walk Access (No Park-and-Ride)
For All HNW And NHB Transit TripsOffpeak Transit-Initial Drive Access (Park-and-Ride)Offpeak Transit-Initial Walk Access (No Park-and-Ride)
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TRAFFIC ASSIGNMENT PREPARATION
Trip Table AggregationAM Peak Period (2.5 Hours)PM Peak Period (3.5 Hours)OffPeak Period (18 Hours)
K FactoringCompensate For Gravity Model LimitationsOD Estimation Procedure To Help With IdentificationAdjustments/Checks Based On Screen Line Results
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TRAFFIC ASSIGNMENT
User Equilibrium Generalized Cost (Three 30-Iteration Assignments)
A.M. Peak (6:30a – 8:59a: 2.5 hours)P.M. Peak (3:00p – 6:29p: 3.5 hours)OffPeak (18 hours)
Four Vehicle Classes Loaded SimultaneouslyDrive AloneShared-Ride “Sees” HOV LanesShared-Ride “Doesn’t See” HOV LanesTrucks (Vehicles With 6 Or More Tires)
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SPEED VS V/C RATIO
0
10
20
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0.10 0.40 0.70 1.00 1.30 1.60 1.90
V/C Ratio
Sp
eed
(m
ph
)
Assignment Speed Post Process Speed
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POST-PROCESSING OF LINK SPEEDS
Example: AM Peak Directional Link Speeds
Allocate (Based on ATR Factors) The 2.5-Hour AM Peak Assignment Volume Into Three Sub-Periods
6:30a – 6:59a7:00a – 7:59a8:00a – 9:00a
Calculate V/C ratios For Each Sub-PeriodNote: Capacity for 30-minute period is ½ the hourly capacity
Apply The “Post Process” Volume Delay Curves
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TRAFFIC MODEL LIMITATIONS(First Page)
Ideally, the congested speeds directly from traffic assignment should be used in trip distribution—but we “post process” because the calibrated parameters do not give us realistic speeds
A low “C” parameter in the volume-delay equation (maximum minutes of delay per mile) has important implications for high-congestion scenarios
Related to above: “Peak Spreading” is not directly considered; in the future, we may consider peak hour and “shoulder of the peak” assignments
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TRAFIC MODEL LIMITATIONS(Second Page)
The Offpeak assignment represents 18 hours of the day—perhaps a future breakdown into Mid-Day Offpeak (9:00 a.m. –2:59 p.m.) and Evening/Night Offpeak (6:30 p.m. to 6:29 a.m.)
We have no observed data to directly calibrate HOV-Toll usage; instead, we have to rely on our calibrated “shared-ride trip table HOV/NoHOV factoring” and “toll road value of time” modeling
The “HOV/NoHOV” factoring procedure is just one way of “making things work”
Special link impedances could also have been used
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TRAFFIC MODEL LIMITATIONS(Third Page)
All passenger vehicles are assumed to have the same value of time
Trucks (By Our Choice) are given a Passenger Car Equivalency of 1.0
“Real” link capacities are more complex than our look-up tables
CAUTION on number of UE assignment iterations: complete “closure” is NOT practical!
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AUTOMATED NETWORK CONVERSION
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WHAT HAPPENS NEXTFOR NCTCOG
One Key To Good Modeling Is The Quality Of The Overall Information System
Improvements/Updates To Modeling ProceduresExpansion Of The Modeled AreaDestination Choice Instead Of Gravity Model Trip DistributionLOGSUM ConsistenciesNew Travel Surveys In 2006Activity-Based Implementation (After Full Testing!)
Traffic MicrosimulationTransCAD Subarea Analysis To Create “Windowed” OD TableDallas CBD Project Underway (Using VisSim)