Dynamic Traffic Assignment with Cube Avenue An Example

Andreas Kglmaier

November 28, 2011

Overview

- Reasons for using Dynamic Traffic Assignment Methods - The Cube Avenue Process - Example of Model Set up - Model Calibration and Validation - Scenario Analysis - Extraction of Key Performance Indicators - Summary

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Reasons for using Dynamic Traffic Assignment Methods

- Gain understanding of operational effects on route choice - Requirements for detailed estimates of delay, travel time, and capacities - Representation of capacity limitations and the effects of queues blocking back - Event and evacuation management - Representation of peak spreading

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Definition of Mesoscopic Model

- Flow can be either continuous (streams) or discrete (vehicles/packets) - Performance functions can be either aggregate (evaluated for a whole time interval) or disaggregate (evaluated for individual flow quanta)
Typology of assignment models Performance functions Aggregate Flow Representation Continuous Discrete
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Disaggregate N/A MICRO

MACRO MESO
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Dynamic Traffic Assignment with Cube Avenue

Cube Avenue Process

- Simulated packets can only be in one place at a time - Model period divided into time segments with varying flow rates - Capacity strictly enforced using flow gates - Storage strictly enforced - Simulation of queues affects preceding link volume, cost - Time = Link Travel Time + Junction Delay + Queue Time

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Cube Avenue Process

Backing up (0:20:15)
Queue begins to form on link 104-105 due to flow constraint on 105-106

Queuing (0:38:07)
Flow to zone 3 queues on link 100-104 because there is no room on 104-105

Flow to zone 2 continues unimpeded because it does not use link 104-105

Blocked (1:04:27)
Link 100-104 fills, blocking flow to either destination on link 103-100

Flow rate to zone 2 is now the same as at the link 105-106 bottleneck

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Avenue Example Model

Example of model set up

Strategic Demand Model

AM IP Demand Demand

Flows and queues from network

Local Avenue Model

Local Network

Network KPIs

Packet Log

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Local Network

- Network from Shape file - Set up of link attributes in accordance with strategic model (reality checks) - Detailed zone system - Incorporation of junction data - Automated process of reading signal times from SCATS data
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Local Network

- Network from Shape file - Set up of link attributes in accordance with strategic model (reality checks) - Detailed zone system - Incorporation of junction data - Automated process of reading signal times from SCATS data
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Demand
AM Demand IP Demand

- AM and IP demand from strategic model - Time profiles from surveys - Application of time profile to demand - Use of separate profiles for cars and trucks - Rounding to parcel size

TS1 TS2 TS3 TS4 TS5 TS6 TS7 TS8

TS9 TS10 TS11 TS12 TS13 TS14 TS15 TS16

TS17 TS18 TS19 TS20 TS21 TS22 TS23 TS24

TS25 TS26 TS27 TS28 TS29 TS30 TS31 TS32

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Assignment

- Cars and trucks assigned on separate paths - 2 warm up time segments - Average convergence process - Volume delay functions only used on freeways

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Calibration Process

- Identify network errors - Adjustments to link flow and link storage capacities - Adjustments of turn capacities - Important to understand cause for mismatch of modelled and observed flows - Adjustments to demand profile
350 300 250 200 150 100 50 0

Observed Test3

Test1 Test4

Test2 Test5

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Validation
AM Peak 1-way light vehicle traffic volume (modelled)

9,000 8,000 7,000 6,000 5,000 4,000 3,000 2,000 1,000 0 0 1,000 2,000 3,000 4,000 5,000 6,000

Target: R^2>0.9 Slope between 0.9 and 1.1

y = 1.10x R = 0.84

- Model versus observed flows for AM and IP - Model versus observed flows for time segments (Profiles) - Turning data for AM and IP

7,000

8,000

9,000

AM Peak 1-way light vehicle traffic volume (observed)

30

- Queue length (qualitative) - Speeds and journey times

25

20
Time (minutes)

15

10

0 0 2 4
Model

6
Avg

8 Distance (km)
Min Max

10

12

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Scenario Analysis

- Bandwidth animation - Packet log animation - Select Link or Zone Analysis

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Key Performance Indicators

Measurement Criteria Degree of Saturation Type AM Junction Red>0.8 0.6<Amber 0.8 Green 0.6 Red<15 15 Amber<30 Green 30 Red>3 Amber=3 Green 2 Red>250 100<Amber 250 Green 100 Red>6 3<Amber 6 Green 3 Red>90 50<Amber 90 Green 50 Inbound IP Red>0.8 0.6<Amber 0.8 Green 0.6 Red<30 30 Amber<50 Green 50 Red>2 Amber=2 Green 1 Red>100 50<Amber 100 Green 50 Red>3 1.5<Amber 3 Green 1.5 Red>50 50<Amber 90 Green 30 AM Red>0.8 0.6<Amber 0.8 Green 0.6 Red<30 30 Amber<50 Green 50 Red>2 Amber=2 Green 1 Red>100 50<Amber 100 Green 50 Red>3 1.5<Amber 3 Green 1.5 Red>50 50<Amber 90 Green 30 Outbound IP Red>0.8 0.6<Amber 0.8 Green 0.6 Red<30 30 Amber<50 Green 50 Red>2 Amber=2 Green 1 Red>100 50<Amber 100 Green 50 Red>3 1.5<Amber 3 Green 1.5 Red>50 50<Amber 90 Green 30

Average Speed (km/hr)

Midblock

Number of signal cycles to cross intersection Queue Length (m)

Junction

Junction

Time spend in queue (minutes)

Junction

Journey Time spend in queue (%)

Corridor

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Degree of Saturation
0.00 0.20 0.40 0.60 0.80 1.00 1.20 1.40 1.60 1.80 2.00 2.20

07:00 07:15 07:30 07:45 08:00 08:15 08:30 08:45 09:00 09:15 09:30 09:45 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45 12:00 12:15 12:30 12:45 13:00 13:15 13:30 13:45 14:00 14:15 14:30 14:45

Dynamic Traffic Assignment with Cube Avenue

Time of Day

Key Performance Indicators

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Base 2021 Base 2031

Base 2011

KPI Data Extraction

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KPI Assessment

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Summary

- Provides information not provided by static analysis - Allows simulation over much larger regions and without the detail required by microscopic simulation - Model development requires very detailed network checking - Packet animation powerful tool for calibration and the analysis of results - Looking forward to Analyst 2

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Thank You

Email Andreas.koeglmaier.com