GIS-ITS Application for Integrated

Corridor Management

presented to
GIS-T 2008

presented by
Yushuang Zhou and Vassili Alexiadis
Cambridge Systematics, Inc.

March 2008

Transportation leadership you can trust.

 Overview

Primary Objective of Integrated Corridor Management - ICM

• How ITS technologies can efficiently and proactively manage
the movement of people and goods in major corridors

Assessment of Existing Tools: Regional Travel Demand,

Mesoscopic, and Microscopic Simulation Modeling

Building a GIS Interface for ICM

Test Corridor: I-880 in San Francisco Bay Area

1
 Macroscopic Travel Demand Modeling

Forecast Regional Travel Demand – Highway and Transit

Trip generation, distribution, mode choice and

assignments

Not designed to evaluate ITS strategies; Limited

capabilities to accurately estimate changes in operational
characteristics (such as speed, delay, and queuing)

Poor representation of the dynamic nature of traffic

Examples – TransCAD, EMME/2, CUBE

2
 Microscopic Simulation Model

Simulate the movement of individual vehicles, based on

theories of car-following and lane-changing

Detailed representation of the traffic network - small area

Ability to model traffic control strategies

Examples: VISSIM, Paramics, and AIMSUN

3
 Mesoscopic Simulation Model

Combine properties of both macroscopic and

microscopic simulation models

Unit of traffic flow is the individual vehicle as in

Microsimulation Model

Travel prediction takes place at an aggregate level, and

does not consider dynamic speed/volume relationships.

Examples: Dynasmart-P, Dynasim, Transmodeler, and

Dynameq.

4
 Macro- and Microscopic Modeling

5
 Mesoscopic Model

6
 Implementation Options
Option 1- Chained by not Integrated

Conventional Approach
• Demand model estimates peak period OD table for base
year
• OD estimation process used in microsimulation model to
adjust base year OD table to match traffic counts
• Base year calibration adjustments carried forward and
applied to all future OD tables produced by the demand
model
• Apply capacity constraint

Practical limitations on OD adjustment

• Labor intensive
• Ad-hoc nature of OD adjustments
7
 Implementation Options
Option 2 – Fully Integrated

Several recent software implementations

• Cube/Dynasim (Avenue)
• EMME3/Dynameq
• TransCad/TransModeler
• Visum/Vissim
• AIMSUN
• …

Limited application experience

8
 Implementation Options
Option 3- Partially Integrated

Significant investment in demand model refinement; but

significant savings on simulation model calibration and
capacity constraining

1. Travel Demand 2,4. Simulation

Forecasting Model
1 4 5. Pivot Point Mode
Model with the Choice Model
Trip Tables Incident New Condition with
the Incident
2 3 6
5
3. Mode 6. Transit Mode
Choice Model 5 Share
Base Condition
without incident

9
 Calculate Mode Shift

Service
Network il
t Ra
Ligh

Origin Local Bus Local Bus Dest.

Drive-Alone
Mode Share
Local Bus
Analysis 20% Mode Share

A
Light Rail
Origin Dest.
30% Mode Share

Levels of Local Bus

Service Travel Time: 60 min
Walk Time: 10 min
Drive-Alone
50% Mode Share
Transfers: 1 B
Light Rail
Travel Time: 35 min
Origin Dest.
Walk Time: 20 min
Transfers: 0
Drive-Alone
Travel Time: 45 min
Walk Time: 0 min
Transfers: 0

10
 Pivot Point Mode Choice Methodology

11
 Study Area
• Residential,
commercial and
industrial uses Segment 1: Oakland
Urban Area, 12.2 mi
• Port, international,
Airport, Sports Arena
• Approximately 35
miles
• Heavy daily traffic –
Freeway AADT
Segment II: Hayward/Fremont
(120,000 - 275,000) Urban/light industrial Area, 15.2 mi

• HOV lane, arterials,

bus/rail transit
Segment III: Fremont/Milpitas
• Automated data Surburban Area, 5.3 miles

archival for freeways

12
 Test Corridor Operational Conditions
Incident Patterns and Travel Demand Considered Jointly

13
 Incident Condition

•North bound
•7:15AM, Wkday
•2 lanes blocked
•duration 45 min

14
 5 Min
D Assumptions
1. Original number of trips between O and D TAZs
(assume drive and bart are the only two modes)
20 Bart Trips
15 Min 100 Driving Trips
Bart IVTT
10 Min Drive 2. Accident causes 25 min of delay on highways
10 Min Drive
i3 15

3. When accidents happens, highway trips are in

Different intermediate locations
20 haven’t started yet
40 in intermediate zone 1 (I1)
25 in intermeidate Zone 2 (I2)
15 in intermediate zone 3 (I3)
30 Min
Bart Ride 4. Trips in Intermediate Zone 3 are not affected. Trips
e
iv in the origin zone and the intermediate zone 1 and zone 2
dr s 8 Min
in es have the options to switch to BART
M Parking parking
5 acc
Capacity 350
i2 25 Legends
20 Min Drive BART Stations
In case parking full:
45 Min Drive
Increase Parking
BART Parking Lots
Searching Time

O Origin TAZ (home)

40
i 1 20 M
in
D Destination TAZ (work)
drive
25 Min Drive acce Intermediate TAZ (location of the car
ss i
50 Min Drive when accident happens)

35 Min Drive drive time without accident

e access
15 Min driv 5 Min 60 Min Drive drive time with accident
parking
20
o 20 Number of trips
35 Min Drive
15
60 Min Drive
 User Interface for Data Input
Specify
GIS Mode
layers and travelChoice Model Input
demand model

16
 User Interface for Data Input
Specify
from Simulation
simulation model (tripModel Inputs
and travel time)

17
 Specify Output Format
Formats

18
 Scenarios Being Tested

19
 Mode Shift and Transit Traveler Information –
Distribution of Mode Shifters around Incident
In the presence of a major incident (2 freeway
lanes blocked for 45 minutes) 150-490 drivers
shifted to transit. Mode shift of 1-4% of travelers
affected by the incident

20
 Mode shift results from DSP based on Pivot-
point Probabilities (Normal Demand)

21
 Summary of Benefits vs. Costs
Medium Demand with Major Incident

$60,000,000
10.06
$50,000,000

$40,000,000
9.12
A n n u a l B e n e f it v s . C o s t

$30,000,000

2.69
$20,000,000
6.26
$10,000,000 2.77
2.06 -4.36
$-
HOT Lane Hw y Trav Info Transit Trav Info Local Adapt RM Signal Coord HOT + TravInfo Combination (All)
$(10,000,000) (Hw y & Transit)

$(20,000,000)

$(30,000,000)

Benefit
Cost

22
 Effectiveness of Strategies Under Different Operational
Regimes (B-C)

Questions and Answers

23