Execution of SCAG Local Model (Examination With and Without travel vehicles).


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Usage of SCAG Local Model (Correlation With and Without travel vehicles). Displayed at the Demonstrating Team Meeting. Los Angeles, September 25, 2002. Examination of Multi-class Task with and without Travel Vehicles (Base year 1997, AM period).
Transcripts
Slide 1

Usage of SCAG Regional Model (Comparison With and Without travel vehicles) Presented at the Modeling Task Force Meeting Los Angeles, September 25, 2002

Slide 2

Comparison of Multi-class Assignment with and without Transit Vehicles (Base year 1997, AM period) Given information ( base year 1997, AM period ): expressway and travel course arrange in TRANPLAN group; Mode Choice yield trek tables 6 outing tables from TRANPLAN model run; drive alone, auto pool 2, and auto pool 3+; light, medium and substantial overwhelming obligation trucks; EMME2 changed over the TRANPLAN documents naturally; Transit vehicles proportional variable = 2.5 automobiles; Run EMME/2 auto-truck multi-class task full scale created for the SCAG Regional Model, with and without travel vehicles; Compare join volume of the two runs;

Slide 3

EMME/2 Databank for the SCAG Regional Model Zone: 3325 3217 ;SCAG district zone and facades 108 ;zones changed over from parking garages Regular hubs: 26290 Directional connections: 108897 Transit lines: 672 Transit line fragments: 60926

Slide 4

SCAG Highway Colored by Area Type

Slide 5

SCAG Highway Colored by Area Type

Slide 6

Trip Tables for the Highway Assignment Total excursions: - drive alone: 5319853 -light overwhelming obligation trucks: 85040 - auto pool 2: 1625165 -medium overwhelming obligation trucks: 62804 - auto pool 3+: 430209 substantial obligation trucks: 38333

Slide 7

EMME/2 Auto-Truck Assignment Convergence Measures Relative distinction ( R.D .) at cycle l between the stream computed taking into account the briefest way issue with a system stacking of stream and the last stream: SUM( ABS (stream contrast between emphasis l and l-1 ) R.D . = * 100 SUM (stream at emphasis l ) Relative crevice (Rgap) at cycle l which measures the relative contrast between the aggregate travel expense and the travel cost on most limited ways at emphasis l (Total travel cost - Travel cost on sh. way ) Rgap = * 100 Total travel cost where: travel cost = SUM (connection travel time * join volume)

Slide 8

EMME/2 Auto-Truck Assignment Convergence Curve

Slide 9

EMME/2 Auto-Truck Assignment Convergence Curve

Slide 10

EMME/2 Auto-Truck Assignment Convergence Curve

Slide 11

TRANPLAN Assignment Results with Iterations V E H I C L E C O S T - O F - T R A V E L S U M A T I O N S S1= S2= ERROR= ITERATION V(LINK)*I(LINK) V(O-D)*I(O-D) (S1-S2)/S1 LAMBDA FRACTION - - - - 0 - 1057422. - 1.00000 .18605 1 4324790. 1416242. .67253 .188 .04293 2 2949963. 1451959. .50780 .180 .05016 3 2324005. 1480157. .36310 .195 .06775 4 1994479. 1472321. .26180 .211 .09273 5 1791530. 1473923. .17728 .133 .06733 6 1706574. 1482930. .13105 .164 .09950 7 1645334. 1484676. .09764 .148 .10571 8 1606160. 1474137. .08220 .133 .10907 9 1576393. 1479840. .06125 .086 .07721 10 1558673. 1490711. .04360 .102 .10156 11 1548724. -

Slide 12

Transit Vehicles (outline) Total number of connections with travel administrations: 26,920 Total connection length (miles) with travel administrations: 8,554 Total vehicle miles voyaged (auto proportionality): 33,793,331 Total travel vehicle miles: 1,351,732 Total travel vehicle hours (auto comparability): 183,271 Total travel vehicle hours: 73,308

Slide 13

Transit Vehicle’s VHT and VMT (by region sort) Transit administration are thick in the Urban CBD range.

Slide 14

Transit Vehicle’s VHT and VMT (by office sort) Transit administration are thick on Principal Arterial and Primary Arterial.

Slide 15

VMT Comparison with and without Transit Vehicles

Slide 16

VHT Comparison with and without Transit Vehicles

Slide 17

VMT and VHT without Considering Transit Vehicles (by region sort)

Slide 18

Speed Changes when Considering Transit Vehicles (by region sort) Average rate lessened in Core territory (- 7.22 m/h) and CBD range (- 2.89 m/h) is huge.

Slide 19

Speed Changes when Considering Transit Vehicles (by office sort) Average pace change is under 1 mile for every hour for all offices.

Slide 20

Speed Changes when Considering Transit Vehicles (on road)

Slide 21

Speed Changes when Considering Transit Vehicles (on chief blood vessel)

Slide 22

Speed Changes when Considering Transit Vehicles (on essential blood vessel)

Slide 23

Speed Changes when Considering Transit Vehicles (on foremost and essential blood vessel)

Slide 24

Speed Changes when Considering Transit Vehicles (LA downtown)

Slide 25

VMT and VHT Total Changes when Considering Transit Vehicles (travel vehicle included, by range sort)

Slide 26

VMT and VHT Total Changes when Considering Transit Vehicles (travel vehicle included, by office sort)

Slide 27

VMT and VHT Pure Changes when Considering Transit Vehicles (travel vehicle excluded, by region type)* VMT in Urban CBD diminishes because of travel administrations, which build the blockage and the travel time * It is to demonstrate the immaculate changes of auto-truck VMT and VHT in the wake of considering the travel vehicles. This is the impact of travel vehicles on the auto-truck stream.

Slide 28

VMT and VHT Pure Changes when Considering Transit Vehicles (travel vehicle excluded, by office type)* VMT on Principal Arterial reductions because of travel administrations, which build the blockage and the travel time. Auto volume movements to different offices. * It is to demonstrate the immaculate changes of auto-truck VMT and VHT subsequent to considering the travel vehicles. This is the impact of travel vehicles on the auto-truck stream.

Slide 29

Implementation Sample Plots with ENIF (auto-truck volume without travel vehicles at LA downtown )

Slide 30

Implementation Sample Plots with ENIF (auto-truck volume with travel vehicles at LA downtown )

Slide 31

Implementation Sample Plots with ENIF (auto-truck volume changes at LA downtown travel vehicle volume was not shown*) * It is to demonstrate the immaculate changes of auto-truck volume subsequent to considering the travel vehicles. This is the impact of travel vehicles on the auto-truck stream.

Slide 32

Implementation Sample Plots with ENIF (auto-truck speed at LA downtown)

Slide 33

Implementation Sample Plots with ENIF (auto-truck pace diminished at LA downtown)

Slide 34

Implementation Sample Plots with ENIF (stop and-ride auto volume close LA downtown) VMT for park-and-ride: 663322, around 1% of the aggregate VHT for park-and-ride: 23132, around 1% of the aggregate This part is not yet considered in the SCAG TRANPLAN model.

Slide 35

Conclusions Transit vehicles have a huge effect on the task: stream, travel time, VMT and VHT; Transit vehicles have most effect on the stream on the Principal Arterial connections and in the Business District; The aggregate increment in the VMT of the area speaks the truth 2.14 %; The aggregate increment in the VHT of the locale speaks the truth 6.52 %; If the recreation center and-ride volume is viewed as, the aggregate VMT and VHT increment by about another 1 % each.

Slide 36

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