DOCUMENTATION AND PROCEDURAL UPDATES TO THE FLORIDA STANDARD URBAN TRANSPORTATION MODEL STRUCTURE (FSUTMS) FINAL

Transcription

1 DOCUMENTATION AND PROCEDURAL UPDATES TO THE FLORIDA STANDARD URBAN TRANSPORTATION MODEL STRUCTURE (FSUTMS) FINAL TECHNICAL REPORT NO. 8 FSUTMS HIGHWAY TRIP ASSIGNMENT MODEL (HASSIGN) Prepared By Florida Department of Transportation Central Office, Systems Planning October 1997

2 TABLE OF CONTENTS Section Title Page LIST OF TABLES LIST OF FIGURES LIST OF APPENDICES ii iii iv 1 INTRODUCTION HISTORICAL BACKGROUND 2-1 Model Development Under UTPS 2-1 Model Conversion to TRANPLAN OVERVIEW OF MODEL STRUCTURE 3-1 Preparation of Data 3-2 Optional MATRIX MANIPULATION Step 3-3 EQUILIBRIUM HIGHWAY LOAD Step 3-4 REPORT HIGHWAY LOAD Step DATA REQUIREMENTS 4-1 TCARDS File 4-1 TOLLLINK File MODEL PARAMETERS AND RATES MODEL OUTPUTS 6-1 HRLDXY File 6-1 HASSIGN.OUT File FUTURE MODEL ENHANCEMENTS 7-1 i

3 LIST OF TABLES Section and Number Title Page 4-1 TCARDS File Format TOLLLINK File Format 4-11 ii

4 LIST OF FIGURES Figure Number Title Page 2-1 FSUTMS Model Flow: Non-Transit Process FSUTMS Model Flow: Single-Path Transit Process FSUTMS Model Flow: Multi-Path Transit Process FSUTMS Model Flow: Multi-Period/Multi-Path Transit Process FSUTMS HASSIGN Model Flow Chart Annotated TCARDS File Annotated TOLLLINK File Recommended VFACTORS File (Self-Annotated) 5-4 iii

5 LIST OF APPENDICES Appendix A B C D E F G Title FSUTMS HASSIGN.ALL Control File FSUTMS HASSIGN.HV0 Control File FSUTMS HASSIGN.HV1 Control File FSUTMS HASSIGN.HV2 Control File Procedures for Coding Toll Facilities Default PROFILE.MAS Settings Without Toll Modeling Sample HASSIGN.OUT Printout iv

6 SECTION 1 INTRODUCTION Trip assignment may be defined as the process of allocating a given set of trip interchanges to a specific transportation system (highway or transit). The Florida Standard Urban Transportation Model Structure (FSUTMS) highway assignment model is called HASSIGN. A separate FSUTMS model, called TASSIGN, is used for transit assignments, as discussed in Technical Report No. 13 of this documentation series. Highway assignment models, including HASSIGN, generally load auto trips to the shortest route (or path) between each pair of zones. Minimum travel time paths and resulting trip loadings are updated iteratively in response to volume/capacity relationships. When executing FSUTMS via the menu structure, HASSIGN is the seventh step in the model chain if only auto trips are being modeled. When modeling both transit and auto modes, HASSIGN is the tenth step in the model chain. All previous steps in the FSUTMS menu structure are required in the highway-only process for HASSIGN to be executed. When modeling transit, TASSIGN is the step prior to HASSIGN and is the only step not necessary for the execution of HASSIGN. In all processes the output data set from HASSIGN is a loaded highway network known as HRLDXY.ayy using standard FSUTMS file naming conventions. This file is used later as input to the HEVAL and HPLOT modules. The HASSIGN model accomplishes three specific tasks in assigning highway trips to the network: Performs equilibrium highway assignment in accordance with the number of iterations set by the user. Outputs a loaded highway network file for subsequent use in reporting, evaluation and plotting. Reports volumes, capacities, and volume-to-capacity ratios for each link in the highway network (directional and two-way). Further details on the HASSIGN model are provided in the following sections of this Report: FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 1-1

7 Historical Background Overview of Model Structure Data Requirements Model Parameters and Rates Model Outputs Future Model Enhancements FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 1-2

8 SECTION 2 HISTORICAL BACKGROUND As discussed in Technical Report No. 1 (Overview of FSUTMS), the Florida Department of Transportation (FDOT) began to standardize the structure of UTPS models for application in urbanized area transportation studies throughout the State in This Model Update process was undertaken in phases over several years, culminating in 1985 with the development of a microcomputer version of FSUTMS to interface with the TRANPLAN travel demand software system. The FSUTMS/TRANPLAN system has been enhanced over the years as new modeling techniques continue to evolve and become incorporated into the process. MODEL DEVELOPMENT UNDER UTPS A standard FSUTMS HASSIGN model was developed by FDOT during the same time frame as the Model Update studies. The development of the HASSIGN module is described in the report entitled Urban Transportation Planning Model Update Phase II Task C: Develop Standardized Distribution and Assignment Models. As with other FSUTMS modules, HASSIGN was originally developed to make use of modeling programs available as part of UTPS. Prior to the development of the microcomputer version of FSUTMS/TRANPLAN, the UTPS UROAD program was used to run the highway trip assignment program. UROAD offered the user five different trip assignment algorithms. The original mainframe-based HASSIGN module also included execution of the UTPS UMATRIX program to generate two-way link attributes such as counts, volumes, capacities and volume/capacity ratios not saved in the loaded highway historical record (HRLDXY file) output by UROAD. Most trip assignment models can be categorized into one of five different types. The following is a summary of the five types (Courtesy of the TRANPLAN Users Manual): FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 2-1

9 All-or-Nothing trip assignment is where all selected trips are loaded on the minimum paths of the highway network. This is a free-flow assignment that does not discriminate between type of link or link capacity. All-or-Nothing Capacity Restraint trip assignment is where the trips are loaded the same as the All-or-Nothing technique except that the time parameter is adjusted link by link according to user-specified volume/capacity time adjustment curve data or the standard Bureau of Public Roads (BPR) capacity restraint formula. Incremental trip assignment is where, for each iteration of trip loading, a user-specified percentage of trips is loaded on the minimum paths during each iteration. As with the Allor-Nothing Capacity Restraint trip assignment method, link by link time adjustments are accomplished according to user-specified volume/capacity speed adjustment curve data or the standard BPR capacity restraint formula. For each iteration, the function has the capability of adjusting link times on the initial base network or on the network used for the previous iteration. Stochastic trip assignment is where trips are loaded to all feasible paths between each origin and destination with each path receiving a fraction of interzonal trips. Equilibrium trip assignment is where no trip can be made by an alternate path without increasing the total travel time of all trips in the network. This procedure involves running several iterations of All-or-Nothing Capacity Restraint assignment with an adjustment of travel time reflecting delays encountered in the associated iteration. The load from each assignment after the first iteration is combined with the previous load is such a way as to minimize the impedance of each trip. This assignment is multi-path as the last assignment may be assigned to different paths because of the time adjustments after each iteration. FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 2-2

10 The FSUTMS highway trip assignment model has used the equilibrium trip assignment technique both in its original mainframe (UTPS) and current microcomputer (TRANPLAN) configurations. The other types of trip assignment techniques are not considered standard FSUTMS procedures. MODEL CONVERSION TO TRANPLAN The existing FSUTMS HASSIGN module was developed directly from UTPS procedures. In fact, the current FSUTMS HASSIGN module uses one input file (TCARDS) which is in the same format as was required by the UTPS UROAD program. The TRANPLAN highway trip assignment program, EQUILIBRIUM HIGHWAY LOAD, has underwent several enhancements since the original FSUTMS development. One of the most significant enhancements to the program was the addition of a Toll Facilities Model and the ability to assess toll plaza queuing delay during highway trip assignment. Another significant program enhancement was the ability to differentiate between high occupancy vehicle (HOV) and low occupancy vehicle (LOV) trips during a simultaneous assignment. (Section three discusses specific differences in HASSIGN control files used for three alternative HOV assignment scenarios). Finally, the assignment program has recently been modified to accept two-digit facility types and area types. (Technical Report No. 4 on the HNET module should be consulted for detailed definitions of area and facility types.) Figures 2-1, 2-2, 2-3 and 2-4 depict the FSUTMS model flow for non-transit, single path, multi-path, and multi-period/multi-path transit applications. As indicated, HASSIGN is preceded by mode choice (MODE) and is followed by highway evaluation (HEVAL) in the non-transit process. For the singlepath, multi-path, and multi-period/multi-path transit options, HASSIGN is preceded by transit assignment (TASSIGN) and is followed by transit evaluation (TEVAL). FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 2-3

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15 SECTION 3 OVERVIEW OF MODEL STRUCTURE The HASSIGN module uses highway network information described in terms of links, and nodes in the HNET and TCARDS files. Trip table data, found in the HTTAB file and input to HASSIGN, are defined by traffic analysis zone (TAZ). The HNET.ayy file provides the network information used to build minimum paths and load the auto trips contained in the HTTAB.ayy file output by the MODE module. Technical Report Nos. 4 (HNET) and 7 (MODE) describe terminology and procedures related to the highway network building and mode choice modeling processes, respectively. The development and execution of the HASSIGN module requires completion of several steps. Some of these steps occur during model execution but others are accomplished prior to running the model. This section will present an overview of the HASSIGN module using the following step-bystep outlines: Preparation of Data Optional MATRIX MANIPULATION Step EQUILIBRIUM HIGHWAY LOAD Step REPORT HIGHWAY LOAD Step The preparation of data is a manual process which occurs outside the model environment. The other three steps presented above occur during execution of FSUTMS. Figure 3-1 is a flow chart depicting the model steps included under the FSUTMS HASSIGN module. Appendix A depicts the FSUTMS control file, HASSIGN.ALL, used in directing model execution. Alternate HASSIGN control files for transit model applications are depicted in Appendices B, C, and D for non-hov, HOV2+ occupant and HOV 3+ occupant scenarios, respectively. As described earlier in Technical Report No. 1: Overview of FSUTMS, execution of FSUTMS is accomplished through use of a menu system which prompts the user for basic information about FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 3-1

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17 the model run, including the year and alternate of input file names. The user must then specify one of four transit modeling options. The FSUTMS transit modeling options are Highway-Only, Single- Path Transit, Multi-Path Single-Period Transit and Multi- Path/Multi-Period Transit. Finally, the user selects the steps to be executed. When the user selects the HASSIGN model for execution, a number of sub-steps are automatically called up through the FSUTMS control file (HASSIGN.ALL, HASSIGN.HV0, HASSIGN.HV1 or HASSIGN.HV2). PREPARATION OF DATA As stated above, the highway network file (HNET.ayy) and vehicle trip table file (HTTAB.ayy) are HASSIGN s primary input files. In addition to these inputs, two optional FSUTMS datasets may be input to HASSIGN. These files are called TCARDS, and TOLLLINK. The format and specific contents for these files will be described in Section 4. The TCARDS file contains information on prohibited movements in the highway network, on a link-by-link basis. Link travel time penalties can also be included in the TCARDS file. If there are no prohibited left turn movements or partial grade separations in an area, it is conceivable that a TCARDS file will not be required (although most models do include a TCARDS file). TCARDS were also used in older FSUTMS networks without directional ( double-line ) link coding of freeways to prohibit access where ramps did not exist (since interchanges were then coded as single nodes). A TOLLLINK file is only required in urban areas where toll facilities are either in existence or planned for the future. In general terms, the development of a TOLLLINK file requires the following information be available for each toll plaza: Toll Type Total Number of Toll Plaza Lanes Toll Value Service Time Number of Exact Change and AVI Lanes FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 3-3

18 Basic descriptive information is also included on the link nodes, toll class, and the location of the toll plaza. OPTIONAL MATRIX MANIPULATION STEP There are four individual HASSIGN control (or script) files used by FSUTMS. The highway-only control file has the extension ALL and begins with the EQUILIBRIUM HIGHWAY LOAD step. The HASSIGN.ALL control file does not provide for modeling of high occupancy vehicle (HOV) facilities. The other three HASSIGN control files have the extensions HV0, HV1 and HV2 and are used with the transit mode choice options. The HASSIGN. HV* control files begin with a MATRIX MANIPULATION step which prepares trip tables for the modeling of HOV trips. The HV0 control file is used when there are no HOV facilities in the network. This file takes the trip table HTTAB.ayy, output by the MODE module and combines all auto/truck trips into a one purpose trip table named HTTAB.TEM that is used as input into the EQUILIBRIUM HIGHWAY LOAD program. The HV1 control file is used when the FSUTMS network includes HOV facilities allowing vehicles with two or more occupants access to the facilities. This control file combines the drive alone auto trips with the truck-taxi and internal-external trips into purpose one of a two-purpose trip table named HTTAB.TEM. Purpose two of HTTAB.TEM combines all 2 occupant and 3+ occupant auto trips with the external-external trips. This two-purpose trip table is then used by the EQUILIBRIUM HIGHWAY LOAD program. The HV2 control file is used when the FSUTMS network includes HOV facilities that restrict access to vehicles with three or more occupants. This control file combines the drive alone auto trips with the truck-taxi, internal-external trips and 2 occupant auto trips into purpose one of a twopurpose trip table named HTTAB.TEM. Purpose two of HTTAB.TEM combines 3+ occupant auto trips with external-external trips. This two-purpose trip table is then used by the EQUILIBRIUM HIGHWAY LOAD program. FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 3-4

19 For typical FSUTMS highway-only applications, the HTTAB file output by the MODE module is a single-purpose trip table that does not require any manipulation prior to traffic assignment. No MATRIX MANIPULATION step is included in the FSUTMS control file HASSIGN.ALL used for highway-only applications. The user should reference the FDOT report entitled FSUTMS HOV Interim Model Highway Only Process User s Guide for appropriate procedures and HASSIGN control files for HOV modeling without application of transit mode choice models. EQUILIBRIUM HIGHWAY LOAD STEP As defined in section two of this report, equilibrium loading by definition is where no trip can be made by an alternate path without increasing the total travel time of all trips in the network. The TRANPLAN EQUILIBRIUM HIGHWAY LOAD program is executed during FSUTMS to perform the trip assignment. The program reads both the HNET file (created during execution of the HNET module) to obtain the highway network to be loaded, and the HTTAB file (created by the MODE module) to obtain the trip table(s) to be used for loading. The optional input files TCARDS and TOLLLINK are also used by EQUILIBRIUM HIGHWAY LOAD, as described earlier. The EQUILIBRIUM HIGHWAY LOAD program executes an iterative series of All-or-Nothing Capacity Restraint trip assignments. The first iteration of this type of assignment utilizes free-flow network times to load all non-transit trips contained in the HTTAB file to the network. All subsequent iterations of assignment build on the delays encountered in the previous iterations. This is accomplished by utilizing the network travel times from the previous iteration as the initial travel times for the current iteration. The iterative link time adjustment process is illustrated in the Bureau of Public Roads (BPR) formula, as follows: T n = T o * (1.0 + BPRLOS(V/C) BPREXP ) where: T n = New Travel Time (current Iteration) T o = Old Travel Time (previous Iteration) FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 3-5

20 BPRLOS = BPRLOS value (Defaults to 0.15) V/C = Ratio of Assigned Volume-over-Practical Capacity BPREXP = BPR Exponent (Defaults to 4.0) The user may optionally specify multiple BPR curves for different facility types using the VFACTORS file. This recent FSUTMS enhancement also permits the designation of variable CONFAC and UROADF parameter settings. The UROADF parameter is applied to FSUTMS capacities to achieve practical capacity (generally at level-of-service C). The CONFAC parameter is used to factor these capacities from hourly to daily equivalents for computation of daily volume/capacity ratios found in the above BPR curve (this conversion is made because volumes are in daily equivalents yet capacities are measured in hourly equivalents). During equilibrium, the volumes from the previous iteration (V(1,E)) are combined with volumes from the current iteration (V (2,E)) through use of a fraction, typically referred to as LAMBDA. The value of LAMBDA is a number between 0.0 and 1.0 chosen so that the combined link volumes are as close as possible to the user-optimized equilibrium loadings. The equilibrium process continues until the ratio of hours of travel during the weighted iterations over the hours of travel during the current iteration is less than a user-specified closure value (EPS) or until the maximum number of iterations specified is achieved. If EPS (default value = 0.1) is achieved in fewer iterations than specified, the program stops iterating and reports/outputs a final set of volumes. The result of the equilibrium trip assignment is essentially a multi-path assignment as the final iteration is a linear combination of all previous iterations. Trips are loaded to different paths resulting from the time adjustments performed after each iteration. The output from the EQUILIBRIUM HIGHWAY LOAD program is a loaded network file named HRLDXY.ayy. This file makes use of standard FSUTMS output file naming conventions -- the file extension indicates the alternative scenario and year being modeled. For example, the file "HRLDXY.A90" would contain a 1990 loaded highway network database for alternative A. The FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 3-6

21 HRLDXY file is an unformatted file which contains machine-generated characters in place of numbers and letters. The HRLDXY file is a standard TRANPLAN loaded highway network file. This file may be used as input to two other FSUTMS modules: HPLOT and HEVAL. HEVAL is not a TRANPLAN program but is rather a program developed by FDOT to summarize highway assignment output. The HNIS network editing package also reads the HRLDXY file data when specifying a loaded network as the input file. REPORT HIGHWAY LOAD STEP The TRANPLAN REPORT HIGHWAY LOAD step is used to report the volumes, capacities and volume-to-capacity ratios for all links in the loaded highway network file HRLDXY. The report is routed to the file HASSIGN.OUT along with a playback of the HASSIGN control file and several statistics on equilibrium iterations, and the toll facilities model. This report is generally quite large and the user may wish to view selected information on screen prior to printing or deleting. The specific contents of this file will be explained in section 6 of this report. FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 3-7

22 SECTION 4 DATA REQUIREMENTS The data requirements for the FSUTMS HASSIGN model depend on the number of prohibited movements in the network and whether or not toll facilities are being modeled. As described earlier, the foremost requirements to running HASSIGN are completion of prior FSUTMS modules resulting in generation of the HNET and HTTAB files used as inut to HASSIGN. In addition, HASSIGN includes two optional network data files as input. These are named as follows: TCARDS -- Highway Link Penalties/Prohibitors TOLLLINK -- Highway Toll Plaza Characteristics As with execution of any FSUTMS module, a PROFILE.MAS file is also required in the urban area working directory. The TCARDS and TOLLLINK files make use of standard FSUTMS input file naming conventions -- the file extension indicates the year and alternate scenario being modeled. For example, the file TCARDS.90A would contain 1990 network link prohibitors and penalties for alternate A. The file contents and formats used for each HPATH input file are presented in the following paragraphs. TCARDS ( LINK PENALTIES/PROHIBITORS) The TCARDS file contains a listing of all link penalties and prohibitors in the highway network. (The term cards originated from UTPS mainframe models. Each line of data or instructions was input on a separate keypunched card.) Prohibitors are generally coded to identify turn movements in the highway network which are not permitted. Prohibitors may also be used to identify movements that are so awkward that no motorists would attempt such travel. Another use for prohibitors is in the double-line coding of freeway facilities, toll plazas and interchanges. With single-line coding, freeway interchanges were typically represented as a single node where the two highways cross. Double-line coding depicts freeways as two one-way links FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 4-1

23 traveling in opposite directions with a series of one-way ramps coded to portray actual interchange configurations. In these cases TCARDS records are required to route vehicles to the proper entry and exit ramps, and to prevent u-turn movements from occurring. Penalties are coded when the standard computations of impedance do not adequately account for perceived barriers to traveling a specific link in the network. A common use for penalties is on bridge links where there is a perceived barrier to travel not accounted for purely in terms of travel time, cost, and distance. For example, a resident of a barrier island may intentionally limit the number of trips made to the mainland, and even travel a longer distance on the island to shop rather than cross a bridge to serve the same travel need. The format for the TCARDS file was originally derived from the UTPS program UROAD. Figure 4-1 depicts an annotated TCARDS.yya file. The specific formats and locations of each TCARDS field are summarized in Table 4-1. The only data required for the TCARDS file are node identifiers (from/through/to) and penalties in terms of minutes and hundredths of minutes, as presented below: TCARD INDICATOR - Identifies the data input as TCARDS. A T is entered in column 1 to indicate the presence of a TCARD record. ANODE, BNODE and CNODE - ANODE is the from or beginning node of a travel movement. BNODE is the through or intersection node. CNODE is the to or ending node. Nodes are generally defined as the end points of a link where features intersect, change, or curve sharply. In the TCARDS file, each penalty/prohibitor is defined by a pair of links (i.e., the first link is located between the ANODE and the BNODE; the second link is located between the BNODE and the CNODE). All node numbers must be an integer less than or equal to the &NODES parameter in PROFILE.MAS. ANODEs can be listed in columns 2-6, 22-26, and while BNODEs are in columns 7-11, 27-31, and CNODEs are coded in columns 12-16, and FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 4-2

24 FIGURE 4-1 TCARDS.YYA FILE FORMAT T Prohibitors - prohibit movement, usually turns T T T Penalties - Adds time delay to movement, usually applied to bridge crossings End node final in movement (CNODE) Central node second in movement (BNODE) Beginning node first in movement (ANODE) T notes this as prohibitor or penalty (TCARD Indicator) Penalty - may be up to five digits equal to 1 minute penalty (x.xx)

25 TABLE 4-l: TCARDS FILE &WMAT Column I l ;6 1 TURN PENALTY CARD Contents A T IS CODED TO INDICATE A TURN PENALTY CARD THE FROM NODE NUMBER OF THE LINK APPROACHING THE INTERSECTION THE INTERSECTION NODE NUMBER THE TO NODE NUMBER OF THE LINK EXITING THE INTERSECTION AND INTO WHICH THE MOVEMENT IS PENALIZED TURN PENALTY FOR FIRST PENALIZED TURN IN HUNDRETHS OF MUNITES. DECIMAL SHOULD NOT BE PUNCHED, IT IS IMPLIED BETWEEN COLUMNS 19 AND 20. IF FIELD IS LEFT BLANK, THE MOVEMENT IS INTERPRETED AS A PROHIBITED TURN. THE FROM NODE NUMBER OF THE SECOND PENALIZED TURN THE INTERSECTION NODE NUMBER OF THE SECOND PENALIZEC TURN THE TO NODE NUMBER OF THE SECOND PENALIZED TURN TURN PENALTY FOR SECOND PENALIZED TURN IN HUNDRETHS OF MINUTES. DECIMAL SHOULD NOT BE PUNCHED, IT IS traplied BETWEEN COLUMNS 39 AND 40. IF FIELD IS LEFT BLANK, THE MOVEMENT IS INTERPRETED AS A PROHIBITED TURN. THE FROM NODE NUMBER OF THE THIRD PENALIZED TURN THE INTERSECTION NODE NUMBER OF THE THIRD PENALIZED TURN THE TO NODE NUMBER OF THE THIRD PENALIZED TURN TURN PENALN FOR THfRD PENALIZED TURN IN HUNDRETHS OF MINUTES. DECIMAL SHOULD NOT BE PUNCHED IT IS IMPLIED BETWEEN COLUMNS 59 AND 60. IF FIELD Ii LEFT BLANK, THE MOVEMENT IS INTERPRETED AS A PROHIBITED J FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 4-4

26 TURN PENALTY or PROHIBITOR - Allows the user to prohibit or penalize one or more movements at any intersection (node) in the network. If this field is blank, the record identifies a prohibitor. Otherwise, a numeric value is entered to indicate the minutes of travel time penalty. Penalties are expressed in minutes of travel time with an implied decimal, and are coded as integers in columns 17-21, 37-41, and Using the required xx.xx format, a minute penalty would be entered as Prohibitors are generally used to identify intersections where left turns are not permitted, to prevent vehicles from crossing medians where median cuts are not present, or to prohibit circuitous vehicle movements. Penalties are sometimes added to bridge links to improve model validation of these facilities (by representing psychological barriers to bridge travel for short trips). Documentation is required to explain the rationale behind the inclusion of any travel time penalties in a validated model network. The user can optionally code between one and three penalties/prohibitors per record (the more information on each record, the shorter the file length). In a typical urbanized area model validation study, network link prohibitors are usually compiled by Consultant, FDOT or MPO staff based on local area knowledge, and a review of the coded FSUTMS highway network. Penalties are assessed during validation on an as needed basis. No model validation effort should begin with the assumption that penalties are needed. The model should be run initially without any penalties, and other model adjustments should be considered prior to recommending the use of penalties. The use of link penalties should be thoroughly justified and documented, and should not be used to correct or gross errors in trip distribution across screenlines where a physical barrier does not exist. TOLLLINK (TOLL PLAZA CHARACTERISTICS) The TOLLLINK file contains information on the network characteristics of each toll plaza in the highway network. A TOLLLINK file is not required in areas where toll facilities are not existing or planned. The purpose of the TOLLLINK file is to account for the costs and delays (i.e., stopping at FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 4-5

27 a toll plaza to pay the toll) associated with using toll facilities in the computation of travel impedances. These costs and delays have an impact on a potential user s decision on whether to travel on a given toll facility. The TOLLLINK file contains the following data for each toll plaza link in the highway network: CTOLL - A decimal number representing the impedance of toll in impedance per dollar of toll as a constituent of total link impedance. The word CTOLL is coded in columns 1-5, an equal sign ( = ) is coded in column 7, and the CTOLL value is coded in columns 9-13 for the first record only (a decimal point is coded in column 10). The format of this first record is CTOLL = x.xxx. (All subsequent TOLLLINK attributes listed below are located on any record except the first record.) TOLL CLASS - This code is used as cross reference between the LINKS and TOLLLINK files for any toll links. Toll links with different toll charges or service times may be given different TOLL CLASS values. TOLL CLASS is a non-zero integer less than 100 coded in columns 1-2. TOLL TYPE - Identifies one of three types of tolls. TOLL TYPE is an integer value coded in column 4. A value of 1 is coded to represent a coin-based toll collection scheme. A value of 2 is coded to identify a card-based toll collection system, as found on some rural sections of Florida s Turnpike. A value of 3 indicates the presence of an automated vehicle identification (AVI) system for toll collection such as E-Pass or Sun- Pass. ANODE and BNODE - The nodes that identify the toll link. ANODE is the from node which must be an integer less than or equal to the &NODES parameter in PROFILE.MAS. ANODE is right-justified in columns BNODE is the to node which must also be FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 4-6

28 an integer less than or equal to the &NODES parameter in PROFILE.MAS. BNODE is right-justified in columns TOLL PLAZA I.D. - User supplied toll plaza or ramp identification. Alphanumeric characters may be coded in columns NUMBER OF LANES - The total number of lanes through toll plaza (mainline or ramp). Coded in columns MAXIMUM NUMBER OF LANES - The maximum number of lanes through toll plaza (mainline or ramp) with all lanes open. Coded in columns TOLL AMOUNT - A number representing the average toll value (in dollars) associated with each toll link. This is placed in columns with a decimal coded in column 52 (xx.xx format). SERVICE TIME - A number representing the average uncongested service time at toll facilities (in minutes and seconds) associated with each toll link. This is placed in columns with a colon ( : ) coded in column 57. DECELERATION CODE - At the present time only a value of 1 is acceptable coded in column 61. ACCELERATION CODE - At the present time only a value of 1 is acceptable coded in column 63. NUMBER OF EXACT CHANGE LANES - Number of exact change lanes at the toll plaza (mainline or ramp). Coded in columns FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 4-7

29 NUMBER OF AVI LANES - Number of automated vehicle identification lanes (e.g., E- Pass, Sun-Pass) at the toll plaza (mainline or ramp). Coded in columns PERCENT TRUCKS - The average percentage of heavy trucks traveling through the toll plaza (mainline or ramp). This is placed in columns with a decimal coded in column 72 (x.xx format). The format for the TOLLLINK file was developed and funded by the Florida Turnpike District of the Florida Department of Transportation. The TOLLLINK file replaces the TOLL file used in earlier versions of the toll facilities model (the name of the file was changed to distinguish the updated format of the file). All links referenced in the TOLLLINK file must have a corresponding set of links listed in the highway network file with a matching toll class or the HASSIGN model will abort. Figure 4-2 depicts an annotated TOLLLINK.yya file. The specific formats and locations of each field in the TOLLLINK file are summarized in Table 4-2. Appendix E presents an excerpt from documentation, prepared by the Florida Turnpike District, on procedures used in coding toll facilities using the updated FSUTMS toll facilities model. Prior to the development of the FSUTMS toll facilities modeling approach, FSUTMS made use of the UROAD approach to modeling toll roads. Most FSUTMS models with toll facilities have replaced the UROAD approach with the newer toll facilities model and the related TOLLLINK file. The UROAD approach is still available with FSUTMS and is the default procedure when toll classes are coded in the network without the presence of a TOLLLINK file. The UROAD approach to toll modeling requires several user-specified entries under three parameter names in the PROFILE.MAS: CTOLL, TOLLS, and SERVT (the UROAD approach does not require a separate file describing toll facility characteristics). CTOLL is a decimal number representing the impedance of toll, in terms of impedance per dollar, as a constituent of total link impedance (e.g., CTOLL = 0.10 indicates that tolls on a link will be given a weighting of 0.10 impedance units per $1.00 of toll charged). TOLLS and SERVT are FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 4-8

30 TOLLLINK.YYA FILE FORMAT CTOLL = Defines CTOLL value to be used; overrides PROFILE.MAS value EB CUR FORD ML NB : EB UNIV NB ON : EB UNIV SB OFF : EB ALOMA NB OFF : EB ALOMA SB ON : OP SR 535 EB OFF : OP SR 535 WB ON : OP ML EB : OP ML WB : ANODE of toll link Toll Type 1= Coin, 2=Card, 3=AVI Toll Class (from LINKS File) -user defined structure BNODE of toll link Toll Plaza Identification (Text) Toll amount in dollars, cents Maximum # of Lanes Number of Lanes through Toll Plaza Number of exact change lanes Acceleration code (Always 1) Deceleration code (Always 1) Service time in minutes, seconds Percent of heavy trucks Number of automated vehicle identification (AVI) lanes

31 * - TABLE 4-2: TOLLLINK FILE FORMAT Column 1-7 CTOLL = 9-13 CTOLL VALUE HEADER RECORD FORMAT DEFINES CTOLL, OVERRIDES PROFILE.MAS VALUE DEFINES CTOLL TO BE USED BY MODEL WITH DECIMAL CODED IN COLUMN 10 I TOLLLINK CARD. Column Data Description l-2 TOLL CLASS 3 UNUSED 4 TOLL TYPE 5 UNUSED 6-10 ANODE UNUSED II BNODE 17 UNUSED ID 43 UNUSED LANES 46 UNUSED MAX NUM 49 UNUSED TOLL AMOUNT 55 UNUSED SERVICE TIME 60 UNUSED 61 DECEL CODE 62 UNUSED 63 ACCEL CODE FROM LINKS FILE, COLUMNS (1) COIN, (2) CARD, (3) AVI (NOT USED YET).. FROM NODE OF TOLL LINK TO NODE OF TOLL LINK TOLL PLAZAlRAMP IPENTIFICATION (TEXT) NUMBER OF LANES THROUGH TOLL PLAZA MAXIMUM NUMBER OF LANES TOLL AMOUNT IN DOLLARS WITH DECIMAL CODED IN COLUMN 52 TIME IN SECONDS WITH COLON CODED IN 57 1 IS THE ONLY ACCEPTABLE VALUE AT THIS TIME 1 IS THE ONLY ACCEPTABLE VALUE AT THIS TIME 64 UNUSED # EXACT CHANGE UNUSED NUMBER OF EXACT CHANGE LANES #AVI LANES NUMBER OF AUTOMATED VEHICLE IDENTIFICATION LANES 70 UNUSED IHEAW TRUCKS RATIO OF HEAVY TRUCKS, DECIMAL IN COLUMN 72 FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 4-10

32 average costs and toll plaza service times, respectively, for each of 20 categories (toll classes) of toll facilities. The FSUTMS toll facilities modeling approach still makes use of CTOLL, TOLLS, and SERVT values. However, the values for each parameter are contained in the TOLLLINK file rather than the PROFILE.MAS file. Furthermore, the toll facilities model is not constrained to 20 toll classes. The toll class is generally used as a flag to indicate the presence of tolls on specific links in the network. The defining characteristics of toll class may be determined by the user (e.g., each toll link can have its own unique toll class or certain types of facilities may be grouped according to toll class values at the user s discretion). Toll costs and service times may be different for each toll plaza location in the network. Another significant benefit of the toll facilities model, beyond the capability to provide for more detailed and extensive toll facility coding, is the ability for toll plaza queuing delay to be assessed during highway assignment. This capability was not available with the UROAD approach. For the queueing model, toll plazas are divided into three segments or links per direction. Vehicles enter the first segment, the deceleration link, traveling at either the free-flow speed or congested link speed on the upstream link and decelerate at a constant rate to a stop. Vehicles arrive at the second segment, the queueing link, at a known average arrival rate per lane and tolls are collected with a specific service time. The queueing model depicts the number of vehicles in the queue and the total time necessary to traverse this segment. Vehicles in the third segment, the acceleration link, accelerate at a constant rate from a full stop up to the free-flow, or congested, link speed on the downstream link. The toll facilities model also provides for user input of location descriptions for each toll plaza site, and produces a summary table during highway assignment containing input assumptions and projected traffic volumes for each toll link. FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 4-11

33 SECTION 5 MODEL PARAMETERS AND RATES The parameter requirements for the FSUTMS HASSIGN model include the previously described tollrelated variables contained in the TOLLLINK (or PROFILE.MAS) file. In addition, HASSIGN requires a number of parameter settings for proper execution of the TRANPLAN EQUILIBRIUM HIGHWAY LOAD program. For discussion purposes, HASSIGN model parameters have been categorized under the following subsections: Toll Model Parameters Other HASSIGN Parameters TOLL MODEL PARAMETERS At present, references for the &CTOLL, &TOLLS, and &SERVT parameters must be provided in the PROFILE.MAS file whether toll modeling is being performed using the UROAD approach or the FSUTMS toll facilities model approach, or even if no toll modeling is being performed. As a default, values of zero (0) may be placed in the PROFILE.MAS file for each of the three parameters required. When using the FSUTMS toll facilities model, these parameters are set in the TOLLLINK.yya file. Another option/parameter reference required in the PROFILE.MAS file is &TOLLFM. Removal of the tilde character ( ) following &TOLLFM will invoke the toll facilities model. If the toll facilities model is not to be used then the tilde character should remain. One final related option/ parameter in PROFILE.MAS is &MULTSQ. Removal of the tide character ( ) following &MULTSQ will invoke the multiple server queue option within the toll facilities model, which assumes vehicles may make lane changes upon entering a queue. Appendix F depicts an excerpt from a PROFILE.MAS file in an area where toll modeling is not to be performed (i.e., ~ included). During the development of a new model, an initial value of CTOLL should be established in relation to validated CTOLL settings from similar areas in Florida. During model validation, the CTOLL FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 5-1

34 value may be adjusted up or down to provide for an appropriate level of diversion from (or to) the area's toll facilities. Values of toll and service time should ideally be based on actual or planned estimates of cost and delay at each toll plaza. OTHER HASSIGN PARAMETERS The TRANPLAN EQUILIBRIUM HIGHWAY LOAD program requires specification of five additional model parameters/options in the PROFILE.MAS file. The first of these is &ITER which identifies the number of equilibrium iterations for trip assignment. The value for &ITER should be set high enough for &ITER to allow the model to achieve equilibrium. Testing of different &ITER values during model validation should enable the user to determine an appropriate value; however, since future year models exhibit more congestion, and thus require more iterating, it is recommended that &ITER be set at least two iterations higher than that required to achieve equilibrium in the base year. The &DAMPING parameter, or damping factor, is used to minimize the adjustment of link travel times on an iteration-by-iteration basis. A default value of 0.50 is used in most FSUTMS models. Testing of this parameter may be accomplished during model validation. The &CONFAC parameter is used by the equilibrium program to factor hourly capacities contained in the HNET file to represent daily capacities. This enables the model to compute daily volume-tocapacity ratios, as daily trips are input to HASSIGN from the HTTAB file. Appropriate values for CONFAC may be obtained by analyzing the temporal distribution of trips from a local travel characteristics survey. Many areas use a default CONFAC value of 10, meaning that approximately 10 percent of daily trips occur during the peak hour. Variable CONFAC values may now be specified, by facility type, in the VFACTORS.yya file based on local data documenting the existence of such variations. The &UROADF, or UROAD factor, is used to adjust level-of-service E capacities to represent practical capacity. Capacities in the HNET file are usually based on LOS E, and application of a UROAD factors would allow capacity restraint to begin at LOS C (or another LOS if desired). The FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 5-2

35 UROAD factor was originally added to TRANPLAN to ensure compatibility with the earlier UTPS models, which assumed capacity restraint at 75 percent of real capacity (or LOS C ). A UROAD factor of 0.75 was previously used as a default value based on LOS calculations provided in the 1965 Highway Capacity Manual. New procedures recommended in Technical Report No. 4 on the HNET model call for application of variable UROAD factors based on the ratio between LOS C and E capacities specified in the FDOT 1995 LOS Manual. The use of variable factors for UROADF, CONFAC, BPRLOS, and BPREXP is controlled by the option/parameter &VFACTORS in the PROFILE.MAS file. Removal of the tilde character (~) following &VFACTORS will invoke use of the VARIABLE FACTOR FILE option in the EQUILIBRIUM HIGHWAY LOAD program. A recommended default VFACTORS.yya file is depicted in Table 5-1. Required entries in this file may be summarized as follows: FT - two-digit facility type code (see HNET Report for recommended codes) UROADF - UROAD factor for FT category (see Figure 5-1 for default values) CONFAC - CONFAC value for facility type category (default value of 0.10) BPRLOS - value multiplied by V/C ratio in BPR formula (default value of 0.15) BPREXP - BPR exponent in BPR formula (default value of 4.0) When the VARIABLE FACTOR FILE option is invoked, the program ignores any CONFAC or UROADF values specified in the PROFILE.MAS file. The parameter settings described in this section of the report should be set during model validation. Once a model is validated, further adjustments to these validated parameter settings should not be made. It should be noted that the REPORT HIGHWAY LOAD program also requires specification of the &VFACTORS parameter to adjust input capacities to be in scale with FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997) 5-3

36 Figure 5-1 RECOMMENDED VFACTORS FILE FT = 10, UROADF = 0.66, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 11, UROADF = 0.66, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 12, UROADF = 0.66, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 13, UROADF = 1.00, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 14, UROADF = 1.00, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 15, UROADF = 0.66, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 16, UROADF = 0.66, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 17, UROADF = 0.66, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 18, UROADF = 1.00, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 19, UROADF = 1.00, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 20, UROADF = 0.90, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 21, UROADF = 0.70, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 22, UROADF = 0.70, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 23, UROADF = 0.93, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 24, UROADF = 0.91, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 25, UROADF = 0.80, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 26, UROADF = 1.00, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 27, UROADF = 1.00, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 28, UROADF = 1.00, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 29, UROADF = 1.00, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 30, UROADF = 0.90, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 31, UROADF = 0.70, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 32, UROADF = 0.93, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 33, UROADF = 0.91, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 34, UROADF = 0.80, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 35, UROADF = 0.70, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 36, UROADF = 0.93, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 37, UROADF = 0.91, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 38, UROADF = 0.80, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 39, UROADF = 1.00, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 40, UROADF = 0.85, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 41, UROADF = 0.76, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 42, UROADF = 0.76, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 43, UROADF = 0.76, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 44, UROADF = 0.89, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 45, UROADF = 0.89, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 46, UROADF = 0.89, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 47, UROADF = 0.89, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 48, UROADF = 0.89, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997 Revised August, 1998) 5-4

37 Figure 5-1 (cont d) RECOMMENDED VFACTORS FILE FT = 49, UROADF = 1.00, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 50, UROADF = 1.00, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 51, UROADF = 1.00, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 52, UROADF = 1.00, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 53, UROADF = 1.00, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 54, UROADF = 1.00, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 55, UROADF = 1.00, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 56, UROADF = 1.00, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 57, UROADF = 1.00, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 58, UROADF = 1.00, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 59, UROADF = 1.00, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 60, UROADF = 0.90, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 61, UROADF = 0.70, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 62, UROADF = 0.93, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 63, UROADF = 0.91, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 64, UROADF = 0.80, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 65, UROADF = 0.70, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 66, UROADF = 0.93, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 67, UROADF = 0.91, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 68, UROADF = 0.80, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 69, UROADF = 1.00, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 70, UROADF = 0.66, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 71, UROADF = 0.57, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 72, UROADF = 0.85, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 73, UROADF = 0.57, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 74, UROADF = 0.85, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 75, UROADF = 0.57, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 76, UROADF = 0.85, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 77, UROADF = 0.57, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 78, UROADF = 0.85, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 79, UROADF = 0.66, CONFAC = 0.10, BPR LOS = 0.150, BPR EXP = 4.00 FT = 80, UROADF = 0.66, CONFAC = 0.10, BPR LOS = 0.300, BPR EXP = 4.00 FT = 81, UROADF = 0.66, CONFAC = 0.10, BPR LOS = 0.300, BPR EXP = 4.00 FT = 82, UROADF = 0.66, CONFAC = 0.10, BPR LOS = 0.300, BPR EXP = 4.00 FT = 83, UROADF = 0.66, CONFAC = 0.10, BPR LOS = 0.300, BPR EXP = 4.00 FT = 84, UROADF = 0.66, CONFAC = 0.10, BPR LOS = 0.300, BPR EXP = 4.00 FT = 85, UROADF = 0.66, CONFAC = 0.10, BPR LOS = 0.300, BPR EXP = 4.00 FT = 86, UROADF = 0.66, CONFAC = 0.10, BPR LOS = 0.300, BPR EXP = 4.00 FT = 87, UROADF = 0.66, CONFAC = 0.10, BPR LOS = 0.300, BPR EXP = 4.00 FSUTMS HASSIGN Model, Final Report No. 8 (October, 1997 Revised August, 1998) 5-5