2000 Hampton Roads Model USERS GUIDE

Transcription

1 2000 Hampton Roads Model USERS GUIDE Prepared for: Virginia Department of Transportation Submitted by: Michael Baker Jr., Inc. August 2004 PAGE 1

2 FILE GUIDE Introduction The file guide provides the analyst with a functional knowledge of data required to execute the model and information generated by the regional daily model. Included also in this section is a brief description of how the model operates. The file guide consists of a table that describes input files, processes and output files grouped according to the model phase and function in the four step planning processes. In the Hampton Roads model, some phases need only run once to prepare certain data in anticipation of model execution. This guide divides model execution into four phases: model prep, pre-mode choice, mode choice, and post-mode choice. Guide Organization The following list provides descriptions of the column titles used in File Guide and the common file abbreviations used throughout the Hampton Roads model. It should be noted that the File Guide Table does not list temporary and\or mid-process files. File Guide Definitions Directory Folder - file directory folder location IN ID - reference to the Hampton Roads Model flow chart Input ID code Input - Input Filename o filenames in BOLD contain data that is basic input or foundation data o filename format is HRyrxxxx.file extension where: HR = Hampton Roads, yr = analysis year scenario, xxxx = abbreviated file name description and abbreviations for common file extensions are: DAT = data file, NET = network file, S = script file, CTL = control file, TXT = text, DBF = database file LST = report file Description - brief file description Format - file data type: {ASCI, dbf,}, [TP+ file designation] Script - process code either TP+ or other executable Output - processed filename Out ID - Reference to the Hampton Roads Model Flow Chart Processed Output ID code Report - Processor run report PAGE 2

3 File Guide* Directory Folder IN ID Input Description Format Script Output Model Prep ExtOD Frat.S HR0019.OD FR1 ExtOD HR9019.OD Origin Destination Survey {ASCI} Frat.lst Report PRESKIM Stratify.Exe STRAT08.DAT PRESKIM Stratn8r.Exe HR0008.DAT ST1 PRESKIM LAND2000.TXT 1 Land Use, Socio-Economic\ Demographics {ASCI} PRESKIM STRATNEW.CTL Stratify Support File PRESKIM STRAT08.DAT Pre-processed file {ASCI} PRESKIM STRATN8R.CTL Stratify Support File Trip Generation Distribution PRESKIM PRESKIM.S HR0012.DAT P1 PRESKIM TGFA2200.DAT Trip Generation, Zonal Data {ASCI} CC00TRP.DAT P2 PRESKIM ST1 HR0008.DAT Cross Classification, TAZ {ASCI} HBW00TRP.DAT P3 NETBLD PENALTY.DAT 2 Highway Turning Penalty {ASCI} HBO00TRP.DAT P4 NETBLD ATYPE0806.DBF 3 Area Type Data, LU Density {DBF} NHB00TRP.DAT P5 PRESKIM FFACITR47.DAT Friction Factors {Matrix} Preskim.lst Report PRESKIM SUBHWY.S HR0021.HWY SU1 PRESKIM P1 HR0012.DAT Trip table, by purpose [Matrix] Subhwy.lst Report ExtOD FR1 HR0019.OD Origin-Destination File {ASCI} NETBLD HR0020.NET 4 Base Highway Network [Network] NETBLD PENALTY.DAT Highway Turning Penalty {ASCI} Network Skim Highway HSKIM HROOHSKM.S HR00CONG.DA HS1 PRESKIM SU1 HR0021.HWY Pre-loaded Network [Network] HR00CONG.HOV HS2 NETBLD PENALTY.DAT Highway Turning Penalty {ASCI} HR00UCON.DA HS3 HR00UCON.HOV Hr00hskm.lst OUT ID HS4 Report PAGE 3

4 File Guide* Directory Folder IN ID Input Description Format Script Output Network Skim - Transit TSKIM HR00BSKM.S HR0022_PK.DAT BS1 TSKIM AE00BUS.LIN Bus line File {ASCII} HR0022_OPK.DAT BS2 TSKIM AE00EXP.LIN Express Bus line File {ASCII} WBUS00PK_SUPP.DAT BS5 TSKIM AE00PRM.LIN Premium line File {ASCII} WBUS00OP_SUPP.DAT BS6 TSKIM FARE_TPP.LIN, Transit Fare File {ASCII} WPRM00PK_SUPP.DAT BS21 TSKIM HR00PNR.LIN Park-N-Ride File {ASCII} WPRM00OP_SUPP.DAT BS22 TSKIM HR00WALK.LIN Walk Access file {ASCII} WBUS00PK.MC BS 43 ExtOD FR1 HR0019.OD Origin-Destination File {ASCII} DBUS00PK.MC BS 45 PRESKIM P3 HBW00TRP.DAT Home Based Work Productions & Attractions [Matrix] WBUS00OP.MC BS 44 PRESKIM P4 HBO00TRP.DAT Home Based Other Productions & Attractions [Matrix] DBUS00OP.MC BS 46 PRESKIM P5 NHB00TRP.DAT Non- Home Based Productions & Attractions [Matrix] WPRM00PK.MC BS 53 PRESKIM SU1 HR0021.HWY Pre-loaded Network [Network] DPRM00PK.MC BS 55 Mode Choice-Home Based Work OUT ID WPRM00OP.MC BS 54 DPRM00OP.MC BS 56 Hr00Bskm.lst ModeChoice HR00MCH.S HBW00OUT.DAT MC1 ModeChoice HBW.CTL Home Base Work Step-Up {ASCII} HRMP.EXE HBW.RPT Report ModeChoice CHBW.DAT Complex Home Base Work, Coefficient File [Matrix] ModeChoice HR00ZONE.DAT Zonal File Info {ASCII} PRESKIM P3 HBW00TRP.DAT Home Based Work Productions & Attractions [Matrix] HSKIM HS1 HR00CONG.DA Congested Drive Alone Impendence File [Matrix] HSKIM HS2 HR00CONG.HOV Congested High Occ. Veh. Impendence File [Matrix] TSKIM BS 43 WBUS00PK.MC Walk paths -Bus\Trolley Peak Period, File [Matrix] TSKIM BS 45 DBUS00PK.MC Drive paths -Bus\Trolley Peak Period, File [Matrix] TSKIM BS 53 WPRM00PK.MC Walk paths -Premium Peak Period, File [Matrix] TSKIM BS 55 DPRM00PK.MC Drive paths -Premium Peak Period, File [Matrix] Report PAGE 4

5 File Guide* Directory Folder IN ID Input Description Format Script Output OUT ID Mode Choice- Home Based Other ModeChoice HR00MCH.S HBO00OUT.DAT MC2 ModeChoice HBO.CTL Home Base Other Step-Up {ASCII} HRMP.EXE HBO.RPT Report ModeChoice CHBO.DAT Complex Home Base Other, Coefficient File [Matrix] ModeChoice HR00ZONE.DAT Zonal File Info {ASCII} PRESKIM P4 HBO00TRP.DAT Home Based Other Productions & Attractions [Matrix] HSKIM HS3 HR00UCON.DA Congested Drive Alone Impendence File [Matrix] HSKIM HS4 HR00UCON.HOV Congested High Occ. Veh. Impendence File [Matrix] TSKIM BS 44 WBUS00OP.MC Walk paths - Bus\Trolley Off Peak Period, File [Matrix] TSKIM BS 46 DBUS00OP.MC Drive paths - Bus\Trolley Off Peak Period, File [Matrix] TSKIM BS 54 WPRM00OP.MC Walk paths - Premium Off Peak Period, File [Matrix] TSKIM BS 56 DPRM00OP.MC Drive paths - Premium Off Peak Period, File [Matrix] Mode Choice-Non Home Based ModeChoice HR00MCH.S NHB00OUT.DAT MC3 ModeChoice NHB.CTL Non Home Base Step-Up {ASCII} HRMP.EXE NHB.RPT Report ModeChoice CNHB.DAT Non Home Base, Coefficient File [Matrix] ModeChoice HR00ZONE.DAT Zonal File Info [Matrix] PRESKIM P5 NHB00TRP.DAT Non Home Based Productions & Attractions [Matrix] HSKIM HS3 HR00UCON.DA UnCongested Drive Alone Impendence File [Matrix] HSKIM HS4 HR00UCON.HOV UnCongested High Occ. Veh. Impendence File [Matrix] TSKIM BS 54 WPRM00OP.MC Walk paths -Premium Off Peak Period, File [Matrix] TSKIM BS 56 DPRM00OP.MC Drive paths -Premium Off Peak Period, File [Matrix] Trip Assignment Highway HASSIGN HR00_2.S HR0021.DAT Loaded- ExtOD FR1 HR0019.OD Origin-Destination File [Matrix] Network PRESKIM P2 CC00TRP.DAT Complex Commute, Trip Table HR00_2.LST Report ModeChoice MC1 HBW00OUT.DAT Home Based Work, Trip Table [Matrix] HR0021_Final Network ModeChoice MC2 HBO00OUT.DAT Home Based Other, Trip Table [Matrix] _Vol_0609.dbf Summary ModeChoice MC3 NHB00OUT.DAT Non Home Based, Trip Table [Matrix] NETBLD HR0020.NET Base Highway Network [Network] PRESKIM PENALTY.DAT Hwy Turning Penalty {ASCII} PAGE 5

6 File Guide* Directory Folder IN ID Input Description Format Script Output OUT ID Trip Assignment-Transit TSKIM TASGN.S Bus\Trolley Peak TSKIM AE00BUS.LIN Bus line File {ASCII} HR00WLPK.TEM WALK TSKIM AE00EXP.LIN Express Bus line File {ASCII} NODE WLPK.DBF WALK TSKIM AE00PRM.LIN Premium line File {ASCIi} LINK WLPK.DBF WALK TSKIM FARE_TPP.LIN, Transit Fare File {ASCII} LINK WLOP.TXT WALK TSKIM HR00PNR.LIN Park-N-Ride File {ASCII} Bus\Trolley Off Peak TSKIM HR00WALK.LIN Walk Access file {ASCII} HR00WLOP.TEM WALK TSKIM BS1 HR0022_PK.DAT Transit Time Variable, Peak period [Network] NODE WLOP.DBF WALK TSKIM BS2 HR0022_OPK.DAT Transit Time Variable, Off - Peak period [Matrix] LINK WLOP.DBF WALK ModeChoice MC1 HBW00OUT.DAT Home Based Work, Trip Table [Matrix] LINK WLOP.TXT WALK ModeChoice MC2 HBO00OUT.DAT Home Based Other, Trip Table [Matrix] Premium Peak ModeChoice MC3 NHB00OUT.DAT Non Home Based, Trip Table [Network] HR00WPPK.TEM WALK TSKIM BS5 WBUS00PK_SUPP.DAT Drive paths -Bus\Trolley Peak, Support [Matrix] NODE WPPK.DBF WALK TSKIM BS6 WBUS00OP_SUPP.DAT Drive paths -Bus\Trolley Off Peak Support [Matrix] LINK WPPK.DBF WALK TSKIM BS21 WPRM00PK_SUPP.DAT Walk paths -Premium Peak, Support [Matrix] LINK WPPK.TXT WALK TSKIM BS22 WPRM00OP_SUPP.DAT Walk paths -Premium Off Peak Support [Matrix] Premium Off Peak HR00WPOP.TEM NODE WPOP.DBF LINK WPOP.DBF LINK WPOP.TXT Bus\Trolley HR00DLPK.TEM NODE DLPK.DBF LINK DLPK.DBF LINK DLOP.TXT Bus\Trolley HR00DLOP.TEM NODE DLOP.DBF LINK DLOP.DBF LINK DLOP.TXT WALK WALK WALK WALK Peak DRIVE DRIVE DRIVE DRIVE Off Peak DRIVE DRIVE DRIVE DRIVE PAGE 6

7 File Guide* Directory Folder IN ID Input Description Format Script Output OUT ID Trip Assignment-Transit (continued) Premium \Peak HR00DPPK.TEM NODE DPPK.DBF LINK DPPK.DBF LINK DPPK.TXT Premium\Off-Peak HR00DPOP.TEM NODE DPOP.DBF LINK DPOP.DBF LINK DPOP.TXT *Table includes only input and output files of major interim processes. It does not include temporary files, as they do not need to be edited or accessed Peak DRIVE DRIVE DRIVE DRIVE Off Peak DRIVE DRIVE DRIVE DRIVE Before Running the Model 1 Land Use Data for Traffic Analysis Zones, need to update if LU changes 2 Highway Turning Penalty file, need to update if any changes to turn prohibitions or restricted access links 3 Area Type LU density, links need to updated in Base Highway network if Land Use data changes 4 Base Highway Network, need to update if any changes to the base highway network Brief Description of Model Operation Model Prep The Model Prep phase processes foundation data into TP+ formats and creates base input files for the other phases. Generally, the Model Prep phase runs to set base and horizon year conditions, with no need to re-run this phase if the foundation data remains the same. The following is a short description of special scripts\ programs and their function or role in the Hampton Roads Model process: o FRAT.S = Factors up the 1990 Origin-Destination Survey results to model analysis year via FRATAR TP+ methodology. However, when preparing future year external station data, users should Fratar the 2000 model s origin-destination data. o STRATIFY.EXE = Runs cross-classification trip generation model in order to stratify land use data by auto ownership and household size. Inputs for STRATIFY: Households : 17-21, Population : 7-11, Autos : 12-16, Process Record Type: 1 o STRATN8R.EXE = Sorts the results from STRATIFY.EXE and formats them to TP+ formatting. PAGE 7

8 Pre-Mode Choice After the foundation data has been prepped, this phase of the model estimates person travel demand patterns and daily congested highway travel times by generating, distributing, and assigning vehicle trips to the highway network. The congested highway travel times will serve as input to the subsequently applied home-based work mode choice model. This phase of the model also estimates transit travel times. PRESKIM.S The PRESKIM.S script combines three (3) steps: highway skim, trip generation and trip distribution. (1) Running before Mode Choice, highway skimming prepares impedance files for trip distribution. In the HWYLOAD TP+ operation prepares travel time and distance skim files for the off-peak and peakperiods. These skims represent a path set that minimizes free flow time for off-peak and minimizes "congested" travel time for peak. Congested travel times are based on a lookup speed table. (2) Using TRIPGEN TP+ operation, the output from the stratify process is converted into productions and attractions by purpose. This is done using the cross-classification trip generation method that stratifies land use zonal data by auto ownership, population, and household size. (3) Using TRIPDIST TP+ operation, the total internal person trips are distributed among the various TAZs. The MATRIX TP+ operation then summarizes the person trips by eight (8) trip purposes* including: Model Purpose Abbreviation Traditional Description Simple Commute (0 and 1 Vehicle) (Prod=CC, Attr=R) Complex Commute Home-Based Work (0 and 1 vehicle) (Prod=CC, Attr=R) SC-HBW CC-HBW Home Based Work Traditional home-based-work (HBW) purpose. Typically included in the traditional HBW purpose. This trip is one direction of the trip to work that does not have an intermediate stop while the other direction does contain stops. Complex Commute Home-Based Other (Prod=CC, Attr=R) Non-Commute Home-Based Other (Prod=CC, Attr=R) CC-HBO NC-HBO Home Based Other Traditionally a home-based other (HBO) trip, this is one leg of the trip chain to work that is produced at the home end. Traditional home-based other purpose. Complex Commute Non-Home-Based (Prod=R, Attr=R) Non-Commute Non-Home-Based (Prod=R, Attr=R) CC-NHB NC-NHB Non-Home Based Traditionally a non-home-based (NHB) trip, this is a second leg of the trip chain to work that ends at the work place. Traditional non-home-based purpose.! " # $ $ % SUBHWY.S Based on results from the PRESKIM.S section, the MATRIX TP+ operation converts person trips to vehicle trips. The MATRIX TP+ operation transposes and balances these trips along with the Origin-Destination file from FRAT.S. The HWYLOAD TP+ operation, then pre-assigns these trips onto the highway PAGE 8

9 network to create a pre-loaded highway network. This pre-assigned highway network contains congested highway travel times. These congested travel times are subsequently used to determine trip time and distance on a path set that minimizes congested travel time. These time and distance skims are used to refelect peak period conditions in the home-based work mode choice model. Vehicle occupancy for single occupant vehicles and high occupant vehicles defines the number of vehicle trips made, such that: SOV vehicle trips = SOV person trips HOV vehicle trips = (HOV person trips) /(HOV auto occupancy) HR00HSKM.S In the highway skim script HR00HSKM.S, impedance files are generated for use in mode choice. Paths are skimmed for congested and un-congested trip time and distances based on a path set that minimizes travel time. These skims are based on trip type and auto occupancy. Using HWYLOAD TP+ operation, and the preloaded highway network, congested skims for Home Based Work trips are made for both single and high occupant vehicles. Whereas un-congested skims, using HWYLOAD TP+ operation are made for all non-work related trips for both single and high occupant vehicles. HR00BSKM.S The transit skim script, HR00BSKM.S separates the available transit into two options that include Bus\Trolley and Premium modes. Premium mode includes the ferry but also has the mechanics for Light Rail Transit when it becomes available in the future. Using HWYNET TP+ operation and the preloaded highway network, travel paths are built for both off-peak and peak travel times. For both the Bus\Trolley and Premium modes, using TRNBUILD and two MATRIX TP+ operations, the paths are generated for off-peak and peak periods for the options: walk to transit and drive to transit. These paths are converted to travel minutes to be used in Mode Choice, which uses three MATRIX TP+ operations. It should be noted that wait time is equal to 1/2 the headway in the year 2000 Hampton Roads Model (TP+). The wait times are computed such that for up to 10 minutes headway, the wait time = 1/2 the headway and for more than 40 minutes headway, wait time = 1/4 the headway. Based on these two end points between 5 and 10 min headways and 10 to 40 min headways, a linear interpolation of wait time is calculated. Mode Choice This phase of the model estimates demand by travel mode and vehicle occupancy based on the time and costs incurred by the competing modes. HR00MCH.S Taking the output files from previous scripts, the mode choice script HR00MCH.S processes these files to create person trip tables aggregated by trip type. The mode choice script runs HRMP.EXE, an executable file for all three mode choice models: Home Base Work (HBW), Home Based Other (HBO), and Non-Home Based (NHB). However, only one model can be run at a time (i.e., they cannot be run together). The model to be run is specified in the second line of the Control File named HRMP.CTL. The names and paths for all input files to the Mode Choice Program are specified in this control file. Post-Mode Choice This phase of the model assigns vehicle trips to the highway network and transit trips to the transit network. The Hampton Roads Regional Travel Model uses the equilibrium method to assign vehicle trips to the highway transportation network. This method is a particular type of an assignment algorithm called iterative capacity restraint. This algorithm iteratively assigns vehicle trips to the highway network based on a minimum cost 1 path set. After the first 1 The Hampton Roads Regional Travel Model defines a generalized travel cost between zones that is a function of distance, time, and toll. The generalized cost reflects trade-offs between distance, travel time, and toll charges that travelers make when choosing paths on the highway network. The specific generalized cost formulation varies by functional class and was derived through several trials with a focus on minimizing the difference between estimated and observed demand for any link in the highway network. PAGE 9

10 iteration, the algorithm updates network costs 2 as a function of assigned vehicle volume and network capacity, determines a new minimum cost path set, and then assigns vehicle trips again. This process is repeated for several iterations. The equilibrium method determines a weighting factor for each iteration, and then applying that factor to the current iteration volumes and a complementary factor to the previously weighted volumes to obtain new weighted volumes. This method of assignment will eventually yield a state of equilibrium if the network and associated vehicle demand distribution is "well behaved". That state is reached when further adjustments in the link costs used for routing, will not produce significant differences in the system as a whole. In theory, equilibrium is reached when there is no ability for individual I-J path costs to improve, without causing an increase in costs to other paths in the network. The basic measure of equilibrium is total system user cost. The supply model schematically represents all HOV lanes as separate roadways (links) in the highway network even though these lanes may be part of the same physical roadway (as in the case of concurrent flow lanes). The attributes associated with HOV links, such as distance, operation, speed, capacity, and demand volume, all pertain to the HOV lane portion of the roadway facility only. Therefore, the total directional daily volume on the physical roadway section is the sum of the volume on the generalpurpose link plus the volume on the HOV link. Capacity of a HOV lane is a function of type (concurrent or barrier separated) and duration of operation. The supply model divides peak hour lane roadway capacity by a fraction or peak hour factor that converts the peak hour capacity to an effective daily capacity. The fraction also accounts for the time a roadway segment is open to a specific market (HOV or general purpose use). The HOV demand market eligibility requirement is defined as home-based work (simple-commute) auto-persons who carpool. This eligibility requirement is a way to avoid what some practitioners in the Dallas-Fort Worth Area have called the HOV-lane over-assignment problem not because the HOV lane is being assigned too many work related carpool trips, but rather the HOV lane gets assigned too many nonwork-related carpool trips. Even though nonwork travelers can save time using the HOV lanes, nonwork travel is often low during AM operational periods and non work travelers may not be familiar with entry and exit points of the HOV lanes. Traffic volumes assigned to the modeled HOV lanes are HOV-eligible vehicles that chose the HOV lanes during HOV operation hours. Traffic volumes assigned to the modeled general-purpose lanes are composed of: 1. SOV and HOV-eligible vehicles that chose the general-purpose lanes during HOV operation hours; 2. SOV and HOV-eligible vehicles traveling at hours when HOV is not operational (cannot know if they are physically in the HOV lane) HR00_2.S Using the Origin-Destination tables from FRAT.S and the person trip tables from HR00MCH.S, the highway assignment script HR00_2.S, assigns vehicle trips to create a final loaded highway network. Person trips are converted to SOV and HOV trips, using MATRIX TP+ operation. These trip tables are balanced using MATRIX TP+ operation. The balanced trip table is assigned using HWYLOAD TP+ operation to the highway network. Using HWYNET TP+ operation, a loaded congested highway network is generated. TASGN.S Using the trip tables from HR00MCH.S and the transit skim files, the transit assignment script assigns trips to the transit network. First, a MATRIX TP+ operation is executed to create a transit trip table. Then using multiple TRNBUILD and MATRIX TP+ operations, transit trips are assigned for both the Bus\Trolley and Premium modes. In both modes, the access paths are for the off-peak as well as the peak periods for the options: walk to transit and drive to transit. 2 For purposes of calculating the generalized cost, the value of time (VOT) is assumed to be $16.64/hour. This VOT was derived based on information contained in the 1997 US Department of Transportation publication, The Value of Saving Travel Time: Departmental Guidance for Conducting Economic Evaluations. This is a generalized VOT based on a mix of all travel purposes. PAGE 10

11 FILE DIRECTORY -SYMBOL KEY DIRECTORY FOLDER 2000 HAMPTON ROADS MODEL FLOWCHART OVERVIEW & SYMBOL KEY INPUT DATA FILES TP + SCRIPT SUB-GROUP I. TRIP GENERATION SCRIPT NAME xxxx.s SCRIPT REPORT FR # = FRATAR PROCESSED OUTPUT II. TRANSIT SKIMS PRESKIM PRESKIM.S SUBHWY.S II. HIGHWAY SKIMS INPUT DATA FILES PROCESSED INPUT DATA ST# P# = STRATIFY PROCESSED OUTPUT = PRESKIM PROCESSED OUTPUT TSKIM HR00BSKM.S III. MODE CHOICE HSKIM HR00HSKM.S CONTROL FILE SPECIAL PROGRAM TP + PROCESS MODEL OUTPUT SU# HS# BS# MC# TA# =S UBHWY PROCESSED OUTPUT = HWY SKIM PROCESSED OUTPUT = TRANSIT SKIM PROCESSED OUTPUT = MODE CHOICE PROCESSED OUTPUT = TRANSIT SKIM PROCESSED OUTPUT TASSIGN TASGN.S IV. TRIP ASSIGNMENT - TRANSIT MODE CHOICE HR00MCH.S HASSIGN HR00_2.S IV. TRIP ASSIGNMENT- HIGHWAY PAGE 11

12 EXTOD 2000 HAMPTON ROADS MODEL FILE DIRECTORY STRUCTURE PRESKIM HR9019.OD LAND2000.TXT TGFA2200.DAT FRAT.S NETBLD FFACITR47.DAT ATYPE0806.DBF STRATIFY PRESKIM.S HR0020.NET SUBHWY.S PENALTY BSKIM AE00BUS.LIN MODE CHOICE HBW.CTL HBO.CTL CNHB.DAT HSKIM HR00PNR.LIN HR00HSKM.S HR00WALK.LIN CHBW.DAT CHBO.DAT NHB.CTL FARE_TPP.LIN HR00MCH.S AE00PRM.LIN AE00EXP.LIN HR00ZONE.DAT HASSIGN WALK_ZONE.DAT HR00BSKM.S TASSIGN HR00_2.S TASGN.S PAGE 12

13 FRAT.S FRAT.LST HR9019.OD FRATAR HR0019.OD FR1 PAGE 13

14 STRATIFICATION BATCH PROGRAM LAND2000.TXT STRATIFY.EXE STRAT08.DAT STRATN8R.EXE HR0008.DAT STATNEW.CTL STRATN8R.CTL ST1 PAGE 14

15 ATYPE0806.DBF PRESKIM.S ST1 HR0020.NET HWYLOAD HR0011PK.DAT PRESKIM.LST HR0008.DAT PENALTY.DAT TRIPGEN ATYPE0806.DBF TRIPDIST HR0010.DAT HR0020.NET HWYLOAD HR00110P.DAT PENALTY.DAT HR0012.DAT P1 Separates Trips by Purpose MATRIX CC00TRP.DAT HBW00TRP.DAT HBO00TRP.DAT NHB00TRP.DAT P2 P3 P4 P5 PAGE 15

16 Converts person trips to vehicle trips P1 SUBHWY.S SUBHWY.LST MATRIX HR0012.DAT HR0013.HWY FR1 HR0020.NET HR0019.OD MATRIX HR0014.HWY HWYLOAD HR0021.HWY Balance and Total trip table PENALTY.DAT SU1 PAGE 16

17 Generate Congested SOV Hwy. Skims For HBW Trips HR00HSKM.S HR0021.HWY HWYLOAD HR00CONG.DA HS1 HR00HSKM.LST PENALTY.DAT Generate Congested HOV Hwy. Skims For HBW Trips HR0021.HWY HWYLOAD HR00CONG.HOV HS2 SU1 PENALTY.DAT Generate Uncongested SOV Hwy. Skims For Non-work Trips HR0021.HWY HWYLOAD HR00UCON.DA HS3 PENALTY.DAT Generate Uncongested HOV Hwy. Skims For Non-work Trips HR0021.HWY HWYLOAD HR00UCON.HOV HS4 PENALTY.DAT PAGE 17

18 HR00BSKIM.S (1) - (2) Create Transit Time Variable (1 ) HR0021.HWY HWYNET HR0022_PK.DAT BS1 SU1 ( 2 ) HR0021.HWY HWYNET HR0022_OPK.DAT BS2 PAGE 18

19 (3) GENERATE OFF-PEAK WALK PATHS FOR BUS/TROLLEY BS2 (4) GENERATE OFF - PEAK DRIVE PATHS FOR BUS/TROLLEY BS2 HR0022_OPK.DAT FARE_TPP.LIN BS6 HR0022_OPK.DAT FARE_TPP.LIN HR00WALK.LIN TRNBUILD WBUS00OP_SUPP.DAT TRNBUILD AE00BUS.LIN AE00BUS.LIN AE00EXP.LIN WBUS00OP_SUPP.DAT WBUS00OP_NODE.DBF WBUS00OP_LINK.DBF DBUS00OP_LINK.DBF DBUS00OP_NODE.DBF HR00PNR.LIN WBUS00OP.TEM BS6 BS8 BS10 BS18 BS16 DBUS00OP.TEM MATRIX MATRIX WBUS00OP.TEM1 DBUS00OP.TEM1 MATRIX MATRIX WBUS00OP.SK0 DBUS00OP.SK0 BS4 BS12 PAGE 19

20 (5) GENERATE PEAK WALK PATHS FOR BUS/TROLLEY BS1 (6) GENERATE PEAK DRIVE PATHS FOR BUS/TROLLEY BS1 HR0022_PK.DAT FARE_TPP.LIN BS5 HR0022_PK.DAT FARE_TPP.LIN HR00WALK.LIN TRNBUILD WBUS00PK_SUPP.DAT TRNBUILD AE00BUS.LIN AE00BUS.LIN AE00EXP.LIN WBUS00PK_SUPP.DAT WBUS00PK_NODE.DBF WBUS00PK_LINK.DBF DBUS00PK_LINK.DBF DBUS00PK_NODE.DBF HR00PNR.LIN WBUS00PK.TEM BS5 BS7 BS9 BS17 BS15 DBUS00PK.TEM MATRIX MATRIX WBUS00PK.TEM1 DBUS00PK.TEM1 MATRIX MATRIX WBUS00PK.SK0 DBUS00PK.SK0 BS3 BS11 PAGE 20

21 (7) GENERATE OFF-PEAK WALK PATHS FOR PREMIUM MODE BS2 (8) GENERATE OFF-PEAK DRIVE PATHS FOR PREMIUM MODE BS52 HR0022_OPK.DAT BS22 HR0022_OPK.DAT FARE_TPP.LIN FARE_TPP.LIN HR00WALK.LIN TRNBUILD AE00BUS.LIN WPRM00OP_SUPP.DAT TRNBUILD AE00BUS.LIN AE00PRM.LIN AE00EXP.LIN WPRM00OP_SUPP.DAT WPRM00OP_NODE.DBF WPRM00OP_LINK.DBF DPRM000OP_LINK.DBF DPRM00OP_NODE.DBF AE00PRM.LIN HR00PNR.LIN BS22 BS24 WPRM00OP.TEM BS26 BS34 BS32 DPRM00OP.TEM MATRIX MATRIX WPRM00OP.TEM1 DPRM00OP.TEM1 MATRIX MATRIX WPRM00OP.SK0 DPRM00OP.SK0 BS20 BS28 PAGE 21

22 (9) GENERATE PEAK WALK PATHS FOR PREMIUM MODE BS1 (10) GENERATE PEAK DRIVE PATHS FOR PREMIUM MODE BS1 HR0022_PK.DAT BS21 HR0022_PK.DAT FARE_TPP.LIN FARE_TPP.LIN HR00WALK.LIN TRNBUILD AE00BUS.LIN WPRM00PK_SUPP.DAT TRNBUILD AE00BUS.LIN AE00PRM.LIN AE00EXP.LIN WPRM00PK_SUPP.DAT WPRM00PK_NODE.DBF WPRM00PK_LINK.DBF DPRM000PK_LINK.DBF DPRM00PK_NODE.DBF AE00PRM.LIN HR00PNR.LIN BS21 BS23 WPRM00PK.TEM BS25 BS33 BS31 DPRM00PK.TEM MATRIX MATRIX WPRM00PK.TEM1 DPRM00PK.TEM1 MATRIX MATRIX WPRM00PK.SK0 DPRM00PK.SK0 BS19 BS27 PAGE 22

23 (11) CONVERT TIME TO MINUTES FOR MODE-CHOICE BS3 BS11 BS4 BS12 WBUS00PK.SKO DBUS00PK.SKO WBUS00OP.SKO DBUS00OP.SKO MATRIX WBUS00PK.MC DBUS00PK.MC WBUS00OP.MC DBUS00OP.MC BS43 BS45 BS44 BS46 BS19 BS27 BS20 BS28 WPRM00PK.SKO DPRM00PK.SKO WPRM00OP.SKO DPRM00OP.SKO MATRIX MATRIX WPRM00PK.MC DPRM00PK.MC WPRM00OP.MC DPRM00OP.MC BS53 BS55 BS54 BS56 PAGE 23

24 Mode Choice for HBW Trips Del HRMP.CTL Copy HBW.CTL to HRMP.CTL HRMP.CTL Mode Choice for HBO Trips Del HRMP.CTL Copy HBO.CTL to HRMP.CTL HRMP.CTL HR00MCH.S HBW.RPT HBO.RPT NHB.RPT BS55 DPRM00PK.MC BS56 DPRM00OP.MC BS45 DBUS00PK.MC BS46 DBUS00OP.MC Mode Choice for NHB Trips P3 HS1 HBW00TRP.DAT HR00CONG.DA HRMP. EXE P4 HS3 HBO00TRP.DAT HR00UCON.DA HRMP. EXE HRMP. EXE Del HRMP.CTL BS43 BS53 WBUS00PK.MC WPRM00PK.MC HBW00OUT.DAT MC1 BS44 BS54 WBUS00OP.MC HBW20OUT.DAT WPRM00OP.MC MM HBO00OUT.DAT MC2 P5 Copy NHB.CTL to HRMP.CTL NHB00TRP.DAT HRMP.CTL HS2 HR00CONG.HOV HS4 HR00UCON.HOV HS3 HR00UCON.DA CHBW.DAT HR00ZONE.DAT CHBO.DAT HR00ZONE.DAT BS44 WBUS00OP.MC HRMP. EXE BS54 WLRT00OP.MC NHB00OUT.DAT HS4 HR00UCON.HOV HBW20OUT.DAT CNHB.DAT MM MC3 HR00ZONE.DAT PAGE 24

25 MC1 MC2 MC3 FR1 HR00_2.S HR00_2.LST HBW00OUT.DAT HBO00OUT.DAT NBH00OUT.DAT HR0019.OD P2 MATRIX HR0013.DAT MATRIX Balance and Total trip table HR0014.DAT CC00TRP.DAT Convert Person Trips to vehicle trips HR0020.NET ASSIGN PENALTY.DAT Loaded Highway Net HR0021.TMP LOADED NETWORK DATABASE HR0021.DAT HWYNET HR0021_FINAL_VOL0609.DBF PAGE 25

26 (1) CREATE TRANSIT TRIP TABLES FROM MODE CHOICE TASGN.S MC3 MC2 NHB00OUT.DAT HBO00OUT.DAT MATRIX BUSTRIPS.DAT TA1 HBW00OUT.DAT MC1 PAGE 26

27 (2) ASSIGN OFF-PEAK WALK PATHS FOR BUS/TROLLEY BS6 (3) ASSIGN PEAK WALK PATHS FOR BUS/TROLLEY BS5 BS2 BS1 WBUS000P_SUPP.DAT WBUS00PK_SUPP.DAT HR0022_OPK.DAT HR0022_PK.DAT FARE_TPP.LIN FARE_TPP.LIN TA1 BUSTRIPS.DAT TRNBUILD TA1 BUSTRIPS.DAT TRNBUILD AE00BUS.LIN AE00BUS.LIN HR00WLOP.TEM NODEWLOP.DBF LINKWLOP.DBF HR00WLPK.TEM NODEWLPK.DBF LINKWLPK.DBF LINKWLOP.TXT LINKWLPK.TXT PAGE 27

28 (4) ASSIGN OFF-PEAK DRIVE TRIPS FOR BUS/TROLLEY (5) ASSIGN PEAK DRIVE TRIPS FOR BUS/TROLLEY BS5 BS2 BS6 BS1 WBUS00PK_SUPP.DAT WBUS00OP_SUPP.DAT HR0022_OPK.DAT HR0022_PK.DAT FARE_TPP.LIN FARE_TPP.LIN TA1 BUSTRIPS.DAT TRNBUILD TA1 BUSTRIPS.DAT TRNBUILD AE00BUS.LIN AE00BUS.LIN HR00DLOP.TEM NODEDLOP.DBF LINKDLOP.DBF HR00DLPK.TEM NODEDLPK.DBF LINKDLPK.DBF LINKDLOP.TXT LINKDLPK.TXT PAGE 28

29 (6) ASSIGN OFF-PEAK WALK PATHS FOR PREMIUM MODE (7) ASSIGN PEAK WALK PATHS FOR PREMIUM MODE BS2 BS22 BS1 BS21 HR0022_OPK.DAT WPRM00OP_SUPP.DAT HR0022_PK.DAT WPRM00PK_SUPP.DAT TA1 BUSTRIPS.DAT TRNBUILD FARE_TPP.LIN AE00BUS.LIN TA1 BUSTRIPS.DAT TRNBUILD FARE_TPP.LIN AE00BUS.LIN AE00EXP.LIN AE00EXP.LIN AE00PRM.LIN AE00PRM.LIN HR00PNR.LIN HR00PNR.LIN HR00DPOP.TEM NODEDPOP.DBF LINKDPOP.DBF HR00DPPK.TEM NODEDPPK.DBF LINKDPPK.DBF LINKDPOP.TXT LINKDPPK.TXT PAGE 29

30 (8) ASSIGN OFF-PEAK DRIVE PATHS FOR PREMIUM MODE (9) ASSIGN PEAK DRIVE PATHS FOR PREMIUM MODE BS2 BS22 BS1 BS21 HR0022_OPK.DAT WPRM00OP_SUPP.DAT HR0022_PK.DAT WPRM00PK_SUPP.DAT TA1 BUSTRIPS.DAT TRNBUILD FARE_TPP.LIN AE00BUS.LIN TA1 BUSTRIPS.DAT TRNBUILD FARE_TPP.LIN AE00BUS.LIN AE00EXP.LIN AE00EXP.LIN AE00PRM.LIN AE00PRM.LIN HR00PNR.LIN HR00PNR.LIN HR00DPOP.TEM NODEDPOP.DBF LINKDPOP.DBF HR00DPPK.TEM NODEDPPK.DBF LINKDPPK.DBF LINKDPOP.TXT LINKDPPK.TXT PAGE 30

31 LOADED HIGHWAY NETWORK DICTIONARY Variable Reason for Inclusion Definition Values Defines endpoint of link; connection to node A TP + Required Variable database Node Number (integer) B " Defines endpoint of link; connection to node database Node Number (integer) DISTANCE " Link distance, Cartesian, in hundredths Link Distance in Miles SPDCLASS " Speed Class,1st digit =facility type, 2 nd digit =area type LANES " Number of Travel Lanes (directional) 1-9 JURR Jurisdiction numbers Based on FIPS codes FUNC HPMS Functional Classification THID Thoroughfare segment ID HOV Type of High Occupancy Facility 0 = General use facility 1 = Operational Concurrent- flow HOV2 facility (diamond lane) 2 = Operational Reversible-flow HOV2 facility (barrier separated) 3-4 = Planned (future) HOV facility REVERSE Roadway Direction 1 = one-way 3 = two-way STNAME Street name CNT00 Validation purposes Observed Volumes between 1999 and 2001, See Additional Resources SCRNLIN00 Validation purposes Screenlines Identifier TIME_PEN Time penalty for bridges in minutes HOV_OP HOV-Operational period for HOV Facilities. 24hr Counts for Hampton Roads Thoroughfares , HRPDC, April = open 2 hours during peak flow period (AM or PM) 2 = open 2 hours during each peak period (AM and PM) SOV_OP SOV_Operational period indicates availability of 0 = facility open for entire weekday HOV lanes for general purpose use during certain time period. TOLL Toll value in dollars. (Coleman Bridge, Chesapeake Exprwy and Jordan Bridge) 1 = facility associated 2 hour peak flow period (AM or PM) HOV restrictions 2 = facility associated with 4 hour combined peak period HOV restrictions 3 = general use facilities with 2 reversible-flow HOV 2 lanes (barrier separated) Year 2000 U.S. Dollars PAGE 31

32 LOADED HIGHWAY NETWORK DICTIONARY Variable Reason for Inclusion Definition Values V_1 Model Estimates Final assignment directional volume TIME_1 " Final assignment directional time in minutes VC_1 " Final assignment directional V/C = (V_1*0.12)/Link Capacity V1_1 " Final assignment directional, SOV V2_1 " Final assignment directional, HOV VT_1 " Final assignment total two-way volumes V1T_1 " Final assignment total, SOV V2T_1 " Final assignment total, HOV VMT " Final assignment total vehicle miles traveled Final assignment total vehicle hours traveled, Free V_1 * Distance / Speedfor (lanes,spdclass) VHTFF " Flow speed Final assignment total vehicle hours traveled, V_1 * Time_1 / 60.0 VHTCS " Congested speed FACTYP00 Used in Speed Qualitative description of roadway facility type, 0 = Centroid Classification look up 1 = Interstate/Freeway table 2 = HOV 3 = Principal Arterial 4 = Minor Arterial 5 = Collector AREATYPE00 Used in Speed Qualitative description of development density, "1" - CBD Classification look up "3" - CBD Fringe table "5" - Urban "7" - Suburban "9" - Rural OBS_VOL Validation purposes Observed volumes at screenline locations If Reverse=3, OBS_VOL=CNT00*0.5, If Reverse=1, OBS_VOL=CNT00 SIM_OBS Ratio between Model Estimates & Observed = V_1 / OBS_VOL _RATIO " Volumes CSPD Congested Speed on Link ( 60.0 * Distance) / (Time_1) PAGE 32

33 MODEL OPERATION PROCEDURES Introduction The intention of this section of the guide is to give the reader a general problem solving road map when dealing with typical scenarios. While not totally comprehensive, the guide will list the interrelated inputs and process that would typically be affected by alterations to model s input variables. Land Use Change Changes in land use refer to any alteration to the model variables of population, households, employment, and\or the variable s relationship to their assigned traffic analysis zone. A common example is updating land use data for future year analysis. Land use data would have to be updated if the model area coverage was enlarged. Modeling a focused sub area of a larger model would require the study area zonal detail to be refined, again affecting land use data. Affected Steps Trip generation, Trip Distribution, Mode Choice, Trip Assignment Trip generation will change whenever there are alterations to land use data inputs. Land use changes are first reflected during the STRATIFY process that runs before preskim.s. Since preskim.s is a composite of three steps: highway skims, trip generation, and trip distribution, the entire model process needs to be executed to update the model. Affected Modules In order to update the model for the change, the following list of model scripts need to be executed: Stratify.exe Subhwy.s Strain8r.exe Hr00hskim.s Preskim.s Hr00bskim.s Hr00mch.s Hr00_2.s Tasgn.s Affected Input files Alterations to land use data must be reflected in the following input files before executing the model: Land2000.txt = contains the land use data by zone for population, households, vehicles and employment. Atype0806.dbf = refers to land use density and is coded to each link within a TAZ. Hr00Zone.dat = zonal data information. The file should be referenced for where and when each of these input files are utilized during the demand model process. Area Type refers to a landuse classification code indicating the intensity of the activity level (based on population and employment) of a TAZ. Area Type is critical, as it is used to select the coefficients in the trip generation analysis, set the terminal and intrazonal travel times for distribution of models, define the diversion curves that are to be used in the mode choice analysis, and set the link parameters of the highway traffic assignment. In addition, the area type code forms a useful system for summarizing data. The 5 Area Types are defined in the following table. PAGE 33

34 Code Area Type TAZ Density (population + employment)/ land in acres 1 Central Business District (CBD) CBD Fringe Urban Suburban Rural 0-4 To update the network link system, use GIS software to spatially assign the TAZ number to each link. Import these links back into VIPER. In a simple spreadsheet, calculate the density for the new landuse scenario for each TAZ, such that: 1. Density = (pop + C*empl)/ TAZ area. 2. Area Type = 1, if density > 200 = 2, if density = = 3, if density = = 4, if density = 4-25 = 5, if density = 0-4 Once the calculations are made, summarize the TAZs by Area Type. In VIPER, update the Area Type link attribute by defining a link calculation according to the previous summary, i.e. AREA TYPE = 1 for TAZ = x, y, z. AREA TYPE = 2 for TAZ = a, b, c, and so forth. For further explanation of Area Type and its uses, refer to chapter 2 of the Hampton Roads Crossing Study Traffic Model Methodology Report, prepared for VDOT, May Major facility Highway Network change Changes to the model network that include any facility that could result in regional shifts in travel patterns fall into this classification. For example, a future freeway crossing over a body of water that creates access between two regions would result in a significant shift in regional travel patterns for both regions. Affected Steps Trip Distribution, Mode Choice, Trip Assignment The new network paths will redistribute previous travel patterns. Due to the network alterations, trip distribution affects preskim.s first and will result in the entire model to be run. Due to preskim.s being a composite of three steps, highway skims, trip generation, and trip distribution. The highway skim step prepares impedance files for trip distribution. With the next process skimming off-peak and peak time and distances paths. PAGE 34

35 Affected Modules In order to update the model for the change, the following list of model scripts need to be executed: Preskim.s Hr00BSKIM.S Subhwy.s Hr00mch.s Hr00hskim.s Hr00_2.s Tasgn.s Affected Input files Alterations to the network must be reflected in the following input files before executing the model: Hr0020.net = base network Penalty.dat = will change if any turning prohibitions or restricted access links are the result of the change. Atype0806.dbf = will need to be updated for the new links crossing a TAZ. If any transit lines are affected either by splitting links and\or route alterations then the following transit line files need to be updated: Ae00bus.lin = bus lines Ae00exp.lin = express bus lines Ae00prm.lin = premium transit lines Fare_tpp.lin = transit fares Hr00pnr.lin = park and ride Hr00walk.lin = walk access lines The file should be referenced for where and when each of these input files are utilized during the demand model process. Minor facility Highway Network change Model network changes that affect only the local area travel patterns fall into this classification. For example, a future interchange connecting an existing principle arterial to an existing freeway would displace the surrounding area traffic patterns, but generally would not result in regional shift in travel patterns. Similarly increasing roadway capacity by widening the roadway would draw traffic of parallel routes but in generally insufficient volumes that would a regional area. Affected Steps Trip Assignment The new network supply will result in a local area redistribution of previous travel patterns. Depending on the nature of the network alterations, and if no transit lines are affected only trip assignment would be executed. Affected Modules In order to update the model for the change, the following list of model scripts need to be executed: Hr00_2.s PAGE 35

36 If any transit lines are affected either by splitting links and\or route alterations would require executing: Tasgn.s Affected Input files Alterations to the network must be reflected in the following input files before executing the model: Hr0020.net = base network Penalty.dat = will change if any turning prohibitions or restricted access links are the result of the change. Atype0806.dbf = will need to be updated for the new links crossing a TAZ. If any transit lines are affected either by splitting links and\or route alterations then the following transit line files need to be updated: Ae00bus.lin = bus lines Ae00exp.lin = express bus lines Ae00prm.lin = premium transit lines Fare_tpp.lin = transit fares Hr00pnr.lin = park and ride Hr00walk.lin = walk access lines The file should be referenced for where and when each of these input files are utilized during the demand model process. HOV facility Highway Network change Create HOV lanes on a specific facility by adding, in the network, a parallel series of links along the specific facility. These links represent available HOV lanes for a specific period of operation. The original facility links will now represent general purpose (GP) travel lanes. The SOV_OP variable should be coded as follows on the GP links: SOV_OP= 0 - Facility open for entire weekday 1 - Facility associated 2 hour peak flow period (AM or PM) HOV restrictions 2 - Facility associated with 4 hour combined peak period HOV restrictions 3 - SOVs not allowed on HOV facility during off-peak The purpose of the SOV_OP variable is to flag links so that the capacity can be adjusted in the highway assignment process to account for the added capacity available to the facility during hours of the day when the HOV lanes are open to everyone. The HOV and HOV_OP variables should be coded as follows for the HOV links: HOV= 0 - General Use Facility 1 - Operational Concurrent-flow HOV2 Facility (Diamond Lane) PAGE 36

37 2 - Operational Reversible-flow HOV2 Facility (Barrier Separated) Planned (future) HOV Facility HOV_OP= 1 - Open for 2 hours during peak flow period (AM or PM) 2 - Open for 2 hours during each peak period (AM and PM) The purpose of the HOV_OP variable is also the flag links so that the capacity can be adjusted to reflect that the lanes operate for a specific period of time. Additional access links (coded as HOV lanes) should connect the HOV facility to the SOV facility. In the case of concurrent HOV lanes, the access links should be coded 0.5 miles from the interchanges to account for the time it takes people to cross the general purpose lanes to get into or out of the HOV lanes. Another important consideration is that the HOV links in the network should be coded with the same distances as the adjacent GP links if they represent a single physical facility sharing a common right-of-way. If an analyst wants to activate HOV lanes that are coded as dormant (HOV=3-4), the following steps are required: Change the value of the HOV variable on the HOV links to a 1 or 2 depending on the operational type of facility. Change the HOV_OP variable on the HOV links to a 1 or 2 depending on the hours of operation. On adjacent links that will now represent GP lanes, make sure to change the SOV_OP variable to a 1, 2, or 3 depending on the hours that the HOV lanes may be available to the general public. Affected Steps Trip Assignment The new network supply will result only in a change to the path choice during final highway assingment. Depending on the nature of the network alterations, and if no transit lines are affected only trip assignment would be executed. Affected Modules In order to update the model for the change, the following list of model scripts need to be executed: Hr00_2.s If any transit lines are affected either by splitting links and\or route alterations would require executing: Tasgn.s Affected Input files Alterations to the network must be reflected in the following input files before executing the model: Hr0020.net = base network PAGE 37

38 Additional Resources: Other Relevant Documents and Resources: Case, Robert B. 24 Hour Vehicle Counts for Hampton Roads Thoroughfares Hampton Roads Planning District Commission, April (PDF version available for download from the HRPDC web site.) Pickard, Andrew. Hampton Roads 2000 and 2026 Socioeconomic Data by TAZ. Hampton Roads Planning District Commission, May 2002, revised August (PDF and Excel versions available for download from the HRPDC web site.) Pickard, Andrew. Hampton Roads 2000 Transportation Analysis Zones. Hampton Roads Planning District Commission, November 2001, revised August (PDF version of the document available for download from the HRPDC web site. Shape file of TAZ s also available for download.) Comsis Corporation and FHI, prepared for the Virginia Department of Transportation. Hampton Roads Crossing Study Compendium of Technical Traffic Information. July (The original model structure and surveys were developed for this study). For downloading HRPDC documents, go to For information on the TP+ and Viper software packages used for running and viewing the model, contact Citilabs, Inc. Phone: (510) Martin, William A. and Nancy A. McGuckin. Travel Estimation Techniques for Urban Planning (NCHRP Report 365). TRB, National Research Council, Washington, DC, (A good overview of the travel demand forecasting process.) PAGE 38

39 Contacts If you have questions regarding the travel demand forecasting model for Hampton Roads, contact: Mike Hester in VDOT s Transportation Planning Division. Mike Hester, Air Quality Planning Manager, (804) , Michael.Hester@virginiadot.org Andy Pickard at the Hampton Roads Planning District Commission. Andy Pickard, Senior Transportation Engineer, (757) , apickard@hrpdc.org PAGE 39

40 Appendix A HOV Travel in the Hampton Roads Regional Travel Model The supply model incorporates daily capacities for facilities that are a function of their physical configuration and operation. Deriving these daily capacities involves dividing peak hour lane roadway capacity by a fraction or peak hour factor that converts the peak hour capacity to an effective daily capacity. The fraction also accounts for the time a roadway segment is open to a specific market (HOV or general purpose use). We can derive the peak hour factor for a specific facility and period of operation associated with a specific market: Step 1: Calculate the fraction of daily travel demand experienced over the period of operation for the facility and specific travel market with respect the demand associated with an average weekday Step 2: Calculate the average hourly fraction of daily demand during the period of operation by dividing the fraction calculated in Step 1 by the number of hours during the period of operation Step 3: For the period of operation, note the hour with the highest fraction of daily demand and its value Step 4: Divide the value obtained from Step 3 by the value obtained from Step 2 this is the peaking factor for the period of operation. Step 5: Multiply the results of Step 4 by the fraction calculated in Step1 this is the peak hour factor Example 1 - We calculate the peak hour factor used to expand peak hour capacity to daily capacity for the general purpose travel market (not HOV restricted) associated with the two (2) reversible flow lanes along I-64. These lanes are located in the center of the freeway right-of-way and are barrier separated from the three (3) general purpose travel lanes on either side that accommodate eastbound and westbound flowing traffic. The operation of the reversible lanes is designed to accommodate the peak period direction of travel flow and is restricted to HOV during specific times of the day. The operation is as follows: Midnight to 1:00 AM Closed to all traffic 1:00 AM to 5:00 AM Open westbound to all traffic (general purpose) 5:00 AM to 6:00 AM Closed to all traffic 6:00 AM to 8:30 AM Open westbound to HOV only 8:30 AM to 11:00 AM Open west bound to all traffic (general purpose) 11:00 AM to 1:00 PM Closed to all traffic 1:00 PM to 3:00 PM Open eastbound to all traffic (general purpose) 3:00 PM to 6:00 PM Open east bound to HOV only 6:00 PM to 11:00 PM Open eastbound to all traffic (general purpose) 11:00PM to Midnight Closed to all traffic Step 1: Using a diurnal travel demand distribution obtained from publication NCHRP 365 (you may use local data if available) we sum the hourly contributions for each period of operation that is open to general purpose travel. We do this separately for eastbound and westbound operation since the availability to general purpose travel by direction occurs at different times of the day. West bound 1:00 AM to 5:00 AM 1.09% PAGE 40

41 8:30 AM to 11:00 AM 11.58% Fraction of daily travel demand 12.7% East bound 1:00 PM to 3:00 PM 12.63% 6:00 PM to 11:00 PM 20.94% Fraction of daily travel demand 33.6% Step 2: Again, separate calculations for eastbound and westbound I-64. Westbound 12.67% / 6.5 hours = 1.95% Eastbound 33.57% / 7.0 hours = 4.80% Step 3: We again reference the diurnal distribution used in Step 1. Westbound Eastbound Highest fraction of daily demand is 10:00 11:00 AM Highest fraction of daily demand is 2:00 3:00 PM Step 4: Separate calculations by direction on I-64. Westbound 4.40% / 1.95% = 2.26 Eastbound 6.86% / 4.80% = 1.43 Step 5: Calculate peak hour factor by direction. Westbound 12.7% x 2.26 = 28.7% Eastbound 33.6% x 1.43 = 48.0% The Hampton Roads Regional Model uses a simple average of the values calculated in Step 5 to arrive at a peak hour factor applicable for westbound and eastbound directions of travel for the reversible flow lanes on I-64 in either direction for the general purpose travel market. This value is 38.4% or Note that this value is slightly different than the peak hour factor value of 0.36 used in the script HR00_2.S that prescribes post-mode choice multi-user assignment. The value used in the script provides slightly more capacity to travelers using I-64 for general-purpose travel; approximately 325 vehicles per day. This small error was found very late in the model development process, after the model had an acceptable validation and the documentation was being prepared. Example 2 - We will calculate the peak hour factor used to expand peak hour capacity to daily capacity for an HOV lane (diamond lane) open for 2 hours during the peak flow period (either AM or PM). Derivation of any peaking factor is theoretically the same as provided in the previous example for the I-64 general-purpose lane, with a couple of nuances: Step 1: Assume diurnal distribution for the HOV market is simply 50% for the operation period; half of the daily HOV travel on this facility will occur in the either of the peak flow periods. PAGE 41

42 Step 2: 50% / 2 hours = 25% for the peak flow direction Steps 3 & 4 assume a peaking factor for the period of operation and peak flow direction of Step 5 25% x 1.5 = 37.5% or Note that assumptions associated with this calculation are stated as comments in the highway assignment script. We use these daily facility capacities to derive capacities for general purpose travel lanes (GP) and HOV lanes. In the case of the concurrent-flow facilities (diamond lane), we start a general-purpose capacity calculation assuming that all physical lanes (GP+HOV) are available for general purpose travel 24-hours a day. We then subtract from this capacity, the calculated capacity of the HOV lane, reflecting hours of operation and HOV lane capacity. Note that by starting with the general-purpose capacity calculation, we ensure that the diamond lane during non-hov operation is accorded the same capacity as other general-purpose lanes of the same facility/area type. In the case of calculating capacity for general use facilities with two reversible flow lanes (Example 1 above) we are adding to the general-purpose capacity, the average directional general-purpose capacity associated with the reversible lanes given their operational period. Note that in this case, since the reversible lanes are not open 24- hours a day (as is the case with the diamond lanes), we can not start by calculating general-purpose capacity assuming that all physical lanes are available for generalpurpose travel 24 hours a day. Therefore, we have to add general-purpose capacity associated with the reversible lanes. Create HOV lanes on a specific facility by adding, in the network, a parallel series of links along the specific facility. These links represent available HOV lanes for a specific period of operation. The original facility links will now represent general purpose (GP) travel lanes. The SOV_OP variable should be coded as follows on the GP links: SOV_OP= 0 - facility open for entire weekday 1 - facility associated 2 hour peak flow period (AM or PM) HOV restrictions 2 - facility associated with 4 hour combined peak period HOV restrictions 3 - SOVs not allowed on HOV facility during off-peak The purpose of the SOV_OP variable is to flag links so that the capacity can be adjusted in the highway assignment process to account for the added capacity available to the facility during hours of the day when the HOV lanes are open to everyone. The HOV and HOV_OP variables should be coded as follows for the HOV links: HOV= 0 - General Use Facility 1 - Operational Concurrent-flow HOV2 Facility (Diamond Lane) 2 - Operational Reversible-flow HOV2 Facility (Barrier Separated) Planned (future) HOV Facility 3 Assumption contained in Metropolitan Washington Council of Governments memo, Update on MWCOG Network Coding Procedures, November PAGE 42