VISSIM 4.2 will be delivered by July 2006. The graphical user interface has been further improved and additional COM functionality is available. A multiprocessor version of VISSIM allows now to run much larger networks and more complex simulations. A new pedestrian simulation model, which will be embedded into VISSIM, will be presented.

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PTV VISION: VISUM 9.5

By Thomas Friderich (PTV)

Email: Thomas.Friderich?ptv.de (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

An overview of the new functionality of VISUM 9.4 (released in March) and 9.5 (upcoming in July 2006) will be given. In VISUM 9.5 you can expect a multitude of new assignment procedures like a new Dynamic User Equilibrium, better control regarding convergence of assignment results and blocking back to model traffic flow at junctions. Several small functions like z-coordinates helped to improve the interface between VISUM and VISSIM; the new import facility to read SATURN-networks will find its customers as well. The Graphical User Interface contains some new functions like parallel use of listings and graphical display. The displays itself have been extended by embedding a charting library for statistical display among others. Last but not least the COM interface has been extended to operate with the Open Source programming language Python which allows customized menu structures. A number of Python example libraries will help to facilitate its vast spectrum of applications.

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Integrated Traffic Management - Ramp Metering and Queue Relocation - A Case Study of Appraisal Utilising VISSIM

By Matt Hall (Atkins) and Nick Cottman (TFL)

Email: Matt.Hall?atkinsglobal.com , NickCottman?streetmanagement.org.uk (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

Following the multi-modal studies commissioned by the Secretary of State, one of the principal recommendations with respect to road infrastructure was to “lock in the benefits” of additional capacity, thereby protecting the network from being eroded by uncontrolled induced demand. Atkins was commissioned by the Highways Agency to define an Integrated Traffic Management approach which controls access to the motorway network through the use of metering strategies enabled by available technology. The study focused on the use of ramp metering but considered queue relocation as an alternative to the traditional queue flushing that occurs at present in order to minimise the effects on non-motorway traffic.

This paper presents the VISSIM models used to assess the benefits of linking ramp metering to the operation of the signalised control of the associated motorway junction. The essential purpose of the modelling was to compare three scenarios: a base TRANSYT optimised traffic signal scenario, ramp metering with queue flushing over ride in operation, and ramp metering without queue flushing but including queue re-location through providing links between the junction signal control and ramp metering systems. The presentation details the methodology adopted in terms of the VISSIM modelling process and use of VAP coding to achieve the goals of the study. The paper summaries the results and lessons learned from the analysis that was undertaken.

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The Exhibition Road Project: From Option Testing to Detailed Design with PTV Vision

By Joerg Tonndorf (Project Centre)

Email: Joerg.Tonndorf?projectcentre.co.uk (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

Project Centre provided a multidiscipline service to the Royal Borough of Kensington and Chelsea, London to deliver network design solutions and sustainability for Exhibition Road and the surrounding network, including approximately 25 signalised junctions. A combination of VISSIM and VISUM modelling was undertaken to assess alternative traffic management options with emphasis on pedestrian and streetscape improvements. Banned turning movements and the closure of links for vehicular traffic were evaluated through traffic reassignment and option testing in VISUM at feasibility level.

The model was then exported into VISSIM and a high profile 3D model developed to demonstrate the proposal at public consultation, combining both, traffic engineering and urban design elements, in one model.

Following the detailed design of the preferred option, the VISSIM model served for a detailed analysis of the scheme proposal regarding traffic management and bus operation including the application of dynamic assignment to evaluate the rerouting of traffic. Dynamic assignment did also allow for assessing the scope of using signal timings to gate traffic or prevent traffic from using certain routes.

VISUM graphics, displaying traffic flow difference networks, but also bus route layouts including bus stop accessibility, were used throughout the scheme process to present the options and implications to stakeholders and the public.

This paper illustrates how PTV Vision software can be applied throughout the scheme development process from initial option testing to consultation and the final detailed design appraisal.

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Microsimulation of Manchester Airport T2 Airside Vehicle Movements

By Mohsin Munshi (Mott MacDonald)

Email: Mohsin.Munshi?mottmac.com (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract

Manchester Airport is the UK’s third largest airport, currently handling 20 million passengers per annum. The airport is currently in the process of planning the expansion of their facilities, looking to their future growth. As part of this development project, Mott MacDonald are undertaking works with respect to the whole airport but more specifically the redevelopment and extension of Terminal 2.

The expansion in the capacity of the airport will mean many more aircraft using the airport and a significant increase in the volume of airside traffic. Terminal 2 (T2) will become much busier, and therefore the apron and airside road system is expected to be enhanced, with many remote stands being introduced.

Mott MacDonald were therefore commissioned to undertake a microsimulation of the T2 airside environment using the VISSIM modelling software to assess the potential impacts of the terminal expansion and airside changes on the road traffic.

A model was subsequently developed to simulate and assess the potential impacts during the busiest period of the day. The model featured the movement of a range of aircraft types, moving along taxiways and entering and reversing out of stands, in addition to the numerous ground support vehicles that service them. These vehicle movements are linked to aircraft arrival/departure times on stands, and to model these accurately innovative use was made of VAP and PT Telegrams.

Both numerical and graphical output from the model went towards the analysis of the impact of the proposed scheme and appraisal of the future operations. The key issues included the assessment of traffic on the airside roads and the interaction with aircraft moving along busy taxiways – particularly for blocking back on the airside roads, and also a comparison of different apron layout options and assessment of bussing operations.

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Modelling and Evaluation of MOVA at Motorway Junction M62 J7

By Dr. Goktug Tenekeci (JMP), Dr. Simon Wainaina (JMP), Adil Mohammad (JMP), Kelly Chiu (JMP)

Email: Goktug.Tenekeci?jmp.co.uk , Simon.Wainaina?jmp.co.uk (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

Designed by the Transport Research Laboratory, Linked-Microprocessor Optimised Vehicle Actuation (MOVA) signalling technology provide improved signal control via a microprocessor system that analyses lane-by-lane detector data and traffic lights are able to self-organise and adapt to changing traffic conditions, reducing waiting times, number of stopped cars, and increasing average speeds. MOVA is known to responds dynamically to changes in traffic arrival rates by optimising delay and stops or capacity if any approach becomes oversaturated

This paper introduces a methodology using micro-simulation modelling and programming techniques to evaluate the benefits of MOVA at M62 J7 which is becoming one of the most widely used Vehicle Actuated signalling method on motorway junctions. Since there is no approved analytical method for calculating the likely benefits of a particular MOVA installation, the methodology adopted involved VISSIM modelling of junctions before and predict MOVA benefits. An algorithm was incorporated through the VAP module to replicates the Linked-MOVA operations where at congested conditions approach maximised capacity and other times minimising delay. On average overall journey time savings of 18% is achieved on the external links where the throughput of the signal controlled arms has increased by 12%during the congested periods. On priority arms the benefits were evaluated as 6% reduction in journey time and the throughput has increased by 4%. This technique is now available to Linked-MOVA users and can be adapted to other VA type signal operations in evaluating the benefits and settings before expensive implementation.

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Probing a Transport Network for Cap and Trade Road User Charging

By Sergio Grosso (Univ. of Newcastle/PTV), Dr. Anett Ehlert (PTV), Dr. Sheri Markose (University of Essex) and Prof. Peter Allen (Cranfield University)

Email: Sergio.Grosso?newcastle.ac.uk, Anett.Ehlert?ptv.de, Scher?essex.ac.uk and P.M.Allen?Cranfield.ac.uk (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

Road User Charging (RUC) is an important step towards a better use of the transport network and it is relevant to all of us, not just those who travel. A better use of the transport network means more reliable journeys, less queues and delays, less environmental impact of traffic. The tools are available for a thorough analysis of a network before implementing RUC. So why not using them for a scientific analysis before implementation? This paper presents an innovative method of analysing transport networks in order to define a cap for its use. This will define an optimal use of the network and is based on a number of assessment criteria going from total distance travelled, travel times and network performance down to pollution estimates. Once the “optimal level of congestion” is in place, the method proposed will run a simulated Dutch action to determine who is entitled to travel and who is not. People wishing to travel will bid based on their socio-economic stratum and their willingness to travel. Once converged, this process will lead to the definition of an optimal charge. Various aspects of traffic modelling will be considered going from an analysis of the expected benefits of a macro vs micro models based also on past work on the subject, modelling issues related to the choice of the area to charge for, model calibration and convergence, environmental modelling, robustness of the bidding process, land use and socio-economic analysis. This work derives from the ‘Smart Market Protocols for Road Transport (SMPRT)’ project, sponsored by the ‘Intelligent Infrastructure Systems Project’ of the Foresight programme.

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Traffic Assignment for Central London: From Planning to Network Management

By Nick Cottman (TFL), Ioannis Ioannidis (TFL) and Nick Secker (Faber Maunsell)

Email: NickCottman?streetmanagement.org.uk, IoannisIoannidis?streetmanagement.org.uk (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

TfL is directly responsible for 580km of the capital’s road network, carrying one third of London’s traffic, as well as 500km of strategic borough roads. The Network Management Duty imposed on TfL by the Traffic Management Act 2004 requires all traffic schemes on the TfL Road Network (TLRN) to be closely scrutinised prior to implementation to ensure the “expeditious movement of traffic”.

TfL’s Directorate of Traffic Operations (DTO) plays a crucial role in the approval process and requires detailed models in order to assess the likely impact of new signal schemes on network performance. Traditionally operational models (TRANSYT, VISSIM) for localised areas have been adequate for appraisal, however in order to comprehensively assess major signal schemes with area-wide impacts and re-routing, assignment models are required.

In order to accurately model re-assignment in an urban congested network, TfL has commissioned Faber Maunsell to develop the VALID (VISUM Assignment for London Integrated Developments) Model. Although the VALID Model is not at the delivery stage yet the paper presents a background to the work, the proposed methodology and model development.

This paper will also discuss the unique requirements of a traffic assignment model for the assessment of signal schemes on the congested central London road network. DTO’s primary need is an assignment model that focuses on junction operation and the impact of junction delay and “blocking-back” on vehicle routing. It also must be well integrated with detailed optimisation and performance models.

The VALID Model will form a test-bed for the assessment of several major signal schemes including the Route 38 Intensified Bus Priority (IBP) Project, Tottenham Court Road development and Crossrail Proposals. It is hoped that initial assignment results can be presented.

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4-step modelling with VISUM - an example from the USA

By Prof. Martin Fellendorf (University of Graz/PTV)

Email: Martin.Fellendorf?tugraz.at (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

From the Chicago model in the 50´s US planning organisations have a long lasting tradition to built 4-step models. While VISUM itself has been primarily a tool for multimodal assignment and integrated network planning in the past, VISUM allows nowadays also to run full-featured 4-step models from trip generation up to assignment including feed-back loops. The whole model set-up is defined within the procedure-dialog. Junction modelling including blocking-back at signalized junctions is being used in this detailed access study. Additional efficiency is gained as the multi-modal networks are set-up using network topologies from GIS-databases supplemented by arial photos. This way of VISUM-usage will be presented using a subarea network of the Seattle-region, Washington.

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VISUM and GIS integration: State of the Art

By Karsten McFarland (PTV)

Email: Karsten.McFarland?ptv.de (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

VISUM 9.5 offers several embedded GIS-functionality and an improved interface to ArcGIS by ESRI. Due to the multitude and complexity a single presentation will be devoted to this topic outside of the general VISUM 9.5 presentation. Applications will be shown to relate transportation network data like passenger counts with spatial data like workplaces and shopping facilities. Intersecting traffic data and socioeconomic data is crucial to set up demand models and its visual display within VISUM improves efficiency to build models. The applications shown will also include examples outside of the traditional transport modelling.

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VISSIM Interface Panel (VIP)

By Patrick Dibb (Faber Maunsell)

Email: patrick.dibb?fabermaunsell.com (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

VIP, a land use tool being developed by Faber Maunsell capable of assessing the impacts of changes in demands (growth, single and cumulative developments etc.) on a route (links and junctions) and testing options for network enhancement and/or demand management to provide appropriate mitigation. VIP, attached to an appropriate VISSIM model, can establish current network operating characteristics and predict the change in these (as demonstrated by appropriate outputs e.g. example speed/flow, emissions) that will result from a change in demand and subsequently then predict any amelioration that can be achieved through network change, either through physical improvement or management regimes.

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Trench Lock VISSIM Modelling

By Andrew Sellors (Jacobs Babtie) and Pryce Evans (Jacobs Babtie)

Email: Andrew.Sellors?jacobs.com (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

The Trench Lock scheme was introduced to support the Borough of Telford & Wrekin Council's promotion of bus priority and to also introduce enhanced traffic management capabilities into the network that will be supported by the introduction of a UTMC system during the next 2 years.

Already a complex junction consisting of two large closely linked roundabouts the scheme involved the introduction of signalisation on 7 of the arms, closure of a single arm and the introduction of a new 'link' road to prioritise the primary A518 route. The introduction of bus priority using detection allowed the prioritisation of the '55' bus corridor with closure of the southern roundabout to private vehicles.

This presentation demonstrates how VISSIM was used to accurately model the traffic behaviour and the characteristics of the traffic signal control used for both the pedestrian and vehicular movements.

The scheme was developed and supported by VISSIM, enabling the design to be evolved and assessed at all stages. The first task was to model the surrounding network and calibrate the ‘do nothing’ model based on existing traffic information. The proposed junction alterations were then modelled and the impact on the traffic at the junction, as well as any issues that could be caused by rerouting traffic on the wider network, could be assessed.

The initial signal times were taken from a TRANSYT model, these were then refined to achieve optimal progression through the junction for traffic using the primary routes. To model the bus priority through the junction a simple VAP program was used that allowed the bus stage to be called at certain points during the cycle.

When commissioning this allowed timing sets to be adjusted 'off line' before implementing on site reducing disruption to the motoring public.

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Modelling Tram and Terminal Operations using Microsimulation

By Frank Dreher (Mott MacDonald) and Sonal Ahuja (Mott MacDonald)

Email: Frank.Dreher?mottmac.com , Sonal.Ahuja?mottmac.com (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

Microsimulation, and in particular VISSIM, is an ideal tool to simulate detailed operations of various traffic modes and their interactions in the transportation system. It can help decision makers to find cost-effective and sustainable solutions for complex transportation problems.

The paper describes how VISSIM was used to model detailed tram terminal operations. These terminal operations were emulated as a train terminal with features such as line based dynamic platform allocation - dependent on space availability. In addition complex cross-over and reversal manoeuvres at the terminal entrance were modelled.

One of the problems in modelling tram lines at terminals is the complexity in modelling the reversal of services if the proposed platform allocation is based upon the arrival time of various services. This has been addressed in this paper.

Impacts of time table based operations and deviations from the schedule, which have an effect on terminal capacity, have been explicitly modelled and analysed.

In our case study of the Midland Metro Extension through Birmingham City Centre, VISSIM microsimulation has been used to:

• Assess the impact of different frequencies of tram service;

• Develop and test tram timetables;

• Test various terminal operations, including platform allocation and tram reversal;

• Develop intersection layouts;

• Cater to the needs of all traffic modes, including pedestrians and buses, by implementing traffic signal improvements that include detection systems and signal logic enhancements.

To analyse the larger area-wide impact of the scheme, the results from the VISSIM microsimulation model were integrated with a SATURN strategic model of the city. The feedback from the microsimulation model to the strategic model was carried out in a cyclic, iterative process until the results from the two models converged and were considered satisfactory. Various sensitivity tests were carried out, including assessing the impact of different levels of road traffic and rerouting.

VISSIM has the capability to highlight problems and operational issues, both visually and numerically and it is not limited to testing predefined scenarios. Both simple and complex solutions can emerge to improve the operation of the proposed schemes. In this study, VISSIM has been demonstrated to effectively model tram operations, giving confidence that the proposed scheme will work.

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