Procedures to describe: Parallelisation, LUCE (see LUCE section), VISEM (Tour-based Demand Model), Headway-based Assignment, Line Blocking, and Intersection Capacity Analysis (ICA) with roundabouts and other types of control plus signal optimization;

Data model with PrT Paths with editable volumes , Matrices, Skim & OD matrices unified, Main Zones, Aliases for Attributes and Histogram Relation for Indirect Attributes;

User Interface with Junction editor, Smart Map, Graphics Parameters, Path Listings Auto-Linked to Network View, Procedures Dialog, Working with Line Routes, Options/Check Network/Attribute selection Dialogs plus Persistent Window Layout;

COM with Add-Ins, Script Menu and Filter;

I/O with state of the art on VISUM / VISSIM integration;

System Issues with Automatic (De-) Installation, Database Access under 64-bit, and Support for ArcGIS.

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PTV VISION: New Developments in VISSIM

By Dr. Peter Vortisch (PTV)

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

Abstract:

…

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Validate UK

By Thomas Friderich (PTV)

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

Abstract:

…

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LUCE - The new assignment

By Dr Klaus Nökel (PTV)

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

Abstract:

VISUM 11 contains a new algorithm to solve the user equilibrium traffic assignment problem, called Linear User Cost Equilibrium (LUCE). The LUCE algorithm was conceived by Guido Gentile who during 2008 collaborated with PTV to produce a practical implementation of the method in VISUM. At the time of writing, shortly before the release of VISUM 11, the core method is stable enough to share it with our users, although some auxiliary functions are still missing and some post-assignment analysis methods still need to be optimized for LUCE. At this stage PTV provides LUCE as a prototype in VISUM 11. The prototype is provided mainly for evaluation purposes. It does run on realistic networks, but it currently has a few limitations, which will be lifted partly in VISUM 11 bugfixes, partly in the next major release, at which time LUCE will probably become the default equilibrium assignment method in VISUM.

Exploiting the inexpensive information provided by the derivatives of the arc costs with respect to arc flows, LUCE achieves a very high convergence speed, while it assigns the demand flow of each O-D pair on several paths at once.

Similarly to Origin-Based methods, the problem is partitioned by destinations. The main idea is to seek at each node a user equilibrium for the local route choice of drivers directed toward the destination among the arcs of its forward star. The travel alternatives that make up the local choice sets are the arcs that belong to the current bush – a bush is an acyclic sub-graph that connects each origin to the destination at hand. The cost functions associated to these alternatives express the average impendence to reach the destination linearized at the current flow pattern.

The unique solutions to such local linear equilibria in terms of destination flows, recursively applied for each node of the bush in topological order, provide a descent direction with respect to the classical sum-integral objective function. The network loading is then performed through such splitting rates, thus avoiding explicit path enumeration.

One of LUCE’s big advantages over VISUM’s classic assignment algorithm is the richer path sets it loads. The classic algorithm will load at most one path per O-D pair and iteration. Consider the totally symmetric grid graph displayed below to which traffic is assigned for a single O-D pair (top left to bottom right).

If we run the classic algorithm on this graph for 100 iterations, exactly 100 paths will be found and loaded in the final result. VISUM will reach the unique equilibrium link volumes with a very good gap. Note, however, that unlike link volumes, route flows are not unique in equilibrium assignment. The 100 loaded paths clearly represent an extreme corner solution in the space of route flow patterns which are consistent with the link volumes. In contrast, LUCE loads over 34000 paths in just 85 iterations.

The LUCE algorithm released with VISUM 11 is fully functional. Some extensions are already planned and – where possible – will be added even before the next major release:

Warm start: Like other assignment methods in VISUM, LUCE will be able to accept an existing assignment result as an initial solution. Because the warm start functionality requires a set of bushes, the prior assignment result must be of type LUCE.

Faster skim matrices and select-link analysis (flow bundle): In the initial release, all post-assignment analysis functions are available for LUCE, because from the bush representation of the equilibrium solution VISUM extracts paths in the classic format. This can be a memory bottleneck in some networks. Some of the analysis methods can actually be re-implemented to work directly with the implicit bush representation which not only saves memory, but also speeds up the operation. Bush adaptations of these methods will be added to VISUM at a later time.

Bush storage: LUCE will gain an option to enable / disable bush storage and save memory, because bushes only need to be saved, if you plan to warm-start or use post-assignment analysis.

General performance tuning: Although we have tested LUCE on diverse networks we fully expect performance (in terms of memory and runtime) to vary with the characteristics of the networks, and it is quite likely that we will need to tune the implementation for the cases that have escaped us so far. You can help us by reporting to the VISUM hotline instances in which LUCE consumes unlikely amounts of runtime or memory.

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Sim1) VISSIM Signal Control

An example of VISSIM modelling in Bournemouth

By Peter Richardson (Hollywood Consultancy)

Email: peter_c_richardson?hollywoodconsultancy.co.uk (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract

1. Bournemouth is a busy town with a population of 161,200 people.

2. Exeter Road traffic modelling, existing flows on existing network and forecast flows in 2016 on existing/proposed network

3. VISSIM models summary

4. VISSIM models one for each flow scenario: AM peak hour, PM peak hour, Saturday afternoon, Saturday evening

5. VISSIM models of existing network: Data needed, existing flows, turning counts at junctions, origin and destination, journey times

6. VISSIM model of Existing network with future flows: Growth of existing traffic and development traffic forecast

7. VISSIM model of Revised network with future flows: Revised junction layouts (LINSIG); Optimised signal plans for fixed time operation using TRANSYT

8. Summary:

Future development proposals at six different sites forecast significant increases in traffic demand flows along Exeter Rd.

Processes:

Improve pedestrian facilities

Maintain/improve bus facilities

Provide capacity for forecast 2016 flows

Revise & signalise some existing priority junctions

VA at all signals along Exeter Rd Þ network locks-up

Fixed Time TRANSYT plans Þ network within capacity with journey time reductions (compared to VA times) up to:

45% in AM/PM peaks and

47% on Saturday

9. Conclusions:

VISSIM is essential for modelling networks where there are significant interactions.

VA junctions cannot operate efficiently where there are interactions.

TRANSYT can assist VISSIM to optimise the signal timings and offsets.

Offline TRANSYT was used here.

Running VISSIM with new TRANSYT software which links with VISSIM (i.e. online) should give better results

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Award Winning TRANSYT VISSIM LINK, connecting the two most important transport packages together

By Adam Giszcak (TRL) and Gavin Jackman (TRL)

Email: agiszczak?trl.co.uk , gjackman?trl.co.uk (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

Award Winning TRANSYT VISSIM LINK, connecting the two most important

transport packages together.

TRL Software developed and delivered to the market at the end of 2008 an innovative link that connects TRANSYT to VISSIM. The Links primary purpose is to optimise signal settings across the VISSIM model.

As TRANSYT is used my majority of not all Local Authorities and Consultants in the UK, this important connect boasts efficiency gains for optimising the VISSIM network.

Reducing time spent on modelling allows users to spend less time modelling and more time considering.

The product recently one the most forward thinking award as voted by a panel of distinguished judges at the recent ITS UK presidents dinner.

This short presentation shows a real life case study and compare the tedious process before the link was available to the reality that now exists.

The presentation is supported by Peter Richardson of Hollywood Consultants (TBC)

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Interfacing London’s Urban Traffic Control System with VISSIM

By John Green (TfL)

Email: john.green?tfl.gov.uk (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

Transport for London (TfL) in collaboration with Transport Research Laboratory (TRL) have developed a two-way interface linking TfL's bespoke SCOOT (Split Cycle and Offset Optimisation Technique) system and VISSIM.

Directorate of Traffic Operations (DTO), within Transport for London’s Surface Transport division, is responsible for the management and operation of London’s 6,000 traffic signals and their accompanying systems, technologies and equipment. The Urban Traffic Control (UTC) team within DTO is responsible for designing and maintaining signal timings for 2,900 of London’s traffic signal installations linked to a central computer, to manage the safe movement of people and goods on London’s busiest streets. Signal timings at one third of these centrally controlled junctions are optimised by TfL's customised version of SCOOT, a dynamic system that changes signal timings automatically in response to changes in traffic flow.

VISSIM is used extensively within the Directorate of Traffic Operations to assess the impact of schemes and to assist with the timing review programme.

Extending previous work this paper demonstrates the recent development of a ‘faster than real time’ PC-based UTC system and the UTC-VISSIM interface along with examples of its use at DTO UTC.

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Development and Applications of the LinSig Microsimulation Toolkit for VISSIM

By Steven Ward (Mayer Brown Ltd) and Yang Li (Mayer Brown Ltd)

Email: sward?mayerbrown.co.uk and yli?mayerbrown.co.uk , (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

This paper will introduce the conceptualisation, development and delivery of a new software interface between the PTV VISSIM microsimulation modelling package and signal junction & network modelling package LinSig 3. In association with JCT Consultancy, consultants Mayer Brown have designed and built the LinSig - Microsimulation Toolkit (LinSig MST).

LinSig is a comprehensive design and modelling package for traffic signal junctions either individually or in a network of several junctions. Microsimulation enables dynamic modelling whereby individual drivers react to network conditions as they are experienced with an associated sensitivity to specific junction interactions and conflicts. Microsimulation because of its ability to handle detail can however be more involved and often incorporates a more limited specification of traffic signal issues. For this reason many authorities and consultants adopt a two stage design process involving rapid design models such as LinSig to formulate options before using microsimulation to develop preferred options in detail.

The LinSig MST helps to bring the modelling approaches of LinSig and microsimulation packages such as VISSIM together by providing a means to use the best aspects of each product. LinSig models can be quickly developed and options tested before being exported via the toolkit into a microsimulation model. The toolkit can then be used to assist with maintaining the microsimulation model by providing signal editing and optimisation facilities. One of the most exciting features of the toolkit is that it actually generates a new microsimulation model to include links, traffic flows and signal timings based on the LinSig network - saving users time during the model building process. The toolkit also enables users to import re-optimised or edited signal information directly into existing microsimulation models.

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Sum2) VISUM/VISSIM International

Use of VISUM in the Assessment of Highway Schemes in Qatar

By Haydar Al Rukabi (Hyder)

Email: Haydar.alRukabi?hyderconsulting.com (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

Hyder Consulting Middle East Limited has been commissioned by the Urban Planning and Development Authority (UPDA) of Qatar to undertake concept design for a number of highway schemes (packages). These packages have been identified as part of the UPDA Road/Infrastructure implementation plan which was the outcome of the Transportation Master Plan for Qatar (TMPQ).

Qatar has recently seen unprecedented growth in terms of development and population. Qatar’s population has been growing rapidly over the past 10 years with a growth rate of close to 7% annual growth, reaching 907,229 inhabitants by 2007. During the late 1960s, the population of Qatar was about 70,000.

Qatar is located in the Middle East, occupying the small Qatar Peninsula on the northeasterly coast of the larger Arabian Peninsula. It is bordered by Saudi Arabia to the south; otherwise the Arabian Gulf surrounds the state. Qatar, a former pearl-fishing centre, is now one of the richest countries in the world.

Numerous Mega-projects are being built throughout the country, particularly Greater Doha. The resulting effect of these developments has been growing traffic congestion on the road network and at major intersections.

To cope with existing and anticipated congestion and accessibility problems, the UPDA undertook the development of the TMPQ which was completed by PTV in April 2008. As part of the TMPQ, PTV developed a strategic model for the whole of Qatar using VISUM. PTV developed a base year model (2006) and future scenario models for years 2011, 2016, 2021 and 2026.

Since the completion of the TMPQ models, VISUM has been widely used as a strategic model in the assessment of highway schemes and Traffic Impact Studies (TISs). The common methodology is to create a sub-area VISUM model and then use observed data to calibrate and validate this sub-area model. The calibrated model is then used to provide link and turning flows for future year scenarios in order to carry out junction assessment by using SYNCHRO and SIDRA. VISSIM has also been used in some studies.

This paper discusses the modelling methodology that has been used in the assessment of highway schemes and the initial findings.

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VISUM/VISSIM Applications for the Tshwane Bus Rapid Transit

By Cheryl Cao (Mouchel Group) and Lizette Redief (Techso Ltd.)

Email: cheryl.cao?mouchel.com , lizetter?lantic.net (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

The City of Tshwane (Pretoria), as one of the host cities of 2010 FIFA World Cup in South Africa, is currently experiencing an ageing public transport infrastructure and poor quality public transport services. There is a need to improve the public transport system in order to provide efficient, comfortable and modern services to public transport users. As a part of its public transport strategy, the local transport authority proposes to introduce a high quality and cost-effective Bus Rapid Transit (BRT) system in Tshwane. The BRT system will form part of an integrated system of alternative transport modes.

The proposed Bus Rapid Transit (BRT) line encompasses approximately 67 kilometres of trunk services and is divided into two lines. Lines 1 and 2 include more than 100 signalised junctions. The BRT buses will make use of dedicated median lanes (as opposed to kerbside lanes) to be developed on current road alignments, thereby minimising costs. The first phase of the system will be implemented in time for the 2010 World Cup.

The BRT VISUM/VISSIM model is used to identify and verify problematic junctions in terms of worsened junction capacity caused by reconfiguration of the junctions in order to cater for the BRT lines. EMME/2 model network and link parameters were imported into the VISUM model and the network was cordoned along the BRT corridor.

Prior demand matrices for VISUM were also cordoned out from the EMME/2 model and then corrected using the T-Flow fuzzy matrix correction tool in VISUM. The base and proposed model results from the Interception Capacity Analysis (ICA) for signalised and priority junctions were investigated in order to identify the bottlenecks in the network. These bottlenecks were then exported from VISUM to VISSIM, enabling a detailed operations analysis, including junction delay and queue lengths, to be undertaken.

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Developing VISSIM Models for Mixed and Non Lane Based - Delhi Traffic Conditions

By Sharad Mohindru (DIMTS Ltd.) and Sonal Ahuja (Capita Symonds)

Email: sharad.mohindru?dimts.in , Sonal.Ahuja?capita.co.uk (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

This paper describes our attempt in developing simulation models for mixed traffic conditions in non lane based driving conditions. We used VISSIM effectively used to depict the existing and proposed interaction between motorised & non-motorised modes of travel. These models were able to highlight the capability of VISSIM to adequately handle the movement and simulation of both slow and fast modes in non lane based driving conditions. This paper also focuses on data from the case studies used to calibrate the VISSIM driver behaviour and how the models were used to evaluate the urban public transport corridors. Various options were tested based on the model outputs. The analysis revealed that the model behaved close to real life conditions and the driver behaviour in the models matched the observed ground reality.

Recently, some prestigious projects were done by DIMTS (Delhi Integrated Multi Model Transit Systems Ltd) related to the Bus Rapid Transit (BRT) operations, grade separated intersections, and on traffic impact assessment on Ring Railway stations in Delhi. This paper gives our experience in developing and using VISSIM micro simulation traffic models for the Indian traffic conditions from the above case studies.

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Sim2) VISSIM Pedestrians, Infrastructure and Logistics

Applying Innovative VISSIM Microscopic Modelling Techniques for assessing Railway Station Designs in Cape Town, South Africa

By Laurent Hermant (Goba), Matt Soper (Capita Symonds), Sonal Ahuja (Capita Symonds) and Rishi Ahuja (Sunovatech India)

Email: laurenth?goba.co.za , matt.soper?capita.co.uk , Sonal.Ahuja?capita.co.uk , rishi?sunova.derafilms.com (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

Rail Authorities in South Africa have recently embarked on a country wide programme to upgrade commuter rail stations as part of a larger process towards improving the commuter rail service in the country.

The lack of infrastructure investment over many years has not only resulted in a declining rail service and loss in patronage but has led to a lapse in station design philosophies.

Microscopic assessments of new rail station designs and station upgrade proposals in South Africa have only recently been introduced to the country as a means to evaluate the proposed architectural design. This paper presents innovative means of modelling railway stations developed by the author in South Africa, in conjunction with Capita Symonds (UK) and applied to the design of the Cape Town, Khayelitsha, Nyanga, Windermere, Heideveld and Langa railway stations in the Cape Town metropolitan area.

The station evaluation process and assessment requirement has required innovative means of using VISSIM such that the required longitudinal outputs are obtained. These include the assessment of foyer and concourse levels of service (LOS) in terms of density LOS parameters with walkway and staircase operational functionality expressed in terms of flow rate LOS. The required numbers of turnstiles (or access gates) have also been determined according to queuing densities rather than queue lengths. Through these case studies the new VISSIM pedestrian modelling software has been used to asses the impact of infrastructure changes and increases in rail passenger flow. In addition to traditional outputs, travel times for pedestrians and the densities through bottlenecks have been analysed. Furthermore, 3D outputs from VISSIM along with VR visualisation has been used to understand pedestrian conflicts and optimise deign options.

The limitations of the VISSIM pesestrain modelling module and ways of overcoming these difficulties will also be highlighted and described in the paper. The study forms part of the author’s PhD research at the University of Stellenbosch, South Africa.

There is a definitive role for microscopic modelling in railway station design, which together with the methodologies and techniques presented in this paper, will benefit and improve station modelling (using VISSIM) not only in South Africa, but worldwide.

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Modelling shared space using VISSIM

By David Carrignon (Colin Buchanan)

Email: david.carrignon?cbuchanan.co.uk (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

Shared space principle for street design appears to be an increasingly attractive alternative to formal traffic control systems in the UK. Colin Buchanan is involved in some key schemes and is using VISSIM for the highway capacity analysis.

The usage of VISSIM for shared space environment was initiated for the Parliament Square project where part of the Square would become a shared surface. The work at that time focused on a visually acceptable vehicle/pedestrian interaction and was part of some research on heterogeneous traffic involving two-wheelers.

The first real capacity assessment study undertaken for shared space was for Brighton Marina. The Marina was keen on taking the opportunity of a new residential development to convert its main roundabout into a shared space. The vehicle/pedestrian interaction was initially tested, but numerous issues made this attempt unsuccessful. Pedestrians could not go contra-flow, their lateral movement on a bent link was non-linear and, most important of all, we did not have enough data for the interaction calibration. A new approach using environmental constraints was developed successfully using survey data from the Netherlands.

There is a growing demand for traffic signal de-commissioning schemes using shared space, and some new studies in central London should give us an opportunity to collect data to enable the vehicle/pedestrian interaction.

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VISSIM Industrial Traffic Study

By Neil Bichard (Scott Wilson) and Ewa Skupinska (Scott Wilson)

Email: Neil.Bichard?scottwilson.com , Ewa.Skupinska?scottwilson.com (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

Scott Wilson developed a traffic model to analyse the logistical implications of changing goods vehicle delivery operations within a large industrial plant. The brief involved analysing the impact of increasing industrial activity within the plant, to include the simulation of processing facilities previously located off-site. The model was required to replicate a precise 24hr HGV delivery schedule, and to provide the capability to monitor the specific delivery purpose of vehicles during simulation. It was stated that the model be three dimensional and provide an observable simulation of vehicle movement during delivery to specific locations.Vissim was chosen as the software for a study that presented a number of modelling challenges which required innovative solutions.

One desired feature of the 3D model was to show the behaviour of HGVs arriving at the delivery locations, to include visualisation of the vehicles reversing into parking bays. The behaviour of vehicles travelling on Vissim connectors was manipulated to depict the vehicle reversing. To ensure that vehicles arriving at full parking bays wait for a space to become available (different to a typical public car park model) VisVAP files were also developed to control deliveries at each location.

Modelling a network where all vehicles arrive at the network at specific timing points and subsequently travel through the network in a highly controlled manner presented a further challenge in Vissim. It was necessary to provide every delivery vehicle entering the network a specific entry time, destination (from approximately 20 delivery decks) and purpose (from 3 delivery types). To facilitate this level of control over the network, approximately 60 links were overlaid at the network entry point (20 destinations by 3 purposes), each representing a particular delivery type.

A transit line was used at the start of each link to provide the actual arrival time of all vehicles of the particular delivery type for that link. Each transit line terminated on the same link, allowing each loaded vehicle to travel a small distance before picking up a vehicle route on the same link to its specific destination. In addition to the controlled delivery vehicle inputs to the model, a wide range of other vehicle travel patterns were coded into the model, based on logistical data obtained from the plant, to represent other traffic in the network.

The proposal to bring a number of new operations onsite necessitated the development of a Vissim model to represent this, creating a "with scheme“ version of the model to compare to the "existing situation“ model. The new operational facilities of the "with scheme“ model were built using some of the techniques already developed in the modelling process, again with an emphasis on control. Comparison of the two models on both a visual and statistical scale was used to provide the client with a comprehensive analysis of the viability of the proposed scheme.

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Sum3) VISUM Real Time, Tolls and Public Transport

Tolled Motorway Revenue Optimisation with the use of Logit Route Choice Model in VISUM

By Philippe Perret (Scott Wilson) and Pawel Kucharski (Scott Wilson)

Email: Philippe.Perret?scottwilson.com , Pawel.Kucharski?scottwilson.com (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

The Government of Montenegro is planning to construct a tolled motorway in the strategic Bar - Boljare corridor between the Montenegrin coast and the Serbian border. The International Finance Corporation (IFC) has been appointed to act as a lead advisor in the structuring and implementation of a public-private partnership (PPP) for the design, financing, construction, operation and maintenance of the motorway. IFC in turn contracted Scott Wilson (SW) to provide technical advice and undertake demand and revenue modelling and economic evaluation.

Key to this study was the revenue maximisation, and after developing the traffic model within VISUM, Scott Wilson applied an innovative approach to optimise the toll level on the proposed motorway. This approach uses a discrete choice model to derive the motorway demand. The choice model is a binominal logit, which splits the demand into motorway and non-motorway users based on their travel utilities (inverse of costs).

The utility functions for the logit model and impedances used as part of the assignment were substantiated by a Willingness To Pay (WTP) survey and reflected potential user’s sensitivity to travel time, travel distance, toll level and preference for the proposed motorway over the existing lower quality roads. The time, distance and toll components (skims) of the utility functions used within the logit model were derived from the assignment, separately for the motorway and non-motorway demand.

The logit model calculations and the VISUM highway assignments iterated in loops, controlled by a VBA script. The new motorway and non-motorway demand derived from the logit model was assigned to the VISUM network, new costs obtained and the procedure iterated until the convergence of the system was reached.

The method is an alternative to a standard assignment method. It allows a direct implementation of the WTP survey results reflected in the utilities of travel with and without choosing the motorway. Notably, it proves most valuable under low flow conditions were the assignment is effectively all-or-nothing and cannot reliably apportion the demand to different competing routes.

This issue is particularly pronounced in multiple user class assignments. A common outcome of the assignment where the values of time of each of the user classes differ significantly is that only the users with a high value of time are assigned to the tolled links. Even in congested networks the difference in the value of time between the user classes is likely to return similar effects. These results are implausible and undermine the economic evaluation of schemes. The logit model offers an alternative approach, which addresses these difficulties.

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J-LEM - Live Transport Evaluation and Management

By Shaleen Srivastava (Jacobs Engineering) and Mike Jones (Jacobs Engineering)

Email: Shaleen.Srivastava?jacobs.com , Mike.Jones?jacobs.com (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

JACOBS has developed a transport data fusion and prediction platform which combines the disciplines of transport modelling, data collection and intelligent transport systems for the benefit of the travelling public. The J-lem platform drives a website based display which uses all existing and future sources of live data, including sector leading use of mobile phones, to show live and predicted travel patterns and congestion levels on the network.

J-Lem offers two discrete but inter-related tools on a common platform:-

• Network Operational Management display: a web accessible display showing travel conditions on the network covered in real time and designed with the TMA network management obligation in mind. This allows more comprehensive network coverage and visibility than present systems and enables earlier knowledge led operator intervention to deal with incidents. The system allows the potential to abstract unlimited and cost effective classified counts, dynamic monitoring against targets and provides a validated source of accurate and continuous travel information to assist user choice.

• A continuously updated area-wide, multi-modal Transport Model (VISUM) giving rapid access for studies and option testing without expensive and time consuming survey delays. The model has the flexibility to examine the outcome from current unusual trends and incidents as well as to examine the long term impact of major growth and network investment options.

Both tools have been developed and proven as a major pilot scheme within the Jacobs ground breaking Kent Alliance contract with Kent County Council. As a result, both can be demonstrated within this working environment. The Network display currently covers the entire Maidstone area and is in continuous use within the Jacobs operated Kent Traffic Management Centre (TMC).

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Importing UK Public Transport Data into VISUM (/VISSIM)

By Sergio Grosso (PTV UK)

Email: sergio.grosso?ptv-newcastle.co.uk (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

This paper describes the state of the art with importing PuT (Public Transport) data into VISUM for formats used in the UK, namely ATCOCIF and TransXchange. It describes the ATCOCIF2VISUM converter developed following demand from the user community: What it does, where it could improve and what are the plans for the future. Samples from various UK networks will be described from models for Carlisle, Durham, Lincoln, Tyne & Wear, and West Midlands among others.

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Sim3) VISSIM General

Providing added value to VISSIM models

By George Lunt (AECOM)

Email: george.lunt?aecom.com (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

Within the tight economic constraints that we currently operate, the need to deliver value for money whilst still maintaining high technical quality is a headline requirement. Vissim’s ability to interface liberally with external software provides an excellent opportunity to deliver bespoke solutions to clients that are directly tailored to their needs.

Furthermore, the development of more interactive tools can considerably reduce option testing time whilst ensuring that the technical quality of models is maintained. This paper describes a number of tools developed by AECOM that make use of the interfacing facility within Vissim (COM), and demonstrates the benefit that this approach has provided to projects and clients. More specifically such applications include an interactive bus service tool for a busy city centre, a model of a bus station in Glasgow, an airport airside model, and a framework to allow Scoot/UTMC control to be modelled within Vissim.

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Modelling Ramp Metering Algorithms and Integrated Traffic Management

By Matt Hall (Atkins) and Peter Weller (Atkins)

Email: Matt.Hall?atkinsglobal.com , Peter.Weller?atkinsglobal.com (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

The Highways Agency (HA) has installed ramp metering at 80 sites in England. It has been very successful, with evaluation results showing average reductions in journey times of 13% (based on the first 30 installations). Despite the great success of the existing system, some potential improvements have been identified. Due to the complexity of the algorithms, seven of the improvements were modelled using the micro-simulation package VISSIM in order to determine the potential implications.

In addition, following the successful implementation of the Integrated Traffic Management (ITM) scheme at M1 J33, where the ramp metering signal controller was physically linked to the fixed time signal operation at the junction, the HA is seeking to implement ITM elsewhere on the motorway network. Where motorway junctions are signalised, the vast majority are operated on Microprocessor Optimised Vehicle Actuation (MOVA). Therefore, before implementing ITM at other locations on the motorway network, the HA sought to assess the benefits and the technical challenges associated with linking ramp metering operation with MOVA signal control.

The presentation details the methodologies adopted in terms of the VISSIM modelling process and use of VAP coding to achieve the goals of the studies.

This paper presents the results of the modelling for the two projects. Both schemes are currently being implemented as a result of the positive modelling results.

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On-Demand Evaluation of Alternative Strategies for Environmental Traffic Management

By Robin North (Imperial College London), Janneke van Baalen (TNO), Jeremy Cohen (Imperial College London), Neil Hoose (Imperial College London), and John Polak (Imperial College London)

Email: robin.north?imperial.ac.uk , janneke.vanbaalen?tno.nl (please substitute ‘?’ with ‘@’ – spam preventing measure)

Abstract:

Across the world, air quality regulations are breached due to localized high pollution episodes, or “hotspots”. Advances in air pollution monitoring techniques enable hotspots to be identified more effectively; however challenges remain as to how best to reduce the incidence and impact of these episodes. Where road traffic is the dominant source of pollutants, ITS measures, including alternative traffic management strategies, may be deployed to mitigate the hotspot and contribute towards regulatory compliance. However, the effective evaluation of such ITS measures requires the use of computationally expensive microscopic traffic and emissions models in order to appropriately represent changes in vehicle emission profiles. This paper demonstrates how advances in distributed computing can be combined with the latest generation of traffic and emissions models to provide robust and rapid evaluation of alternative traffic management scenarios.

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