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FSUTMS-Voyager: FSUTMS-Voyager: Transit Standards Transit Standards within Evolving within Evolving
FSUTMSFSUTMSTechnical PresentationTechnical Presentation
Florida Model Task ForceFlorida Model Task Force
Tampa, FloridaTampa, Florida
December 12December 12thth, 2006, 200685 slides
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TopicsTopics
Context/BackgroundContext/Background PT 109PT 109 Methodology & findingsMethodology & findings FSUTMS-Voyager Transit Model GuidelinesFSUTMS-Voyager Transit Model Guidelines
Path-building/mode choicePath-building/mode choice Network/system codingNetwork/system coding AccessAccess Assignment & calibration/validationAssignment & calibration/validation
Final thoughtsFinal thoughts
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Transit Path-BuildersTransit Path-Builders
Two types: single-path & multi-pathTwo types: single-path & multi-path Single-path Single-path
Exclusively available in Tranplan, Exclusively available in Tranplan, Minutp & TP+Minutp & TP+
Dominant path-builder in Florida & USDominant path-builder in Florida & US Multi-pathMulti-path
Available in TransCAD & Cube-Voyager Available in TransCAD & Cube-Voyager (PT)(PT)
Becoming more prevalentBecoming more prevalent
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Multi-Path vs. Single-Multi-Path vs. Single-PathPath
O D Local Bus
Rail/Shuttle
Express Bus
PathPath Weighted Weighted TimeTime
Single-Single-Path Path Skim Skim
ValuesValues
Multi-Multi-Path Path Skim Skim
ValuesValues
Rail/Rail/ShuttleShuttle 55 min55 min 100%100% 45%45%
Local BusLocal Bus 90 min90 min ---- 20%20%
Express Express BusBus 65 min65 min ---- 35%35%
Also loading
percentages!
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Advantages to Multi-Path Advantages to Multi-Path BuildersBuilders
Reflect sensitivities that would otherwise be:Reflect sensitivities that would otherwise be: Impossible in single-path builders, or Impossible in single-path builders, or Create inconsistencies between the path-builder & mode Create inconsistencies between the path-builder & mode
choice modelchoice model More complex ones can combining headways More complex ones can combining headways
across different modes & evaluating multiple across different modes & evaluating multiple boarding pointsboarding points Helpful for complex Bus Rapid Transit (BRT) systemsHelpful for complex Bus Rapid Transit (BRT) systems
May curtail magnitude of bias constantsMay curtail magnitude of bias constants Offer better consistency between path-builder & Offer better consistency between path-builder &
mode choice weightsmode choice weights No new single-path builder has been offered by the No new single-path builder has been offered by the
software industry in the past 20 yearssoftware industry in the past 20 years Citilabs’ single-path builders will not receive any Citilabs’ single-path builders will not receive any
long-term enhancementslong-term enhancementsThese factors make multi-path builders potentially attractive!
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Multi-Path Builder UnknownsMulti-Path Builder Unknowns(Early 2006)(Early 2006)
How to…How to… Design a multi-path model Design a multi-path model Coordinate it with the mode choice modelCoordinate it with the mode choice model Calibrate & validate Calibrate & validate Introduce a new transit modeIntroduce a new transit mode
Whether they meet FTA New/Small Whether they meet FTA New/Small Starts guidanceStarts guidance
Whether they work as intended/desiredWhether they work as intended/desired No PT models known to existNo PT models known to exist
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Work Task OverviewWork Task Overview
Develop new transit standards, Develop new transit standards, keeping mindful of:keeping mindful of: Existing standardsExisting standards User & planner needsUser & planner needs Features & capabilities of PT & VoyagerFeatures & capabilities of PT & Voyager New Starts/Small Starts & FTA New Starts/Small Starts & FTA
guidanceguidance
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Existing Transit ModelExisting Transit Model Consists of many elements/steps, including:Consists of many elements/steps, including:
Percent of zonal area within walking distance to Percent of zonal area within walking distance to transittransit
Walk, auto & sidewalk connections to transitWalk, auto & sidewalk connections to transit Transit line coding, fare definition, speed Transit line coding, fare definition, speed
relationshipsrelationships Path-buildingPath-building Mode choice modelingMode choice modeling AssignmentAssignment ReportingReporting
Each element has to be consistent with the Each element has to be consistent with the others to produce viable resultsothers to produce viable results
Path-builder drives transit model Path-builder drives transit model structure!structure!
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Different NeedsDifferent NeedsTierTier Transit ServiceTransit Service Data AvailabilityData Availability ExamplesExamples
AALocal service only;Local service only;
no park-and-ridesno park-and-ridesSystem-wide boardings & System-wide boardings & transfer ratestransfer rates
Polk Polk County, County, SunTranSunTran
BBLocal & express service;Local & express service;
some park-and-ridessome park-and-rides
System-wide boardings & System-wide boardings & transfer rates;transfer rates;
May have recent on-May have recent on-board surveyboard survey
Votran, Votran, SpacecoastSpacecoast
CCRecent on-board survey;Recent on-board survey;
system-wide boardings & system-wide boardings & transfer ratestransfer rates
JacksonvilleJacksonville, Orlando, , Orlando,
TampaTampa
DD
Many different types of Many different types of service;service;
extensive park-and-ride extensive park-and-ride system;system;
potential major fixed-potential major fixed-guideway systemguideway system
Recent on-board survey Recent on-board survey for all modes;for all modes;
detailed boarding & detailed boarding & transfer rate informationtransfer rate information
Southeast Southeast FloridaFlorida
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FTA New/Small StartsFTA New/Small Starts Since 2002, FTA found that many ideas Since 2002, FTA found that many ideas
considered “good practice” may have many bad considered “good practice” may have many bad or undesirable properties during forecastingor undesirable properties during forecasting
FTA has released recommended model FTA has released recommended model properties and other findings to the modeling properties and other findings to the modeling community in the hopes that future modeling community in the hopes that future modeling systems will avoid these practices (see next systems will avoid these practices (see next slide)slide)
Instituting quality-control tests, two of which are Instituting quality-control tests, two of which are impacted by multi-path path-buildersimpacted by multi-path path-builders Overall, FTA struggling with the impact of multi-path Overall, FTA struggling with the impact of multi-path
builders on its evaluation of New Starts projectsbuilders on its evaluation of New Starts projects
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Problematic Characteristics Problematic Characteristics of Transit Forecasting of Transit Forecasting
MethodsMethods Unusual coefficients in mode choice Unusual coefficients in mode choice
modelsmodels Non-logit decision rulesNon-logit decision rules Bizarre alternative-specific constantsBizarre alternative-specific constants Path / mode-choice inconsistenciesPath / mode-choice inconsistencies Accuracy of bus running timesAccuracy of bus running times Stability of highway-assignment resultsStability of highway-assignment results Assertions for new transit & access Assertions for new transit & access
modesmodes
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PT – Public Transport (1 PT – Public Transport (1 of 5)of 5)
Public transportation module in Cube-Public transportation module in Cube-VoyagerVoyager Methodology & features very different Methodology & features very different
from Tranplan (more later)from Tranplan (more later) Takes advantage of Voyager’s featuresTakes advantage of Voyager’s features
HighlightsHighlights Multi-path builderMulti-path builder Includes ability to build access connectorsIncludes ability to build access connectors More powerful line codingMore powerful line coding Flexible auto-transit speed relationshipsFlexible auto-transit speed relationships
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PT – Public Transport (2 PT – Public Transport (2 of 5)of 5)
Three major characteristics Three major characteristics different from existing FSUTMS different from existing FSUTMS transit modeltransit model
Multi-path algorithm (vs. single-path)Multi-path algorithm (vs. single-path) Leg-based (vs. link-based)Leg-based (vs. link-based) Runs in 4 steps (vs. straightforward)Runs in 4 steps (vs. straightforward)
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PT – Public Transport (3 PT – Public Transport (3 of 5)of 5)
Three major characteristics Three major characteristics different from existing FSUTMS different from existing FSUTMS transit modeltransit model
Multi-path algorithm (vs. single-path)Multi-path algorithm (vs. single-path) Impacts path-builder/mode choice Impacts path-builder/mode choice
relationshiprelationship Leg-based (vs. link-based)Leg-based (vs. link-based) Runs in 4 steps (vs. straightforward)Runs in 4 steps (vs. straightforward)
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Transit Link ExampleTransit Link Example
Centroid
Station
Sidewalk link
Walk-access connector
Sidewalk link
Rail Line
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Transit LegTransit Leg
Centroid
Station
Walk-access leg
Rail Line
Two requirements:
• All connectors must connect transit stop to transit stop or transit stop to centroid
• Connectors must ‘spider’ highway network
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PT – Public Transport (4 PT – Public Transport (4 of 5)of 5)
Three major characteristics Three major characteristics different from existing FSUTMS different from existing FSUTMS transit modeltransit model
Multi-path algorithm (vs. single-path)Multi-path algorithm (vs. single-path) Impacts path-builder/mode choice Impacts path-builder/mode choice
relationshiprelationship Leg-based (vs. link-based)Leg-based (vs. link-based)
Impacts access connectors & percent walksImpacts access connectors & percent walks Runs in 4 steps (vs. straightforward)Runs in 4 steps (vs. straightforward)
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PT Path-Builder Logic PT Path-Builder Logic OverviewOverview
4 steps 4 steps 1.1. Network simplificationNetwork simplification
Minimizes solution set & maximize running timeMinimizes solution set & maximize running time2.2. Minimum Cost Path/AONMinimum Cost Path/AON
Determines minimum pathDetermines minimum path3.3. EnumerationEnumeration
Determines if other paths are acceptable of Determines if other paths are acceptable of proceeding to evaluation stepproceeding to evaluation step
4.4. EvaluationEvaluation Determine weights/percentages of remaining pathsDetermine weights/percentages of remaining paths
Network coding is Network coding is veryvery important to important to ensure that paths progress through ensure that paths progress through these steps as intendedthese steps as intended
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PT – Public Transport (5 PT – Public Transport (5 of 5)of 5)
Three major characteristics different Three major characteristics different from existing FSUTMS transit modelfrom existing FSUTMS transit model
Multi-path algorithm (vs. single-path)Multi-path algorithm (vs. single-path) Impacts path-builder/mode choice relationshipImpacts path-builder/mode choice relationship
Leg-based (vs. link-based)Leg-based (vs. link-based) Impacts access connectors & percent walksImpacts access connectors & percent walks
Runs in 4 steps (vs. straightforward)Runs in 4 steps (vs. straightforward) Impacts network codingImpacts network coding
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FTA Reactions to PTFTA Reactions to PT
Four meetings with FTA, one including CitilabsFour meetings with FTA, one including Citilabs Strongly recommended micro-coding fixed-Strongly recommended micro-coding fixed-
guideway, park-and-ride stations to better guideway, park-and-ride stations to better represent transfer timerepresent transfer time Existing FSUTMS standards utilize same node for Existing FSUTMS standards utilize same node for
rail & bus stations rail & bus stations Confirmed that multi-path builder is not Confirmed that multi-path builder is not
compatible with existing FSUTMS mode choice compatible with existing FSUTMS mode choice structurestructure
PT v4.0 cannot provide the necessary PT v4.0 cannot provide the necessary information for New Starts quality control testsinformation for New Starts quality control tests
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Recent EventsRecent Events
Citilabs added a best-path ‘switch’ to PT in Citilabs added a best-path ‘switch’ to PT in summer 2006summer 2006 Addresses FTA’s New Starts quality control testsAddresses FTA’s New Starts quality control tests Mimics single-path builder from TranplanMimics single-path builder from Tranplan Not compatible with all parameters/keywordsNot compatible with all parameters/keywords
Initiated testing different model setupsInitiated testing different model setups To provide empirical data to assist with FTA/Citilabs To provide empirical data to assist with FTA/Citilabs
discussionsdiscussions Help determine best design for a PT-based transit Help determine best design for a PT-based transit
modelmodel Identify any software or design-related issues early Identify any software or design-related issues early
onon
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Transit Model SetupsTransit Model SetupsSetupSetup AccessAccess NetworNetwor
kkPath/Path/
SkimsSkimsMode Mode
ChoiceChoiceAssignmAssignm
entent
PTPT
Multi-Multi-path **path **
PTPT PTPT
PT, path PT, path for each for each access access
mode onlymode only
Access-only:Access-only:
Walk/PNR/ Walk/PNR/ KNRKNR
PTPT
PTPT
Best-path Best-path **
PTPT PTPT
PT, path PT, path for each for each access & access & transit transit mode mode
combinaticombinationon
Access & Access & mode: mode:
Walk/PNR/ Walk/PNR/ KNR by KNR by
bus/project/ bus/project/ fixed-fixed-
guidewayguideway
PTPT
PT-PT-TRNBUILTRNBUILDD
PT, PT, converted converted
to to TRNBUILTRNBUILD within D within modelmodel
PT, PT, converted converted
to to TRNBUILTRNBUILD within D within modelmodel
TRNBUILTRNBUILD, path for D, path for
each each access & access & transit transit mode mode
combinaticombinationon
Access & Access & mode: mode:
Walk/PNR/ Walk/PNR/ KNR by KNR by
bus/project/ bus/project/ fixed-fixed-
guidewayguideway
TRNBUILDTRNBUILD** - long-term recommendation * - short-term recommendation
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TRNBUILDTRNBUILD Single-path builder from TP+ & available in Single-path builder from TP+ & available in
VoyagerVoyager Link-based, many similarities to Tranplan’s Link-based, many similarities to Tranplan’s
path-builderpath-builder
Used nationwide Used nationwide Atlanta, Washington DC, Columbus OH, Northern Atlanta, Washington DC, Columbus OH, Northern
NJNJ Well-known to FTAWell-known to FTA
Reliable history that dates back to MINUTPReliable history that dates back to MINUTP
Only being used in Florida for SERPM6Only being used in Florida for SERPM6 Future development not supported by CitilabsFuture development not supported by Citilabs
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Transit Model SetupsTransit Model Setups
All setups coded in Olympus All setups coded in Olympus Networks & connectors generated by PTNetworks & connectors generated by PT Using XCHOICE in MATRIXUsing XCHOICE in MATRIX Creates Summit user benefit filesCreates Summit user benefit files
Developed a BRT/New Start example Developed a BRT/New Start example to test path & user benefit impacts to test path & user benefit impacts against changes in:against changes in: Mode numbersMode numbers Travel timeTravel time Station micro-codingStation micro-coding
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FindingsFindings Developed PT Best-path setup that mimics Developed PT Best-path setup that mimics
PT-TRNBUILD resultsPT-TRNBUILD results Multi-path model design results very Multi-path model design results very
different from Best-path & TRNBUILDdifferent from Best-path & TRNBUILD Further research needed to define multi-path Further research needed to define multi-path
model setupmodel setup RecommendationsRecommendations
Short-term – proceed with PT Best-path setupShort-term – proceed with PT Best-path setup Separate guidelines for General & New/Small Starts useSeparate guidelines for General & New/Small Starts use
Long-term – track evolving FTA guidance, Long-term – track evolving FTA guidance, industry progress & PT updates; goal - evolve to industry progress & PT updates; goal - evolve to multi-pathmulti-path
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FSUTMS-Voyager Transit Model FSUTMS-Voyager Transit Model Guidelines…Guidelines…
Must use version 4.1 shipped to you Must use version 4.1 shipped to you last week!last week!
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Summary of ChangesSummary of ChangesModuleModule Change(s)Change(s)
HNETHNET Coding transit network elements in Coding transit network elements in transportation networktransportation network
DISTRIBDISTRIB Review trip distribution for validation; examine Review trip distribution for validation; examine highway speeds from first assignmenthighway speeds from first assignment
TNETTNET
Advanced line coding features; new mode Advanced line coding features; new mode definitionsdefinitions
New system data files with reduced emphasis on New system data files with reduced emphasis on ASCII filesASCII files
New auto-bus speed relationshipsNew auto-bus speed relationships
TPATHTPATHNew access procedures & programsNew access procedures & programs
Reduced number of paths in some areasReduced number of paths in some areas
MODEMODENew coefficients; new mode choice structure for New coefficients; new mode choice structure for some areas;some areas;
New percent walk guidelinesNew percent walk guidelines
TASSIGNTASSIGN New assignment procedure & reporting New assignment procedure & reporting programprogram
Calibration/ Calibration/ ValidationValidation Guidelines!Guidelines!
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Path-Building/Mode Choice Path-Building/Mode Choice (1 of 4)(1 of 4)
Auto nesting same Auto nesting same as existing, larger as existing, larger area modelsarea models
Drive Alone
Auto
Shared Ride
HOV-2 HOV-3+
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Path-Building/Mode Choice Path-Building/Mode Choice (2 of 4)(2 of 4)
Tier A AreasTier A Areas Local service onlyLocal service only No park-and-ridesNo park-and-rides Limited data Limited data
availableavailable Build “walk-transit” Build “walk-transit”
& “drive-transit” & “drive-transit” paths per periodpaths per period
Paths include all Paths include all modesmodes
Transit
Walk Access Drive Access
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Path-Building/Mode Choice Path-Building/Mode Choice (3 of 4)(3 of 4)
Tier B/C AreasTier B/C Areas Local & express serviceLocal & express service At least some park-and-At least some park-and-
ridesrides At least system-wide At least system-wide
boardings, but on-board boardings, but on-board survey likelysurvey likely
May be planning for May be planning for New/Small Start project New/Small Start project in near futurein near future
Build 4 paths per periodBuild 4 paths per period Walk-busWalk-bus Walk-project/premiumWalk-project/premium Auto-busAuto-bus Auto-project/premiumAuto-project/premium
Transit
Walk Park-Ride Kiss-Ride
BusPremium/
ProjectBus
Premium/Project
BusPremium/
Project
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Mode Choice StructureMode Choice StructureTier B/C AreasTier B/C Areas
Transit
Walk Park-Ride Kiss-Ride
BusPremium/
ProjectBus
Premium/Project
BusPremium/
Project
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Path-Building/Mode Choice Path-Building/Mode Choice (4 of 4)(4 of 4)
SERPM (Tier D Areas)SERPM (Tier D Areas) Many types of serviceMany types of service Extensive park-and-ride Extensive park-and-ride
systemsystem Detailed boarding & rider Detailed boarding & rider
data availabledata available Can be planning for Can be planning for
New/Small Start project in New/Small Start project in near futurenear future
Build 8 paths per periodBuild 8 paths per period Walk-busWalk-bus Walk-project/premiumWalk-project/premium Walk-MetroRailWalk-MetroRail Walk-TriRailWalk-TriRail Auto-busAuto-bus Auto-project/premiumAuto-project/premium Auto-MetroRailAuto-MetroRail Auto-TriRailAuto-TriRail
Transit
Walk Park-Ride Kiss-Ride
Bus
Project
Metrorail
TriRail
Bus
Project
Metrorail
TriRail
Bus
Project
Metrorail
TriRail
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Mode Choice StructureMode Choice StructureTier D AreasTier D Areas
Transit
Walk Park-Ride Kiss-Ride
Bus
Project
Metrorail
TriRail
Bus
Project
Metrorail
TriRail
Bus
Project
Metrorail
TriRail
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Mode Choice Utility Mode Choice Utility CoefficientsCoefficients
VariableVariable UnitUnitss
HBWHBW HBOHBO NHBNHB
IVTTIVTT MinMin --0.02500.0250
--0.01250.0125 -0.0250-0.0250
IVTT for CRIVTT for CR MinMin --0.02000.0200
--0.01000.0100 -0.0200-0.0200
OVT (walk- & wait-OVT (walk- & wait-time)time) MinMin --
0.05000.0500--
0.02500.0250 -0.0500-0.0500
Fare, parking cost, Fare, parking cost, AOCAOC
CentCentss
--0.00250.0025
--0.00250.0025 -0.0050-0.0050
Drive-access timeDrive-access time MinMin --0.03750.0375
--0.01870.0187
55-0.0375-0.0375
Number of Number of TransfersTransfers ----
--0.12500.1250
--0.06250.0625 -0.1250-0.1250
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Mode Choice Utility Mode Choice Utility CoefficientsCoefficients
Relation to IVTTRelation to IVTTVariableVariable UnitUnit
ssHBWHBW HBOHBO NHBNHB
IVTTIVTT MinMin 1.0x1.0x 1.0x1.0x 1.0x1.0x
IVTT for CRIVTT for CR MinMin 0.8x0.8x 0.8x0.8x 0.8x0.8x
OVT (walk- & wait-OVT (walk- & wait-time)time) MinMin 2.0x2.0x 2.0x2.0x 2.0x2.0x
Value of timeValue of time $/hr$/hr 6.006.00 3.003.00 3.003.00
Drive-access timeDrive-access time MinMin 1.5x1.5x 1.5x1.5x 1.5x1.5x
Number of Number of TransfersTransfers MinMin 5.0x5.0x 5.0x5.0x 5.0x5.0x
Path-builder weights equivalent to mode choice variables weighted to IVTT
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All-Walk PathsAll-Walk Paths
Need to compare transit with all-walk Need to compare transit with all-walk pathpath Maintain consistency with Maintain consistency with
Tranplan/TRNBUILDTranplan/TRNBUILD Prevent overstatement of user benefitsPrevent overstatement of user benefits
Can do this in:Can do this in: Path-builder – requires zone-to-zone walk Path-builder – requires zone-to-zone walk
connectorsconnectors Mode choice – requires all-walk skimMode choice – requires all-walk skim
Need to determine most efficient wayNeed to determine most efficient way
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Transit LinesTransit LinesPT CapabilitiesPT Capabilities
Structure similar to INETStructure similar to INET No line numbers or reference lines!No line numbers or reference lines! Stops “positive”; non-stops “negative”Stops “positive”; non-stops “negative”
Multiple headways per line → single fileMultiple headways per line → single file Flexible in-line coding – layovers, Flexible in-line coding – layovers,
access/ egress-only stops, circulator access/ egress-only stops, circulator codingcoding
Allows double stops & complex Allows double stops & complex routings…routings…
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Transit LinesTransit LinesTransportation NetworkTransportation Network
Three elements should be represented Three elements should be represented in transportation networkin transportation network Transit-only linksTransit-only links Micro-coded stationMicro-coded station Station dataStation data
Transit-only linksTransit-only links Similar to existing practice, just coding Similar to existing practice, just coding
on transportation networkon transportation network Coded with facility type 69 with special Coded with facility type 69 with special
fields…fields…
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Transit LinesTransit LinesTransit-Only Link FieldsTransit-Only Link Fields
FieldField ModesModes DescriptionDescription
TBSDISTTBSDIST Bus/mixed-flowBus/mixed-flow Distance (miles)Distance (miles)
TBSTIMETBSTIME ““ Time (minutes)Time (minutes)
TBSSPEEDTBSSPEED ““ Speed (mph)Speed (mph)
TFGDISTTFGDIST Fixed-guidewayFixed-guideway Distance (miles)Distance (miles)
TFGTIMETFGTIME ““ Time (minutes)Time (minutes)
TFGSPEEDTFGSPEED ““ Speed (mph)Speed (mph)
TFGMODETFGMODE ““ ModeMode
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Station Micro-CodingStation Micro-CodingGeneral – Fixed-guidewayGeneral – Fixed-guideway
StreetsBus platform node
Rail platform nodeMetroRail
Escalator Link
Time=~1 min
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Station Micro-CodingStation Micro-CodingNew/Small Starts – Fixed-guidewayNew/Small Starts – Fixed-guideway
StreetsBus platform node
Rail platform nodeMetroRail
PNR
Access ConnectorsEscalator Link
Time=~1 min
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Station Micro-CodingStation Micro-CodingNew/Small Starts – Bus PNRNew/Small Starts – Bus PNR
StreetsBus platform node
PNR
Access Connectors
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Station Data FieldsStation Data Fields
FieldField DescriptionDescription Default ValuesDefault Values
TSNAMETSNAME Station nameStation name ----
TSTYPETSTYPE Type of accessType of access 0 – not used0 – not used1 – used1 – used
FAREZONEFAREZONE Fare zone for zone-based faresFare zone for zone-based fares Coded on station nodes Coded on station nodes onlyonly
TSRANGETSRANGE Maximum roadway distance Maximum roadway distance allowed for auto-access connectorallowed for auto-access connector Typically 2.0 – 10.0Typically 2.0 – 10.0
TSPARKTSPARK Number of parking spacesNumber of parking spaces ----
TSCOSTAMTSCOSTAM Parking cost in peak periodParking cost in peak period ----
TSCOSTMDTSCOSTMD Parking cost in off-peak periodParking cost in off-peak period ----
TSPNRTERTSPNRTERMM
PNR terminal timePNR terminal time 2.02.0
TSKNRTERTSKNRTERMM
KNR terminal timeKNR terminal time 0.50.5
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System DataSystem Data Defines modes, operators & wait-curvesDefines modes, operators & wait-curves Transit operatorTransit operator
Assigned to specific transit linesAssigned to specific transit lines Should be defined by fare policyShould be defined by fare policy
Wait curvesWait curves PT allows curvilinear actual-perceived wait time relationshipsPT allows curvilinear actual-perceived wait time relationships Existing method applies “½ headway” rule with 30-minute Existing method applies “½ headway” rule with 30-minute
maximummaximum Apply piecewise function for rail modes to avoid “excessive” Apply piecewise function for rail modes to avoid “excessive”
headway impacts on ridership & user benefits, for instance…headway impacts on ridership & user benefits, for instance… If headway ≤ 15 min, set new headway = original headwayIf headway ≤ 15 min, set new headway = original headway If headway is between 15 & 30 min, set new headway = 2 * (7.5 If headway is between 15 & 30 min, set new headway = 2 * (7.5
+ (headway-15)/4)+ (headway-15)/4) If headway is over 30 min, set new headway = 2 * (11.25 + If headway is over 30 min, set new headway = 2 * (11.25 +
(headway-30)/8)(headway-30)/8)
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Transit ModesTransit ModesExisting StructureExisting Structure
Modal definitions based on service type onlyModal definitions based on service type only ProblemsProblems
Local/express definition not favored by FTALocal/express definition not favored by FTA New bus services (e.g., limited-stop, BRT) don’t fit New bus services (e.g., limited-stop, BRT) don’t fit
into “hard” categoriesinto “hard” categories If using express bus mode, extensive workarounds If using express bus mode, extensive workarounds
needed to properly model speeds & biases for new needed to properly model speeds & biases for new bus services bus services
Forecasting requirements for regional models Forecasting requirements for regional models starting to exceed 8-mode definition & 30-mode starting to exceed 8-mode definition & 30-mode software limitssoftware limits
Propose new structure to…Propose new structure to… Take advantage of PT’s expanded mode limitsTake advantage of PT’s expanded mode limits Prepare for eventual migration to multi-path Prepare for eventual migration to multi-path
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Modal Definitions (1 of 2)Modal Definitions (1 of 2)
NumberNumber ModeMode
11 Walk access/egress (centroid-to-stop & vice-versa)Walk access/egress (centroid-to-stop & vice-versa)
22 Auto accessAuto access
3-103-10 Other access connectors (Other access connectors (for future usesfor future uses))
1111Fixed-guideway platform to street connectors; Fixed-guideway platform to street connectors;
PNR to fixed-guideway/streetPNR to fixed-guideway/street
1212 Transfer connectors (“sidewalks”)Transfer connectors (“sidewalks”)
13-2013-20 Other non-centroid connectors (Other non-centroid connectors (for future usesfor future uses))
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Modal Definitions (2 of 2)Modal Definitions (2 of 2)
NumberNumber ModeMode
2121 Local & express busLocal & express bus
2222 Bus rapid transit/premium busBus rapid transit/premium bus
2323 Circulator (e.g., Metromover, Streetcar, Trolley)Circulator (e.g., Metromover, Streetcar, Trolley)
2424 Heavy rail transit (e.g., Metrorail)Heavy rail transit (e.g., Metrorail)
2525 Commuter rail (e.g., TriRail)Commuter rail (e.g., TriRail)
2626 Other modeOther mode
2727 Project mode (Project mode (for planning studiesfor planning studies))
31-3731-37 Same as 21-27, but for different operator (i.e., Same as 21-27, but for different operator (i.e., county)county)
41-47, 41-47,
51-57, 51-57, etc.etc.
As neededAs needed
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Auto-Transit Speed Auto-Transit Speed RelationshipsRelationships
Recent EventsRecent Events Transition to PTTransition to PT
Allows expanded mode definitions & Allows expanded mode definitions & unique auto-transit speed relationships for unique auto-transit speed relationships for each modeeach mode
Data collectionData collection Tampa (2003) & Jacksonville (2005)Tampa (2003) & Jacksonville (2005) Both surveys show that transit speeds are Both surveys show that transit speeds are
70+% of auto speed in all but a few cases70+% of auto speed in all but a few cases No data on limited-stop bus or BRT No data on limited-stop bus or BRT
servicesservices
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Auto-Transit Speed Auto-Transit Speed RelationshipsRelationships
Good time to re-evaluate auto-transit Good time to re-evaluate auto-transit speed relationshipsspeed relationships
Three possible options:Three possible options: Maintain piecewise relationshipMaintain piecewise relationship Linear or curvilinear relationshipLinear or curvilinear relationship Linear/dwell time hybrid relationshipLinear/dwell time hybrid relationship
Will review options after transit Will review options after transit model framework is finalizedmodel framework is finalized
Impact with time of day models?Impact with time of day models?
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Zonal AccessZonal Access Compute proportion of zonal area within Compute proportion of zonal area within
walking distance to transitwalking distance to transit PurposePurpose
Avoid over-estimating transit trips in large Avoid over-estimating transit trips in large (>1mi(>1mi22) zones while minimizing required number ) zones while minimizing required number of paths/skimsof paths/skims
Existing standardsExisting standards Large areas computed short & long-walk coverageLarge areas computed short & long-walk coverage Small areas did not use percent walksSmall areas did not use percent walks Developed using GIS or PCWALK programDeveloped using GIS or PCWALK program Assumed ubiquitous access from inside zone to Assumed ubiquitous access from inside zone to
edge (agreed with access program logic)edge (agreed with access program logic)
60
Zonal AccessZonal Access
Need to continue practice (Tiers C & D only)Need to continue practice (Tiers C & D only) Zone sizes in some models are still largeZone sizes in some models are still large
Proposed standards Proposed standards Use a single ½ mile “can walk/cannot walk” bufferUse a single ½ mile “can walk/cannot walk” buffer Reduces number of access categories to 3 from 7Reduces number of access categories to 3 from 7 Compute via GIS, maintaining ubiquitous access Compute via GIS, maintaining ubiquitous access
assumptionassumption Does Does notnot agree with walk-connector logic, so connectors agree with walk-connector logic, so connectors
will have to be reviewed & compared to percent walk will have to be reviewed & compared to percent walk values (more later)values (more later)
Recommend review of zone sizes for all modelsRecommend review of zone sizes for all models
61
Example of Large ZonesExample of Large Zones
1129
503
Zone 503 (3+ mi2)
2000 Population – 7,700 2025 Population – 25,000
2000 Employment – 2,600 2025 Employment – 3,300
Zone 1129 (3+ mi2)
2000 Population – 13,900 2025 Population – 18,700
2000 Employment – 2,100 2025 Employment – 2,300
63
Walk AccessWalk AccessExisting MethodExisting Method
Primary connections from centroids to Primary connections from centroids to bus stopsbus stops
Relies heavily on percent walk Relies heavily on percent walk calculations & classificationscalculations & classifications
If percent walk is non-zero and no links If percent walk is non-zero and no links from above, program “swept” from above, program “swept” surrounding nodessurrounding nodes
““CODW” times computed so that CODW” times computed so that separate short walk & long walk times separate short walk & long walk times could be computed inside modal choice could be computed inside modal choice modelmodel
64
Walk AccessWalk AccessProblemsProblems
Percent walks not very goodPercent walks not very good Often computed across canals and other Often computed across canals and other
barriersbarriers Although barriers were available in logic, Although barriers were available in logic,
they were seldom used they were seldom used ““Sweeps” included many questionable Sweeps” included many questionable
connectorsconnectors Detailed examination of maps and Detailed examination of maps and
aerials showed PT procedure often aerials showed PT procedure often much better…much better…
65
Walk Access Inconsistency Walk Access Inconsistency Example (1 of 2)Example (1 of 2)
31
32
33
51
88
91
99
100
851
1127
1145
1146
1161
1162
1165
1509
1510
1543
5856
5884
590459125928
5936
5948
5952
59685972
5976
59886004
60206028
60606080 60846088 6092
6096 61046198
1014410146
10148
10150
1015210154
10764
10766
10768
10770
10772
10774
10776
1121011212
11214
11216
11218
11220
11974
1197611982
11984
12106
12107
12108
12193
Zone 32:
53% short walk 100% long walk
Only access from zone well-represented by single centroid connector, requiring very long walk to node 6084
67
1686
1691
1692
1693
1694
1695
1698
1699
17001701
1735
17521753
1754
14751
147581476214764
14766
14768
14770
14780
14782
14784
14792
14796
14800
14802
14806
14808
14810
14820
14822
15218
15219
15220
1523415236
15238
15252
15254
1526215264
Walk Access Inconsistency Walk Access Inconsistency Example (2 of 2)Example (2 of 2)
Zone 1694:
92% short walk 100% long walk
•Calculation driven by bus along arterial south of centroid (node 15234 etc.) but blocked from TAZ by major canal
•TAZ functionally an island with canals on all sides and only access via bridge to node 15238
69
Walk AccessWalk AccessNew Approach (1 of 4)New Approach (1 of 4)
Connector DataConnector Data Walk connectors now from PT’s GENERATE Walk connectors now from PT’s GENERATE
(next slide)(next slide) Adjust percent walks globally until better Adjust percent walks globally until better
approach can be foundapproach can be found Retain CODW procedures to minimize impact on Retain CODW procedures to minimize impact on
modal choice modelmodal choice model Modifying the connector dataModifying the connector data
Special-purpose program/script to adjust Special-purpose program/script to adjust connectors and/or percent walksconnectors and/or percent walks
Connector/CODW adjustments on slide after nextConnector/CODW adjustments on slide after next
70
New Approach (2 of 4)New Approach (2 of 4)Connector TypesConnector Types
TypeType MaximuMaximum Lengthm Length Description/RationaleDescription/Rationale
Centroid-Centroid-to-stopto-stop ~1.1 miles~1.1 miles Standard walk connectorsStandard walk connectors
Station-to-Station-to-centroidcentroid ~3.0 miles~3.0 miles
Length set artificially high to avoid Length set artificially high to avoid disconnects between alternativesdisconnects between alternatives
Apply spline function to over-weight Apply spline function to over-weight walks over 0.5 miles to avoid walks over 0.5 miles to avoid excessive walksexcessive walks
71
New Approach (3 of 4)New Approach (3 of 4)Centroid-to-stop Connector Centroid-to-stop Connector
ModificationsModifications
Percent Percent walkwalk
Transit Transit stop @ stop @
centroid centroid connector?connector?
Action/NotesAction/Notes
100%100%YesYes No modification to access No modification to access
connectorsconnectors
NoNo Reset percent walk to 0%Reset percent walk to 0%
~20% ≤ ~20% ≤ xx ≤ 100% ≤ 100%
YesYes Reset length of centroid portion to Reset length of centroid portion to ½ mile½ mile
NoNo Reset percent walk to 0%Reset percent walk to 0%
x x ≤ ≤ ~20%~20%
YesYes
Delete all access connectors Delete all access connectors (transit likely not really that (transit likely not really that accessible at all)accessible at all)
Reset percent walk to 0%Reset percent walk to 0%
NoNo Reset percent walk to 0%Reset percent walk to 0%
72
New Approach (4 of 4)New Approach (4 of 4)Station-to-centroid ModificationsStation-to-centroid Modifications
Connector Connector Length Length (miles)(miles)
Modification ProcessModification Process
Maximum Maximum Modified Modified Length Length (miles)(miles)
0 ≤ 0 ≤ xx ≤ 0.5 ≤ 0.5 No modification to connectorNo modification to connector 0.50.5
0.5 ≤ 0.5 ≤ xx ≤ ≤ 1.01.0
No modification to connector for first ½ No modification to connector for first ½ milemile
Reset any additional length to (x-½)*2Reset any additional length to (x-½)*2
Re-compute walking timeRe-compute walking time
1.51.5
1.0 ≤ 1.0 ≤ xx ≤ ≤ 2.02.0
No modification to connector for first ½ No modification to connector for first ½ milemile
Reset next ½ mile to (x-½)*2Reset next ½ mile to (x-½)*2
Reset any additional length to (x-1)*3 Reset any additional length to (x-1)*3
Re-compute walking timeRe-compute walking time
4.54.5
2.0 ≤ 2.0 ≤ xx ≤ ≤ 3.03.0
No modification to connector for first ½ No modification to connector for first ½ milemile
Reset next ½ mile to (x-½)*2Reset next ½ mile to (x-½)*2
Reset next 1 mile to (x-1)*3Reset next 1 mile to (x-1)*3
Reset any additional length to (x-2)*4Reset any additional length to (x-2)*4
Re-compute walking timeRe-compute walking time
8.58.5
73
Drive AccessDrive Access Existing methodExisting method
Used AUTOCON logic to create drive-transit Used AUTOCON logic to create drive-transit connectors between centroids & park-and-ridesconnectors between centroids & park-and-rides
Avoided backtracking & excessive drive timeAvoided backtracking & excessive drive time Had problem of disconnecting some zones between Had problem of disconnecting some zones between
alternatives, slightly impacting user benefitsalternatives, slightly impacting user benefits Proposed approachProposed approach
Favor scripting AUTOCON logic over using PT’s Favor scripting AUTOCON logic over using PT’s GENERATE keyword (see next slide)GENERATE keyword (see next slide)
Adding function to exaggerate time on Adding function to exaggerate time on connectors beyond rangeconnectors beyond range
Modifications to connectors needed (see Modifications to connectors needed (see slide after next)slide after next)
74
Drive Access Connector Drive Access Connector ComparisonComparison
PT’s GENERATE generates circular
catchment areas
AUTOCON’s logic applies backtracking
logic
75
Auto Access ConnectorsAuto Access ConnectorsNew MethodNew Method
Embed station costs to PNR- & KNR-transit Embed station costs to PNR- & KNR-transit connectorsconnectors Driving timeDriving time 1.5x1.5x Terminal timeTerminal time 2.0x2.0x Station parking costStation parking cost $6/hr (pk) $3/hr (op)$6/hr (pk) $3/hr (op) Auto operating costAuto operating cost $6/hr (pk) $3/hr (op)$6/hr (pk) $3/hr (op)
Auto access connectors passed to mode Auto access connectors passed to mode choice as IVTT since already weightedchoice as IVTT since already weighted
Separate connectors needed to bus & rail Separate connectors needed to bus & rail platformsplatforms Why? PT does not allow consecutive non-transit Why? PT does not allow consecutive non-transit
legslegs
76
Sidewalk/Transfer Sidewalk/Transfer ConnectorsConnectors
Existing MethodExisting Method Allows “street-walking” to transfer Allows “street-walking” to transfer
between different transit linesbetween different transit lines SIDECON produces sidewalk links SIDECON produces sidewalk links
around transit stationsaround transit stations Sidewalks coded as INET routes to Sidewalks coded as INET routes to
reflect walk-able areas (e.g., CBDs)reflect walk-able areas (e.g., CBDs) Both SIDECON & sidewalks are link-Both SIDECON & sidewalks are link-
based & not readily-compatible with based & not readily-compatible with PTPT
77
Sidewalk/Transfer AccessSidewalk/Transfer AccessNew MethodNew Method
TypeTypeMaximuMaximu
m m LengthLength
Description/RationaleDescription/Rationale
Bus stop-to-Bus stop-to-fixed-guideway fixed-guideway platformsplatforms
~0.6 ~0.6 milesmiles Needed for station micro-codingNeeded for station micro-coding
Fixed-Fixed-guideway guideway platforms to platforms to nearby bus nearby bus stopsstops
~0.6 ~0.6 milesmiles
Allow for movements between Allow for movements between fixed-guideway platforms & fixed-guideway platforms & buses “down the street”buses “down the street”
Bus stop-to-bus Bus stop-to-bus stop in CBD stop in CBD areasareas
~0.6 ~0.6 milesmiles
Replaces need for INET Replaces need for INET sidewalkssidewalks
All three can be generated using PT’s GENERATE keyword
79
Transit AssignmentTransit Assignment
Assign each transit pathAssign each transit path Decimalized boardingsDecimalized boardings Output is DBF formatOutput is DBF format Need to develop program/script to…Need to develop program/script to…
Concatenate path loadingsConcatenate path loadings Report results in a user-friendly formatReport results in a user-friendly format
80
Calibration/Validation Calibration/Validation StepsSteps
GeneralGeneral Calibrate mode choice modelCalibrate mode choice model Validate boardings by mode and/or Validate boardings by mode and/or
operatoroperator ± 20% within each category± 20% within each category
New Starts New Starts General stepsGeneral steps Review trip distributionReview trip distribution Calibrate end-to-end travel timesCalibrate end-to-end travel times
82
Time of DayTime of Day FSUTMS uses auto FSUTMS uses auto
speeds from 24-hour speeds from 24-hour assignment as for HBW assignment as for HBW mode choicemode choice HBO & NHB use free-flow HBO & NHB use free-flow
speedsspeeds SERPM6 uses time of daySERPM6 uses time of day
Peak period trips use AM Peak period trips use AM congested speedscongested speeds
Off-peak period trips use Off-peak period trips use free-flow speedsfree-flow speeds
Standard FSUTMS design Standard FSUTMS design expected for most modelsexpected for most models
Standard FSUTMS ModelsStandard FSUTMS Models
Purpose & Purpose & PeriodPeriod
Auto Auto ImpedancesImpedances
HBW allHBW all CongestedCongested
HBO allHBO all Free-flowFree-flow
NHB allNHB all Free-flowFree-flow
Time-of-day ModelsTime-of-day Models
Purpose & Purpose & PeriodPeriod
Auto Auto ImpedancesImpedances
HBW peak HBW peak
HBO peak HBO peak
NHB peakNHB peakAM congestedAM congested
HBW off-peakHBW off-peak
HBO off-peakHBO off-peak
NHB off-peakNHB off-peakFree-flowFree-flow
83
Highway Modeling Highway Modeling Impacts Impacts
Standard highway model practice has Standard highway model practice has strong impacts on transit modelingstrong impacts on transit modeling SPDCAP table adjustmentsSPDCAP table adjustments Distribution corrections (e.g., k-factors, etc.)Distribution corrections (e.g., k-factors, etc.) 0-car household impedances0-car household impedances
New transit model stresses need for:New transit model stresses need for: Refraining from strong SPDCAP table Refraining from strong SPDCAP table
modificationsmodifications Validating trip distributionValidating trip distribution
AlsoAlso Code transit-only links & transit station data on Code transit-only links & transit station data on
transportation networktransportation network Stability of highway-assignment resultsStability of highway-assignment results
84
Status / Next StepsStatus / Next Steps Developed “framework” documents to Developed “framework” documents to
summarize key pointssummarize key points Theoretical – coordination of individual partsTheoretical – coordination of individual parts Application – parameter settings, technical Application – parameter settings, technical
detailsdetails Both available on Both available on www.fsutmsonline.netwww.fsutmsonline.net
FDOT gathering feedbackFDOT gathering feedback
Will continue to finalize details & proceduresWill continue to finalize details & procedures Need for more speed/delay studies and local Need for more speed/delay studies and local
transit on-board studiestransit on-board studies Transit model training workshop: June 4-7, Transit model training workshop: June 4-7,
20072007