Full Version - Issue 7 | November 2011 - LTA Academy

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Urban Sustainability and Transportation: Research Framework for Medium and Long Term Transport Planning for urban road networks typically relies on the use of microscopic simulation tools that capture in detail the behaviour of drivers, as well as, their interaction with the network infrastructure. Unfortunately, this degree of detail and realism comes at the cost of non-linear objective functions with no available closed form and potentially containing several local minima. To integrate these non-linear, stochastic and evaluationexpensive simulation models within an optimisation framework is a difficult and intricate task. In order to perform both fast and reliable simulation optimisation for congested networks, information from the simulation tool should be combined with information from a network model that analytically captures the structure of the underlying problem. The objective of this subproject is to derive efficient simulation-based optimisation methods for traffic and transport demand management. New simulation-based optimisation algorithms for the generation of road pricing strategies and speed control will be developed, implemented, and tested. The algorithms are designed for offline operations on medium time scales. This work is likely to consist of the further development of research previously conducted at EPFL (Osorio 2010) and TU Berlin (Lämmel and Flötteröd 2009); and have been already successfully implemented for MATSim scenarios (Mezdani 2011). Interfaces of the 10 JOURNEYS | November 2011 realised algorithms to the simulation system are implemented and tested. ...to perform both fast and reliable simulation optimisation for congested networks, information from the simulation tool should be combined with information from a network model that analytically captures the structure of the underlying problem. ii. Optimising Bus Systems The optimisation of bus networks and its operation is a highly complex, multiattribute problem (Figure 3). Besides dynamic demand, it features a range of variables such as number and location of the bus stop, bus routes, service frequency, availability of bus lanes, integration with other modes of public transport and even fare collection methods. Due to the complexity of the system, the problem will be decomposed into sub problems but all results will be evaluated based on the MATSim framework. The network design problem will be based on earlier work by Daganzo (2010) which describe the network shapes and operating characteristics that allow an efficient transit system, and by Fletterman (2008) which applies metaheuristics for network design. Special attention will be paid to the impact of separate bus lanes (Daganzo 2006). Based on this research, the city of Barcelona reorganised its bus network (Institute of Transportation Studies 2010). However, it has not yet been tested within a multi-agent
Urban Sustainability and Transportation: Research Framework for Medium and Long Term Transport Planning Figure 3: Representation of the public transport supply in Singapore in first quarter of 2010. (Width indicates capacity, brown lines represent buses, and other colours represent various MRT/LRT lines) transport demand model, which allows further refinement of the approach. In terms of bus operations, the research will build on earlier work proposing an adaptive control scheme to mitigate the problem of bus bunching (Daganzo 2008). The MATSim simulation allows for integration of the proposed scheme which dynamically determines bus holding times at control points based on simulation-based, real-time headway information. Finally, the findings of Tirachini and Hensher (2011) on the influence of fare collection systems and optimal infrastructure investments will be incorporated and applied to the Singapore scenario. Long Term The urban system is constantly evolving. It is changing at different speeds and scales. Endogenous and exogenous agents and forces accelerate or delay these changes. Current urban land use and transport models focus their attention on the impact of accessibility changes arising from shifts, reductions or increases in the general transport cost surface. They do so by employing spatial aggregates or zones as their reference system. They assume many atomistic actors, who interact freely in an open land and housing market. So far, the first characteristic has been the result of data availability considerations and not of theoretical desirability. The second assumption reflects both American and European conditions, but is clearly untenable for other places such as China or Singapore, where land availability, land use and household capital availability are jointly regulated by the government. In Singapore, for example, the government controls land use, a vast share of the property market and pensions through instruments, such as, government land sales, Housing and Development Board (HDB) or Central Provident Fund (CPF) and their various rules and regulations (Phang 2001). JOURNEYS | November 2011 11
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AHMEDABAD Population: 5.6 million L
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MADRID Population: 3.1 million Land
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PRAGUE Population: 1.2 million Land
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References VIENNA Population: 1.6 m
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References Functional Area Affordab
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References Toei - Tokyo Tokyo Metro
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References Toei - Tokyo Tokyo Metro
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