Travel Demand Model - OKI

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OKI/MVRPC Travel Demand Model – Version 6.02.5.1 Conversion to TAZ–to-TAZ flowsThe method developed to convert the internal FAZ-to-FAZ truck trip flows to TAZ-to-TAZ truck trip flowsuses the fact that every FAZ was constructed from one or more whole TAZs. Figure 2-9 illustrates howflows are allocated from the FAZ pairs to TAZ pairs.FAZ mFAZ ni = 2j = 1j = 2i = 1j = 3 j = 4Figure 2-9. Allocation of FAZ flow m-n to TAZ flows i-jFor each FAZ-to-FAZ pair, m-n, there are multiple constituent pairs of TAZ-to-TAZ pairs, i-j.Production/attraction weights, W i were calculated for each TAZ, using linear combinations of 1995 totalemployment and households. The share of the m-n flow allocated to each i-j pair, was calculated as theproduct of the TAZ production/attraction weights for each i-j pair, divided by the sum of the products ofthe production/attraction weights for all of the i-j pairs belonging to the single FAZ pair m-n. Formally,this can be expressed as⎛ ⎞⎜ W ⎟iWjFmn , ij= Fmn∗⎜⎟⎜ ∑WiW,j ⎟⎝ ij∈mn ⎠where F mn is the flow between FAZs m and n produced by the synthetic matrix estimation of truck triptables, and F mn,ij is the flow allocated to TAZ pair i-j belonging to FAZ pair m-n. For intra-zonal FAZ flows,the constituent TAZ flows were calculated in the same way.MVRPC and OKI provided 1995 employment and household totals for each TAZ. The truck tripgeneration coefficients from Table 2-6, above, were used to calculate production/attraction weights, W i .At the TAZ level, employment was not categorized according to the four trip generation coefficients;therefore, a new trip generation coefficient for total employment was calculated as the weighted averageof the QRFM coefficients. This resulted in a separate “total employment” weight coefficient for each FAZ,which was then applied to all TAZs belonging to the FAZ.Truck Model - Base-Year Truck Model Development 25
OKI/MVRPC Travel Demand Model – Version 6.0Formally, the production/attraction weights for SU and MU truck trips were calculated as follows:WSUi= βSUm∗ ETOTAL 95i'+ 099TOTAL '950.∗ HiWMUi= βMUm∗ ETOTAL 95i'+ 038TOTAL'950.∗ HiSUWiMUWi,where andrespectively; β andTOTAL' 95m;iSUmare the production/attraction weights for TAZ i for SU and MU truck types,MUβmare the new total employment coefficients to be applied to all TAZs in FAZTOTAL' 95E and Hiare the 1995 employment and household totals, respectively, for TAZ i. Thehousehold coefficients 0.099 and 0.038 for SU and MU trucks, respectively, are from Table 2-5.The formulas used to calculate the new total employment weight coefficients for each FAZ m wereβSUm0.289 ∗ E=AMC'95m+ 0.242 ∗ EMFG'95mE+ 0.253∗ETOTAL '95mRET '95m+ 0.068∗EOFF '95mβMUm0.174 ∗ E=AMC'95m+ 0.104 ∗ EMFG'95mE+ 0.065∗ETOTAL '95mRET '95m+ 0.009 ∗ EOFF '95min whichEAMC'95m, EMFG'95m, ERET '95mandEOFF '95mare the FAZ employment figures for the four QRFMcategories: agriculture, mining and construction (AMC); manufacturing, transportation, utilities andwholesale (MFG); retail (RET); and office and service (OFF) employment. The corresponding numericalTOTAL' 95coefficients are from Table 2-5. represents total employment in the FAZ.Em2.5.2 Distribution to daily time periodsHourly truck trip tables can be constructed from the daily truck trip tables by calculating the percentageof daily SU and MU truck counts that take place in each time period of interest. For the NSTI study, itwas determined that traffic would be modeled for four time periods:• AM Peak—6:00 AM to 8:30 PM• Midday—8:30 AM to 3:00 PM• PM Peak—3:00 PM to 5:30 PM• Night—5:30 PM to 6:00 AM.The diurnal distribution of SU and MU truck traffic counts can be derived empirically from a sample ofexisting traffic counts. One problem with this approach is that the diurnal distribution of traffic onroadways can be expected to vary considerably, depending upon urban area type (urban, suburban,rural) and facility type (interstate freeway, principal arterials, local roads, freeway ramps). Moreover, thediurnal distribution factors need to be applied directly to the daily truck tables in which a trip between agiven origin and destination might pass through multiple urban area types and use multiple facility types.Truck Model - Base-Year Truck Model Development 26
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APPENDIX F • TRAVEL DEMAND MODEL
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OKI/MVRPCTravel Demand ModelVersion
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Table of ContentsPart IPart IIPart
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OKI/MVRPC Travel Demand Model - Ver
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Table A.1 (cont.)Zone System Equiva
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Table A.2Zone System Equivalences -
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Table A.3Zone System Equivalences -
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Table B.1External Stations in the C
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Table B.1External Stations in the C
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User Documentation forAutomated Acc
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[Transit Format][New Link Attribute
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distance for each centroid or node.
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Figure 1Example Control File for th
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LinkType = 99VolumeDelay = 99Lanes
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NetworkScale = 1.0 Scale factor to
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Figure 4Example Output from DRVLINK
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Appendix ASample EMME/2 Transit Lin
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Appendix FTravel Demand ModelingTec
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Index of TablesTable 2-1 Socio-Econ
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Appendix FTravel Demand ModelingTec
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Index of TablesTable 2-1 Trip Lengt
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Table of Contents1. Background ....
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Index of FiguresFigure 2-1 Alternat
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NORTH-SOUTH TRANSPORTATION INITIATI
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Run # 63: Start with 7.17 estimatio
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Run # 67:Split parking cost from ot
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Run # 70a:Include zero-auto segment
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Run # 71c:Repeat #71a with zero aut
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Run # 71g:Repeat #71d with wait tim
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Run # 73:Include residential densit
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Run # 76:Nest: auto vs transitVaria
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Run # 79:Repeat #72 with zero autos
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Run # 80:Nest: auto vs. all othersV
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Run # 82:(071h) nested: auto vs tra
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Run #3VariableModeDrive Shared Ride
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Run #8VariableModeDrive Shared Ride
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Run #12 test: make aoc=10.5 instead
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Run #29VariableModeDrive Shared Rid
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Run #33VariableModeDrive Shared Rid
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Run #37vot constrained to $7.00Vari
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Run #30bSame as #30a, combine cost
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Run #140 (same as run #40)vot const
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Run #140b (same as run #40)vot cons
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Run #141avot constrained to $3.00 &
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Run #141cvot constrained to $3.00 &
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Run # 1:Base RunVariablesModesDA Sh
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Run # 5:Base Run with walk time set
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Run # 8:Base Run, split walkVariabl
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Part VITRIP ASSIGNMENT ANDVALIDATIO
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Index of TablesTable 2-1 Average Ve
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VOBFigure 4-8 Screenline Location -
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2759OKI/MVRPC Travel Demand Model -
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Page 365 and 366: OKI/MVRPC Travel Demand Model - Ver
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Page 451 and 452: 2. Surveys and Other Datasets2.1 OK
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2.20 Screenline Shape File - Screen
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