I-710 Draft Environmental Impact Report/Environmental...

I-710 Corridor Project EIR/EIS

Final Appendix JIdentification: 160.10.35

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Appendix J

VISSIM MICROSIMULATION RESULTS


Final Appendix JIdentification: 160.10.35

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Internal Project Draft – Not for Public DistributionIdenification: 160.10.35

DRAFT WHITE PAPER

TECHNICAL MEMORANDUM – TRAFFIC

OPERATIONS SIMULATION COMPARISON

WBS ID:160.10.35

Prepared for

Los Angeles County Metropolitan Transportation Authority

March 31, 2010

Prepared by:

2020 East First Street, Suite 400Santa Ana, California 92705


Internal Project Draft – Not for Public Distribution Page iIdenification: 160.10.35

TABLE OF CONTENTS

SECTION PAGE

1.0 INTRODUCTION............................................................................................................. 1

1.1 Purpose of the I-710 Corridor Study .......................................................... 1

1.2 Purpose of This Technical Memorandum .................................................. 1

2.0 DESCRIPTION OF SIMULATION SOFTWARE ...................................................................... 2

2.1 VISSIM....................................................................................................... 2

2.2 PARAMICS................................................................................................ 3

2.3 TransModeler............................................................................................. 3

3.0 DATA COLLECTION ...................................................................................................... 5

4.0 SIMULATION DATA INPUT AND METHODOLOGY................................................................ 8

5.0 ANALYSIS RESULTS AND CONCLUSIONS......................................................................... 9

TABLES

Table 1 Data Collection & Comparison ..................................................................................... 5

Table 2 Travel and Delay Results ............................................................................................10

FIGURES

Figure 1 Northbound I-710 Mainline Freeway Average Travel Time Comparison......................12

Figure 2 Southbound I-710 Mainline Freeway Average Travel Time Comparison .....................13

Figure 3 Northbound I-710 Mainline Freeway & Freight Corridor Average Travel Time Comparison .......................................................................................................................15

Figure 4 Southbound I-710 Mainline Freeway & Freight Corridor Average Travel Time Comparison .......................................................................................................................16

Figure 5 Northbound I-710 Mainline Freeway Average Delay Comparison ...............................18

Figure 6 Southbound I-710 Mainline Freeway Average Delay Comparison...............................19

Figure 7 Northbound I-710 Mainline Freeway & Freight Corridor Average Delay Comparison ..21

Figure 8 Southbound I-710 Mainline Freeway & Freight Corridor Average Delay Comparison..22


Internal Project Draft – Not for Public Distribution Page 1Idenification: 160.10.35

1.0 IN T R OD UC TI O N

1.1 PURPOSE OF THE I-710 CORRIDOR STUDY

The purpose of this study is to analyze and evaluate roadway improvements along the I-710 corridor and its effects on transportation performance. It includes the review of traffic congestion, safety, and mobility issues to address quality of life concerns. The current roadway capacity is inadequate to accommodate the region’s population growth and expanding goods movement industry; moreover, its conditions raise quality of life concerns. Continued growth of the region’s population and expanding good movement activity is anticipated to place more pressure on the I-710 and surrounding transportation facilities along the corridor. Hence, roadway improvements are considered, as documented in the I-710 Major Corridor Study and Alternative analysis for the I-5/I-710 Interchange Report.

1.2 PURPOSE OF THIS TECHNICAL MEMORANDUM

The purpose of this technical memorandum is to present an overview of the various traffic operations micro-simulation tools and methodologies employed and support the selection of the VISSIM simulation tool as part of this I-710 corridor operational analysis for the complex freeway operations. This report identifies the major software available for analysis and provides the summary of the selected software tool. This report also presents analysis results of the I -710 freeway obtained from simulation using Vissim software.



2.0 DE S CRI P T I ON O F S IM U LAT IO N SO F TWA RE

For many engineering disciplines, simulation has become an important instrument for the optimization of complex technical systems. This is also true for transportation planning and traffic engineering, where simulation is an invaluable and cost-reducing tool.

The traffic operational analysis of the I-710 PA-ED project for various measures of effectiveness has been conducted using the HCM methodologies for freeway operations. Software packagessuch as HCS+ and Synchro7 have been exclusively used for this purpose. However, these software packages have their own limitations and have limited or no capability to simulatepresent or future freeway operations that are complex and include significant heavy duty truck (HDT) operations. Presently there are some good software models available commercially that perform traffic simulation. URS has coordinated with Caltrans traffic operations staff to discuss the various alternatives and agree that Vissim is the most suitable tool for performing the complex simulation of the future I-710 corridor. Vissim is one of the most popular and widely used simulation tools in the USA. To support our decision to use Vissim, we have prepared a comparison of the capabilities of three widely known micro-simulation models, namely Vissim, Paramics, and Transmodeler.

2.1 VISSIMVISSIM is a microscopic, behavior-based multi-purpose traffic simulation program. It offers a wide variety of urban and highway applications, integrating public and private transportation. Complex traffic conditions are visualized in an unprecedented level of detail providing realistic traffic models. Consequently, traffic engineering expertise, combined with 3D animations,guarantees convincing presentation for both technical experts and decision makers, in particular when important decisions on costly projects have to be taken. VISSIM convincingly shows how effective a projected measure might be regardless of whether a new road is going to be constructed or a new transit line is being planned. Presently VISSIM is used in more than 70 countries worldwide. Pedestrian simulation and vehicle simulation have been combined in one software program. Vissim is a good tool to use for the type of complex interchange configurations that are present in the I-710 corridor LPS that effect operations on the mainline and have to serve high volumes of heavy duty trucks.

Major Features of Vissim Includes:

• Easy network editing;

• Easy set up of large networks by additional import of partial networks;

• Sophisticated vehicle behavior modeling (which is a key to simulation of the freight corridor);



• Urban and regional traffic control capabilities including impacts of ramp metering that are key to the operations of the future freeway;

• Numerous analysis options (Speed, travel time, delay, emissions, etc)

• A variety of animation capabilities;

• Efficient model architecture based on application interfaces.

2.2 PARAMICSParamics (developed by Quadstone Limited) is a leading traffic micro-simulation software comprised of a suite of microscopic traffic simulation tools being used in over 40 countries world-wide. The Paramics suite of products is separated into a number of modules each designed to undertake a specific core task. This modular approach encourages good workflow throughout the project lifecycle and facilitates the sharing and re-use of common information and data. It has the ability to accurately model OD demand. Paramics provides a realistic representation of the “friction” to traffic flow caused by pedestrians. This simple to use pedestrian modeling system allows users to obtain meaningful results quickly.

Key features of Paramics:

• Integrated platform: Paramics offers seamless data compatibility between modules;

• Powerful and robust: Paramics has comprehensive analytics range available;

• Scalable at all levels: from single intersections through to wide area modeling;

• Comprehensive freeway tool;

• Flexible reporting: capture data in a way that suits workflow;

• Caltrans utilizes Paramics extensively throughout the state;

• Simulates mainline freeway operations well under most conditions.

2.3 TRANSMODELER

TransModeler is a powerful and versatile traffic simulation package applicable to a wide array of traffic planning and modeling tasks. TransModeler can simulate all kinds of road networks, from freeways to downtown areas, and can analyze wide area multimodal networks in great detail and with high fidelity. Transmodeler can model and visualize the behavior of complex traffic systems in a 2-dimensional or 3-dimensional GIS environment to illustrate and evaluate traffic flow dynamics, traffic signal and ITS operations, and overall network performance.



TransModeler integrates with TransCAD, the travel demand forecasting software that is widely used in the LA Basin including by SCAG, to provide a complete solution for evaluating the traffic impacts of future planning scenarios. However, it is not the best tool for detailed operational analysis of freeways. TransModeler models the dynamic route choices of drivers based upon historical or simulated time dependent travel times, and also models trips based on origin-destination trip tables or turning movement volumes at intersections. It simulates public transportation as well as car and truck traffic, and handles a wide variety of ITS features such as electronic toll collection, route guidance, and traffic detection and surveillance. Traffic simulation results can also be fed back for use in travel demand forecasting.

TransModeler has the following capabilities:

• Import simulation data from CORSIM and SimTraffic;

• Manage a variety of input files for multiple scenarios;

• Share project databases, traffic signal timing plans, and other input data between multiple projects;

• Export subareas of larger networks to simulate traffic operations on a more localized scale;

• Compare output results from multiple simulation runs;

• Generate formatted reports, maps, and charts for inclusion in reports and presentation slides.



3.0 DATA CO L L EC TI ON

Following table summarizes some of the key characteristics of each micro-simulation model:

Table 1Data Collection & Comparison

Software/Characteristics

Vissim Paramics TransModeler

Main animation and graphics capabilities

2D animation: aerial view with background image, vehicle color coding based on user defined attributes, link display of flow rates, density, speed or lost time. 3D animation: aerial view with background image, vehicle color coding based on user defined attributes, custom 3D vehicle models and static object models (buildings, signs, land scaping), custom 3D signal head and structures, in-vehicle perspective, key frame definition for AVI movie creation; 3D studio export and script; add-on software, VISSIM 3D modeler, to import 3D studio formats for vehicle or static objects in VISSIM.

3D simulation and visualization – online animation, 3D models and objects, Design tools for importing 3Ds format, 800 3D modes provided with software, customizable 3D models, integrated movie capture tool for offline animation, driver’s eye animation including dynamic vehicle statistics and tracing, pdf export for plotting, demo license for freely distributing networks for simulation and viewing without license purchase.

2-D animation and 3D animation including video recording.

Integrate with public domain software

Yes, Python No No

Compatible GIS Software Products

Any Via VISUM interface with PTV Vision Suite (ESRI, ArcGIS, Mapinfo)

Any that can produces ASCII text input/output, ArcGIS

ESRI, Mapinfo, Integraph, Atlas, Oracle, Google Earth

Compatible travel demand modeling software products

VISUM, via VISUM, EMME/2, TransCAD, CUBE, VISTA, nearly all others via customized interfaces

Any that can produces ASCII text input/output, EMME/2, TP+, TransCAD, CUBE

TransCAD and Others.

Main strength of software High level of detail and accuracy, scalable for single intersection or regional simulation, true traffic engineering analysis

Accuracy of simulation, robustness of simulation engines; network audition too, scalable for intersection analysis to regional

Advanced driver behavior modules that better handle congested and over saturated



tool, powerful graphic capabilities, integration with travel demand modeling and GIS software, multiple options for signal controller simulation, iterative dynamic traffic assignment, technical support (account rep, hotline/help desk, user group forum)

modeling; routing model with true dynamic assignment; advanced visualization with concurrent simulation; API module for customization; distributed parallel processing; project management aids; calibration aid tools; microscopic demand matrix estimation module API linkage to external processes/hard ware etc., comprehensive post process analysis module

conditions, GIS functionality and integration, ease of use. Hybrid (micro, meso, macro) simulation, ease with which large simulation model can be developed, speed of simulation models, low cost.

Can aerial or other images be used asbackground

Yes, dxf, dwg, bmp, jpg, MrSID, TIF, GIF, TGA, Shapefile, ER Mapper

Yes, over lay or background provided by DXF, bmp, jpg, TGA

Yes, support most popular formats such as MrSID, jpeg, TIFF, bmp

Maximum intersection approach

Unlimited 8 6

Static or dynamic assignment

Both static and dynamic traffic assignment (iterative process); also include dynamic routing based on current conditions; also include dynamic traffic assignment based on current condition.

Dynamic assignment based on current conditions

Either or none user’s choice. It includes static and dynamic assignment procedure and supports feedback loop.

User definable key parameters

Yes Yes Yes

Software provides default value for key parameters

Yes Yes Yes

Incident management Yes Yes YesToll Plazas Yes Yes YesCongestion pricing Yes Yes YesReal time route guidance Yes Yes YesVariable massage signs and adaptive speed control

Yes Yes Yes

HOV lanes Yes Yes YesHOV lanes, barrier separated, contra flow

Yes Yes No

HOT lanes Yes Yes YesQueue bypasses for transit/HOV vehicles

Yes Yes Yes

Bus only lanes Yes Yes Yes



Work zones Yes Yes YesUse of shoulders by general traffic during peak-periods

Yes Yes No

Diverted traffic as a result of a change in capacity

Yes Yes Yes

Center turn lanes Yes Yes YesReversible lanes Yes Yes YesSignal Control Yes Yes YesStandard NEMA/170 Control logic: standard 8 phase

Yes Yes Yes

System wide adaptive signal control

Yes Yes Yes

Transit signal priority Yes Yes YesBus transit Yes Yes YesLight rail transit Yes Yes YesPedestrian Yes Yes YesPark and ride Yes Yes NoPark Guidance System Yes Yes NoSearch for parking space Yes Yes YesTraffic calming measures Yes Yes YesEffect of reduced lane widths

Yes No Yes

Travel time, VMT, Speed Yes Yes YesStopped Delay Yes Yes YesControl Delay Yes Yes NoAverage and Maximum Queue Lengths

Yes Yes Yes

Level of Service (LOS) Yes Yes YesEstimated no of accidents Yes, SSAM No NoEmissions Yes Yes NoFuel Consumption Yes Yes NoYears software been in use in the US

15 14 4

Number of organizations using software in US

550 250-450 50-100

Number of organizations using software outside US

750 500+ 50-100



4.0 S IM U LAT IO N DATA INP U T A N D ME T HO D O LO G Y

As mentioned earlier, Vissim, Paramics, and TransModeler can all perform traffic simulations that are well accepted among the transportation and traffic engineering profession in the US. However, based on the information provided above and URS’ experience with the software products, it is apparent that for a freeway simulation of a complex nature that includes highly complex vehicular traffic movements (I-710 locally preferred strategy, in this case), Vissim can do a better quality job of providing an accurate simulation of operations than Paramics or TransModeler. Therefore Vissim software has been used for the I-710 corridor simulation.

The simulation was performed for the southern section of the freeway (south of I-405 to Ocean Boulevard) for both 2035 Alternative 1 (No Build) and 2035 Alternative 6A/6B conditions within the study area. The evening peak hour is expected to be the worst operating condition in the future along the I-710 study corridor and the simulation was also performed for the evening peak hour. The detailed traffic volumes developed for 2035 Alternative 1 (No Build) and Alternative 6A/6B conditions were used.

The existing lane geometry was used to create the 2035 Alternative 1 (No Build) simulation network. The proposed lane geometry under the 2035 Alternative 6A/6B (which includes a separate elevated Freight Corridor) was used to create 2035 Alternative 6A/6B network. The simulation was performed for an one hour period for both Alternative 1 and Alternative 5A conditions.



5.0 AN ALY SI S RE SU LT S A ND CON C LU SIO N S

The Vissim simulation was used to collect, analyze, and compare two key measures of effectiveness (MOE’s):

Average travel time, and

Average delay.

The MOE data mentioned above were collected for four different segments of I-710 between I-405 in the north and Ocean Boulevard in the south. Table 2 summarizes the results of the analysis.

As shown in Table 2, Alternative 6A/6B will reduce travel time and average delay significantly for all four segments along the I-710 mainline between I-405 and Ocean Boulevard when compared to Alternative 1 (No Build) condition.



Table 2Travel and Delay Results

Delay and Travel Time Analysis

Average Travel Time (sec)

Average Delay (sec/veh)

Segment DirectionLength of

segment (ft) Alt 1 (No

Build)Alt 6A/6B

Alt 1 (No

Build)

Alt 6A/6B

I-710 MainlineOcean Blvd to Anaheim St Northbound 6420 631.7 155.8 466.7 15.2

Anaheim St to PCH Northbound 2420 170.1 108.9 125.2 4.6

PCH to Willow Ave Northbound 5090 262.8 93.2 171.8 4

Willow Ave to I-405 Northbound 7370 188.2 140.3 101 2.1

Ocean Blvd to Anaheim St Southbound 2410 83.8 38.1 25.1 1.1

Anaheim St to PCH Southbound 2430 106 38.2 63 0

PCH to Willow Ave Southbound 5080 229.9 171.9 138 1.3

Willow Ave to I-405 Southbound 7360 168.3 137.9 88 0.8

Freight CorridorOcean Blvd to Anaheim St Northbound 6420 N/A 148.4 N/A 0

Anaheim St to PCH Northbound 2420 N/A 36.3 N/A 0.1

PCH to Willow Ave Northbound 5090 N/A 76.5 N/A 0.2

Willow Ave to I-405 Northbound 7370 N/A 110.7 N/A 0.4

Ocean Blvd to Anaheim St Southbound 2410 N/A 36.9 N/A 1

Anaheim St to PCH Southbound 2430 N/A 36.5 N/A 1

PCH to Willow Ave Southbound 5080 N/A 77.5 N/A 1.5

Willow Ave to I-405 Southbound 7360 N/A 110.6 N/A 0.2



Figure 1 and Figure 2 present average travel time comparison between Alternative 1 (No Build) and Alternative 6A/6B in graphical form (using Table 2 data) for the northbound and southbound I-710 mainline freeway, respectively.



Figure 1Northbound I-710 Mainline Freeway Average Travel Time Comparison

0

100

200

300

400

500

600

700

Av

erag

e T

rav

el T

ime

(se

c)

OceanBlvd to

AnaheimSt

AnaheimSt to PCH

PCH toWillow

Ave

WillowAve to I-

405

Alternative 1(No Build)

Altternative6A/6B



Figure 2Southbound I-710 Mainline Freeway Average Travel Time Comparison

0

50

100

150

200

250

Av

erag

e T

rav

el T

ime

(se

c)

OceanBlvd to

AnaheimSt

AnaheimSt to PCH

PCH toWillow Ave

Willow Aveto I-405


Altternative6A/6B



Figure 3 and Figure 4 present average travel time comparison between I-710 Mainline Freeway and proposed Freight Corridor for Alternative 6A/6B in graphical form (using Table 2data) for the northbound and southbound I-710 mainline freeway, respectively.



Figure 3Northbound I-710 Mainline Freeway & Freight Corridor Average Travel Time Comparison

0

20

40

60

80

100

120

140

160

Av

erag

e T

rav

el T

ime

(se

c)

OceanBlvd to

AnaheimSt

AnaheimSt to PCH

PCH toWillow Ave

Willow Aveto I-405

Alternative6A/6B Mainline

Alternative6A/6B FreightCorridor



Figure 4Southbound I-710 Mainline Freeway & Freight Corridor Average Travel Time Comparison

0

20

40

60

80

100

120

140

160

180

Av

erag

e T

rav

el T

ime

(se

c)

OceanBlvd to

AnaheimSt

AnaheimSt to PCH

PCH toWillow Ave

Willow Aveto I-405





Figure 5 and Figure 6 present average delay comparison between Alternative 1 (No Build) and Alternative 6A/6B in graphical form (using Table 2 data) for the northbound and southbound I-710 mainline freeway, respectively.



Figure 5Northbound I-710 Mainline Freeway Average Delay Comparison

0

50

100

150

200

250

300

350

400

450

500

Ave

rag

e D

elay

(se

c)

OceanBlvd to

AnaheimSt

AnaheimSt to PCH

PCH toWillow Ave

Willow Aveto I-405


Altternative6A/6B



Figure 6Southbound I-710 Mainline Freeway Average Delay Comparison

0

20

40

60

80

100

120

140

Ave

rag

e D

elay

(se

c)

OceanBlvd to

AnaheimSt

AnaheimSt to PCH

PCH toWillow Ave

Willow Aveto I-405


Altternative6A/6B



Figure 7 and Figure 8 present average delay comparison between I-710 Mainline Freeway and proposed Freight Corridor for Alternative 6A/6B in graphical form (using Table 2 data) for the northbound and southbound I-710 mainline freeway, respectively.



Figure 7Northbound I-710 Mainline Freeway & Freight Corridor Average Delay Comparison

0

2

4

6

8

10

12

14

16

Ave

rag

e D

elay

(se

c)

OceanBlvd to

AnaheimSt

AnaheimSt to PCH

PCH toWillow Ave

Willow Aveto I-405





Figure 8Southbound I-710 Mainline Freeway & Freight Corridor Average Delay Comparison

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

Ave

rag

e D

elay

(se

c)

OceanBlvd to

AnaheimSt

AnaheimSt to PCH

PCH toWillow Ave

Willow Aveto I-405





Based on the analysis and the comparison information provided, it can be concluded that the Alternative 6A/6B will significantly improve traffic operations, reduce travel time and delay compared to the Alternative 1 (No Build) traffic operations.

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