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![Page 1: Calculating Transportation System User Benefits: Interface Challenges between EMME/2 and Summit Principle Author: Jennifer John Senior Transportation Planner.](https://reader035.fdocuments.in/reader035/viewer/2022081519/56649e4b5503460f94b3fd45/html5/thumbnails/1.jpg)
Calculating Transportation System User Benefits:Interface Challenges between EMME/2 and Summit
Principle Author:
Jennifer JohnSenior Transportation Planner
Portland Metro Planning Department600 Northeast Grand AvenuePortland, Oregon 97232-2736
For Presentation at the 17th International EMME/2 Users Group Conference
Calgary, Alberta, Canada October 22-24, 2003
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• Regional Government
• Chartered by voters in the Tri-County area– 1.3 million people– 3 Counties– 24 Cities
Metro
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• Responsible for– Open Spaces & Parks– Landuse & Transportation Planning– Garbage Disposal and Recycling
• Owns & Operates– Oregon Zoo– Oregon Convention Center
Metro
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Portland Portland
Light Rail TransitLight Rail Transit
ExperienceExperience
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“Summit” Software• Federal Transit Administration (FTA)
requirement for all New Starts Projects
• Calculates “User Benefits”– Travel Time Savings
• Baseline and Build Alternatives
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Summit Software (continued)
• For the Analyst– helpful in designing transportation systems– assessing how well projects perform– lead to improvements in modeling process
• For FTA– provides consistent reporting measures– “level playing field” – “Transparency”
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Integrating Summit and Metro’s Model
• Building the connection
• Challenges
• Project Experiences
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Portland Demand Model
• Traditional Four-Step Process
• Updates– response to complex questions
• FTA
• Regional Policy Makers
• local jurisdictions
• consultants
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Portland Demand Model
• Old Model Included Post-Mode Choice Process– Model Estimation used information from a
survey that was conducted prior to the opening of the first light rail line in the region.
– A New Survey was conducted in the light rail corridor after the line opened
• New Survey showed difference in walk vs.. park & ride access to light rail
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Portland Demand Model
• Portland Metro worked with FTA– Developed Post-mode choice factor
• increased proportion of park & ride access to light rail system
• Post-mode choice factor did not work with Summit Software– New Model sets in Portland do not include any
post processing of mode split information
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Summit Requirements
• Total Person Trips
• Total Motorized Person Trips
– all trips that are used in the mode choice model
• Fraction of person trips that have walk-to-transit path
• Transit share of person trips that have a walk-to-transit path
• Fraction of person trips that have a drive-to-transit path
• Transit share of person trips that have a drive-to-transit path
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Summit File Format
• Previously listed information must be formatted for input to Summit.– If model is run in EMME/2 module 3.14 will
output the information properly– EMME/2 output needs to be converted to
Binary format
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Summit File Format
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Required Model Information
• Information pulled out of the model for each trip purpose by market segment– market segmentation
• auto ownership
• income groups
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Metro Model Trip Purposes
• Home-Based Work• Home-Based Shop• Home-Based Recreation• Home-Based Other• Non-Home-Based Work• Non-Home-Based Non-Work• College• School
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Metro Model Trip Modes
• Drive Alone
• Drive with Passenger
• Passenger
• Auto Access Transit (Park & Ride)
• Walk Access transit
• Bike
• Walk
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Walk Access Transit
• Sub-modes– Premium Service
• typically fixed-guideway
• premium bus service can also be included– BRT (Bus Rapid Transit)
– Bus Service– Combination
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Market Segmentation In the Model
• Auto Ownership, Income Groups & Time of Day– Home-based Work– Home-based Shop– Home-based Recreation– Home-based Other
• Remaining purposes use only Income and Time of Day
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Using Metro Information in the Summit Software
• Summit configured for 8 market segments
• Metro model – 18 segments for four of the trip purposes– 6 segments for remaining purposes
• Summit set up to easily work with conventional model sets
• Metro model not conventional!
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Using Metro Information in the Summit Software
• Four purposes with large market segmentation– To fit into Summit three separate files with 6
categories are saved– Summit is run three times for each of these
purposes– Output from each run added together to get
hours of transportation system user benefit
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Summit Output Information
• For each trip purpose and market segment– Row and Column Summaries for every zone in
network• Row values indicate benefits from zones
• Column values indicate benefits to zones
– Benefits may be positive or negative
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Using Summit Outputs
• Can be used with a variety of available software packages– EMME/2– Excel– ArcView
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Summit Output File
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Use with EMME/2Format into mo or md and batch into bank
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Use with Excel
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Use with ArcView
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Travel Times and the Summit Software
• Auto and Transit Times evaluated
• User benefit = time savings between alternatives
• Travel times for input to demand model are created in EMME/2– am peak , midday time periods
– auto and transit
– multiple iterations in auto assignment to achieve desirable state of equilibrium
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Travel Times and the Summit Software
• Transit Times– Assignments run for each transit sub-mode
• Premium
• Bus
• Combination
– Separate networks used for each sub-mode
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Travel Times and the Summit Software
• Single trip table used as starting point
• Alternatives iterated through model– Allows mode share changes to influence travel
times as they are fed back through the model
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Travel Times and the Summit Software
• Auto times influence transit path choices– When evaluating alternatives it is helpful to
check differences prior to running model
• Are differences the result of system design?
• Are differences the result of path choice shifting from small changes in the underlying auto assignment?
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Portland Project ExperienceWashington County Commuter Rail
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Portland Project ExperienceWashington County Commuter Rail
• Baseline Alternative– Bus Line through the corridor
• Operated in mixed traffic
• Times dependent on congestion
• Build Alternative– Commuter Rail Line
• Fixed guideway
• 5 stations
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Portland Project ExperienceWashington County Commuter Rail
• Model Runs– Build alternative
• higher mode shares
• improved travel times
• Summit Output– Overall negative benefits– High positive and negative benefits outside
project area
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Portland Project ExperienceWashington County Commuter Rail
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Portland Project ExperienceWashington County Commuter Rail
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Portland Project ExperienceWashington County Commuter Rail
• What did we do to move from initial run to final run?– Summit produces both auto and transit benefit
• Isolated each piece to evaluate them
– Compared travel times from Build and Baseline in emme2bank
• equilibrium assignment issues
• time differences negligible but were magnified in Summit
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Portland Project ExperienceWashington County Commuter Rail
• What did we do? (continued)– FTA only evaluating transit benefits
• issues with auto benefits and equilibrium assignments
– Decided to use common trip tables for Baseline and Build Alternative
• While this limits benefit to project as a result of improved travel times to auto it
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Portland Project ExperienceWashington County Commuter Rail
• Insights into some remaining zones with negative numbers– Total times vs. weighted components
• Setting up matrix calculations in emme2bank helps identify issues– network definitions– skim procedures
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Summary
• Many Issues
• Lessons Learned– Shift in how projects are evaluated
• moving to more precise level of analysis
• level of complexity
– Use available tools and resources to be as familiar as possible with networks, inputs and procedures in model runs
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