Evaluation of - ITSTranspo.org

January 14, 2018 | Author: Anonymous | Category: Science, Health Science, Pediatrics
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Evaluating InSync Performance in Microsimulation Aleksandar Stevanovic, PhD, PE Florida Atlantic University

Transpo 2012 Bonita Springs, FL October 29, 2012

Why Simulating InSync? • Comprehensive evaluation of its performance • Controlled experiments • Abundance of outputs • Better understanding of pros & cons • Repeatability and comparability

Originality of this Study No comprehensive evaluation of InSync in microsimulation • Regular operations modeled with no attention to special conditions/situations • Evaluation of InSync for regular operations (AM, MD, and PM) + • Freeway Incident • Rail Preemption • Extra Demand • Inclement Weather •

About SR 421 - Dunlawton Ave • • • • •

12 signalized intersections (11 analyzed) Divided 4-6 lane facility Left turns RR crossing & school zones 35-50 mph speed limits

Why SR421 in Volusia County?

• •



A common (sub)urban corridor Difficult to retime Seasonal and annual variations in traffic flows Evacuation route

40,000

35,000

30,000

Vehicles/day



25,000

20,000

15,000

10,000

Williamson to Clyde Morris Blvd.

Clyde Morris Blvd. to SR 5A/Nova Rd.

SR5A/Nova Rd. to Spruce Creek Rd.

Spruce Creek Rd. to US 1

Data Collection for VISSIM Model

• Turning movement counts • Travel times along mainline (GPS & video) • Signal timing sheets & Synchro files • Other data – RR gate timings, school zone hours, etc.

Google Map as Background

NEMA-like Ring-Barrier Controllers

Calibration • Making sure that modeled and simulated volumes are equal • Volume balancing • Sources and sinks • Saturation flow rates • Manual process

Calibration Details – Nova Rd

Calibration Results Field vs Simulation AM Peak

Field vs Simulation MD Peak

25000

25000 R² = 0.9917

20000

15000

15000

Simulation TMC

20000

10000

5000

10000

5000

0 0

5000

10000

15000

20000

0

25000

0

5000

Field TMC

10000

15000 Field TMC

Field vs Simulation PM Peak 25000 R² = 0.9962

20000

Simulation TMC

Simulation TMC

R² = 0.9985

15000

10000

5000

0 0

5000

10000

15000 Field TMC

20000

25000

20000

25000

Validation • Verifying that segment travel times from model and field are comparable • Speed distributions • Acceleration & deceleration • Offsets & detectors • Understand limitations

Validation Results AM Peak

MD Peak

Eastbound

PM Peak Eastbound

Eastbound

200.0

250.0

160.0

180.0

140.0 200.0

160.0 120.0

140.0 120.0

100.0

100.0

80.0

80.0

VISSIM

60.0

GPS

40.0

150.0

VISSIM

60.0 40.0

20.0

20.0

0.0

0.0

Westbound

100.0

GPS 50.0

0.0

Westbound

Westbound

160.0

180.0

180.0

140.0

160.0

160.0

120.0

140.0

140.0

120.0

120.0

100.0

100.0

100.0

80.0

80.0

80.0

60.0 40.0

VISSIM GPS

60.0

VISSIM

GPS

VISSIM

60.0

GPS

40.0

40.0

20.0

20.0

20.0

0.0

0.0

0.0

VISSIM GPS

TOD Signal Timings AM Peak

MD Peak

Intersection

Field

Williamson

115

110

68

120

124

76

125

144

100

I-95 SB

115

110

68

120

124

76

125

144

100

I-95 NB

115

110

68

120

124

76

125

144

100

Taylor rd

115

110

68

120

124

76

125

144

100

Yorktowne

115

110

68

120

124

76

125

144

80

Clyde Morris

115

110

116

120

124

130

125

144

160

Victoria

115

110

116

120

124

130

125

144

160

Village

115

110

116

120

124

130

125

144

160

Nova

A

110

116

A

124

130

A

144

160

Spruce

A

110

90

A

124

74

A

144

88

140

110

90

140

124

74

145

144

88

US 1

SS Optimized MS Optimized

Field

PM Peak

SS Optimized MS Optimized

Field

SS Optimized MS Optimized

InSync – Controllers Run Free 1) Disable all coordination (set controller into “free/uncoordinated” mode) 2) Enable Detector Diagnostic Failure Mode a. Set On failure to 250 minutes b. Set Off failure to 5 minutes i) Diagnostic failure mode on a 170 will allow itself to come out of failure. 3) Set all “Minimum Green” times to 5 sec., or as client feels comfortable 4) Leave “Maximum Green” times as before 5) Set “Passage Gap” or “Observed Gap” to 1 sec. 6) For protected/permitted left turns, omit the left turn call when the opposing thru movement is green. • Notes: o This will prevent a yellow trap if the controller receives calls on permitted left turn phases when the opposing thru is green, but may not bring on the adjacent green thru movement to allow the left turn a permitted movement. 7) Enable “Soft Recall” on the mainline phases 8) Disable “Yellow Lock” and “Red Lock” detector locking 9) Set all “Detector Delays” to 0 sec. 10) Disable all recalls: Max, Min, Hard, Vehicle, Phase, etc. 11) Remove “Extensions” 12) Disable “Anti-Backup” or “Left Turn Trap” 13) Enable “Max Recall Inhibit”

InSync Detectors in VISSIM

InSync-VISSIM Interface

Field-like InSync Dialog Box

If a picture is used, use this layout. Pics are much preferred over bullets or other text.

Simulations Four signal timing scenarios - Identical traffic flows and geometric conditions

• • • • •

• • •

Field TOD Optimal TOD – single section Optimal TOD – multiple sections InSync Adaptive – no additional adjustments

10 random seeds Three peak periods (AM, MD, and PM) 2.5 hours (15 min for warm up and 15 min for cool off) for each peak period

Operational Scenarios Regular operations - 3 peak periods (AM, MD, and PM) • Special operations (only for PM peak) • Freeway Incident - Traffic diversion due to a freeway incident • Rail Preemption - Impact of disruption caused by freight train operations • Extra demand – 20% traffic growth (flat) • Inclement Weather - Reduction in speed and sat. flows due to a heavy rain •

Freeway Incident • An 1-hour incident on I-95 freeway between SR 421 and SR 400 • One lane closed – traffic diverts to SR 421 • AADT ~ 50,000 veh/day; k factor ~ 15%; d factor ~ 55%; 4 lanes • 1,000 veh – diverted to SR 421 during one hour

Diversion Routes

Incident

Rail Preemption • 4 trains modeled in 2 PM peak hours (every 30 mins) • Anywhere between 20 – 100 cars in a train (modeled 20, 30, 70, and 100) • Train’s speed distributed around 45 mph • Gates take about 7 seconds to go up/down

SR 421 & FEC Railway

FEC RR

Extra Demand • Flat increase of 20% for all of the traffic demand generators • Turning movement proportions remain the same • Impact on intersections – almost all intersections worsen LOS by one grade • Oversaturated network (8 ints. at LOS D or worse; 4 ints. at LOS E or worse)

Inclement Weather • Inclement weather conditions (heavy rain) in Florida • PM Peak traffic demand unaltered (worst-case scenario) • Travelling speeds reduced by ~ 15% (from - 20% to -10%) • Saturation flows reduced by ~ 20% (~ ~ 1500 vph)

What was Evaluated? • • • •

Intersection performance Main-corridor travel times Main street vs. Side street Network performance

Results Examples

Intersection Performance

AM Peak – Intersection Delay 40

35

Total 2 hr Intersection Delay (s)

30

25

20

15

10

5

0

Intersection

Field

SS Optimized

MS Optimized

InSync Optimized

MD Peak – Number of Stops 0.90

0.80

Number of Stops per Vehicle

0.70

0.60

0.50

0.40

0.30

0.20

0.10

0.00

Intersection

Field

SS Optimized

MS Optimized

InSync Optimized

PM Peak – Average Queue 250

Average Queue (ft)

200

150

100

50

0

Intersection

Field

SS Optimized

MS Optimized

InSync Optimized

ED – Level of Service LOS Intersection

Field

SS Optimized

MS Optimized

InSync Optimized

Williamson

E D B C C E D D F F D

D D B C D E E F F D D

C C B C C E E E F C C

D D A B C E D B E D D

I-95 SB I-95 NB Taylor rd Yorktowne Clyde Morris Victoria Village Nova Spruce US 1

Main-Corridor Travel Times

IW Travel Times EB 350

300

Travel Time (s)

250

200

150

100

50

0

Segments Field

SS Optimized

MS Optimized

InSync Optimized

IW Travel Times WB 150

Travel Time (s)

100

50

0

Segments Field

SS Optimized

MS Optimized

InSync Optimized

IW Travel Times All 900

800

700

Travel Time (s)

600

500

400

300

200

100

0

Direction Field

SS Optimized

MS Optimized

InSync Optimized

IW Travel Times - Summary

WESTBOUND

EASTBOUND

Field

S

No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22

From Williamson I-95 SB I-95 NB Taylor Yorktowne Clyde Morris Victoria/City Swallowtail Nova Spruce US 1 Spruce Nova Swallowtail Victoria/City Clyde Morris Yorktowne Taylor I-95 NB I-95 SB Williamson US 1

To I-95 SB I-95 NB Taylor Yorktowne Clyde Morris Victoria Swallowtail Nova Spruce US 1 Spruce Nova Swallowtail Victoria Clyde Morris Yorktowne Taylor I-95 NB I-95 SB Williamson US 1 Williamson

TT (s) 25.4 9.3 23.4 28.7 44.0 51.2 72.2 198.7 101.8 148.8 134.6 134.9 67.7 53.8 55.2 40.2 33.7 23.3 14.0 49.9 681.8 585.0

Speed (mph) 19.0 35.0 21.3 38.5 27.6 28.4 20.4 9.2 32.2 17.3 19.2 24.2 26.9 27.4 26.5 30.8 32.8 19.8 23.2 9.7 20.9 24.3

SS Optimized

LOS D A D A C B D F B D D C C C C B B D C F D C

TT (s) 26.3 9.2 22.2 31.1 68.7 48.9 57.7 300.9 108.7 98.0 78.2 141.3 53.7 57.0 61.3 59.7 32.8 20.8 14.8 32.2 763.5 548.0

Speed (mph) 18.3 35.2 22.5 35.5 17.7 29.7 25.6 6.1 30.2 26.2 33.0 23.1 33.9 25.9 23.9 20.7 33.7 22.2 21.8 15.0 18.6 25.9

MS Optimized

LOS D A C A D B C F B C B C B C C D B C D E D C

TT (s) 22.6 13.5 20.9 34.8 66.8 54.2 58.0 295.2 114.6 120.8 104.7 143.3 52.9 57.5 59.9 48.8 34.2 28.3 21.5 30.5 802.2 559.3

Speed (mph) 21.3 24.1 24.0 31.7 18.2 26.8 25.4 6.2 28.6 21.3 24.6 22.8 34.5 25.6 24.4 25.4 32.3 16.3 15.0 15.8 17.7 25.4

% Change

InSync Optimized

LOS D C C B D C C F B D C C B C C C B E E E D C

TT (s) 24.6 10.0 18.6 33.5 45.0 44.0 57.1 93.3 88.6 120.8 81.8 124.8 56.2 62.4 50.3 42.1 30.3 17.2 14.1 21.4 548.5 521.6

Speed (mph) 19.6 32.5 26.8 33.0 27.0 33.0 25.8 19.5 37.0 21.3 31.5 26.1 32.5 23.6 29.1 29.4 36.4 26.8 23.0 22.6 25.9 27.2

LOS D B C B C B C D A D B C B C B B A C C C C C

InSync vs Field

InSync vs SS Synchro

InSync vs MS Synchro

-3.36 7.60 -20.53 16.61 2.21 -13.92 -20.91 -53.05 -12.94 -18.83 -39.19 -7.49 -17.06 16.12 -8.89 4.75 -9.99 -26.13 0.88 -57.17 -19.55 -10.83

-6.54 8.35 -16.15 7.67 -34.44 -9.92 -1.10 -69.00 -18.46 23.33 4.63 -11.65 4.49 9.41 -17.93 -29.51 -7.59 -16.98 -5.04 -33.74 -28.16 -4.81

8.57 -25.97 -10.69 -3.86 -32.59 -18.72 -1.64 -68.40 -22.70 -0.04 -21.82 -12.89 6.15 8.52 -16.08 -13.79 -11.41 -39.16 -34.55 -30.10 -31.62 -6.74

Percent improvement -19.55 -10.83

-28.16 -4.81

-31.62 -6.74

Main Street vs. Side Street

RP Main vs. Side Street T & L 70.0

60.0

Aggregate Delay per Vehicle (s)

50.0

40.0

30.0

20.0

10.0

0.0

Street / Movement Field

SS Optimized

MS Optimized

InSync Optimized

RP Main vs. Side Street 60.0

Aggregate Delay per Vehicle (s)

50.0

40.0

30.0

20.0

10.0

0.0

Street Field

SS Optimized

MS Optimized

InSync Optimized

Network Performance

FI Total Network Delay 900

800

Total Network Delay (h)

700

600

500

400

300

200

100

0

Signal Timings Field

SS Optimized

MS Optimized

InSync Optimized

FI Total Number of Stops 57000

56000

55000

Total Number of Stops

54000

53000

52000

51000

50000

49000

48000

47000

Signal Timings Field

SS Optimized

MS Optimized

InSync Optimized

FI Total Travel Time 1750

Total Travel Time (h)

1700

1650

1600

1550

1500

1450

Signal Timings Field

SS Optimized

MS Optimized

InSync Optimized

FI Network Summary % change Parameter Average delay time per vehicle [s]

Field 90.0

SS Optimized 93.8

MS Optimized 88.4

InSync 74.0

Average number of stops per vehicles

1.77

1.80

1.79

1.64

Average speed [mph]

20.5

20.1

20.7

22.3

Average stopped delay per vehicle [s]

61.7

63.0

57.7

48.2

Total delay time [h]

771.3

804.4

756.9

633.4

34419.8

34384.4

34360.2

34380.3

Latent delay time [h]

2.3

2.4

2.2

2.2

Latent demand

14.0

14.3

11.6

12.7

54737.7

55652.4

55293.7

50461.7

627

629

598

593

30218 Number of vehicles that have left the network 30845 Total number of vehicles (network throughput)

30244

30231

30216

30873

30830

30809

Total stopped delay [h]

528.4

540.6

494.1

412.8

Total travel time [h]

1678.1

1710.3

1661.8

1539.0

Total Distance Traveled [mi]

Number of Stops Number of vehicles in the network

InSync vs Field InSync vs SS Opt InSync vs MS Opt

-17.8 -7.7 8.9 -21.8 -17.9 -0.1 -6.9 -9.3 -7.8 -5.5 0.0 -0.1 -21.9 -8.3

-21.1 -9.1 11.1 -23.5 -21.3 0.0 -9.2 -11.2 -9.3 -5.8 -0.1 -0.2 -23.6 -10.0

-16.3 -8.7 8.0 -16.4 -16.3 0.1 -3.5 9.5 -8.7 -1.0 0.0 -0.1 -16.5 -7.4

Summary of Results

Reduction [%] of Delays & Stops Field TOD

SS Optimized

MS Optimized

Regular Operations

Total Delay

-17.9

-21.3

-16.3

Stops

-7.8

-9.3

-8.7

Freeway Incident

Total Delay

-24

-30.5

-32.4

-25.8

-26.1

-32.6

Rail Total Delay Preemption Stops

-18.2

-21.3

-16.6

-9.4

-10.7

-10.5

Extra Demand

Total Delay

-25.5

-30.3

-27.5

Stops

-14.7

-20.5

-19.1

Inclement Weather

Total Delay

-23.5

-18.1

-15.4

Stops

-11.6

-7.4

-8.7

Stops

Average improvements: Delay ~ 22%; Stops ~ 15 %

Summary – All Scenarios Field TOD PM Peak Intersections Travel times Main vs. Side Network

SS Optimized

MS Optimized

InSync better than a respective TOD signal timing Results are not definite or TOD is better

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