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
Questions, feedback, comments?
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