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TOUR-BASED MODELS 17 An application of the tour model was also used on It is important not to underestimate the model the proposed New Central Subway project in downtown development time. The development of the MORPC San Francisco. This analysis represented one of the first model took longer than anticipated. In December 2001, applications of a tour-based travel model on an FTA New MORPC accepted the disaggregate model approach. In Starts program submission. Software was developed to June 2004, the highway model validation and the long- collapse the microsimulation output of the tour and trip range transportation plan were adopted. In December mode choice models into a format compatible with the 2004, the advisory committee accepted the full model FTA SUMMIT program. The SUMMIT program was validation. The MORPC experience also indicates the used to analyze user benefits accruing to the project. importance of validating the existing model first. Since 2004 the model has been used on the draft of the Environmental Impact Study on the North Corridor MID-OHIO REGIONAL PLANNING COMMISSION Transit Project and other studies. AECOM Consulting TOUR-BASED MODEL DEVELOPMENT was also hired to conduct a quality assurance and qual- ity control analysis of the model. PB Consult, Inc. also Rebekah Anderson conducted a transit refinement. Rebekah Anderson discussed the development and appli- cation of a tour-based travel forecasting model at the APPLICATION OF A MICROSIMULATION MODEL Mid-Ohio Regional Planning Commission (MORPC) in FOR USER BENEFIT CALCULATION IN Columbus, Ohio. She described the model development TRANSIT PROJECTS process, including the use of a multiagency advisory committee, and highlighted elements of the model. More Peter Vovsha detailed information on the model components and the validation process are described in other sessions. Vol- Peter Vovsha discussed the use of microsimulation travel ume 2 includes a paper on the topic.4 The following models for estimating user benefits of New Starts transit points were covered in her presentation. projects. He described the FTA requirements for estimat- ing user benefits, the use of microsimulation models in In the summer of 2001, MORPC issued a request this process, and the application of the MORPC activity- for proposal for improving the existing four-step model, based model in the North Corridor study. Volume 2 con- which was a destination-choice model, oriented to tains a paper on the topic.5 The following points were journey-to-work trip purposes. In the fall of 2001, PB covered in his presentation. Consult, Inc. was selected to conduct the model improve- ment and proposed a disaggregate microsimulation tour- The FTA requirements for estimating user benefits based model. are based on the general methodology of assessing the dif- An advisory committee provided guidance during ference between the total composite utilities before the the development of the new tour-based model. The advi- project is implemented and after the project is operational. sory committee included representatives from MORPC, FTA limits the composite utility choices to mode and route the Licking County Area Transportation Study (LCATS), choices. The total trip table is assumed fixed and the mode the Ohio Department of Transportation, Ohio State Uni- and route choice attributes that are used for calculation of versity, the Northeast Ohio Areawide Coordinating the composite choice utility are reported. Agency, the Ohio-Kentucky Indiana Regional Council of The FTA approach and the SUMMIT software Governments, FTA, and the Central Ohio Transit developed to meet the requirements are designed primar- Authority. The committee examined elements related to ily for traditional four-step models that are characterized the advantages of tour-based models, as well as data by the ability to separate the trip distribution and the requirements and cost implications. LCATS was also mode choice steps. This permits a fixed trip table to be interested in being able to freeze the nonLicking County run through the mode choice step for each alternative portion of the model. Overall, the advisory committee being evaluated. The more complicated structure of favored the structure of the model. The committee also activity-based, tour-based microsimulation models thought the ability to present a range of forecasts was requires reconsideration of calculating user benefits. Trip valuable. FHWA and FTA staff supported the use of the generation, trip distribution, and time of day are fixed microsimulation model and provided feedback during across all scenarios in the four-step model. Mode choice, the development process. estimation of user benefits, and assignment are rerun for 4See Anderson, R. Development of Mid-Ohio Regional Planning 5 See Vovsha, P. Application of Microsimulation Model for User Commission Tour-Based Model. Volume 2, pp. 3032. Benefit Calculation in Transit Projects. Volume 2, pp. 3336.