Value of Travel Time Reliability in Transportation Decision Making: Proof of Concept—Portland, Oregon, Metro (2014) / Chapter Skim
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7Overview of DynusT–FAST-TrIPs Integrated Model 2.1 DynusT 2.1.1 DynusT Model Structure As shown in Figure 2.1, DynusT consists of iterative inter actions between its two main modules, traffic simulation and traffic assignment. Vehicles are created and loaded into the network based on their respective origins and follow a spe cific route based on their intended destinations.
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8For modeling purposes, the speedinfluencing region for vehicle i (SIRi) is defined as vehicle i's immediate downstream roadway section in which the stimulus is significant enough to influence vehicle i's speed response.
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9 of resemblance with carfollowing–based microscopic mod els. The major difference between AMS and carfollowing models is that in AMS, a vehicle's speed adjustment at each simulation time interval is governed by the SIR density ki t , which is a macroscopic measure of all the vehicles present in the SIR region, instead of an intervehicle measure between the target and the leading vehicle(s)
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10 point bottleneck (Figure 2.2b2) (from m to n lanes, n < m)
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11 schedule network is prepared. The basic unit of the LBTE transit network is defined on each link, which connects two consecutive stop time runs by an identical transit vehicle.
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12 capture the behavior of passengers and their interaction with transit vehicles. The first module captures the access, egress, and transfer behavior of passengers and is a timebased simu lation over fixed time intervals.
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13 for the assignment and simulation of auto and public transit vehicles. The auto and transit vehicles assignment is run to completion before any input to FASTTrIPs is generated.
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