MATRIX ADJUSTMENT MACRO (DEMADJ.MAC AND DEMADJT.MAC) APPLICATIONS: SEATTLE EXPERIENCE

1. MATRIX ADJUSTMENT MACRO (DEMADJ.MAC AND DEMADJT.MAC) APPLICATIONS: SEATTLE EXPERIENCE Murli K. Adury Youssef Dehghani Sujay Davuluri Parsons Brinckerhoff Quade & Douglas, Inc. Seattle, WA, USA Eric Chipps Sound Transit Seattle, WA, USA

2. Project(s) Context • Microsimulation on Two Major Highway Corridors : • I-405 Corridor Alternatives Analysis • Highway Capacity Expansion Alternatives to Alleviate Congestion on I-405 • Alaskan Way Viaduct (AWV) Project • Project to Replace and Rebuild a highway vulnerable to earthquake • Microsimulation to Evaluate Traffic Impacts Due to Construction

3. Project Area Map- I-405 Corridor Study- Alaskan Way Viaduct Project

4. Microsimulation for I-405 & AWV - 1- Purpose and Need • I-405 Study • Be able to evaluate freeway capacity enhancement elements of the preferred alternative • Be able to refine and/or modifycapacity enhancement elements of the preferred alternative • Be able to highlight potential deficiencies – e.g., lid concept thru downtown Bellevue • AWV Project • Evaluate options for construction sequencing • Develop traffic control plans as part of overall mobility plan

5. Microsimulation for I-405 & AWV- 2 • INTEGRATION was selected as preferred microsimulation software program • INTEGRATION model to interface with regional EMME/2 Travel Demand Model • Obtain base highway network – freeway and parallel arterials • Obtain PM peak hour O-D trip tables

6. Microsimulation for I-405 & AWV – 3Model Development Process • Network preparation/calibration • Data collection • Details of network geometry • Signal timings • Traffic counts • Trip table development • Model validation analysis • Model application

7. Microsimulation for I-405 & AWV– 4Trip Table Development • Regional model produced PM peak period vehicle trip tables for HOVs and Non-HOV • Apply factors to convert peak period trips to peak hour trips • Post regional modeling procedure: • Directional peak-hour base year counts were seeded on designated links on I-405 and arterials • Matrix adjustment macro DEMADJ.MAC developed Heinz Spiess was used to update original matrix

8. Microsimulation for I-405 & AWV– 5Trip Table Development Continued • Post regional modeling procedure: • Screenline Analysis performed on assignment from adjusted matrix • Utilized Traversal Matrix assignment feature of EMME/2 to extract sub-area O-D trip tables • Allocated and proportioned O-D trip table from EMME/2 model to correspond to detailed zone structure for microsimulation model

9. Microsimulation for I-405 & AWV - 6 Model Validation Analysis • Initial analysis indicated that study area networks needed to be streamlined: • Prepared link-level comparisons: • Total flow, Travel time, Speeds • Queue length • Comparative analysis of queue build-up against recurring bottleneck areas posted on the WSDOT real time traffic flow map • Accomplished reasonable base year validation results • Model successfully utilized for future year applications

10. Model Validation Analysis- Continued -

11. Lessons Learned • Trips input into microsimulation from planning models need to be adjusted to counts • Adjustment of “seed” trip table from a planning model is better than synthesizing O-D trips for microsimulation • Useful features of EMME/2 • Can use Demand Adjustment Macro • Can use matrix manipulation techniques to extract sub-area matrices and to proportion trips to detailed zone structures

12. Demand Adjustment for Transit Trips Analysis Motivation • Sound Transit (ST) to build light rail (LRT) • Requirement of agreement between Federal Transit Adminstration and ST is : • To maintain model databases representing conditions before and after the (LRT) project • “Before” Conditions model circumstances: • No current transit onboard survey data being available • Link and route-level transit passengercounts by time of day being available

13. Transit Components Map

14. Sound Transit Model History • Sound Transit (ST) EMME/2 model: • Initially developed in 1992 to produce more accurate route-level ridership forecasts • Incremental using comprehensive transit onboard survey data • Relies on the regional 4-step model for external factors such as change in demographics, congestion & travel costs • Updated recently to reflect 1999 transit service levels and transit travel patterns

15. Matrix Adjustment Process-Initial Steps • Updated transit network reflecting service levels for fall of 2002 – over 400 routes • Performed transit network calibration analysis • Compared line times from EMME/2 model against scheduled (actual) line times • Detailed verification of line headways, operating hours and miles

16. Matrix Adjustment Process - Continued - • Relied on the methodology developed by Heinz Spiess (DEMADJT.MAC) • Minimization of difference between estimated and observed link volumes on each route • Travel patterns in seed matrix not changing more than necessary • Identified transit passenger counts locations

17. Matrix Adjustment Process - Continued - • Extracted and processed appropriate data from the Automated Passenger Count (APC) GIS database • Counts by time period • Counts on over 200 links representing over 300 directional transit route at heavy load segments • Used complementary vicinity count locations to avoid under- or over-representation • Achieved convergence after 10 iterations

18. Validation Analysis Results • Validation Analysis Comparison • System-wide • Screenline • Route-level • Travel patterns – before & after matrix adjustment • Rigorous Peer Review and Verification of Counts Used

19. Summary Conclusions • Matrix adjustment for transit is a viable and cost effective option when: • Seed matrix is not too old and initially developed from rich survey data • Study area should have relatively good transit coverage • Availability of a well-calibrated transit network • Availability of accurate and adequate counts data, counts should be analyzed and understood • Availability of multi-path transit assignment capability