1. Technical Advisory Committee
June 3th, 2015

2. Today’s Agenda Work plan progress report. GTAModel V4.0 update
Surface transit speed updating
GTAModel V4.0 Workshop
Other Business
Adjournment

3. Work Plan

4. Work Plan Generally on-schedule: Multi-class auto assignment done.
HOV network coding done.
V4 documentation complete by mid June.
Economic evaluation & visualization in good shape but development will continue.

5. Work Plan On-target for next quarter:
On-target for future year network DBMS, 3-step freight model, XTMF Core 1.1
Preliminary multi-class, congested transit assignment testing begun.
Active transportation mode choice model underway.

6. GTAModel V4.0 Model Overview Mode Choice Parameter Results
Mode Choice Results
Transit Parameter Results
Boardings
Screenlines

7. Model Overview

8. Mode Choice Parameter Results
Value of Time P G S M St U
Auto
Transit
walk/ivtt P G S M St U
Transit
wait/ivtt P G S M St U
Transit

9. Mode Choice Results

10. Transit Parameter Results
Value
Congestion Penalty Perception 1
Congestion Exponent:
TTF1 TTF2 TTF3 TTF4 TTF5
Fare Perception
15.14
Wait Time Perception
2.65
Toronto Walk Perception
1.35
Non-Toronto Walk Perception
1.16
Toronto Access Perception
1.82
Non-Toronto Access Perception
1.80
PD1 Walk Perception
1.12
Brampton Boarding Penalty
1.50
Durham Boarding Penalty
GO Bus Boarding Penalty
7.50
GO Train Boarding Penalty
1.43
Halton Boarding Penalty
3.0
Hamilton Boarding Penalty
3.50
Streetcar (including Exclusive ROW) Boarding Penalty
4.29
Subway Boarding Penalty
0.95
TTC Bus Boarding Penalty
2.95
YRT Boarding Penalty
5.42
VIVA Boarding Penalty
2.79
MiWay Boarding Penalty
3.20
AM Assignment Period
2.04
PM Assignment Period
3.03

11. Predicted & Observed Boardings by Agency, AM & PM Peak Periods

12. Transfer Matrix, Predicted & Observed Boardings & Alightings, AM-Peak

13. TTC Station Activity by Time of Day

14. TTC Station Activity by Time of Day

15. Screenlines – Auto CountsSL
CCDRS
TTS Demand
SL Description
T1001 I
40,759
39,878
City West Boundary
T1001 O
34,014
32,085
T1002 I
60,257
56,870
City North Boundary
T1002 O
40,130
33,910
T1003 I
16,228
18,560
City East Boundary
T1003 O
6,075
5,577
T1014 I
17,323
17,388
Central Area Cordon West
T1014 O
11,375
7,625
T1058 I
7,879
6,376
Central Area Cordon North
T1058 O
4,336
2,427
T1035 I
16,831
16,175
Central Area Cordon East
T1035 O
12,208
6,820

16. Surface Transit Speed Updating
High level objective: Develop a comprehensive model for the speed of transit vehicles which operate in mixed traffic.
The calibration surface transit speeds will result in a model that more closely reflects existing conditions on the streets.
Current lack of calibration/adjustment of surface speeds has a number of impacts on the model:
It is difficult to assess the impact of future traffic conditions on transit services.
Multimodal transportation planning is hindered without accurate assessment of transit performance.
Surface transit modes may appear artificially more attractive to trip-makers, skewing mode splits.

17. Surface Transit Speed Updating
Possible solutions:
Segment level model for transit speeds, as a function of auto speeds, boardings, alightings, and other factors as determined.
Land-use level model for transit speeds, which are a function of planning-level factors (such as daily traffic volumes, area type, adjacent land use, other factors as determined)
Other?

18. Surface Transit Speed Updating
Preliminary literature review findings:
Thus far, there has been no literature found that discussed surface speed updating in a large regional model, like V4.
Tangentially, surface speed updating is related to transit speed modeling, surface speed reliability, and transit vehicle dwell time modelling.
Much of the work in surface speed updating is done via regression models.
Feng et. al found bus speed was a function of: stop location, intersection delay, and traffic conditions (w.r.t time of day).
Kieu et. al used multiple traffic data sources to relate bus speed and car speeds via a cross-validated regression model.
Florida DOT found a linear relationship between bus and auto travel times, during a range of time periods.
McKnight et. al had similar results to the above studies, but used proxies for traffic as time of day, or direction of travel.
Overall, very limited work done in the field.

19. V4.0 Workshop Plan is to have a one-day workshop on GTAModel V4.0.
Originally projected for July.
July, however, will still be quite busy with City Modelling project & EJM will be away most of the month.
Is August a feasible target for the workshop or will too many people be away on vacation?

20. Thank you!
Next TAC Meeting: Wednesday, September 2, 2015, 10:00-12:00