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Phase 5 Scope of Work
Phase 5 will be performed during FY1920, ending in June 2020, and is likely to focus on project management (including contribution review and support), support for multiple zone systems, support for modeling AVs and TNCs, input validation checking, output summarization, integration of PopulationSim, additional documentation / tutorial, and performance tuning.
Task 1: Project Management and Contribution Review
Task 2: Support for Two Zone Systems
Task 3: Support for Modeling AVs and TNCs
Task 4: Input Validation Checking
Task 5: Output Summarization
Task 6: Integration of PopulationSim
Task 7: Additional Documentation and Tutorial
Task 8: Performance Tuning
The purpose of this first task is to manage the overall project, including invoicing and conference calls with the project team, coordination with the AMPO agency partners, and coordination with contributors. Contribution review and support will be done according to our Contribution Review guidelines. The budget for contribution review and support cannot exceed the task budget. All deliverables, including meeting notes, software, tests, documentation, and issue tracking will be managed through GitHub.
Deliverable(s): (Due XXX weeks from NTP)
- Management of Bi-Weekly Meetings
- Pre- and Post-Meeting Notes
- Invoicing and Progress Reports
- Client Coordination
- Contribution Review and Support
Comments
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The goal of this task is to integrate comprehensive support for two zone system network level-of-service (see partner zone systems) into the ActivitySim framework. In two zone system models, for example the PSRC and SFCTA models, trips are modeled from MAZ/parcel-to-MAZ/parcel and the network level-of-service zone system varies by mode:
- Auto - TAZ-to-TAZ skims
- Walk/bike/near auto - MAZ-to-MAZ for nearby zone pairs using path costs from an allstreets network
- Transit - TAZ-to-TAZ skims except for access/egress time, which comes from the MAZ/parcel file, which includes access distance by transit line-haul for each MAZ
In three zone system models, for example the SANDAG and MTC TM2 models, transit stop-to-stop skims + a set of nearby stops for each MAZ are used to do transit virtual path building during a demand model run in order to build MAZ-to-MAZ transit impedance through the best access and egress stops. Under a separate contract, support for three zone systems (minus transit virtual path building) was prototyped using the SANDAG ABM model inputs.
The scope of this task is to integrate the prototyped three zone system implementation into a new two zone system example model for the MTC TM1 example. This will include switching from the one-zone skims classes to the multi-zone NetworkLOS classes, updating logging, updating tracing, updating all expression files with spatial data, including logsums, updating tests, updating expected test results, and updating the documentation. Full support for three zone systems (which adds transit virtual path building) may be done in a later phase of work.
The model system will operate at the "zone" level, which could be either MAZs or TAZs, and it will be possible to index into skims using the zone IDs or other zone attributes (such as TAZ if zones are MAZs for example). For testing, the MTC TM1 TAZ data will be copied to MAZs as if there is a one-to-one correspondence. In order to better test the relationships between the different data structures, a few sample MAZs will be re-assigned to different TAZs. The complete new example model will be tested and documented.
Deliverable(s): (Due XXX from NTP)
- Integration of Support for both One and Two Zone System Models
- Additional Full Scale Example Test Setup
- Updated Documentation and Tests
The purpose of this task is to add support for modeling Transportation Networking Company (TNC) vehicle availability and Automated\Autonomous Vehicles (AVs). The design of these features will be based on work done previously to add TNC and AV to DaySim and the MTC CT-RAMP model.
- The existing tour and trip mode choice models will be updated with a new taxi\TNC nest. Both modes will use the toll-eligible HOV2 skims. The drive transit nest will be updated to include TNC versus private auto as well. The model coefficients will be borrowed from the previous development efforts and validated for reasonableness. The models will not be re-calibrated.
- The example model will be updated to explicitly consider Autonomous Vehicle (AV) ownership. The mode choice models will be updated to explicitly consider implications of AV ownership on mobility, such as less onerous in-vehicle time coefficients and reduced or free parking costs. Specific activities are:
- The auto ownership model will be extended to include an upper level choice between AV\non-AV. The model will reflect assumptions regarding implications for number of autos owned based on whether vehicles are AV or not (e.g. AV ownership likely to reduce total number of autos owned), as well as income, household size, and other variables on AV ownership. The tour and trip mode choice models will be updated to reflect AV assumptions, as follows:
- Travelers in households with AV ownership will see reduced in-vehicle time as a result of increased comfort and safety of AVs.
- Travelers in households with AV ownership can see lower or free parking costs as they have the option of parking their car in remote lots or sending their vehicle back home.
- Travelers in households with AV ownership may be more likely to use their car for drive access to transit as they are able to send their car back home for parking.
- Similarly, the TNC mode may be cheaper due to the elimination of labor as an input to the cost of TNC use. This would affect all travelers, not just those with AV ownership at a household level.
- Travelers in households with AV ownership will have less stringent or no age restrictions for single-occupant vehicle use.
- Travelers in households with AV ownership but fewer vehicles than licensed drivers would be less likely to choose shared-ride modes since the same vehicle could be used for multiple SOV trips more efficiently.
All model expressions reflecting AV ownership assumptions will be implemented with a generic set of parameters (AV ownership constants, in-vehicle time modifiers, mode-specific constants, etc.) that can be easily modified in central model settings yaml files.
Deliverable(s): (Due XXX from NTP)
- Final Design Plan
- Integration of Support for AVs and TNCs
- Full Scale Example Test Setup
- Updated Documentation and Tests
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Integration of PopulationSim into the consortium.
Deliverable(s): (Due XXX weeks from NTP)
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| Region | TAZs (1) | TAZs + MAZs/parcels (2) | TAZs + MAZs/parcels + transit stops (3) | Notes |
|---|---|---|---|---|
| PSRC | X | Transit IVT, etc from TAZ-to-TAZ skims. Transit access/egress times looked up by sub-mode in the buffered MAZ/parcel file and represent time to nearest stop. | ||
| SFCTA | X | Transit IVT, etc from TAZ-to-TAZ skims. Transit access/egress times looked up by sub-mode in the buffered MAZ/parcel file and represent time to nearest stop. | ||
| MTC TM1 | X | |||
| MTC TM2 | X | Does transit virtual path building during a model run to build MAZ to MAZ impedance through the best transit access and egress stops | ||
| SANDAG | X | Does transit virtual path building during a model run to build MAZ to MAZ impedance through the best transit access and egress stops | ||
| SEMCOG | ? | ? | ? | Trip-based model uses TAZs |
| ARC | X | |||
| ODOT | X | Does transit virtual path building during a model run to build MAZ to MAZ impedance through the best transit access and egress stops | ||
| MetCouncil | X |