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USER MANUAL VISSIM 3.70

1. Label in Dialog Box Definition Column Header Emissions NMHC Emissions HC without Methane NMHC during current interval Emissions NMOG Emissions Nonmethan Organic NMOG Gasses during current interval Emissions NOx Emissions NOx during current Nox interval Emissions Emissions Particulates during Part Particulates current interval Emissions SO2 Emissions Sulfurdioxide during so2 current interval Emissions Soot Emissions Soot during current Soot interval Fuel consumption Fuel consumption during current Gas interval Lane number Lane number Lane Link number Link number Link Lost time Delay portion of a vehicle s total LostT travel time on the segment Segment start Segment start link coordinate m SegStC coordinate Segment end Segment end link coordinate m SegEndC coordinate Segment end x Segment end cartesian SegEndX coordinate x Segment end y Segment end cartesian SegEndY coordinate y Segment start x Segment start cartesian SegStX coordinate x Segment start y Segment start cartesian SegStY coordinate y Segment length Segment length m ft SegLen Simulation time Simulation time sec T Speed Average speed km h V Volume Volume veh h Volume VISSIM User Manual Version 3 70 8 37 EVALUATION TYPES Node Evaluation 8 12 Node Evaluation Node Evaluation is a way of collecting data for a user defined area within a VISSIM ne
2. 8 34 RENNES mE 8 34 8 11 2 Configuration aaa air einen 8 34 8 11 83 Results weten teed eee 8 35 8 11 4 Available 8 36 8 12 Node Evaluation Aaaa 8 38 8 12 1 _ een 8 38 BIEN So Misco T 8 38 8 12 93 era ran 8 39 8 13 Network Performance Evaluation sss 8 41 HR EENEIi EET 8 41 8 13 2 Configuration 8 41 8 132 3 R SUILS rc p 8 41 8 14 Observer REM 8 42 CHANGES e 8 43 8 15 1 Defiritloni zin ke 8 43 8 15 2 Configuration IRL ERE ee ee 8 43 8 19 3 RESUS res E 8 43 8 16 Bus Tram Waiting Time ee ee 8 44 8 16 1 Definition runs 8 44 8 16 2 bati koc e ER Ha UOS CRURA A dae ees 8 44 8 1609 8 44 8 17 VOICI IND Ul 8 45 SPEM Pn 8 45 8 17 2 Configuration ssssssssssssssseseses ener nenr nnne 8 45 8 17 37 zen TEC 8 45 8 18 Time Space Diagram x t Diagram seem 8 46 811
3. 5 7 5 2 3 Vehicle Following Behaxwvior ssssssssssseseeeennmeennn 5 8 5 2 4 Lateral ipaa reae Prep r Eee eene 5 9 5 2 5 Reaction to Amber Signal 5 10 5 2 6 Changing the Saturation Flow Rate 5 10 5 2 7 External vehicle course files sssee 5 11 91 gt VISSIM User Manual Version 3 70 iii TABLE OF CONTENTS 5 3 Graphical Display een ee 5 13 5 3 1 Alternative 5 17 53 2 3D Graphics kenne naar 5 18 5 3 2 1 NEVIBEIDI EE 5 18 5 3 2 2 SIPE es MIC 5 20 5 3 2 3 Static 3D objects n riore ihren ctt 5 20 5 4 Selection of Units inii eet en 5 22 6 Simulation and Test uunssnnesnnnsnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnsnnnnnnnnnnnnnnnnnnnnnnnnn 6 1 DEMEURE m 6 2 6 2 Multiple Run Utility 2 1 erii ritiro 6 3 6 3 Animation E 6 5 6 4 Recording 3D Video files ricetta ee 6 7 6 4 1 RECOFrdING OPtlONS e 6 7 6 4 2 KO YfAIMGS ssc ses ccccc pasion pe FE n eaa Eb Ls a pa Fea Res ES idiei iiid 6 7 6 4 2 1 Defining Keyframes Areas 6 7 6 4 2 2 Keyframe Properties ssssssssssesseseeeeeeneenn ener 6 8 6 4 2 3 Keyfr
4. Number of Stops Total Number of Stops Stops Origin Parking Lot Number of the Origin Parking Lot OPL Particulate Emissions Particulate Emissions in current Particulate simulation step Power Power kW Power Preceding Vehicle Number of the relevant preceding LVeh vehicle PT Alighting Number of passengers alighting at StpAlt Passenger current stop PT Average Wait Average Wait Time s for a boarder StpWaT Time at the current stop PT Boarding Number of boarding passengers at StpBd Passenger current stop PT Course Number Number of the course Course PT Current Dwell Dwell Time s at current stop incl StpDwl Time slack time PT Lateness Lateness s at the exit from the StpLtns current stop 70 late PT Line Number Number of the line Line PT Passenger Passenger Service Time s at StpSvcT Service Time current stop PT Total Dwell Time The sum of all the transit stops dwell SStpsDwIT times s PT Transit stop Number of the current transit stop Stp number PT Waiting Number of passengers waiting at StpWP Passengers current stop Queue Encounters Total number of Queue Encounters QEnc Queue Time Total Queue Time Thus Far s SVZ Queueflag Flag is Vehicle in Queue yes Queue no Required Power Current Required Power kW ReqPow Revolutions Current revolution speed rpm Revolutions Simulation Time Simulation Time s t DI VISSIM
5. 4 27 4 3 3 1 Vehicle TYPOS saci Em 4 28 4 3 3 2 Vehicle 1 2 22 2 4 30 4 3 4 Traffic Composition enesenenenenenenenenenennnenennnnnenenennnnnnannnannnnnnnonnnnnnnnnnnnnn 4 31 4 3 5 Vehicle Inputs Traffic Volume seee e 4 32 ii VISSIM User Manual Version 3 70 91 TABLE OF CONTENTS 4 3 6 Desired Speed 4 34 4 3 6 1 Reduced Speed Areas esie iie esse cese scheinen nee 4 34 4 3 6 2 Desired Speed 2 nnt 4 37 4 4 Automobile Routing Turning Movements seem 4 40 4 4 1 ROUTING DECISIONS MEET 4 40 4 4 2 Direction Decisions ssssee meme 4 47 4 4 3 Routing Decisions versus Direction 4 50 4 5 Transit Public Transport cccceccceeeeeeeeeneeeeeeeeeeeeeaeaeeeeseeeneaeeeeeeeeeeeeeaees 4 51 4 5 1 Tiransit Stops i au Uem Rd itu p role pe 4 51 4 5 2 Transit Lines Bus Tram 4 53 4 5 2 1 Definition of a transit line 4 54 4 5 2 2 Transit Line dates seen 4 55 4 5 2 3 Transit Stops on the Route amp Modifying the Route Alignment 4 56 4 5 2 4 Transit Vehicle Dwell Time 4 58 4 5 2 5 Modeling
6. seen 7 7 iv VISSIM User Manual Version 3 70 91 TABLE OF CONTENTS 8 Evaluation Types cenenccr nre 8 1 8 15 Travel 8 2 8 1 1 8 2 8 1 2 Ios tese SE aeaa A s era retai 8 4 8 1 3 ENSIS NE I DOO DO ILIUM 8 4 8 2 Delay TIMES PERTERRITUS 8 5 8 2 1 DefinitiON icicceitsacssanescecavectanasiacdandsasssasesovsadeadvnssacetinebandsakeanossadasingiunsbacssdesbate 8 5 8 2 2 8 5 8 2 3 8 6 8 3 Data nemen nnne 8 8 8 3 1 1 ee 8 8 83 2 EN 8 8 8 3 3 T 8 10 8 4 QUEUE COUNTERS Aarse ee en eaa e eee ae CHO EE Eco han 8 11 8 4 1 IET Y 11011110 TET 8 11 8 4 2 COMMU 8 12 8 4 3 FROSUIES tai acsassseeaatacosnecsasesacca nian featpeatnaabeeostasancetnoandbancatondssgaeaah sans fo SET 8 12 8 5 Green Time Distribution 8 14 8 5 1 8
7. simulation run the vehicle contains a red bar Vehicle Type Tram confirming that it has been selected and yenicle Type 4 vehicle information window is displayed see Length Gom example illustration km h 40 8 Additionally if display mode is set to 3D the vDesired km h 48 9 viewing position will be changed as from the Des Direction 10021 drivers position IntacProc FREE Delay Time s 24 6 Link Lane Coordinate NOx 1 14 6 0 0 VISSIM User Manual Version 3 70 EVALUATION TYPES Vehicle Record 8 7 Vehicle Record Similar to the display of vehicle information in a window any combination of vehicle parameters can be saved to an output file 8 7 1 Definition No additional definition required 8 7 2 Configuration and Filter In order to get the desired output data additional information is needed This is to be provided within the Vehicle Record Configuration and Vehicle Record Filter dialog boxes These can be accessed by pressing the CONFIGURATION or FILTER buttons in OPTIONS EVALUATIONS FILES once the option Vehicle Record has been ticked The Configuration box allows for definition of any combination of the vehicle parameters If Database output is not active each layout line results in a column within the output file FZP The configuration settings will be saved to an external file FZK 8 18 VISSIM User Manual Version 3 70 91 d Vehicle Recor
8. Vehicle Types Emissions NOx mg m s all veh types Configuration vasona sak Time iv Per Lane From 0 Interval go IV Database Until 99999 Table Name ES vasona LINK EVAL Cancel e The selected parameters are displayed within the list box to the left Selected Parameters Additional parameters can be inserted and removed by using the INSERT and DELETE COLUMN buttons considering the choice of Vehicle Class for certain parameters Furthermore a time period for the evaluation and the aggregation interval needs to be defined For a list of all parameters available see section 8 11 4 d Please note that some parameters will only report correct results if the corresponding optional module such as Dynamic Assignment Emission etc has been installed e M Per Lane If active data will be evaluated individually for every lane of multi lane links Otherwise the data will be aggregated for all lanes e Database When active evaluation output is directed to a database to the specified Table Name rather than to an ASCII text file The table name must not be used for any other VISSIM database evaluations In order to use the database output the database connection needs to be configured see section 7 1 3 8 11 3 Results The following example shows an extract of the link evaluation record EN VISSIM User Manual Version 3 70 8 35 EVALUATION TYPES Link Evaluation Evaluation table
9. 8 54 P CEICU dM et 8 56 Le MEP i me E EEE 8 56 8 25 2 Gonflgurati n eiiis erba rice cade ER ues ep de 8 56 0 25 3 RESUS Soc creta 8 57 8 26 Convergence Evaluation 8 58 8 261 em 8 58 8 26 2 Configuration iere rerit acu a 8 58 8 26 3 8 59 9 Dynamic 9 1 9 1 Introduction 9 2 O 2 PHINGIPIG D 9 3 9 3 Building an Abstract Network uuuersnsenesnnnnennnnnnnnnnnnnnn nenn eme eee 9 6 9 3 1 Parking Lots and Zones 9 3 2 NODES I SEMI e 9 4 Traffic Demand 9 4 1 Origin Destination Matrices sss 9 12 gueule 9 14 9 5 Simulated Travel Time and General 9 16 9 5 1 Simulation Period and Evaluation Interval 9 16 91 gt VISSIM User Manual Version 3 70 vii TABLE OF CONTENTS 9 5 2 Simulated Travel Times ccccseececcceceeeeesecececeeeaueaaeeceeeeseeaeeaeeeeeeeseeas 9 16 9 5 3 General 9 17 9 6 Route S
10. as well as in all of the output from VISSIM Acceleration It is also possible to change the units for data entry and then change them back for display and output at any time fus S Cancel 5 22 VISSIM User Manual Version 3 70 SIMULATION AND TEST 6 SIMULATION AND TEST o vV VISSIM User Manual Version 3 70 6 1 UN SIMULATION AND TEST Simulation 6 1 Simulation A simulation run is started using the menu command SIMULATION CONTINUOUS or SIMULATION SINGLE STEP In the latter case the user has to manually activate each simulation step by pressing the gt button or F6 This also allows for switching from Continuous mode to Single Step mode Switching to Continuous mode is possible by pressing the gt button or F5 The button or Esc terminates the current run Alternatively the same commands can be executed using the buttons on the toolbar directly As these buttons are used also for starting an Animation or Test run the current active mode is shown above these buttons Using the Break At option within the Simulation Parameters dialog box makes VISSIM automatically switch from continuous simulation into single step mode at a certain simulation second Simulation Parameters Comment Period 3600 Simulation seconds Start Time 00 00 00 hh mm ss Simulation Speed 0 0 Sim sec s maximum Simulation Resolution Time step s Sim sec Random
11. list on the left side Layout of Columns the column above the location where the new column should be inserted Wii Fale Type Empty column Select the desired Type of Frame column to be inserted from the middle list If the selected State CP State DET variable type requires the definition of a specific number E such as detector number or Column Header Short Title signal group phase number Configuration File stef kfg N vis ia a en Recording File stef ldp Cancel Selecting All as an option of the right list results in the creation of one column for each element of the specified Type e g state DET into the Layout of Columns as soon as the INSERT LINE button is hit Caution Do not use the option in conjunction with the Type Status Stage as VISSIM will enter a column for all possible stages 999 into the Layout of Columns Pressing the INSERT COLUMN button or double clicking on the selected type number inserts the information into the column layout To delete a column select it from the list to the left and press the DELETE COLUMN button Individual column headers as they are to appear in the record can be defined using the COLUMN HEADER button a star behind that column in the Layout of Columns box indicates that an individual column header has been defined To save space within the header especially for window output tick the Short Title o
12. overlapping classes are possible Vehicle classes can be created and edited by selecting NETWORK EDITOR VEHICLE Ng CLAssES The Vehicle Classes dialog box contains a list of all classes defined Using the control buttons to the right the list can be edited C c m coo HGV Bus Tram Pedestrian Bike Delete K Cancel New x concen To define a Vehicle Class all of the vehicle types that are to be included must be highlighted in the list of Vehicle Types A multi selection is done by holding down lt CTRL gt and clicking on the desired vehicle type s Furthermore the following parameters may be defined No Unique identification of the class Yehicle Class Sa Color Hu Vehicle Types No Color Car Volkswagen 4 30 VISSIM User Manual Version 3 70 Automobile Traffic TRAFFIC TRANSIT NETWORK e Name Label of the class e COLOR only active if the option No Color is not checked Defines the vehicle color for all vehicle types contained in that class This overrides all color information of the vehicle types and can be used to identify vehicles of a certain class by color e No Color If checked default the vehicle color is determined by each vehicle type or transit route Tips and Tricks e new class can be used to collect data specific to certain vehicle types or to distinguish those vehicles by color during a
13. GRAPHICS one 0 00 of the display options available is the alternative display of links Clicking on the CONFIGURATION button opens the dialog box Configuration Alternative Link Display where all display options can be set 00 e Value describes the evaluation parameter to be displayed e CUMULATIVE If checked data being collected during the current interval is added to the previous value and the result is shown 28 00 99 00 bbb b be E e ee Default Classes a gt ser Manual Version 3 v VISSIM User M Version 3 70 5 17 i GLOBAL SETTINGS Graphical Display e LINK EVALUATION displays the link evaluation configuration box see 8 11 to select the evaluation parameters The selected values will be displayed within the Value drop down list box after the dialog has been closed e Classes Defines the range of the evaluation parameter and the associated colors Each range of values is represented by the color shown to its right Clicking on DEFAULT CLASSES restores the default range and colors 5 3 2 3D Graphics Mode If the 3D box is checked the VISSIM model will be shown in three dimensions Each of the vehicles will have depth and height and the viewing position within the network can be freely chosen The 3D graphics mode is only intended to display vehicles traveling on a network during a simulation or animation For network editing the standard 2D graphics mode needs to be
14. Gall y In PT Tel a gt ser Manual Version 3 v VISSIM User M Version 3 70 6 13 SIMULATION AND TEST Test of Signal Control without Traffic Simulation detector number DET time interval FROM UNTIL resp In and type SINGLE CONTIN REPEAT of the actuation Since single actuations only last one second only one time is to be defined Pressing the INSERT button inserts the new actuation before the currently highlighted detector call VISSIM will not automatically sort the detector call listing 5 For editing previously defined actuations e g change time interval delete the existing actuation and create a new actuation 6 The test macro can be saved with a different name using the SAvE As command 7 f public transit call points are supported by the selected control strategy call telegrams can also be included in the macro as special actuations for detector type PT Tel 6 5 3 Using Batch Mode Operation for Test Runs In addition to manually defined detector actuations VISSIM can also analyze a series of special test cases This feature is especially helpful to answer questions like e How does the tested logic react to exceptional situations such as repeated demand for all signal phases with a transit preemption event at a certain time e What happens if the preemption event occurs one second later or two seconds earlier etc The batch mode operation discriminates between signal groups ph
15. USER MANUAL VISSIM 3 70 Stumpfstra e 1 D 76131 Karlsruhe Tel 49 721 9651 0 Fax 49 721 9651 299 E mail hotline vissim ptv de DISCLOSURE En DISCLOSURE Copyright 1991 2003 Distributors North America Latin America Span speak Arabic speak countries Asia Australia Belgium Brazil China Czech EN PTV Planung Transport Verkehr AG January 2003 All rights reserved Stumpfstra e 1 D 76131 Karlsruhe Germany Innovative Transportation Concepts Inc 1128 NE Second Street Suite 204 Corvallis Oregon 97330 phone 541 754 6836 fax 541 754 6837 vissim hotline itc world com Agosta Campana amp Asociados phone 54 11 4394 441 fax 54 11 4322 6067 a amp ca ciudad com ar TrafX phone 961 323 2648 fax 961 137 11 38 Hicham trafx com Scott Wilson Malaysia phone 60 3 254 1008 fax 60 3 254 5871 mike hyslop scottwilson com sg Tritel N V phone 32 2 205 0100 fax 32 2 205 0109 tritel tritel be VETEC Engenharia s C LTDA phone 55 11 3078 6799 fax 55 11 3167 3452 marcos vetec com br Dr Brenner M nnich Mr Li phone 49 7361 5707 34 fax 49 7361 5707 77 k li brenner muennich de City Plan Ltd phone 420 2 24915 324 fax 420 2 294939 VISSIM User Manual Version 3 70 DISCLOSURE Republic Italy Korea Netherlands Philippines Poland Scandinavia Slovakia South Africa Spain Switzerland United Kin
16. Version 3 70 Vehicle Record EVALUATION TYPES Label in Dialog Box Definition Column Header World Coordinate Y World Coordinate y Vehicle leading WorldY edge at the end of the simulation step World Coordinate Z World Coordinate z Vehicle leading WorldZ edge at the end of the simulation step a gt ser Manual Version 3 v VISSIM User M Version 3 70 8 25 EVALUATION TYPES Dynamic Signal Timing Plan 8 8 Dynamic Signal Timing Plan The Dynamic signal timing plan signal times table offers a graphical display of the actual signal setting and detector occupancy It displays green amber and red times graphically with a horizontal time axis 8 8 4 Definition No additional definition required 8 8 2 Configuration In order to display the desired signal control information additional configuration is needed To create or edit a configuration follow the steps outlined below 1 Select SiGNAL CONTROL EDIT CONTROLLERS 2 A dialog box with a list of all coded signal controllers appears Select the controller to create a new signal times table configuration and press EDIT 3 Within the upcoming dialog box Signal Controller press the SiGTIMTBLCrG button sch 5 Dee ine The dialog box Signal gt Layout of Lines Insert Line Times Table Configuration Line Type Cat No appears 1 Status Stage 1 WT File Y 2 Status Stage 2 3 Status Stage 3 4 Status Stage 4 5
17. v VISSIM User M Version 3 70 8 55 EVALUATION TYPES Paths 8 25 Paths The Paths Evaluation file WGA can be used with the Dynamic Assignment module only It is intended to produce results for a Dynamic Assignment procedure in a user definable format 8 25 1 Definition No additional definition required 8 25 2 Configuration In order to get the path information additional configuration is needed This is to be provided in the Path Evaluation Configuration dialog box which can be accessed by selecting Paths Dynamic Ass in the Offline Analysis File dialog box OPTIONS EVALUATIONS FILES Layout of Columns Column Parameter Delete Column Insert Column Distance Link Cost Parking Lot Destination Zone Destination Parking Lot Origin Parking Lot Origin Path Number Parking Lot Destination Relative Volume Path Number Time from Distance Time to Link Cost Travel Time Travel Time det zl h Pee x Configuration File 3path wgk Cancel The selected parameters are displayed within the list box to the left Layout of Columns Additional parameters can be selected by pressing the DELETE COLUMN and INSERT COLUMN buttons The configuration will be saved to an external file WGK 8 56 VISSIM User Manual Version 3 70 91 V Paths EVALUATION TYPES Additionally the filter information needs to be configured This is done in the Path Evaluation Filter dialo
18. 0 0 0 Paths 0 05 300 0 12 0 0 0 0 0 0 0 0 300 0 600 0 7 25 T 2 0 0 0 0 0 TimeFrom TimeTo Travel Time Difference Class from 0 10 20 30 40 50 60 70 80 90 100 200 Class to 10 20 30 40 50 60 70 80 90 100 200 Edges 9 07 300 0 20 2 LF 0 Qu 0 0 0 0 0 0 0 300 0 600 0 21 Z 0 0 0 0 0 0 0 0 0 0 Paths 00 300 0 12 0 0 Hy 0 0 0 0 0 0 0 0 300 0 600 0 12 0 0 0 0 0 0 0 0 0 0 0 a gt ser Manual Version 3 v VISSIM User M Version 3 70 8 59 DYNAMIC ASSIGNMENT 9 DYNAMIC ASSIGNMENT Without the Dynamic Assignment module routes for the simulated vehicles are supplied manually using the network editor The Dynamic Assignment module however is designed to model the route choice behavior of drivers thus allowing to model networks without static routes and instead using the specification of origin destination matrices as flow input In VISSIM the assignment is done dynamically over time by an iterated application of the microscopic traffic flow simulation The following terminology is used when referred to Dynamic Assignment in this Chapter e path and route are used as synonyms e cost in its exact meaning denotes financial cost i e the component of the general cost that is not travel time and not distance But cost is often used instead of general cost if the context allows for it e general cost is
19. 4 5 Transit Public Transport Transit vehicles can operate in mixed traffic as well as on dedicated roads or tracks They are defined separately from all other traffic Data input for transit occurs in two steps Step 1 Definition of transit stops Step 2 Definition of routes including served transit stops and schedules 4 5 1 Transit Stops Transit stops can be created on or adjacent to an existing link There are two types of stops e On Street stop curbside stop A transit vehicle stops on a user defined travel lane of the selected link e Bus Lay by turnout A transit vehicle stops on a special link next to the slow lane of the selected link Vehicles approaching a transit vehicle that stops for passenger interchange will attempt to pass it on a multiple lane link but will wait behind the transit vehicle on a single lane link By default a bus leaving a lay by will have the right of way appropriate priority rules forcing following vehicles to yield for the transit vehicle are coded automatically Deleting the priority rule for the bus priority changes this behavior Defining a Transit Stop Prior to defining a transit stop at least one dwell time distribution needs to be defined see section 4 3 1 6 except when dwell time calculation is used see 4 5 2 1 for details 1 Select the Bus tram stops mode button 8 2 Select the link connector on or adjacent to which the transit stop should be placed a lay by
20. 91 V Speed Distance Diagram x v Diagram EVALUATION TYPES 8 19 3 Results Use the menu command SIMULATION X V DIAGRAM to generate an output file See an example plot below x v Diagram Aurora Avenue North AM Peak Existing Speed km h 60 50 40 30 20 0 100 200 300 400 500 600 700 Distance m a gt ser Manual Version 3 v VISSIM User M Version 3 70 8 49 EVALUATION TYPES Acceleration Statistics 8 20 Acceleration Statistics Using the menu command SIMULATION V DV EVALUATION VISSIM can be used to generate an acceleration statistics file logging all acceleration events along all routes discriminated by vehicle class initial speed and final speed difference and user definable time interval The beginning of an acceleration event is defined as the change from deceleration to acceleration while the end of an acceleration event is defined as the change from acceleration to deceleration The initial speed is defined as the speed of the vehicle at the beginning of an acceleration event while the final speed difference refers to the difference between the speed at the end of the acceleration event and the initial speed Each acceleration event is logged at the time interval in which it ends 8 20 1 Definition To create a VDV file both an observer BEO and a route data file needs to be available see section 8 19 on how to create these files 8 20 2 Configuration Additional
21. All Vehicle Types individually switch off 1 Car 1 Car 2 HGY 2 HGY the label of that 3 Bus 4 BE priority rule 4 Tram 4 Tram 5 Pedestrian 5 Pedestrian The following properties are available for both markers stop line and conflict marker separa tely Extended e All Lanes Defines the marker to stretch over all lanes of that link in contrast to be placed on a single lane e Lane Defines the lane number where the marker is placed e At Link connector coordinate of the marker 4 64 VISSIM User Manual Version 3 70 Non Signalized Intersections TRAFFIC TRANSIT NETWORK e Vehicle Classes Define the vehicle classes to be affected by the marker A multi selection is done by pressing the lt CTRL gt key while clicking the left mouse button The following properties affect the stop line e EXTENDED Opens the Priority Rule Condition dialog box to link the priority rule with the current state of a signal group This option is useful when vehicles should not yield to vehicles queuing behind red signals Stop only if Activates the EETPENTENTTITTHENINNNSS x condition so that the stop line is I only active when the following condition is true SC 1 If the selected Signal Group of the selected SC Signal Signal Group 8 M controller has the selected Signal State then the stop line is Signal State een active and looks for the other conditions min headw
22. DISTRIBUTIONS 4 3 1 1 Desired Speed Distribution For any vehicle type the speed distribution is an important parameter that has a significant influence on roadway km h EM capacity and achievable travel speeds If not hindered by other vehicles a driver will travel at his desired speed with a small stochastic variation called oscillation The more vehicles differ in u their desired speed the more platoons are created Any vehicle with a higher 55 0 desired speed than its current travel OK Undo Cancel speed is checking for the opportunity to pass without endangering other vehicles Stochastic distributions of desired speeds are defined for each vehicle type within each traffic composition The dialog box Desired Speed Distribution can be accessed via NETWORK EDITOR DISTRIBUTIONS DESIRED SPEED A desired speed distribution 4 20 VISSIM User Manual Version 3 70 91 Automobile Traffic TRAFFIC TRANSIT NETWORK can then be selected single mouse click edited single mouse click and EDIT or double click or created NEw Creating or editing a desired speed distribution opens the dialog box shown above The minimum and maximum values for the desired speed distribution are to be entered into the two fields above the graph the left number must always be smaller than the right number Intermediate points are displayed as red dots They can be created with a single right button mouse click
23. Destination parking lot fewer than z Parking Lot Available space Strategy same zone parking lot by benefit function z Cancel Static routes Route vehicles from a start point red to any of the defined destinations green using a static percentage for each destination Partial Route Defines a section of one or more static routes where vehicles should be re distributed according to the routes and percentages defined by the partial routes After leaving the partial route vehicles continue to travel on their original route Example Partial routes can be used to model route diversion caused by variable message signs VMS without the need to change each individual route that passes the section where the VMS is active Instead simply one partial routing decision with two routes if there are two alternative routes possible and the desired proportions of traffic assigned to these partial routes needs to be defined d Partial routes also affect transit lines In order to prevent transit lines to be rerouted restrict the Vehicle Classes accordingly VISSIM User Manual Version 3 70 Automobile Routing Turning Movements TRAFFIC TRANSIT NETWORK Dynamic relevant for Dynamic Assignment only Defines a decision point where traffic is re routed according to a user definable condition and strategy For more information please refer to chapter 9 7 5 Closure relevant fo
24. Follow the steps below to define a vehicle input 1 Select the Vehicle Inputs mode button 2 Select the link where a vehicle input should be defined 4 32 VISSIM User Manual Version 3 70 91 Automobile Traffic 3 Double click the left mouse button x on that link to open the Vehicle Inputs dialog box Any existing inputs on that link will be shown also To create a new vehicle input press the NEW button to edit an existing one double click on it The dialog box Edit vehicle input appears Define the input properties as shown in the next section and confirm with Ok If applicable define additional flows at other time intervals in the same way Vehicle Input properties TRAFFIC TRANSIT NETWORK From Until 1801 2700 2701 3600 3601 The vehicle input properties can be accessed by left double click anywhere on the corresponding link UN Number Unique identification x of the vehicle input Number Name Label or comment Name Composition Vehicle mix to Link be selected from the previousiy defined set of traffic compositions Volume Volume Traffic volume From always as vehicles per hour until no matter what time interval will be defined Caution This is usually a iv Label different value than pcu From Until The time interval in simulation seconds when Composition Generate exact number of vehicles CT 231 9
25. Gr the other one red amber the Label Cancel signal head displays green Otherwise the signal head displays green if the OR Sic GR has green else the signal of the normal signal group To display the signal status of the individual signal groups create a short dummy link next to the intersection with a signal head for each signal group Signal Group a 4 7 2 Detectors Real life vehicle pedestrian detection is achieved using various methodologies including induction loops video cameras push buttons track circuits etc VISSIM models each detector type in the same way as a network element of user definable length A message impulse is transmitted to the signal controller as soon as a vehicle reaches this element with its front and another one when it leaves it with its tail This information is then interpreted by the signal control logic To define a new detector on a link follow the steps outlined below 1 Select the Define edit detectors mode button mal 2 Select the link the detector is to be placed on 3 Click with the right mouse button on the location within the link where the detector should start The new detector will be shown with a default length of 5 m and the dialog box Detector appears 4 The following detector parameters can be defined e Number defines the physical channel number that the signal control program uses Multiple detectors of the same controller can have the same channel numbe
26. If a route is selected in the list box it is highlighted in the network display as a yellow band If automatic detour detection is used the list of routes is separated in the set of normal routes and detour routes Show detours selects which set is listed 9 22 VISSIM User Manual Version 3 70 91 d Optional Enhancements of the Model DYNAMIC ASSIGNMENT 9 7 Optional Enhancements of the Model 9 7 1 Multi class Assignment Multi class assignment is the simultaneous assignment of different interacting road user classes on the same network The road user classes in general have different route choice behavior and they can access different subsets of the road network Examples of user classes are commuters business travelers local drivers foreign drivers etc To model different route choice behavior the parameters o and y of the general cost function can Travel Ti be defined separately for each vehicle type Thus it is zu idera possible to model e g drivers that are willing to pay 0 00 Distance tolls to gain time and other drivers that do not want to 4 1 00 LinkCost pay and accept longer distances or travel times The parameters can be set in the Cost Coefficients dialog Cancel box that can be reached from the vehicle type dialog by pressing the button COST COEFFICIENTS When defining the coefficients it is important to take into account the units of cost components to get the right scale of t
27. Number of selected link connector and position within selected link connector Simulation Current simulation time and local cycle time 3D Graphics Fly mode Current observer position x y z coordinates in meters Network editing Editing instructions Network editing 3D Zoom Rotate Pan Current observer position d A C d distance in meters to that part of the network that is displayed at the center of the VISSIM window A angle between XZ plane and observer C angle between XY plane and observer Simulation Number of vehicles currently in the network Actual simulation speed compared to real time Number of vehicles that could be simulated at real time displayed only if simulation speed is set to maximum VISSIM User Manual Version 3 70 3 7 PROGRAM HANDLING Selection of Network Elements 3 2 Selection of Network Elements 3 2 1 Standard Single select mode VISSIM network elements have numbers and each element can be selected using its type and number To select a network element and access its data the corresponding edit mode needs to be active Except for links and nodes all network elements need to be placed on a link or connector To place such an element e select the corresponding edit mode e select the desired link or connector by single left click e follow the instructions to create a new element of that type To select an element by number the edit mode of that element
28. With this controller VISSIM can simulate fully actuated signal control as well as coordinated and semi actuated coordinated signal control The interface to the controller is accessed through VISSIM but saves its settings to an external data file with the extension NSE To use the NEMA standard emulator select NEMA in the Type box of the Signal Controller dialog See appendix C for information on settings 4 80 VISSIM User Manual Version 3 70 91 Signalized Intersections TRAFFIC TRANSIT NETWORK 4 7 4 Switch of Signal Control Type The type of signal control can be switched from fixed time to actuated control or vice versa after the initial setup However some of the required input parameters such as Red End Green End etc may be missing depending on the new and previous control type These parameters can be defined via the Signal Groups editing dialog box Parameters that are no longer used with the new control type are lost and need to be re entered in case the control is switched back 4 7 5 Signal Control Communication Any two Signal Controllers can be xi linked comparable with He From SC Channel to SC Channel between the two SC using SIGNAL es CONTROL CONTROLLER COMMUNI 37002 gt 17006 CATION Connections can be created edited and deleted by using the buttons to the right Each connection is directed from an output channel 2157777771777 number of one SC to an input channel number of From another
29. processors e g Word WordPerfect using Windows print screen function ALT PRINT SCREEN and the clipboard The best results will be achieved with the highest available monitor resolution 3 14 VISSIM User Manual Version 3 70 91 Network Import PROGRAM HANDLING 3 6 Network Import 3 6 1 Read Network Additionally VISSIM allows for any previously defined VISSIM network to be added to the current network Any numbering conflicts of network elements or other data blocks are resolved Furthermore the user can select to read certain network elements only To read a VISSIM network file additionally 1 Go to FiLE READ ADDITIONALLY available only if the current network was saved at least once 2 Select the filename of the file to read 3 Choose the Network Elements and Insert Position options and confirm with Ok For illustration and details see section below The default settings read the entire network additionally 4 f the network is floating defloat it at the desired location by clicking the left mouse button a gt ser Manual Version 3 v VISSIM User M Version 3 70 3 15 PROGRAM HANDLING Network Import Read Additionally EEUU xi I XI I I I lt I ESI XI XI I ka ika lka ika 1 1 1 SEXE 1 117111 1717115 l EN INN I ESI I XI XI XI XI XI XI XI XI XI XI 1 I X1 lt LI LI LJ LI LI LJ LI LI LJ LI
30. stops any approaching vehicle similar as a red signal conflict marker connector stop line Aempeay conflict area def uiui 104 def a gt ser Manual Version 3 v VISSIM User M Version 3 70 4 61 TRAFFIC TRANSIT NETWORK Example Non Signalized Intersections conflict marker headway 10m gap time 3 0s stop line conflict area wer 50 km h 14 m s conflict marker stop line ugc conflict area conflict marker stop line conflict area The blue vehicle travelling on the main road at 50km h 14m s is 49m upstream of the conflict marker The current gap time is 49m 14m s 3 55 Thus the yellow vehicle on the minor road can still pass because the min gap time is set to 3 08 The blue vehicle is now only 28m away from the conflict marker The current gap time is 28m 14 m s 2s Because the min gap time is set to 3 0s the yellow vehicle must stop The blue vehicle has just passed the conflict marker The current gap time is Os because the vehicle front has already passed the conflict marker But because the min headway is set to 10m the yellow vehicle still needs to wait until the conflict area is cleared completely In order for a vehicle not to stop at the stop line the conditions of all corresponding conflict markers need to be fulfill
31. 1 This means that the exponential smoothed occupancy rate is a kind of a floating average of the detected values from all time steps before with the most current ones having the highest weight A general rule is that with a smoothing factor of 1 n most of the result comes from the last 2 n values e g with alpha 0 25 the last 8 detected values account for most of the smoothed value If you do not want your values to be smoothed you can set alpha to 1 and the equation will give you only the newly detected value x 4 78 VISSIM User Manual Version 3 70 91 Signalized Intersections 4 7 3 Signal Controller In order to define a new signal controller access the dialog box Signal Controller by SIGNAL TRAFFIC TRANSIT NETWORK Signal Controller I CONTROL CowrROLLERs Number Pressing the NEw or Name button with a SC selected opens the dialog box Signal Cycle Time o Controller If Copy is selected san the values in the box will be the same as of the copied SC but Offset n S no signal heads will be defined Type For each Signal Controller the following parameters need to be defined e Number Unique ID of the signal controller e Cycle Time Fixed cycle length in seconds or VARIABLE e Offset Defines a value that delays the first and therefore all subsequent cycle by value seconds Parameters IVA More Signal Groups SigTimTbl Cfg S
32. 2 8 48 88 9 20 34 8 3 10 2 8 48 88 6 97 35 0 2 61 2 8 48 88 5 09 35 2 1 96 2 8 48 88 3 67 35 4 1 39 2 8 48 88 2 67 35 6 1 13 2 8 48 88 1 86 35 8 0 62 2 8 48 88 1 42 36 0 0 60 2 8 48 88 0 98 36 2 0 63 2 3 48 88 1 44 36 4 1 36 2 3 48 88 2 42 36 6 1 79 2 3 48 88 3 70 36 8 2 02 2 3 48 88 5 16 37 0 2 13 2 3 48 88 6 69 37 2 2 18 2 3 48 88 8 26 37 4 2 06 2 3 48 88 9 74 37 6 1 82 2 3 48 88 11 06 37 8 1 53 2 3 48 88 12 16 38 0 1 24 2 35 48 88 13 05 38 2 0 74 2 3 48 88 13 59 38 4 0 45 2 95 15 02 13 91 38 6 0 39 2 3 15 02 14 19 8 20 VISSIM User Manual Version 3 70 gt Vehicle Record EVALUATION TYPES 38 8 0 33 2 3 15 02 14 42 39 0 0 26 2 3 15 02 14 61 39 2 0 20 2 3 15 02 14 76 39 4 0 15 2 3 15 02 14 87 d To calculate the total values for evaluations like Delay and Travel Time for the network it is possible to collect data for all vehicles and filter it to get the maximum values before the vehicle leaves the network It is also necessary to collect the values from the vehicles remaining in the network at the end of the simulation There is one evaluation called Total Time that returns the total time the vehicle spent in the network This value is written to the file only at the last second before the vehicle leaves the network This is also the time step that the delay time for that vehicle should be colle
33. LI LI m Insert Position e Select position with left mouse button Inserts the additional network as floating selection which can be moved with the mouse prior to its definite placement Left click defloats the additional network e Keep original world coordinates The additional network is placed exactly at the same location world coordinates as in the original file This method is recommended e g to combine several partial networks that were created based on a global coordinate system In both options the additionally read network portion remains multi selected 3 16 VISSIM User Manual Version 3 70 Network Import PROGRAM HANDLING Network Elements Each network element type can be activated or deactivated for the import However if a network element type is selected all network element types that it refers to are selected automatically as well If a network element type is deselected all network element types referring to it are deselected automatically For each network element type of the imported network the numbering scheme can be specified e New Numbers Each element will get a new number that is higher than the highest previously existing number of such a network element in both networks by adding a sufficiently high round number to the old number of the imported network element If this procedure would cause numbers higher than 2147483648 231 the reading process is ca
34. Link 110 Lane 1 At 352 1 34 0 34 0 5 4 amber 33 0 VAP 0 34 0 34 0 5 3 amber 33 0 VAP 0 34 0 34 0 5 2 amber 33 0 VAP 0 35 0 35 0 6 6 red 3 0 VAP 0 35 0 35 0 6 5 red 3 0 VAP 0 36 0 36 0 5 52 red amber 36 0 VAP 0 36 0 36 0 5 51 red amber 36 0 VAP 0 37 0 37 0 5 52 green 1 0 VAP 0 37 0 37 0 5 51 green 1 0 VAP 0 37 0 37 0 5 4 red 3 0 VAP 0 37 0 37 0 5 3 red 3 0 VAP 0 37 0 37 0 5 2 red 3 0 VAP 0 37 0 37 0 7 1 amber 8 0 VAP 0 37 0 37 0 6 4 green 37 0 VAP 0 38 0 38 0 7 23 red 29 0 VAP 0 39 0 39 0 5 23 green 39 0 VAP 0 39 0 39 0 6 24 green 39 0 VAP 0 39 0 39 0 6 23 green 39 0 VAP 0 40 0 40 0 7 red 3 0 VAP 0 41 0 41 0 5 24 green 41 0 VAP 0 41 0 41 0 2 green 16 0 VAP 0 42 0 42 0 2 green 42 0 VAP 0 43 0 43 0 7 25 red 34 0 VAP 0 44 0 44 0 6 24 5 0 0 44 0 44 0 6 23 red 5 0 VAP 0 44 0 44 0 6 4 amber 7 0 VAP 0 46 0 46 0 6 amber 29 0 VAP 0 47 0 47 0 5 52 amber 10 0 VAP 0 47 0 47 0 5 5 amber 10 0 VAP 0 47 0 47 0 5 23 red 8 0 VAP 0 47 0 47 0 7 2 green 39 0 VAP 0 47 0 47 0 6 4 red 3 0 VAP 0 a gt ser Manual Version 3 v VISSIM User M Version 3 70 8 33 EVALUATION TYPES Link Evaluation 8 11 Link Evaluation The link evaluation feature allows the user to gather simulation results based on an area of a link rather than based on individual vehicles Each link is broken down into lane segments of link specific length Data is collected about vehicles that pass over that lane segment for a user defined time interval 8 1
35. Link Display Other Options C Center Line C Invisible C Alternative Configuration sy Land Links BU Use Link Type Color Default Colors Colors Bitmap Display Color on Color V Animation Interval Total Redraw 3D Marking Width o Pixels Min Lane Width 0 Pixels Status Bar Simulation Second C Time hh mm ss Network Elements iv Display Options za link and connector individually for details see section 5 3 1 Tips and Tricks Ctrl A toggles the network between the last selected display of either normal or invisible mode and centerline display EN VISSIM User Manual Version 3 70 5 13 GLOBAL SETTINGS Graphical Display In 3D mode when displaying a background during the simulation VISSIM automatically refreshes the background every time the vehicles move This allows the user to switch off the link display option invisible and show the vehicles traveling on the actual roads on the background map e Colors When any of the three buttons SKY LAND or LINKS is pressed a Color selection box appears and a color for that area of the model can be selected DEFAULT COLORS resets the colors to the program default Use Link Type Color If checked the links are colored according to their link types except in 2D mode during a simulation r
36. Luxembourg with SC 5 6 7 for VISSIM size B Vehicle Class 0 All Vehicle Types Vehicle Class 1 Car Vehicle Class 2 HGV Vehicle Class 3 Bus Vehicle Class 4 Tram Vehicle Class 5 Pedestrian Vehicle Class 6 Bike Lane Lane number Link Link number Density Vehicle density veh km Vehicle Class 0 Lane Link Density 0 10413 3 40 10413 1 02 10412 0 64 10412 0 63 10287 8 44 10286 0 00 10285 16 37 10284 8 70 2 10284 8 09 10283 30 02 10283 29 84 10283 19 13 10283 17 95 8 11 4 Available Parameters Listed below is the complete set of parameters available including the abbreviations that will be used within the Link Evaluation output file Please note that some parameters will only report correct results if the corresponding optional module such as Dynamic Assignment Emission etc has been installed Label in Dialog Box Definition Column Header Density Vehicle density veh km Density Emissions Emissions Evaporation HC evap Evaporation HC Hydrocarbon in the current interval Emissions Benzene Emissions Benzene during Bnzn current interval Emissions CO Emissions CO during current CO interval Emissions CO2 Emissions Carbondioxid during co2 current interval Emissions HC Emissions HC during current HC interval 8 36 VISSIM User Manual Version 3 70 Link Evaluation EVALUATION TYPES
37. NT or 2000 you must be logged in with administrator rights o vV VISSIM User Manual Version 3 70 2 3 UN INSTALLATION Distributable VISSIM viewer 2 3 Distributable VISSIM viewer Contained on the VISSIM installation CD there is also a restricted VISSIM version VISSIM Demo version without demo examples that can be used to be given to clients along with VISSIM project data The main restrictions of this version are e Network files cannot be saved e No evaluation files can be generated e Simulation runs are possible only for the first 900s This period cannot be extended in order to show longer simulation runs If it is necessary to show vehicle animation beyond the first 900s animation files ani can be used For animation files there is no time limit For instructions on how to create a CD that contains the distributable VISSIM version along with project data please refer to the file readme txt that is contained in the directory DEMO directly on the VISSIM installation CD 2 4 VISSIM User Manual Version 3 70 91 PROGRAM HANDLING 3 PROGRAM HANDLING o vV VISSIM User Manual Version 3 70 3 1 UN PROGRAM HANDLING VISSIM Desktop 3 1 VISSIM Desktop The desktop of VISSIM is divided into the following areas VISSIM 3 70 c X rogra 1 tv vi Tivissim 3vexampleXdemo sanjos 1 vasona inp ES Eile Edit Network Editor Signal Control Options Simulation Animation Test D
38. SC Data written by the control program to an Sc output channel is transmitted in the simulation second to the connected input channel and can be read from its control program To 5 3 v Channel 5 Cancel Example using SC type VAP After definition of the SC communication from SC 1 channel 7 to SC 3 channel 5 the following commands can be used to send and receive data Within the control logic of SC 1 the command Marker Put 7 1 sets the output value of channel 7 to 1 One simulation second later the control logic of SC 3 can read this value using the command a gt ser Manual Version 3 v VISSIM User M Version 3 70 4 81 TRAFFIC TRANSIT NETWORK Signalized Intersections Value Marker Get 5 to read this value through channel 5 The user defined variable Value will then be set to 1 and can be used for subsequent program commands 4 7 6 Railroad Block Signals Railroad block signals can be input only directly in the INP data file A signal head that is defined as a block signal Blocksicherung does not belong to a signal group or signal controller but is switched according to the state of the next two signal groups downstream Every block signal determines once per time step the status of the next two adjacent blocks downstream a block is defined as the area between two block signals The signal will display e RED incase of a vehicle occupying the next immediate block d
39. San Jose is saved to the input and included both Period 3600 Simulation seconds in printouts of the Start Time 00 00 00 hh mm ss network and in output Simulation Speed C 10 0 Sim sec s files Period The period of Simulation Resolution 5 Time Sim sec time to be simulated Random Seed a 0 Simulation seconds must be included here 7 Rightside Traffic Start Time The time shown on the clock at Leftside Traffic Cancel the beginning of the _ simulation In order for it to be displayed the Time option needs to be selected in the OPTIONS GRAPHICS dialog box see section 5 3 Simulation Speed The number of simulation seconds to a real time second If maximum is selected the simulation will run as fast as possible Note The actual achieved simulation speed depends on the size of network to be simulated and the computer hardware used Simulation Resolution The number of times the vehicle s position will be calculated within one simulated second range 1 to 10 The input of 1 will result in the vehicles moving once per simulation second An input of 10 result in the vehicles position being calculated 10 times per simulation second thus making vehicles move more smoothly For obvious reasons the change of simulation speed is inversely proportional to the number of time steps 5 2 VISSIM User Manual Version 3 70 91 Simulation Parameters G
40. User Manual Version 3 70 8 23 EVALUATION TYPES Vehicle Record Label in Dialog Box Definition Column Header Slope Slope 96 of the current link Slope SO2 Emissions Sulfur Dioxide Emissions in the S02 current simulation step Soot Emissions Soot emissions in current simulation Soot step Speed km h Speed km h at the end of the VKmh simulation step Speed m s Speed m s at the end of the V simulation step Speed Difference Speed relative to the proceeding car DvKmh km h km h for the simulation step gt 0 faster Speed Difference Speed relative to the proceeding car Dv m s m s for the simulation step gt 0 faster Start Time Start Time Simulation Second STim Target Link Target Link Next Link on the Route TLnk Theoretical Speed Theoretical Speed km h Without vTheoKmh km h Obstructions Theoretical Speed Theoretical Speed m s Without vTheo m s Obstructions Total Delay Time Difference from optimal drive time s TQDelay Total Path Distance Total Elapsed Distance on the DistX Route m Total Time in Network Total Time in Network s TTot Vehicle Number Number of Vehicle VehNr Vehicle Type Number of Vehicle Type Type Vehicle Type Name Name of the Vehicle Type VehTypeName Weight Weight mt Weight World Coordinate X World Coordinate x Vehicle leading WorldX edge at the end of the simulation step 8 24 VISSIM User Manual
41. Veh Trav Veh VehC A11 5 A11 E A11 All No de EE 125 12 2t 21 22 22 900 132 6 49 142 0 219 0 0 0 219 8 2 1800 134 6 61 140 4 249 297 5 1 229 9 2 2700 141 6 53 143 3 275 0 0 0 282 1 1 3600 146 0 53 148 8 272 312 9 1 286 9 1 8 4 VISSIM User Manual Version 3 70 91 V Delay Times EVALUATION TYPES 8 2 Delay Times Based on travel time sections VISSIM can generate delay data for networks A delay segment is based on one or more travel time sections All vehicles that pass these travel time sections are captured by the delay segment independently of the vehicle classes selected in these travel time sections If a vehicle is detected by more than one of these travel time sections then it will be counted multiple times in the delay segment 8 2 1 Definition As delay segments are based on travel times no additional definitions need to be done For definition of travel time measurements please refer to section 8 1 1 8 2 2 Configuration In order to get the desired output format additional information is needed This is to be provided within the Delay Segments dialog box which ca be accessed by pressing the CONFIGURATION button in OPTIONS EVALUATIONS FILES once the option Delay has been ticked The following configuration data can be defined o vV VISSIM User Manual Version 3 70 8 5 UN EVALUATION TYPES Delay Times No Travel Times Sho
42. Vehicles of classes to which the lane is closed Closed for VehClasses will never move onto that lane even if they had to e g according to a routing decision m will not enter that lane from a vehicle input Tram except when all lanes are closed to that class Pedestrian Bike If all lanes of a link are closed to a vehicle class vehicles of that class will still travel on that link but will not change lanes d e To delete a selection within the list of vehicle classes hold down the CTRL key while clicking with the left mouse button e To prevent vehicles from changing lanes on a multi lane link connector e g when using a two lane link with staggered stop lines all lanes should be closed to all vehicle classes Caution This modeling trick can lead to a deadlock Allow enough time and space for vehicles that must change lanes according to a route Tips and Tricks Free lane change only occurs on multiple lane roadway sections but not between adjacent links thus multiple lane links have to be used whenever vehicles should be able to pass each other With certain driving behavior settings it is possible that vehicles can overtake other vehicles within the same lane if it is wide enough e g vehicles can overtake bikes on a single lane link See Lateral Behavior in section 5 2 for more information on the required driving parameters a gt ser Manual Version 3 v VISSIM
43. Vehicles of classes to which the lane is closed will Closed for VehClasses never move onto that lane even if they had to e g according to a routing decision If all lanes of a connector are closed to a vehicle class vehicles of that class will still travel on that connector but will not change lanes 4 2 5 Rotate and Translate Network In the VISSIM workspace it is possible to move and rotate the entire network If only part of the network should be moved then the move option of the multi select mode can be used see 3 2 2 gt VISSIM User Manual Version 3 70 4 17 TRAFFIC TRANSIT NETWORK Network Coding NETWORK EDITOR ROTATE NETWORK rotates the network counterclockwise by the Angle entered Ange NM Cancel NETWORK EDITOR TRANSLATE NETWORK moves the network by the X and Y Distance entered Distance X 26 00 m Distance Y 300 00 m i j Cancel d e A background bitmap will not be affected by rotating or translating the network 4 18 VISSIM User Manual Version 3 70 91 Network Coding TRAFFIC TRANSIT NETWORK 4 2 6 Pavement Markers The edit mode Pavement Markers button allows for placing markers on lanes showing the turning movements or direction of that lane or a high occupancy vehicle diamond 1 To insert a marker in Pavement Marker mode select a link or connector 2 Then right click on the start position of the marker The dialog box C
44. Version 3 70 DISCLOSURE VISSIM User Manual Version 3 70 TABLE OF CONTENTS En TABLE OF CONTENTS VISSIM Quick Start Checklist ix Important NOTICE TO Users of Previous VISSIM Versions x Important Notice to Users of versions Previous to VISSIM 3 60 xi Important Notice to Users of versions Previous to VISSIM 3 50 xii 1 Introduction 1 1 ISBN AURI 1 2 1 2 Traffic Simulation 1 4 2 Installation m 2 1 2 1 System 2 2 2 2 Installation with Windows 95 98 2000 ME and NT 2 3 2 3 Distributable VISSIM viewer sse enne 2 4 i Program Handlilgr iieri 3 1 3 1 VISSIM Desktop E 3 2 3 1 1 eee eer CREE TEL 3 3 EZ Siatus Da r tanec 3 7 3 2 Selection of Network Elements 3 8 3 2 1 Standard Single select mode sss 3 8 3 2 2 Multi select 3 9 3 3 Keyboard and Mouse Operation 3 11 91 am VISSIM User Manual Ver
45. all lines that pass it the stop is shown in green If a transit line should not service a specific stop it can be deactivated for that line see Line specific stop data Line specific stop data The line specific stop data Bus tram Stop Data can be accessed by double clicking the left mouse button on a stop while the yellow band of a transit line is shown e Departure Determines when a transit vehicle is x scheduled to depart from this transit stop as Line 1 time offset after departing from the first transit abi p No 1 stop If such a schedule based operation is not desired the Departure time should be set to 0 penare 0 Dwell Time e Dwell Time If Distribution is active the selected dwell time Distribution 1 20 0 o z distribution will be used to determine the stop Calculation time Note In order to select this option at least Deboarding ro one dwell time distribution must have been defined see 4 3 1 6 If Calculation is selected the stop time is Skipping possible determined using the number of boarding and deboarding passengers according to the calculation method see 4 5 2 4 Deboarding defines the percentage of passengers that alight at that stop e M Active Allows to activate or deactivate a transit stop for the current line only A deactivated 7 not served transit stop is displayed as green e Skipping possible When activated a transit s
46. alternatives the utility function and the decision function To support the choice model parking lots have a number of attributes as shown in the following dialog box The dialog can be activated by pressing the Button SEL PARAMETERS in the parking lot attribute dialog 1655 To 9999 s Location in world x 140 0 Open hours From 0 Maximum parking time 99999 s Flat parking fee Parking fee per hour TER Attraction e Open hours is the time that the parking lot is available i e the time when vehicles are allowed to enter e Maximum parking time is the maximum amount of time a vehicle can stay At the moment the VISSIM model does not store how long vehicles want to stay in a parking lot This parameter is for further extension of the model e Flat parking fee is a single fee for parking in the lot e Parking fee per hour is a time based fee As with the parking time that is for further extension of the model For the time being for all vehicles a parking time of 1 hour is assumed e The Attraction value can be used to take account of additional benefits of a parking lot It has no unit and must be defined with regard to the parameters in the parking lot choice function Parking lot choice can take place in the following situations e when a vehicle starts a trip at its origin parking lot e when a vehicle is forced to review its decision by a dynamic routing decision e when a vehicle is forced to review
47. are stored in the route archive and are used for traffic distribution As a result to some rather expensive routes some vehicles will still be assigned even if in later iterations much better routes are found To avoid this effect the number of routes that is used for each OD pair can be restricted There are two ways of restricting the number of routes vm VISSIM User Manual Version 3 70 9 33 DYNAMIC ASSIGNMENT Assignment Control e Defining an upper limit for the number of routes e Defining a maximum of cost difference between the best and the worst route Defining an upper limit may not be appropriate in networks where for some OD relations many alternative routes exist and shall be used and for other relations only few routes exist Then the maximum of cost difference between the cheapest and the most expensive route may be defined This method is intended to discard unwanted expensive routes that once have been the cheapest because some or all edges had no real cost evaluations yet i e they were initialized with cost value 0 1 The low initialization values encourage the route choice model to assign traffic to routes where no vehicles have been traveled yet Those routes which are found to be much more expensive compared to existing routes after some vehicles have traveled on them for the first time can be discarded from the route archive using this method The following action is performed every time the data from a path fil
48. at the mouse click position in order to select the desired one a gt ser Manual Version 3 v VISSIM User M Version 3 70 4 13 TRAFFIC TRANSIT NETWORK Network Coding Move Split Edit data Edit curvature 4 14 In total a connector can only be moved along with its start and destination link while being in Multi Select Mode see chapter 3 for details To change the connector position within the start or destination link 1 Select the connector 2 Click on the desired start end point and drag it with the mouse to the desired location within the link Caution Only that half of the start end point that is located inside the connector is available for mouse click Not possible for connectors Double click on the connector Select connector Choose the desired action for intermediate points Create Right click on the desired location within the link Create automatic full spline Double click on the connector and activate the Spline option All intermediate points are automatically relocated to form a Bezier curve Create automatic partial spline While holding down the ALT key click left in the section between two points were you would like to start the spline drag the mouse to the destination section of the spline and release the button there Replace link segment s by spline x Keep current intermediate points Number of intermediate 4 per segment Cancel Then select the number of inte
49. bar and the destination point green bar usually a connector is missing In this case double check the desired link sequence using the center line viewing mode Ctrl A or OPTIONS GRAPHICS CENTER LINE e When using routes on multi lane links a routing decision needs to be placed well in advance of the point where the routes divide into different directions This is to avoid unrealistic queues due to the fact that at a routing decision all vehicles will get routing information and thus more weaving might appear in the simulation than in reality As a rule of thumb the routing decision should be placed further upstream than the longest queue expected on that link e When a series of routing decisions are used e g modeling turning movements for each junction separately it is important to remember that a vehicle will disregard any routing decisions while it still travels on a previous one For a vehicle to successfully move from one route to another the start of the second route must be placed downstream of the previous one An easy way to accomplish this is to place all green sections of a route on the first connector or similar position on a link after the last decision point for that route Placing all red sections routing decisions always on a link after the junction after all connectors ended it is ensured that all previous routes ended prior to the start of the next one see illustration below The default value o
50. be obtained through the freeware program Mobile 5A However in order to make it usable for VISSIM it needs to be parsed beforehand 8 52 VISSIM User Manual Version 3 70 91 VA Export EVALUATION TYPES 8 23 Export The menu item OPTIONS EVALUATIONS FILES accesses the Export Configuration dialog box It allows to enables the output of dedicated output files GAIA for external visualization packages 7 VS pCoq Spy The GAIA file format is an export from VISSIM to be displayed in another visualization too M MISKAM a gt ser Manual Version 3 v VISSIM User M Version 3 70 8 53 EVALUATION TYPES Special Evaluations 8 24 Special Evaluations The option Special Evaluations contained in the Offline Analysis File dialog box OPTIONS EVALUATIONS FILES enables any evaluations that have to be entered within the input file directly In this section the evaluation of the discharge rate which is the reciprocal of the saturation flow is explained For definitions of other special evaluations please refer to the external document syntax doc Evaluation of the Discharge rate A discharge in most cases will be measured at a stop line of a signal control In order to get reasonable values for the discharge rate the flows that are measured need to be saturated i e at least as many vehicles queuing as can pass at green time 8 24 1 Definition For every discharge rate evaluation a signal
51. behavior Right mouse click click outside the network opens a list of all defined elements of the current edit mode A click or click and drag on a link inserts a new element Left mouse click Single click selects an existing element Double click opens associated properties data box RETURN Corresponds to a mouse click on the highlighted button usually the Ok button Esc Corresponds to a mouse click on the CANCEL button DEL Deletes a selected network element 3 3 2 Shortcuts Hotkeys The following keyboard shortcuts are available if the focus is on the main VISSIM window CTRL A Toggles between Center Line and Normal link display mode If previously display mode nvisible was active then it toggles between Center Line and Invisible display mode CTRL B Toggles the display of a loaded background bitmap CTRL D Toggles the display between 2D edit mode and display mode CTRL N Toggles the display of network elements labels a gt ser Manual Version 3 v VISSIM User M Version 3 70 3 11 PROGRAM HANDLING Keyboard and Mouse Operation CTRL Q Controls the animation mode 3 states normal vehicle animation alternative link display if defined no animation CTRL T Toggles link color either link type specific or global CTRL U Toggles the type of display of the si
52. border of the network 9 8 VISSIM User Manual Version 3 70 91 V Building an Abstract Network DYNAMIC ASSIGNMENT To define nodes follow the steps outlined below 1 Select the Define edit nodes mode button 4 2 Start to draw a polygon around the area to be defined as node by dragging the mouse while holding down the right mouse button Subsequent points to shape a node can be created by clicking the right mouse button Double clicking finishes the polygon 3 The Node dialog box opens for data input I Number m Name iv Label Node Evaluation d e Overlapping nodes are not permitted If an input file containing overlapping nodes is opened an error message appears and the numbers of the overlapping nodes are listed in the error file Tips and Tricks To move a node left click anywhere within the node and drag it to the new desired location Copying a node is done in the same way only with the lt CTRL gt key held down 9 3 3 Edges From the information given by the user s definition of nodes VISSIM builds an abstract network graph as soon as the Dynamic Assignment is started The graph consists of what we will call edges to distinguish them from the links the basic VISSIM network is built from There are two types of edges e edges inside nodes intra node edges vm VISSIM User Manual Version 3 70 9 9 DYNAMIC ASSIGNMENT Building an Abstract
53. by the user Behavior Parameter Edit Delete d e Certain small VISSIM licenses U S level 1 and 2 are restricted to the maximum of two link types per network file 4 12 VISSIM User Manual Version 3 70 Network Coding TRAFFIC TRANSIT NETWORK 4 2 4 Connectors In order to create a road network links need to be connected to other links It is not sufficient to place one link on top of another link in order for vehicles to continue on the other link Instead a connector needs to be created to connect the two links Furthermore connectors are used to model turnings of junctions d e Wherever possible the overlapping parts of a link and connector should be minimized in order to avoid modeling errors e Connectors implicitly do have the same link type as the link where they originate from 4 2 4 1 Graphical Editing For all subsequent actions the Links and Connectors mode X needs to be active Desired action How to do Create 1 With the right mouse button click at the desired start position inside a link drag the mouse in the direction of flow to the position inside the destination link and release the mouse button 2 Edit the connector data for details see below Select Left click on the connector If multiple links connectors overlap each other at the click position the button or shortcut be used to browse through all links and connectors
54. day not relative to the simulation start For more information please refer to chapter 9 4 e The matrix scaling factor is now used in VISSIM With the introduction of link types network files from versions prior to VISSIM 3 60 will be transformed to replicate the existing driving behavior and link features using link types On rare occasions where a single vehicles mix contains cycles and pedestrians the link type might not be identified correctly by VISSIM Thus traffic on those links might appear different as from versions prior to 3 60 91 gt VISSIM User Manual Version 3 70 xi IMPORTANT NOTICE TO USERS VERSIONS PREVIOUS TO VISSIM 3 50 VISSIM from version 3 5 incorporates a single model to handle vehicle data for both 2D and 3D representation As 3D elements have a static length the use of length distributions is impossible and thus is not supported any more If network files of older VISSIM versions are to be loaded in the current version each vehicle type will be assigned a length that is computed as the average of the previous length distribution that has been assigned to it In order to reflect the behavior of length distributions a vehicle model distribution may be used Furthermore the format of the 3D vehicle models has been improved in order to minimize loading times Thus the V3D format is now used for all 3D objects There is a selection of vehicles in V3D format that is included with the installation of VISSIM at
55. determines the accuracy of the arc 2 points are sufficient for a straight connection 5 to 15 intermediate points are recommended for curves depending on the length and shape of the connector e Recalculate Spline Point Height 3D mode only Causes the intermediate spline points of the connector to always reflect a straight height line between the two end points see the Graphical Editing Edit curvature section on how to change the height of an individual spline point 4 16 VISSIM User Manual Version 3 70 91 Network Coding TRAFFIC TRANSIT NETWORK Buttons on the bottom of the dialog box e Cost relevant for Dynamic Assignment only Opens a dialog box where the cost and surcharges of 9 fo o0 per km the connector can be set These Surcharge 1 0 00 numbers used by the Dynamic Surcharge 2 0 00 Assignment to evaluate the cost of vehicles traveling on that connector er e EVALUATION relevant for Link Display option 2000607000 x Alternative and for Link Evaluation Enables Disables Segment Evaluation of that ia connector and defines the Segment Length Segment Length 10 00 m These properties can also be set for several M connectors at the same time by using the multi select option see section 3 2 2 e With LANE CLOSURE one or more lanes of the connector can be closed to any vehicle class A LANE CLOSURE affects the vehicle behavior as follow Lau fi 1
56. distribution is used instead of a single vehicle model for a vehicle type Even when a type should only be represented by one model still a distribution needs to be defined with one model only Up to ten vehicle models are possible for each distribution and each one needs to have a relative percentage Share The absolute percentage is automatically computed by VISSIM as the proportion of an individual Share compared to the sum of all Shares Wil vehicle Model Distribution No Name i mmm Share 2D Model 3D Model 0 18 Eee 0 18 s NS rosis 0 16 as ho oq 7 hm Fe 0 00 BEZ TRAFFIC TRANSIT NETWORK x Each model can be defined either by 2D Model data or by selecting a 3D Model file e 2D Model the dialog box Element that contains the number of elements the vehicle consists of Each element can be defined individually All defined elements are listed on the left and can be selected and edited by single left click The unit of Opens Vehicle Element vehicleElement OOOO Element New Delete OK Cancel Length Shaft Length Front Clutch Front Axle Rear Axle Rear Clutch x 411 0 00 0 00 0 83 0 4 11 each parameter depends on the global settings of units see section 5 4 Below follows an illustration of all the parameters to be defined VISSIM User Manual Versi
57. down the SHIFT key while drawing the selection box Links connectors can be removed from the selection independent of their previous status by holding down the lt CTRL gt key while drawing the selection box d Only those links connectors nodes that are entirely located within the selection rectangle are affected by the selection Exception When moving a multi selection all connectors between links that are contained in the multi selection are moved as well The entire selection can be cancelled by clicking outside the selection while holding down the CTRL key All links connectors in the selection can be moved by clicking inside the selection Connectors that connect two selected links are moved together with the corresponding links even if they are not included in the selection If intermediate points of a connector should not be moved along with the start and end points such a connector needs to be deselected and the CTRL key must be pressed while moving the selection The properties of all selected links connectors can be accessed by right mouse click The following properties can be changed for details please refer to the sections links and connectors in chapter 4 o vV VISSIM User Manual Version 3 70 3 9 UN PROGRAM HANDLING Selection of Network Elements link Type xl Animation 1 Urban motorized 7 Label v Animation A Cancel Gradient Label Segment Evalu
58. follow the steps outlined below 1 Select the mode queue counters button 2 With a single left mouse click select on the link the location of the queue counter 3 Define the location of the queue counter within the link by clicking the right mouse button at the desired location Queues will be measured upstream from this location 4 Enter a number in the appearing dialog box and choose OK a gt ser Manual Version 3 v VISSIM User M Version 3 70 8 11 EVALUATION TYPES Queue Counters 8 4 2 Configuration In order to get the desired output data additional information is needed This is to be provided Queue Definition within the Queue Counter Configuration dialog Begin v lt 2 0 km h box see below which is accessible by pressing the CONFIGURATION button in OPTIONS End gt EVALUATIONS FILES once the option Queue Max Headway 20 0 m Length has been ticked The following data can be defined Time e Queue Definition defines the queue Erom s condition A vehicle is in queue condition Until 09989 s when its speed decreased below the Begin speed and has not exceeded the End speed Interval 600 s yet Additionally the Max Headway defines the maximum distance between two vehicles so that the queue is not disrupted om e Time The starting and finishing time and the time nterval of the evaluation defined as simulation seconds To see a list of all queue counte
59. for long vehicles approaching the green bar in this case HGVs and Busses To finish off the priority rules related to lane 1 another one is needed to consider entering vehicles having a lower acceleration capability than cars For this purpose priority rule No 5 is used It is placed exactly as No 2 but needs different parameter settings As vehicle classes of the conflict marker only HGV and Bus needs to be selected and the gap time set to 3 6s 91 gt VISSIM User Manual Version 3 70 4 69 TRAFFIC TRANSIT NETWORK Non Signalized Intersections Querverkehrsst rungen f r einen zweistreifigen Kreisverkehr mit zweistreifiger Zufahrt Priority rules for a two lane roundabout with a two lane entry 6 t 0s x 5m v 14 km h v 14 km h 9 t227s __ 0 180 km h Legende legend t Zeitl cke min gap time x Wegl cke min headway v max Geschwindigkeit max speed gest rter Querschnitt stop line st render Querschnitt conflict marker Now the priority rules for lane 2 of the entering traffic will be defined As with lane 1 the first few priority rules deal with all vehicle classes and in principal work the same way The difference for traffic from lane 2 is that both of the roundabout lanes need to be taken into account Thus 4 priority rules are needed instead of 3 for lane 1 Nos 6 and 7 for the outer and Nos 8 and 9 for the inner roundabout
60. ij indicates how often the signal group phase j had a green red time of seconds Also included in this output file is a text graph of the distribution of green and red times for each individual signal group phase 8 14 VISSIM User Manual Version 3 70 91 d Green Time Distribution EVALUATION TYPES Distribution of Signal Times Luxembourg with SC 5 6 7 for VISSIM size B Duration of Simulation 3600 SC 1 Average Green Times Signal group ty L 13 275 2s 48 4 3 14 2 4 21 5 53 12 9 6 48 1 8 40 0 SC 1 Green Times t SG i 2 3 4 5s 6 8 1 0s 0 0 0 1 0 0 2 0s 0 abs 0 2 0 0 33 0 0 4 0 3 0 0 4 0s 0 1 0 19 0 0 SC 1 Red Times t SG 1 ZF 3 4 5s 6 8 61 0 17 0 0 Qe 0 5 62 0 ds 0 0 Ly 0 1 63 0s 1 0 0 0 I 0 64 0 0 0 0 O s 1 0 SC 1 Signal group 1 Green Times Mean 13 7 7 3 kkk 8 20 kkkkkkkkkkkkkkkkkkkk 27 10 xxkk SC 1 Signal group 1 Red Times Mean 88 8 21 28 37 38 45 48 5 52 86 89 90 91 106 108 1 kkk kk ke ke ke e a gt ser Manual Version 3 v VISSIM User M Version 3 70 8 15 EVALUATION TYPES Vehicle Information 8 6 Vehicle Information During a simulation run vehicle information is available in a vehicle window by double clicking on any vehicle The information shown can be configured by the user Vehicle information can also be
61. in HPGL format that can either be printed directly to a printer that supports the HPGL printer language or be imported into graphics programs e g Corel Draw 8 18 1 Definition In order to produce a time space diagram an observer data file BEO needs to be generated first tick the option Observer in OPTIONS EVALUATIONS FILES If red times are also to be displayed in the time space diagram a protocol of signal changes LSA needs to be generated as well tick the option Signal Changes in OPTIONS EVALUATIONS FILES 8 18 2 Configuration The desired link sequence time interval vehicle classes and other display options are to be defined in a configuration file B2H that has to be edited with an external text editor See demo b2h b2h as an example 8 18 3 Results Use the menu command SIMULATION X T DIAGRAM to generate an output file See an example plot below 8 46 VISSIM User Manual Version 3 70 91 V Time Space Diagram x t Diagram EVALUATION TYPES x t diagram Aurora Avenue North AM Peak Existing 1300 1250 1200 1150 1100 1050 1000 a 1200 1250 1300 1350 1400 1450 1500 1550 Times aNs VISSIM User Manual Version 3 70 8 47 EVALUATION TYPES Speed Distance Diagram x v Diagram 8 19 Speed Distance Diagram x v Diagram The option to create HPGL based speed distance diagrams is contained in VISSIM only for compatibility with older vers
62. is beneficial to use the highest resolution supported by the hardware configuration At a minimum a resolution of 1024x768 pixel should be used However we recommend a resolution of 1280x1024 or 1280x960 pixel on a 17 and 1600x1200 pixel on a 21 monitor for convenience In 3D mode simulation speed may be significantly lower by using higher screen resolutions In order to increase 3D animation speed it may be useful to reduce the screen resolution temporarily For 3D animation of a simulation VISSIM uses Open GL routines Thus a graphics adapter with Open GL support takes a lot of the workload and significantly increases animation speed We recommend graphics adapters with Nvidia chipsets It is strongly recommended that the latest driver update of your graphics adapter be used since simply updating the driver can solve most problems that occur with the 3D animation For most graphics adapters a driver update can be obtained via download from the Internet 2 2 VISSIM User Manual Version 3 70 91 Installation with Windows 95 98 2000 ME and NT INSTALLATION 2 2 Installation with Windows 95 98 2000 ME and NT To install VISSIM insert the CD in your CD ROM drive If the installation procedure does not start automatically use START Run or the Windows explorer to start the installation program setup Then follow the instructions given by the installation program d If you are installing VISSIM with Windows
63. is not linked with the original link M Animation When turned off no vehicles are shown on that link during the simulation This option can be used e g to model tunnels and underpasses in 2D graphics In 3D graphics it s better to use the Height fields instead to show a realistic picture M Label When showing link labels to be switched on in OPTIONS GRAPHICS Network Elements OPTIONS this option allows to individually switch off the label of that link Buttons to the right of the dialog box CHANGE DIRECT inverts the direction of traffic flow on that link Cost relevant for Dynamic Assignment only Opens a dialog box where the cost and surcharges of st 0 00 perkm link can be set These numbers are Surcharge 1 0 00 used by the Dynamic Assignment to Surcharge 2 0 00 evaluate the link cost of vehicles traveling on that link EVALUATION relevant for Link Display option Alternative and for Link Evaluation V Enables Disables Segment Evaluation of that link and defines the Segment Length These SegmentLength 10 00 n properties can also be set for several links at the same time by using the multi select option see Cancel section 3 2 2 4 10 VISSIM User Manual Version 3 70 91 Network Coding TRAFFIC TRANSIT NETWORK With LANE CLOSURE one or more lanes of the link can be closed to any vehicle class A LANE CLOSURE affects the vehicle behavior as follow Lane f zl
64. lane Please note that because of the greater distance to the conflict area the minimum time gap for the inner roundabout lane No 9 is slightly higher than for the outer one 4 70 VISSIM User Manual Version 3 70 c Non Signalized Intersections TRAFFIC TRANSIT NETWORK Querverkehrsst rungen f r einen zweistreifigen Kreisverkehr gr n Lkw Bus mit zweistreifiger Zufahrt green HGV Bus Priority rules for a two lane roundabout with a two lane entry Legende egend t 3 7s x 0m v 180 km h rot Lkw Bus red HGV Bus J t 36s t Zeitl cke x 0m min gap time v 180 km h rot Lkw Bus X Wegl cke red HGV Bus min headway v max Geschwindigkeit max speed gest rter Querschnitt stop line st render Querschnitt conflict marker Finally the priority rules for lane 2 dealing with specific vehicle classes need to be entered Same as with lane 1 long vehicles need to be secured No 10 and entering HGVs and busses to be provided with higher gap times Nos 11 and 12 Same as with lane 1 there is a slightly higher value for the time gap of the inner roundabout lane 91 m VISSIM User Manual Version 3 70 4 71 TRAFFIC TRANSIT NETWORK Non Signalized Intersections 4 6 2 Stop Sign Control Intersection approaches controlled by STOP signs are modeled in VISSIM as a combination of priority rule and STOP sign A STOP sign forces vehicles to stop re
65. least one for each standard vehicle type Any existing 3DS files can be converted and adapted using the optional module VISSIM 3D Modeler which is available from PTV AG In order to make VISSIM use any 3D vehicles during a simulation run when using a network file of an older version a vehicle model distribution needs to be selected for each vehicle type The new 3D models are not assigned to existing vehicle types automatically as it would automatically overrule the dimensions of any 2D models and thus would result in great differences compared to version 3 0 Instead vehicle blocks that use exactly the dimensions of the 2D model will be created and shown during a 3D animation Ifa 3D model is assigned to a vehicle type the dimensions e g length of the vehicle type will be adapted according to the 3D model and thus changes the 2D representation also As the file format for animation files ANI has changed animation files generated with earlier versions of VISSIM can not be loaded in VISSIM version 3 50 or higher xii VISSIM User Manual Version 3 70 91 INTRODUCTION 1 INTRODUCTION VISSIM User Manual Version 3 70 1 1 INTRODUCTION What is VISSIM 1 1 What is VISSIM VISSIM is a microscopic time step and behavior based simulation model developed to model urban traffic and public transit operations The program can analyze traffic and transit operations under constraints such as lane conf
66. maximum deceleration used to slow down prior to the reduced speed area The lower the value the further away a vehicle starts to slow down Use the buttons New and DELETE to edit create or delete a data line d e n order for a reduced speed area to become effective vehicles need to pass its start position e Reduced speed areas can only be used for speeds reductions not to let vehicles drive faster e A reduced speed area cannot reach across multiple links However multiple areas one for each link can be created and placed sequentially 4 36 VISSIM User Manual Version 3 70 Automobile Traffic TRAFFIC TRANSIT NETWORK Tips and Tricks e Reduced speed areas are typically used for curves e g turning movements Thus they are normally placed on connectors rather than links e f two reduced speed areas with the same properties are placed close to each other then the vehicles affected by them will continue with the reduced speed even between the two areas e The combination of vehicle classes speed distribution and acceleration value of the last reduced speed area that has been edited is used as a default when placing a new reduced speed area 4 3 6 2 Desired Speed Decisions A desired speed decision is to be placed at a location where a permanent speed change should become effective i e change of desired speed Each vehicles gets a new speed from the relevant speed distribution as it cross
67. mouse button and drag the mouse the length of a scaled feature on the map This can either be a normal map scale or any other line were the original length is known Finally after releasing the left mouse button enter the real distance m of the scale line The background map can now be moved using OPTIONS BACKGROUND ORIGIN A hand with its thumbnail as hot pot appears as the mouse pointer Keep the left mouse button pressed to drag the background map to its new location Normally this is not necessary for the first bitmap as long as it does not have to fit an existing VISSIM network In order to permanently store the scaling and origin information of the background map it is necessary to select OPTIONS BACKGROUND PARAMETERS SAVE This command creates a parameter file lt bitmap file gt HGR Once a background map has been loaded it can be toggled on and off in 2D mode by pressing Ctrl B After the overview bitmap has been converted into a background map a coarse VISSIM network should be created Also it might be helpful to place VISSIM links temporarily on building positions Thus all the other bitmaps showing smaller areas in high detail can be placed correctly 4 2 1 1 Scanning Images The following steps outline the recommended procedure for scanning maps and plans 1 Maps and plans to be scanned should include a north arrow and a scale It is recommended to create one overview map that shows all intersections
68. moving vehicle starts to decelerate as he reaches his individual perception threshold to a slower moving vehicle Since he cannot exactly determine the speed of that vehicle his speed will fall below that vehicle s speed until he starts to slightly accelerate again after reaching another perception threshold This results in an iterative process of acceleration and deceleration Stochastic distributions of speed and spacing thresholds replicate individual driver behavior characteristics The model has been calibrated through multiple field measurements at the Technical University of Karlsruhe Germany Periodical field measurements and their resulting updates of model parameters ensure that changes in driver behavior and vehicle improvements are accounted for VISSIM s traffic simulator not only allows drivers on multiple lane roadways to yield for two preceding vehicles but also two neighboring vehicles on the adjacent travel lanes Furthermore approaching a traffic signal results in a higher alertness for drivers at a distance of 100 meters in front of the stop line o V VISSIM User Manual Version 3 70 1 5 UN INTRODUCTION Traffic Simulation Model VISSIM simulates traffic flow by moving driver vehicle units through a network Every driver with his specific behavior characteristics is assigned to a specific vehicle As a consequence the driver behavior corresponds to the technical capabilities of his vehicle Attributes characterizi
69. om Tram Length TI Direction a gt ser Manual Version 3 v VISSIM User M Version 3 70 4 55 TRAFFIC TRANSIT NETWORK Transit Public Transport Starting Times Courses e START TIMES opens the Starting times dialog box The list can be edited using the buttons NEW EDIT DELETE or SERVICE RATE Start times can be entered as individual runs EDIT as well as a SERVICE RATE Both options can be mixed also Using a service rate VISSIM creates multiple individual runs automatically Besides each starting time the corresponding course number and occupancy is displayed also 0 1 40 0 120 3 40 0 240 5 40 0 SES 360 7 40 0 480 9 40 0 600 11 40 0 N 720 13 40 0 840 15 40 0 960 17 40 0 Edit 1080 19 40 0 1200 21 40 0 Delete 1320 23 40 0 1440 25 40 0 il idu e Definition of a service rate x Starting Time A Service Starting Time fT Rate creates multiple starting Begin 0 s First n times for the time interval Begin End The frequency Erd mmm is defined by Rate Rate 120 s Occupancy 40 P Veh om starting time with a unique number and can be used e g for p t telegrams To create course numbers define the First course number and the Step value by which the course number for each starting time should be increased Course Optionally a course info
70. options whenever a network file is opened which is linked to existing cost and path files If VISSIM is run from the command line in batch mode with a number of runs specified VISSIM will create and or overwrite these files automatically The number of routes available increases during the iterations In the first iterations only few routes are known for each origin destination pair This may lead to unrealistic congestion on these routes because the volume cannot be distributed on enough different roads This congestion will disappear in later iterations when more routes are found but convergence is slowed down because of the exponential smoothing of the measured travel times To avoid these start up congestions it is recommended to load the network with less than the full travel demand during the first iterations The 9 30 VISSIM User Manual Version 3 70 91 gt Assignment Control DYNAMIC ASSIGNMENT demand can then gradually be increased over the first few iterations until the full volume is reached In order to conveniently control this process it is possible to scale all OD matrices globally with a factor for the current simulation That factor can be set with the option Reduced Volume 6 in the Dynamic Assignment dialog Since Dynamic Assignment normally requires many simulation iterations it is possible to start VISSIM in batch mode and compute several subsequent iterations without stopping Therefore VISSIM can be called from the
71. route choice behavior is of interest because the impact of control measures or changes in the road network on route choice are to be assessed The small example Routing inp which can be used as an introduction to Dynamic Assignment is enclosed with the VISSIM installation and located in the directory VISSIM Dir gt Example Training DynamicAssignment This example has also been used as a base for the screen shots in chapter 9 2 VISSIM User Manual Version 3 70 91 Wu Principle DYNAMIC ASSIGNMENT 9 2 Principle The Dynamic Assignment procedure in VISSIM is based on the idea of iterated simulation That means a modeled network is simulated not only once but repetitively and the drivers choose their routes through the network based on the travel cost they have experienced during the preceding simulations To model that kind of learning process several tasks are to be addressed e Routes from origins to destinations must be found VISSIM assumes that not everybody uses the best route but that less attractive routes are used as well although by a minor part of the drivers That means not only the best routes must be known for each origin destination relation but a set of routes Ideally we would have the set of the k best routes but there are no efficient methods to compute this set of routes directly at least not in a way that makes sense for traffic assignment The solution adopted in VISSIM is to compute best paths in each re
72. route has many edges in common with other routes and a low commonality factor indicates that a route is quite independent of others The commonality factor is then taken into account in the route choice model in way that a high commonality factor reduces the probability of the route to be chosen However the use of the overlapping correction tends to assign more traffic to longer routes in certain network situations Although in general path overlapping correction will improve the assignment quality we recommend to use the feature only in combination with restricting the differences in cost of the allowed routes 9 7 5 Dynamic Routing Decisions When Dynamic Assignment is being used the vehicles in the network from ET mE woe Fi auc origin destination matrices are on their 6 C Partial Route assigned routes and will ignore any standard routing decisions they come across Dynamic routing decisions are used to direct those vehicles that for some reason must be rerouted The idea behind is that a vehicle coming across a dynamic routing decision checks whether a certain condition is fulfilled at that moment e g its destination parking lot is full If the condition is true for the vehicle a new parking lot choice or a new route choice is computed according to a certain strategy The strategy chosen defines which parking lots are in the choice set Within the dialog box Create resp Edit routing decision th
73. routes in the VISSIM network Transit lines are coded similarly as static routes except that transit lines do not distribute arriving vehicles but generate vehicles d e Transit vehicles follow the transit line route and remain in the VISSIM network even after the route finishes Thus it is important to model transit lines as such as they end on an exiting link Otherwise transit vehicles remain in the network and travel on undefined routes 4 5 2 1 Definition of a transit line Before defining a transit line all bus tram stop should be created Tips and Tricks e tis recommended to start every transit line on a separate link that is dedicated to that line Thus a dummy stop can be created to model a variation of arrival times see 4 5 2 5 and the sequence of vehicle arrivals of different transit lines can be modeled Transit line definition is a five step process To initialize the process click on the Line definition mode button k The next required action is shown in the status bar To get back one step left click outside the VISSIM network Step 1 Step 2 Step 3 Step 4 Step 5 4 54 Select the link for the start of the transit line Right click anywhere inside the selected link to create the line start a bar in highlighted red appears at the start of that link Select the link connector for the transit line destination Right click on the location for the
74. saved to an output file using the Vehicle Record see section 8 7 8 6 1 Definition No additional definition required 8 6 2 Configuration In order to display the desired vehicle information additional configuration is needed This is to be provided within the Vehicle Information Configuration dialog box see below which is accessible by pressing the VEHICLE INFO button in OPTIONS EVALUATIONS WINDOWS Vehicle Information Configuration x Layout of Lines Parameter Selection Acceleration Allocation Benzene Emissions CO Emissions Speed km h Desired Speed km h C02 Emissions Desired Direction Cooling water temperature Interaction State Cost Total Delay Time Desired Direction Link Number Desired headway Lane Number Desired Speed km h Link Coordinate Desired Speed m s zl Up Down Remove Insert also with double click Length m Configuration file lux567 fzi Cancel The selected parameters are displayed within the list box to the left Layout of Lines Using the UP and Down buttons allow to change the sequence of the selected data as 8 16 VISSIM User Manual Version 3 70 VA Vehicle Information EVALUATION TYPES it will appear within the window Additional parameters can be INSERTed and REMOVEd by clicking the corresponding buttons The configuration will be saved to an external file FZI 8 6 3 Results When double clicking on a vehicle during
75. time section within the selected link by clicking the right mouse button The destination cross section will be displayed as a green bar and the dialog box Travel Time Measurement appears 7 Within the dialog box the following properties can be set 8 2 VISSIM User Manual Version 3 70 91 Wu Travel Times EVALUATION TYPES Number A unique number to x reference this travel time Number 1312 section It is recommended to Name rr use numbering scheme that has been implemented to the Smooth Factor 0 25 whole VISSIM network in order to easily reference the evaluations r From Section To Section Name Label or comment of nk 4 Link 5 the travel time segment At 12 037 m At 122 379 Smooth Factor applies only to the window representation of the travel times not to the file Exponential factor as how a new travel time will be weighted before added to the existing average travel time Vehicle Classes Distance 100 m Visible Screen Label Write to File Tram Pedestrian iz Cancel Vehicle Classes Only vehicles of the selected class es will be measured Distance between the start and end cross section as determined by VISSIM using the route with a minimum of connectors If this field is blank VISSIM could not determine a continuous link sequence between both cross sections The cause may be that a connector is missing or that one
76. to worse routes To assess how good a route is we use the general cost of the route as explained in the section above The general cost is obviously the inverse of what is called a utility value in discrete choice modeling So we use as an utility function the reciprocal of the general cost E j where is the U utility of route j Cj general cost of route j The most widely used and thus theoretically best analyzed function to model discrete choice behavior is the Logit function wu EIER x i p R where is the Uj utility of route j PR probability of route j to be chosen u sensitivity factor of the model gt 0 The sensitivity factor determines how much the distribution reacts to differences in the utilities A very low factor would lead to a rather equal distribution with nearly no regard of utility and a very high factor would force all drivers to choose the best route If we use the Logit function with an utility function defined as above we end up with the situation that the model considers the difference between 5 and 10 minutes of travel time to be the same as the difference between 105 and 110 minutes of travel time since the Logit function is invariant against translation and considers only the absolute difference of the utilities Obviously that is not appropriate for deciding route choice since in the real world two routes having travel times of 105 and 110 minutes would be considered near
77. to be modeled and individual signal plans for each intersection showing stop lines and detector locations if applicable It is important that the scanned plans show a strong contrast either black white or color Plans and maps should be oriented to north The rectangular layout of monitors may warrant West orientation in the case of modeling a North South corridor Use a copy machine to reduce plans in case they do not fit the available scanner An A4 sized map should be scanned with about 300 dpi Depending on the speed of the computer also higher resolutions can be useful Generally speaking the higher the resolution the bigger the bitmap file size and the longer it takes VISSIM to load and move the bitmap o vV VISSIM User Manual Version 3 70 4 5 IN 6 TRAFFIC TRANSIT NETWORK Network Coding Save the scanned file to bitmap format BMP file Windows RGB or Windows RLE type not OS 2 4 2 1 2 Exporting Images from AutoCAD The following hints relate to the export of bitmaps from AutoCAD 1 Change color of all entities to white If all entities are drawn so their color is bylayer change the color of all layers to white color 7 The background color of the drawing area needs to be white to produce a black on white bitmap AutoCAD Release 14 PREFERENCES DISPLAY COLORS GRAPHICS WINDOW BACKGROUND Turn off or freeze all layers that are not needed in the bitmap image Entities such as center lines su
78. to use a VISEM trip chain file M Matrices Contains a link to one or more matrix files each related to a vehicle composition Cost File The file that contains the estimated travel times for the edges of the abstract network graph Path File The file that contains the route archive of the network Check Edges When active VISSIM checks the consistency of the cost resp path file in terms of network changes It is strongly recommended to leave this option enabled since otherwise results of the Dynamic Assignment may be inconsistent For large networks the Check Edges process may take some time In this case it may be switched off if it is assured that no changes have been done to the network structure The Evaluation Interval is the interval at which the cost is calculated and new routes are searched M Store Costs If checked VISSIM writes a new cost file EXTENDED Access to the smoothing factor for cost calculation M Calculate and Store Paths If checked VISSIM calculates new shortest paths through the network and stores them in the paths file If VISSIM is run in batch mode with a specified number of runs VISSIM creates or overwrites the cost and path files automatically EXTENDED Further options to limit the number of routes being found The Kirchhoff Exponent Sensitivity parameter of the Kirchhoff distribution function used for route choice Logit Scaling Factor Sensitivity factor for the Logit model used in parking lot choice L
79. to wait for an opportunity to change lanes e The Gradient positive values define an incline changes acceleration and deceleration capabilities of all vehicles For each percent of positive gradient the acceleration decreases by 0 1 m s and for every negative gradient it increases by 0 1 m s A gradient has no visual effect in 3D graphics mode e The Direction attribute is of no effect when vehicles are travelling on routes Only when using Direction Decisions not recommended it needs to be set to a value different than All Vehicles without any routing and direction information will always follow those connectors which are assigned to direction All If no such connector exists those vehicles will leave the network without warning e Closed to applicable only when using Dynamic Assignment Allows for modeling multi modal networks for the use with Dynamic Assignment By selecting one or more vehicle classes the connector is not available for route choice of the selected classes Holding down lt CTRL gt while clicking with the left mouse button adds or removes an item from the current selection e M Spline Checking the Spline option will result in VISSIM drawing an automatic arc Bezier curve between the start and the end point of the connector with the specified number of intermediate points This can be done repeatedly in order to reflect changes in the placement of an adjacent link The number of intermediate points of a connector
80. trip departure destination activity minimal stay time vehicle cardinal lt semicolon gt vehicle type cardinal lt semicolon gt origin cardinal lt semicolon gt departure cardinal lt semicolon gt destination cardinal lt semicolon gt activity cardinal lt semicolon gt minimal stay time cardinal lt semicolon gt nl new line semicolon semicolon cardinal positive integer for example 23 real floating point number for example 3 14 Example file with 12 trip chains 1 1 al 103 ty 204 101 211 3057 101 69 7132520 01 gus 2 1093 4 20 101 255 334 30 101 47 815 20 01 24 3 X0 8 20 101 202 395 30 101 78 832 20 01 T57 4 ind 12 20 101 216 703 30 101 162 533 20 101 208 55 405 16 20 101 64 601 30 101 251 1134 20 01 59 6 p 05 20 20 101 295 529 30 101 335 846 20 01 14 73 X05 25 20 101 248 262 30 101 256 987 20 01 175 8 s X05 29 20 101 69 322 30 101 64 463 20 01 41 9 a 107 31 20 101 38 543 30 101 212 405 20 01 252 10 a X0 35 20 101 296 205 30 101 60 802 20 01 2215 11 10 40 20 101 270 622 30 101 244 604 20 101 175 12 p 10 44 20 101 89 151 30 101 85 419 20 01 227 JIV VISSIM U i INS ser Manual Version 3 70 9 15 DYNAMI
81. type needs to be active e g to see a list of all links in a network by number the link mode needs to be active To open the list of all network elements either e right click outside the VISSIM network not clicking on a link or connector e or select NETWORK EDITOR SELECTION ELEMENT TYPE The element type is displayed in the box title the example shows list of all Links From that list the properties of each network element are available DATA and also the location can be found Zoow In a large network it might be helpful to use the ZooM FACTOR command after pressing the ZooM button to see the surrounding area of the selected network element m 98 Zoom 99 100 g Delete 3 8 VISSIM User Manual Version 3 70 91 Selection of Network Elements PROGRAM HANDLING 3 2 2 AN Multi select mode Currently multi select mode is available for certain properties of links and connectors only See below for details Nodes only applicable when using additional module Dynamic Assignment that are completely located within the selection box are also moved along with the links connectors Links connectors and nodes can be added to or removed from the selection toggled either spanning a rectangle around them using left mouse button or clicking on a link connector left mouse button Links connectors can be added to the selection independent of their previous status by holding
82. use of priority rules A priority rule consists of one stop line and one or more conflict markers that are associated with the stop line Depending on the current conditions at the conflict marker s the stop line allows vehicles to cross or not The two main conditions to check at the conflict marker s are e minimum headway distance e minimum gap time As a rule of thumb for free flow traffic on the main road the min gap time is the relevant condition For slow moving or queuing traffic on the main road the min headway becomes the most relevant condition The minimum headway is typically defined as the length of the conflict area During the simulation the current headway is determined by the distance between the conflict marker green bar and the first vehicle approaching it If any part of a vehicle is located on the green bar the resulting headway is Whenever the current headway is less than the minimum headway the corresponding stop line red bar stops any approaching vehicle similar as a red signal The current gap time during the simulation is determined every time step by the time an approaching vehicle will require to reach the conflict marker green bar provided it continues travelling at its current speed A vehicle located on the green bar is not considered by the current gap time If the current gap time is less than the minimum gap time defined for the conflict marker the corresponding stop line red bar
83. will be i Sim Sec viewed from the position defined by this 0 0 keyframe in simulation seconds oye men EET linear sinusoidal Using the Start and Dwell Time VISSIM Filinearsinus Crsinuslinear performs a check if the current keyframe fits into the existing keyframe sequence If not the Delay Later Keyframes data cannot be changed Cancel e Movement defines the type of movement between the camera positions of this and the next keyframe 6 8 A linear movement results in a change of position at constant speed A sinusoidal movement uses slower speeds closer to the keyframe positions and accelerates between them thus making the movement smoother A linear sinus movement starts with a constant speed and slows down towards the next keyframe A sinus linear movement starts with an increasing speed and continues with a constant speed towards the next keyframe The latter two options can be used to define intermediate keyframe positions with no dwell time to specify the path from one keyframe to another while retaining a smooth movement Example If keyframe 2 is an intermediate keyframe with Os dwell time then the movements could be defined as VISSIM User Manual Version 3 70 91 Recording Video files SIMULATION AND TEST Keyframe 1 sinus linear Keyframe 2 linear Keyframe 3 linear sinus e Delay later keyframes When inserting a new keyframe between two existing ones this option sh
84. 0 1800 0 1 23 1 339 24 0 52 21 53 97 1800 0 2400 0 1 2 1 339 24 0 19 21 44 75 2400 0 3000 0 1 2 1 339 24 0 06 21 68 88 3000 0 3600 0 1 2 1 339 24 0 40 21 51 76 o V VISSIM User Manual Version 3 70 8 57 UN EVALUATION TYPES Convergence Evaluation 8 26 Convergence Evaluation The Convergence Evaluation file CVA can be used with the Dynamic Assignment module only It contains for every time interval the distribution of change in volume and travel times of all edges and paths Therefore volume changes are divided into 9 volume classes and travel time changes into 12 travel time classes For every class the number of paths edges are shown that have changed in terms of volume and travel time This data can be used to determine whether or not the Dynamic Assignment process has converged For more information please refer to Dynamic Assignment in chapter 8 26 If a sequence of simulation runs is executed in batch mode command line parameter s lt n gt the simulation run number 1 n will be included in the CvA file name 8 26 1 Definition No additional definition required 8 26 2 Configuration This is to be provided within the Convergence Configuration dialog box which ca be accessed by pressing the CONFIGURATION button in OPTIONS EVALUATIONS FILES once the option Convergence has been ticked Here the minimum edge length in meters for edges to be considered for the calculatio
85. 1 1 Definition For all links and connectors to be included in the link evaluation the property Segment Evaluation needs to be active and the segment length defined see sections 4 2 2 2 and 4 2 4 2 for details In order to set these properties for multiple links connectors at the same time the multi select mode can be used see section 3 2 2 for details 8 11 2 Configuration In order to get the desired output data additional information is needed This is to be provided within the Link Evaluation Configuration dialog box that is accessible by pressing the CONFIGURATION button in OPTIONS EVALUATIONS FILES once the option Link Evaluations has been ticked The dialog box allows for definition of any combination of parameters If Database output is not active each layout line results in a column within the output file STR The configuration settings will be saved to an external file SAK 8 34 VISSIM User Manual Version 3 70 91 gt Link Evaluation EVALUATION TYPES x Layout of Columns Column Parameter Delete Column Insert Column Link Number Lost time NMHC Emissions NMOG Emissions Segment length 2 Segment start coordinate 3 Segment start y 4 Simulation Time 5 Soot Emissions all veh types 6 7 Particulate Emissions S02 Emissions Segment end coordinate NMHC Emissions all veh types NOx Emissions all veh Segment end x xl Vehicle Class
86. 14 8 5 2 Configuration 8 14 8 5 3 CLUcfM 8 14 8 6 Vehicle Information 8 16 8 6 1 Definition TIT TUDIN 8 16 8 6 2 Configuration een ee 8 16 8 6 3 uice 8 17 NAM afe Roco o sialic nc een loonie 8 18 8 7 1 DENIM EORR 8 18 8 7 2 Configuration and Filter cessisse eene centenaria 8 18 8 7 3 citi ere e erre e MES Cops eoru PR EROS ida Fe 8 20 8 7 4 Available 8 21 8 8 Dynamic Signal Timing Plan 8 26 8 8 1 Definition RETINET 8 26 8 8 2 Configuration 8 26 8 8 3 RESUS ker T 8 27 8 9 Signal Control Detector 8 29 91 am VISSIM User Manual Version 3 70 v TABLE OF CONTENTS 8 9 1 Definition een aa teats 8 29 8 92 Configuration E nied a 8 29 8 932 8 31 8 10 Signal CHANGES 2 2 nd Enia aai 8 32 8 10 1 Eo deemed rx ertet 8 32 8 10 2 Configuration 8 32 MISC ce EHE 8 32 8 11 Link
87. 2 000 5 i900 fs cancel this input is to be active When defining more than one time interval for the same entry link take care that time intervals do not overlap Generate exact number of vehicles default Creates exactly the edited number of vehicles to enter the network as opposed to a distribution Label When showing vehicle input labels to be switched on in OPTIONS GRAPHICS Network Elements OPTIONS this option allows to individually switch off the label of that vehicle input VISSIM User Manual Version 3 70 4 33 TRAFFIC TRANSIT NETWORK Automobile Traffic Tips and Tricks e As with other VISSIM edit modes a single right click outside the VISSIM network opens a list of all vehicle inputs defined in the network Alternatively the list can be accessed by NETWORK EDITOR SELECTION VEHICLE INPUTS if the vehicle input mode is active 4 3 6 Desired Speed Changes If vehicles are supposed to change their desired speed on a link within the network a speed distribution change has to be defined In VISSIM there are two ways of defining speed distribution changes e Temporary speed changes e g for bends or turns using Reduced Speed Areas e Permanent speed changes using Desired Speed Decisions The main difference between the two is that with reduced speed areas a vehicle automatically decelerates prior to the start of the reduced speed area to get the speed defined for that reduce
88. 2 5 Reaction to Amber Signal e Amber Behavior Model Continuous Vehicles assume that the amber light stays amber for 2 seconds and continuously decides whether to proceed at each time step thereafter until passing the signal head One Decision Three parameters are used to calculate the probability of the driver stopping at amber light The formula is 1 Brv Bo dx p 1 e The option One Decision will produce the most accurate results if the number of Observed Vehicles is increased accordingly see Vehicle Following Behavior above This is due to the fact that a signal head internally is modeled as a vehicle and only recognized if there are no more other vehicles and network elements in front of the signal head than the number of Observed Vehicles minus 1 5 2 6 Changing the Saturation Flow Rate The two parameters Additive Part of Desired Safety Distance BX_ADD and Multiplic Part of Desired Safety Distance BX_MULT contained within the Wiedemann 74 Car Following Model see section 5 2 3 determine the saturation flow rate for VISSIM The saturation flow rate defines the number of vehicles that can free flow through a VISSIM model during one hour An explanation of how these variables affect the saturation flow rate is included below showing the measured saturation flow in four different situations 5 10 VISSIM User Manual Version 3 70 91 Driving Behavior GLOBAL SETTINGS VISSIM saturation flow rate a
89. 4 63 TRAFFIC TRANSIT NETWORK Non Signalized Intersections To define a new priority rule click on the Priority Rules mode button Iv and repeat steps 1 to 4 Routing Decision properties The properties of a priority rule can be accessed by the following sequence 1 Click on the Priority Rules mode button Iv no priority rule is shown in highlighted red to make sure to be in step 1 so that 2 Select the corresponding link connector Double click with the left mouse button on the stop line or conflict marker the corresponding pair of conflict marker and stop line is shown in highlighted colors When selecting the stop line only the corresponding conflict markers will be shown in dark green Alternatively the properties can be accessed by opening the list of all Priority Rules right click outside the VISSIM network selecting the desired priority rule and pressing the DATA button e Number Unique x identification of the Stop Line red Conflict Marker green priority rule Number fg Min Gap Time 3 0 s e Name Label or Name Min Headway 5 0 comment M Label When M Label Max Speed 180 0 kmih showing labels names of all priority Link EE SORA rules to be switched All lanes All lanes on in OPTIONS Lane fi Lane GRAPHICS Network At 40 190 m At 11 327 Elements OPTIONS P J Yehicle Classes Yehicle Classes this option allows to
90. 4 9 47 7 413 3600 4500 0 0 5 186 91 48 1 49 9 431 3600 4500 0 3 0 335 36 0 0 48 2 519 3600 4500 0 0 5 323 328 47 9 48 0 8 10 VISSIM User Manual Version 3 70 91 d Queue Counters EVALUATION TYPES 8 4 Queue Counters The queue counter feature in VISSIM provides as output the average queue length maximum queue length and number of vehicle stops within the queue Queues are counted from the location of the queue counter on the link or connector upstream to the final vehicle that is in queue condition see section 8 4 2 If the queue backs up onto multiple different approaches the queue counter will record information for all of them and report the longest as the maximum queue length The back of the queue is monitored until there are no more vehicles on the approach that meet the queue condition Queue length is output in units of length not in number of cars d The calculation of queue lengths has been changed in VISSIM version 3 50 The queue is still monitored as long as there is a queue remainder even if the first vehicles directly upstream of the queue counter are not in queue condition any more Thus the results of queue evaluations may be different compared to earlier versions of VISSIM 8 4 1 Definition Queue counters can be placed at any position within a link connector The most suitable position is at the stop lines of a signalized intersection To define queue counters
91. 8 1 D flihilioli c cus eene tere Lesen ee Hee eade RR ER AER 8 46 8 18 2 Oro re Ucet et c 8 46 8 18 3 Ana nee 8 46 vi VISSIM User Manual Version 3 70 91 TABLE OF CONTENTS 8 19 Speed Distance Diagram x v Diagram 8 48 8 19 1 T ae 8 48 Eme E 8 48 HERUM CLA 8 49 8 20 Acceleration Statistics 2 2 8 50 8 20 1 Definition eee 8 50 8 20 2 Configuration 002424444snansnnnnnnnnnnnnnnnnnnnnnnnnnannnnnnnnnnannnnnnnnnnnnnnnnnnnnn 8 50 8 203 CT c 8 50 8 21 Acceleration Speed Integral Evaluation essen 8 51 8 22 Emission Statistics 8 52 8 23 EXpOFl iiis iere REPRE EUER ERR ERE 8 53 8 24 Special 8 54 8 244 uice teo eere 8 54 8 24 2 1 COntiQUIATION ide et ee 8 54 8 24 3 Results see ie en ee
92. Automobile Traffic TRAFFIC TRANSIT NETWORK Tips and Tricks e If the desired speed decision is defined to model only a short stretch of a low speed area e g bend or curve a second desired speed decision has to be defined at the end to change the desired speed back to its original value In that case it is more appropriate to use reduced speed areas as explained above e Desired speed decisions are effective for all vehicles of a selected category a selection only effective for turning vehicles is not possible but can be modeled by placing a Reduced Speed Area in the turning connector only e The combination of vehicle classes and speed distribution of the last desired speed decision that has been edited is used as a default when placing a new desired speed decision a gt ser Manual Version 3 v VISSIM User M Version 3 70 4 39 TRAFFIC TRANSIT NETWORK Automobile Routing Turning Movements 4 4 Automobile Routing Turning Movements In VISSIM there are basically two methods to model automobile routing information Static routes using routing or direction decisions Dynamic Assignment of routes using OD matrices available only with optional VISSIM module Dynamic Assignment The path of vehicles traveling through the VISSIM network can be statically determined by either routing decisions section 4 4 1 or direction decisions section 4 4 2 However it is strongly recommended to use routing decisions sin
93. C ASSIGNMENT Simulated Travel Time and General Cost 9 5 Simulated Travel Time and General Cost 9 5 1 Simulation Period and Evaluation Interval The microscopic simulation of the traffic flow is used during the Dynamic Assignment to determine travel times in the network This travel time measurement is performed per edge and per evaluation interval In Dynamic Assignment as opposed to static assignment travel demand and network infrastructure are not assumed to be constant in time Therefore the traffic situation and as a result the travel times will change during the assignment time period To cover these changes the total simulation period is divided in smaller evaluation intervals in which travel times are observed separately The appropriate size of the evaluation interval depends on the dynamics of the travel demand The evaluation interval should be smaller than the interval in which the demand changes Example If you have OD matrices intervals of an hour the evaluation interval should not be longer than half an hour As a rule of thumb evaluation should have at least the double temporal resolution of the demand changes On the other side an evaluation interval below five minutes does not make sense because the fluctuation of the values will increase with smaller intervals Especially when signal controls are used the evaluation interval must be significantly larger than the cycle times used In most cases evaluation interval
94. C Det Rec Import v Type Defines the type and control strategy More Defines additional control parameters see description of the different types of signal controller SIGNAL GROUPS Opens a dialog box to DEFINE EbiT and DELETE signal groups in some countries also referred to as phases Depending on the selected Type of control various parameters need to be defined for each signal group SIGTIMTBL CFG opens the Signal Time Table Configuration dialog box to configure the online signal plan and detector activation display For more information please refer to section 8 8 Signal Groups x Edit 24 Ei Delete SC DET REC opens the SC Detector Record dialog box This option is available only if the selected type of control offers this feature For more information please refer to section 8 9 IMPORT is available only for few signal control types and provides an interface to any additional information needed by the signal control VISSIM User Manual Version 3 70 4 79 TRAFFIC TRANSIT NETWORK Signalized Intersections 4 7 3 1 Fixed Time Signal regere x Control Number 1412 Red Amber o 5 For fixed time signal controls only red and green end times need tobe Name North Amber defined along with timings for red SCJ 60 Red End 36 and red amber used in Europe Ing when switching from red to green Cycle Green End 54 Both Amber
95. Empty Line B Sig Display SG 1 7 Sig Display SG 2 8 State DET 1 9 State DET 2 10 State DET 4 11 State DET 5 12 State DET 18 13 State DET 28 14 State DET 31 15 State DET 32 zi 4 The configuration allows for inserting deleting individual lines To insert a new line select from the list on the left side Layout of Lines the line before the new line Select the desired Type to be inserted from the middle list box If the selected type requires the definition of a specific Type Cat Empty Line Sig Display SG Status 15 Status Stage Configuration File 105 52 Cancel 8 26 VISSIM User Manual Version 3 70 J V Dynamic Signal Timing Plan EVALUATION TYPES number such as detector number or signal group phase number it needs to be selected from the list to the right Selecting all as an option of the right list results in the creation of one line for each element of the specified Type e g state DET into the Layout of Lines as soon as the INSERT LINE button is hit Caution Do not use the all option in conjunction with the Type Status Stage as VISSIM will enter a line for all possible stages 999 into the Layout of Lines Pressing the INSERT LINE button or double clicking on the selected type number inserts the information as a new line into the Layout of Lines To delete a line select that line from the Layout of Lines list and press the DELETE LINE button The colum
96. IM User Manual Version 3 70 5 7 UN GLOBAL SETTINGS Driving Behavior 5 2 3 Vehicle Following Behavior Car Following Model selects the basic model for the vehicle following behavior Depending on the selected model the parameters accessible by MODEL PARAMETERS change Wiedemann 74 Model suitable for urban traffic Wiedemann 99 Model suitable for interurban motorway traffic No Interaction Vehicles do not recognize any other vehicles used in earlier version of VISSIM to model pedestrian walkways The Number of Observed Vehicles affects how well vehicles in the network can predict other vehicles movements and react accordingly As some of the network elements are internally modeled as vehicles it might be useful to increase this value if there are several cross sections of network elements within a short distance However the simulation will run slower with higher values The Look Ahead Distance defines the distance that a vehicle can see forward in order to react to other vehicles either in front or to the side of it within the same link This parameter is in addition to the Number of Observed Vehicles The max value is the maximum distance allowed for looking ahead It needs to be extended only in rare occasions e g for modeling railways Example If modeling cyclists that are allowed to overtake each within the same lane the min Look Ahead Distance should be set to a value greater than 0 in order to prevent vehicles pass
97. ION AND TEST beginning of the green interval It is assumed that the transit vehicle is in the middle of the queue and gets an additional delay of 2 seconds per vehicle in front of it Detector actuations for the recall phases can be set to repeated ALF LFD or continuous AST STE Multiple detectors including call sequence and time gap can be defined for call and checkout using the following syntax call lt gt NACH sec DET lt gt checkout ABM lt gt NACH sec DET lt gt Configuration File for VISSIM Test Loop 185p98s4 SLF LSA 1 controller number VLZ 120 startup time before preemption event NLZ 240 recover time after preemption event BUM 5 number of analyzed cycles if applicable otherwise delete this line ASL 1 number of nested loops AST 7 total number of detectors with repeated demand recall LFD 123456 8 detector numbers with repeated demand recall SLF 1 Loop 1 VON 1 start of analysis time window BIS 10 end of analysis time window ANF 901 preemption call detector actuated ABM 902 checkout detector SGP 204 preemption actuated signal phase FZ1 53 travel time from call detector to stop line FZ2 3 travel time from stop line to checkout detector MRL 0 average queue length at stop line in vehicles Nesting of analysis loops is an option to analyze multiple combinations of events However this type of analysis require
98. Io slower lane if collision time above io s r Necessary Lane Change Route Own Trailing Maximum Deceleration 3 00 3 00 mis 1 m s per Distance 50 00 50 00 m Accepted Deceleration h 00 0 00 mis Vehicle Following Behavior Car Following Model Wiedemann 74 Observed Vehicles 2 Diamond Shape Look Ahead Distancemin 0 00 max 250 00 m Model Parameters r Lateral Behavior Desired Position at Free Flow Middle of Lane Observe vehicles on next Overtake on same lane Min Lateral Distance r Reaction to Amber Signal Amber Behavior Model Continuous Check v Probability Factors Alpha 1 58858105 Beta i 0 26198070 Beta 2 0 25945295 mee See the following sections for a brief description of the parameters 5 2 1 Lane Change e Lane Change Behavior Use to select way of overtaking former link attribute right side left side rule 5 6 VISSIM User Manual Version 3 70 91 Driving Behavior GLOBAL SETTINGS Free Lane Selection Vehicles are allowed to overtake in any lane Right Side Rule resp Left Side Rule allows overtaking in the fast lane only e Waiting time before diffusion defines the maximum amount of time a vehicle can wait at the emergency stop position waiting for a gap to change lanes in order to stay on its route When this time is reached the vehicle is taken out of the network diffusion an
99. KK RRR HH HH HH HH HH HA Number of Vehicles 209 Total Distance Traveled 35 963 km Total Travel Time 1 461 h Average Network Speed 24 618 km h Total Network Delay 0 671 h KKK KR KR KKK KR KR KR RK KKK KKK KKK KKK KKK k k k k k k k k k k k k a gt ser Manual Version 3 v VISSIM User M Version 3 70 8 41 EVALUATION TYPES Observer 8 14 Observer The observer evaluation creates a binary file BEO to contain all vehicle information for every vehicle and every time step Thus this evaluation creates extremely large files within a short simulation period An observer file is necessary only as input for some specific evaluations like Time Space diagrams etc Using the option SIMULATION gt an existing observer file may be converted to an observer text file BTX 8 42 VISSIM User Manual Version 3 70 91 d Lane Changes EVALUATION TYPES 8 15 Lane Changes This evaluation provides data according to when and where lane changes of vehicles happened 8 15 1 Definition No additional definition required 8 15 2 Configuration In order to get the desired output data additional information is needed This is to be provided within the Vehicle Record Filter dialog box which is accessible by pressing the FILTER button in OPTIONS EVALUATIONS FILES once the option Lane Change has been ticked For further information on the filter definition see section 8 7 2 8 15 3 Resu
100. L format from the observer file BEO BMP Bitmap Background graphic e g aerial photo signal plan FIL Filter file Contains the list of vehicle classes referenced by the FZK file FZI Vehicle Window The configuration of the vehicle information Parameters window is saved in this file FZK Vehicle Record Contains the parameters that the user has Parameters specified to be output in the FZP file GAIA Vehicle position The GAIA file contains vehicle data to be export file exported to another visualization tool HGR Background Contains parameters for background graphic parameter origin and scale INI Initialization Contains position and size of the individual output windows selected display options as well as output file configurations INP Network Input Contains all input data for VISSIM s traffic and transit network INO Backup Automatically created backup of INP file Node Evaluation Contains the Node Evaluation parameters for Parameters the Node Evaluation output file Configuration Configuration of columns for signal detector record VISSIM User Manual Version 3 70 10 7 GLOSSARY OF FILES ASSOCIATED WITH VISSIM Other Data Files Extension Name Content Parameter file No longer supported as this information is stored directly within the INP file VAP start up stages Contains definitions of stage
101. LOBAL SETTINGS Note The interaction between vehicles is subject to change when changing the time steps value especially at priority rules Thus it is not recommended to change this parameter during a simulation e Random Seed This parameter initializes the random number generator Simulation runs with identical input files and random seeds generate identical results Using a different random seed changes the profile of the traffic arriving stochastic variation of input flow arrival times and therefore results may change also d When using multiple simulation runs with different random seeds the option Generate exact number of vehicles is to be switched on for all input flows in the network e Break at After reaching the time entered here VISSIM automatically switches into the Single Step mode This option can be used to view traffic conditions at a certain time during the simulation without having to watch the simulation all the time before e Right side Traffic Left side Traffic This toggle is used to specify the standard driving side choice e g Britain and Hong Kong use Left side It affects the placement of the opposite direction of a link the placement of bus lay bys and the driving behavior on motorways overtaking in the fast lane o vV VISSIM User Manual Version 3 70 5 3 UN GLOBAL SETTINGS Driving Behavior 5 2 Driving Behavior Both the car following and lane change models in VISSIM use an extensi
102. Lanes Recalculate Spline Point Height e LANEWIDTHS for each lane opp Direction _ Evaluation separately Relevant Lane Closure a and to i Menor Eenes 1 determine if a vehicle can iv Animation pass another vehicle within Label the same lane if driving behavior parameters allow for it The Lane Width does not influence vehicle speeds o vV VISSIM User Manual Version 3 70 4 9 IN TRAFFIC TRANSIT NETWORK Network Coding The Gradient positive values define an incline changes acceleration and deceleration capabilities of all vehicles For each percent of positive gradient the acceleration decreases by 0 1 m s and for every negative gradient it increases by 0 1 m s A gradient has no visual effect in 3D graphics mode Height Defines the z coordinate of the start and the end point of the link to be visible in 3D graphics mode The Height has no effect on any driving behavior it is independent of the gradient M Recalculate Spline Point Height causes the intermediate spline points of the link to always reflect a straight height line between the two end points see the Graphical Editing Edit curvature section on how to change the height of an individual spline point M Opposite Direction creates a new link with the same curvature and the edited No of Lanes but the opposite direction as the existing link as soon as the dialog box is closed by pressing Ok Any new Opposite Direction link
103. MMECIOMS EE RE e FL bide 4 13 4 2 4 1 Graphical Editing ciue reor eret e ne tete erecta en 4 13 4 2 4 2 Connector properties and options Link Connector dialog 4 15 4 2 5 Rotate and Translate Network 4 17 4 2 6 Pavement 4 19 4 3 Automobile nenn 4 20 4 3 1 6 D 4 20 4 3 1 1 Desired Speed ne 4 20 4 3 1 2 Model Year Distribution 444400ss404424n0nnnnnnnnnnnnnnnannnnnnnnnnenn 4 21 4 3 1 3 Mileage Distribution nennen 4 21 4 3 1 4 Weight Distribution 4 21 4 3 1 5 Power Distribution ices uice i iori 4 21 4 3 1 6 Dwell Time 4 22 4 3 1 7 Color DistribUtiOn roin eiecit Lr eet reina Pe exerted 4 22 4 3 1 8 Vehicle Model 4 23 4 3 2 Vehicle Acceleration and Deceleration functions 4 26 4 3 3 X Vehicle Type Class and
104. MS oo 8 OWER wi N amp AS Av Header Shows program title version and input file name Menu Access by mouse click or hotkey Indicates following sub menu Indicates following dialog box 3 2 VISSIM User Manual Version 3 70 PROGRAM HANDLING VISSIM Desktop Tool bars Status bar Scroll bars Logo The last four network files accessed by VISSIM are listed in the File menu most recently used files Selecting any one of these files opens it Control network editor and simulation functions see separate section below Shows editing instructions and simulation status see separate section below Horizontal and vertical scrolling of network viewing area Depending on the location of the sale of the software license a logo will appear in the upper right hand corner of the VISSIM network The user can insert a custom logo in the lower right corner by naming it custom bmp and placing it in the same directory as vissim exe 3 1 1 Toolbars On the left side of the VISSIM window several tool bars are located Depending on the current edit and graphics mode not all of the buttons might be available The disabled buttons are shown colorless 1 View toolbar Description Shortcut z PAGE UP i SA DYNAMIC ZOOM left click PREVIOUS ViEW right click PACE DOWN ZooM BY FACTOR SHOW ENTIRE NETWORK EZ AN ROTATE NETWORK 3D only
105. NAMIC ASSIGNMENT Assignment Control 9 8 Assignment Control 9 8 1 Path Evaluation File To analyze the results of the Dynamic Assignment the most important information is to know the paths found their cost and how it is computed and how much of the traffic volume was assigned to them This kind of information is offered for output in the path evaluation file See section 8 25 for a detailed description of the file format and how to configure the evaluation 9 8 2 Iteration Control The Dynamic Assignment is computed by running the simulation for the same model repetitively During the iterations information about routes in the network and about travel times on the edges of the road network is collected This information is stored in two files the cost file BEW and the path file wEG These files represent the current state of the assignment The names of these files are not generated automatically like most of the evaluation files but can be set by the user in the Dynamic Assignment dialog That way different sets of assignment states can be stored Writing of the cost and path files during simulation can be disabled in the Dynamic Assignment dialog by deactivating the options Store Costs and Calculate and Store Paths This is appropriate for example if the assignment has converged and the route choice shall not be changed during the following simulations To prevent accidental overwriting VISSIM automatically unchecks these two
106. Network e edges between nodes The semantics of the graph that is built from the nodes is slightly different to conventional travel model network graphs e g in software products like VISUM or Emme2 e There be more than one edge between two nodes e The intra node edges represent the turning movements but they have a real length in VISSIM The edges are the basic building blocks of the routes in route search i e a route is a sequence of edges For all the edges travel times and costs are computed from the simulation providing the information needed for the route choice model The edges automatically constructed by VISSIM can be visualized in the following Way 1 Select NETWORK EDITOR EDGE SELECTION while the node creation mode is active The dialog box Edge Selection appears 2 In the dialog box choose a pair of nodes by selecting the numbers from the From Node and To Node lists 3 Then in the list at the top of the dialog box all available edges are listed along with their number Vehicle Type specific cost and the total flow for the selected Time Interval 4 From the top list choose an edge to show its graphical representation in the VISSIM network shown as a yellow or red band d e edge be completely banned from being used with Dynamic Assignment by selecting the option Edge Closed while the respective edge is selected The edge is then shown in red 9 10 VISSIM User Manual Vers
107. Non Signalized Intersections TRAFFIC TRANSIT NETWORK Right Turn on Red STOP signs are also used to model right turn on red movements using the option Only on Red In that case the STOP sign is active only if the associated signal controller phase displays red There are two scenarios where right turn on red can be modeled 1 An exclusive right turn lane A stop sign where ONLY ON RED s toggled needs to be placed on that lane It might be advisable to additionally place a signal head in this lane and select a vehicle type like Tram or Pedestrian so that the vehicles on the lane will not be affected by it but the state of the signal will be visible 2 A combination of through and right turn lane A stop sign where ONLY ON RED s toggled needs to be placed on the right turn connector only That way turning vehicles only will see the stop sign The signal head is placed in the same location but on the link rather than the connector The signal head will control the through movements In the picture shown above the lighter bars are signal heads and the darker are stop signs The bottom approach is a combination turn lane and the left approach is an exclusive turn lane 4 6 3 Merging and Weaving Sections In order to get the best vehicle behavior it is important to implement Merging and Weaving sections in VISSIM properly Here are the important things to remember e The merge section weaving section should b
108. RANSIT NETWORK 4 7 Signalized Intersections Signalized intersections can be modeled in VISSIM either using the built in fixed time control or an optional external signal state generator e g optional module VAP see Appendix A for a user manual The standard VISSIM license does not contain any traffic actuated signal controllers VISSIM is also available with other signal control logic add ons such as VS PLUS TRENDS VOS and Type 2070 VS PLUS controller software VISSIM can also be controlled externally through a serial interface to a NEMA TS 2 controller Note Modeling right turn on red is discussed in section 4 6 2 4 7 4 Signal Groups and Signal Heads Indicators In VISSIM every signal controller SC is represented by its individual SC number and signal groups also referred to as signal phase as its smallest control unit Depending on the selected control logic VISSIM can simulate up to 125 signal groups per signal controller VISSIM also discriminates between signal groups and signal heads A signal head is the actual device showing the picture of the associated signal group Signal heads are coded in VISSIM for each travel lane individually at the location of the signal stop line Vehicles wait approximately 0 5m behind a signal head stop line that displays red Vehicles approaching an amber signal will proceed through the intersection if they cannot come to a safe stop in front of the stop line Optionally an advanced calcu
109. Seed 42 Break at 0 Simulation seconds Rightside Traffic Left side Traffic Cancel 6 2 VISSIM User Manual Version 3 70 91 Multiple Run Utility SIMULATION AND TEST 6 2 Multiple Run Utility The MULTI EXE utility file is used in conjunction with VISSIM to make multiple runs of VISSIM with a series of different input files and random seeds How to use MULTI EXE 1 Open VISSIM 2 Open each input file and Select OPTIONS EVALUATIONS FILES see section 7 1 to select the desired output files and configure them Although you can produce every output file inside VISSIM MULTI only supports those files identified in the table at the bottom of this chapter Once the output files have been configured for each input file save each input file From the top menu select FILE and NEW 3 Open MULTI EXE The dialog VISSIM Multi Run Control should appear Note VISSIM E must be open in order for MULTI to open Number of Files Enter the number of different VISSIM Pep Lengt input files to run during this session For Number of Runs example if ampeakhr inp and Initial Random Seed pmpeakhr inp are to be run enter 2 for DO CE D these two input files Seed Increment Define the simulation length in seconds e g 3600 Run Enter the number of runs e g 10 Enter the initial random seed e g 1 Stop Exit Enter the seed increment e g 5 MULTI w
110. U S guidelines this is not the optional VISSIM Emissions module As a result global emission values for the whole VISSIM network will be evaluated The results of the emission statistics do not relate to any of the emission parameters that are based on the optional emissions module e g parameters of Vehicle Record or Link Evaluations In order to get an emissions statistics output file EMI there must be an entry in the input file and a data file must be created The data file must contain emissions data for the vehicles running in the simulation The file Emiss DAT is an example of the data file needed to get emissions statistics Shown below is the addition that must be made to the input file in order to get an emissions statistics output file Auswertungen Auswertung Emissionen Datei emiss dat 900 0 Zeit von 0 0 bis 3600 0 The header auswertungen will be in the input file already near the end but the data below it needs to be entered manually The name in quotes emiss dat is the file name of the data file that will be referenced by VISSIM The number following dt is the cycle time for the data collection The last two numbers are the total time the data will be collected during the simulation In order to get an emi file the option SPECIAL EVALUATIONS in OPTIONS EVALUATIONS FILES must be checked Tips and Tricks The data required for the vehicle data file can
111. User M Version 3 70 4 11 TRAFFIC TRANSIT NETWORK Network Coding 4 2 3 Link Types VISSIM supports an abstract Ea level of addressing more than one link in terms of driving behavior and color These 2 Right side rule motorized attributes are contained in a 3 Interurban free lane selection link s type Connectors 4 Footpath no interaction Edit implicitly have the same link Cycle Path free overtaking type as the link where they New originate from Number Name i In VISSIM several predefined Copy link types are available They can be edited at NETWORK zl Delete EDITOR LINK TYPES A Link Type defines a links color and the driving behavior of the vehicles that travel Number across it Within the type Name urban motorized different vehicle classes can have different driving beha Celer H MT Invisible viors These can be selected Vehicle Class Drivin from the driving behavior list Driving behaviors are defined in SIMULATION DRIVING New BEHAVIOR see section 5 2 nu The link Color is displayed only during 2D edit mode and 3D mode and if Use Link Type Colors is active in the global display options OPTIONS GRAPHICS COLORS Using the option nvisible a link will not be drawn during the simulation or animation but vehicles traveling on that link will still be visible Currently the drawing sequence of links cannot be changed
112. YPES Dynamic Signal Timing Plan vehicle is detected within the same time step resulting in an impulse decrease and increase within the same simulation second e Multiple seconds of light blue multiple events similar to the color change black to light blue e Dark blue A vehicle is detected at the end of the time step Therefore a change from empty black to dark blue represents an arriving vehicle that does not leave the detector within the same simulation second a longer dark blue bar represents a vehicle waiting on top of the detector This corresponds to the symbol in the Signal Detector record Measurement of Time Spans VISSIM provides a ruler to measure the span between two times e g the time between a particular detector call and the start of the corresponding green phase While in single step mode click with the left mouse button within the window keep the button pressed and move the mouse VISSIM then displays the time span between the current mouse position and position where the left button has been pressed 46s in the example above 8 28 VISSIM User Manual Version 3 70 91 d Signal Control Detector Record EVALUATION TYPES 8 9 Signal Control Detector Record The signal control detector record is user definable record of signal status detector actuations and internal parameters and variables for every signal controller with external control logic This record can be generated for simulatio
113. a Variation of Arrival 4 59 4 6 Non Signalized Intersections ssseeee e 4 61 4 6 1 Priority Rules Right of way Designation 4 61 4 6 2 Stop Sign Control ernennen 4 72 4 6 3 Merging and Weaving Sections sssse em 4 73 4 7 Signalized Intersections eene cete tern tenendi poete ec cena 4 75 4 7 1 Signal Groups and Signal Heads 4 75 4 7 2 Detectors oie ROSE ment EE HR ELA a a Gai fuse 4 76 4 7 3 Signal Controller ioter PER erre 4 79 4 7 3 1 Fixed Time Signal Control cecinere ccn vanne in 4 80 4 7 3 2 Vehicle Actuated Signal Control optional module VAP 4 80 4 7 3 3 NEMA Standard SC Emulator optional module NEMA 4 80 4 7 4 Switch of Signal Control em 4 81 4 7 5 Signal Control Communication sese 4 81 4 7 6 X Railroad Block Signals sssssssssssssseeeeeeerene nennen 4 82 5 Global Settings eese eene ener nnne nenne nnne 5 1 541 Simulation Parameters cepe Aalen 5 2 5 2 Driving BONAVION e 5 4 5 2 1 bane Ora 5 6 5 2 2 Necessary Lane Change
114. active d e lfa bitmap is loaded when changing into 3D mode for the first time with that bitmap visible it may take a moment for VISSIM to convert the bitmap into 3D e Ctrl D also toggles between 2D and graphics mode 5 3 2 1 Navigation In 3D mode additional toolbar buttons become active The following commands are available Description Shortcut FEN PAGE UP i DYNAMIC ZOOM left click PREVIOUS VIEW right click PAGE DOWN ZOOM BY FACTOR SHOW ENTIRE NETWORK EZ AN ROTATE NETWORK 3D only wy MOVE NETWORK 3D only shortcuts also in 2D v o gt FLY THROUGH NETWORK 3D ONLY 18 VISSIM User Manual Version 3 70 91 Graphical Display GLOBAL SETTINGS e DYNAMIC ZOOM In contrast to ZooM command in 2D which uses a window to select the new viewing area DYNAMIC Zoom in 3D moves the network closer dynamically by dragging the mouse from left to right and moves the network further away by dragging the mouse from right to left A right click restores the previous view e ZOOM BY FACTOR Zooms by a specified zoom factor Values less than 1 0 zoom in e SHOW ENTIRE NETWORK Displays the entire network e ROTATE NETWORK changes the location from which the VISSIM network is viewed camera position When 3D is switched on initially the network is viewed from directly overhead similar to the standard 2D view When ROTATE NETWORK i
115. al text editor e g Notepad to create a demand file according to the example shown below Intersection Demand File for VISSIM Test Loop 185p98s4 BEL LSA 1 controller ASL 1 of nested loops BELASTUNG 12 preempting vehicles per hour signal phase demand veh h base green time sec SGP 1 BELASTUNG 100 SAETTIGUNG 1770 BASISGRUEN 8 6 16 VISSIM User Manual Version 3 70 91 Test of Signal Control without Traffic Simulation SIMULATION AND TEST SGP 2 BELASTUNG 1390 SAETTIGUNG 3725 BASISGRUEN 55 SGP 3 BELASTUNG 185 SAETTIGUNG 1770 BASISGRUEN 15 SGP 4 BELASTUNG 915 SAETTIGUNG 5471 BASISGRUEN 25 SGP 5 BELASTUNG 170 SAETTIGUNG 1770 BASISGRUEN 16 SGP 6 BELASTUNG 1125 SAETTIGUNG 3725 BASISGRUEN 49 SGP 8 BELASTUNG 845 SAETTIGUNG 3686 BASISGRUEN 42 2 Generate the green time statistics file with the extension AGZ via LOOP ANALYZE GREEN TIME STATISTICS Use the previously generated loop output file SLO It will have the following content Signal group 1 Average green time without modification 8 0 s 100 0 modified by public transport 14 5 s 181 2 weighted average 10 6 s 132 5 Capacity saturation flow 1770 veh h public transport modifications 12 veh h flow 100 veh h capacity 156 veh h degree of saturation 0 64 Required green time 6 8 s Distribution of green times 13 d 14 7 x kk 15 0 16 0 17 2 6 5 3 3 Time Tim
116. ame List Fu nctlons ciis ere een 6 9 6 4 2 4 How Keyframes come into action 1 6 10 6 4 8 Starting the Recording nennen 6 10 6 5 Test of Signal Control without Traffic Simulation 6 12 6 5 1 Interactive Placement of Detector 6 12 6 5 2 Using Macros for Test Runs seen 6 13 6 5 3 Using Batch Mode Operation for Test Runs 6 14 6 5 3 1 Red Time DistributiOn 1 rerit there 6 16 6 5 3 2 Green Time Statistics nee an 6 16 6 5 3 3 Time Time Diagram nemen ens 6 17 7 Results 7 1 7 1 Enabling een 7 2 7 1 1 WINDOWS OUTPUT een 7 2 720 2 Fil QUIDUT secs desdscotsecsechssscebenisatiadscecssnciseaseanstevsdacdaqeststesentesacceaesatectadsteee 7 4 7 1 3 Database Output enne nnne n nennen nnn nnn 7 4 7 1 3 1 System Requirements 7 5 7 1 3 2 Database Connection sss enm eene 7 5 7 1 3 3 Database Output Bata iiie naar 7 6 7 2 R ntime 7 7 7 2 1 Assertion Error 7 7 7 2 2 Program Warnings ERR file
117. and connectors X Vehicle flow Vehicle inputs Direction decisions historical only usage not recommended Static routes to direct traffic within the network speeds Desired speed decisions Reduced speed areas control Priority rules e g for non signalized intersections Stop signs Signal heads Signal detectors 0d 5 EER Public transport Public transport stops VISSIM User Manual Version 3 70 3 5 PROGRAM HANDLING VISSIM Desktop Public transport lines Evaluations Cross section measurements Travel time and delay measurements Queue counters all Graphics Pavement Markers ic Assignment optional module Parking lots zone connectors Nodes some VISSIM licenses also allow for node evaluation independently of Dynamic Assignment AB 3 6 VISSIM User Manual Version 3 70 91 PROGRAM HANDLING VISSIM Desktop 3 1 2 Status bar The status bar is divided into three sections Depending on the current program mode each sections displays different data First section Second section Third section 2D Graphics Current cursor position x y coordinates in meters world coordinates 3D Graphics Current position x y z coordinates in meters of that part of the network that is displayed at the center of the VISSIM window Network editing
118. and moved by dragging with the left mouse button Merging two intermediate points deletes the first one of them The horizontal axis depicts the desired speed while the vertical axis depicts the cumulative percentage from 0 0 and 1 0 Two intermediate points are generally adequate to define an s shaped distribution thus concentrated around the median value 4 3 1 2 Model Year Distribution The model year of vehicles entering the network can be defined by a model year distribution that is similar to the speed distribution described above The dialog box Model Year Distribution can be accessed via the menu item NETWORK EDITOR DISTRIBUTIONS MODEL YEAR This dialog box allows the user to select edit or create a model year distribution 4 3 1 3 Mileage Distribution The mileage of vehicles entering the network can be defined by a mileage distribution that is similar to the speed distribution described above The dialog box Mileage Distribution can be accessed via the menu item NETWORK EDITOR DISTRIBUTIONS MILEAGE This dialog box allows the user to select edit or create a mileage distribution 4 3 1 4 Weight Distribution The weight of vehicles entering the network can be defined by a weight distribution that is similar to the speed distribution described above The dialog box Weight Distribution can be accessed via the menu item NETWORK EDITOR DISTRIBUTIONS WEIGHT This dialog box allows the user to select edit or create a wei
119. anges to its camera position Note While the Keyframe dialog box is visible not all VISSIM functions commands and hotkeys are available 6 4 3 Starting the Recording If not enabled already switch to 3D graphics mode 2 Select SiMULATION RECORDING The enabled option is confirmed with a check mark 3 As the simulation is started the user will be prompted for a filename of the associated AVI file Select the filename and confirm with Ok The AVI file needs to be saved to the same directory as the VISSIM network file inp 6 10 VISSIM User Manual Version 3 70 91 Recording Video files SIMULATION AND TEST 4 Then the Video Compression dialog box pops up to select the video OK compression mode It is highly Somplessor recommended to use video Microsoft Video Cancel compression as AVI files become Compression Quality 75 very large without compression The m gt _ compression modes available About depend on the Windows installation Some compression modes offer additional configuration which can be done within the same dialog box Confirm the data with Ok 5 The AVI file is now recorded while the simulation is active Recording an AVI file can take substantially longer than a normal 3D simulation especially if the Anti Aliasing option is activated d e The video compression used for the AVI recording must be installed also on ev
120. as well as Red Amber Red End 2 p gt C times can be set to 0 in order to Penn Green switch them off C Perm Red GreenEnd2 __ Also with fixed time control signal groups can be switched to green Cancel twice during one cycle This is being done simply by entering a second pair of switch times in the Red End 2 and Green End 2 fields Note VISSIM starts a signal cycle at second 1 and ends with second cycle length 4 7 3 2 Vehicle Actuated Signal Control optional module VAP VISSIM can model actuated signal control in conjunction with an external signal state generator if the optional VAP module is installed This signal state generator allows users to define their own signal control logic including any type of special features e g transit priority railroad preemption emergency vehicle preemption etc The use of the external signal state generator and its VAP programming language is explained in Appendix A VisVAP the optional graphical desktop to model logics as flow charts is explained in Appendix B d If a Signal Controlled Junction is to be controlled using VAP care needs to be taken when using an Offset since values within VAP need to be adapted by this offset also in order to prevent malfunction of the time conditions 4 7 3 3 NEMA Standard SC Emulator optional module NEMA This controller is available in North American releases of VISSIM and emulates common signal controllers used there
121. ases with specific detector actuations test phases and signal groups phases with constant demand or recall operation recall phases VISSIM logs all signal changes that occurred during the test run in an output file SLO It uses this output file to prepare the following analyses Red Time Distribution Waiting times for test phase vehicles depending on the cycle second in which the preemption call occurred Green Time Statistics Green time average and distribution for all signal groups phases depending on preemption time point required green time and volume to capacity ratio Time Time Diagram Diagram showing green time of up to four signal groups phases against the time of preemption VISSIM requires a configuration file SLF as input This file has to be created with a text editor outside of VISSIM according to the example shown below Note that VISSIM ignores the comments text preceded by two dashes The presence and sequence of the key commands at the beginning of each line is important The following example analyzes the impact of a light rail preemption event between simulation second 1 and 10 on the signal operation Light rail trains place their preemption call via detector 901 and checkout via detector 902 The average queue length at the stop line defines the number of vehicles usually queued at the 6 14 VISSIM User Manual Version 3 70 91 Test of Signal Control without Traffic Simulation SIMULAT
122. ass or transit line will be used to fill all designated surfaces within the 3D vehicle model These surfaces may be specified in the optional VISSIM module V3DM VISSIM 3D Modeler e During the simulation VISSIM uses a vehicle path algorithm to determine the location of subsequent elements within the network Thus the turning behavior of segmented vehicles will look more natural the higher the number of time Steps per simulation second is set e New VISSIM files have a default model distribution defined It contains six different car types with different percentages 26 18 18 18 16 2 These types are assigned to predefined vehicle models named CAR 1 v3d CAR6 v3d To change a default vehicle model rename the desired V3D vehicle file to one of these file names 4 3 2 Vehicle Acceleration and Deceleration functions For each vehicle type there are two acceleration and two deceleration functions represented as graphs Maximum acceleration desired acceleration maximum deceleration and desired deceleration These are predefined for each of the default vehicle types in VISSIM They can be edited or new graphs being created by selecting NETWORK EDITOR FUNCTIONS When one of the four acceleration types is selected a dialog box will open to allow for editing of the existing acceleration graphs To reflect the stochastic distribution of acceleration and deceleration values each graph consists of three different c
123. asures of effectiveness MOE the following elements can be coded among others Data collection points local measurements user definable e g traffic volume acceleration and speed discriminated by vehicle classes Travel time measurement sections and delay data collection Queue counters for queue length statistics o vV VISSIM User Manual Version 3 70 4 3 UN TRAFFIC TRANSIT NETWORK Network Coding 4 2 Network Coding The level of detail required for replicating the modeled roadway infrastructure depends on the purpose of a VISSIM application While a rough outline of the analyzed intersection is sufficient for testing a traffic actuated signal logic a more detailed model is required for simulation analyses With VISSIM it is possible to model any kind of intersection or sequence network of intersections with a precision down to one millimeter In the event of using VISSIM to test traffic actuated controls through interactive manual detector activation it is recommended to create a rough model of the analyzed intersection including all approaches However it is not necessary to place the stop lines and detector loops at the exact positions For the purpose of simulating traffic and transit operations it is necessary to replicate the modeled infrastructure network to scale To achieve this base maps or drawings can be imported and used to exactly trace a network in VISSIM Furthermore VISSIM provides the option to import e
124. at the set of available routes is known for a certain origin destination pair As stated in the introduction the route choice is a special case of the discrete choice problem For a given set of discrete alternatives the probabilities for the alternatives to be chosen must be determined For traffic assignment we need to define a utility function to assess each route in the set and a decision function based on this assessment As discussed in the previous section we know for all edges their general costs which are computed from expected travel times travel distances and financial costs The general cost for a route is then simply defined as the sum of the general costs of all its edges Reit aeR where is the C general cost R is the route a is an edge belonging to R 9 6 2 Route Choice In Dynamic Assignment the drivers have to choose a route when they start their trip at the origin parking lot In this section let s assume that the destination parking lot is known and a set of possible routes is already known The problem of how to find routes and choosing the destination parking lot is covered in separate sections One basic assumption in VISSIM s route choice model is that not all drivers use the best route but all routes available can be used Of course more traffic should be a gt ser Manual Version 3 v VISSIM User M Version 3 70 9 19 DYNAMIC ASSIGNMENT Route Search and Route Choice assigned to better routes than
125. ate mathematical method for that is exponential smoothing If we get a new set of measured values we compute the smoothed travel time as the weighted sum of the old smoothed value and the newly measured value That smoothed value represents the travel time that we expect in the next iteration Formally x 1 a TI where is the K index of the evaluation interval within the simulation period n index of the assignment iteration a index of the edge TO measured observed travel time on edge a for period amp in iteration n T expected travel time on edge a for period k in iteration n a smoothing factor Please note that this kind of smoothed average of travel times includes the information of all preceding iterations but the older an iteration is the less it influences the measurements of the current iteration In VISSIM we use a smoothing factor of 0 5 which means that the last iteration n has a weight of 50 iteration n 1 25 iteration n 2 12 5 and so on After an iteration of the simulation the expected travel times for the next iteration are stored in the VISSIM cost file extension BEW in order to provide base for the route choice in the next iteration 9 5 3 General Cost Travel Time is not the only factor to influence route choice There are at least two other major influences travel distance and financial cost e g tolls In contrast to travel times these factors are not depending o
126. ation Gradient 0 00 Cost Segment length iv Lane Closure ze 32 81 Connectors COST LANE CLOSURE Specifically for connectors the following properties be changed Emerg Stop 50 mback a multi selection Lane change 200 0 m back Emergency stop position irean ene Cloced ta Lane Change position C All Vehicle class closure for Dynamic Right Assignment only C Left A Tram zl Keep Value the selection have different cn Direction values then the default is set to keep value This means that all connectors remain unchanged To change all connectors to the same value simply select the desired Direction Direction If two or more connectors within A field shown in brackets indicates that the original values are not identical for all selected links This state can be restored for check boxes by clicking three times but not for edit fields Drop down list boxes have an additional entry Keep Values if the original values are not identical If this entry is selected the old values are kept for all links 3 10 VISSIM User Manual Version 3 70 Keyboard and Mouse Operation PROGRAM HANDLING 3 3 Keyboard and Mouse Operation 3 3 1 General behavior The following information applies to the general philosophy that is widely used for the VISSIM network editor as far as not overruled by standard Windows
127. ations follow the steps outlined below 1 Activate ANIMATION in OPTIONS GRAPHICS and the display of DETECTORS pressing the button NETWOKR ELEMENTS 2 If the creation of a Signal Detector Protocol see section 8 9 is desired toggle the appropriate options in OPTIONS EVALUATIONS DATA file output and or WINDOWS screen output 3 If the sequence of detector actuations is to be stored for later testing of other control strategies activate the macro function using TEST RECORDING 4 Start the test function with TEsT CONTINUOUS or TEST SINGLE Step 5 Activate individual detector calls by clicking e Left mouse button Switch between no actuation black to single actuation blue to repeated actuation cyan and back to no actuation e Right mouse button Place as well as terminate a continuous actuation purple 6 12 VISSIM User Manual Version 3 70 91 Test of Signal Control without Traffic Simulation SIMULATION AND TEST 6 5 2 Using Macros for Test Runs Instead of interactively placing every single detector call in every test run a macro file can be used that contains all desired detector calls The use of macro files is recommended if e test run with a fixed set of detector calls is to be evaluated under different control strategies or e different but similar test runs are to be evaluated A macro for a test run can be created by e interactive placement of detector calls with th
128. ay min gap time etc The following properties affect each conflict marker e Min Gap Time Minimum gap time in s between the conflict marker and the next approaching vehicle e Min Headway Minimum headway distance between conflict marker and next vehicle upstream e Max Speed Any vehicle approaching the conflict marker will only be taken into account for the headway condition if its speed is the same or lower as the Maximum Speed Deleting Priority Rules To delete one conflict marker either e open the list of all Priority Rules right click outside the VISSIM network selecting the priority rule to be deleted and press the DELETE button or e drag the conflict marker green bar out of its link To delete a priority rule completely e Click on the Priority Rules mode button Iv to make sure that no priority rule is shown in highlighted red select the link connector of the stop line of the priority rule to be deleted and drag the stop line out of its link connector The following examples illustrate the use of priority rules Example 1 Driveway Exit a gt ser Manual Version 3 v VISSIM User M Version 3 70 4 65 TRAFFIC TRANSIT NETWORK Non Signalized Intersections Modeling a driveway exit or similar situation is very simple 1 The green bar is placed before upstream of the location where the minor road connector enters the major road so tha
129. bove that any VISSIM service packs of the latest version will be available for download from the PTV internet website For trained users of our clients who signed a software maintenance contract our hotline also provides application and modeling assistance Further advantages of a maintenance contract include access to the extended range of FAQ on our website as well as free updates to the latest VISSIM version If you would like to receive further information on software maintenance contracts please contact you local distributor sales vissim ptv de g Before posting a VISSIM question or problem to our hotline please check out the FAQ section as the solution for a number of problems is already included there This way you get an answer instantly and minimize delays of hotline response Clients in North America please use vissim hotline itc world com All other clients please us hotline vissim ptv de When posting a mail to the VISSIM hotline please include the following information e Version number of VISSIM incl service pack no e g 3 70 02 The exact version number can be found in File Info e Operating system incl possible service pack no In case of a problem Description of the problem actions that have been taken beforehand and screenshot jpg if necessary e All data files necessary to reproduce the error or problem a gt ser Manual Version 3 v VISSIM User M Version 3 70 11 1
130. cally and contains real time Log file information about the current simulation run Example The number of paths found when using Dynamic assignment LSA Signal Contains all signal changes occurring during a changes simulation run in chronological order LZV Signal timing Contains green and red times for all signal groups log phases of all controllers MER Data col Contains raw data collected at previously defined lection raw data collection points MES Data Contains compiled data collected at previously collection defined data collection points NPE Network Contains the number of vehicles total distance Performance traveled total travel time average network speed Evaluation and total network delay OVW Transit delay Transit stop times excluding times for passenger interchange PLT Plot Time space diagram or speed distance diagram in HPGL format ROU Routes Protocol of route choices for all vehicles generated automatically with observer file RSZ Travel times Average travel times during a simulation for previously defined travel time sections SPW Lane change This file contains information about specific vehicles data lane changes STR Segment data Output from the link segment evaluation feature STZ Queues Average and maximum queue lengths at previously defined queue counters TRC Trace Contains trace information as programmed in a VAP logic with optional module VAP VISSIM Use
131. caused by the route guidance system is not restricted to fixed positions in the road network Instead the equipped vehicles are rerouted in fixed time intervals At the current state of the implementation the action triggered by the system is always to search the best route from the current vehicle position to the destination parking lot The criteria for the route search is general cost with travel times measured in the current simulation The travel times taken into account for the re routing are not necessarily the most recent travel times but travel times measured some time ago offset This offset is introduced to model the processing time of typical route guidance systems i e the time from measurement on the road until the data is available to the route guidance equipment in the vehicles Two independent route guidance systems are offered Route Guidance 1 for simulation with identical Strategy functionality Whether New route to destination parkinglot one both route guidance i Emm systems can be selected in Offset n s the vehicle type dialog box Route Guid 2 The parameters for the route TIAE guidance system are defined Sy in the Route Guidance dialog New route to destination parking tot box It can be accessed by the Route guidance tactic 999999 s button ROUTE GUIDANCE in the Offset ln s Dynamic Assignment dialog box a gt ser Manual Version 3 v VISSIM User M Version 3 70 9 29 DY
132. ce they are much easier to handle and the vehicle flows can be defined more precisely This chapter deals with static routes For dynamic routing decisions please refer to section 9 7 5 4 4 1 Routing Decisions A route is a fixed sequence of links and connectors from the routing decision point red cross section to a destination point green cross section Each routing decision point can have multiple destinations resembling a tree with multiple branches A route can have any length from a turning movement at a single junction to a route that stretches throughout the entire VISSIM network A routing decision affects only vehicles of a class that is contained in the routing decision and vehicles that do not have any routing information If a vehicle already has a route assigned to it then it first has to pass its destination point green bar prior to be able to receive new routing information The only exception of this rule is when using partial routes see below Defining a Routing Decision and an associated Route Route definition is a four step process To initialize the process click on the Routing Decision mode button E The next required action is shown in the status bar To get back one step left click outside the VISSIM network Step 1 Select the link connector for the start of the route Step 2 Right click on the location for the routing decision point red bar on the selected link The dialog box Create Routing Decision a
133. ced speed area each vehicle is assigned a new 4 34 VISSIM User Manual Version 3 70 91 Automobile Traffic TRAFFIC TRANSIT NETWORK desired speed from within the speed distribution assigned After leaving the reduced speed area the vehicle automatically gets its previous desired speed again When approaching a reduced speed area a vehicle reduces its speed in order to reach its new slower speed at the beginning of the reduced speed area The deceleration process is initiated according to the deceleration value defined The acceleration at the end of the reduced speed area is determined by the characteristics of the driver vehicle unit as well as the original desired speed Defining a Reduced Speed Area Prior to defining a reduced speed area at least one desired speed distribution needs to be defined see section 4 3 1 1 1 Select the Reduced speed areas mode button Al 2 Select the link or connector where the reduced speed area should be placed on A reduced speed area cannot span over more than one link connector 3 Create the reduced speed area by right clicking at its start position inside the link connector and dragging the mouse along the link connector while the right button is held down Thus the length of the reduced speed area is defined Release the mouse button The Create reduced speed area dialog box appears 5 For each vehicle class passing that link connector define the appropriate speed and accelerati
134. cent to the slow lane of the selected link For this purpose a new link with two connectors is created automatically and the stop is placed on the new link Furthermore two pairs of priority rules are created in order to model the right of way for the transit vehicle to turn back on the main road PASSENGERS only for use with Lx dwell time calculation Opens the Pere tineis dialog box Boarding Passengers r BN 20 0 7200 All which allows for definition of passenger flow profile to wait for Aller transit vehicles see 4 5 2 4 for Fr details Use the buttons NEW Nm E and DELETE to edit create or delete a profile Delete 4 52 VISSIM User Manual Version 3 70 91 Transit Public Transport A passenger profile has the following properties Volume Passenger flow as persons per hour independent of the time interval defined From Until Time interval for which passengers are generated Used Bus Tram Lines Select all lines which passengers of this profile can use Multiple lines can be selected using the lt CTRL gt key while clicking TRAFFIC TRANSIT NETWORK Volume Pers Jh From 5 Until 7200 s Used Bus Tram Lines 1 2 cen An existing curbside bus stop can be moved as follows 1 Select the link with the left mouse button 2 Select the transit stop with the left mouse button and keep the button pressed 3 Drag the tra
135. command line with the s n parameter The number n denotes the number of iterations to be computed For example vissim exe test inp s20 would compute 20 iterations of the network file test inp This feature can be combined with the congestion avoiding scaling of travel demand by using the command line option v lt p gt The number p denotes the percentage points by which the scaling factor in the input file is increased in each iteration until 10096 is reached For example vissim exe test inp s20 v5 would compute 20 iterations of the network file test inp and increase the traffic demand by 5 each iteration E g if in test inp a reduced volume factor of 20 is defined then in the first iteration the travel demand would be scaled down to 20 in the second iteration increased by 5 from there so there will be 25 of the full traffic demand then 3096 and so on and from the 16 iteration onwards the total travel demand would be assigned 9 8 3 Convergence Control The process of iterated simulation runs to compute the result of the Dynamic Assignment can be stopped if eventually a stable traffic situation is reached This is the case when travel times and volumes do not change significantly from one iteration to the next The stability of travel times and volumes must be reached for all evaluation intervals from one iteration to the next not necessarily within one simulation period where traffic conditions may change from one eva
136. contains the simulation time of the start of the green time e The second column is the elapsed time between the start of the green time and the arrival of the first vehicle at the data collection point e The third column is the time gap between both the front ends of vehicle 1 vehicle at 1 position in the queue and vehicle 2 Thus it is the time vehicle 2 needs to clear its queue position which is the Discharge Rate of vehicle 2 e The following columns contain all subsequent Discharge Rates according to the vehicle positions e Numbers in parenthesis show the number of vehicles passed during that green time and their average Discharge Rate both not including the Discharge Rate of vehicle 1 because that time depends on the location of the data collection point e Values after parenthesis are the Discharge Rates of vehicles crossing the stop line after the green time during amber or even red e The 4 line from the bottom contains the index of the vehicle s position in the queue for each signal cycle e The 3 line from the bottom contains the average Discharge Rates for the corresponding vehicle position e The 2 line from the bottom contains the number of all vehicles measured for that position higher indices might have smaller numbers if the flow is not saturated at all times e The bottom line shows the total number of vehicles and total Discharge Rate for the whole evaluation period a gt ser Manual Version 3
137. cted For the vehicles still in the network at the end of the simulation their total time in the network must be calculated using their start times 8 7 4 Available Parameters The Vehicle Record file can contain any of the parameters listed below The table also includes the abbreviations that will be used within the vehicle record file Please note that some parameters will only report correct results if the corresponding optional module such as Dynamic Assignment Emission etc has been installed Label in Dialog Box Definition Column Header Acceleration Acceleration m s during the A simulation step Benzene Emissions Benzene emissions in the current Bnzn simulation step CO Emissions Carbon Monoxide emissions in co current simulation step CO2 Emissions Carbon Dioxide emissions in the co2 current simulation step Desired headway Desired headway m during the abx simulation step Desired Lane Desired Lane by Direction decision DesLn Desired Speed km h Desired Speed km h VdesKmh Desired Speed m s Desired Speed m s Vdes a gt ser Manual Version 3 v VISSIM User M Version 3 70 8 21 EVALUATION TYPES Vehicle Record Label in Dialog Box Definition Column Header Destination Lane Destination lane number of current lane change DLn Destination Parking Number of the Destinatio
138. ctions remain visible The properties of a routing decision can be accessed by the following sequence 1 Click on the Routing Decision mode button to make sure to be in step 1 so that no routing decision is shown in highlighted red 2 Select the corresponding link connector 3 Double click with the left mouse button on the routing decision the routing decision must be shown in highlighted red a gt ser Manual Version 3 v VISSIM User M Version 3 70 4 41 4 42 TRAFFIC TRANSIT NETWORK Number Unique identifi cation of the routing decision Name Label or comment M Label When showing labels names of all routing decisions to be switched on in OPTIONS GRAPHICS Network Ele ments OPTIONS this option allows to individu ally switch off the label of that routing decision At Link connector coor dinate Vehicle Classes Define the vehicle classes to be affected by this routing decision transit routes are defined separately in the Bus Tram Lines mode see chapter 4 5 Route type Static Partial Route Dynamic Closure Automobile Routing Turning Movements Create routing decision E Number pee Label Link 4 x Static C Partial Route C Dynamic C Closure At 8 561 m Yehicle Classes Car HGV Bus Tram Pedestrian Cl Con Ei Condition Time Intervals 0 99999 Edit Delete
139. cy of the transit vehicles see x Start Times in Bus Tram Line dialog section Line 1 4 5 2 2 flows for each transit stop see e Passenger Transit Stop Properties in section 4 5 1 jo y r Dwell Time e Deboarding percentage and Skipping possible option in Bus Tram Stop Data see illustration Distribution 1 n 20 0 3 9 and section 4 5 2 3 Calculation Deboarding 15 0 96 Active Iv am Once all this data has been provided VISSIM calculates the dwell time of a transit vehicle at a stop as follows 1 Determine the number of deboarding passengers defined by the percentage of passengers on board that are getting off 2 Determine the number of boarding passengers all waiting passengers whose list of acceptable lines include the line of this transit vehicle and taking into account its maximum capacity 3 Determine the time required for deboarding computed as the number of passengers deboarding multiplied by the average deboarding time 4 Determine the time required for boarding computed as the number of passengers boarding multiplied by average boarding time 5 Determine the total passenger service time computed as the sum of clearance time plus deboarding time plus boarding time 6 If a departure time is defined for that stop the transit vehicle remains at the stop after completion of passenger service for that portion of the remaining time until schedul
140. d EVALUATION TYPES Yehicle Record Configuration 1 X Selected Parameters Parameter Selection Speed km h Speed m s Speed Difference km h Speed Difference m s Speed Difference km h Speed km h Target Link Theoretical Speed km h Theoretical Speed m s Total Delay Time Total Path Distance Total Time in Network m El Up Down Remove Insert also with double click Start Time Simulation Second test fzk OK Including Parked Vehicles Database Table Name rilsatest VEH RECORD Cancel e The selected parameters are displayed within the list box to the left Selected Parameters Using the UP and DOWN buttons allow to change the sequence of the selected data as it will appear within the output Additional parameters can be INSERTed and Removed by clicking the corresponding buttons For a list of all parameters available see section 8 7 4 d Please note that some parameters will only report correct results if the corresponding optional module such as Dynamic Assignment Emission etc has been installed M Including Parked Vehicles Dynamic Assignment only Includes vehicles that are contained in a parking lot in the evaluation output as well e Database When active evaluation output is directed to a database to the specified Table Name rather than to an ASCII text file The table name must not be used for any other VISSIM database evaluat
141. d a warning message will be written to the error file denoting the time and location of the removal e Min Headway front rear defines the minimum distance to the vehicle in front that must be available for a lane change in standstill condition e The value for To slower lane if collision time is used only if Lane Change Behavior is set to Right Side Rule resp Left Side Rule It describes the minimum time headway towards the next vehicle on the slow lane so that a vehicle on the fast lane changes to the slower lane 5 2 2 Necessary Lane Change Route For lane changes that result from routes the decelerations can be defined that the lane changing driver accepts for himself Own as well as for the vehicle he is moving ahead of Trailing The range of these decelerations is being defined by the Maximum and minimum Accepted Deceleration In addition a reduction rate as meters per 1 m s is used to reduce the Maximum Deceleration with increasing distance to the emergency stop position Example The following parameters result in the graph shown below Necessary Lane Change Route Own Trailing Maximum Deceleration 3 50 3 00 m s 1 m s per Distance 300 200 Accepted Deceleration 1 00 0 25 m s m s 3 50 M 3 0 2 00 4 00 lane changer Own Trailing vehicle a 0 25 Bei dd ER ERE 2t T T T T 1000m 500m Emerg stop o vV VISS
142. d for all vehicle classes No 1 secures the conflict area during slow moving traffic and congestion within the roundabout No 2 contains the conditions for normal traffic conditions time gap Because traffic from the inner lane of the roundabout also affects entering vehicles of lane 1 an additional priority rule is required No 3 This one only needs a small gap time condition which again is valid for all vehicle classes 4 68 VISSIM User Manual Version 3 70 Non Signalized Intersections TRAFFIC TRANSIT NETWORK Querverkehrsst rungen f r einen zweistreifigen Kreisverkehr mit zweistreifiger Zufahrt green HGV Bus e Priority rules t 3 6s x 0m 180 km h rot Lkw Bus red HGV Bus for a two lane roundabout with a two lane entry lane 2 Legende legend t Zeitl cke min gap time x Wegl cke min headway v max Geschwindigkeit max speed gest rter Querschnitt stop line st render Querschnitt conflict marker The previously entered priority rules Nos 1 3 are valid for all vehicle classes In the case where a long vehicle within the roundabout passes the conflict area the minimum speed condition No 1 is not sufficient It could happen that vehicles entering the roundabout crash into an HGV truck To avoid this another priority rule needs to be added No 4 It needs to be placed at the same position as No 1 and is valid only
143. d in Checking the fill option creates a solid display as opposed to the default outline only if corresponding edit mode is not active The Label list box contains the options for text displays associated with the element A label may be switched on independently of the element display The Color option following the Label list box determines the text color of the label and the Size option determines the text size of the label The text on the network elements is initially placed at the center of the associated element It can be moved using the mouse when the editing mode of the corresponding network element is active and additionally the text editing mode selected a gt ser Manual Version 3 v VISSIM User M Version 3 70 5 15 GLOBAL SETTINGS Display of Network Elements x Element Color Fill Label Color V SignalHead Ml Number j Iv Detector Vv E Travel Time Iv Speed Decision E iv Speed Zone E Number m Iv Stop Sign I Iv Priority Rule Numbers m Iv Vehicle Input jm Name E Routing Dec El Iv Direction Dec m Name Iv Bus Tram Stop Iv Parking Lot M Node lt iv Pavement Mark E Link Connector Graphical Display Number z o NN Name r Name 2r Number E P Zone Number 12 v Name Iv Number m Number OK Cancel Tips a
144. d speed area right at the start of it After the reduced speed area ends the vehicle automatically accelerates to the desired speed that its previously was assigned to it A desired speed decision in contrast only affects the vehicle when it passes the decision cross section Each vehicle gets a fixed fractile value for speed distributions assigned when entering the network For example if the fractile is 40 the vehicle will always get the 4096 percentile of the desired speed distribution at desired speed changes If the fractile is 100 the vehicle will always get the maximum speed value of the distribution Tips and Tricks e A list of all speed decisions or reduced speed areas can be accessed by single right click outside the VISSIM network while the corresponding edit mode is active Alternatively the list can be accessed by NETWORK EDITOR SELECTION REDUCED SPEED AREA or DESIRED SPEED DECISION respectively e Reduced speed areas and desired speed decisions can be labeled with the numbers of the assigned speed distributions also If there is only one distribution the lower and upper limit of the distribution is displayed as well This can be done in OPTIONS GRAPHICS Network Elements OPTIONS 4 3 6 1 Reduced Speed Areas When modeling short sections of slow speed characteristics e g curves or bends the use of reduced speed areas is advantageous over the use of desired speed decisions Upon arriving at a redu
145. e Diagram The time time diagram shows green time against the time of preemption call for up to 4 signal groups phases VISSIM creates a separate diagram for each nested loop in relationship to the call time point of the first loop To get a time time diagram follow the steps outlined below 1 Use an external text editor to create a demand configuration file ZZD that contains up to 4 signal groups phases using the following syntax Configuration File for Time Time Diagram for VISSIM Test Loop 185p98s4 ZZD LSA 1 controller analyzed signal groups phases SGP 2 5 204 a gt ser Manual Version 3 v VISSIM User M Version 3 70 6 17 SIMULATION AND TEST Test of Signal Control without Traffic Simulation 2 Generate the time time diagram file with the extension AZZ via LOOP ANALYZE TIME TIME DIAGRAM Use the previously generated loop output file SLO It will have the following content A 2 5 2 X5 204 2 204 5 204 Q ij EH U 2 5 204 10 20 30 40 50 60 1 BBBBBBBBBBBBB DDDEAAAAAAAAAA 2 BBBBBBBBBBBBBB DDDEAAAAAAAAA 3 BBBBBBBBBBBBBCC DDDEAAAAAAAA 4 BBBBBBBBBBBBBCCC DDDEAAAAAAA 5 BBBBBBBBBBBBBCCCA DDDEAAAAAA 6 BBBBBBBBBBBBBCCCAA DDDEAAAAA T BBBBBBBBBBBBBCCCAAA DDDEAAAA 8 BBBBBBBBBBBBBCCCAAAA DDDEAAA 9 BBBBBBBBBBBBBCCCAAAAA DDDEAA 10 BBBBBBBBBBBBBCCCAAAAAA DDDEA The first column shows the time of preemption call of the test phase the heading line depicts
146. e condition and strategy as well as the additional parameters for the conditions can be set Label C Closure Link 10086 SC At 42 975 ft Time Intervals 1 Vehicle Classes 2 New 1 Edit 5 Pedestrian gt jeee Condition Destination parking lot fewer than Parking Lot Available space Strategy Same zone parking lot by benefit function Routing is based the same general costs of the edges as the route choice of the Dynamic Assignment in the current evaluation interval Much like the Dynamic Assignment paths the dynamic routing paths can be viewed in the Paths dialog box The only difference between this box and the Dynamic Assignment box is that From Zone is replaced by From Routing Dec To view this box select the route definition mode and choose NETWORK EDITOR AUTO ROUTING SELECTION 9 28 VISSIM User Manual Version 3 70 EN Optional Enhancements of the Model DYNAMIC ASSIGNMENT 9 7 6 Route Guidance With Dynamic Assignment the vehicles choose their routes to their destinations at departure time based on the general cost information collected in the preceding iterations of the simulation However VISSIM offers additionally the possibility to re route vehicles during their trips based on the current traffic situation in the current simulation iteration This method can be used to model vehicle route guidance systems Other than dynamic routing decisions the rerouting
147. e distribution etc ZZD Configuration file Configuration file containing signal groups phases to be evaluated in a time time diagram VISSIM User Manual Version 3 70 10 5 GLOSSARY OF FILES ASSOCIATED WITH VISSIM Dynamic Assignment Files 10 3 Dynamic Assignment Files Extension Name Content BEW Cost file Contains the current list of costs for the paths through the network CVA Convergence evaluation Contains volume and travel time values for the current run and previous runs FMA O D matrix file Contains the origin destination matrix for Dynamic Assignment WEG Path file Contains the current list of discovered paths through the network Trip Chain File lt not yet in use gt PCS Export file VS pCoq Spy export file SCH Raw Emission Data Input file for optional emission module WGA Path Evaluation Output Contains data collected on Dynamic Assignment paths WGF Path Evaluation Filter Contains a list of from and to nodes or parking lots data should be collected for WGK Path Evaluation Contains a list of evaluations that will be Configuration collected for each path 10 6 VISSIM User Manual Version 3 70 91 d Other Data Files 10 4 Other Data Files GLOSSARY OF FILES ASSOCIATED WITH VISSIM Extension Name Content B2H BEO to HPGL Conversion file to create a time space dia converter gram in HPG
148. e elements Using the MULTIPLE button the same selected elements will be added multiple times In the Selected Vehicle Elements section a selected element can be moved using the lt lt and gt gt buttons and deleted using the DELETE button or DELETE ALL for all contained elements 3D Vehicle Elements Path Preview CAvISSIM 30Modele ra nmrratadnr Ar z Add Multiple Selected Vehicle Elements lt lt Number of Elements 5 Delete Delete All Current Element 0 eu As soon as the 3D Vehicle Elements dialog box is closed the length of the vehicle is computed as the sum of the 3D elements e 3D vehicle is selected for the vehicle type the vehicle will be displayed in 3D mode as a colored box gt VISSIM User Manual Version 3 70 4 25 TRAFFIC TRANSIT NETWORK Automobile Traffic d e Due to the fact that 3D vehicle elements have a static length a length distribution can be defined by choosing different vehicle models with different lengths into the same distribution e Every modification within the Vehicle Element 2D dialog box will delete the link to the selected 3D model and a change within the SD Vehicle Element dialog will modify the parameters of the 2D vehicle If the link to the 3D model for the vehicle type is lost the vehicle will be displayed in 3D mode as a colored box Tips and Tricks e The color as chosen in the distribution or for a cl
149. e is loaded generally speaking at every start of a new iteration For each OD relation separately out of the set of all available routes VISSIM finds the cheapest and the most expensive route Then every route is discarded for which the excess cost compared with the cheapest route divided by the cost of the cheapest route is higher than the defined threshold factor for all evaluation intervals Both the threshold factor and the upper limit can be defined in the Reject paths with total costs higher by 75 Path Search dialog box It is than the total cost of the best path reached by pressing the button Limit number of paths to 999 EXTENDED in the Dynamic paths per O D relation Assignment dialog box Search paths for O D pairs with zero volume Search paths for O D pairs with zero volume If this option is selected new paths for empty parking lot relations are also searched A parking lot relation is empty if no volume is required in any of the involved O D matrices for the zone pair It is recommended to leave this option unselected default saving considerable amounts of memory in case of sparse traffic demand matrices Route closure Another method to influence the routing in Dynamic Assignment is to manually close subroutes a sequence of links and connectors in the network The subroute to be closed is defined in the same way as a static route is defined i e they have a starting point and an destination po
150. e iteration process is offered by the convergence evaluation output file VISSIM writes to this file a statistic evaluation of the differences in travel times and volumes for all edges and paths from the preceding to the current iteration See section 8 26 for a description of the file format The non converging paths in the last iteration can be displayed within the Paths dialog NETWORK EDITOR AUTO ROUTING SELECTION A path doesn t converge in a time interval if the travel time percentage difference between the previous and the last iteration is bigger than the percentage defined in the convergence dialog The Paths dialog displays the previous and the last travel time for each time interval where a path is not converging 9 8 4 Route Search Control and Local Calibration The Dynamic Assignment process can be controlled by the user in several ways Control becomes necessary if the assignment result differs from real world observation although the road network and infrastructure are modeled correctly That may happen because for obvious reasons the decision model in VISSIM cannot cover the complete range of factors to influence of the real drivers decision behavior Thus VISSIM offers several means to control the use of certain parts of the network during Dynamic Assignment route choice Surcharges One method to model the behavior that some parts of the road network attract more or less traffic than expected the cost of VISSIM links and c
151. e one link with the number of lanes equal to the number of lanes on the main freeway plus the number of lanes merging onto the freeway e There should be only one connector after the merge link weaving section to the main freeway For graphical reasons an additional dummy link not a connector can be added at the end of the merging lane s to smoothen the lane reduction e The through movement needs to follow a route in order to prevent it from using the acceleration lane s This route must end no sooner than on the main link after the merge link Additionally the Lane Change distance for the connector downstream from the merge link weaving section must be larger than the length m VISSIM User Manual Version 3 70 4 73 TRAFFIC TRANSIT NETWORK Non Signalized Intersections of the merge link itself If this is not the case a vehicle from a through lane may change to the acceleration lane merging lane and then needs to get back to the main link thus producing unrealistic lane changes e The routes of the merging traffic must also extend past the merge link weaving section If not vehicles on the merge link will not know that they need to change lanes in order to get on to the main link prior to the end of the merging lane s See below for an illustration of a one lane merge into a three lane freeway both in normal and middle of link display 4 74 VISSIM User Manual Version 3 70 Signalized Intersections TRAFFIC T
152. e option RECORDING activated or e using the macro editor In case of creating a macro file for a fixed test run for multiple control scenarios follow the steps outlined below 1 Select the menu item TEsT and mark the item RECORDING with a single left mouse button click When reopening the menu item TEST a check mark appears in front of the RECORDING menu item 2 Interactively place the desired detector actuations with TEST CONTINUOUS or TEST SINGLE STEP as outlined in Section 6 5 1 3 Terminate the test run with STOP Because of the activated recording function a macro file with the extension M I will be created 4 Modify the parameters of the control logic and repeat the same set of detector calls with TEST MACRO RUN To evaluate a control logic with different but similar test runs use the macro editor as described below 1 Create a macro data file through interactive place Comment Period 64 ment of detector calls as outlined above SCJ Det Type From Until 2 Create similar test macros Cancel using the macro editor ESCHE TEST Macro EDIT The Macro Editor dialog Edit Tel box appears WEE 3 Delete existing actuations B n by highlighting the appro 3 priate line and select the ben ype DELETE button sc fi Cycle Time Single Contin 4 Insert an additional s aah actuation by first defining signal controller SC Repeat
153. e search for the best route for each O D pair in each iteration of the Dynamic Assignment Since the traffic situation and thus travel times change from iteration to iteration as long as convergence is not reached we will find different best routes in the iterations All routes found i e all routes that have qualified at least once as a best route are collected in an archive of routes and are known in all later iterations These routes are all stored in the path file extension WEG The criterion for the best route is the general cost That implies that for different vehicle types different best routes can be found because the parameters of the general cost function are type specific Route search is done at the beginning of each evaluation interval and is based on the expected general cost for this interval computed from the preceding iterations Since in the very first iteration no travel time information from preceding simulation runs is available the cost is evaluated by replacing the travel time with the distance in m Thus for the initial route search also link connector costs are taken into account For every subsequent iteration the edges in the network that have not been traveled by any vehicle have a default travel time of only 0 1 second This way it attracts the a gt ser Manual Version 3 v VISSIM User M Version 3 70 9 21 DYNAMIC ASSIGNMENT Route Search and Route Choice route search to build routes includ
154. e selected interval s and area s will be written to the animation file during the next simulation run After the simulation run the RECORDING option will be deactivated automatically 6 6 VISSIM User Manual Version 3 70 91 Recording Video files SIMULATION AND TEST 6 4 Recording 3D Video files VISSIM can record a video of a 3D simulation run using the AVI format To set up VISSIM to record an AVI file follow the steps outlined below 6 4 4 Recording Options VISSIM records AVI files that will be played at a constant rate of 20 frames pictures per second As each simulation time step results in one picture the actual playback speed of the AVI file results from the number of time steps per simulation second during the recording When 10 time steps are chosen recommended value the playback speed is twice as fast as real time When using only 1 time step then the resulting playback speed will be 20 times faster as real time There are two optional features that are associated with AVI file recording e SIMULATION ANTI ALIASING Special algorithm to reduce jaggies i e pixel edges caused by the screen resolution When this option is enabled AVI recording is much slower but produces a video file of higher quality e SIMULATION STEREO 2 AVIS Produces two AVI files the second one with slightly different camera location This feature allows for production of a stereoscopic movie special equipment needed for vi
155. earch and Route 9 19 9 6 1 Routes and their nennen nns 9 19 9 6 2 Route Choice 9 6 3 Route Search 9 6 4 Route Visualization essen emm emm emere 9 22 9 7 Optional Enhancements of the 9 23 9 7 1 Multi class Assignment sss 9 23 9 7 2 Parking Lot Choice u an een 9 24 9 5 9 Detour Detection 9 26 9 7 4 Correction of Overlapping Paths esse 9 26 9 7 5 Dynamic Routing Decisions esssssssssseeeeemern 9 28 9 7 6 ROUTE GUIDANCE urn 9 29 9 8 ASSIGNMENT s uiii rue en 9 30 9 8 1 Path Evaluation Bild ansehe 9 30 9 8 2 Iteration eem enm 9 30 9 8 3 Convergence Control ener nnn 9 31 9 8 4 X Route Search Control and Local 9 32 9 8 5 Generation of Static Routing ssseeeeneee 9 35 9 8 6 Summary of the Dynamic Assignment 9 35 10 Glossary of Files associated with VISSIM 10 1 10 1 Simulation Output Files 2 2 orn senken 10 2 10 2 Test Mode Files een 10 5 10 3 D
156. ed logical AND condition Both the stop line and the conflict marker s can be defined for certain vehicle classes only In addition a maximum speed can be defined for vehicles on the major road Then only vehicles that approach the conflict marker at a speed below the max speed will be considered by the headway of the priority rule 4 62 VISSIM User Manual Version 3 70 Non Signalized Intersections TRAFFIC TRANSIT NETWORK Tips and Tricks e VISSIM supports multiple conflict markers green bars for each stop line red bar Thus multiple rules can be applied to the same stop line red bar e Conflict markers and stop lines can either be lane or link specific Thus modeling can be simplified However if different parameters for each lane or if different stop line positions are needed lane specific markers and stop lines need to be defined d e The conflict marker green bar recognizes vehicles on all connectors that enter the link before the position where the conflict marker is located This behavior causes problems if the waiting vehicle is also recognized by the conflict marker for example if the waiting vehicle is within the headway range of the conflict marker To avoid this problem a conflict marker on a link should always be placed at a position prior to the position where any relevant connectors enter that link e Ifat a set of priority rules one or more vehicles wait for themselves or one another gr
157. ed speed difference distance and the individual characteristics of driver and vehicle The driver switches from one mode to another as soon as he reaches a certain threshold that can be expressed as a combination of speed difference and distance For example a small speed difference can only be realized in small distances whereas large speed differences force approaching drivers to react much earlier The ability to perceive speed differences and to estimate distances varies among the driver population as well as the desired speeds and safety distances Because of the combination of psychological aspects and physiological restrictions of the driver s perception the model is called a psycho physical car following model For each driving behavior parameter set the following parameters can be defined Wiedemann R 1974 Simulation des Stra enverkehrsflusses Schriftenreihe des Instituts f r Verkehrswesen der Universit t Karlsruhe Heft 8 Wiedemann R 1991 Modelling of RTI Elements on multi lane roads In Advanced Telematics in Road Transport edited by the Comission of the European Community DG XIII Brussels o vV VISSIM User Manual Version 3 70 5 5 N GLOBAL SETTINGS Driving Behavior Edit driving behavior parameter set x Number urban motorized Lane Change Lane Change Behavior Free Lane Selection gt Waiting time before diffusion sooo 5 Min Headway front rear oso m
158. ed the next step in coding a VISSIM network is to trace links Therefore look for all of the approaches to an intersection and determine the number of lanes both on the approach and within the intersection where each lane of the approach is Each approach and section will be represented by one link Start with the major roadways A link cannot have multiple sections with a different number of lanes Thus multiple links need to be created for each section If for any reason the number of lanes needs to be changed once a link has been created the split command can be used EDIT SPLIT LINK or F8 can be used to split the link at any position Modeling techniques e Create a link for one direction first model its curvature and then use Opposite Direction to create a similar shaped link in the opposite direction e Connectors rather than links should be used to model turning movements e Links should not turn corners at an intersection but should be extended to almost the center of the junction if different number of lanes do not allow for a through link 4 2 2 1 Graphical Editing For all subsequent actions the Links and Connectors mode X needs to be active Desired action How to do Create 1 With the right mouse button click at the desired start position of the link drag the mouse in the direction of flow to the destination position and release the mouse button 2 Editthe link data for details see below Select Left c
159. ed as below e selecting the routing decision red bar it is then shown in highlighted red Then all the destinations of that routing decision are shown in dark green A route is then shown if the destination link connector is selected and the route destination green bar is clicked The yellow band represents the current route alignment link connector sequence It can be changed by using intermediate points to drag part of the route on a different link connector In contrast to intermediate points of links and connectors for routes these are temporary only A single right mouse button click on the yellow band creates a temporary intermediate point This point can then be dragged onto another link using the left mouse button VISSIM then calculates a new link sequence via the new intermediate point and any 4 44 VISSIM User Manual Version 3 70 91 Automobile Routing Turning Movements TRAFFIC TRANSIT NETWORK existing intermediate points Intermediate points can be removed by dragging them onto another point This also causes VISSIM to recalculate the link sequence A single left click outside the yellow band accepts the currently shown link sequence thus completing the modification of the route alignment d e Intermediate points of a route are not saved with the route they disappear as soon as the yellow band disappears In order to not modify a previously adapted route by accident it is necessary to use two more interm
160. ed departure which is defined by the slack time fraction 4 5 2 5 Modeling a Variation of Arrival Times In reality transit vehicles do not enter the simulated network section exactly according to schedule Their network entry is randomly distributed around their a gt ser Manual Version 3 v VISSIM User M Version 3 70 4 59 TRAFFIC TRANSIT NETWORK Transit Public Transport scheduled time e g 1 min In order to model this random arrival in VISSIM follow the instructions below 1 Create a dummy transit stop at the beginning of the transit route typically on the dedicated link Make sure the end of the stop is far enough away 50 100m depending on the speed from the start of the link so that the transit vehicle can securely stop Include the dummy stop in the transit line 3 Assign a dwell time distribution to the dummy stop For example a mean value of 60 seconds and a standard deviation of 20 seconds could be chosen The actual departure time at the dummy stop would then be normally distributed between 0 and 2 minutes 9996 value 4 Consider the dwell delay at the dummy transit stop average dwell time of 60 sec for all other scheduled departure times 4 60 VISSIM User Manual Version 3 70 91 Non Signalized Intersections TRAFFIC TRANSIT NETWORK 4 6 Non Signalized Intersections 4 6 1 Priority Rules Right of way Designation VISSIM designates the right of way for conflicting movements with the
161. ed signals e g VAP or NEMA see section 4 7 Enter signal heads in network see section 4 7 1 Enter detectors for intersections controlled by traffic actuated signal control see section 4 7 2 Enter stop signs for right turns on red see section 4 6 2 Enter priority rules for permissive lefts right turns on red pedestrian crosswalks see section 4 6 1 Create dwell time distributions and place transit stops in network see sections 4 3 1 6 and 4 5 1 Create transit lines see section 4 5 2 Setup for output files e g travel time segments delay segments queue counters data collection points see chapter 8 91 m VISSIM User Manual Version 3 70 ix IMPORTANT NOTICE TO USERS OF PREVIOUS VISSIM VERSIONS The 3D model and color assignment for a vehicle type is done through distributions see sections 4 3 1 7 and 4 3 1 8 for details Thus definition of vehicle model appearance is to be done in the distribution rather than in the Vehicle Type dialog box New two column toolbar All toolbar options are now shown at all times no more secondary toolbars The three network editor modes Create links Edit links and Connectors are combined into one mode Links and Connectors Thus some link and connector handling commands have slightly changed see sections 4 2 2 and 4 2 4 for details Partial routes now affect transit routes lines as well A rerouting of transit vehicles can be avoided by restrictin
162. ediate points as pins similar to pins in a rubber band which enclose the area to be modified Thus when dragging an intermediate point between the pins only the part between the pins will be recalculated Deleting Routes To delete one route either e open the list of all Routes right click outside the VISSIM network selecting the route to be deleted and press the DELETE button or e drag the route destination point green bar out of its link To delete all routes of a routing decision e Click on the Routing Decision mode button to make sure that no routing decision is shown in highlighted red select the link connector of the routing decision and drag the routing decision point red bar out of its link connector How Routing Decisions come into Action During the simulation each vehicle that passes a routing decision point is assigned a specific route unless it already has a route assigned to it The stochastic distribution onto multiple routes at a single routing decision point is based on a Monte Carlo methodology in other words the percentage of vehicles on each route corresponds directly to the routes designated relative flow volume A vehicle that has been assigned to a specific route chooses its travel lane on multiple lane roadways independently so that it can reach the next connector along its route As soon as it reaches a certain range defined as LANE CHANGE parameter of the n
163. edicates the detector for a certain transit line only If a detector is needed for some but not all routes a separate detector has to be defined for each line These detectors may be coded with the same number The parameters of an existing detector can be accessed by double click while the Define edit detectors mode is active It can be moved within its link or deleted moving outside its link by dragging it Tips and Tricks Exponential smoothing is a way of leveling out the occupancy rate of a detector This is necessary because detectors are either occupied or not and because of that they do not provide enough information to make signal control decisions Exponential smoothing allows for calculation of an occupancy rate using the last t seconds Here is the equation it uses s t alpha x 1 alpha s t 1 Where s t is the new exponential smoothed value s t 1 is the old exponential smoothed value 1 second before is the new detected value alpha is the smoothing factor 0 1 So the new exponentialy smoothed value is a weighted average of the new detected value and the exponential smoothed value after the last simulation second The new detected occupancy rate has a weight of alpha and the old smoothed value a weight of 1 alpha In VISSIM the user can enter two different values for alpha one for increasing x values used if x is bigger than s t 1 and one for decreasing x values used if x is smaller than s t
164. ehicle class refers to one vehicle type with the same name More than one vehicle type is to be included in a vehicle class if they incorporate a similar general driving behavior but have different vehicle characteristics e g acceleration values If only the shape and length of a vehicle is different they can be placed in the same type using the vehicle model and color distributions Example 1 The models Car1 to Car6 refer to different models with different colors yet similar driving behavior Therefore they can be VISSIM User Manual Version 3 70 4 27 TRAFFIC TRANSIT NETWORK Automobile Traffic placed into one vehicle type using a model distribution with the six different models Example 2 Standard and articulated busses only differ in length thus they can be placed into one type with a distribution of two models Vehicle Preset static categories of vehicles that incorporate similar vehicle category interaction E g the vehicle category tram does not allow for lane changes on multi lane links and does not oscillate around its desired speed Every vehicle type is to be assigned to a vehicle category 4 3 3 1 Vehicle Types In addition to the default vehicles types Car HGV Bus Tram Bike and Pedestrian new vehicle types can be created or existing types modified by selecting NETWORK EDITOR VEHICLE TYPES As one of the NEW or Copy buttons is pressed the dialog box Vehicle Type wil
165. ehicle travel definitions trip chain each one composed of one or more trips A trip chain is associated with a vehicle and identified by three numbers e Vehicle number e Vehicle type e Origin zone number After this header one or more trips follow A trip is defined by a group of four numbers e Departure time 9 14 VISSIM User Manual Version 3 70 a gt Traffic Demand DYNAMIC ASSIGNMENT e Destination zone number e Activity number e Minimum stay time The departure time of the next trip depends on the arrival time in that zone and on the minimum stay period for this activity The specified departure time for the next trip will be taken in account only if the minimum stay time is guaranteed If a vehicle arrives too late the departure time is corrected to the sum of the actual arrival time plus the minimum stay time Format Description of Trip Chain File FKT The trip chain file is line oriented i e each line specifies a trip chain a sequence of trips for an individual vehicle The actual trips of a trip chain are formatted on groups of four columns with the exception of the first three columns which specify the vehicle and origin zone Each column must be separated by semicolons The format description follows in BNF Backus Naur Form trip chain file version trip chain gt version real nl trip chain vehicle vehicle type origin trip lt nl gt
166. elected Parameters all available parameters Parameter Selection and Vehicle Class enabled only for some parameters The selected parameters will be saved to a configuration file with the extension KNK Node E valuation Configuration xi Selected Parameters Parameter Selection Node Number Yeh Movement Total Delay Time Time from Stopped Delay Time to Stops From Link Persons Person Dela Maximum Queue Length Average Queue Length Total Delay Time fall veh types Maximum Queue Length Vehicle Class zi all veh types v Up Down Remove Insert also with double click Average delay per vehicle s All Vehicle Types Configuration File nw715pm knk Cancel 8 12 3 Results The results from a Node Evaluation are formatted as turning movements an saved to a file with the extension KNA Each turning relation is named using the approximate compass directions N NE E SE S SW W NW of its first and last link at the node boundary with North direction facing to the top of the VISSIM network E g NE S is a movement entering from the North East and leaving to the South The two link numbers can be written to the evaluation file as well to avoid ambiguity two parallel turning relations with identical first and last links do look identical All results are aggregated over a user defined time period for time intervals with a user defined length The evaluation file contai
167. emissions for zp Files Data Collection mes Vehicle Record fzp Compiled Data Collection Raw mer SC Detector Record ldp Node Evaluation kna 6 4 VISSIM User Manual Version 3 70 91 Animation SIMULATION AND TEST 6 3 Animation For the purpose of reviewing simulation runs and ease of presenting those runs VISSIM offers the option of recording simulation sessions and saving them as animation files ANI These files can be recorded at any time interval during the simulation and played back from any point within the VISSIM network and at any speed supported by VISSIM Unlike simulations animation files can be run in forward and reverse allowing presenters and analysts to replay a selected sequence easily Animation files do not support the runtime analysis tools that can be used during and after a simulation These are separate files generated during the simulation Animation files do support the recording of the Alternative Link Display To get Alternative Link Display output during an animation VISSIM must show alternative display graphics during the simulation already see section 5 3 1 The best way to verify that you will get Alternative Link Display output in the Animation file is to make sure that you can view it during the simulation Since an animation file only replays the graphics the animation runs are much faster than the actual simulation rU To record an animation follow the steps Reco
168. ength m within time interval Max maximum queue length m within time interval Stop number of stops within queue Time Avg Max Stop Avg Max Stop Avg Max Stop Avg Max Stop No 520 520 520 531 531 531 532 532 532 534 534 534 600 12 325 155 10 73 G25 12 73 51 2 1 6 1200 12 525 19 5 3s 58 7 49 34 2 20 1800 17 45 12 4 36 43 y 73 36 1 2 Te 2 a gt ser Manual Version 3 v VISSIM User M Version 3 70 8 13 EVALUATION TYPES Green Time Distribution 8 5 Green Time Distribution VISSIM records the cumulative number of green and red durations as well as the mean and average green and red time for each signal group phase This information is useful for evaluations of vehicle actuated signal controls 8 5 4 Definition No additional definition required 8 5 2 Configuration No additional configuration required 8 5 3 Results The following example shows extracts of an output text file zv The title of the file is followed by the simulation comment as set in the global parameters and the duration of the evaluation For every signal control then follows a separate block for the Average Green Times and the Green and Red Times both as numbers and as text graphs The columns within the green and red time tables represent the individual signal groups phases j while the rows represent the green and red time durations up to 120 seconds i Every table entry
169. ep basis as small as one tenth of a second It then determines the signal status for the following second and returns this information to the traffic simulator detector p i values traffic flow model traffic control traffic control fixed time vehicle actuated programs signal controller i e VS PLUS TRENDS TRELAN SDM microscopic following model for cars trucks and buses in a network signal aspects of each signal group analysis cross section measurements Vi SS IM travel time analysis queuing analysis fime space diagrams traffic in towns simulation Verkehr in St dten Simulation Communication between traffic simulator and signal state generator EY 1 4 VISSIM User Manual Version 3 70 a gt Traffic Simulation Model INTRODUCTION AX front to rear distance perception threshold unconscious reaction reaction deceleration collision difference of velocity AV increasing distance decreasing distance Car following logic Wiedemann 1974 Essential to the accuracy of a traffic simulation model is the quality of the actual modeling of vehicles e g the methodology of moving vehicles through the network In contrast to less complex models using constant speeds and deterministic car following logic VISSIM uses the psycho physical driver behavior model developed by WIEDEMANN 1974 The basic concept of this model is that the driver of a faster
170. er Veh Tram Number Veh Bus Number Veh HGY Number Veh Car Number Veh all vehicle types Motor temp Number Veh Occup Rate all vehicle typ amp 1 Car HGV 3 Bus Speed Mean HGY People 5 5 Pedestrian Speed Mean Car QueueDel Tm uu 6 Bike Speed 0 0 10 0 Tram Speed 10 0 20 0 Tram Speed 20 0 30 0 Tram Speed 30 0 40 0 Tram ig Down Remove Insert Speed km h Configuration File lux567 qmk Cancel The selected data is displayed within the list box to the left Layout of Columns Using the UP and Down buttons allow to change the sequence of the selected data as it will appear within the compiled output file The contents of the list box can be changed using REMOVE and INSERT buttons Depending on the Parameter the Function and Class Bounds fields may offer additional specification for the chosen parameter Finally the data collection can be restricted to certain Vehicle Classes The configuration will be saved to an external file OMK DI VISSIM User Manual Version 3 70 8 9 EVALUATION TYPES Data Collection While in data collection points edit mode a list of all defined data collection points can be accessed by right clicking outside the VISSIM network or by the menu command NETWORK EDITOR SELECTION DATA COLLECTION POINT 8 3 3 Results The following extract shows an example of a compiled output text file MEs T
171. ery computer where the AVI file is to be shown Tips and Tricks As video compression codecs are dependent of the Windows installation it is recommended to use a codec that is widely used in standard installations Among these is Microsoft Video 1 Another one with better compression options is Microsoft MPEG 4 Video Codec V2 o Vi VISSIM User Manual Version 3 70 6 11 UN SIMULATION AND TEST Test of Signal Control without Traffic Simulation 6 5 Test of Signal Control without Traffic Simulation VISSIM offers the Test function to analyze a signal control logic s behavior with various detector call scenarios without actually modeling traffic flows Detector calls are generated through interactive mouse clicks or pre recorded macros The Test function is helpful when debugging a newly developed control logic especially if it contains only sporadically used functions such as railroad preemption transit signal priority or queue flush out VISSIM discriminates between the following detector actuations Single Actuation Increasing impulse vehicle front and decreasing impulse vehicle end within one second Repeated Actuation Increasing and decreasing impulse during every second equivalent to a single actuation each second Continuous Actuation Single impulse increase impulse decrease only after explicit termination of actuation 6 5 1 Interactive Placement of Detector Calls To place detector calls actu
172. es from the last simulation run where a path file weg was written to several VISUM route files one per Dynamic Assignment evaluation interval These files can be read by VISUM e g to create a volume diagram or to calculate a matrice correction with VStromFuzzy a gt ser Manual Version 3 v VISSIM User M Version 3 70 3 19 TRAFFIC TRANSIT NETWORK 4 TRAFFIC TRANSIT NETWORK o vV VISSIM User Manual Version 3 70 4 1 UN TRAFFIC TRANSIT NETWORK Overview 4 1 Overview The basic element of a VISSIM traffic transit network is a link representing a single or multiple lane roadway segment that has one specified direction of flow A network can be built by connecting links with connectors Only connected links allow for continuing traffic Links that simply overlap without a connector have no interaction with each other Network elements can be defined at any location within the traffic and transit network See below for a simple example network Simple network in normal display Simple network in center line display The roadwork is displayed in dark gray The same roadwork is displayed as the showing an intersection with three legs center lines of the links blue and and two pedestrian crossings connectors purple The junction is signal controlled with signal heads and detectors Additionally some movements are secured by priority rules The colors of the network eleme
173. es over the desired speed decision Only then it reacts to the new speed either by acceleration or deceleration according to its desired acceleration deceleration function The typical application is the location of a speed sign in reality Other applications include entries or exits of urban areas or narrow lane widths average speed drops Defining a Desired Speed Decision Prior to defining a desired speed decision at least one desired speed distribution needs to be defined see section 4 3 1 1 1 Select the Desired speed decisions mode button 2 Select the link connector where the desired speed decision should occur 3 Right click at the location of the speed decision on the selected link decision point The Create desired speed decision dialog opens 4 For each vehicle class passing that link connector define the appropriate speed distribution see below 5 Confirm with Ok For multi lane links desired speed decisions need to be defined for each lane separately Thus different characteristics can be defined for each lane a gt ser Manual Version 3 v VISSIM User M Version 3 70 4 37 TRAFFIC TRANSIT NETWORK Automobile Traffic Desired Speed Decision properties The properties of a desired speed decision can be accessed by selecting the corresponding link connector and double clicking with the left mouse button on the desired speed decision Number Unique identification of xi the desired speed dec
174. es to be used for each vehicle type of this composition Therefore it is not necessary to enter values strictly between 0 0 and 1 0 but it is also possible to enter vehicle flows instead of percentages e Desired Speed The speed distribution to be used for the specified vehicle type when entering the VISSIM network Additional parameters such as Catalytic Converter Temperature Distribution and Cooling Water Temperature Distribution are available only in conjunction with the optional VISSIM emission module 4 3 5 Vehicle Inputs Traffic Volume The user can define time variable traffic volumes to enter the network Traffic volumes are entered for a specific link and time period in vehicles per hour even if the time period is different from one hour Within this time period vehicles enter the link based on a Poisson distribution If the defined traffic volume exceeds the link capacity the vehicles are stacked outside the network until space is available again If any stacked vehicles cannot enter the network within the defined time interval a message is written to a log file same name as input file with extension ERR and the user is notified at the end of the simulation Input flows do not need to be defined when Dynamic Assignment is used as then the flow information is contained in the OD matrices Defining Vehicle Inputs Prior to defining vehicle inputs at least one traffic composition needs to be defined see section 4 3 4
175. ewing 6 4 2 Keyframes In order to use different viewing locations within an AVI file a predefined set of camera locations may be used These locations are called keyframes In order to use them for recording an AVI file the keyframes need to be defined prior to the recording Keyframes are saved in the VISSIM network file inp 6 4 2 1 Defining Keyframes In order to define keyframes the 3D graphics mode needs to be active 1 Position the 3D view as desired for the keyframe o vV VISSIM User Manual Version 3 70 6 7 IN SIMULATION AND TEST Recording 3D Video files 2 Select SIMULATION EDIT KEYFRAMES The Keyframe dialog box appears containing a list of all keyframes currently defined 3 Press NEW to create a new keyframe entry in the list Define the keyframe parameters see below and confirm with Ok 4 The 3D view may be changed even while the Keyframe dialog box remains open Doing so allow to create a series of keyframes Simply repeat steps 1 and 3 for every keyframe to be added 5 After all keyframes have been created close the list of Keyframes with Ok 6 4 2 2 Keyframe Properties The properties of a keyframe can be accessed by selecting SIMULATION EDIT KEYFRAMES selecting the desired item from the list and pressing EDIT Name Label or comment e Starting Start time of this keyframe in Name Stat simulation seconds Starting 0 0 Sim Sec e Dwell Time The time the simulation
176. ext downstream connector that is included in its route it tries to change to a lane that leads to this connector From this point the vehicle will not change to a lane not leading to the VISSIM User Manual Version 3 70 4 45 TRAFFIC TRANSIT NETWORK Automobile Routing Turning Movements connector for the purpose of passing a slower vehicle except when it approaches a transit vehicle that stops A lane change is indicated in 2D graphics with a short red bar at the front of the vehicle indicator or as a flashing indicator in the 3D model if it has been defined within the 3D model With urban driving behavior vehicles on the destination travel lane of the indicating vehicle will then cooperate in allowing the vehicle to change lanes Note Vehicles assigned to a specific route and waiting for a gap to merge will be removed from the network after a waiting period of 60 seconds to avoid unrealistic backups The assumption is that in reality those vehicles would have forced their way into the flow d As with any decision point the routing decision affects a vehicle only the time step after it has crossed the decision point Therefore the distance between a routing decision point and the first connector should be at a minimum equal to the distance a vehicle travels with the highest desired speed within one time step Tips and Tricks e If VISSIM cannot find a connection between the routing decision point red
177. f 60 seconds can be changed in the driving behavior parameter set see section 5 2 4 46 VISSIM User Manual Version 3 70 91 Automobile Routing Turning Movements TRAFFIC TRANSIT NETWORK 4 4 2 Direction Decisions As stated above direction decisions should be used only when routing decisions cannot be used Direction decisions remain from VISSIM when routing decisions did not exist To define a direction decision take the following steps 1 Select the Direction Decision mode button Kr 2 Select a link with a single left button mouse click VISSIM User Manual Version 3 70 4 47 TRAFFIC TRANSIT NETWORK 3 Select the desired location for the direction Number decision point the selected link with a single Name right button mouse click Label Vehicle Classes The dialog box Create 1 m direction decision appears 2 HGV Lane h 3 Bus 4 Select the desired direc 4 Tram tion of this decision point At 33 240 ft 5 pedestrian zl Desired Direction Rate 1 000 ee From Until Automobile Routing Turning Movements 0 s Right C Lane C Left C None 3600 s L Select the class es of vehicle to be affected by the direction decision Vehicle Classes Define the percentage of vehicles to be affected by the direction decision Rate Example An input of 1 000 results in all vehicles of the selected type being affected by the direction decisio
178. fined for the period of 1 hours from 0 00 to 1 30 a gt ser Manual Version 3 v VISSIM User M Version 3 70 9 13 DYNAMIC ASSIGNMENT Traffic Demand Example of an OD matrix time interval in hours 0 00 1 30 scaling factor 1 0 number of zones 8 zones 10 20 30 40 50 60 70 80 number of trips between zones 0 180 200 170 60 120 150 200 170 0 190 140 110 160 120 180 190 250 0 90 130 170 130 100 200 200 180 0 140 110 110 150 150 100 120 130 0 30 190 160 20 180 260 100 10 0 140 170 140 190 120 100 180 130 0 120 190 170 90 140 150 160 110 0 9 4 2 Trip Chain Files With Dynamic Assignment it is also possible to supply traffic demand of a simulation with trip chains In contrast to OD matrices a trip chain file allows to supply the simulation with more detailed travel plans for individual vehicles however the coding effort is much higher VISSIM internally works with trip chains only If OD matrices are used a pre processing algorithm generates trip chains from these matrices Thus it is possible to mix traffic demand by OD matrices and trip chains in the same simulation To provide traffic demand with x trip chains in the Dynamic Assignment dialog box check the option associated with the button TRIP CHAIN FILE Then press TRIP CHAIN FiLE and select a single file with the extension FKT tripchains2 fkt Matrix demand fma n Edit New A trip chain file contains a set of individual v
179. g box which is accessible by selecting Paths Dynamic Ass in the Offline Analysis File dialog box OPTIONS EVALUATIONS FILES ine Filter allows for evaluation of selected paths only and for a user defined time interval From 0 e C Parking Lots From Until Until 99999 s Zones It be used either with Parking Lots or From Zones Whenever one of 2 the two options is selected the settings of the non selected option are irrelevant Path evaluation is done only for the selected relations The filter configuration is saved to Filter File 3path wgf To zi Cancel a with extension 8 25 3 Results As the output format is user definable there are no default results One possible output format is shown below Evaluation table TimeFrom Time intervall start TimeTo Time interval end OrigZ Origin zone number DestZ Destination zone number PathNo Path number see legend Dist Distance m TravTimeDiff Percentage difference to travel time from previous iteration TotCost Total Cost using the vehicle type s coefficients Vehicle Type 1 Volume Number of vehicles started on the path Vehicle Type 1 Path 1 from zone 1 to zone 2 through node s 2 3 TimeFrom TimeTo OrigZ DestZ PathNo Dist TravTimeDiff TotCost 1 Volume 1 0 0 600 0 1 2 1 339 24 0 68 22 00 79 600 0 1200 0 1 2 1 339 24 0 27 21 58 85 1200
180. g the vehicle classes of the routing decision see section 4 4 1 for details More hotkeys The range of keyboard shortcuts hotkeys has been greatly expanded see section 3 3 2 for details As the car following and lane change models have been improved especially for merging areas the simulation results may be different when comparing with an earlier version Due to new program features a network file saved with version 3 70 cannot be read in any older version of VISSIM Dynamic Assignment Parking lots cannot be assigned to more than one zone any more A parking lot from an old VISSIM network file that is assigned to more than one zone is converted to several parking lots assigned to one zone each North American licenses Optional module NEMA available which includes an interface to the standard NEMA controller type see section 4 7 3 3 Optional TEAPAC and SYNCHRO import module available see section 3 6 2 x VISSIM User Manual Version 3 70 91 IMPORTANT NOTICE TO USERS VERSIONS PREVIOUS TO VISSIM 3 60 _ IMPORTANT NOTICE TO USERS VERSIONS PREVIOUS TO VISSIM 3 60 For users of Dynamic Assignment The file format and interpretation of the time in matrix files FMA has been changed in order to make it fully compatible with VISUM e A time value of 1 50 is now interpreted as 1 hour 50 mins rather than 1 hour 30 mins 1 5 hrs e The time stated in the matrix is now the absolute time of
181. gardless of the presence of conflicting traffic while the priority rule deals with conflicting traffic looking for minimum gap time and headway etc STOP signs are coded as outlined below 1 Select the Define edit stop EHETE x signs mode button Ie Number 2 Select the link on which vehicles will have to stop Name Stop sign one 3 With a right click define the Label location on the selected link Location en should stop Link 2 Only on Red 4 The dialog box Edit Stop bane sch 9 Sign appears in which the At 73 570 m SG actual position of the stop sign can be edited as well Time Distribution as the dwell Time 7 With Time Distribution Distribution lf no time distribution is selected the Veh Class Time Dist dwell time will be one time SCRE Edit step To create a distri bution see section 4 3 1 6 New 5 When using a distribution a Delet new entry to the list of vehicle class specific S lt I distributions must be created for each vehicle Yehicle Class 2 HGY class This is being done by clicking the NEW button and the mei E 0 0 60 0 E Vehicle Class dialog box appears Cancel a vehicle class and the distribution that it will use must be selected If a vehicle class is not represented in the list it will not recognize the stop sign 4 72 VISSIM User Manual Version 3 70
182. gdom Yugoslavia cityplan cityplan cz Transport Planning Service phone 39 075 5058823 fax 39 075 500990 tps pg ptv it TERI phone 82 2 2254 2564 fax 82 2 2254 2565 kijoonkim korea com VIALIS phone 31 23 5189 137 fax 31 23 5189 111 willem mak vialis nl SMDI Consultants Inc phone 63 2 634 6973 fax 63 2 6311617 mvt skyinet net BIT phone 48 618 351973 fax 48 618 320044 cejrowski bit poznan com pl PTV Scandinavia AB phone 46 31 743 7575 fax 46 31 701 7320 hans orn vips se IR Data phone 421 903 415035 fax 421 7 62859698 ir irdata sk Africon Engineering Intern phone 27 12 427 2726 fax 27 12 427 2750 ptvsupport africon co za BB amp J Consult S A phone 34 91 504 6326 fax 34 91 504 4986 jbustinduy bbj es PTV Swiss AG phone 41 31 3592 464 fax 41 31 3592 455 rudolf haenni ptvswiss ch Oscar Faber Group Ltd 44 131 313 7600 fax 44 131 313 7699 lan Dudgeon fabermaunsell com CEP phone 381 11 413122 fax 381 11 422562 cep cep co yu VISSIM User Manual Version 3 70 and Use Restrictions Disk Warranty DISCLOSURE Although you are encouraged to make a backup copy of VISSIM for your own use you are not allowed to make unlimited copies The Software may be used only on a single computer owned leased or controlled by you at any one time The Software is protected by the copyright laws that pertain to computer Software It is illegal to give copie
183. ght distribution A weight distribution is only used for vehicles of category HGV Along with the power distribution it affects the driving behavior on slopes 4 3 1 5 Power Distribution The power of vehicles entering the network can be defined by a power distribution that is similar to the speed distribution described above a gt ser Manual Version 3 v VISSIM User M Version 3 70 4 21 TRAFFIC TRANSIT NETWORK Automobile Traffic The dialog box Power Distribution can be accessed via the menu ITEM NETWORK EDITOR DISTRIBUTIONS POWER This dialog box allows the user to select edit or create a power distribution A power distribution is only used for vehicles of category HGV Along with the weight distribution it affects the driving behavior on slopes 4 3 1 6 Dwell Time Distribution The dwell time distribution is used by VISSIM for dwell times at stop signs and transit stops For transit vehicles e g buses trams it defines the amount of time they stop at a passenger pick up area A dwell time distribution is defined by NETWORK xi EDITOR DISTRIBUTIONS DWELL TIME There is a No E Min Max Empir Dist No N Mean Std Dev Normal Dist Edit choice of two types e Normal distribution A normal distribution is defined by the mean value and standard deviation in seconds Defining the standard deviation as Os creates a constant dwell time If negative dwell time results from the norma
184. h the vehicles are encouraged to find new routes by trying links that are not yet traveled This may lead to useless routes in the route collection A route is considered useless if it is an obvious detour and we define an obvious detour as a route that can be generated out of an other known route by replacing a sequence of links by a much longer sequence in terms of distance How much longer the replacing link sequence must be to qualify as a detour can be defined by the user in the Dynamic Assignment dialog box E g if there is a detour factor of 2 defined then all routes are checked whether they are just copies of other routes with a subroute replaced by another partial route that is at least double as long If detour detection is active you can choose in the path visualization dialog whether you want to see the detected detours or the non detour routes 9 7 4 Correction of Overlapping Paths For every OD pair the whole demand will be distributed on all available routes The distribution considers the general cost values as defined by the decision parameters of the route choice model A route is assembled by a sequence of edges Two routes are different if their sequence of edges is not exactly the same Therefore two routes may be considered different if they differ only by a small section In this case both routes have about the same weight within the distribution but the overall distribution is biased This is a general problem of dynamic a
185. h a parking lot i e where the parking lot would be ignored The cost for each edge where a parking lot is placed on is determined as the average cost of all vehicles traveling into and out of the parking lot Tips and Tricks When modeling parking lots at the borders of a network a single node on the border can be used for correctly placing both the origin and the destination parking lot see illustration Right clicking outside the VISSIM network in parking lot mode opens a dialog box with a list of all parking lots in the network Then the data of the parking lot can be accessed by pressing the button Pressing the ZooM button moves the view position to show the selected parking lot in the network 9 3 2 Nodes The road network model in VISSIM is very detailed with respect to geometry For route choice decisions this level of detail is not required since it does not matter to a driver what a certain junction looks like as long as he is allowed to perform the turning movements needed to follow his desired route In order to reduce the complexity of the network and thus to reduce computing time and storage for paths it is sensible to define some parts of the VISSIM network as nodes i e those parts of a network where paths could diverge In general these nodes will be equivalent to what is normally described in the real world as a junction Nodes also need to be defined at the ends of the links at the
186. have been tested with VISSIM Connection The connection properties depend on the provider selected Only selected properties are listed below Access Jet provider Database name Name of the database file mdb for the VISSIM output Username Unless a specific user name is needed use the default value Oracle Server Name Provides the connection to the Oracle server User name An existing user name must be entered Provider Connection Advanced Al Specify the following to connect to Access data 1 Select or enter a database name sd 2 Enter information to log on to the database User name Admin Blank password Allow saving password Test Connection Help Password Note The password provided here will be saved in the VISSIM network file as plain text not encrypted Allow Saving Password needs to be active Advanced amp All Further properties dependent on the provider selected Typically these properties can be left at their default values 7 1 3 3 Database Output Data The database output what information is to be stored in the database is configured directly in the configuration dialog box of each evaluation type By default all evaluations are stored in an ASCII text file not in a database For data configuration and activation of the database output please refer to the following sections 7 6 Vehicle record see sec
187. he title of the file is followed by the simulation comment as set in the global parameters and the list of all cross section measurements that have been evaluated Next there is a brief description ofthe evaluated data The last block contains a table with the actual data The output format is as defined within the Data Collection Configuration dialog box Data Collection Compiled Data Luxembourg with SC 5 6 7 for VISSIM size B Measurement 413 Data Collection Point s 4131 Measurement 431 Data Collection Point s 4311 Measurement 519 Data Collection Point s 5191 5192 Measur Data Collection Number from Start time of the Aggregation interval to End time of the Aggregation interval Number Veh Number of Vehicles Speed Speed km h Measur from to Number Veh Number Veh Number Veh Number Veh Number Veh Speed Speed s H Sum Sum Sum Sum Sum Mean Mean Tram Bus HGV Car all vehicle types HGV Car 413 0 900 0 0 2 104 06 45 5 49 9 431 079007 0 3 0 23 26 Q 07 47 7 519 0 900 0 0 6 257 263 43 7 47 4 413 900 1800 0 0 2 110 12 47 2 49 9 431 900 1800 0 2 0 19 21 0 0 46 8 519 900 1800 0 0 5 271 276 46 6 48 1 413 1800 2700 0 0 4 126 30 50 1 49 8 431 1800 2700 0 3 0 31 34 0 0 45 4 519 1800 2700 0 0 8 305 313 45 3 47 4 413 2700 3600 0 0 3 151 54 50 0 49 4 431 2700 3600 0 2 0 26 28 0 0 46 8 519 2700 3600 0 0 A 273 277 4
188. he result Travel time is in seconds and distance is in meters Link Cost has no implicit unit So if e g link cost is given in Dollar per kilometer and shall have a significant influence the coefficient must be large enough to bring the whole term to the same order of magnitude as the travel times in seconds The second aspect of multi class assignment is the selective accessibility of the road network that means that not all different vehicle types are allowed in all parts of the network This feature could be used e g to model local drivers with full knowledge of the network and foreign drivers who know only the major roads In VISSIM access to parts of the network is controlled by the connectors A connector can be closed for selected vehicle classes The route search will then build no routes containing that connector while building routes for that vehicle type See section 4 2 4 for an explanation how to use connectors a gt ser Manual Version 3 v VISSIM User M Version 3 70 9 23 DYNAMIC ASSIGNMENT Optional Enhancements of the Model 9 7 2 Parking Lot Choice The travel demand given in the OD matrix refers to zones for destinations Zones are represented in the VISSIM network by one or more parking lots If a zone is represented by more than one parking lot the driver has to choose one of them before he chooses the route Parking lot choice is another example of a discrete choice problem so we have to define the set of
189. he road network for a given demand of trips from origins to destinations is called traffic assignment and is one of the basic steps in the transport planning process Traffic assignment is essentially a model of the route choice of the drivers or transport users in general For such a model it is necessary first to find a set of possible routes to choose from then to assess the alternatives in some way and finally to describe how drivers decide based on that assessment The modeling of this decision is a special case of what is called discreet choice modeling and a lot of theory behind traffic assignment models originates from the discrete choice theory The standard procedure in transportation planning is the so called Static Assignment Static here means that the travel demand how many vehicles want to make trips in the network as well as the road network itself is constant in time However in reality travel demand changes significantly during the day and even the road network may have time dependent characteristics e g signal control may vary during the day To consider these time dependencies Dynamic Assignment procedures are required The motivation to include route choice in a simulation model like VISSIM is twofold e With growing network size it becomes more and more impossible to supply the routes from all origins to all destinations manually even if no alternatives are considered e On the other hand the simulation of the actual
190. head and a data collection point at the position of the signal head needs to be defined The discharge rate evaluation is then being defined directly in the inp file using a text editor like this EVALUATION TYPE DISCHARGE SCJ 1 SIGNAL GROUP 2 COLLECTION POINT 1 TIME FROM 0 0 UNTIL 99999 0 In this example the evaluation refers to the green times of signal group 2 of SC 1 and the times are measured at data collection point 1 which needs to be located at the corresponding stop line The time interval is usually set to a value at least as large as the simulation period 8 24 2 Configuration No additional configuration required 8 24 3 Results The result for each discharge rate evaluation will be written to a separate file with ascending extensions starting with A00 then A01 A02 etc 8 54 VISSIM User Manual Version 3 70 91 V Special Evaluations EVALUATION TYPES An evaluation file will look similar to the following Evaluation table Discharge at SCJ 1 signal group 2 measurement 1 31 0 85 2 58 1 61 1 61 1459 1 48 16 1 77 LSF 1 54 91 0 97 2 42 2521 1 92 1 71 e 16 1 73 2 01 1 64 1651 1 02 2 33 1 86 112877 1 4 awana i 2 3 4 5 Ru 17 18 19 20 21 0 95 2 43 2 02 1 85 1473 1 64 1 80 1 65 1 87 1 04 Ferse 28 28 28 28 28 spy 27 25 16 6 2 496 1 74 Here are some explanations to the evaluation file format e Each line refers to one green time one cycle e The first column
191. headway and the speed can be used to calibrate the acceptance of the keep clear area 4 66 VISSIM User Manual Version 3 70 Non Signalized Intersections TRAFFIC TRANSIT NETWORK Example 3 Dual lane roundabout with dual lane entry To model an entry of a roundabout several priority rules are necessary each of them serving different tasks According to their difference in acceleration capability and vehicle length cars and HGV trucks busses are dealt with differently The following four illustrations visualize all the priority rules according to their task For easy reference the rules are numbered The numbers refer to small boxes within the illustration where the corresponding parameters can be found The values used for min gap time min headway and max speed have been determined through research Thus for most applications these serve as a realistic base Priority rules should be placed according to the following criteria as to be seen in the illustrations e Stop lines represent the typical waiting position If more than one green bar refers to the same stop line it is important to model them as multiple green bars to the same red bar not as separate priority rule pairs as long as the conditions for the red bar are the same E g it is not possible to combine two red bars into one if they have different vehicle classes assigned e Conflict markers used for headways are to be placed shortly before the position where the co
192. ialog box as Reduced Volume If VISSIM is run in batch mode the volume will increase by this percentage every run until it reaches 100 Sample line from a batch file c VISSIM370 exe vissim exe C vissim370 example King inp s1 a gt ser Manual Version 3 v VISSIM User M Version 3 70 3 13 PROGRAM HANDLING Printing 3 5 Printing Output text files can be viewed and printed with standard Windows applications such as Notepad Furthermore most output files are created with semicolon delineation for easy importing into spreadsheet applications e g Excel Quattro Pro Graphical output such as animation screen shots can be printed using the Print function and the Page Setup dialog box see below Printouts consist of the current screen area and a data field at the bottom with text fields for project and scenario as well as the simulation time file name VISSIM version and the simulation comment It is recommended to use landscape orientation when printing If the Fit to page box is checked then any unused area on the page will be filled with the corresponding screen area Fitto page Margins mm Left 0 00 Top 0 00 Right 0 00 Bottom 0 00 Text Fields Project Interchange Scenario PM no build Printer Cancel Dynamic signal timing windows and any other real time displays can be imported into graphic applications e g Paintbrush PaintShop Pro Corel PhotoPaint or word
193. ialog box that can be accessed by selecting SIMULATION DYNAMIC ASSIGNMENT By checking the option Matrices the associated list box becomes active Use the EDIT NEW and DELETE buttons to define or edit entries of the list box Chain File v Matrices Traffic Comp Matrix 2 passenger cars vtl fma Edit New z Delet 9 12 VISSIM User Manual Version 3 70 91 VA Traffic Demand DYNAMIC ASSIGNMENT A matrix is linked to a given traffic composition i e the trips of that matrix are performed by vehicles randomly generated from the associated traffic composition As explained in the section parking lots the desired speed distribution for the generated vehicles is not taken from the composition defined with the matrix but is overruled by the desired speed distribution defined with the parking lot where the vehicle starts its trip The matrices cannot be edited directly using the VISSIM user interface but are stored in text files and can be edited with standard text editors The format of the matrices is one of the formats used by the transport planning tool VISUM so matrices can be exchanged easily between VISSIM and VISUM However these files can also be created manually or converted from other transport planning systems Matrix file format OD matrix files have a simple format All lines starting with an asterisk are treated as a comment e The first non comment line co
194. idlock situation then VISSIM recognizes the gridlock and dissolves it Then the vehicle that is still moving at the highest speed comes first If vehicles appear to be ignoring priority rules this could be the reason Defining a Priority Rule A priority rule always consists at least of a pair of cross sections The stop line red bar and one or more conflict markers green bars Thus the definition process is somewhat similar to static routes The definition of a priority rule is a four step process To initialize the process click on the Priority Rules mode button Iv The next required action is shown in the status bar To get back one step left click outside the VISSIM network Step 1 Select the link connector where the stop line should be placed on Step 2 Right click on the location for the stop line red bar on the selected link Step 3 Select the link connector where the conflict marker should be placed on Step 4 Right click on the location for the conflict marker green bar Typically it is located within the last two meters of the conflict area The Priority rules dialog box appears Define the properties as shown below and confirm with Ok To define more conflict markers that belong to the same stop line red bar click twice outside the VISSIM network to go back two steps and continue with steps 3 and 4 for each additional conflict marker a gt ser Manual Version 3 v VISSIM User M Version 3 70
195. ifts all subsequent keyframes by the dwell time define in the inserted keyframe 6 4 2 3 Keyframe List Functions The keyframe list can be accessed by selecting SIMULATION EDIT KEYFRAMES While the list is visible only a selection of all VISSIM functions commands and hotkeys is available Among them are the view and simulation commands so that the viewing position can be changed and the simulation started while the keyframe list is visible A click on a keyframe in the list changes the camera position in the network window New Creates a x new keyframe 7 cum well T with the current eS LI Teich i 0 0 10 0 3D view 5 0 5 0 e EDIT Access of the properties of an existing keyframe e UPDATE POSITION Changes the camera position associated with the selected keyframe to the current 3D view e PREVIEW Displays Cancel the camera move ment through the selected keyframes in the list or all keyframes if less than two are selected This simulates the movement during recording of an AVI file The preview can be canceled by pressing lt Esc gt New Edit Update Position Preview Delete E e DELETE Deletes the selected keyframe s The Movement time between two keyframes is computed automatically by taking into account the start and dwell time of the current keyframe and the start time of the following one It is not possible to insert a keyframe into the list that overlaps w
196. ignal Changes Travel Times Cancel e SC DET RECORD controls the display of the xj Signal Control Detector Record window for sc each controller individually Inside these windows both Detectors and Signal Groups 239 Select can either be labeled with their Name or 991 Deselect All Number 992 For further information on SC Detector Signal Groups Records see section 8 9 9 C Name Detectors Number Name 7 2 VISSIM User Manual Version 3 70 91 Enabling Evaluations SIGNAL TIMES TABLE controls the display of the x Signal Times Table window for each controller individually Inside these windows both Detectors and Signal Groups can either be labeled with their Name or Number For further information on Signal Times Tables see section 8 8 VEHICLE INFO allows for configuration of the vehicle information data that will be displayed when double clicking on a vehicle during a simulation run For details on vehicle information see section 8 6 M Signal Changes Displays a chronological list of all phase changes of all signal controllers For further information see section 8 10 RESULTS Select All Deselect All Signal Groups Number C Name r Detectors Number Name EE M Travel Times Displays the exponentially smoothed travel times for each defined Travel Time Measurement F
197. iguration traffic composition traffic signals transit stops etc thus making it a useful tool for the evaluation of various alternatives based on transportation engineering and planning measures of effectiveness VISSIM can be applied as a useful tool in a variety of transportation problem settings The following list gives a selective overview of previous applications of VISSIM e Development evaluation and fine tuning of transit signal priority logic e VISSIM can use various types of signal control logic In addition to the built in fixed time functionality there are several vehicle actuated signal controls identical to signal control software packages installed in the field In VISSIM some of them are built in some can be docked using add ons and others can be simulated through the external signal state generator VAP that allows the design of user defined signal control logic Thus virtually every signal control incl SCATS SCOOT can be modeled and simulated within VISSIM if either the controller details are available or there is a direct VISSIM interface available e g VS PLUS TEAPAC e VISSIM has been used to evaluate and optimize interface to Signal97 TEAPAC traffic operations in a combined network of coordinated and actuated traffic signals e VISSIM has been used to evaluate the feasibility and impact of integrating light rail into urban street networks e VISSIM has been applied to the analysis of slow speed weaving a
198. ill add this increment to the previous random seed for each run For example using 1 as the initial random seed the random seed for the 2 run would be 6 the 3 run it would be 11 etc Open the files desired for multiple runs A separate dialog box will appear for each input file asking the user to specify that particular input file o vV VISSIM User Manual Version 3 70 6 3 UN SIMULATION AND TEST Multiple Run Utility Go to VISSIM and select OPTIONS EVALUATIONS FILES see section 7 1 Make sure the desired output files are selected Although the output files can be selected they cannot be configured at this point Select Run to launch the multiple runs The runs will automatically start in VISSIM 4 Output Files Output file names are identified with three separate strings Input file name Random seed is appended to the end of the input file name File extension identifies the output file type Example delay for random seed 42 and input file ampeakhr inp would be ampeakhr42 vlz MULTI can produce the following output files Output File Output File Output Data Type Extension Output Data Type Extension Green Time Delays vlz Distribution lzv Travel Times i bes Errors err Compiled Had dines Raw rsr Bus Tram Wait Time ovw individual vehicles Queue Lengths stz Route File rou Special Evaluations Configuration Settings Fok e g
199. ing mouse operations Mouse click Additional key Action Right Inserts a 3D object by opening the 3D Vehicle Elements dialog box in order to select a 3D file in order to be placed as static object The procedure is similar to selecting a 3D vehicle file see section 4 3 1 8 Left Deletes the 3D object Left Shift Moves the 3D object within network plane Left Ctrl Rotates the 3D object Left Ctrl Shift Scales the 3D object smaller mouse move left larger mouse move right d If complex 3D objects are used then changing into mode may take a moment for VISSIM to initialize 5 20 VISSIM User Manual Version 3 70 91 Graphical Display GLOBAL SETTINGS Tips and Tricks Static 3D objects such as buildings etc can be converted from 3D StudioMax file format 3DS into the VISSIM 3D file format V3D using the optional module V3DM VISSIM 3D Modeler Furthermore simple 3D models can be modeled directly in V3DM and textures used to give them a realistic appearance a gt ser Manual Version 3 v VISSIM User M Version 3 70 5 21 GLOBAL SETTINGS Selection of Units 5 4 Selection of Units To change the units displayed in VISSIM Ts x select OPTIONS UNITS and select the desired units from the drop down lists in the Distance dialog box Units J km The units selected in this box will be displayed in all the dialog boxes in VISSIM SPeed mm
200. ing through one another because there might be more than two cycles on the same link coordinate at the same time and thus the parameter Number of Observed Vehicles is not sufficient The check box Diamond Shape is used to allow for staggered queues e g for cyclists according to the realistic shape of vehicles MobEL PARAMETERS Depending on the selected Car Following Model a different number of MODEL PARAMETERS is available Wiedemann 74 This model is an adapted version of Wiedemann s 1974 car following model The following parameters can be modified Average Standstill Distance defines the average desired distance between stopped cars It has a fixed variation of 1m Additive Part of Desired Safety Distance and Multiplic Part of Desired Safety Distance affect the computation of the safety distance Their use is explained in section 5 2 6 Wiedemann 99 This model is based on Wiedemann s 1999 car following model These parameters can be modified defines the average desired distance between stopped cars It has a no variation 5 8 VISSIM User Manual Version 3 70 91 Driving Behavior GLOBAL SETTINGS is the headway time in s that a driver wants to keep at a certain speed The higher the value the more cautious the driver is Thus at a given speed v the mean safety distance is computed to dx safe CCO 1 v m s The safety distance is defined in the model as the minimal dis
201. ing unused edges This method might result in some useless routes being found initially but by encouraging vehicles to try new paths the process of finding new routes is speeded up You might want to control the courage of the vehicles to discover new routes by adding some weight to the distance in the general cost function so that they do not try obvious detours However it is generally good to find as many routes as possible If a route proves bad during the following iterations it may be discarded depending on the Extended path settings and thus does not harm 9 6 4 Route Visualization The routes found during the iterations of the Dynamic Assignment can be visualized in the network editor by NETWORK EDITOR AUTO ROUTING SELECTION while the Parking Lot mode button m is switched on From To Cost Distance Volume 3 1 3 121 00 1329 02 27 4 1 3 107 36 1070 49 38 3 zl Show Paths z 4 C Show Detours Zoom C Show Non Converging Paths 4 From Zone Time Interval h gt Em To Zone Vehicle Type z In the dialog box Paths all known routes for the selected origin destination pair are listed with their general Cost value and length Distance Furthermore it displays the number of vehicles Volume that have used a path in the last simulation run where a path file weg was written Since costs are type specific and time dependent vehicle type and an evaluation interval needs to be selected
202. int The route search of Dynamic Assignment will not find any route that includes the closed subroute except if it is the only possible route 9 34 VISSIM User Manual Version 3 70 91 Wu Assignment Control DYNAMIC ASSIGNMENT Route closures can be created and edited using the Routing Number i C Static Decisions mode by selecting C Partial Route Closure in the Create routing I C Dynamic decision dialog box For more information on Routing Decisions Label please refer to section 4 4 1 T 5 9 8 5 Generation of Static Routing VISSIM offers the possibility to convert the current state of the Dynamic Assignment the routes found and their volumes into a VISSIM model with static routes It is then possible to use the simulation without the Dynamic Assignment module in other words the assignment is frozen Vehicle inputs and routing decisions are created from the current data of the Dynamic Assignment files WEG BEW FMA At least one vehicle input per time interval is created for each origin parking lot parking lot with relative flow gt 0 with the volume determined from the total zone volume from FMA and or FKT files and the stochastic distribution of these vehicles among the origin parking lots according to their relative flows One static routing decision is created for each origin parking lot per vehicle type group set of vehicle types with identical cost coefficients connector closures des
203. ion 3 70 91 d Building an Abstract Network x No Cost Length Volume 3 3 99 59 22 108 17 23 307 57 69 Hn Edge Closed Zoom From Node To Node 5 Bu 6 10 7 8 10 ig Time Interval 301 600 x Vehicle Type VISSIM User Manual Version 3 70 DYNAMIC ASSIGNMENT DYNAMIC ASSIGNMENT Traffic Demand 9 4 Traffic Demand In Dynamic Assignment traffic demand is typically modeled using origin destination matrices OD matrices Beyond that it is also possible to define the demand in a trip chain file It is also possible to mix both options Furthermore both options can be combined with traffic defined by vehicle inputs and static routes e g for pedestrian flows However this kind of traffic is not affected by the Dynamic Assignment 9 4 1 Origin Destination Matrices The volume of traffic to be simulated in the network is specified as origin destination matrices Such an OD matrix contains the number of trips for every pair of planning zones for a given time interval For a simulation using Dynamic Assignment a number of matrices can be defined each containing demand information for a certain traffic composition for a certain time interval Time intervals of different matrices may overlap arbitrarily the generated traffic for every moment comprises the vehicles from all the matrices that include that moment in their time interval OD matrices are specified in the Dynamic Assignment d
204. ions In order to use the database output the database connection needs to be configured see section 7 1 3 Once the Vehicle Record variables have been selected a filter may be set to capture specific vehicles within the simulation only This can be done in the Vehicle Record Filter dialog box a gt ser Manual Version 3 v VISSIM User M Version 3 70 8 19 EVALUATION TYPES Vehicle Record In addition to the selection of certain Time vehicle classes also a Eum hz certain time interval for the evaluation can be fiso defined If the evaluation Yehicle Classes Lol EE el should only be done for All Vehicle Types certain individual 1 Car vehicles their numbers 2 HGV can be directly edited 3 Bus Delete E 4 using the option 5 Pedestrian Individual Vehicle 6 Bike Delete Al All The filter information is stored in a filter configuration file FIL Filter File lux567 fil 8 7 3 Results Cancer As an example the following extract shows the vehicle record of one specific vehicle Evaluation table Luxembourg with SC 5 6 7 for VISSIM size B t Simulation Time s a Acceleration m s during the simulation step abx Desired headway m during the simulation step vDesKmh Desired Speed km h vKmh Speed km h at the end of the simulation step br a abx vDesKmh vKmh 34 4 3 09 2 8 48 88 11 43 34 6 3 09
205. ions Since only a few applications and printers support this format we recommend to use data out of the vehicle record and the use of an external spreadsheet application e g Microsoft Excel instead in order to get a speed distance diagram A speed distance diagram depicts the speed of all or selected vehicles along a selected route for a specified time interval A plot file PLT HPGL format is generated that can either be printed directly to a printer that supports the HPGL printer language or be imported into graphics applications e g Corel Draw 8 19 1 Definition In order to produce a time space diagram an observer data file BEO needs to be generated first tick the option Observer in OPTIONS EVALUATIONS FILES At the same time VISSIM automatically generates a route file ROU 8 19 2 Configuration Choose the menu item SIMULATION X v Routing decision 1 DIAGRAM The desired route and time Boute n s interval is to be defined in the x v Diagram dialog box Routing decisions for transit Max Speed 70 0 routes bear numbers higher than 10 000 Time 999999999 In addition the maximum value for the Vehicles vertical speed axis is to be defined VISSIM allows for a selection of individual vehicles to be included in the chart with the default setting to include all vehicles within the selected time interval a Cancel 8 48 VISSIM User Manual Version 3 70
206. is called convergence and the criteria for convergence can be defined by the user The following flow chart illustrates the principle of the Dynamic Assignment as explained above 9 4 VISSIM User Manual Version 3 70 91 d Principle DYNAMIC ASSIGNMENT Principle of Dynamic Assignment Load trip matrix for all OD Build node edge graph Input a onvergence criterion Max number of iterations N n 0 For all edges set expected travel time distance 1 Route For allOD Search route with minimum cost Search Add new route to the set of routes Route For allOD Split demand onto all routes Choice i Simulation For all OD and all vehicles simultaneously amp Travel Perform microscopic simulation Times For all edges Calculate travel time and cost i Query n gt N OR Convergence criterion fulfilled ves End of assignment NO o vV VISSIM User Manual Version 3 70 9 5 UN DYNAMIC ASSIGNMENT Building an Abstract Network 9 3 Building an Abstract Network 9 3 1 Parking Lots and Zones When using Dynamic Assignment travel demand is not specified by using vehicle inputs on selected links with a given volume but in the form of an origin destination matrix To define travel demand using a origin destination matrix the area to be simulated is divided in sub areas called zones and the matrix contains the number of trips that are made from all zone
207. ision Number mo Name Label or comment Name M Label When showing labels iv Label names of all desired speed de isi to b itched Location Time ecisions to be switched on in Link 2 From 0 OPTIONS GRAPHICS Network tee ar Elements Options this option Until 999999 allows to individually switch off At 72 272 m the label of that desired speed decision Veh Class Des Speed Distribution Lane Lane number At Link connector coordinate Length Length of desired speed decision Time From Until Defines the time interval for which the desired speed decision is active Vehicle Class Desired Speed Distribution combination For each relevant vehicle class one data line needs to be defined It includes the desired speed distribution to be assigned to vehicles of that class as they cross over the desired speed decision Use the buttons NEw and DELETE to edit create or delete a data line d e The desired speed decision defines where vehicles start to change the desired speed not where they reached it already Thus acceleration or deceleration occurs after the vehicle has passed this decision point Depending on the current speed the vehicle reaches its new desired speed at some point downstream e Vehicles of classes that are not part of the data lines of a desired speed decision remain unaffected 4 38 VISSIM User Manual Version 3 70 91
208. istributions is to be assigned Option B Dwell time calculation using advanced passenger model To use the calculation of dwell times according to the advanced passenger model the following data needs to be defined e PT PARAMETERS in the transit vehicle type NETWORK EDITOR VEHICLE TYPES Deboarding time The average time it takes for passenger to get off that ERS vehicle considering the number of Pebearding Time 2 0 sjPass doors i e if one passenger needs 6s Boarding Time 3 0 s Pass to deboard and there are 3 doors the deboarding time to be entered is 2s Total Dwell Time Boarding time The time it takes for one passenger to board considering the number of doors see above C Maximum exclusive doors Clearance Time 2 5 s Stop The Total Dwell Time may be calculated by using either the Additive Capacity 55 Passengers or Maximum method If there are om exclusive one directional doors then only the maximum out of the total passenger boarding and deboarding time should be used otherwise the sum of both 4 58 VISSIM User Manual Version 3 70 91 Transit Public Transport TRAFFIC TRANSIT NETWORK Clearance time The time needed for the vehicle to stop and to open close the doors Capacity The number of passengers the bus or tram can hold If capacity is reached no more passengers can get on the vehicle e Initial occupan
209. ith an existing one o vV VISSIM User Manual Version 3 70 6 9 UN SIMULATION AND TEST Recording 3D Video files The type of movement is shown right behind the movement time indicating the starting letter s of the corresponding type Tips and Tricks All changes made the list of keyframes are only permanent if the Keyframe dialog box is closed with the Ok button Thus any changes to the list can be undone by leaving the dialog box with CANCEL 6 4 2 4 How Keyframes come into action Basically there are two applications for keyframes e Storybook for the recording of AVI files e Provide a means to view the 3D simulation from predefined perspectives Keyframes as Storybook for the recording of AVI files During the recording of an AVI file the keyframes will be run through in the order in which they are listed sorted by start time starting from that time when SIMULATION RECORDING has been activated As soon as RECORDING is switched on the view will change to the first keyframe If no keyframes have been created VISSIM will record the current view of the 3D model In other words if the users changes the view during the simulation that change will be recorded Using keyframes without recording an AVI file The list of keyframes is available also during a simulation run in order to provide a means to view the 3D simulation from predefined perspectives As a keyframe is selected in the list the view ch
210. its decision by the route guidance system In all of these three situations the set of valid alternatives and the parameters of the utility function may be different The set of available parking lots for a choice decision at departure is simply the set of all parking lots that belong to the destination zone and are open at the time of departure For parking lot decisions made because of route 9 24 VISSIM User Manual Version 3 70 91 gt Optional Enhancements of the Model DYNAMIC ASSIGNMENT guidance or dynamic routing decisions the set of valid parking lots depends on the strategy chosen See the description of these features in their separate sections The utility function of a parking lot is defined as Uks Os parking cost Bks attraction Ws distance to destination zone Oks i distance from vehicle position Eks availability of free places where is the k index of the vehicle type S is the index of the decision situation departure routing decision The availability of free places is computed as the ratio of the free places in the parking lot in question to the maximum number of free places in all parking lots in the choice set The value distance to the destination zone might look strange at the first glance since parking lots belong to a zone and zones are not explicitly defined as network elements How can they then have a position The answer to the first question is that in some situations parki
211. l advantages compared to direction decisions While direction decisions only affect a single lane routes capture traffic on all lanes thus reducing coding effort Routes do not require the cumbersome calculation of turning percentages when the traffic flow is distributed between more than two directions Modeling traffic flow with routing decisions guaranties an accurate replication of merge situations In contrast to turning decisions routing decisions force vehicles to follow predefined link sequences even if that means waiting at a connector for a gap to merge Vehicles that have been assigned a direction decision would just continue if they cannot find a gap to merge requiring the use of special tricks for realistic modeling Routes allow for accurate modeling of traffic flow through multiple intersections and turning decisions This is in contrast to modeling with turning decisions where the origin of vehicles is forgotten after each turning movement As a consequence modeling with routing decisions is required for example when simulating a double diamond freeway interchange where weaving between multiple traffic streams occurs between the two signalized intersections The modeling of roundabouts also requires routing decisions With direction decisions there always would be some vehicles circulating within the roundabout 4 50 VISSIM User Manual Version 3 70 91 Transit Public Transport TRAFFIC TRANSIT NETWORK
212. l appear Vehicle Type x No Name Catego Weight 100 1 800 0 2000 0 Vehicle Model Maximum Acceleration Power 10 1 3 5 250 0 1 55 0 150 0 Length Equipment Desired Acceleration From 4 11 Route Guid 1 3 5 250 0 Cost Coefficients Route Guid 2 Y 4 76 Maximum Deceleration PT Parameters 0 7 5 5 1 1 00 Emission Calculation 50 Desired Deceleration Color 1 Default 2 8 2 8 Parking Lot Selection External Driver Model External Emission Model Cancel Until Vehicle types contain the following parameters No Unique vehicle type identification e Name any name or comment e Vehicle Model Defines the shape and length distribution of the vehicle type by selection of one of the defined model distributions New models cannot be defined directly within the vehicle type data but in the vehicle model distribution see 4 3 1 8 e Length Shows the range of vehicle lengths min and max according to the selected model distribution e Equipment relevant only for Dynamic Assignment defines if the vehicle has any route guidance system or similar equipment installed 4 28 VISSIM User Manual Version 3 70 91 Automobile Traffic TRAFFIC TRANSIT NETWORK e Width Defines the displayed width of a 2D vehicle in VISSIM This parameter is relevant also if overtaking wi
213. l distribution it is peee automatically cut to 05 e Empirical distribution An empirical distribution is defined by providing a minimum and a maximum value and any number of intermediate points to build a graph of various shapes similar to the definition of speed distributions Thus any type of distribution can be defined E 0 0 60 0 Es New For the application of time distributions see chapter 4 5 1 Transit Stops and 4 6 2 Stop Signs 4 3 1 7 Color Distribution xi No Name This distribution is only necessary for graphics it has no f 0 0 255 effect on simulation results Color Share The color distribution is used instead of a single color for a zm vehicle type Even when only one color should be used for a vehicle type still a distribution needs to be defined with one color only Up to ten colors are possible for each distribution and each one needs to have a relative percentage Share The absolute percentage is automatically computed by VISSIM as the proportion of an individual Share compared to the sum of all Shares t HEH HB L be ke be ke kle ke le Le 4 22 VISSIM User Manual Version 3 70 91 Automobile Traffic 4 3 1 8 Vehicle Model Distribution This distribution defines the variety of vehicle dimensions within a vehicle type It is necessary for graphics and has an effect on simulation results e g due to vehicle length and width The vehicle model
214. lation method can be used for VISSIM to calculate a probability for whether the vehicle should continue through amber or not using three values of the Driving Behavior Parameters see section 5 2 Signal indications are updated at the end of each simulation second not each simulation time step Signal head coding allows for the exact modeling of any kind of situation This includes the ability to model different signal groups for different vehicle types on the same travel lane For example modeling a bus traveling in mixed traffic but yielding to its own separate signal phase is possible with VISSIM by selecting the appropriate vehicle classes for each signal head a gt ser Manual Version 3 v VISSIM User M Version 3 70 4 75 TRAFFIC TRANSIT NETWORK Signalized Intersections d With any SC all conflicting movements that can run at the same time need to be secured using priority rules see section 4 6 1 Overlaps can be modeled with VISSIM by defining a primary signal group as wel as a ehicle Classes Number il secondary signal group as OR Sic Name 2a 1 Car GR The signal head will then turn Link 243 S n green if either the primary or the n 4 Tam secondary signal group is green If the normal signal group has red 18 340 m the signal head displays the signal sc of the OR Sic GR even if it is amber or red amber If one of the two signal groups has amber and OrSig
215. lected Another 3D viewing option is to sit in the drivers seat This can be done in single step mode by double clicking with the left mouse button on the 2D projection of the vehicle To do so it might be helpful to switch temporarily back to 2D graphics a gt ser Manual Version 3 v VISSIM User M Version 3 70 5 19 GLOBAL SETTINGS Graphical Display double click on the vehicle there and switch back to 3D graphics To leave the vehicle close the corresponding vehicle information window The view from of the drivers seat is also possible to be used as a camera position for a keyframe in order to record an AVI file VISSIM is also capable of interfacing with an alternative display manipulation device called a Cyberpuck The Cyberpuck is a 3D mouse that is capable of moving within all three dimensions at the same time and thus allows navigation within the VISSIM network with one touch Additionally the mouse is still available for selecting vehicles or changing display options For information on how to purchase a Cyberpuck please contact your VISSIM distributor 5 3 2 2 3D vehicles 3D vehicles in VISSIM are assigned for each vehicle type using model and color distributions see sections 4 3 1 7 and 4 3 1 8 for details 5 3 2 3 Static 3D objects In 3D mode static objects like trees buildings or any other user defined 3D objects can be placed at any position within the VISSIM network and edited using the follow
216. lection of data on single cross sections 8 3 1 Definition To define data collection points follow the steps outlined below 1 Select the mode Data collection points button m 2 With a single left mouse click select the link for the data collection to be placed 3 Define the data collection point with the right mouse button 4 Enter a number in the appearing dialog box and choose OK 8 3 2 Configuration In order to get the desired output data and format additional information is needed This is to be provided within the Data Collection dialog which can be accessed by pressing the CONFIGURATION button in OPTIONS EVALUATIONS FILES once the option Data Collection has been ticked The following data can be defined e Measurem Pts Data Collection x Shows all defined data Measurem Pts collection measure a ments and the EU 431 4311 CES To 5 9 5191 5192 ance collection points they 521 5211 are composed of Interval 900 524 5241 t 531 6311 5312 Edit new measuremen Output 4 532 5321 can be created using T Raw Data 534 5341 New 541 5411 ex the NEW button an IV Comp Data 542 5421 exiting by pressing 1621 6211 Delete 624 6241 EDIT Then a dialog box 631 6311 6312 NETTES displays all available 832 6321 i i 641 6411 data collection points Configuration 642 Be Auto All Multi
217. lick on the link If multiple links connectors overlap each other at the click o vV VISSIM User Manual Version 3 70 4 7 UN TRAFFIC TRANSIT NETWORK Network Coding position the button shortcut TAB may be used to browse through all links and connectors at the mouse click position in order to select the desired one Move 1 Select link 2 While holding down the SHIFT key left click on the link and drag it to the desired location Split 1 Press F8 or choose EDIT x SPLIT LINK Link 1 2 Left click on the split position p Splits at 20 483 m 3 Specifiy data 1 New Link Choose whether a Runen connector should be Length 20 483 m created automatically or NN not Number Optionally the exact Length 161 331 m split position and the number of the new link Link Senne can be specified Iv Generate Automatically 4 Confirm with Ok Cancel Edit link data Double click on the link Edit curvature Select link Choose the desired action for intermediate points e Create Right click on the desired location within the link e Create spline While holding down the ALT key click left in the section between two points were you would like to start the spline drag the mouse to the destination section of the spline and release the button there Replace link segment s by spline x Keep current intermediate points Number of intermedia
218. low 1 Select the Parking lots mode button m 2 Select a link 3 Mark the parking lot by dragging the mouse within the selected link while holding down the right mouse button The Create Parking Lot dialog box appears for data input This dialog box can be accessed for editing with a left button double click on an existing parking lot on a selected link xi Number 1 r Desired Speed Distributions Veh Class Dist Name Edit Capacity 100 Link 5 At 29 952 m zl Delete Length 7 299 m Zone 1 Relative Flow 1 0 C Real Parking Lot Sel Parameters Abstract Zone Connector Label 4 Setthe parameters as explained above o vV VISSIM User Manual Version 3 70 9 7 UN DYNAMIC ASSIGNMENT Building an Abstract Network d Parking lots must be placed between two nodes They can also be placed within an internal node a node that is not situated at the border of the network No more than one parking lot must be placed between any two nodes or within a node If a parking lot for destination traffic only is placed on an outgoing link of the network i e a link from which no other parking lots can be reached then the relative flow of the parking lot must be set to zero Make sure that there is at least one node on both sides of the parking lot A parking lot blocks the road in terms of path search There are no paths that include a link that leads throug
219. lts For every vehicle captured by the filter definitions every lane change event will be logged into a lane change file SPW The data that will be logged includes e Simulation second e Vehicle number e Speed m s and for both the old and new preceding vehicle Vehicle number 0 if not existing Speed m s Speed Difference m s Distance m a gt ser Manual Version 3 v VISSIM User M Version 3 70 8 43 EVALUATION TYPES Bus Tram Waiting Time 8 16 Bus Tram Waiting Time This evaluation provides a log file ovw of all events when a public transport vehicle stopped excluding passenger interchange stops and stops at stop signs 8 16 1 Definition No additional definition required 8 16 2 Configuration No additional definition required 8 16 3 Results The header of the file consists of file title and simulation comment The data section contains one line for each event when a public transport vehicle stopped other than for passenger interchange The following data shows an extract of a sample file Table of bus tram waiting times Luxembourg with SC 5 6 7 for VISSIM size B Time VehNo Line Link At Time 122 1 218 106 81 72 25 160 54 206 106 81 67 5 227 55 1114 247 57 95 117 8 44 VISSIM User Manual Version 3 70 91 d Vehicle Input EVALUATION TYPES 8 17 Vehicle Input This evaluation provides a log file FHZ of all vehicle input events i e when a vehicle enters the VISSIM ne
220. luation interval to the next The Convergence dialog box for the configuration of the convergence test can be accessed by the CONVERGENCE button in the Dynamic Assignment dialog VISSIM offers an automated test for xi convergence Three different criteria Travel Time on Paths fis for convergence can be selected and Travel Time on Edges is the respective tolerance values set I Volume on Edges is Veh Cancel a gt ser Manual Version 3 v VISSIM User M Version 3 70 9 31 DYNAMIC ASSIGNMENT Assignment Control e Travel Time on Paths computes the change of the travel time on every path compared to its travel time in the previous run If this change for all paths is lower than the user defined factor convergence for this criterion is detected e For M Travel Time on Edges the old and new travel times on edges are compared in the same way as described for paths above e For the option M Volume on Edges the absolute difference of old and new volume on every edge is determined and compared with the user defined number of vehicles This test for convergence is done at the end of each evaluation interval If all selected convergence conditions are fulfilled for all evaluation intervals a message box shows up at the end of the simulation run In the case of a batch run a different message box shows up offering the option to terminate the batch run Another way to observe and control convergence during th
221. ly the length of the time intervals ZEITINTERVALL in seconds as well as the limits for the classes of initial speed VKLASSEN in km h and speed difference DVKLASSEN in km h have to be defined in a configuration file with extension VVK As an example see DEMO VVK VVK which contains the following data ZEITINTERVALL 300 VKLASSEN 10 20 30 40 50 60 100 DVKLASSEN 5 10 20 30 40 50 60 100 8 20 3 Results Example Time from to Decis Route VehType vMin dv5 dv10 dv20 T 300 15 Is Car 10 0 0 Oc uus T5 300 1 1 Car 20 0 0 L2 T 300 Tz T Car 100 12 10 rz ond 8 50 VISSIM User Manual Version 3 70 91 V Acceleration Speed Integral Evaluation EVALUATION TYPES 8 21 Acceleration Speed Integral Evaluation Using the menu command SIMULATION V A EVALUATION VISSIM can be used to generate an output file IvB containing for all vehicles on all routes the cumulative sum over the simulation period of speed multiplied by acceleration This file can be used for air quality and other environmental post processing Unit m s To create a IVB file both an observer BEO and a route data file needs to be available see section 8 19 on how to create these files a gt ser Manual Version 3 v VISSIM User M Version 3 70 8 51 EVALUATION TYPES Emission Statistics 8 22 Emission Statistics The emissions statistics are based on a simple emission estimation according to
222. ly the same whereas 5 and 10 minutes are much of a difference The solution adopted in VISSIM is to use the so called Kirchhoff distribution formula Uj ur p R where is the 9 20 VISSIM User Manual Version 3 70 91 gt Route Search Route Choice DYNAMIC ASSIGNMENT Uj Utility of route p Rj probability of route j to be chosen k sensitivity of the model Again the sensitivity k in the exponent determines how much influence the differences in utility have In this formula the relative difference in utility determines the distribution so that we will see only a small difference between the 105 and 110 minute routes whereas the 5 minute route will receive much more volume than the 10 minute route Actually the Kirchhoff distribution formula can be expressed as a Logit function if the utility function is transformed to be logarithmic k logU klogC TASA us NEP SEGUE p R _ 24 Se logU Ye klogC i where C is the general cost of route j 9 6 3 Route Search In VISSIM we assume that the drivers do not use only the best routes from one parking lot to another but that the traffic volume is distributed among a set of available routes Obviously one would like to know the set of the n best routes for each origin destination pair Unfortunately there is no efficient algorithm to simply compute the n best routes but there are algorithms to find the single best one To solve this problem w
223. mulation time within the status bar either seconds or time of day CTRL V Toggles the extended vehicle display see section 5 3 CTRL Z Dynamic Assignment only while in Parking mode Shows the centroids of all parking lots that belong to the same zone See section 9 7 2 for details TAB Moves to next link or connector layer when clicking at a position with at least two links connectors F5 Simulation Continuous Starts continues continuous simulation F6 Simulation Step Executes next simulation time step Esc Simulation Stop Ends the simulation ENTER during a simulation run only Switch to continuous simulation SPACE during a simulation run only Executes next simulation time step Increase simulation speed depending on computer performance Decrease simulation speed Maximum simulation speed depending on computer performance if maximum speed is active Back to last speed value 1 Simulation speed real time 1 0s HOME Display entire network PAGEUP Zoom in PAGE Down Zoom out BACKSPACE Back to previous view N y gt Scrolls the screen size by 1 20 in the selected direction Holding down the SHIFT key increases the scroll portion to 72 of the screen size 3 12 VISSIM User Manual Version 3 70 Command Line Operation PROGRAM HANDLING 3 4 Command Line Operation VISSIM can be run from a command line prompt In order to get results from an input file run in batch mode the desired evaluations m
224. n while an input of 0 100 only affects 10 of the vehicles In addition a time period can be specified for which the direction decision is to be effective Having completed the parameter settings click on OK The location of the direction decision point will be indicated on the link The appearance of the direction decision will be one of the following gt blue Direction decision to the right or left effective at the next connector specified as right or left gt green Direction decision to change lanes green Direction decision to stay in the current lane blue Annihilation of all effective direction decisions Example Direction Decision Left at 600 m Rate 30 Direction Decision Right at 601 m Rate 20 As a result of these two direction decisions 2096 of the vehicles will turn right at the next intersection 2496 will turn left and 56 will continue through the intersection This is because 30 have been originally assigned with a left turn decision then 2096 4 48 VISSIM User Manual Version 3 70 91 Automobile Routing Turning Movements TRAFFIC TRANSIT NETWORK of all vehicles including those which have already a routing decision are affected by the second direction decision and thus the percentage of left turn vehicles will be reduced by 20 Tips and Tricks A direction decision becomes effective the time step after the vehicle has passed the decision point thus the dis
225. n 3 70 91 Driving Behavior GLOBAL SETTINGS based algorithm for lateral movements The model is based on the continued work of Wiedemann The basic idea of the Wiedemann model is the assumption that a driver can be in one of four driving modes see also illustration in section 1 2 e Free driving i e no influence of preceding vehicles observable In this mode the driver seeks to reach and maintain a certain speed his individually desired speed In reality the speed in free driving cannot be kept constant but oscillates around the desired speed due to imperfect throttle control e Approaching i e the process of adapting the driver s own speed to the lower speed of a preceding vehicle While approaching a driver applies a deceleration so that the speed difference of the two vehicles is zero in the moment he reaches his desired safety distance e Following i e the driver follows the preceding car without any conscious acceleration or deceleration He keeps the safety distance more or less constant but again due to imperfect throttle control and imperfect estimation the speed difference oscillates around zero e Braking i e the application of medium to high deceleration rates if the distance falls below the desired safety distance This can happen if the preceding car changes speed abruptly of if a third car changes lanes in front of the observed driver For each mode the acceleration is described as a result of spe
226. n Parking DPL Lot Lot Dwell Time Dwell Time s For Stop Sign or DwITm Transit Stop Emissions Emissions Evaporation HC_evap Evaporation HC Hydrocarbon in the current simulation step Following Distance Following distance to the next car Dx m for the simulation step Fuel Consumption Fuel consumption mg s in the Fuel current simulation step Fuel Consumption Fuel consumption 1 100 km in the Fuel 100km current simulation step Gear Current Gear Gear HC Emissions Hydrocarbon emissions in current HC simulation step Interaction State Description Number of the IntacP interaction procedure Lane Change Direction of current lane change LCh Lane Number Number of the Active Lane Ln Lateral Position Lateral position relative to middle of Y lane 0 5 at the end of the simulation time step Length Length m Length Link Coordinate Link Coordinate m at the end of the X simulation step Link Cost Cumulated Cost Cost Link Number Number of the Active Link Lk Mileage Mileage km Mileage Model Year Model Year Model NMHC Emissions Non methane Hydrocarbon NMHC Emissions in the current simulation step NMOG Emissions Non methane organic gas emissions NMOG in the current simulation step 8 22 VISSIM User Manual Version 3 70 Vehicle Record EVALUATION TYPES Label in Dialog Box Definition Column Header NOx Emissions Nitrogen Oxide emissions in current simulation step NOx
227. n as well as test runs and provides a platform to contain all important parameter and variable values The Signal Detector record can be displayed in a window on the desktop and or stored in an output data file LDP 8 9 1 Definition No additional definition required 8 9 2 Configuration In order to display the desired signal control information additional configuration is needed The record should be configured for a selection of important variables and parameters only since the number of columns can rapidly increase over 100 if every variable for each detector and signal group is logged Various configurations can be saved using different data file names To create or edit a configuration of the SC Detector Record follow the steps outlined below 1 Select SIGNAL CONTROL EDIT CONTROLLERS 2 The dialog box Signal Controllers SC with a list of all coded signal controllers appears Select the controller from which to create a new signal detector record configuration and press EDIT 3 In the dialog box SC Parameters press the SC DET REc button The SC Detector Record dialog box appears a gt ser Manual Version 3 v VISSIM User M Version 3 70 8 29 4 10 EVALUATION TYPES Signal Control Detector Record The configuration allows for inserting and deleting Indi sc 0 Delete Column individual columns To insert a new column select from the Layout of Columns Insert Column Col Type Cat No
228. n by subtracting the theoretical ideal travel time from the real travel time The theoretical travel time is the time that would be reached if there were no other vehicles and no signal controls or other stops in the network reduced speed areas are taken into account The delay time does not include passenger stop times at transit stops However the loss time caused by acceleration or deceleration because of such a stop remains part of the delay time Stopd Average standstill time per vehicle in seconds not including passenger stop times at transit stops Stops Average number of stops per vehicle not including passenger stop times at transit stops 4 Veh Vehicle throughput 8 6 VISSIM User Manual Version 3 70 91 V Delay Times EVALUATION TYPES 5 Pers Average total delay per person in seconds not including passenger stop times a transit stops 6 Pers Person throughput Example output file Table of Delay SimulationComment No 1 Travel time section s 11 12 Time Delay Stopd Stops Veh Pers Pers VehC All No Js is I 1 La d 900 102 6 49 9 1 10 268 102 6 268 1800 114 2 41 0 1 33 310 114 2 310 2700 121 3 42 0 0 72 328 121 3 328 3600 126 0 43 7 0 60 335 126 0 335 o vV VISSIM User Manual Version 3 70 8 7 UN EVALUATION TYPES Data Collection 8 3 Data Collection Rather than collecting data for a section or segment data collection offers the col
229. n layout is automatically saved with the file name shown for CONFIGURATION FiLE when leaving the Signal Times Table Configuration dialog box with OK It can then be reused for other signal controls or different projects With external signal control programs the dynamic signal timing plan can also be used to display other information such as the status of stages etc Please refer to the documentation of the individual control program for details on the display of this additional data Tips and Tricks In order to use an existing configuration file press the CONFIGURATION FILE button and select an existing file When prompted if configuration should be read from the file choose YES Caution The previous configuration will be overwritten with the new layout configuration 8 8 3 Results SG 1 The signal times table of all Signal controls se 2 can be activated during a simulation run 56 4 See the illustration for an example 2 The following colors depict the different 56 8 detector occupancy conditions Det 1 Det 2 4 5 6 8 Signal Settings SCJ 3 Change from empty black line to light pet blue A vehicle passes the detector Det within one time step resulting in an Det impulse increase and decrease within Bet one simulation second Change from dark blue to light blue A vehicle leaves the detector and a new Ki a gt ser Manual Version 3 v VISSIM User M Version 3 70 8 27 EVALUATION T
230. n of travel time differences can be defined Shorter edges won t be included in the convergence evaluation and convergence detection Convergence Configuration 4 r Travel Time Difference for Edges Not for edges that are shorter than 20 000 m Cancel 8 58 VISSIM User Manual Version 3 70 91 d Convergence Evaluation EVALUATION TYPES 8 26 3 Results The results from the Convergence Evaluation are displayed in a table that compares the volumes and travel times on all of the edges and paths longer than defined in the configuration for each iteration The table is divided into two blocks volume difference and travel time difference Each data line of the evaluation blocks refers to one time interval e g 300 0 600 0 means from simulation second 300 to 600 and shows for each column the number of edges resp paths that are contained in the corresponding class The class boundaries are found in the header of each block Class from Class to with the value of Class to being inclusive E g Class from 2 to 5 for volume difference on edges means All edges that changed volume by more than 2 up to 5 are contained here in the example below the value is 7 for time interval to 300 Example TimeFrom TimeTo Volume Difference Class from 0 2 5 10 25 50 100 250 500 Class to 2 5 10 25 50 100 250 500 Edges 0 205 300 0 12 7 4 0 0 0 0 0 0 300 0 600 0 0 0 Ti 14 2 0
231. n the traffic situation and thus have not to be determined by simulation To cover all three major influences on route choice for all edges in the network the so called general cost is computed as a weighted sum a gt ser Manual Version 3 v VISSIM User M Version 3 70 9 17 DYNAMIC ASSIGNMENT Simulated Travel Time and General Cost general cost travel time travel distance y financial cost supplement 2 The weights a and y can be defined by the user In VISSIM the weights are specific to vehicle types and allow the modeling of driver groups with different route choice behavior The travel distances are determined by the geometry of the links The financial cost of an edge is the sum of the costs of all links that are contained in that edge The individual cost of a link is computed by multiplying the traveled distance on that link by the cost specified as a link attribute plus adding the supplements 9 18 VISSIM User Manual Version 3 70 91 gt Route Search Route Choice DYNAMIC ASSIGNMENT 9 6 Route Search and Route Choice 9 6 1 Routes and their Cost A route is a sequence of edges that describes a path through the network Routes in VISSIM s Dynamic Assignment start and end at parking lots Since normally more than one route exists between an origin and a destination parking lot in the network VISSIM has to model the driver s decision which route to take For the beginning let s assume th
232. nceled with an error message e f New Numbers is not checked each imported network element keeps its number if this one doesn t yet exist in the old network in which case it is changed as above e Keep duplicates For each network element without a geometrical position e g distributions the user can select if exact duplicates of existing network elements are to be kept with new numbers or not Example If the vehicle types 1 6 are defined identically in both networks then Keep duplicates changes the numbers of the vehicle types of the imported network to 11 16 usually this is not desirable If Keep duplicates is not checked the respective network elements of both the existing and the imported files are compared by all their properties except for numbers If two network elements are identical no matter what number they have then all references from the imported network are changed to that network element of the existing file 3 6 2 TEAPAC and SYNCHRO Import optional module Complete VISSIM networks including signals and signal timing can be imported from the signal optimization software packages TEAPAC and SYNCHRO if this module is part of your VISSIM license To use this feature go to FiLE IMPORT TEAPAC resp SYNCHRO The TEAPAC Import dialog box opens a gt ser Manual Version 3 v VISSIM User M Version 3 70 3 17 PROGRAM HANDLING They receive the necessary information for converting the existing ne
233. nd Tricks following colors Dark blue light blue dark purple light purple light red yellow white For extended information on vehicle movements the extended vehicle display can be toggled using Ctrl V whenever the VISSIM network window is active If the extended display mode is active vehicles are not displayed using the color as defined in vehicle type or class transit line but will be displayed using the standard waiting at the emergency stop position for more than 6s braking between 1 0 to 3 0 m s braking below 3 0 m s braking for lane change braking as cooperation to allow lane change of a neighboring vehicle vehicle is in queue condition 5 16 VISSIM User Manual Version 3 70 91 Graphical Display GLOBAL SETTINGS 5 3 1 Alternative Display While in Alternative Display mode vehicles will not be displayed but instead a color scale signifying some data value for each segment of each link or lane see illustration The segment length can either be set for each link and connector individually or for a range of links and connectors using the multi select mode see section 3 2 2 Configuration Alternative Link Display E3 Value Density all vehicle types hd Cumulative Veh km Data Collection Link Evaluation Classes from Within the Graphical Display dialog box o accessible by OPTIONS
234. nd merging areas e VISSIM allows for an easy comparison of design alternatives including signalized and stop sign controlled intersections roundabouts and grade separated interchanges e Capacity and operations analyses of complex station layouts for light rail and bus systems have been analyzed with VISSIM e Preferential treatment solutions for buses e g queue jumps curb extensions bus only lanes have been evaluated with VISSIM 1 2 VISSIM User Manual Version 3 70 91 What is VISSIM INTRODUCTION e With its built in Dynamic Assignment model VISSIM can answer route choice dependent questions such as the impacts of variable message signs or the potential for traffic diversion into neighborhoods for networks up to the size of medium sized cities o vV VISSIM User Manual Version 3 70 1 3 UN INTRODUCTION Traffic Simulation Model 1 2 Traffic Simulation Model The simulation package VISSIM consists internally of two different programs exchanging detector calls and signal status through an interface The simulation generates an online animation of traffic operations and offline the generation of output files gathering statistical data such as travel times and queue lengths The traffic simulator is a microscopic traffic flow simulation model including car following and lane change logic The signal state generator is a signal control software polling detector information from the traffic simulator on a discrete time st
235. ned time interval A vehicle that has been removed from the network because it had reached the maximum lane change waiting time default 60 seconds A distance too short between the beginning of a routing decision and the first connector causing a vehicle to leave its route because it has not enough time to stop beforehand The passage of more than 5 connectors at the same time by a single vehicle resulting in a virtual shortening of the vehicle in the animation o vV VISSIM User Manual Version 3 70 7 7 IN RESULTS Runtime Errors e For signal controllers that use information on intergreen and minimum green times Each violation of one of the times defined in VISSIM will be reported if it occurs during a simulation run 7 8 VISSIM User Manual Version 3 70 91 EVALUATION TYPES 8 EVALUATION TYPES This chapter provides all information of how to define and configure the individual evaluation types and what the results look like In order to generate output data the corresponding option needs to be enabled see section 7 1 Some evaluations may result in an online window representation e g signal times table others may be written to a text file Some evaluation types support both options As the text files use semicolons as delimiters they can easily be imported in spreadsheet applications like Microsoft Excel in order to use them for further calculations or graphical representation 91 V VISSIM User Manual Ver
236. ng each driver vehicle unit can be discriminated into three categories 1 Technical specifications of the vehicle e Length Maximum speed Potential acceleration Actual position within the network Actual speed and acceleration 2 Behavior of driver vehicle unit e Psycho physical sensitivity thresholds of the driver ability to estimate aggressiveness e Memory of driver e Acceleration based on current speed and driver s desired speed 3 Interdependence of driver vehicle units e Reference to leading and following vehicles on own and adjacent travel lanes e Reference to current link and next intersection e Reference to next traffic signal 1 6 VISSIM User Manual Version 3 70 91 INSTALLATION 2 INSTALLATION o vV VISSIM User Manual Version 3 70 2 1 IN INSTALLATION System Requirements 2 1 System Requirements As a 32 bit application VISSIM runs under Windows 95 98 2000 ME NT 4 0 or later The performance of a VISSIM simulation is mainly dependent on the number of vehicles simultaneously contained in the network and on the number and type of signal controlled junctions included Thus using identical VISSIM input files a faster computer will always lead to a faster simulation For very large applications like a network of at least half a city with more than 50 signal controlled junctions at least 1 GB of RAM is recommended To provide an optimal desktop layout when multiple windows are displayed simultaneously it
237. ng lots in other zones than the destination zone are considered e g if all parking lots there are full Then of course drivers are looking for near other parking lots The position of a zone is computed from the positions of all parking lots as the average of the coordinates You can see the computed zone centroids by pressing Ctrl Z while in parking lot mode in the network editor Parking Lot Selection x The coefficients of the utility function can be defined for each vehicle type in Decision Situation Departure from Parking the Parking Lot Selection dialog box The box is reached by pressing the button PARKING LOT SELECTION in the Vehicle Type dialog box Once the utility for all valid parking lots in the choice set is determined the choice probabilities are computed by a Logit function The sensitivity factor of the parking lot Logit model can be set in the Dynamic Assignment Dialog Box in 0 0 Attraction 0 0 Distance from desired zone 0 0 Distance from current position 0 0 Current parking availability Efficiency the field labeled LOGIT SCALING FACTOR There is also a field labeled LOGIT LOWER LIMIT where a threshold can be defined so that parking lots with a lower utility than the threshold are not chosen at all VISSIM User Manual Version 3 70 9 25 DYNAMIC ASSIGNMENT Optional Enhancements of the Model 9 7 3 Detour Detection As described above in the section about route searc
238. nnector enters the roundabout link if they would be placed after the entry of the connector it could result in a situation where a vehicle would wait for itself and thus drastically reduce capacity of the roundabout e green bar used for minimum gap time only should be placed around the same distance away from the conflict area as the associated stop line a gt ser Manual Version 3 v VISSIM User M Version 3 70 4 67 TRAFFIC TRANSIT NETWORK Non Signalized Intersections Querverkehrsst rungen f r einen zweistreifigen Kreisverkehr mit zweistreifiger Zufahrt Priority rules for a two lane roundabout with a two lane entry t 0s x 5m 14 km h v 180 km h Legende legend t Zeitl cke min gap time x Wegl cke min headway v max Geschwindigkeit max speed gest rter Querschnitt stop line st render Querschnitt conflict marker At first priority rules for vehicles entering the roundabout from lane 1 will be defined There are different positions each for time gap and headway to model a more realistic vehicle flow Thus a vehicle within the roundabout driving faster than 14 km h will not be detected by the headway but only by the time gap condition Therefore a vehicle wanting to enter the roundabout can start to enter even if the one within the roundabout has not left the conflict area completely Priority rules 1 and 2 model this behavior these are vali
239. ns a header with a list of all active named nodes and all parameters selected column headers The data section contains for every time interval one row per turning relation of each active node and an additional row for the node total turning relation All There is one additional line per time interval with node number 0 containing the system total The volume average delay and standing time values as well as the number of stops are determined by a delay segment created automatically as a combination of new travel time measurements from all possible upstream starting points distance user defined but not extending across an upstream node boundary to the node exit point a gt ser Manual Version 3 v VISSIM User M Version 3 70 8 39 EVALUATION TYPES Node Evaluation of the respective turning relation Also available is the number of passengers and person delay by vehicle class The queue length values are collected by a queue counter created automatically and placed at the first signal head or priority rule stop line on the link sequence of the turning relation If there is no such cross section the queue counter is placed at the node entry point The node evaluation places a queue counter on every edge move ment found inside the node It is placed at the position of the signal head or priority rule stop line that is the closest one upstream to the node boundary on the respective edge Caution If there is more than one edge wi
240. nsit stop to its new location within the same link Bus turnouts cannot be moved graphically To delete a bus turnout mark it in the mode create move links and then press the DEL button All connectors and priority rules are removed at the same time Existing curbside transit stops can be deleted by dragging them off of the link they are placed on It is possible to create a stop where more than one transit vehicle can have passenger interchange at the same time In order to do so the stop must be large enough to accommodate the total length of all vehicles plus sufficient headway ahead of between and behind each vehicle On a multi lane link it is possible for transit vehicles to turn out behind another stopping vehicle or to turn into a stop ahead of another vehicle if there is enough space left to accommodate it completely If the stop is placed on a single lane link e g a lay by a following vehicle cannot leave before the Tips and Tricks preceding vehicle 4 5 2 Transit Lines Bus Tram lines A transit line consists of buses or light rail vehicles trams serving a fixed sequence of transit stops according to a time table The stop times are determined by dwell time distributions or calculations of passenger service times If a real world transit line ans VISSIM User Manual Version 3 70 4 53 TRAFFIC TRANSIT NETWORK Transit Public Transport should operate on different routes it has to be coded as separate
241. ntains two floating point numbers indicating the time interval of the matrix in hours and minutes Examples 1 3 reads as 1 hour 3 minutes and not as 1 hour 30 minutes 1 30 reads as 1 hour 30 minutes 1 50 reads as 1 hour 50 minutes and not as 1 hour 30 minutes In the example below the matrix is defined from 0 00 hrs to 1 30 hrs d e Other than in VISSIM prior to version 3 60 the time information in the matrix is the absolute time of day not a relative time related to the simulation start Therefore in the VISSIM Simulation Parameters a start time may be defined In order to use it similar to a relative time the start time in VISSIM needs to be set to 00 00 00 e Next value is the scaling factor This factor can be used to scale the matrix globally e The next data line contains the number of zones in the example 8 e Then the numbers of all zones used in the matrix are defined in the example 10 20 30 40 50 60 70 80 e Finally the actual matrix data follows The data is interpreted as total number of vehicles per time interval defined in the header not necessarily no of vehicles per hour The first line contains all trips from the first zone to all other zones in the order given with the definition of the zone numbers in the example 0 180 200 The next line contains all the trips from the second zone to all others 170 0 190 and so on In the example below from zone 20 to zone 30 190 trips are de
242. nts may vary due to user defined settings The VISSIM network consists of static data remaining unchanged during the simulation and dynamic data containing all information about the simulated traffic Static data represents the roadway infrastructure This data is required for both simulation and testing of a traffic actuated signal control logic Static data include 4 2 VISSIM User Manual Version 3 70 Overview TRAFFIC TRANSIT NETWORK Links with start and end points as well as optional intermediate points Links are directional roadway segments with a specified number of lanes Connectors between links e g to model turning possibilities lane drops and lane gains Location and length of transit stops Position of signal heads stop lines including a reference to the associated signal group Position and length of detectors Location of transit call points Dynamic data is only to be specified for traffic simulation applications It includes the following information Traffic volumes including vehicle mix e g truck percentage for all links entering the network Location of route decision points with routes link sequences to be followed differentiated by time and vehicle classification Priority rules right of way to model unsignalized intersections permissive turns at signalized junctions and yellow boxes keep clear areas Location of stop signs Public transport routing departure times and dwell times For me
243. of the cross sections was placed on the wrong link e g opposite direction d If Dynamic Assignment optional module has been activated the shortest distance in contrast to the distance with the minimum no of links will be used as the distance However it can only be computed if both travel time cross sections are located either between two nodes or within a node WM Visible Screen If toggled the travel time cross sections are visible during the simulation if travel times have been enabled in the global display settings Label If toggled the label of the travel time section as enabled in the global display settings is shown Write to File If toggled the travel time values for this section will appear in the output file While in travel time edit mode a list of all defined travel time measurements can be accessed by right clicking outside the VISSIM network or by the menu command NETWORK EDITOR SELECTION TRAVEL TIME MEASUREMENT o vV VISSIM User Manual Version 3 70 8 3 UN EVALUATION TYPES Travel Times 8 1 2 Configuration In order to get the desired output format additional information is needed This is to be provided within the Travel Time Measurement Configuration dialog which can be accessed by pressing the CONFIGURATION button in OPTIONS EVALUATIONS FILES once the option Travel Time has been ticked The following configuration data can be defined e Ac
244. ogit Lower Limit Defines the cutoff proportion for the parking lot choice algorithm If the benefit proportion of a parking lot is below the limit no vehicles will be assigned to it M Reduced Volume 6 This checkbox allows for reduction of the volume from all OD matrices used for the next Dynamic Assignment run down to the given percentage Correction of overlapping paths Corrects the proportions of vehicles being assigned if routes share common edges M Avoid Long Detours Paths with long detours segments that could be replaced by shorter distance alternatives from different paths will not be used for vehicle distribution The factor for deciding when a segment is a detour can be defined in the adjacent box 9 36 VISSIM User Manual Version 3 70 91 Wu Assignment Control DYNAMIC ASSIGNMENT M VISSIM s Virtual Memory allows the user to conserve some of the memory RAM used while running a simulation with Dynamic Assignment When the box is checked a file is created that holds a reference to the vehicles that will eventually enter the network instead of those vehicles being generated at the beginning of the simulation and being stored in the computers memory until they leave the network Using the Virtual Memory option slows down the simulation but will not tie up as much of the systems memory resources CONVERGENCE Provides three threshold values to detect convergence of the Dynamic Assignment process ROUTE GUIDANCE All
245. on 3 70 4 23 TRAFFIC TRANSIT NETWORK Automobile Traffic Zugfahrzeug Anh nger Lorry Trailer Element 1 Element 2 Deichsell nge _ 0 Kupplung hinten _ 0 Shaft length Rear gearing Kupplung vorn _ Deichsell nge Front gearing ront gearing Shaft length Kupplung vorn Rear gearing Front gearing Achse vorn Front axle Achse vorn Front axle Achse hinten Achse hinten Rear axle Rear axle L nge L nge Length Length Bahn Tram Train Tram 1 Wagen 2 Wagen 1st Car 2nd Car Element 1 Element 2 Deichsell nge _ Shaft length Kupplun hinten Rear gearing Kupplung vorn _ Front gearing Kupplung vorn Front gearing Ku Deichsellange Rear gearing Shaft length Il Ile 11 Achse vorn Achse vorn Front axle Front axle Achse hinten Achse hinten Rear axle Rear axle L nge L nge Length Length 4 24 VISSIM User Manual Version 3 70 c Automobile Traffic TRAFFIC TRANSIT NETWORK e 3D MODEL opens the 3D Vehicle Elements dialog which allows to select the vehicle model that will represent the type when in 3D mode All available 3D files can be preview and selected The App button adds the current file selection to the Selected Vehicle Elements section Vehicles that consist of more than one element e g trams can be composed using the ADD button multiple times to add the desired vehicl
246. on Contains recorded simulation for playback Observation Binary file that includes vehicles position speed and acceleration for each vehicle for each simulation second Used as base for time space speed distance and other diagrams BTX Observation Text form of observation file It is created from an Text existing BEO file via the command SIMULATION BEO gt BTX It is about three times as big as the corresponding BEO file EMI Emission Contains total emissions in grams for CO and NO output ERR Run time Contains warnings of non fatal problems that warnings occurred during the simulation FHZ Vehicle Inputs List of all vehicles including time location and speed at their point of entry into the VISSIM network FZP Vehicle Contains vehicle information specified for collection Record by the user in the FZK file in the Vehicle Record Output Configuration box IVB Integral v a Environmental indicator of sum of speed multiplied by acceleration for each route Contains the output from the node evaluation Evaluation Output 10 2 VISSIM User Manual Version 3 70 91 V Simulation Output Files GLOSSARY OF FILES ASSOCIATED WITH VISSIM Extension Name Content LDP Signal detec Contains log of signal display changes and detector tor record actuations to be configured using a KFG file LOG Simulation File is created automati
247. on value see below 6 Confirm with Ok For multi lane links reduced speed areas need to be defined for each lane separately Thus different characteristics can be defined for each lane a gt ser Manual Version 3 v VISSIM User M Version 3 70 4 35 TRAFFIC TRANSIT NETWORK Automobile Traffic Reduced Speed Area properties The properties of a reduced speed area can be accessed by selecting the corresponding link connector and double clicking with the left mouse button on the reduced speed area Number Unique identifi cation of the reduced speed area Name Label or comment M Label When showing labels names of all reduced speed areas to be switched on in OPTIONS GRAPHICS Network Elements OPTIONS this option allows to individually switch off the label of that reduced speed area At Start position link connector coordinate Edit reduced speed area Number Name Label Link Cancel Lane 10 25 0 30 0 10 25 0 30 0 E Delete Length Length of reduced speed area Time From Until Defines the time interval for which the reduced speed area is active Vehicle Class Speed acceleration combination For each relevant vehicle class one data line needs to be defined It includes the desired speed distribution to be used by vehicles of that class while they travel in the reduced speed area and a deceleration value that defines the
248. onfiguration No additional configuration required In order to display the desired signal control information select OPTIONS EVALUATIONS WINDOWS and tick the option Signal Changes In order to save the signal change data to an output file LSA select OPTIONS EVALUATIONS FILES and tick the option Signal Changes 8 10 3 Results The header of the file consists of file title simulation comment and a complete list of all signal groups The data section contains one line for each signal change event of each signal group The following data shows an extract of a sample file Signal Changes Protocol Luxembourg with SC 5 6 7 for VISSIM size B SCJ 5 SGroup 1 Link 247 Lane 1 At 66 0 SCJ 5 SGroup 2 Link 243 Lane 1 At 1843 SCJ 5 SGroup Link 241 Lane 2 At 18 4 SCJ 5 SGroup 3 Link 241 Lane 1 At 18 3 SCJ 5 SGroup 4 Link 242 Lane 1 At 46 8 SCJ 5 SGroup 5 Link 231 Lane 1 At 29 2 SCJ 5 SGroup 21 Link 288 Lane 1 At 15 1 SCJ 5 SGroup 21 Link 289 Lane 1 At 1 8 SCJ 5 SGroup 22 Link 294 Lane 1 At 2 2 SCJ 5 SGroup 22 Link 295 Lane 1 At 125 SCJ 5 SGroup 23 Link 292 Lane 1 At 2 6 SCJ 5 SGroup 23 Link 293 Lane 1 At 1 8 8 32 VISSIM User Manual Version 3 70 91 d Signal Changes EVALUATION TYPES SCJ 5 SGroup 24 Link 290 Lane 1 At 5 5 SCJ 5 SGroup 24 Link 291 Lane 1 At 1 7 SCJ 5 SGroup 25 Link 289 Lane 1 At 10 7 SCJ 5 SGroup 25 Link 288 Lane 1 At 5 8 SCJ 5 SGroup 51 Link 106 Lane 1 At 84 0 SCJ 5 SGroup 52
249. onnectors can be increased or decreased using surcharges Surcharges are added to the total cost once per visit of a link connector i e not per km There are two kinds of surcharges e Surcharge 1 is sensitive to the weight for financial cost in the vehicle type cost parameters 9 32 VISSIM User Manual Version 3 70 91 Wu Assignment Control DYNAMIC ASSIGNMENT e Surcharge 2 is simply added to the general cost and can not be influenced by the weight parameters The surcharge can be defined in the Parameters for Dynamic Assignment dialog Cost fo k box that can be accessed within the link or ae T d yon connector attributes box by pressing the CosT Surcharge 2 0 00 button Cancel rigid method of avoiding traffic on certain road sections is to certain edges for the use in the Dynamic Assignment routing Edges can be closed in the Edge Selection dialog by selecting an edge and activating the option Edge Closed All closed edges will be shown in red color rather than yellow Edge Selection Cost Edge Closure Length Volume 59 22 108 307 57 69 From Node To Node 5 BEES 6 10 7 8 10 Time Interval 301 600 Vehicle Type Car 1 Restricting the Number of Routes The number of routes found during the iterations in principle is not restricted Therefore as long as no special action is done all routes that have been found
250. op No weight of a new 3 occupancy rate in the new 4 0 s bef Depart Cancel smoothed average if the new rate is higher than the previous average Decrease defines the weight of a new rate smaller than the previous average e Departure Signal If checked the detector will detect a vehicle only if the vehicle stands in the selected PT stop and the dwell time will be finished after the given time x s before Departure or the total dwell time is shorter than the given time the vehicle has already decided to skip that PT stop in which case the detector call is sent to the controller as soon as the vehicle reaches the detector e PT Lines select the PT lines that this detector is active for e SOUND A wave file wAv can be assigned to a detector If a sound card and driver is installed it is being played every time a vehicle is detected The wave file needs to be located in the same directory as the network data file INP 1 2 3 4 a gt ser Manual Version 3 v VISSIM User M Version 3 70 4 77 TRAFFIC TRANSIT NETWORK Signalized Intersections e PT Calling Pt defines the detector as a public transport calling point That is it only detects transit vehicles that send out PT telegrams see Transit Routes e Vehicle Classes The detector will only recognize vehicles that are contained in at least one of the selected classes Selecting a line number in the selection box below d
251. or further information on Travel Times see section 8 1 VISSIM User Manual Version 3 70 7 3 RESULTS 7 1 2 File Output File output is enabled by the Offline Analysis File dialog box which can be accessed by OPTIONS EVALUATIONS FILES For every evaluation type that has been activated by ticking the box adjacent to it output files are generated during a simulation according to the definition and configuration specific to each evaluation type for information please refer to chapter 8 The filename of the corres ponding output file is com posed by the name of the input file and the evaluation type specific extension See section 10 1 for a complete list of all output files Enabling Evaluations Offline Analysis File x Observer Configuration Export P Dist of Green Times Node SC Det Record Signal Changes iv Data Collection Network Performance Bus Tram Wait Time Travel Time Lane Change Queue Length Link Evaluation iv Delay Vehicle Inputs Special Evaluations Paths Dynamic Ass Convergence Configuration Filter Configuration Filter Configuration Configuration Filter Configuration Configuration Configuration Configuration Filter Configuration eme d Existing output files of previous simulation runs of the same input file will be overwritten without warning In
252. order to save the existing files it is recommended to move them into another directory immediately after the end of the simulation run 7 1 3 Database Output VISSIM also allows to output some data in a database format Currently database output is possible for e Vehicle record e Link evaluation e Paths Dynamic Assignment VISSIM User Manual Version 3 70 Enabling Evaluations RESULTS 7 1 3 1 System Requirements In order to enable the database output functionality the Microsoft Data Access Components MDAC need to be installed on the computer We recommend to use the newest version of MDAC currently 2 7 If you re not sure if these components are installed on your computer the latest version can be downloaded from the internet from the Microsoft homepage http www microsoft com Simply search for MDAC and follow the instructions on the download page For a successful installation the user must be logged in with administrator rights The VISSIM database output has been tested for Microsoft Access and Oracle database systems 7 1 3 2 Database Connection The database connection is configured in the Evaluations Database dialog box which is accessed by OPTIONS EVALUATIONS DATABASE These properties are saved to the VISSIM network file inp Create New Access Database necessary only when using a new Create New Access Database Microsoft Access database file Acce
253. ownstream e AMBER in case of the next block being unoccupied and the following block occupied by a vehicle e GREEN if both downstream blocks are empty All vehicles passing a block signal displaying AMBER receive the associated maximum speed until they approach a block signal displaying GREEN Railroad block signals count normal signal heads as block delimiters but do not influence the states of those signals The definition of a railroad block signal will look like the line below SIGNAL HEAD 912 NAME LABEL 0 00 0 00 BLOCK SIGNAL DESIRED SPEED 25 00 POSITION LINK 1 LANE 1 AT 558 020 VEHICLE CLASSES ALL The speed 25 00 km h refers to the maximum speed at an amber signal the position 558 020 meters refers to the position along link 1 where the signal head is located The link and signal head numbers refer to the link and signal head defined in the model 4 82 VISSIM User Manual Version 3 70 91 GLOBAL SETTINGS 5 GLOBAL SETTINGS o vV VISSIM User Manual Version 3 70 5 1 UN GLOBAL SETTINGS Simulation Parameters 5 1 Simulation Parameters Global simulation and signal control test parameters can be set within the Simulation Parameters dialog box that is accessible by SIMULATION PARAMETER The following parameters can be defined Comment Text to identify the simulation run The comment line Comment Hamilton Avenue Yasona
254. ows for definition of up to two control strategies to be used by vehicles with route guidance e g navigation system CREATE STATIC ROUTING Starts the conversion of the current Dynamic Assignment results into static routes a gt ser Manual Version 3 v VISSIM User M Version 3 70 9 37 DYNAMIC ASSIGNMENT Assignment Control x Trip Chain File 2 fkt j r Matrices Matrix caram fma Traffic Comp Edit New zi Delet Cost File _tilsatest bew Check Edges Path File _rilsatest weg F Check Edges Evaluation Interval 600 s Extended Iv Calculate and Store Paths Extended Kirchhoff Exponent 3 50 Logit Scaling Factor 50 Logit Lower Limit 0 001 00 Reduced volume 100 96 Iv Correction of overlapping paths Avoid Long Detours VISSIM s Virtual Memory 2 50 Convergence Route Guidance Create Static Routing Close EX 9 38 VISSIM User Manual Version 3 70 91 gt GLOSSARY OF FILES ASSOCIATED WITH VISSIM 10 GLOSSARY OF FILES ASSOCIATED WITH VISSIM o ser Manual Version 3 aNs VISSIM User Manual Version 3 70 10 1 GLOSSARY OF FILES ASSOCIATED WITH VISSIM Simulation Output Files 10 1 Simulation Output Files Extension Name Content A00 Used by Output files for various specifically defined various evaluations 99 evaluations Animati
255. petition of the simulation and thus to find more than one route because traffic conditions change during the iteration During the iterated simulations VISSIM builds a growing archive of routes from which the drivers choose See section 9 6 for a detailed description of how routes are computed e The routes must have some kind of assessment on which the drivers base their choice In VISSIM for all routes the so called generalized costs are computed i e a combination of distance travel time and other costs e g tolls Distance and costs are defined directly in the network model but travel time is a result of the simulation Therefore VISSIM measures travel times on all edges in the network during one simulation so that the route choice decision model in the next simulation can use these values e The choice of one route out of a set of possible routes is a special case of the more general problem called discreet choice modeling Given a set of routes and their generalized costs the percentages of the drivers that choose each route is computed By far the most frequently used mathematical function to model that kind of choice among alternatives is the Logit model VISSIM uses a variant of the Logit model to handle route choice See section 9 6 2 for a detailed description The VISSIM road network model is very detailed in order to allow an exact reproduction of the traffic flow in a high resolution in time and space All of the three tasks abo
256. ple points can then be selected using the 8 8 VISSIM User Manual Version 3 70 91 uU Data Collection EVALUATION TYPES mouse while holding down the CTRL key Alternatively one of the buttons AUTO ALL or AUTO GROUP may be used to define data collection measurements Auto ALL generates one measurement for each individual data collection point even if it has been included in another data collection measurement already Auro GROUP automatically combines data collection points which are situated within 3m on the same link connector into one data collection measurement This option is useful when data on multi lane links should be collected for the complete link and not for individual lanes If there are no multi lane links contained in the network the result is identical to that of AuTO ALL Time The starting and finishing time and the time interval of the evaluation defined as simulation seconds Output defines the output format of the text file Compiled Data generates a file MES according to the times and numbers as defined in this dialog box Raw Data generates a file MER where simply every data collection event will be logged in chronological order CONFIGURATION opens the Data Collection Configuration dialog box that allows to select the data and output format of the data collection measurements Data Collection Configuration x Layout of Columns Parameter Function Yeh Class Numb
257. ppears Define the routing decision properties as shown below and confirm with Ok 4 40 VISSIM User Manual Version 3 70 91 Automobile Routing Turning Movements TRAFFIC TRANSIT NETWORK Step 3 Select the link connector for the route destination Step 4 Right click on the location for the route destination point green bar If there is a valid connection between the red bar and the click position the link sequence is shown as a yellow band and the Route dialog box appears Define the route properties as shown below and confirm with Ok If there is no consecutive sequence of links and connectors possible VISSIM cannot suggest a route and thus neither the yellow band nor the Route dialog box appears In that case either the destination link or destination location must be changed or any missing connectors be created To define more destinations multiple routes from the same routing decision point red bar click twice outside the VISSIM network to go back two steps and continue with steps 3 and 4 for each additional route To define a new routing decision click on the Routing Decision mode button and repeat steps 1 to 4 Routing Decision properties Upon selection of the Routing Decision mode all defined routing decisions are shown in dark red and additionally the destination cross sections of all routing decisions are shown in dark green As soon as a routing decision is selected only the corresponding destination cross se
258. ption Then for default headers abbreviated column headers are used The column layout is automatically saved with the file name shown for CONFIGURATION FiLE when leaving the SC Detector Record dialog box with OK It can then be reused for other signal controls or different projects If activated the name of the output file of a signal detector record can be defined by pressing the RECORDING FILE button 8 30 VISSIM User Manual Version 3 70 91 gt Signal Control Detector Record EVALUATION TYPES Tips and Tricks In order to use an existing configuration file press the CONFIGURATION FILE button and select an existing file When prompted if configuration should be read from the file choose YES Caution The previous configuration will be overwritten with the new layout configuration 8 9 3 Results The SC Detector Record may be viewed in a window during a simulation test run and or written to an output file LDP see sections 7 1 1 and 7 1 2 respectively The data types that can be logged in the SC Detector record depends on the signal control program used and is documented in that particular user manual The SC Detector record has a tabular layout with a row for each simulation second and a column for each traced parameter or variable An extract from an output file and an example window configuration is shown below SC Detector record 02 12 07 16 09 02 SCJ Detector record SCJ 5 SC 1 Program file vap214 e
259. r e 1 row contains 5 values separated by one or more blanks vehicle type number no of starting link no of starting lane coordinate within starting link m Starting time s e Every further row contains one value Speed m s at the end of simulation time step Every time step of the simulation the next speed information for each vehicle will be read out of the file and assigned to that vehicle As soon as the end of the file is reached the vehicle will be taken out of the network 5 12 VISSIM User Manual Version 3 70 91 Graphical Display GLOBAL SETTINGS 5 3 Graphical Display The display options of VISSIM can be accessed by OPTIONS GRAPHICS which opens the Graphical Display dialog box shown below These settings are available e Link Display Options for displaying the link network Normal shows links in their full width Center Line displays only the link centerlines using these colors Blue normal links Green links without animation e g tunnel or underpass Pink connectors Red transit stops Invisible Links are not displayed at all but will be highlighted if clicked on This option can be used to animate the simulation on a background map Alternative Vehicles will not be displayed at all but instead colored boxes representing some data value for each segment of a link or lane will be displayed The segment length can be set for each x
260. r causing the controller to treat them as one detector This allows VISSIM to model detectors reaching over multiple lanes by defining one detector per lane coded with the same number e Name Any text It can be displayed within the network see Label 4 76 VISSIM User Manual Version 3 70 91 Signalized Intersections TRAFFIC TRANSIT NETWORK Atcontains the detector s link coordinate e Dist to Stop contains the detectors distance to the next signal stop line available only if the stop line is located on the same link length defines the x length of the detector A value of 0 is permitted Number 2 e g for push buttons the detector is then displayed as a thin line Link 228 PT Calling Pt e Visible Screen The qm 2 sc detector will never be VERIS displayed if this option At 346 184 ft is turned off All Vehicle Types 1 e M Label If ticked DistteStepj40 000 ft detector label name or Length 40 000 A 1 qu number may be 5 i i Width 8 4 ft poesian displayed by enabling 6 Bike zi Detectors within 7 Visible Screen OPTIONS GRAPHICS PT Lines IV Label All PT Lines NETWORK ELEMENTS Smoothing factors Smoothing Factors define the exponential Increase 0 250 smoothing of detector o 250 occupancy rates used H by certain signal control programs iv Departure Signal Sound Increase defines the St
261. r Dynamic Assignment only Defines a route as a link sequence to be excluded from the set of edges available for Dynamic Assignment For more information please refer to chapter 9 8 4 e SC relevant for signals with TEAPAC control only Time Intervals Define the time intervals for which the routing decision should be active VISSIM allows for different route From 0 5 proportions for each time interval The Until 99999 _ Is time intervals must not overlap Use the Cancel buttons NEW and DELETE to create Route Rel Flow Rel Flow edit or delete a time interval When multiple routes are defined for a routing decision all Relative Flows for each time interval are listed in the Time Interval dialog box and can be edited here as well For the last time interval it is recommended to leave the default value of 99999s Relative Flows e Instead of absolute vehicle flows VISSIM uses relative flows to determine the proportions among all route destinations of one routing decision This characteristic allows that either real flow volumes or percentages can be entered Internally VISSIM adds up all these relative flows and computes the absolute percentage for each flow automatically e No vehicles will be taken out of or added to the network automatically in order to match the relative flows of a route with the absolute flows e g counted turning proportions of subsequent junctions in most ca
262. r Manual Version 3 70 10 3 GLOSSARY OF FILES ASSOCIATED WITH VISSIM Simulation Output Files Extension Name Content VBV v a Log of speed and acceleration for all vehicles on distribution defined routes suitable input for environmental post processors VDV Acceleration Number of acceleration events on all routes record discriminated by vehicles class initial speed and final speed VLR Delay data Evaluation of delay data raw data VLZ Delay data Evaluation of delay data compiled data 10 4 VISSIM User Manual Version 3 70 91 d Test Mode Files 10 2 Test Mode Files GLOSSARY OF FILES ASSOCIATED WITH VISSIM Extension Name Content AGZ Green time statistics Output green time statistics AWZ Red time distribution Output red time distribution AZZ Time time diagram Output time time diagram Green time as a function of preemption call event during signal cycle BEL Demand file Traffic demand for green time statistics preparation MI Macro Input Manually placed or edited detector calls input file for macro test runs MO Macro Output Manually placed detector calls created during test run to be renamed to M SLF Loop file Configuration file to evaluate the impact of transit priority preemption calls SLO Loop output file Temporary file created during a loop test run used for creation of green time statistics file red tim
263. r in the network select queue counter edit mode from the left side tool bar then either right click off of a link or select NETWORK EDITOR SELECTION QUEUE COUNTERS and a dialog box with all of the queue counters in the network will appear 8 4 3 Results The following extract shows an example of an output text file STZ The title of the file is followed by the simulation comment as set in the global parameters and the list of all delay queue counters that have been evaluated The last block contains a table with the queue data measured for each counter and time interval It contains the following information for each queue counter and each time interval e Average queue length Calculation method The current queue length is measured every time step From these values the arithmetical average is computed for every time interval e Maximum queue length Calculation method The current queue length is measured every time step From these values the maximum value is taken for every time interval e Number of stops within queue Total number of events when a vehicle enters the queue condition 8 12 VISSIM User Manual Version 3 70 91 V Queue Counters EVALUATION TYPES Queue Length Record Luxembourg with SC 5 6 7 for VISSIM size B Queue Counter 520 Link 247 At 66 200 m Queue Counter 531 Link 241 At 18 600 m Queue Counter 532 Link 243 At 18 795 m Queue Counter 534 Link 242 At 46 900 m Avg average queue l
264. rding outlined below Time Intervals 1 3600 Edit 1 Select ANIMATION PARAMETERS The T dialog box Animation Parameters appears Now 2 Select the button New next to the Time Intervals box and define an interval to be Delete recorded There may be multiple intervals being recorded during a simulation run but Areas 1 a they may not overlap New 3 Select the button NEW next to the Areas box The main VISSIM window then zu Delete becomes active Draw one or more boxes by moving the mouse while holding down Animation File test ani the left mouse button Only vehicles simulated within at least one of these boxes Animation Start 1 will be included in the animation file Save Vehicle Positions Cancel o vV VISSIM User Manual Version 3 70 6 5 EN 4 If only Alternative Link Display output is desired uncheck the Save Vehicle Positions SIMULATION AND TEST Animation checkbox and the animation file will not save vehicle display information and will be much smaller If Save Vehicle Positions is active during the recording of an Alternative Link Display vehicle positions will be saved to the animation file in addition to the Alternative Link Display Thus vehicle movements can be shown alternatively during the animation 5 Before beginning the simulation the RECORDING option in the ANIMATION menu must be ticked A check mark confirms the enabled option Once this has been done th
265. reate Type pavement marker opens 3 In the dialog box type of the marker C Diamond Lane the exact position and the Direction U turn Marker can be defined It is possible to choose any combination of Direction Position Display of all of the Pavement Markers is Link 1 controlled in OPTIONS GRAPHICS using Lane button NETWORK ELEMENTS see gy 64 793 m section 5 3 Distance F m before Stop Directions straight Right Left Cancel gt VISSIM User Manual Version 3 70 4 19 TRAFFIC TRANSIT NETWORK Automobile Traffic 4 3 Automobile Traffic VISSIM provides an interface to model different vehicle types and classes A vehicle class can contain one or more vehicle types There is a standard implementation of the common vehicle types and classes Car HGV Truck Bus Tram Bike and Pedestrian These can easily be modified or new classes and types can be created Many parameters of a vehicle type are defined using distributions This chapter describes the different types of distributions 4 3 1 Distributions A range of parameters in VISSIM is defined as a distribution rather than a fixed value Thus the stochastic nature of traffic situations can be reflected realistically Most of the distributions are handled similarly and it is possible to use any kind of empirical or stochastic data for definition All distributions can be accessed by NETWORK EDITOR
266. refer to section 9 5 e PT PARAMETERS only applicable for public transport vehicles Opens the dialog box Vehicle Type PT parameters to define the parameters for dwell time calculation see 4 5 2 option B e The EMISSION CALCULATION settings will only be effective if an emission model optional VISSIM module is activated For details please refer to separate documentation a gt ser Manual Version 3 v VISSIM User M Version 3 70 4 29 TRAFFIC TRANSIT NETWORK e PARKING Lor SELECTION Ea relevant for Dynamic Decision Situation Departure from Parking Assignment only The data within the Parking Lot Search 0 3 _ Parking Cost Dialog is used when a vehicle 4 Attraction is being routed using Dynamic Assignment The parameters are used to determine the fi Distance from current position Current parking availability desired destination in the Decision Situation described in the list box at the top All Efficiency parameters are weights added to the values attributed to parking lots in the situation Distance from desired zone Automobile Traffic For example if the Parking Cost variable is weighted heavily than cheaper parking lots will have an advantage over closer parking lots 4 3 3 2 Vehicle Classes A vehicle class represents a logical container for one or more previously defined vehicle types A vehicle type can also be part of several vehicle classes thus
267. rlap the views so this entity can be used to align the bitmaps when they are joined Name the views so it is easy to restore each view and export another set of bitmaps Often the first set has something missing extraneous information or inappropriate colors so layers have to be manipulated and another set of bitmaps has to be exported Any empty space on the screen will be captured in the bitmap This should be cropped in raster image editing software to make the bitmap as small as possible Objects that are not visible on the screen at the time of export will not be visible in the bitmap even if you choose all entities to export In addition to the BMPOUT command AutoCAD R14 is capable of exporting bitmaps using a printer driver Configure a printer with the PREFERENCES command using the driver Raster file export ADI 4 3 by Autodesk Inc Select 4 6 VISSIM User Manual Version 3 70 91 Network Coding TRAFFIC TRANSIT NETWORK 11 User defined 8 000 width 4000 5000 height At this point you have a choice If you have a copy of Adobe PhotoShop create a bitmap with TrueVision TGA Format TGA24 Then open it in Adobe PhotoShop and create a bitmap If you do not have a copy of Adobe PhotoShop use this 1 Microsoft Windows Device independent Bitmap BMP 1 Monochrome Print the area of the drawing needed as a bitmap to a file using this printer 4 2 2 Links After scaled background maps have been creat
268. rmation can be defined A course identifies each Occupancy Number of passengers that are in the transit vehicle when entering the VISSIM network The course numbers and Occupancy are displayed in the Starting Times Courses Occupancy dialog box 4 5 2 3 Transit Stops on the Route amp Modifying the Route Alignment The route alignment of a transit line can be visualized by opening the list of all Bus Tram Lines right click outside the VISSIM network selecting the desired line clicking on ZooM and closing the list VISSIM initially activates all transit on street stops that are included within the highlighted route displayed in bright red Bus lay bys are not automatically part of a new transit line To include it in a transit route while the yellow band is shown create an intermediate point by right clicking on the yellow band and drag that point onto the bus lay by In the same way other route modifications can be done 4 56 VISSIM User Manual Version 3 70 91 Transit Public Transport TRAFFIC TRANSIT NETWORK d e In order to not modify accidentally a previously adapted alignment it is necessary to use two more intermediate points as pins which enclose the area to be modified Thus when dragging an intermediate point only that part of the route which is enclosed by the pins will be recalculated Any stop of either type that is added after a line has been created will be inactive on
269. rmediate points including the start and end point of each section and choose if the existing points should be kept The spline is drawn according to the direction of the first and the last section of the connector portion Move Select left click and drag it to the desired location The connector length is automatically adjusted and displayed in the middle section of the status bar Delete Move it onto another intermediate point To delete a VISSIM User Manual Version 3 70 91 Network Coding TRAFFIC TRANSIT NETWORK section of points drag the last one of that section to the first one All points between the two will be deleted e Define different height value While holding down the ALT key double click on the point to enter the height W Spline Point Height z Coordinate Cancel 0 00 ft 4 2 4 2 Connector properties and options Link Connector dialog The following attributes can be defined for x a connector EN Name Any label or comment Label When showing connector labels to be switched on in OPTIONS GRAPHICS Network Elements OPTIONS this option allows to individually switch off the label of that connector M Animation When turned off no vehicles are shown on that connector the simulation This option can be used e g to model tunnels and underpasses in 2D graphics In 3D graphics it s better to use the Height fields of the surrounding links instead to
270. route destination point green bar If there is a valid connection between the red bar and the click position the link sequence is shown as a yellow band and the Bus tram line dialog box appears Define the transit line data see 4 5 2 2 and confirm with Ok If there is no consecutive sequence of links and connectors possible VISSIM cannot suggest a route and thus neither the yellow band nor the Bus tram line dialog box appears In that case either the destination link or destination location must be changed or any missing connectors be created If the yellow band shows a route different from the desired one it can be modified see 4 5 2 3 Include exclude stops in the transit route as required and define their properties see 4 5 2 3 VISSIM User Manual Version 3 70 91 To define another transit line click on the Line definition Transit Public Transport TRAFFIC TRANSIT NETWORK mode button and repeat steps 1 to 5 4 5 2 2 Transit Line data The properties of a transit line can be accessed by opening the list of all Bus Tram Lines right click outside the VISSIM network selecting the desired line and clicking on DATA e Number Unique identification xi of the transit line Number 1 Color B Name Label or comment Name PT Telegr Vehicle Type Vehicle type tO starting on Link 7 Bea E A be used for transit vehicle Start Times MORE Vehicle Type 5 3 MW Desired Speed Distrib
271. rvey points and data hatching dimensioning and utilities are generally not needed in the bitmap Extraneous entities just add confusion Add a graphical scale The scale will be used in VISSIM to scale the bitmap so it needs to be a physical representation of a distance A larger represented distance will result in more accurate scaling of the bitmap Just a line along an edge of the drawing with its length called out will suffice One intersection can usually be exported in one bitmap to achieve the necessary resolution A larger area requires exporting multiple bitmaps and piecing them back together in raster image editing software such as Adobe PhotoShop Corel PHOTO PAINT LView Pro PaintShop Pro or Microsoft Paintbrush AutoCAD seems to export bitmaps with the BMPOUT command based on monitor output so if a lot of detail is visible on the monitor at the time of export there should be enough detail on the exported bitmap Modeling multiple intersections usually requires exporting multiple bitmaps to acquire the necessary resolution to see enough detail to place links in VISSIM All of the bitmaps need to be exported at the same size so that it isn t necessary to scale the bitmaps in the raster image editing software before they can be pieced together Make sure the amount you are zoomed into the drawing is the same for each bitmap you export Draw a line or point at the edges of each view that are adjacent to another view Ove
272. s selected and the mouse is dragged on the screen the camera position changes dragging up and down allows the viewer to get an oblique view change the viewpoint height dragging left and right rotates the point of view around the network e MOVE NETWORK allows the user to drag the 3D network in any direction without changing the height of the camera position This command will move the network always within the network plain Thus if the camera position is very low only a small movement of the mouse can result in a large movement of the network e FLY THROUGH THE NETWORK In this mode the camera is moved continuously forward through the network while the left mouse button is pressed right button backwards movement Movement of the mouse changes the direction of the flight The speed of the flight can be increased using the left lt SHIFT gt key and decreased using the left lt CTRL gt key If the lt ALT gt key is pressed during the flight the mouse pointer is not fixed to the click location any more but stays where it is moved indicating the direction and strength of a continuous rotation The camera can be rotated without movement using the right lt SHIFT gt key Tips and Tricks The 3D viewing modes ROTATE NETWORK MOVE NETWORK and FLY THROUGH THE NETWORK remains active as long as no other mode is selected To end one of these modes either another viewing mode or the single select mode N may be se
273. s start up stages and interstages and if applicable interstages for signal controllers with VAP logic optional module Data collection The data collection file configuration is saved parameters in this file 5 Segment data Listing of the evaluations and vehicle classes configuration collected on the segments SZP Configuration of dyna Configuration of the sequence of signal mic signal timing plan groups phases and detectors for dynamic signal timing plan V3D VISSIM 3D file The format for VISSIM 3D objects and the VISSIM 3D modeler VAP VAP logic Description of a user defined traffic responsive signal control logic available only with optional VAP module VVK v dv classes Contains interval length as well as class definitions for v dv evaluation WTT Signal control Internal interface definition of parameters interface exchanged between VISSIM and external signal control program 10 8 VISSIM User Manual Version 3 70 91 d SUPPORT 11 SUPPORT PTV operates an English Internet site with a wide selection of FAQ frequently asked questions at http english ptv ptv de cgi bin service fag pl For all clients with a software maintenance contract an extended range of FAQ is available after entering the password supplied with the program license see letter of delivery PTV also operates a technical hotline e mail service for VISSIM that is available for program errors of the most recent version A
274. s a function of parameter settings Basics Additional information for turning vehicles Average saturation flow rate of all vehicles Reduced speed area 5m behind stop lane with a passing the stop line except first vehicle of each length of 5m lane each cycle on two lanes over 60 minutes 2 5 truck HGV percentage lengths 8 18m with desired speed for cars 20 25 km h Desired speed 45 55 km h with desired speed for trucks 15 20 km h One timestep per simulation second Fixed time signal control 90s cycle no red amber 3s amber Flow rate Flow rate veh h veh h Throughs Turns 15s green 15s green 2034 2028 Flow rate Flow rate b x_mult bx_mult Throughs Turns 25s green 25s green 1895 1870 bx_add not measured 1846 standard value using VISSIM default parameter settings 5 2 7 External vehicle course files This option allows for graphical representation of external vehicle course information thus not using any driving behavior of VISSIM External vehicle course files need to be selected within the External Vehicle Course Files dialog box which can be accessed by SIMULATION EXTERNAL VEHICLE COURSE FILES Every file defines the journey of one vehicle using the following ASCII text format a gt ser Manual Version 3 v VISSIM User M Version 3 70 5 11 GLOBAL SETTINGS Driving Behavio
275. s a substantial amount of computing time a gt ser Manual Version 3 v VISSIM User M Version 3 70 6 15 SIMULATION AND TEST Test of Signal Control without Traffic Simulation 6 5 3 1 Red Time Distribution The red time distribution is a graphical representation of the waiting time for each signal group phase To get a red time distribution follow the steps outlined below 1 Create a loop output file SLO via Loop Run 2 Create the red time distribution file via LooP ANALYZE WAITING TIMES DISTRIBUTION VISSIM creates a file with the extension Awz and the following content wow ON PWN HP p PRRPPPRP The first column contains the time of preemption call and the second column shows the resulting waiting time for test phase vehicles The number of stars to the right represents the waiting time graphically The average waiting time is shown at the bottom This example shows that preempting light rail vehicles experience one second of delay for every analyzed preemption time 6 5 3 2 Green Time Statistics VISSIM generates a green time distribution with and without preemption event for all signal groups phases specified in the demand file BEL VISSIM also calculates green time requirement and volume to capacity ratio for all signal groups phases according to the specified volume demand To get the green time statistics follow the steps outlined below 1 Use an extern
276. s ranging from 5 to 30 minutes will be appropriate 9 5 2 Simulated Travel Times During a simulation travel times are measured for each edge in the network All vehicles that leave the edge report the time they have spent on the edge All travel times during one evaluation interval are averaged and thus form the resulting travel time for that edge There is a special treatment of vehicles that spend more than one evaluation period on an edge e g during congestion They report their dwell time as well although they have not left the edge That is necessary to get information about heavily congested links even if there is because of congestion no vehicle able to leave 9 16 VISSIM User Manual Version 3 70 91 Wu Simulated Travel Time and General Cost DYNAMIC ASSIGNMENT The travel time measured in the current iteration n is actually not used directly for route search and route choice in the same iteration Instead it influences next iterations This behavior is sensible since we normally do not want the travel times during 8 a m and 9 a m on Tuesday to influence route choice for the time from 9 a m to 10 a m the same day but rather to influence the same period i e 8to 9 on the next day To model a growing experience of travel times the times not only from the immediately preceding iteration should be considered but from all preceding iterations However we want the more recent measurements to have more influence and the appropri
277. s to all zones for a given time interval Thus the dimension of the matrix is number of zones x number of zones To model the points where the vehicles actually appear or leave the road network a network element parking lot has been created A parking lot belongs to a certain planning zone i e trips originating from this zone or ending in this zone can start or end at this parking lot A zone can have more than one parking lot In that case the coming or going traffic can use any of the parking lots belonging to a certain zone The total originating traffic of a zone is distributed to its parking lots according to user defined relative flows One parking lot can belong to one zone only The distribution of destination traffic to the parking lots is computed by a choice model explained in section 9 7 2 Traffic starting at a parking lot is similar to traffic generated by vehicle inputs but the composition of the traffic is not explicitly specified for the parking lot Instead the traffic composition is defined with the OD Matrix that generates the vehicles entering at the parking lot However the desired speed for the vehicles leaving the parking lot is not taken from the distribution defined in the traffic composition with the matrix but it is taken from desired speed distributions defined locally at the parking lot It is possible to define desired speed distributions for different vehicle classes at the parking lot and there is alwa
278. s to another person or to duplicate the Software by any other means including electronic transmission The Software contains trade secrets and in order to protect them you may not decompile reverse engineer disassemble or otherwise reduce the Software to human perceivable form You may not modify adapt translate rent lease or create derivative work based upon the Software or any part thereof PTV respectively the agent distributing VISSIM warrants that the original disks are free from defects in material and workmanship assuming normal use for a period of ninety 90 days from date of purchase If a defect occurs during this period you may return your faulty disk to Innovative Transportation Concepts along with a dated proof of purchase Innovative Transportation Concepts will replace it free of charge EXCEPT FOR THE EXPRESS WARRANTY OF THE ORIGINAL DISKS SET FORTH ABOVE NEITHER PTV AG NOR INNOVATIVE TRANSPORTATION CONCEPTS GRANT ANY OTHER WARRANTIES EXPRESS OR IMPLIED BY STATUTE OR OTHERWISE REGARDING THE DISKS OR RELATED MATERIALS THEIR FITNESS FOR ANY PURPOSE THEIR QUALITY THEIR MERCHANTABILITY OR OTHERWISE THE LIABILITY OF INNOVATIVE TRANSPORTATION CONCEPTS UNDER THE WARRANTY SET FORTH ABOVE SHALL BE LIMITED TO THE AMOUNT PAID BY THE CUSTOMER FOR THE PRODUCT IN NO EVENT SHALL INNOVATIVE TRANSPORTATION CONCEPTS LLC BE LIABLE FOR ANY SPECIAL CONSEQUENTIAL OR OTHER DAMAGES FOR BREACH OF WARRANT VISSIM User Manual
279. ses do not match The user is responsible for consistent flow data in order to replicate real conditions Route properties The properties of a route can be accessed by one of the following actions a gt ser Manual Version 3 v VISSIM User M Version 3 70 4 43 TRAFFIC TRANSIT NETWORK Automobile Routing Turning Movements e Open the list of all Routes right click x Decision Route Vol outside the VISSIM network choose the desired route and click on DATA e While the corresponding routing decision is active highlighted red select the link connector where the desired route destination green bar is situated and double click with the left mouse button on the green bar e Route Unique identification of the route e At Link connector coordinate of the Decision 1 destination green bar Route e Time Rel Flow list that contains all Dest link 23 time intervals defined for that route and CE the corresponding flow value At 74 000 m e REL FLow or double click on the time Time rel flow interval in the list Edit the relative flow FESETTTTTETIS value for that route and time interval Modifying the route alignment The alignment of a route can be accessed by e opening the list of all Routes right click outside the VISSIM network and selecting the desired route After the Routes list is closed the route alignment yellow band remains active and can be edit
280. show a realistic picture Otherwise vehicles will just disappear rather than going on different levels From Link To Link Defines the assignment of travel lane s of the connector with the lanes of both the start and the destination link Lane 1 represents the rightmost lane Multiple lanes can be selected by holding down the lt SHIFT gt key Note The number of lanes selected from both lists must be the same The assignment can still be edited once the connector has been created VISSIM User Manual Version 3 70 Number 10000 Name Label Animation From Link To Link No 1 No 2 At 220 620 m At 2 935 m 5 0 m back 200 0 m back 0 00 Emerg Stop Lane change Gradient Direction Closed to c 1 Car am 2 HGV C Right 3 Bus 4 Tram Ge 5 Pedestrian Spline Points 2 Recalculate Spline Point Height Cost Evaluation Lane Closure Cancel 4 15 TRAFFIC TRANSIT NETWORK Network Coding e The Emergency Stop and Lane change parameters are used to model lane change behavior in order for cars to follow their route Lane change defines the distance at which vehicles will begin to attempt to change lanes Emergency Stop defines the last possible position for a vehicle to change lanes Example If a vehicle could not change lanes due to high traffic flows but needs to change in order to stay on its route it will stop at this position
281. simulation 4 3 4 Traffic Composition A traffic composition defines the vehicle mix of each input flow to be defined for the VISSIM network Please note that vehicles of transit routes must not be included here but will be defined separately see chapter 4 5 A traffic composition is part of any vehicle input in VISSIM and thus needs to be defined prior to the actual vehicle input flow Also pedestrian flows are to be defined as a traffic composition Traffic compositions can be accessed by NETWORK EDITOR TRAFFIC COMPOSITIONS A traffic composition consists of a list of one or more vehicle types with each one having a relative flow percentage and speed distribution assigned The list can be edited using the buttons EDIT NEW and DELETE The following parameters are to be defined xl Number 5050 Name 5 HGY Cat Converter Temp Dist z Cancel z Rel Flow 0 950 Cool Water Temp Dist Edit New Delete VISSIM User Manual Version 3 70 4 31 TRAFFIC TRANSIT NETWORK Automobile Traffic e Vehicle Type Defines for which vehicle type xi the following data is defined Vehicle Type 2 HGY Rel Flow 0 050 1 45 0 60 0 Cancel e Relative Flow The relative percentage proportion of this vehicle type After a composition has been completed VISSIM Des Speed internally adds up all Relative Flow values and calculates the absolute percentag
282. sion 3 70 8 1 EVALUATION TYPES Travel Times 8 1 Travel Times VISSIM can evaluate average travel times if travel time sections have been defined in the network Each section consists of a start and a destination cross section The average travel time including waiting or dwell times is determined as the time a vehicle crosses the first cross section to crossing the second cross section 8 1 1 Definition To define a travel time section follow the steps outlined below 1 Select the mode Define Edit Travel Time Measurements button S 2 With a single left mouse click select the link for the travel time section to start 3 Select the desired location for the travel time section start on the selected link by clicking the right mouse button The start cross section will be shown as a red bar with link number and coordinate being displayed in the status bar d Just like other network elements the start of a travel time section must be placed well ahead of the end of the link connector it is placed on Well ahead is at least the distance that a vehicle with the fastest desired speed covers within one time step of the simulation 4 If necessary modify the screen view using the zoom commands or scroll bars in order to place the destination cross section 5 With a single left mouse click select the link for the destination cross section 6 Select the desired location for the destination of the travel
283. sion 3 70 i TABLE OF CONTENTS 3 3 1 General behavior 24440000444424440anannannnnnnnnnnennnnnnnnnnnnannnnnnnnnn ens 3 3 2 Shortcuts retener 3 4 Command Line Operation ennt enn 35 PANINO 3 6 Network 3 6 1 Read Network Additionally 3 6 2 and SYNCHRO Import optional module 3 17 3 7 Network EXPO cides ice RA phi SEES cU RE MED 3 19 4 Traffic Transit 4 1 OVOIVIOW iiit 4 2 4 2 NetWork Coding t n 4 4 4 2 1 Background Maps and Drawings 4 4 4 2 1 1 Scanning Images sessssssssssssssssesene 4 5 4 2 1 2 Exporting Images from 4 6 42 22 c 4 7 4 2 2 1 Graphical 4 7 4 2 2 2 Link properties and options Link Data dialog 4 9 4 2 8 Link Types unsssssnennnsnnnnnnnnnunnannnnnnnnnnannnnnnnnnnnnnannnnnnnnnnnnnnnnnnnnnnnnnnn 4 12 42 4 lt CO
284. ss 20004P Provides a shortcut to create a new Microsoft Access database file mdb It is also possible to Database Connection select an existing database file Database Link Attributes This file will then be overwritten in order to be used for VISSIM Depending on the installed version Iv Confirm Overwrite Table of Microsoft Access either the Cancel button Access 97 or Access 2000 XP isto be used The Access 2000 XP button is available only if the Jet 4 0 OLE DB Provider is present on the computer For Access 97 at least the Jet 3 51 OLE DB Provider must be present on the computer e Database connection Using the DATABASE LINK ATTRIBUTES see below for details a database connection string is generated that will be used to create a database connection prior to the start of the simulation A connection can only be established to an existing database For Oracle systems also a user ID needs to be provided e Confirm Overwrite Table If active VISSIM prompts the user to confirm overwriting an existing database o vV VISSIM User Manual Version 3 70 7 5 UN RESULTS Data Link Properties Enabling Evaluations The Data Link Properties can be accessed by pressing the button DATA LINK PROPERTIES in the Evaluations Database dialog box Provider List of all database x providers on the computer Select the desired provider Jet or Oracle providers
285. ssignment and know as the blue red bus paradox The following figures illustrate the problem 9 26 VISSIM User Manual Version 3 70 91 d Optional Enhancements of the Model DYNAMIC ASSIGNMENT Problem Actually there are only two distinct routes but because of the slight variations at the end the route search finds 3 routes Result distribution on 3 routes but the overlapping part of the two similar paths contains too much traffic case 1 1 2 Two routes with identical cost The trips are split 50 50 no problem 2 case 2 Three routes with identical costs B Each route receives one third of the demand from A to B still no problem A 13 3 case 3 8 1 3 1 3 1 1 rt 1 2 3 1 3 case 4 Opposite problem of 3 Actually there are 3 routes but two have a short part in common As in case 3 all three routes will get about one third of the demand which is much more realistic than in case 3 1 3 Be O 1 3 1 3 VISSIM offers an optional extension of the route choice model to correct the biased distribution in case of overlapping routes It is based on the idea of the computation of a so called commonality factor of the routes The commonality factor expresses how EN VISSIM User Manual Version 3 70 9 27 DYNAMIC ASSIGNMENT Optional Enhancements of the Model much of a route is shared with other routes A high commonality factor indicates that a
286. stop can only be placed on a link not a connector 3 Create the stop by right clicking at its start position inside the link connector and dragging the mouse along the link connector while the right button is held down a gt ser Manual Version 3 v VISSIM User M Version 3 70 4 51 TRAFFIC TRANSIT NETWORK Transit Public Transport Thus the length of the stop is defined it is displayed in the middle section of the status bar Release the mouse button The Create bus tram stop dialog box appears Define the stop properties as shown in the next section and confirm with Ok Transit Stop properties The transit stop properties can be accessed by selecting the corresponding link connector and double clicking with the left mouse button on the stop Number Unique identification of the x Stop Number 3 Name Label or comment Name M Label When showing labels Label Type names of all transit stops to be switched in OPTIONS GRAPHIcs Link 1 go Network Elements OPTIONS this Lane C Lay by option allows to individually switch At 24 201 P off the label of that stop nn Lane Lane position of transit stop 6 684 cancet_ At Start position link connector coordinate Length Length of transit stop Type Defines the placement of the stop Street curbside stop Directly on the selected link and lane Lay by bus turnout Adja
287. t vehicles of the minor road will not Place the stop line red bar at the position where yielding vehicles need to stop Place the conflict marker green bar on the major road link not on the connector that leads onto that link about 1m before the end of the conflict area before the connector enters the link of the major road Accept the standard parameters in the dialog box shown headway 5m gap time 3s yield to themselves conflict marker connector stop line conflict area deb uiu 10 Example 2 Modeling Keep Clear areas and Yellow Boxes 1 Place the stop line on the stop position before the intersection Place the associated green bar on the same or consecutive link using the length of at least one vehicle as the distance away from the intersection If there is a vehicle mix of HGV and cars the distance p o could be 20m for example However this distance should be chosen considering the driver s behavior in real life for that situation To prevent the intersection from being blocked during congested traffic conditions the maximum speed option is used Depending on the level of driver s acceptance of the keep clear area the maximum speed is typically between 10 and 20 km h The gap time is set to O sec and the vehicle headway to slightly less than the distance between the two sections Both the location of the green section and thus the
288. tance a driver will keep while following other cars In case of high volumes this distance becomes the value with the strongest influence on capacity CC2restricts the longitudinal oscillation or how much more distance than the desired safety distance a driver allows before he intentionally moves closer to the car in front If this value is set to e g 10m the following process results in distances between dx safe and dx safe 10m The default value is 4 0m which results in a quite stable following process CC3 controls the start of the deceleration process i e when a driver recognizes a preceding slower vehicle In other words it defines how many seconds before reaching the safety distance the driver starts to decelerate CC4 and CC5 control the speed differences during the following state Smaller values result in a more sensitive reaction of drivers to accelerations or decelerations of the preceding car i e the vehicles are more tightly coupled Both parameters should be of the same absolute value in normal situations one is for negative and one for positive speed differences and the default value of 0 35 is a fairly tight restriction of the following process 6 Influence of distance on speed oscillation while in following process If set to 0 the speed oscillation is independent of the distance to the preceding vehicle Larger values lead to a greater speed oscillation with increasing distance CC7 Ac
289. tance between decision point and the next following connector should be sufficient The minimum distance depends on the speed of the fastest vehicles If the fastest vehicle is traveling with a speed of 20 meters per second the minimum distance between direction decision point and connector is 20 meters if the model is running at one time step per simulation second On a multiple lane section vehicles with an assigned direction decision left will use the leftmost lane while vehicles with an assigned direction decision right Will move to the far right lane A direction decision can affect all vehicles that have not been assigned to a route If a vehicle with an assigned direction decision passes another direction decision point and gets a new direction decision assigned to then the new decision overwrites the previous one see example above A vehicle s direction decision is only reset when passing a connector with the appropriate direction setting Otherwise it keeps the direction decision until it leaves the network gets a new direction assignment or passes a direction decision with the none criteria Setting the desired direction to none resets the direction decision for vehicles affected by that decision point a gt ser Manual Version 3 v VISSIM User M Version 3 70 4 49 TRAFFIC TRANSIT NETWORK Automobile Routing Turning Movements 4 4 3 Routing Decisions versus Direction Decisions Routes do have severa
290. te 4 per segment Then select the number of intermediate points including the start and end point of each section and choose if the existing points should be kept 4 8 VISSIM User Manual Version 3 70 91 Network Coding TRAFFIC TRANSIT NETWORK The spline is drawn according to the direction of the first and the last section of the link portion e Move Select left click and drag it to the desired location The link length is automatically adjusted and displayed in the middle section of the status bar e Delete Move it onto another intermediate point To delete a section of points drag the last one of that section to the first one All points between the two will be deleted e Define different height value While holding down the ALT key double click on the point to enter the height x Height z Coordinate 0 00 ft Cancel 4 2 2 2 Link properties and options Link Data dialog The following attributes can be xi defined for a link BR Number 7 e Number Unique identifier of the link can only be Name edited on link creation fi Urban motorized W e Name Any label or comment Link Length 11 088 m selects the link type Sont ance fi that controls characteristics Lane Widths 3 50 ut such as color and driving behavior see section 4 2 3 Gradient 0 00 d Change Direct for details iaht S Height 0 00 gt fo oo m Ger e Number of
291. th the same from link and to link then only one queue length is recorded The automatically created network elements travel time sections delay segments queue counters are not available for user modifications because they exist only during the simulation run The time periods and interval lengths for delay segments and queue counters are set to the values defined for the node evaluation overwriting all others as soon as the user leaves the OPTIONS EVALUATIONS FILES dialog box with the node evaluation activated a warning message appears if the respective evaluation was also activated 8 40 VISSIM User Manual Version 3 70 91 d Network Performance Evaluation EVALUATION TYPES 8 13 Network Performance Evaluation Network Performance Evaluation evaluates several parameters that are aggregated for the whole simulation run and the whole network to an NPE file 8 13 1 Definition No additional definition required 8 13 2 Configuration No configuration required 8 13 3 Results The following parameters are evaluated taking into account only those vehicles that have left the network or reached their destination parking lot Total number of vehicles Total distance traveled Total travel time Average network speed Total network delay Example Evaluation table Example RiLSA 1992 Anhang D 2 1 30 min low flow 30 min high flow Network Performance Tue Jan 21 17 25 27 2003 KKK RK KR KR KK KKK KK K
292. the cycle time of the resulting timing plan as illustrated to the right of each time of preemption using a letter coding scheme Each letter represents a combination of one or more signal groups phases that show green The legend at the top of the file shows the relation of letters and signal groups phases EY 6 18 VISSIM User Manual Version 3 70 a gt RESULTS En 7 RESULTS VISSIM offers a wide range of evaluations that result in data being displayed during a simulation test run and or in data being stored in text files The definition and configuration process along with sample results is described in chapter 8 according to each evaluation type This chapter provides information about enabling evaluations and possible runtime errors A complete list of all file types that are associated with VISSIM is contained in chapter 10 o vV VISSIM User Manual Version 3 70 7 1 UN RESULTS Enabling Evaluations 7 1 Enabling Evaluations Apart from definition and configuration which is described in chapter 8 evaluations need to be enabled in order to produce output files or display evaluation data online during a simulation test run 7 1 1 Windows Output Window output is enabled in the Analysis Online Screen x dialog box which be accessed by OPTIONS EVALUATIONS WINDOWS Pressing the appropriate button SC Det Record opens the associated property dialog box Signal Times Table Yehicle Info S
293. the weighted sum of travel time distance and cost The general cost is what is used in the route choice model as the utility of the routes to choose from e travel time of a route or an edge is the average time the vehicles need to travel from the beginning to the end of the route resp edge in the current simulation e smoothed travel time is computed by exponential smoothing of the travel times measured in the course of iterations The smoothed travel time is the one that is used in the general cost function e expected travel time is used if we want to express the difference between the travel time that is used in the route choice model at trip begin that is the expected travel time and the travel time that actually can be measured after the trip is completed o vV VISSIM User Manual Version 3 70 9 1 UN DYNAMIC ASSIGNMENT Introduction 9 1 Introduction In the preceding chapters the simulated vehicles followed routes through the network that were manually defined by the user i e the drivers in the simulation had no choice which way to go from their origin to their destination For a lot of applications that is a feasible way of modeling road traffic However if the road network to be simulated becomes larger it will normally provide several options to go from one point in the network to another and the vehicles must be distributed among these alternative routes This problem of computing the distribution of the traffic in t
294. thin the same lane is possible see 5 2 4 lateral behavior in the driving behavior parameter set e Occupancy Defines the number of persons including the driver contained in that vehicle e Color determines the color distribution that the current vehicle type will have When displaying the vehicle in 3D all VISSIM specific objects of that model to be defined in the optional add on VISSIM 3D Modeler will be filled with that color For color distributions see section 4 3 1 7 The color information may be overruled by the color of the vehicle class where this vehicle type is assigned to or the route color of a transit vehicle e External Driver Model not available in all VISSIM licenses Indicates that this vehicle class is not subject to VISSIM driving behavior but ruled by an external driver model e External Emission Model not available in all VISSIM licenses Indicates that this vehicle type is subject to an external emission model e Category defines the vehicle category e Acceleration and Deceleration curves Define the acceleration and deceleration behavior of that vehicle type For more information see section 4 3 2 e The Weight and Power distributions are active only for vehicle types of Category HGV and if an external model is selected For further details see sections 4 3 1 4 and 4 3 1 5 e COST COEFFICIENTS relevant for Dynamic Assignment only Opens the dialog box Cost Coefficients For further details please
295. tination parking lot selection parameters and constant ratios in traffic compositions used for matrices The relative flow of each route to a destination parking lot is determined from the total zone volume as above the stochastic distribution of these vehicles among the origin parking lots the destination parking lot selection parameters of the vehicle type group and the path costs read from the cost file BEW The identifier of any vehicle input automatically created is 1000 times the parking lot number plus the index of the time interval The identifier of any routing decision automatically created is 1000 times the parking lot number plus the index of the vehicle type group If these numbers exceed the valid range or if a vehicle input or routing decision with the same number already exists the creation of static routing is terminated and an error message displayed The conversion to static routes is done using the button CREATE STATIC ROUTING in the Dynamic Assignment dialog box 9 8 6 Summary of the Dynamic Assignment Parameters The Dynamic Assignment dialog box can be accessed by SIMULATION DYNAMIC ASSIGNMENT In this section only a short summary of the available options is shown A a gt ser Manual Version 3 v VISSIM User M Version 3 70 9 35 DYNAMIC ASSIGNMENT Assignment Control more detailed description of most of the parameters is contained in the relevant sections above M TRIP CHAIN FILE Provides a link
296. tion 8 7 2 Link evaluation see section 8 11 2 Paths Dynamic Assignment only see section 8 25 2 VISSIM User Manual Version 3 70 91 Runtime Errors RESULTS 7 2 Runtime Errors 7 2 1 Assertion Error Messages Any error message that contains the text Assertion failed reports an unexpected program state The information of these messages are very important for PTV in order to fix the problem In case you encounter an assertion error please send an e mail to hotline VISSIM ptv de stating the following information The complete text of the error message including the file name line number and possible expression e g screenshot The immediate action that has lead to the error Information about the reproduction possibility of the error i e if you were able to reproduce the same error again Depending on the error it might be helpful to send the VISSIM data also 7 2 2 Program Warnings ERR file If any non fatal errors or warnings occur during a VISSIM simulation run the corresponding messages are written to a file with the same name as the input file and the extension ERR After the simulation run a message box appears notifying the user of the newly created error file Among others VISSIM reports the following problems An entry link that did not generate all vehicles as defined by the coded input flow because of capacity problems resulting in a queue outside the network at the end of the defi
297. tive Travel Times Only data for xi the selected travel time sections will Acti UR EN ive Travel Times Time be collected From son e Time The starting and finishing i time and the time interval of the evaluation defined as simulation Interval 900 seconds Output e Output defines the output format of dann the text file Compiled Data generates a file RSZ according z Raw Data to the times vehicle classes etc as defined in this dialog box Raw Data generates a file RSR where simply every completed travel time measurement event will be logged in chronological order 8 1 3 Results Travel times can be output to a window see 7 1 1 and or to a file see 7 1 2 The following extract shows an example of a compiled output text file RSZ The title of the file is followed by the simulation comment as set in the global parameters and the list of all travel time sections that have been evaluated The last block contains a table with the travel times and the no of vehicles measured for each section and time interval Table of Travel Times SimulationComment No 11 from link 1 at 47 5 m to link 37 at 132 7 m Distance 1583 No 12 from link 2 at 57 0 mto link 2 at 1642 7 m Distance 1585 No 21 from link 22 at 45 2 to link 37 at 133 3 m Distance 1584 No 22 from link 2 at 57 4 to link 2 at 1643 0 m Distance 1585 ANNW Time Trav Veh Trav Veh Trav
298. top is skipped if there are no passengers wanting to board or deboard as the vehicle is within a distance of 50m in front of the stop when using dwell time calculation or if the random dwell time results in a value of less than 0 1 sec when using dwell time distributions 91 gt VISSIM User Manual Version 3 70 4 57 TRAFFIC TRANSIT NETWORK Transit Public Transport A lay by is skipped completely only if it is composed of a single link which connects directly back to the link from which it originated In case the network topology is more complex or the transit vehicle has already reached the lay by link when passing the 50m threshold it passes the stop without stopping Skipped stops are logged in the vehicle protocol file with ID and dwell time O 4 5 2 4 Transit Vehicle Dwell Time Determination As mentioned in the Line specific stop data there are two methods to model transit vehicle dwell times in VISSIM e Option A Dwell time distributions e Option B Dwell time calculation using advanced passenger model Option A is quicker to define than option B but option B provides a means to model more accurate stopping behavior e g possible clustering of vehicles of the same line due to lateness Option A Dwell time distributions To use option A all dwell time distributions that can occur in the VISSIM network need to be defined beforehand see 4 3 1 6 Then for each stop specific to each transit line one of these dwell time d
299. tual acceleration during the oscillation process 8 Desired acceleration when starting from standstill limited by maximum acceleration defined within the acceleration curves CC9 Desired acceleration at 80 km h limited by maximum acceleration defined within the acceleration curves 5 2 4 Lateral Behavior If a lane is wide enough vehicles can travel at different lateral positions within the same lane Vehicles may also be allowed to overtake other vehicles within the same lane e Desired Position at Free Flow represents the desired lateral position of a vehicle within the lane while it is in free flow The options are Middle of Lane Any or Right resp Left o vV VISSIM User Manual Version 3 70 5 9 IN GLOBAL SETTINGS Driving Behavior e f Observe vehicles on next lane s is active vehicles also consider the lateral position of other vehicles that are traveling on adjacent lanes e OVERTAKE ON SAME LANE opens a dialog box where all vehicle classes may be selected that are allowed to overtake any other vehicle on either side Right and Left within the same lane e LATERAL DISTANCE opens a dialog box where minimum distances for vehicles passing each other within the same lane can be defined For each vehicle class both the min distance for Standing vehicles as well as for vehicles traveling at 50 km h may be defined For those vehicle classes where no values are defined the default definition applies 5
300. twork 8 17 1 Definition No additional definition required 8 17 2 Configuration No additional definition required 8 17 3 Results The header of the file consists of file title and simulation comment The data section contains one line for each event when a vehicle entered the VISSIM network The following data shows an extract of a sample file Table of vehicles entered Demo Time Link Lane VehNo TypeNo Line DesSpeed 0 2 2008 1 1 41 218 48 9 0 2 1001 1 2 41 101 48 9 279 1 3 1 0 46 1 3 6 273 4X 4 1 0 45 3 3 6 279 1 5 1 0 48 1 7 4 274 1 6 1 0 50 7 9 2 275 2 7 1 0 48 0 9 7 279 1 8 1 0 52 8 10 0 272 i 10 1 0 52 6 10 4 365 1 11 1 0 54 6 a gt ser Manual Version 3 v VISSIM User M Version 3 70 8 45 EVALUATION TYPES Time Space Diagram x t Diagram 8 18 Time Space Diagram x t Diagram The option to create HPGL based time space diagrams is contained in VISSIM only for compatibility with older versions Since only a few applications and printers support this format we recommend to use data out of the vehicle record and the use of an external spreadsheet application e g Microsoft Excel instead in order to get a time space diagram A time space diagram depicts the movement of all or selected vehicles as well as the red times of traffic signals along a selected sequence of links Therefore an observer file as well as a configuration file is needed It then creates a plot file PLT
301. twork The evaluations are automatically collected using the node boundaries as the evaluation segment definitions The Node Evaluation is designed especially for gathering intersection specific data without the need to manually define all the data collection cross sections 8 12 1 Definition For each junction to be evaluated a node polygon needs to be drawn See the chapter Dynamic Assignment for more information on defining nodes 8 12 2 Configuration The evaluation can be switched on off separately for each node within the node attributes or using the list of Active Nodes in the Node Evaluation Filter dialog Furthermore the upstream Start position for delay measurements are to be defined along with the time period From Until and the time Interval of the evaluation Node Evaluation Filter x Active Nodes Passive Nodes Time From 0 Until 099999 Interval poo i 153 10th Canada Y 154 10th Sixth 156 McBride SMC 157 SMC Sixteentt 158 SMC TCH 150 MTC Byrne Pa 149 MTC Marine D 145 Marine Way B 138 Westminster 137 Howes 130 Transit 127 Twentieth Sev 100 0 m before the node 126 Marine Way T OK Cancel Start of Delay Segment Remove Remove All Insert All 8 38 VISSIM User Manual Version 3 70 91 vA Node Evaluation EVALUATION TYPES The Node Evaluation Configuration dialog box contains lists for the S
302. tworks into the VISSIM format Networks created through this process will not match an existing background map or aerial photo in the same way as a network built by hand does But they are as accurate as the input data provided and require a minimum of adjustment 3 18 TEAPAC Import r Selected Files PRETRANS FOR Fixed Time N S SC1 FOR Fixed Time N S SCIRUNI FOR Fixed Time N S SCIRUN2 FOR Fixed Time N S SCIRUN3 FOR Fixed Time N S SCIX FOR Fixed Time N S Coordination NS C EW Controller Type Fixed Time Lt B Pedestrian Walk Time Output Files Directory CATEAPAC SYNCHRO Import Network Import X Close Import Network Update Signals ib x r Selected Files LAYOUT DAT Fixed Time N S MOVEMENTS DAT Fixed Time 5 PHASING DAT Fixed Time N S TEAPACRL DAT Fixed Time N S TIMING DAT Fixed Time N S Volume DAT Fixed Time 5 iz Coordination Controller Type Fixed Time Close Import Network Update Signals iie t Pedestrian Walk Time Output Files Directory CATEAPAC VISSIM User Manual Version 3 70 Network Export PROGRAM HANDLING 3 7 Network Export This option is available only for networks that use Dynamic Assignment Using FiLE EXPORT VISUM the abstract network graph nodes and edges is written to a VISUM network file net and the paths and volum
303. un Otherwise all have the same general link color as defined with the LiNKS button d e The color chosen with the Links button is always used for simulation and animation in 2D graphics Additionally it is used for all other display modes if Use Link Type Color is not checked e The Sky color is visible only in 3D graphics mode e Bitmap Display Changes the appearance of a background bitmap image in 2D display The options are Black on White emphasis on black pixels White on Black emphasis on white pixels or Color on Color calculating average colors e Other Options Animation During the simulation VISSIM displays vehicles signal heads and detectors vehicles as thick colored rounded boxes in 2D graphics mode color determined by vehicle type class or transit route signal heads as cross bars at the position of the signal stop line using the color ofthe actual signal state and detectors as thin rectangles or cross bars in black The animation of traffic requires a substantial amount of computing time Turning off the animation may increases the simulation speed by a factor of 1 5 to 4 depending on the number of signal controls and vehicles Another option to increase the simulation speed is to increase the interval of frame updates for the animation Interval The default value is 1 and corresponds to a frame update every simulation step Total Redraw VISSIM completely redraws the displayed network ever
304. urves showing the minimum mean and maximum values that can be edited individually The vertical axis depicts the acceleration and the horizontal axis depicts the corresponding speed The visible range of both axes can be set using the corresponding fields Pressing the button Best Fit will use the current graph to determine the minimum and maximum values to be shown on both axes 4 26 VISSIM User Manual Version 3 70 91 Automobile Traffic TRAFFIC TRANSIT NETWORK Within one graph each curve can be edited separately by clicking on that part of the curve to be modified and move the mouse while keeping the left mouse button pressed Maximum Acceleration E eaput ose edes ode bed Umea 0 0 Best Fit Undo km h 250 0 km h 4 m s Jos m s am 4 3 3 Vehicle Type Class and Category VISSIM uses a hierarchical concept to define and provide vehicle information at different levels throughout the application This table shows the individual levels Vehicle Group of vehicles with similar technical characteristics and physical driving type behavior Typically the following are vehicle types car LGV HGV bus articulated Bus Tram Bike Pedestrian Vehicle One or more vehicle types are combined in one vehicle class Speeds class evaluations route choice behavior and certain other network elements refer to vehicle classes By default one v
305. ust be specified in the vissim ini file used by the VISSIM executable The VISSIM executable uses the vissim ini file in the directory where it is called from Therefore the vissim ini file you use must reside in the same directory as the batch file The following table shows the optional arguments and what they do lt input filename gt Loads the input file b ini filename Loads a background bitmap and zooms in according to the information contained in the ini file only works in conjunction with an input filename An ini file can be saved using OPTIONS SAVE As in the main menu Example VISSIM exe 10 567 blux567 ini opens VISSIM with the network file 1ux567 inp and the options file lux567 ini s lt n gt Starts and runs the simulation lt n gt times Any non critical runtime errors will not display a message box See section 6 2 for another method of running multiple simulation runs with VISSIM I lt language gt The language flag allows VISSIM to select a different not the default program language Both VISSIM370 lt language gt DLL e g VISSIM370E DLL and SelectVehic_ lt language gt DLL e g SelectVehic_E DLL will be started with the desired language v lt volume gt The volume flag is only used with Dynamic Assignment optional module and the number following is the percentage of the total volume that should be added to the percentage specified in the Dynamic Assignment d
306. ution yee 3 Bus Initial speed of the transit Des Speed Distr 1 45 0 60 0 vehicle Time Offset 0 s Time Offset The time offset Slack Time Fraction 1 00 0 1 Cancel defines the amount of time transit vehicles enter the VISSIM network before their scheduled departure time at the first transit stop In other words the network entry time is defined as departure time at the first stop minus time offset If the START TIMES reflect the departure times of the first stop in the VISSIM network the time offset should cover the travel time to the first stop as well as the vehicle s dwell time there Then the transit vehicle can leave the first stop according to schedule Slack Time Fraction The waiting time after passenger service as a fraction of the remaining time until scheduled departure only relevant for those stop which have a departure time assigned Color Color of the transit vehicle PT TELEGR relevant only for use of transit signal calling points Opens the PT Telegram Data dialog box for definition of data to be transmitted to ic si it Route traffic signal controllers at transit signal calling ediy Priority points The telegrams are only sent if the option Sending PT Telegrams is checked Every time a PT calling point is actuated a telegram is sent Manual Direction using the data as defined within the dialog box Sending PT Telegrams Line Route Priority Tram Length Manual
307. ve do not require such a detailed model of the network e g the choice which route to take from one side of the city to the other does not consider how the intersections actually look like or on which lane the vehicles travel o v VISSIM User Manual Version 3 70 9 3 IN DYNAMIC ASSIGNMENT Principle Assignment related problems always refer to a more abstract idea of the road network where the intersections are the nodes and the roads between the intersections are the edges of an abstract graph The assignment procedures can operate much more efficiently on this type of graph and this level of abstraction is more appropriate even for the human understanding of the problem Example If we describe to our neighbor the way from its home to a restaurant we tell him a series of intersections and whether he must turn left or right there but no more details In VISSIM an abstract network representation is built for Dynamic Assignment and the user defines the parts of the network model that are to be considered as nodes Normally the user will define as nodes what corresponds to the real world intersections The process of building the abstract network and working with it is described in section 9 3 The iteration of the simulation runs is continued until a stable situation is reached Stable here means that the volumes and travel times on the edges of the network do not change significantly from one iteration to the next In VISSIM this situation
308. ve range of parameters Some of these may be adapted by the experienced user to change basic driving behavior d As these parameters directly affect the vehicle interaction and thus can cause substantial differences in simulation results only experienced users should eventually modify any of the parameters described in this section Where in earlier versions of VISSIM an external parameter file PAR was required these and some more parameters Number Name can now be edited directly in the Driving Behavior Parameters dialog box which is accessible by 2 Right side rule motorized SIMULATION DRIVING BEHAVIOR 3 Interurban free lane selection This information will be saved 4 Footpath no interaction Edit together with the network to the 9 Cycle Fath free overtaking network file INP e As link type is always associated with a driving behavior set multiple driving behavior sets may be defined By default a selection of 5 different parameter sets is defined and can be accessed in the Driving Behavior Parameter Sets dialog box Copy Delete DE New Em E c The Wiedemann Traffic Model in VISSIM The traffic flow model in VISSIM is a discrete stochastic time step based microscopic model with driver vehicle units as single entities The model contains a psycho physical car following model for longitudinal vehicle movement and a rule 5 4 VISSIM User Manual Versio
309. ws all defined delay x segments Each delay segment is to be based on one or more travel time N Travel times measurements shown in brackets A new delay segment can be created using the Close NEW button an exiting by pressing EDIT Then a dialog box displays all travel times Edit available Multiple travel time measurements can then be selected using the mouse while New holding down the lt CTRL gt key Time The starting and finishing time and the time interval of the evaluation defined as Time Delete simulation seconds From 600 Output Output defines the output format of the text Until 4200 Comp Data file Interval 900 Raw Data Compiled Data generates a file VLZ according to the times and numbers as defined in this dialog box Raw Data generates a file VLR where every completed delay measurement event will be logged in chronological order 8 2 3 Results The following extract shows an example of a compiled output text file VLZ The title of the file is followed by the simulation comment as set in the global parameters and the list of all delay segments that have been evaluated The last block contains a table with the delay data measured for each section and time interval It contains the following information 1 Delay Average total delay per vehicle in seconds The total delay is computed for every vehicle completing the travel time sectio
310. wy MOVE NETWORK 3D only shortcuts also in 2D v o gt FLY THROUGH NETWORK 3D ONLY 91 gt VISSIM User Manual Version 3 70 3 3 PROGRAM HANDLING VISSIM Desktop 2 Simulation toolbar In the section above the buttons the current simulation mode is shown SIMULATION ANIMATION or TEST To change to a different mode the respective command needs to be selected in the main menu Continuous backwards animation only Single step backwards animation only Description Shortcut gt Continuous simulation animation or test F5 gt Single step simulation animation or test F6 Stop simulation animation or test Esc EJ 3 Selection toolbar Description Shortcut Standard selection mode Multi select mode see description in the section below Label mode Any labels of network elements e g signal head names can be relocated if at the same time the edit mode of that network element is active If several links connectors are located at the mouse click position this button be used to browse through all these links connectors 3 4 VISSIM User Manual Version 3 70 _ aN gt VISSIM Desktop PROGRAM HANDLING 4 Network elements toolbar While one of the following buttons is pressed new elements of the corresponding type can be created or existing ones edited For details on each element please refer to chapter 4 Basic roadwork Links
311. xe Import files 185p498s vap 185th 2 pua Program No 1 Simulation run DDDDDDDiiiiiiii 5555 iiiiiiissssssss tttt SSSSSSSPppppppp aaaa 11111111 tttt 1111111 DDDD SSSSSSSS EEEE SSSSSSSGGGGGGGG TTTT GGGGGGG 11112222 9999 00000000 0101 123456824682468 1122 ORPRIAXM ds MxIOXU dds NNI CGO Xx n101 Bs8 BNA gs Q u e u e K B OL ALD URIDEODEXO ORrFRI Wm ct ob Q Hax vosausrwwbHraBbonpnmu RE Be ded pet H oeooooooooooooooooooooooooo0o0 oooooooooooooooooo0000000000 9859509500 H gt e H gt Re RR RR es Cen tes p E po prs ers ron prt pr ooooocoeoeoecee M m COO EE PPPHPPHHPHHPPHPHPOOOOoOooOoOoooooooo a gt ser Manual Version 3 v VISSIM User M Version 3 70 8 31 EVALUATION TYPES Signal Changes 8 10 Signal Changes This evaluation provides a chronological list of all signal group phase changes of all signal controllers 8 10 1 Definition No additional definition required 8 10 2 C
312. xisting VISSIM network files and to create a VISSIM network from the signal control optimization software packages TEAPAC and SYNCHRO see chapter 3 6 4 2 1 Background Maps and Drawings To start building an accurate VISSIM model it is necessary to use at least one map as a base To make it available to VISSIM the map needs to be in bitmap BMP format for more information on how to get a bitmap file see 4 2 1 1 and 4 2 1 2 This allows for example to use aerial photographs as a background in VISSIM Note VISSIM cannot import vector graphics such as CAD files in DXF format However most CAD programs offer the possibility to convert drawing files into the Bitmap BMP format The following steps show how to convert bitmap files to VISSIM background maps it is best to start with a bitmap showing the entire study area 1 The bitmap files do not have to be stored in the same directory as the data file INP in order to import them into VISSIM OPTIONS BACKGROUND OPEN 4 4 VISSIM User Manual Version 3 70 91 Network Coding TRAFFIC TRANSIT NETWORK However for clarity reasons it is recommended to store them either in the project directory itself or in a subdirectory thereof Import a bitmap file into VISSIM using OPTIONS BACKGROUND OPEN To scale the bitmap to a background map select OPTIONS BACKGROUND SCALE the mouse pointer changes into a ruler with the left top corner being the hot spot Then click the left
313. y animation interval This is helpful when displaying a background graphic in a 2D simulation using single step mode since otherwise moving vehicles would erase parts of the background graphic SD switches to 3D graphics mode For details see section 5 3 2 e Lane Marking Width defines the pixel width used to display the lane markings on multiple lane links 5 14 VISSIM User Manual Version 3 70 91 Graphical Display GLOBAL SETTINGS Min Lane Width defines the minimum width that a lane will be displayed at Effective only during simulation using the Alternative display mode and during route or transit line editing Status Bar Select the representation of the simulation time within the status bar either as straight Simulation Seconds or as a Time using the format hour minute second The initial time can be set in the simulation parameters NETWORK ELEMENTS Offers the choice to display more than one network element at a time and furthermore to show any labels of network elements e g detector no Checking the Display box or using Ctrl T allows to toggle the display of the selected network elements on or off This is convenient when a large number of elements are display simultaneously Clicking the OPTIONS button activates the Display of Network Elements dialog box Checking an Element turns on the display of that element permanently The Color option determines the color that the element will be displaye
314. ynamic Assignment nenn nenn 10 6 10 4 eundum een 10 7 11 SUP DONG oco uin a A 11 1 viii VISSIM User Manual Version 3 70 91 VISSIM QUICK START CHECKLIST VISSIM QUICK START CHECKLIST For those users who are constructing their first network this is a checklist intended to assist in building the network in the most efficient order 1 oa e N 10 11 12 13 14 15 16 17 18 19 20 Open VISSIM and create a new file Check edit vehicle type characteristics see section 4 3 3 1 Create edit speed profiles see section 4 3 1 1 Create traffic compositions see section 4 3 4 Create BMP format background image see section 4 2 1 Open scale and save a scaled background image Note scaling the background map accurately is extremely important see section 4 2 1 1 Draw links and connectors for roadways tracks and crosswalks see section 4 2 2 Enter traffic volumes at network endpoints and pedestrian volumes on crosswalks see section 4 3 5 Enter routing decision points and associated routes see section 4 4 1 Enter speed changes see sections 4 3 6 1 and 4 3 6 2 Enter priority rules for non signalized intersections see section 4 6 1 Enter stop signs for non signalized intersections see section 4 6 2 Create Signal Controls with signal groups enter timing for fixed time or choose a different controller for vehicle actuat
315. ys a default distribution that covers all vehicles that are not included in one of these classes The reason for the local definition of desired speeds at the parking lot in contrast to define it globally for the matrix is to provide a way to model the correct speed limit on each road where traffic is originating from Two types of parking lots are offered resulting in different driving behavior of the vehicles entering the parking lot e Real Parking Lot On approach of a parking lot vehicles slow down until they come to a stop in the middle of the parking lot Then the vehicle is removed from the network parked and the next one can enter the parking lot This type of parking lot should be used if the road network model is detailed enough to represent actual 9 6 VISSIM User Manual Version 3 70 91 i Building an Abstract Network DYNAMIC ASSIGNMENT parking lots The implicit entry capacity can cope with up to 700 vehicles per hour and per lane due to detailed modeling of the stopping process e Abstract Zone Connector Entering vehicles do not slow down and are just removed from the network parked as they reach the middle of the parking lot Thus the entry capacity is not restricted This type should be used to model origin and destination points where traffic enters or exits the network without using real parking Typically this is the situation at the borders of the modeled network To define a parking lot follow the steps outlined be

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