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The Use of EMME/2 by Transek – an Overview. “Fantasy and imagination is the limit” by Göran Tegnér Transek Consultants, Solna, Sweden Presentation for the 19th International EMME/2 Users’ Conference in Seattle, 19-21 October 2005. Contents. 115 EMME/2 installations in Scandinavia

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The use of emme 2 by transek an overview l.jpg

The Use of EMME/2 by Transek –an Overview

“Fantasy and imagination is the limit”

by

Göran Tegnér

Transek Consultants, Solna, Sweden

Presentation for the 19th International EMME/2 Users’ Conference in Seattle, 19-21 October 2005


Contents l.jpg
Contents

  • 115 EMME/2 installations in Scandinavia

  • Some National & Regional Applications

  • An international application:

    • The Yerevan Strategic Transport Model

  • Three recent Domestic Applications:

    • The Stockholm Congestion Charge Trials

    • The PRT Test Site at Kings’ Curve

    • The Vulnerability Project


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More than 100 EMME/2 installations in Scandinavia

  • The first Emme/2 installation in Europe

    • Stockholm County Council Traffic Office 1984

    • EMME/2- the Standard Tool for Regional Planning

    • The Planned Bottleneck “Klarastrandsleden” => the very first EMME/2 application

      • A then new central North-South By-pass: 2+2 or 1+1 lane

      • Environmental reasons => 1+1 lane

      • The 1st EMME/2 study => substantial diversion to inner city streets:

      • In reality this turned out to be the case



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EMME/2 and Swedish State Railways

  • EMME/2 –the planning tool that brought together various skills

  • Traditional use of EMME/2 – network assignment of rail trips

  • A new application: Assignment of Revenues: ”Swedish Crowns” by Railway Line


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EMME/2 and High Speed Rail Project Evaluations

  • EMME/2 has been used in the following High Speed And Regional Rail Projects in Sweden =>

    • The X 2000 Tilted Train Services

    • The ”Atlantic Line”

    • The ”East Coast Line”

    • The ”Norrbotnia Line”

    • The Svealandsbanan” Rail Line


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SAMPERS & EMME/2 was used

to do a backcasting to 1987

Index, 1987 = 100

Actual Rail trips

160

1987 elasticity model

140

Sampers – elasticity model

Sampers – complete network model

120

100

80

60

40

20

0

1987

1988

1989

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

Back casting: the East Coast High Speed Rail Line

Backcasted train

trips=> 1 % differ-

ence to 1987 reality

The elasticity & Sampers models underestimated train trips in 2000 =>

Comfort & convenience factors not included


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The Öresund Road & Rail Bridge between Sweden & Denmark

  • Many choices =>

    • 2 Sea Crossings (Helsingborg-Helsingör or Malmö-Copenhagen, ie Northern or Southern Strait of Öresund)

    • Frequency & Destination choices

    • Mode (Ferry, Car, Train, Bus) & Route Choice


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High Quality Forecasts with EMME/2 for the Öresund Bridge - 11 Price scenarios

<= Transek Forecasts for Road

Traffic => better than other ones

Transek Forecasts for Rail =>

Traffic => better than other ones


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EMME/2: part of the winning concept in an International Competition

  • SIKA –Swedish Institute for Transport and Communication Analysis

  • True International Competition =>

    • A new generation of Forecasting tools

    • Demand models for Regional/Urban, National and International trips

    • Assignment Models: EMME/2, TRIPS, VISUM

    • EMME/2 including the Time Table Assignment won the bid!


The yerevan armenia strategic transport model l.jpg

Base Network Competition :

114 zones;

355 nodes,

1 336 one way links,

159 transit lines, of which

116 minibus lines

31 bus lines

2 metro lines

8 trolley bus lines

Methods used:

Base network

Travel Survey

A Demand Frequency, Destination & Mode choice model coded as a Macro into EMME/2

Calibration against roadside traffic counts (cars) & On-board surveys (transit)

The Yerevan (Armenia) Strategic Transport Model

The Model work revealed a 30 %

overestimation of the total population




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Scenarios for Transport Planning Competition

  • Base network 2002 with Actual vs. Normal operation parameters

  • Year 2012 network with road network development and slightly higher fares (20%)

  • Year 2012 network with trams & trolleys replaced by buses and slightly higher fares (20%)

  • Year 2012 network without metro

  • Year 2012 network with slightly higher fares for the metro, double fare for the minibuses and with parking fees



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The Stockholm Congestion CompetitionCharge Trials

  • Goals=>

    • Reduce car traffic by 10%-15 % on major arterials

    • Improve the environment

  • Measures:

    • 22nd August 2005: 5 % extended Transit services (Direct Express buses to the CBD)

    • Congestion charges Trial 3rd-Jan to 31st July 2006.

  • A local referendum


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The Charging Area of Stockholm: Competition”Inner City”

06.30-06.59: 1,33 $

07.00-07.29: 2,00 $

07.30-08.29: 2,67 $

08.30-08-59: 2,00 $

09.00-15.29: 1,33 $

15.30-15.59: 2,00 $

16.00-17.29: 2,67 $

17.30-17.59: 2,00 $

18.00-18,29: 1,33 $

18.30-06.29: 0 $


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Changes of auto volumes on road network due to the congestion charges system (thousand of vehicles average week day)

Stockholm

city center


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Estimated Impacts of the congestion charges system Stockholm Congestion Pricing Scheme


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Personal Rapid Transit- congestion charges system a cost-effective, sustainable and innovative transport system


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Time for a Better System: congestion charges system PRT is anInnovativeTransportSystem

  • Driverless vehicles waiting for you

  • No waiting, direct to destination

  • Travel in privacy and station on side-tracks

  • Investment 30 % of light rail

  • Service level of taxi

  • Operation cheaper than bus


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Kungens Kurva Shopping Centre congestion charges system

Scandinavia’s largest Commercial Centre

  • 4,500 employed

  • 42,000 daily visitors today

  • 63,500 projected visitors in 2015

  • 23,000 cars per peak day

  • 3,000 cars at peak hour

Kungens Kurva


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A PRT net for Kungens Kurva-Skärholmen congestion charges system

  • Phase 0: 1 loop: 3 km;5 stations; 8 vehicles;

  • Phase 1: 2 loops: 5,5 km; 11 stations: 45 vehicles

  • Phase 2: 3 loops: 8,3 km; 15 stations; 85 vehicles


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3-4 Times Higher Mode Share with PRT congestion charges system


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PRT Cheaper than LRT & Bus congestion charges system


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Network Impacts of PRT at King’s Curve congestion charges system

<= Yellow New PRT trips;

Red=Reduced Bus trips;

Green= increased Metro trips

Red= reduced Car traffic

2 remote parking-houses

at the N & S entrances=> transfer

from car to PRT =>


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Regional accessibility from a Vulnerability Persective - A Road Administration project

  • Aim of the project: to identify the most ”critical links”.

  • The chosen method was the following one:

    • Step 1 Calculate the total travel in the entire network with EMME/2

    • Step 2 Cut off one link at each step and calculate the total travel time loss in the network

    • Step 3 Search the link that produces the highest loss in total travel time. This is the “critical link”.


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Selected Links Road Administration project

A Bus link

A private car link

A Truck Link


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Number of Work-places within 45 minutes Road Administration project- a normal situation


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Difference in accessibility with a closed link Road Administration project- number of workplaces within 45 minutes


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The most Critical Links in SE Road Region Road Administration project

Heavy truck

trafiic

Passenger

car traffic


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Road Administration projectFantasy and imagination is the limit”

I hope this presentation has showed a broad variety of (more or less… depending on who you are) successful but different EMME/2 Applications…

Many thanks for your attention!

//Göran Tegnér


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