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Application of an Activity-Based Model for Highway Pricing Studies in Chicago. CMAP Region. Population: 10.5m 21 counties 2K TAZs 17K MAZs. Regional Comprehensive Plan. GO TO 2040, adopted in 2010 Notorious traffic congestion Pricing queries lead to ABM development. Why Pricing?.

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application of an activity based model for highway pricing studies in chicago

Application of an Activity-Based Model for Highway Pricing Studies in Chicago

TPAC | Columbus, OH | May 2013

cmap region
CMAP Region

Population: 10.5m

21 counties

2K TAZs

17K MAZs

regional comprehensive plan
Regional Comprehensive Plan

GO TO 2040, adopted in 2010

Notorious traffic congestion

Pricing queries lead to ABM development

why pricing
Why Pricing?
  • Theoretical
    • Turn external costs inward
  • Practical
    • Cannot build our way out of congestion
why develop abm
Why Develop ABM?
  • Advanced Model Work Plan
    • Pricing ABM
    • Transit ABM
    • ABM-DTA Integration
  • Benefits
    • User segmentation
    • Continuous value of time
integrated model system
Integrated Model System
  • CT-RAMP demand model
    • Coordinated Travel Regional Activity-based Modeling Platform
  • Highway Assignments & Skimming
    • Handles route choice for trucks, externals, & airport traffic
model flow
Model Flow

Model Re-estimated for CMAP Pricing ABM

Auto ownership model

Destination choice models

Time-of-day choice models

Mode choice models

road pricing essentials
Road Pricing Essentials
  • Variation in Value of Time
    • ABM -continuous VOT distribution
    • EMME - discrete VOT classes (high & low)
  • Vehicle occupancy
    • ABM & EMME - 3 discrete classes
      • SOV, HOV2, HOV3+
  • Route type choice
    • ABM & EMME explicitly treat toll & non-toll users for each segment
value of time
Value of Time
  • VOT by travel purpose & person type
  • Car occupancy accounts for cost sharing
    • VOT(HOV2) = 1.6 * max(individual VOT)
    • VOT(HOV3+) = 2.3 * max(individual VOT)
  • Static assignment & VOT
route type choice
Route Type Choice
  • Currently implemented as binary choice
    • Toll vs. non-toll
  • Explicit modeling of toll users at OD level
  • Accounts for toll bias
  • Allows for VOT variation/segmentation beyond 12 assignable classes
assignable trip tables
Assignable Trip Tables
  • Total of 44
    • 12 for passenger auto (from ABM)
    • 8 for trucks (EMME route type choice model)
    • 12 for externals (EMME route type choice model)
    • 12 for airports (EMME route type choice model)
projects
Projects

IL 53/120

  • New highways
    • IL 53/120
    • Elgin O’Hare West Bypass
  • Add lanes
    • I-90
    • I-290
    • I-55

I-90

EOWB

I-290

I-55

setting toll rates
Setting Toll Rates
  • Current
    • Set to recover construction & operating costs
  • Congestion pricing
    • Set to achieve performance objectives
      • Maintain free flow speed
      • Maximize revenue
      • Maximize throughput
setting toll rates1
Setting Toll Rates
  • Set toll based on modeled delay
  • Toll Rate = (Hrs of Delay * VOT per Hr) / Miles
travel times am peak
Travel Times (AM Peak)

$0.00

$0.00

$1.30

$2.76

Minutes

$2.53

$3.41

toll rate comparisons
Toll Rate Comparisons

Toll rate ($/mile)

other findings
Other Findings
  • Mode Share
    • Small HOV increase & SOV decrease
  • Traffic Spillover
    • Arterials & General Purpose Lanes
      • Decreased congestion
other cmap efforts
Other CMAP Efforts
  • Outreach
  • Further study
slide29

Questions?

Matt Stratton, [email protected]

Kermit Wies, [email protected]

Peter Vovsha, [email protected]

Ben Stabler, [email protected]

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