SHIFT ODME Model & Utilities. Prepared For: Institute for Trade and Transportation Studies

Transcription

1 SHIFT ODME Model & Utilities Prepared For: Institute for Trade and Transportation Studies Developed January 2016 Updated February 2017

2

3 Table of Contents Section 1 Introduction Purpose of Model Study Area Section 2 Source Data Highway Network Phase 1 Network National Highway Planning Network Highway Performance Monitoring System Freight Analysis Framework Network State Networks and Data Other Data Traffic Analysis Zones Phase 1 TAZs Freight Analysis Framework Zones Origin Destination Trip Tables Traveler Analysis Framework Freight Analysis Framework CDM Smith Research Study Section 3 Methodology Overview Master Network Geography and Attributes Development of Master Network Geographic Network Validation Attribute Network Validation TAZ Geography and Attributes Development of TAZ System Geographic TAZ Validation Attribute TAZ Validation Trip Tables Development of Trip Tables Trip Table Validation Traffic Assignment Model Development of Assignment Model Assignment Model Validation Model Utilities Tabular Utilities Graphical Utilities Section 4 Conclusion Overview Appropriate Uses of the Model Next Steps i

4 Section 0 Table of Contents List of Exhibits Exhibit 1: LATTS Study Area Exhibit 2: Phase 1 Network Exhibit 3: National Highway Planning Network Exhibit 4: NHPN Functional Classification Codes Exhibit 5: Freight Analysis Framework Network Exhibit 6: State Supplemented Network Data Exhibit 7: FAF3 Traffic Analysis Zones Exhibit 8: SHIFT Model Flowchart Exhibit 9: SHIFT Model Network Exhibit 10: SHIFT Model Network Mileage by Type Exhibit 11: SHIFT Model Master Network Fields Exhibit 12: SHIFT Model TAZ Geography Exhibit 13: SHIFT Model TAZ Fields Exhibit 14: ODME Weights Applied to SHIFT Model Network Links with Counts Exhibit 15: Daily Origin-Destination Trip Comparison Exhibit 16: SHIFT Model Vehicle Miles Traveled for Auto and Truck (2014, 2040) Exhibit 17: SHIFT Model Assignment and Observed Count Comparison Rural Interstates Exhibit 18: SHIFT Model Vehicle Miles Traveled Growth Comparison to Other Models Exhibit 19: SHIFT Model Tabular Utilities Exhibit 20: SHIFT Model Graphical Utilities Appendices Appendix A Appendix B Appendix C Appendix D Appendix E State Data Collection Project List Lookup Tables User s Guide Practice Scenarios

5 Section 1 Introduction This report documents the development of the Southern Highway Interactive Freight Traffic (SHIFT) Model for member states of the Institute for Trade and Transportation Studies (ITTS). Current membership of the ITTS includes: Arkansas, Florida, Georgia, Kentucky, Louisiana, Mississippi, Missouri, Virginia, and West Virginia. The report includes documentation on the sources of data used to develop the model, the methodology for developing model inputs, traffic assignment and validation procedures and reporting utilities. The report concludes with an overview of the model application, appropriate uses and next steps. Appendices to this report include a list of lookup table data, User s Guide on how to install and run the model and Practice Scenarios showing examples of the model application based on attribute and geography edits. 1.1 Purpose of Model In April of 2015 member states of ITTS discussed the need and intended use of the SHIFT Model. The following conclusions were made from this meeting: The SHIFT Model is a tool that provides ITTS member states a common framework for doing freight studies. The SHIFT Model is focused on ITTS member states. The SHIFT Model builds upon Phase I study and is based on existing data to analyze freight movements on major freight corridors. The SHIFT Model is GIS based to enhance compatibility with integrating with other planning databases. The SHIFT Model provides the ITTS member states with the ability to query and run reports on regional freight networks concerning truck flows. The SHIFT Model is not a replacement for existing travel demand modeling or state freight plans, but another tool for data analysis or calibration, especially for truck activity that is regional or national. Based on these conclusions the SHIFT Model was designed to meet these needs of the ITTS, to provide a common regional freight analytical tool for discussions on the importance of freight corridors to the ITTS member states. The model was intended to serve as a regional framework for collaborate freight research efforts among the member states, while providing additional tools for member states to use in their own state planning efforts. As states begin the process of more actively engaging in freight research to support federal and state programs to promote freight mobility, a regional toolkit such as 1-1

6 Section "Click here to type section #" "Click here to type title of section" the SHIFT model, could be an informative tool for assisting in regional freight planning efforts on both existing and forecasted highway facilities. This work also builds upon the existing work performed by the member states under the previous Latin American Trade and Transportation Study efforts. 1.2 Study Area The SHIFT Model study area consists of the entire nation with a focus on the study area of the Latin American Trade and Transportation Study (LATTS), which is a fifteen state study area completed in An image of the LATTS southeastern alliance region is shown in Exhibit 1. Note that national border crossings, ports, airports and other multimodal facilities are not considered in this study. For more information on the LATTS Studies for the both the region and specific state summaries, please consult the ITTS website 1. The states included in the original LATTS study area are as follows: 1. Alabama 6. Louisiana 11. South Carolina 2. Arkansas 7. Mississippi 12. Tennessee 3. Florida 8. Missouri 13. Texas 4. Georgia 9. North Carolina 14. Virginia 5. Kentucky 10. Oklahoma 15. West Virginia 1 Document Code 1-2

7 Section "Click here to type section #" "Click here to type title of section" Exhibit 1: LATTS Study Area The remainder of this document is organized with specific sections on the sources of data, methodology used to develop the SHIFT Model and conclusion. Document Code 1-2

8 Section 2 Source Data This section describes the sources used to develop the SHIFT Model master network, zone system, and origin-destination trip tables for existing year 2014 and forecast year Highway Network Starting from the highway network developed in the Phase 1 study, CDM Smith researched available data sources to update the TransCAD-based highway network for the SHIFT Model. Several nationallevel networks were used as sources, including the National Highway Planning Network (NHPN), the Highway Performance Monitoring System (HPMS), and the Freight Analysis Framework (FAF) freight network. Additionally, states were asked for their network data to supplement and refine the national-level sources. State-level network data were received from ten states: Arkansas, Florida, Georgia, Kentucky, Louisiana, Mississippi, Missouri, South Carolina, Virginia, and Texas Phase 1 Network The Phase 1 network and data were completed in 2013 for the area covering the continental United States, focusing on the same fifteen-state southeastern region that has been defined for this study. This was to link the original LATTS networks approved by the member states to the new research effort, while providing a database for member states to use in their own freight planning efforts. (The state specific LATTS reports are also available on the ITTS website.) As befitting a network focusing on national-level freight movements, the Phase 1 network focused on higher-level roads and included more detail in the fifteen-state study area. The phase I network is shown in Exhibit 2. Within the fifteen state region and the buffer TAZs, the network includes roads with a functional classification of Interstate, Principal Arterial, Minor Arterial, and Collector. In the remainder of the continental United States, network coverage is limited to interstates only to improve model processing efficiency. This strategy resulted in a unified, focused network with 5,990 Interstate links, 10,651 Principal Arterial links, 1,691 Minor Arterial links, and 13 Collector links. The hierarchy of road links by functional class was effective in focusing national-level freight trips to the Interstate entry points to the fifteen-state study area. Within the study area, the network hierarchy helps to route freight trips to the appropriate higher-level functional class road system. 2-1

9 Section 2 Source Data Exhibit 2: Phase 1 Network National Highway Planning Network The Federal Highway Administration s (FHWA) National Highway Planning Network (NHPN) is a geographic information system (GIS)-based network database 2. The NHPN provides national coverage of major highway facilities representing over 450,000 miles for all 50 States, the District of Columbia, and Puerto Rico. The NHPN network provides valuable roadway detail to ensure the connectivity of the national-level network. The 2013 NHPN network formed the basis for this update to the SHIFT Model network. The NHPN is updated annually based on the individual states submissions for the Highway Performance Monitoring System (HPMS), and so different versions of the network are available, each with different geographic coverage and continually updated attributes. For this update, the 2013 NHPN was cross-checked and reviewed against the 2014 and 2015 networks in order to spot pertinent updates. Exhibit 3 shows the 2013 NHPN network

10 Section 2 Source Data Exhibit 3: National Highway Planning Network The earlier versions of the roadway functional classifications available in the NHPN defined a unique code for each functional class for urban and for rural areas. In 2015, this system was revised to use a single functional class regardless of the urban or rural designation. The revised functional classification system is shown in Exhibit 4. Adopting this update to the functional classification system keeps the SHIFT network concurrent and consistent with the latest NHPN and with HPMS. Functional Class Description Code Interstate 1 Freeways & Expressways 2 Other Principal Arterial 3 Minor Arterial 4 Collector 5 Centroid Connector 0 Exhibit 4: NHPN Functional Classification Codes 2-3

11 Section 2 Source Data Highway Performance Monitoring System The FHWA s Highway Performance Monitoring System (HPMS) is a national-level highway database consisting of highway data supplied by the states annually 3. Data reported by the states includes mileage, average annual daily traffic (AADT), route number, jurisdiction, functional classification, number of lanes, and pavement condition. Additional detailed data are provided for a statistically valid sample of roadway sections by functional classification and volume group within the state. This set of highway sections with additional data is called Sample Segments. Such additional data includes pavement information, geometric design, traffic and capacity data, and environmental data. The HPMS is a tabular database but the route identifiers linking the database to the geographic file are unique to the HPMS system, and the links themselves have different segmentations and sometimes have slightly different alignments. To use the HPMS data for the SHIFT Model network, the HPMS identifier for each link from the record identification (RECID) field and the Average Annual Daily Traffic (AADT) data from the AADT field in the NHPN network were tagged to the SHIFT network. Due to the nature of the two networks, some amount of mismatch was expected. The tagged links were reviewed against the HPMS data on the original NHPN links to verify the reasonableness of the tagged data Freight Analysis Framework Network The FHWA s Freight Analysis Framework, version 3 (FAF3) is a national highway database consisting of freight information estimated for existing and forecast years 4. The FAF3 is based on data from the 2007 Commodity Flow Survey. The FAF3 consists of year 2007 estimated flows and forecasts through year Further, the FAF3 includes data for Average Annual Daily Truck Traffic (AADTTs), speed, and capacity (i.e., volume-to-capacity ratio). The FAF3 Freight Network (Exhibit 5) was developed based on the NHPN. It has retained the older NHPN road functional class system, with the differentiation between urban and rural facilities. Its detailed network consists of the following roadways: Interstate highways National Highway System (NHS) links National Network (NN) links that are not part of NHS Other rural and urban principal arterials Intermodal connectors Rural minor arterials for those counties that are not served by either NN or NHS Urban streets as appropriate for network connectivity

12 Section 2 Source Data Note that the first release of the Freight Analysis Framework, Version 4 was released during mid project. As the data release is not complete enough to replace the other data elements in the current FAF3 release, the decision was made to continue with the FAF3 data elements. Exhibit 5: Freight Analysis Framework Network State Networks and Data Network data was requested from the fifteen individual states in the original LATTS study area to supplement the data gleaned from the national-level databases. Ten states responded with data. Details of the data provided by the states can be reference in Appendix A. Network data provided by the states is shown in Exhibit 6. In several cases, the network data from the states was at a much more detailed level than the national-level data. Only higher level data were utilized for this study, mainly interstates, expressways and principal arterial roadway data. The data provided by each state varied, but in general included: Functional Class Number of Lanes Capacity Speed 2-5

13 Section 2 Source Data Average Annual Daily Traffic (AADT) Average Annual Daily Truck Traffic (AADTT) These data were incorporated into the SHIFT Model network using tagging and manual transferring of attribute data. Additionally, visual checks comparing the SHIFT Model network with the state networks were performed to ensure that the higher level facilities of interstates, freeways and principal arterials were represented in the SHIFT Model network. Visual checks included making thematic maps of attributes and comparing networks side-by-side to flag differences and confirm accuracy. Note that particular attention was paid to the AADT and AADTT counts as they are the main input in the Origin Destination Matrix Estimation (ODME) procedure applied as part of this study to develop origin-destination trip tables for traffic assignment. Exhibit 6: State Supplemented Network Data Additionally, data on existing plus committed (E+C) projects was requested from the SHIFT study area states to develop the forecast network for Responses in the form of project lists or GIS networks were received from Arkansas, Georgia, Kentucky, Louisiana, South Carolina, Texas, and Virginia. This resulted in a master highway network for the SHIFT Model that could be used for both 2014 base year and 2040 forecast year traffic analysis Other Data Other network datasets available to the states is the LATTS network (phase 1) as well as national freight network. These files are provided as shapefiles in the SHIFT model package. 2-6

14 Section 2 Source Data 2.2 Traffic Analysis Zones Starting from the traffic analysis zone (TAZ) system developed in the Phase 1 study, CDM Smith updated the TransCAD-based TAZ system for the SHIFT Model. The FAF3 boundaries were incorporated for those areas outside of the fifteen states. Further, population and household information from the 2010 US Census were incorporated into the SHIFT Model TAZ system Phase 1 TAZs The Phase 1 TAZs and data were completed in 2013 for the area covering the continental United States, focusing on the same fifteen-state southeastern region that has been defined for this study, as this builds upon the existing regional networks that the member states approved in As befitting a zone system focusing on national-level freight movements, the Phase 1 TAZs focused on more detail at the county level in the fifteen-state study area plus buffer area. In the remainder of the continental United States, zonal coverage is at the state level Freight Analysis Framework Zones The FAF3 TAZ system is used to refine the zone structure developed in phase I as the FAF3 zone boundaries are structured to support the analysis of national-level freight movements. As seen in Exhibit 7, the FAF3 TAZ system identifies 73 TAZs for major metropolitan areas which are freight origins or destinations. The remainders of the states or whole states are covered by an additional 50 zones, for a total of 123 TAZs. Compared to this, the SHIFT Model TAZ structure is more finely grained, with 1,621 TAZs at the county-level SHIFT study area and its buffer counties, and 33 TAZs for the remainder of states or whole states outside the study area. 5 and 2-7

15 Section 2 Source Data Exhibit 7: FAF3 Traffic Analysis Zones 2-8

16 Section 2 Source Data 2.3 Origin Destination Trip Tables New to the Phase II study is the development of origin-destination (OD) trip tables for the SHIFT Model base year of 2010 and forecast year of Several sources were utilized including the Traveler Analysis Framework (TAF), the Freight Analysis Framework (FAF), and a research study supported by CDM Smith focused on national toll modeling Traveler Analysis Framework The Traveler Analysis Framework (TAF) is a database of long-distance origin-destination trips for the years 2008 and 2040 developed by the Federal Highway Administration 6. These tables include estimates of passengers and drivers using the auto mode (as well as passenger estimates of the bus, rail, and air modes but these are not used in this study) for trips greater than 100 miles in length. The auto trip tables are reported for business and non-business travel as a series of county-to-county annual travel flows based on the 1995 American Travel Survey, which is the last comprehensive survey of longdistance travel in the United States. For this study the TAF data are used to forecast the auto trip to Freight Analysis Framework The Freight Analysis Framework (FAF3) data includes zone-to-zone trip tables at the Bureau of Economic Analysis (BEA) zone level based on data from the 2007 Commodity Flow Survey. The trip tables provide estimates for freight tonnage, value, and domestic ton-miles by region of origin and destination, commodity type, and mode for 2007, and forecasts through the year For this study the FAF data are used to forecast the truck trip to CDM Smith Research Study CDM Smith supports internal research and development (R&D) studies by employees. One R&D study underway is the Interstate Tolling Analysis Tool which includes a national toll facility database in tabular and geographic format. The geography of this database is based on the NHPN and the tabular data consist of toll roads as of January The truck trip table is based on FAF commodity flow tons data at county level for the entire US and converted that to trucks using FAF methodology 7. The auto trip table is based on TAF data at the county level for the entire US. Both trip tables are subjected to Origin Destination Matrix Estimation using observed AADT counts

17 Section 3 Methodology This section describes the methodology used to develop the SHIFT Model. 3.1 Overview The approach chosen to develop the TransCAD-based SHIFT Model was based on utilizing the efforts previously completed in the Phase 1 study and building upon that with readily available data from the states as well as national data sources. National data sources included the NHPN, US Census, TAF, FAF, and various relevant NCHRP studies (NCHRP 716 8, and NCHRP and NCHRP Project 836-B 10 ). The methodology was defined for each of the following SHIFT Model components and each component went through a validation process. The SHIFT Model components include the following and are presented in the flowchart shown in Exhibit 8. Master Network Geography and Attributes TAZ Geography and Attributes Trip Tables Traffic Assignment Model Model Utilities The following sections describe the details of each model component and the corresponding validation procedures performed to ensure a consistent and continuous model for use in freight analysis. Exhibit 8: SHIFT Model Flowchart

18 Section 3 Methodology 3.2 Master Network Geography and Attributes The SHIFT Model master network was created and validated for geography and attribute components. These validation efforts are consistent with those recommended in FHWA s Travel Model Validation and Reasonableness Checking Manual Second Edition, September Development of Master Network The following steps were completed to create the SHIFT Model master network. 1. The Phase 1 network was used to verify and parse the links from the more up-to-date NHPN network, which was used as the primary source for the SHIFT network. All links except for Interstates were deleted from the area outside the SHIFT study area and buffer area of neighboring counties outside of the 15 state region. 2. Network data from the various state networks were tagged to the SHIFT network to build attributes and for validation cross-checks. 3. All roads which were signed as Interstates were included in the network, and any Interstate roads missing from the various source networks were added to the SHIFT network. Roads signed as US Highways, State routes, and business routes were added for connectivity when the traffic counts revealed a significant routing. In particular, links were added for missing portions of I-49 in Louisiana and I-86 in New York. Portions of SH 550, the Westpark Tollway, and the Dallas North Tollway in Texas were added for connectivity. 4. Links were split at state lines and where the review of counts revealed a significant difference in traffic volumes. Links were split at state lines to avoid links crossing state boundaries for summary purposes. Links were split based on varying traffic counts to maintain the accuracy of counts where traffic volume fluctuates but network is not detailed enough to include the cross streets. This would indicate appropriate locations for centroid connector placement. 5. Based on information received from the states, road projects that are existing or that have committed funding were identified and added to the parsed network to establish a master network reflecting 2014 base year and 2040 forecast year roadway conditions. A corresponding project list was created to identify the existing plus committed roadway projects and this list was linked to the master highway network based on the project identification number to develop assignable network elements. A large effort of this study was to digest and summarize the roadway projects appropriate for the SHIFT Model. This included reviewing, assessing and combining all the state data into a single database. Then, only those projects which were new construction or functional class or capacity enhancements were flagged as applicable to the SHIFT Model master network. This parsing reduced the total number of state-sourced projects from 618 to 259. Three additional projects were identified based on observations and added to the project list, bringing the total number of codeable projects to

19 Section 3 Methodology Based on the reported status of the construction and on observations from Google Earth imagery, projects were classified as complete by the year 2014 or as a future project. The current network was built with 34 projects identified as complete by 2014, and the future year 2040 network was updated to include the 55 interstate-related, non-toll road projects out of the remaining 228 projects. Appendix B lists the complete-by-2014 projects and the E+C 2040 projects that were coded in the SHIFT Model master network. An image of the SHIFT Model network created for this study is shown in Exhibit 9. Exhibit 9: SHIFT Model Network Geographic Network Validation The following steps were completed to validate the SHIFT Model master network geography. 1. Verified connectivity of the network using TransCAD s Check Line Layer Connectivity tool. 2. Verified connectivity of the network by manually parsing the NHPN to the LATTS coverage and checking for overlapping links, missing intersections, and stub links. 3. Reviewed intersections and compared suspect intersections without connections to GoogleEarth images to determine if a connection should exist. Three intersections in Texas and one in Missouri were corrected. 3-3

20 Section 3 Methodology 4. Checked toll roads as identified by the TOLL field for connectivity and extent. New portions of the Dallas North Tollway and Westpark Tollway were added, and the TOLL flag was corrected for several links in Florida, Ohio, Oklahoma, and Texas. Note that toll functionality is not part of this model effort. 5. Performed shortest path skims of distance and travel time to ensure connectivity to each TAZ. 6. Performed an assignment using a synthetic trip table to view zero volume links that could have possible connectivity issues Attribute Network Validation Beyond geographic validation, the network attributes were validated for accuracy. The following steps were completed to validate the SHIFT Model master network attributes. 1. Created thematic mapping to verify link level attributes of functional classification. Functional classification was based on the NHPN network, and validated by a comparison to the LATTS network. Where networks were supplied by the states, the state s functional classification was referenced, but the continuity of the attribute was retained. 2. Created thematic mapping to verify link level attributes of number of lanes. The number of lanes on a link is based on the NHPN network, cross-checked against the LATTS network and the state networks which were provided. Where there was any conflict on the number of lanes, aerial images from Google Earth were referenced. 3. Verified roadway speed data derived from the Phase 1 network and cross-referenced to the FAF 3 network and to speed data from the ESRI StreetMap North America network. Due to the inconsistencies in these comparisons, the SHIFT Model uses roadway speeds based on a lookup table of speed by functional classification and area type, which is typical methodology for large scale models. This lookup table can be referenced in Appendix C. This appendix also includes a description of how to add a new functional classification to the lookup table. Note that modifying this lookup table is not recommended unless the user has prior experience and complete understanding of making this global parameter change in the model. 4. Verified link directionality. The level of detail of the SHIFT Model master network is high enough that link direction is not an attribute; all links are two-way. Where states supplied networks or attributes by direction, they were converted to two-way attributes whenever they were included into the SHIFT Model network. 5. Verified the number of roadway centerline miles by functional classification and area type (Exhibit 10) to ensure that the increase in centerline miles is consistent with the new construction E+C projects coded for future year The high-level nature of the SHIFT Model master network is shown by the data, which shows 5 miles of new rural interstate and 28 miles of new urban freeway or expressway built from 2014 to The model assumes that all rural areas will remain rural areas in

21 Section 3 Methodology Functional Classification Rural Non-Rural Rural Non-Rural Interstate 30,159 15,092 30,164 15,092 Freeway or Expressway 18 3, ,052 Principal Arterial 35,124 9,937 35,124 9,937 Minor Arterial 10, , Collector Exhibit 10: SHIFT Model Network Mileage by Type 6. Validated observed count data to be used in the development of the adjusted O-D trip table. Data for total traffic (AADT), truck traffic (AADTT), and truck percentages were verified on the network links for accuracy. The traffic count data were cross-checked against several sources including HPMS, FAF, and local state data. A large effort of this study was to validate observed traffic count data. At the national level, counts for various years were available from several source networks. After careful review, the FAF 3 data was determined to be the most reasonable and most useful, as it provided full coverage of the entire network and consistent data for 2007 and 2040 AADT, AADTT, and truck percentages. The FAF 3 count data were interpolated to the year 2014 and applied globally in the SHIFT Model master network. At the state level, count data was requested from all of the fifteen states, and was received as GIS link or point data from eight states: Florida, Georgia, Kentucky, Louisiana, Mississippi, Missouri, South Carolina, and Texas. Count data from each state source was reviewed and added to the SHIFT Model master network. Where the state data did not include truck counts, AADTT was derived based on the state AADT and the FAF 3 truck percentage for the link. Counts which were provided by direction were combined to match the SHIFT Model master network s two-way links. Globally, total counts, truck counts, and truck percentages were interpolated to the year 2014 for 18,857 links based on the FAF3 data. A total of 6,622 links were populated with state counts where more detailed data were available. Where there was overlap, the state counts were considered the best data and overrode the FAF 3 data. Within a state, FAF3 data and state data were not mixed; to preserve consistency a state used one source or the other, but not both. The resultant number of counts for the full SHIFT Model master network is 15,898 counts. The GIS process of tagging the national-level and state-level counts to the network has some inherent inaccuracies due to the proximity of links, link alignments, and the different definitions of link start and end points for the various networks. Because validation of the model heavily relies on good quality counts, every link with a count was manually reviewed for reasonableness. The flow of counts was particularly examined to ensure that the count was tagged to the right link. Long links were split where necessary to capture significant changes in count volumes. A list of the SHIFT Model master network attributes is shown in Exhibit 11. This table provides a description of the attribute, the use of the attribute and the source of the attribute data. 3-5

22 Section 3 Methodology Field Name Description Use Source ID TransCAD Length Length in miles Distance & summary statistics TransCAD function Dir Link direction Two-way links (Dir = 0) TransCAD Description Road name Identifies link name NHPN Sign1 Road name Signed route number (e.g.,i20,u45) NHPN Status Status flag Flags if the road is open or not NHPN STFIPS State ID number FIPS code for state NHPN CTFIPS County ID # FIPS code for county NHPN NHS Flag: NHS Flags links on the NHS NHPN STRAHNET Flag: STRAHNET Flags links on the strategic highway NHPN RUCODE_## FCLASS_## LANES_## Area type code for 2011 & 2014 Functional Class for 2011 & 2014 Through lanes for 2011 & 2014 Defines link area type as Urban (3), Suburban (2), and Rural (1) Defines link type per new scheme (See Exhibit 4) Defines link number of lanes to calculate link capacity NHPN / HPMS / State Data NHPN / HPMS / State Data NHPN / HPMS / State Data Project_ID1 Project ID Links to the E+C project list file State Data BY_EditNotes 2014 Notes Notes for updating 2014 network CDM Smith FY_EditNotes 2040 Notes Notes for updating 2040 network CDM Smith TOLL Flag: Toll Flags toll links ITTS Phase I EstimatedSpeed Link speed Used to calculate time ITTS phase I ESRI_Speed Link speed Used to calculate time StreetMap FAF_Speed Link speed Used to calculate time FAF3 HPMSAADT02 Traffic volume HPMS AADT for HPMS data NHPN_ID Link identifier Identifies link for tagging to NHPN 2014 NHPN NHPN_AADT14 Traffic volume NHPN AADT for NHPN FAF_ID Link identifier Identifies link for tagging to FAF FAF 3 FAF_AADT_07 Traffic volume FAF AADT for 2007 FAF 3 FAF_AADTT_07 Traffic volume FAF AADTT for 2007 FAF 3 FAF_TRK_PCT_07 Truck percent FAF truck percentage for 2007 FAF 3 FAF_AADT_40 Traffic volume FAF AADT for 2040 FAF 3 FAF_AADTT_40 Traffic volume FAF AADTT for 2040 FAF 3 FAF_TRK_PCT_40 Truck percent FAF truck percentage for 2040 FAF 3 FAFx_AADT_14 Traffic volume Interpolated FAF AADT for 2014 FAF 3 FAFx_AADTT_14 Traffic volume Interpolated FAF AADTT for 2014 FAF 3 FAFx_TRK_PCT_14 Truck percent Interpolated FAF truck percentage FAF 3 SHIFT_State Flag: SHIFT Identifies state in the SHIFT study ITTS phase II State State Name Defines link state ITTS phase II StateCountSource IDs Data source Identifies data source for state SHIFT states StateCount_Year Year of count Identifies year of state count SHIFT states StateCount_Station Count Station Identifier or description of count SHIFT states StateTotalCount Traffic volume Observed total traffic volume from SHIFT states StateAutoCount Traffic volume Observed auto traffic volume from SHIFT states 3-6

23 Section 3 Methodology Field Name Description Use Source StateTruckCount Traffic volume Observed truck traffic volume from SHIFT states StateTruckPct Traffic volume Observed truck percentage from SHIFT states ODME_AADT_14 Traffic volume Input to ODME for total traffic Review of data ODME_AutoCnt_14 Traffic volume Input to ODME for auto traffic Review of data ODME_TrkCnt_14 Traffic volume Input to ODME for truck traffic Review of data ODME_Weight Calculator Input to ODME for link weights Review of data RUCODE Area Type code Populated by script for scenario SHIFT macro FCLASS Functional Class Populated by script for scenario SHIFT macro LANES Through lanes Populated by script for scenario SHIFT macro ProjectID IDs project Populated by script for scenario SHIFT macro Scen1Select Scenario Select Populated by script for scenario SHIFT macro Exhibit 11: SHIFT Model Master Network Fields 3.3 TAZ Geography and Attributes The SHIFT Model TAZ system was created and validated for geography and attribute components. These validation efforts are consistent with those recommended in FHWA s Travel Model Validation and Reasonableness Checking Manual Second Edition, September Development of TAZ System The following steps were completed to develop the SHIFT Model TAZ system. 1. Reviewed the Phase 1 TAZ structure for applicability. The Phase 1 TAZ structure is based on the county, parish, and independent city level for the fifteen LATTS states. A 1-county buffer area transitions the study area to the remainder of the states. The resultant TAZ system has a total of 1,654 zones, with 1,511 in the study area, 110 in the buffer area, and 33 in the remainder of the continental United States. 2. Reviewed the FAF3 TAZ structure for applicability. Nesting a revised SHIFT Model TAZ structure to the FAF3 geography allows the use of FAF3 trip tables for modeling and for cross referencing modeled results. 3. Integrated the Phase 1 TAZ structure and the FAF3 TAZ structure for the residual area outside the fifteen state area. This imported the definitions of the major metropolitan areas from the FAF, both making the FAF trip tables compatible and increasing the precision of the SHIFT Model for routing national-level freight trips to the borders of the SHIFT area. The resultant SHIFT TAZ structure is shown in Exhibit 12. The updated geography has a total of 1,698 zones (1,513 zones within the study area, 120 in the buffer area, 33 zones defined as major metropolitan areas from the FAF3, and has 32 TAZs making up the remainder of the continental United States). 3-7

24 Section 3 Methodology Exhibit 12: SHIFT Model TAZ Geography Geographic TAZ Validation The following steps were completed to validate the SHIFT Model TAZ geography. 1. Verified the existence of one zone geography per zone ID. 2. Verified no gaps or holes or slivers in the geography of the zone system. The District of Columbia was defined as a buffer area. 3. Verified zones boundaries aligning with US Census and FAF3 zone boundaries. 4. Changed the setting of the zone system to aesthetically view the study area apart from the remainder of the United States to view thematically the locations of the zones. 3-8

25 Section 3 Methodology Attribute TAZ Validation Beyond geographic validation, the zonal attributes were validated for accuracy. With the inclusion of major metropolitan areas from the FAF3 TAZ system, the source SHIFT Model zone structure was updated to include several new attributes. In addition to those attributes defined in Phase I (TAZ ID, state and county FIPS codes, and TAZ type), the new TAZ system includes attributes of the TAZ name, FAF zone, and FAF name as well as 2010 Census population and households. The following steps were completed to validate the SHIFT Model TAZ attributes. 1. TAZ ID numbers were validated to ensure a single unique identification number without duplications. The TAZ IDs are not consecutive, but are a composite code starting with the 1- or 2- digit state FIPS number and including a 3-digit county number. 2. The descriptive attributes for each TAZ were validated by successively selecting the attribute to ensure that it was tagged to the correct TAZ and state based on visual comparisons with US Census and FAF databases. 3. Population and household attributes were validated based on summarizing statistics by state and comparing to the reported US Census estimates for year A list of the SHIFT Model TAZ attributes is shown in Exhibit 13. This table provides a description of the attribute, the use of the attribute and the source of the attribute data. Attribute Description Use Source ID Identification Number Identify the zone TransCAD Area Area in square miles Summary statistics TransCAD TAZ_ID Zone ID ID number linking master network nodes User-Defined Name Zone Name Describes the Zone US Census/FAF3 FIPS FIPS Code FIPS Code US Census State State Code FIPS code for State US Census County County Code FIPS code for County US Census Type Zone Type Describes zone type US Census / FAF3 FAF_Zone FAF3 Zone ID Reference for joining by FAF3 Zone ID FAF3 FAF_Name FAF3 Zone Name Describes FAF3 Name FAF3 Master_ID FAF3 linkage ID Reference for joining databases FAF3 POP Population Input for statistical purposes US Census HH Households Input for statistical purposes US Census Exhibit 13: SHIFT Model TAZ Fields 3-9

26 Section 3 Methodology 3.4 Trip Tables The SHIFT Model trip tables were created and validated for auto and truck vehicle types for base year 2014 and forecast year These validation efforts are consistent with those recommended in FHWA s Travel Model Validation and Reasonableness Checking Manual Second Edition, September Development of Trip Tables The following steps were completed to develop OD trip tables for autos and trucks. 1. Determine seed trip tables based on national data sources. Based on evaluation of the OD trips from TAF, FAF, and Interstate Tolling Analysis Tool study (CDM Smith R&D study) it was determined that the OD trip table resulting from the Interstate Tolling Analysis Tool study resulted in the best seed trip table for the autos and trucks as it was least perturbed from the observed count data. These trip tables are identified for use in the development of the 2014 OD trip table. 2. Define accurate directional auto and truck observed count data. After assessing various count data sources (NHPN, HPMS, FAF, and state data sources), the best count data were identified. It was assumed that the state provided data were most accurate. Thus, the state count data were used and supplemented with NHPN, HPMS and FAF counts for auto and truck. Where directional data did not exist it was assumed a 50/50 split in the counts. 3. Define weights for links based on functional class and area type. Considering that the focus for this study is rural interstates and not lower level facilities or urban facilities, weights are defined for links with counts based on level of priority. Exhibit 14 shows the weights. Facility Class Rural Area Type Urban Area Type Interstate Freeway & Expressway Other Principal Arterial Minor Arterial Collector Exhibit 14: ODME Weights Applied to SHIFT Model Network Links with Counts 4. Develop 2014 OD trips using ODME. Matrix estimation analysis is applied as a TransCAD-based procedure for base year 2014 using the OD seed trip table from the CDM Smith Interstate Tolling Analysis Tool study, directional auto and truck counts for year 2014, and link weights. Results from this analysis are revised OD trip tables for autos and trucks that better reflect the observed count data for

27 Section 3 Methodology 5. Develop 2040 OD trips using growth rates. Annual growth rates (AGR) from the TAF ( ) and FAF ( ) trip tables are identified for use in the development of the 2040 OD trip tables. The OD trips from the TAF and FAF are aggregated to align with the zone system of the SHIFT Model for the entire US resulting in a one-to-one relationship between zone pairs. The zone-to-zone AFRs from the TAF are applied to the SHIFT Model 2014 OD auto trips to get 2040 OD auto trips. The zone-to-zone AGRs from the FAF are applied to the SHIFT Model 2014 OD truck trips to get 2040 OD truck trips Trip Table Validation The following steps were completed to validate the SHIFT Model trip tables for 2014 and The ODME procedure was run iteratively to find the appropriate seed OD trip table that was least perturbed from observed traffic counts. Comparisons of the input trip table and the output trip table were made for the overall auto and truck percent error and root mean square error (RMSE). The Interstate Tolling Analysis Tool study resulted in the best seed trip table for the autos and trucks as it was least perturbed from the observed count data at percent error for autos and percent error for trucks. 2. The resulting percent trucks for 2014 and 2040 were verified for reasonableness (Exhibit 15). Base year 2014 estimates of percent truck are similar to the CDM Smith R&D study of approximately 8 percent trucks. Forecast year 2040 estimates of percent truck are higher at almost 9 percent. This indicates that the model estimates trucks to grow faster than automobiles. 3. The resulting growth in trips between 2014 and 2040 were verified for reasonableness (Exhibit 15). The annual growth in auto and truck trips is less than TAF and FAF, respectively. The TAF and FAF estimates represent long distance auto and freight travel but the SHIFT Model reflects both long distance and short distance travel characteristics. This indicates that the short distance trips are not growing as fast as the long distance trips. However, the overall annual growth rates of 0.84 percent for auto and 1.30 percent for truck. 3-11

28 Section 3 Methodology Data Sources TAF 2008 Auto (Daily Trips) 3,525,144 TAF 2040 Auto (Daily Trips) 5,027,863 TAF Annual Growth Rate 1.33% FAF 2007 (Annual KiloTons) 13,282,167 FAF 2040 (Annual KiloTons) 19,794,258 FAF Annual Growth Rate 1.49% R&D Study 2007 Auto (Daily Trips) 103,464,670 R&D Study 2007 Truck (Daily Trips) 8,463,189 R&D Study Percent Trucks 7.56% 2014 ODME Auto Trips 94,498, ODME Truck Trips 8,263, ODME Percent Trucks 8.04% 2040 ODME Auto Trips 115,072, ODME Truck Trips 11,066, ODME Percent Trucks 8.77% Auto ODME Annual Growth Rate 0.84% Truck ODME Annual Growth Rate 1.30% Exhibit 15: Daily Origin-Destination Trip Comparison SHIFT Model 3-12

29 Section 3 Methodology 3.5 Traffic Assignment Model The SHIFT Model assignment model was created and validated for auto and truck vehicle types. These validation efforts are consistent with those recommended in FHWA s Travel Model Validation and Reasonableness Checking Manual Second Edition, September Development of Assignment Model The following steps were completed to develop the assignment model to estimate auto and truck vehicle flows on the SHIFT Model highway network. 1. Defined link level roadway speeds. The SHIFT Model speed attribute is a measure of speed that captures the uncongested conditions on a link. All model links are populated with a speed value from this lookup table defined by roadway functional classification and area type. The speed lookup table is provided in Appendix C. Data in the lookup table are based on the sample HPMS data and values used in the South Carolina statewide model. 2. Defined link level roadway capacities. Link level capacities were defined based on South Carolina Department of Transportation (SCDOT) estimated capacities, which are based upon the Florida Quality/Level of Service Handbook by roadway functional classification, area type and number of lanes 14. The capacities were interpolated and expanded to meet the specifications of the SHIFT Model. Level of service (LOS) D conditions are assumed, with higher cpacities for urban areas. Higher capacities were chosen for urban areas to avoid hyper-congestion that may result due to model resolution in these areas. Thus, roadways exceeding LOS D conditions are considered unstable conditions with volume-to-capacity ratios exceeding 1.0 and indicating a needed improvement to the roadway. The capacity lookup table is provided in Appendix C. 3. Define congestion delay curves. The Bureau of Public Records (BPR) volume-delay function (VDF) was used to define system congestion by relating changes in travel speeds to increases in roadway volume. Several tests of the alpha and beta VDF parameters were conducted to reflect the sensitivity of delay for route options by roadway type and area type. Ultimately, it was determined to use the original BPR parameters of 0.15 and 4.0, respectively. This curve reflects a very gradual tipping point for delay once traffic reaches congested conditions. This delay function was found necessary in the SHIFT Model to avoid hyper congestion, mainly in urban areas, resulting from large zones with a demand loading onto the highway network at few access points. Thus, allowing the long distance rural traffic to flow on more logical routes keeping with the intent of the SHIFT Model. 4. Define assignment algorithm. The SHIFT Model assignment is developed to assign both autos and trucks based on user equilibrium techniques. User equilibrium assignment spreads traffic in an iterative process based on travel times modified by capacity restraint, where no travelers can improve their travel times by shifting routes. The SHIFT Model uses a Multi-Modal Multi-Class (MMA) user equilibrium assignment technique and specifically the Bi-Conjugate Frank Wolfe

30 Section 3 Methodology (BCFW) user equilibrium assignment method due to the ability for tighter convergence criteria and faster computation time. The MMA portion allows the procedure to assign multiple classes during the assignment run. These classes include auto and truck for the SHIFT Model. 5. Define passenger car equivalents (PCE) for trucks considering that the MMA accounts for the mix of vehicles on each link. A PCE value of 2.0 is assumed for trucks to reflect the number of trucks on the roadways in terms of passenger cars. In other words, it is assumed that one truck is equal to 2.0 passenger cars. 6. Define assignment stability parameters to ensure that the model reaches a stable equilibrium for both base year and forecast year scenarios. The assignment stability parameters are set at convergence with a maximum of 100 iterations. The convergence is tight enough so that the volume fluctuation on links is minimized between assignment iterations and the number of iterations is set high so that the assignment model can iterate until equilibrium is reached, prior to reaching the maximum number of assignment iterations Assignment Model Validation The following steps were completed to validate the assignment model. 1. Assignment model congestion functions were reviewed for reasonableness. This included the input link level speeds and capacities as well as the volume-delay function. Assignments results were reviewed for locations of hyper congestion such as areas were the volume-to-capacity ratio were significantly high (such as greater than 2.0). Adjustments were made to minimize this occurrence including fixing geographic errors and refining the highway network for centroid connector loading points. 2. Assignment model stability was verified. Metrics from the assignment model were reviewed for both base year 2014 and forecast year 2040 to ensure that the model converges at equilibrium prior to the maximum number of assignment iterations and at reasonable convergence criteria where the fluctuation of the number of vehicles is low. The SHIFT Model scenarios all converge to assignment equilibrium at 62 iterations in the base year 2014 and 79 iterations in the forecast year The maximum flow change for the base and forecast year scenarios are less than 2,700 vehicles per day, which is reasonable for a national level model. 3. Assignment results were verified for reasonable growth in vehicle miles traveled (VMT). VMT for autos and trucks by state within the LATTS study area are shown in Exhibit 16. Overall, the VMT grows at 1.2% for autos and 1.6% for trucks within the study area states VMT 2040 VMT VMT AGR State Auto Truck Auto Truck Auto Truck Alabama 62,664,966 11,190,289 89,985,892 15,624, % 1.5% Arkansas 38,140,789 8,419,619 48,899,879 11,433, % 1.4% Florida 97,225,360 13,994, ,198,370 17,512, % 1.0% Georgia 89,020,802 15,100, ,786,427 19,383, % 1.1% Kentucky 44,262,209 10,998,201 56,861,054 16,879, % 2.1% Louisiana 42,891,447 9,157,046 60,115,034 12,608, % 1.4% 3-14

31 Section 3 Methodology 2014 VMT 2040 VMT VMT AGR State Auto Truck Auto Truck Auto Truck Alabama 62,664,966 11,190,289 89,985,892 15,624, % 1.5% Arkansas 38,140,789 8,419,619 48,899,879 11,433, % 1.4% Florida 97,225,360 13,994, ,198,370 17,512, % 1.0% Georgia 89,020,802 15,100, ,786,427 19,383, % 1.1% Mississippi 33,839,926 6,877,674 45,723,099 9,079, % 1.2% Missouri 65,210,517 15,816,502 80,674,164 23,600, % 1.9% North Carolina 89,703,348 14,500, ,407,034 20,636, % 1.6% Oklahoma 37,242,276 9,283,968 49,330,083 10,733, % 0.6% South Carolina 43,796,310 7,771,973 61,560,040 10,918, % 1.6% Tennessee 71,709,908 13,263,495 92,263,538 21,334, % 2.3% Texas 197,572,141 41,637, ,451,105 64,940, % 2.2% Virginia 90,825,207 12,622, ,393,349 16,754, % 1.3% West Virginia 24,975,413 4,406,954 29,396,053 5,959, % 1.4% Overall 1,029,080, ,041,698 1,345,045, ,398, % 1.6% Exhibit 16: SHIFT Model Vehicle Miles Traveled for Auto and Truck (2014, 2040) 4. Assignment results for rural interstates were verified for goodness to fit to observed traffic count data. Comparisons of percent VMT error, percent volume error and Root Mean Square Error (RMSE) are shown in Exhibit 17 for auto, truck and overall rural interstate trips. Overall, the model tends to under-estimate traffic. The VMT error is within 5% for autos, trucks and total trips. Vehicle Type Percent VMT Error Percent Volume Error Percent RMSE Auto -3.4% -7.5% 45.8% Truck -4.5% -6.5% 26.4% Overall -3.7% -7.3% 39.0% Exhibit 17: SHIFT Model Assignment and Observed Count Comparison Rural Interstates 5. A final comparison was performed for VMT growth by comparing the SHIFT Model results with other statewide or MPO model VMT growth. Exhibit 18 shows the comparisons for South Carolina, Texas and the Capital Area MPO in Austin, Texas. Compared to these models the SHIFT Model tends to under-estimate VMT growth overall. Vehicle Type SCSWM SHIFT South Carolina TX SAMv3 SHIFT Texas CAMPO SHIFT CAMPO Auto 1.9% 1.6% 2.0% 1.2% n/a 0.4% Truck 2.1% 1.6% 1.7% 2.2% n/a 1.9% Total 1.9% 1.6% 2.0% 1.3% 4.1% 0.6% Exhibit 18: SHIFT Model Vehicle Miles Traveled Growth Comparison to Other Models 3-15

32 Section 3 Methodology 3.6 Model Utilities Several model utilities were developed for the SHIFT Model in tabular and graphical formats. These utilities are part of the SHIFT Model user s interface and provide maps and statistics for each model run. These summary data are readily available for the user by clicking appropriate buttons from the user s interface. Additional details on operating the model utilities can be found in the User s Guide presented in Appendix D Tabular Utilities A list of the various tabular utilities in table format available in the SHIFT Model can be seen in Exhibit 19. Additional details on these utilities can be referenced in the User s Guide presented in Appendix D. Exhibit 19: SHIFT Model Tabular Utilities 3-16

33 Section 3 Methodology Graphical Utilities A list of the various graphical utilities in map format available in the SHIFT Model can be seen in Exhibit 20. Additional details on these utilities can be referenced in the User s Guide presented in Appendix D. Exhibit 20: SHIFT Model Graphical Utilities 3-17

34 Section 4 Conclusion 4.1 Overview Overall, the SHIFT Model is a very useful tool for the analysis of freight and capable of performing traffic assignment and analysis within the TransCAD software. 4.2 Appropriate Uses of the Model The SHIFT Model is intended to be used for the following applications. City-to-City and State-to-State analysis: Intercity analysis crossing state boundaries. Large corridor (interstate) planning, especially for rural areas. Support statewide travel demand models (External-to-External, through trips and validation checks against the statewide model, subarea analysis, etc.) The SHIFT Model is not intended to replace existing statewide or regional travel demand models, tools or freight plans, but it is another tool for data analysis and calibration of truck activity at the regional, state and national level. Further, the SHIFT Model is not intended for use in toll modeling, urban area modeling, intersection and interchange analysis or mode choice analysis. 4.3 Next Steps Phase I of the ITTS study focused on the development of the network geography and update of some basic network attributes where data available. Phase II developed the SHIFT model. Some thoughts on a possible Phase III could include: Detailed review of model input files by state agencies and refinement of network attributes (Lanes, Functional Classification, Area Type, AADT, and AADTT). Verification that the network captures all the freight roadway connectors and the addition of freight-oriented roadway attributes. Addition of an external model including national border crossing auto and truck volumes, which are not considered in this study. Enhancement for toll model functionality. Addition of rail and other multi-modal networks. It is recommended that the states enhance the SHIFT model for their own needs completing the first two items prior to any detailed application of this tool. Additionally, it is highly recommended that a protocol be established for the application of the official version of the SHIFT Model based using a memorandum of understanding. 4-1

35 Appendix A State Data Collection The data received from the states are shown in Exhibit A-1. Exhibit A-1: State Data Received for SHIFT Model Development State AADT AADTT Statewide Model BY Statewide Model E+C Other Notes Alabama No reply Arkansas x Shapefiles of interstates - model attributes; project attributes Florida x x Count data in GIS format; Other data not available at the time of collection Georgia x x - - x Count data and project list provided in GIS format No Build network has some projects. "IN_NETWORK"=null are redundant Kentucky x x - - x links and not EC projects; AutoCounts and TruckCounts (assume 2010) Louisiana x x x x - LaDOTD website AADTs, LaSWM statewide network Mississippi x - - x - MDOT website AADT database; MSSTM statewide network Missouri x MoDOT 2014 AADTs North Carolina No reply Oklahoma No reply South Carolina x x x x - SCDOT website AADT database; SCSWM statewide network Tennessee No reply Texas x - x x - TxDOT website AADT database; TxSAM statewide network Virginia - - x x ArcGIS layer packages of 2012 and 2040 networks West Virginia No reply A-1

36 Appendix B Project List The existing roadway projects completed by 2014 coded in the SHIFT Model network are presented in Exhibit B-1 and the existing plus committed (E+C) roadway project estimated to be open to traffic after 2014 that are coded in the SHIFT Model network are presented in Exhibit B-2. Exhibit B-1: Projects Completed by 2014 Coded into the SHIFT Model Network Project ID State Roadway From To Description Year 13_ GA I-75 Eagles Landing Pkwy SR 155 Managed Lanes LET 13_ GA I-75 SR 138 Eagles Landing Pkwy Managed Lanes LET 13_ GA I-85 I-285 CR 3761/Old Peachtree Rd HOT Lanes LET 22_H LA I-49 Segment G LA 169 LA 530 New Interstate (Segment G) _H LA I-10 Veterans Clearview Add lanes _H LA I-12 Airport Rd I-10/I-59/I-12 Widen from 4 to 6 lanes _H LA I-49 LA 530 LA 170 New Interstate (Segment F) _H LA I-49 LA 170 US 71 New Interstate (Segment E) _H LA I-12 Northshore-Airport Rd SH 21 Major widening Add travel lane/dir _H LA I-12 Walker 0.5 m W of Satsuma Widening I-12 to 6 lanes (rural areas) _H _1 LA I-12 Sherwood Forest Blvd Juban Rd Widening I-12 to 6 lanes _1 SC I-20 I-77 S Widen to 6 lanes _1305 SC US 278 Simmonsville Rd SC 170 Widening (Simmonsville to SC 170) _1320 SC US 17 US 21 Charleston county line Widening (US 21 to Charleston Co.) _15 SC I-26 Ashley Phosphate Rd W Aviation Ave Widen 1 lane/direction _1902 SC US 17 Ravenel Bridge I-526 Widen to 6 Lanes _2101 SC SC 5 Extension I-85 York County Line Widen to 4 lanes divided _2901 SC US 17 SC 64 US 21 (Beaufort Co) Widen to 4 lanes divided _3 SC I-385 I-185 SC 146 Widen Interstate to 6 lanes _3_1 SC I-385 I-185 SC 146 Widen Expressway to 6 lanes _305 SC US 25 I-20 S Widen to 5 lanes 2014 B-1

37 Appendix B Project List Project ID State Roadway From To Description Year 48_AUS-447 TX SH 130 TX-45 FM 1185 FC changes from 2 to _AUS-83 TX AUS-83 US 29 S Gabriel Dr Construct new 4-lane roadway _ELP-P402X- 05A TX Spur 601 Airport Rd TX-375 Widen from 4 to 6 lanes _HOU-6069-A TX SH 99 New Tollway 51_20032 VA Ft. Eustis Blvd Franz Rd I-45 FC changes from 14 to km east of Route _20040 VA VA km S of Route 76 51_20165 VA I-66 51_20194 VA US km west SB Route km E of Route 632 (Mapleshade Rd) km W of Route km N of Route 76 Chesterfield/Powhatan Co. line) km E of NB Route 234 Business (Sudley Rd) 0.44 km W existing Route 600 Construct parallel, westbound lanes along route 105 effectively widening from 2 lanes to 4 lanes 2014 Build new 4-lane facility 2014 Widen I-66 from 2 lanes in each direction to a 4 lane in each direction for a total of 8 lanes. Widening of Route 58 to 4 lanes, some areas will parallel the existing roadway while others will be new location 2.10 mi west of 0.45 mi east of Telegraph 51_20236 VA WWB/Telegraph Widen to add additional lanes 2013 Telegraph Rd Rd 51_20693 VA I-81 Southbound MM 120 Southbound MM 125 Add 1 truck climbing lane SB _20789 VA US Km. S. Rte Km. N. Rte. 688 Widen to 4 lanes _21109 VA JEB Stuart Hwy km E of Route _23075 VA West Hundred Rd km E of Route 638 East 4-lane a km section of Rte I-95 Ware Bottom Springs Rd Widen to 6 lanes 2012 Document Code B-2

38 Appendix B Project List Exhibit B-2: Existing + Committed Projects Coded into the SHIFT Model Network Project ID State Roadway From To Description Year 05_CA-0202 AR US 82 S junction with US mi S of N junction with US 425 Widen from 2 to 4 lanes _CA-0401 AR I-540 US 412/W Sunset Ave (Thompson Rd) 3.4 mi S of Thompson Rd Widen from 4 to 6 lanes _CA-0601 AR I-30 US mi E of US 70 Widen from 4 to 6 lanes _CA-0705 AR US m E of Lafayette county line 2.3 mi N of US 79 Widen from 2 to 4 lanes _CA-0706 AR US W of US mi W of US 167 Widen from 2 to 4 lanes _CA-0801 AR US m S of Searcy county line 18.8 mi N of Faulkner county line Widen from 2 to 4 lanes _CA-0901 AR I-540 W New Hope Rd (1.4 m S of N W Monroe Ave (6.4 m S of N junction of US 62) junction of US 62) Widen from 4 to 6 lanes _CA-0902 AR I-540 N junction of US 62 SE Walton Blvd (1.5 m N of N junction of US 62) Widen from 4 to 6 lanes _CA-0906 AR US 65 1 mi S of US mi S of Newton county line Widen from 2 to 4 lanes _CA-1101 AR I mi N of Benton /Washington US 412/W Sunset Ave county line Widen from 4 to 6 lanes _STIP AR I-40 Pulaski county line 4.1 mi S of Faulkner county line Widen from 4 to 6 lanes _STIP AR I-40 US 65 Pulaski county line Widen from 4 to 6 lanes _STIP AR US mi N of Faulkner county 17.7 mi N of Faulkner county line line Widen from 2 to 4 lanes _STIP AR US mi N of Faulkner county line 6 mi N of Faulkner county line Widen from 2 to 4 lanes _STIP-R20098 AR US 82 US mi W of MS state line Widen from 2 to 4 lanes _TEXARK-246 AR I-30 AR-108 (4.8 m E of US 71) US 67 (9.5 m E of US 72) Widen from 4 to 6 lanes _TEXARK-42 AR I-30 Texas state line 1.2 mi W of US 71 Widen from 4 to 6 lanes _TEXARK-44 AR I mi W of US mi E of US 71 Widen from 4 to 6 lanes _ GA I-85 At CR 103/Poplar Rd At CR 103/Poplar Rd Interchange UNLET 13_ GA I-16 I-75 in Macon SR 87 Widening LET 13_ GA I-85 At CR 5640/McGinnis Ferry At CR 5640/McGinnis Ferry Interchange UNLET Document Code B-3

39 Appendix B Project List Project ID State Roadway From To Description Year 13_ GA I-85 N of SR 211/Barrow N of SR 53/Jackson Widening UNLET 13_ GA I-85 SR 60 SR 11 Widening UNLET 13_ GA I-85 SR 11 SR 82 Widening UNLET 13_ GA I-85 SR 82 SR 98 Widening UNLET 13_ GA I-85 SR 98 SR 15 Widening UNLET 13_ GA I-85 SR 15 SR 63 Widening UNLET 13_ GA I-85 SR 63 SR 51 in Franklin County Widening UNLET 13_ GA I-16 SR 11 SR 87 Widening UNLET 13_ GA I-75 SR 159 near Ashburn SR 300/Crisp Widening LET 13_ GA I-95 SR 25 Spur CR 138 Widening LET 13_ GA I-75 At Union Grove Rd / CS 825 W of CR 68 Interchange LET 13_ GA I-75 SR 151 Just S of SR 2 Widening UNLET 13_ GA I-75 At Kennedy interchange At Kennedy interchange Interchange LET 22_peaufiner1 LA I-49 I-220 LA 1 New construction 4 lane Interstate _31 MS I-55 I-20 Siwell Rd Widen to 6 Lanes _37 MS I-55 Old Agency Rd MS 463 Widen to 8 Lanes, New interchange, service roads _7 MS MS 304/I-269 I-55 Tennessee St Line New 4-lane Interstate _1 NC I-840 I-40 west I-40 east Complete northern section of Greensboro urban loop _11 SC I-77 I-20 SC 277 Widen to 6 lanes _12 SC I-526 (MCX) US 17 Folly Rd New construction _14 SC I-77 SC 277 Killian Rd Widen to 4 lanes _2 SC I-20 US 378 S Widen to 6 lanes _4 SC I-26 I-77 S-9-31 Widen to 6 lanes _5 SC I-85 S SC 18 Widen to 6 lanes _6 SC I-26 US 17-A S-8-16 Widen to 6 lanes _8 SC I-26 S Sheep Island Rd New I/C _9 SC I-85 SB SC 146 US-25 Widen SB to 4 lanes 2020 Document Code B-4

40 Appendix B Project List Project ID State Roadway From To Description Year 48_SAN TX I-10 Ralph Fair Rd Camp Bullis Rd New 6-lane Interstate (FC=11) _20420 VA I-64 E of Exit 243 at James City / York County Line West Route 143 Interchange (W of Exit 255 A-B) Widening from 2 to 3 general purpose lanes per direction _21987 VA I miles east of Route 238 (Yorktown Road) 1.55 miles west of Route 143 (Jefferson Ave) 6-lane widening of I-64. Scope includes the addition of one 12-ft lane and one 12-ft shoulder in each direction _41921 VA Interstate mi S of Edsall Rd (Rt 648) 0.53 mi N of Duke St (Rt 236) 51_47041 VA I-64 51_59523 VA I-64 Route 199 W of Williamsburg (Exit 234) 1.05 mi W of Rt 199 (Humelsine Pkwy/Marquis Ctr Pkwy) Route 199 E of Williamsburg (Exit 242) 0.54 mi E of Rt 238 (Yorktown) 51_63681 VA I-64 Route 295 Exit 205 (BOTTOM'S BR) Add 4th continuous lane to SB I- 395 To extend the 3 lane section of I- 64 from the point where the I-64 Capacity Improvements - Segment II project ends to the west. Work to include one additional EB and WB 12' wide travel lane and 12' wide shoulder lane within the existing median space. To extend the 3 lane section of I- 64 from the point where the Segment I project (UPC ) ends to the west for 7.08 miles. Work to include additional 12-ft wide travel lanes and 12-ft wide shoulder lanes within the existing median space and repair and widen PE to widen I-64 from 4 travel lanes to 6 travel lanes from I-295 to Exit 205. May develop into full project Document Code B-5

41 Appendix C Lookup Tables The speed, capacity, and level of service lookup tables are presented in this appendix. The speed and capacity lookup data can be referenced in the SPD_CAP.bin file and the level of service lookup can be referenced in the LOS_Parameters.bin file. Additionally, this appendix includes a description of how to add a new functional classification to the lookup table. Note that modifying this lookup table is not recommended unless the user has prior experience and complete understanding of making this global parameter change in the model. Exhibit C-1: Speed Lookup Table Functional Classification Rural Suburban Urban Interstate Expressway Principal Arterial Minor Arterial Collector Exhibit C-2: LOS D Capacity Lookup Table Functional Classification Lanes Rural Non-Rural Interstate Interstate Interstate Interstate Interstate Interstate Interstate Interstate Interstate Interstate Interstate Interstate Interstate Interstate Interstate Expressway Expressway Expressway Expressway Expressway Expressway Expressway Expressway C-1

42 Appendix C Lookup Tables Functional Classification Lanes Rural Non-Rural Expressway Expressway Expressway Expressway Principal Arterial Principal Arterial Principal Arterial Principal Arterial Principal Arterial Principal Arterial Principal Arterial Principal Arterial Principal Arterial Principal Arterial Principal Arterial Principal Arterial Minor Arterial Minor Arterial Minor Arterial Minor Arterial Minor Arterial Minor Arterial Minor Arterial Minor Arterial Collector Collector Collector Collector Collector Collector Collector Collector Centroid Connector Note that the speed and capacity lookup are combined into one parameter file named SPD_CAP.bin. The user may want to add a new functional classification to the speed-capacity lookup table to define a new type of roadway that has a different capacity and or a different free-flow speed for scenario testing. Note that it is not recommended that this file be changed unless the user has a complete understanding of the implications of this global parameter change. This means that for each model scenario and for each link in the highway network that has the newly defined functional classification identified, the corresponding link speed and capacity will be updated. The steps to add a new functional classification to the speed-capacity lookup table are as follows. These steps are based on a new functional classification for a 2-lane workzone roadway. Document Code B-2

43 Appendix C Lookup Tables 1. Open the SPD_CAP.bin file in TransCAD 2. From the TransCAD menu bar click Edit>Add Records>Add [1] Record>OK. A new blank record will appear at the bottom of the table. 3. Populate the blank record with appropriate values. a. LOOKUP: a unique number that reflects the concatenation of the FCLASS number and the 2- digit number of lanes. Another way to think of this is that it is the FCLASS number multiplied by 100 and added to the number of lanes. For example, if the FCLASS number is 9 and the number of lanes is 2 then the LOOKUP value is 9 x = 902 b. FCLASS: a numerical value representing the roadway functional classification c. F3: for descriptive purposes, this is the description of the FCLASS d. LANES: number of lanes for the roadway. There must be a separate record for each number of lanes. e. LOSD_Rural: daily capacity for rural roadway facilities under LOS D conditions. f. LOSD_Urban: daily capacity for urban roadway facilities under LOS D conditions. Note that the model assumes a higher urban capacity to avoid hyper-congestion that may result from the model resolution in urban areas. g. SPD_URB: Free-flow speed for urban roadway facilities (RUCODE = 3 reflects Urban) h. SPD_SUB: Free-flow speed for suburban roadway facilities (RUCODE = 2 reflects Suburban) i. SPD_RUR: Free-flow speed for rural roadway facilities (RUCODE = 1 reflects Rural) j. Alpha: Alpha parameter value of the PBR Volume Delay Function. Currently all records are set to 0.15 k. Beta: Beta parameter value of the PBR Volume Delay Function. Currently all records are set to 4.0 Exhibit C-3: LOS Definition by Volume-to-Capacity Ratio Level of Service Min V/C Ratio Max V/C Ratio A B C D E F Document Code B-3

44 Appendix D User s Guide The User s Guide is the operations manual for the SHIFT Travel Demand Model. The guide consists of steps to help users set up the model directory, install the model, open the interface, and operate the SHIFT Model interface components (Scenario Manager, Model Run, and Utilities). Setting up Model Directory Install the SHIFT Model folder directly under the C drive (e.g. C:\SHIFT_Model\ ). When installed, the SHIFT_Model folder will have sub-folders for: Interface, which contains the resource files and the GUI files for the TransCAD add-in. The subfolder also contains a file About_ txt, which provides model background, build information, a list of default files, and a history of updates to the model. The default scenario is also stored in this sub-folder. Master, which contains all input files to create a model scenario including the master network and project list, TAZ geographic file and seed origin-destination trip matrix. Parameters, which contains parameters files to run the model including the speed/cap table and assignment parameters. It is recommended that any specific scenarios which are created be placed as additional sub-folders under the primary SHIFT_Model folder. This will insulate the core sub-folders and their data from accidental changes. Installing the Interface 1. Open TransCAD 6 (the scripts were developed in TransCAD 6.0 release 2 build 9085) 2. Go to Tools -> GIS Developer Kit to open the GISDK Toolbox. Recompile the SHIFT_CompileList.lst script list file to the shift_gui.dbd user interface file. These files are located in the C:\SHIFT_Model\Interface folder. Compile to overwrite the existing shift_gui.dbd file. 3. Add-in the user interface by going to Tools > Setup Add-Ins. 4. Click Add to open the Setup Add-ins dialog box. Define the new add-in as a Dialog Box with the Description SHIFT Model and Name SHIFT Model. Click the Browse button to navigate to the UI Database at C:\SHIFT_Model\Interface\shift_gui.dbd. The completed Dialog Box is shown in Exhibit D Click OK to save these settings. D-1

45 Appendix D User s Guide Exhibit D-1: SHIFT Model Parameters in the Add-ins Dialog Box Opening the Interface To open the SHIFT Model interface go to Tools>Add-ins>SHIFT Model. Initially, the user will be asked to verify or navigate to the parent directory (Exhibit D-2). This is the location of the master, interface, and parameter folders as well as all scenario folders. Retaining the default C:\SHIFT_Model folder is recommended. Exhibit D-2: Specify Parent File Directory Dialog Box Document Code D-2

46 Appendix D User s Guide Once the parent folder has been specified the user will click Close and the interface will load as a dialog box as shown in Exhibit D-3. The SHIFT Model interface has three main components: 1. Scenario Manager, which allows adding and editing model scenarios and setting their associated input and output files. 2. Model Run, which presents options for running the SHIFT model by single step, as a single model run, or as a batch of up to 6 scenarios in a multiple model run. 3. Utilities, which displays tables or maps created from the model outputs from the current scenario or a previous loaded scenario. Exhibit D-3: Main Interface Dialog Box Each of the 3 main components has a Close button to return to the main user interface Dialog Box. The Close button on the main user interface Dialog Box exits the SHIFT Model add-in. Document Code D-3

47 Appendix D User s Guide Operation of the Interface: Scenario Manager The Scenario Manager allows the user to specify the settings of a scenario. Additionally, the user can create a new scenario, copy from an existing scenario to a new scenario, or delete an existing scenario. The Default scenario will automatically load. The user can click the Load Scenario button to navigate to a different scenario (.scn file name extension) for scenarios previously created. Note that the box has three tabs at the top: Scenario Setup, Input & Parameter Files, and Output Files. Exhibit D-4 shows the tab for the Scenario Setup. Exhibit D-4: Scenario Manager To add a new scenario, click on the Add Scenario button. The recommended practice is to create a new subfolder under the parent directory for each new scenario. As shown in Exhibit D-5 the Dialog Box by default points to the parent directory as specified when opening the Add-in, so entering the full path is not necessary. Specify only the new folder, such as Scenario 1, to create a folder in the parent directory with the path C:\SHIFT_Model\Scenario 1. Document Code D-4

48 Appendix D User s Guide Exhibit D-5: Add a New Scenario Dialog Box Clicking on Submit will create the new scenario folder and will also bring up the Select Network Type Dialog Box as shown in Exhibit D-6. The SHIFT model uses a single master network with a projects file. The Base option selects the existing network for the year 2014, and the Forecast option applies the existing and committed network projects for the year 2040 from the file Project_List_EC.csv Exhibit D-6: Select Network Type for New Scenario Dialog Box Once the folder and network type of the new scenario are chosen, the new folder will be created with the scenario file (with a.scn extension), an inputs subfolder populated with extractions of the network, project list (if Forecast scenario), turn restrictions, and OD matrix from the master folder, and an empty outputs subfolder. A Specify Inputs Dialog Box, as shown in Exhibit D-7, lists the input file paths and names called into the scenario. Note that the user can click the buttons to navigate to different input files if any are changed from the official version of the SHIFT model files. Also, note that if the base year network is chosen, the Project List input will be grayed out. Document Code D-5

49 Appendix D User s Guide Exhibit D-7: Specify Inputs Dialog Box Click OK to continue and return to the Scenario Manager main window. Returning to the Scenario Manager component once a scenario is created, the user should verify input, parameter and output files. All the input and parameter files are specified in the Input & Parameter Files tab. The output files are specified in the Output Files tab. The boxes for each tab are shown in Exhibit D-8. Exhibit 8: Files Tabs in the Scenario Manager Dialog Box Document Code D-6

50 Appendix D User s Guide Click the Input & Parameter Files tab to view the path locations and file names of the input and parameter files. Click the Output Files tab to view the path locations and file names of the output files. Click the Close button to return to the main user interface dialog box. Operation of the Interface: Model Run There are three run types in the Model Run component that allows the user to run the SHIFT Model, as shown in Exhibit D-9: Run by Step Single Model Run Multiple Models Run The Run by Step run type allows the user to run a scenario by model step; the Single Model Run run type allows the user to run the full model for one scenario; and the Multiple Models Run run type allows the user to run multiple models (up to six scenarios) in sequence. Note that if the user chooses Run by Step and then clicks the Run All button, the program would run through all the steps as choosing Single Model Run. The user must click the Load a Scenario button to choose a corresponding scenario file (.scn) before running any models. Document Code D-7

51 Appendix D User s Guide Exhibit D-9: Model Run Interfa Once all selections are made and the scenario(s) is loaded, the Run Model(s) button or run by step buttons will become active. Clicking these buttons will start the model run. Running the model will bring up a progress bar, as shown in Exhibit D-10, which will show the status of the run until completion. Exhibit D-10: Model Run Status Bar ce Document Code D-8

52 Appendix D User s Guide Operation of the Interface: Utilities After a model run has been completed, the status bar will close and the main user interface will reopen. The user can click on the Utilities button to report various output tables and maps for a particular scenario. The Tables and the Maps tabs are shown in Exhibit D-11. First, the user must click Load Scenario to browse to a scenario for reporting summaries. The Tables and Maps tabs contain the options for the user to create tables and maps of different types. Exhibit 11: Tables and Maps Utilities Exhibit D-12 through Exhibit D-15 show several example output tables and maps. Document Code D-9

53 Appendix D User s Guide Exhibit D-12: Utilities (Tables) Population by State Exhibit D-13: Utilities (Maps) Population by TAZ Document Code D-10

54 Appendix D User s Guide Exhibit D-14: Utilities (Tables) Model VMT and VHT Exhibit D-15: Utilities (Maps) Assigned Truck Flow Map Document Code D-11

55 Appendix D User s Guide Maintenance of the Interface The main interface dialog box also has an About button. This button opens the file About_ txt, which provides model background, build information, a list of default files, and a history of updates to the model. Any updates to the model files in the Master directory, such as the master network, turn restrictions, zones, or trip table, should be documented in this file. Any updates to the model script should be documented in this file as a new build version. Document Code D-12

56 Appendix E Practice Scenarios Three scenarios are presented to illustrate updating and running the SHIFT Model. They are: 1) Roadway attribute change, 2040 scenario 2) Geographic layout change, 2040 scenario 3) Project improvement run, 2014 scenario First, some background information will be provided on setting up TransCAD and the input files for making the network edits. Next, details on making the network edits will be presented. Setting up TransCAD The items presented in this section are common to all scenarios. First the user should reference the User s Guide (Appendix B) to install and setup the SHIFT Model interface. Create Scenario folder Because neither of these projects are part of the official SHIFT model it is recommended to make the network edits to a scenario network from a new scenario folder instead of the official master highway network ( SHIFT Network dbd ) and project list ( Project_List_EC.csv ) from the Master folder. The User s Guide will step the user through how to create a new scenario. Display the centroid connectors in the network Once a new scenario is created, then the scenario highway network ( SHIFT_Model_Highway.dbd ) located under the INPUTS folder of the scenario folder should be opened within TransCAD. It is useful to show centroid connectors because they should not be split or deleted and it is not recommended to connect centroid connectors to intersecting roadways. A selection set could be created so that the centroid connectors can be displayed differently from other roadways in the network. This can be Exhibit E-16: SHIFT Network Selection Window performed from the Menu Bar by going to Selection > Select by Condition or using the Select by Condition icon in the Selection toolbar. In the SHIFT network, the FCLASS field would be 0 if the link is a centroid connector or external connector. Exhibit E-1 shows the selection set dialog box with the formula to select centroid connectors from the network. E-1

57 Appendix E Practice Scenarios Exhibit E-2 shows the centroid connectors as selected, shown as dashed red lines. The style of this selection set and other selection sets can be changed using the Selection > Settings > Style dialog box. Exhibit E-17: Centroid Connectors Selected Display the nodes in the network It is also useful to show the nodes in the network prior to editing the network. Showing nodes allows us to see where links are connected to one another. If a node already exists near the desired connecting point of a new link and an existing link, the user could choose to connect the new link to this existing node. To turn on the node layer, go to Map > Layers, which would bring up the Layers drop-down menu, or simply click on the Layers icon on the ribbon. Highlight the SHIFT Nodes layer and then click the Show Layer button to display the nodes on the map. Once the layer is shown, the buttons to change the style and labels will be activated. The Map > Layers drop-down menu and the Layers Dialog Box are shown in Exhibit E-3. Document Code E-2

58 Appendix E Practice Scenarios Exhibit 18: Layers Dialog Box to Show Network Nodes Scenario 1: Roadway Attribute Change, 2040 Scenario After a new scenario has been created from the SHIFT model interface Scenario Manager and the settings have been specified for the scenario highway network then the next step is to make the project edit. The following steps show the process of working through a scenario of updating roadway attributes and presenting the results of the scenario. The closure of the I-40 bridge over the Mississippi River is used for an example. Exhibit E-4 shows the network link for the bridge, which is link ID , and shows that there will be no interference with the centroid connector when editing this link. Document Code E-3

59 Appendix E Practice Scenarios Exhibit E-19: I-40 Bridge over the Mississippi River at Memphis Edit the Scenario Network There are three attributes of interest in the scenario network ( SHIFT_Model_Highway.dbd ) to update for this roadway attribute change: RUCODE is the area type flag (1=Rural, 2=Suburban, and 3=Urban). For this scenario, it is not proposed to change the area type of the roadway. Thus, no change is needed for this attribute. FCLASS is the functional classification (1=Interstates, 2=Freeways, 3=Principal Arterials, 4=Minor Arterials, 5=Collectors, and 0=Centroid Connectors). For this scenario, it is not proposed to change the functional classification of the roadway. Thus, no change is needed for this attribute. LANES is the number of lanes. For this scenario, it is proposed to close the bridge and prohibit access to cross the bridge. Thus, the number of lanes should be changed to zero. Document Code E-4

60 Appendix E Practice Scenarios In this demonstration, we are to change the number of lanes to 0 to represent an I-40 bridge closure. To implement the change in the scenario network, the user could click the Info icon on the toolbar, and then click on the appropriate link to open a dataview window and edit the attribute (Exhibit E-5). The user can then directly change the value in the LANES field to 0. The number of lanes for this link in the network would then be updated from 6 lanes to 0 lanes. Exhibit E-20: Editing Directly in the Network Dataview Window Document Code E-5

61 Appendix E Practice Scenarios For documentation purposes in order to keep track of all network changes, project ID can be defined for each edited link and documented in the Project_List_EC.csv file in the Inputs folder. Note that if the scenario network is already created all edits must be made directly to the network and the use of the project listing file is simply for documentation. Exhibit E-6 shows how the network dataview window can be used to directly enter the user-defined Project ID for the appropriate link. If more than one link is to be changed, all links will need to be noted with the Project ID. Exhibit E-21: Entering the Project ID into the Scenario Network After the network links have been updated with the user-defined Project ID then the project listing file ( Project_List_EC.csv ) should also be updated with the user-defined Project ID associated in the network. The project listing file also includes the required network attributes for the project. The three attributes include RUCODE, FCLASS, and LANES respectively. The attribute names can be referenced by opening the Project_List_EC.dcc file with Notepad. As seen in Exhibit E-7, the user should enter the same Project ID as was entered in the network, add a description of the change, and then enter the RUCODE, FCLASS, and LANES attributes. Run the Scenario Once the project attributes have been updated in the scenario network, the user could run the scenario by performing a model run with the Model Run component of the user interface. As also noted in Appendix B User s Guide, three options of running the model are available Run by Step, Single Model Run, and Multiple Model Run. Document Code E-6

62 Appendix E Practice Scenarios Exhibit E-22: Documenting Edits in the Project List Use Utilities to Create Tables and Maps Once the scenario model run is complete, the users could utilize the Utilities component to report output tables and Exhibits for the scenario. Exhibit E-8 shows the daily total volume assigned to the model network without the I-40 bridge closure. Exhibit E-9 shows the daily total volume assigned to the model network with the I-40 bridge closure. Document Code E-7

63 Appendix E Practice Scenarios Exhibit E-23: 2040 Modeled Volumes at the Mississippi River Bridge Without Bridge Closure Exhibit E-24: 2040 Modeled Volumes at the Mississippi River Bridge With Bridge Closure Document Code E-8

64 Appendix E Practice Scenarios Scenario 2: Geographic Layout Change, 2040 Scenario After a new scenario has been created from the SHIFT model interface Scenario Manager and the settings have been specified for the scenario highway network then the next step is to make the project edit. The following steps show the process of working through a scenario of making a geographic layout change and presenting the results of the scenario. A new section of I-69 in southeastern Arkansas between I-20 and I-55 will be added to the forecast year scenario network for this example. For this scenario new roadway links are added. The alignment for the new section of I-69 is shown in Exhibit E-10. Note that the new Interstate follows existing links in places, establishes new links in places, and splits some existing links. Exhibit E-25: Alignment of New Section of I-69 in Arkansas Document Code E-9

65 Appendix E Practice Scenarios Edit the Scenario Network The scenario project involves an upgrade to existing links of the scenario network ( SHIFT_Model_Highway.dbd ) as well as building new links. Attributes of the existing links would be directly checked and edited using the Info icon on the toolbar to open a network dataview, as described in the previous example. To create a new link in the network, the Map Editing toolbox would be utilized. The user could open the Map Editing toolbox by clicking on Tools (in the main menu) -> Map Editing -> Toolbox. The window of the toolbox is shown in Exhibit E-11. Exhibit E-26: Network Editing Toolbox The user would click the button with a plus icon to draw a new link to the network. If there is no existing node at the location where the new link would be connected to the existing link, a new node would be automatically created. To draw a new link, the user could simply point the cursor to the starting point and then drag it to the desired ending location, and then double left click the mouse to finish the link. Exhibit E-12 shows the new link being added, with it displayed as a grey dashed line until it is completed. Document Code E-10