ESTABLISHING VALUES OF TIME FOR TRUCKS IN ORDER TO UNDERSTAND THE IMPACT OF TOLLING STRATEGIES ON HIGHWAYS

Transcription

1 ESTABLISHING VALUES OF TIME FOR TRUCKS IN ORDER TO UNDERSTAND THE IMPACT OF TOLLING STRATEGIES ON HIGHWAYS Qinfen Mei 1 Mazen I. Hussein 2 Alan J. Horowitz 1 1 University of Wisconsin Milwaukee, Department of Civil Engineering & Mechanics 2 University of Wisconsin Milwaukee, Department of Industrial & Manufacturing Engineering

2 OVERVIEW o OBJECTIVE o INTRODUCTION o BACKGROUND o METHODOLOGY o CASE STUDY 1 o CASE STUDY 2 o CONCLUSION o ACKNOWLEDGEMENT 2

3 OBJECTIVE o Obtain different values of time for five main commodities or commodity groups and two truck classes and tests those values of time on a fullscale simulation. 3

4 Commodity 4

5 Truck Class 5

6 INTRODUCTION o Truck drivers are sensitive to both time and cost when choosing routes. o A key variable in understanding a driver s choice when in the presence of tolls is the value of time VOT 6

7 INTRODUCTION o What is the Value of time VOT? 7

8 INTRODUCTION o Value of time VOT depends on the type of truck and the commodity. o This work uses a policy-sensitive truck cost model to obtain values of time and tests those values of time on a full-scale simulation. This cost model is distance based. o To obtain values of time, it was necessary to modify the cost model so that haul duration is properly included. 8

9 BACKGROUND o What is the importance of the VOT? Values of time (VOT) are particularly important because they arise in the evaluation of many different policies. In order to incorporate the highway toll policy into a microsimulation model for freight movements, values of time would be an input to the trip assignment step to convert tolls into equivalent minutes of extra travel time. 9

10 BACKGROUND o The Mississippi Valley Freight Coalition (MVFC) microsimulation involves several complicated processes, during which many random shipments for a given commodity are generated and then assigned to random trucks. 10

11 BACKGROUND o A truck cost models are used to calculate the cost of shipping by trucks. o Four-step models have offered a familiar platform and opportunities to share existing networks and algorithms for developing a macroscopic approach to simulating freight movements. o A truck-based model and a commodity-based model are two major types of freight models 11

12 BACKGROUND o Simulation models assign trucks to a road network Truck-based Model (NCHRP606) Commodity-based Model (NCHRP606) 12

13 METHODOLOGY Featured Relations in the Original and Modified Cost Model Milwaukee approxima/on for heavy truck fuel consump/on Total trip distance Total shipping cost per truck Cost(X o, X d, X c, X w, X temp, X /me, X trailer, X plu ) = 13

14 METHODOLOGY o Two hypotheses have been taken into account for the sake of comparison. Distance-Based Hypothesis: Built on the original cost model. Time and Distance-Based Hypothesis: Built on the modified cost model. 14

15 METHODOLOGY Constants of Two Hypotheses for Motor Vehicle Parts 15

16 BACKGROUND o For the road network, the model has adopted the ORNL network containing all major highways in the U.S. and these highways are represented as 112,000 links. 16

17 METHODOLOGY o The VOT of the two hypotheses were tested by: Comparing to derived values from behavioral studies. Simulate the truck traffic in a 10-state region and compare the results from ATR stations from the State of Ohio. 17

18 METHODOLOGY o The general expression of the costs on a given route is: Cost = f (real time, distance, toll) = β*(real time) + γ*distance + toll o β: Constant (dollar per hour), also defined as Value of Time o γ: Constant (dollar per mile), also defined as Permile Cost o Constants (β and γ) obtained from the linear regression graphics are plausible. 18

19 METHODOLOGY Values of β and γ for Five Commodities and Two Truck Classes Hypothesis One (Distance-Based Costs) 19

20 METHODOLOGY o The MVFC microsimualtion model is proposed to address some public policies affecting the freight system in the Central U.S. and toll pricing policy is one of these important policies. Tolls greatly affect the route choice of truck drivers. Truckers could divert to alternative routes to avoid tolls. Hence, tolls become an important input for a traffic assignment step. 20

21 METHODOLOGY o The ten states in the Mississippi Valley region are Illinois, Indiana, Iowa, Kansas, Kentucky, Michigan, Minnesota, Missouri, Ohio and Wisconsin. 21

22 METHODOLOGY Toll Roads and Toll Bridges for Ten States in the Mississippi Valley Region 22

23 METHODOLOGY Toll and Toll per Mile for Two Truck Classes Toll Road/Bridge Toll Toll Per Mile Class 2 Class 5 Class 2 Class 5 IL Ronald Reagan $13.55 $23.65 $0.14 $0.25 Veterans Memorial $8.00 $14.00 $0.27 $0.47 Janne Addams $10.53 $18.38 $0.14 $0.24 Tri-State $9.78 $17.08 $0.13 $0.22 Chicago Skyway $6.50 $10.80 $0.85 $1.41 Fort Madison Bridge $4.00 $8.00 $6.67 $13.33 Wabash Memorial Bridge $0.95 $1.45 $1.06 $1.61 New Harmony Bridge $1.50 $3.00 $3.00 $6.00 IN Indiana East-West $12.91 $35.17 $0.08 $0.22 KS Kansas Turnpike $13.88 $29.13 $0.06 $0.13 OH Ohio Turnpike $26.00 $36.00 $0.11 $0.16 MI Ambassador Bridge $10.50 $17.50 $6.00 $10.00 Mackinac Bridge $13.50 $22.50 $3.07 $5.11 International Bridge $12.00 $20.00 $6.15 $10.26 Blue Water Bridge $9.75 $16.25 $6.50 $10.83 Detroit-Windsor $4.10 $5.19 $4.23 $5.35 IA Bellevue Bridge $5.00 $3.00 $27.78 $16.67 Burt County Bridge $5.00 $2.50 $7.14 $3.57 Plattsmouth Bridge $2.75 $2.25 $10.58 $

24 METHODOLOGY o The collected tolls for all toll facilities in the MVFC region are converted to extra travel time by using values of time (β), and distance weights (γ/β) are estimated for converting units of distance to units of time. Furthermore, intersection delays are handled by adding extra time to each direction of each surface street. 24

25 CASE STUDY 1 WHY THERE ARE FEW TRUCKS ON CHICAGO SKYWAY? Simulations by the Federal Highway Administration say there should be a lot of trucks on Chicago Skyway. However, almost there are no trucks on Chicago Skyway because of the high tolls. This demonstrates a need for better truck values of time in traffic simulations. 25

26 CASE STUDY 2 Run simple (R simple ): Impedance is simple travel time. Run DistCost (R DistCost ): Impedance is calculated as a function of distance, time and tolls according to the parameters of Scenario One (distance-based). Run TimeCost (R TimeCost ): Impedance is calculated as a function of distance, time and tolls according to the parameters of Scenario Two (time-based). 26

27 CASE STUDY 2 Daily Truck Volumes (Class 2 and Class 5) for Industrial Commodities in Ohio Area, Run Simple, Distance, & Time. 27

28 CASE STUDY 2 The ATR stations are scattered on some major highways and arterial roads except I-80. Depending on the data availability and the traffic diversion conditions, twenty cutlines were drawn through the ATR stations or I-80 toll road segments within the study area. Each cutline includes three stations where the truck traffic volume passes through in the two directions. 28

29 CASE STUDY 2 Ohio Turnpike Map 29

30 CASE STUDY 2 Percentage Distribution on Cutline No. 1 (a) and Cutline No. 2 (b) (a) (b) 30

31 CASE STUDY 2 Comparison of Percentage Distribution on Cutlines No. 1, 6, 10 and 20 31

32 CASE STUDY 2 Total Absolute Deviation (N-TAD) for R simple, R DistCost, and R TimeCost Across 20 Cutlines. The simple and time based runs are very close to the actual screen line percentages. 32

33 CONCLUSION The simulation results showed that the MVFC microsimulation model can simulate the truck traffic conditions affected by the toll pricing policy by using a linear function of time, distance, and tolls, so long as there are good estimates for values of time. This model can be extended to simulate all the truck classes or assign trucks with passenger vehicles on the network, dynamically. 33

34 ACKNOWLEDGEMENT This study was funded by the National Center for Freight & Infrastructure Research & Education (CFIRE) and The Mississippi Valley Freight Coalition (MVFC). 34

35 THANK YOU 35