Micro-Simulation Software Characteristics
Date published: May 03, 2010
Survey consists of answers to questionnaires to 6 organizations that develop and/or market micro-simulation software. Organizations/products covered:
TSIS-CORSIM, McTrans Center, University of Florida
VISSIM, PTV America, Inc.
Quadstone Paramics, Quadstone
SimTraffic, Trafficware
TransModeler, Caliper Corporation
SIDRA TRIP, Akcelik & Associates Pty Ltd.
Questions covered:
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Price of software
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Ordering of Software
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Last Update of Software
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Compatible Operating Systems
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Network Compatible?
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Minimum/Recom-mended Hardware Requirements:
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CPU,RAM, Monitor, Other requirements
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Software Attributes
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Error checking
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Input/output processor
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Graphical input screen entry
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Maximum Size of Network That Can Be Simulated: Nodes, Links, Vehicles
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Compatible Data Formats
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Integrate With Public Domain Software?
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Ability to Interface with GIS Software Products:
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Ability to Interface With Travel Demand Modeling Software
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Ability to Interface With Signal Optimization Software
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Simulation Side of Road
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Main Animation and Graphics Capabilities
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Can Aerial or Other Images Be Used as a Background to Software’s Animation Graphics?
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Network Architecture
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Maximum Lookahead Distance For Exits Or Intersection Turns
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Maximum intersection approach legs
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Vehicle Types
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Representable types of vehicles
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Does Your Software Apply Static or Dynamic Assignment?
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Key Parameters
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User definable key parameters?
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Default values for key parameters?
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Incident management
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Toll plazas without electronic toll collection
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Toll plazas with electronic toll collection
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Congestion pricing
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Real-time route
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Variable message signs with adaptive speed control
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HOV lanes, barrier separated, two-way flow
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HOV lanes, barrier separated, reversible flow
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HOV lanes, buffer separated, concurrent flow
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HOV lanes, barrier separated, contraflow
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HOT lanes
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Queue bypasses for transit/HOV vehicles
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Bus only lanes
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Work zones
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Use of shoulders by general traffic during peak periods
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Use of shoulders by HOVs only during peak periods
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Diverted traffic as a result of a change in capacity
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Weaving, Roundabouts, Four-way stops, U-turns, Center turn lanes, Reversible lanes
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Signal control
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Standard NEMA/170 control logic: standard 8 phase
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Standard NEMA/170 control logic: multiple rings and barriers
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Virtual controller firmware available from signal control vendors
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Signal control macro language for user-definable control logic
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Signal control test mode
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Signal to signal communications
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Multiple intersections controlled by single controller
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System-wide adaptive signal control
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Local adaptive signal control
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Transit signal priority
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Railroad pre-emption
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Bus transit
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Light rail transit
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Pedestrians
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Bicycling
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Park and ride
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Parked vehicles
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Park guidance systems
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Search for parking space
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Multi-modal shared spaces
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Transit malls
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Non-vehicle use paths
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Traffic calming measures
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Weather conditions
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Effect of reduced lane widths
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Effect of reduced shoulder widths and/or no shoulders
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Freeway ramp metering signals
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Roundabout metering signals
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Signalized and unsignalized pedestrian crossings at intersections and midblock locations
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Different acceleration and deceleration characteristics (acceleration and deceleration times, distances and speed-time profiles) of different types (sizes) of vehicles and different types of drivers (normal, aggressive, etc)
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Gap acceptance behavior of drivers in situations that require giving-way yielding to other vehicle streams and pedestrians (signals, round-abouts, sign control, merging)
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Different driver response times during queue discharge for different intersection controls (signals, round-abouts, sign control), i.e. time it takes for the next vehicle in the queue to start moving
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Speeds of turning and through vehicles negotiating different types of intersections including roundabouts as a function of the intersection geometry
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Free queue, i.e. number of vehicles at the head of a queue in a shared lane ( a lane with different traffic streams) at an intersection that will start blocking other streams
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Lane flow rates at intersections and midblock (proportion or amount of total traffic using available lanes) to reflect lane choice of drivers
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Capacity, i.e. highest vehicle flow rate that can be handled by a traffic lane for different traffic facilities (signals, roundabouts, sign control, freeway, etc)
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Vehicle travel time
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Transit travel time
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Transit schedule reliability
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Pedestrian/passenger measures
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Vehicle miles traveled
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Speed
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Capacity
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Stopped delay
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Control delay
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Average queue lengths
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Maximum queue lengths
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Atops per vehicle
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Level of service
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Queue lengths
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Estimated number of accidents
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Accident costs
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Emissions
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Noise level
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Fuel consumption
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Vehicle operating costs
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Can Reports and MOEs be Customized by a User?
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Years Software Been In Use in the U.S.
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Number of Organizations Using Software in the U.S.
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Number of Organizations Using Software Outside the U.S.
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Options Provided for Support and Training
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Options Provided for Support and Training That are Free of Charge With the Purchase of Software
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Estimated Time a Young Traffic Engineer or Transportation Planner Will Take to Become Reasonably Proficient in the Use of Your Software?
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Features that the Software Has to Speed the Process of Simulating a Particular Situation
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Main Strengths of Software
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Main Improvements To Be Added to Software Within the Next 12 Months
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