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DSM Auto Tool
DSM Auto Tool
For criteria definitions, please refer to the 'Criteria Definitions' worksheet or the "readme.txt" file
Analysis Context
2
Context
Relevanc Sketch
e
Plan
3
Tool Category Relevance
TDM
Please select only ONE analysis context. Enter a '5' on the selected category.
Planning
10
10
Design
Operations/Construction
Criteria
1
-99
5
2
SubCriteria
Relevanc Sketch
e
Plan
5
0
4
Column 2 x Column 3
Micro
Sim
10
10
10
10
10
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Subtotal
Relevance Weights Above 0
0
0
WEIGHTED SUBTOTAL
Macro
Sim
Meso
Sim
Micro
Sim
4
Column 2 x Column 3
TDM
Analytica Traffic
l (HCM)
Opt
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Subtotal
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Region
Meso
Sim
10
10
Macro
Sim
3
Tool Category Relevance
TDM
Analytica Traffic
l (HCM)
Opt
10
10
Segment
Corridor/Small Network
TDM
10
10
10
10
10
Roundabout
Arterial
0
10
0
10
10
10
0
10
5
10
0
10
5
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Highway
Freeway
10
5
10
10
10
10
5
5
10
10
10
10
10
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
HOV Lane
HOV Bypass Lane
5
0
10
10
5
0
0
5
10
5
10
5
10
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Ramp
Auxiliary Lane
Reversible Lane
5
0
0
10
0
5
10
5
0
10
5
0
10
10
0
10
10
0
10
10
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Truck Lane
Bus Lane
0
0
10
10
5
0
5
0
5
5
5
5
10
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Toll Plaza
Light Rail Line
0
0
5
10
5
0
0
0
0
0
0
0
10
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Subtotal
Relevance Weights Above 0
0
0
WEIGHTED SUBTOTAL
0
0
0
0
0
0
0
0
0
0
0
0
0
0
10
5
10
10
10
5
10
5
10
5
10
10
10
10
Bus
10
10
10
Rail
Truck
5
5
10
5
0
5
0
5
0
5
5
5
5
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Motorcycle
Bicycle
0
5
5
5
0
5
0
0
0
0
0
0
0
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Pedestrian
5
Subtotal
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
10
10
10
10
Arterial Intersections
Arterial Management
0
5
0
5
10
5
10
10
10
10
10
10
10
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Incident Management
Emergency Management
5
5
0
0
5
5
0
0
10
5
10
5
10
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Work Zone
Special Event
Advanced Public Transportation System
5
5
5
0
0
0
10
10
0
0
0
0
10
5
0
10
5
0
10
5
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5
5
0
0
0
0
0
0
5
0
5
0
5
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5
5
0
0
0
0
0
0
0
0
0
0
10
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5
0
0
0
0
0
0
0
0
5
0
5
5
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
10
10
5
Subtotal
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
10
-99
10
10
10
5
5
10
10
-99
-99
0
0
10
5
10
5
10
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5
-99
5
0
5
5
-99
-99
-99
0
-99
-99
5
-99
-99
5
0
-99
5
0
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Subtotal
Relevance Weights Above 0
0
0
WEIGHTED SUBTOTAL
0
10
5
10
10
10
10
10
5
10
5
10
5
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Travel Time
Volume
5
10
5
10
10
10
10
10
10
10
10
10
10
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Travel Distance
Ridership
0
0
0
5
0
0
0
0
0
0
10
5
10
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5
10
0
10
0
5
0
5
0
5
0
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Density
VMT/PMT
0
5
0
10
10
5
10
5
10
10
10
10
10
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
VHT/PHT
Delay
Queue Length
5
5
0
10
10
0
5
10
10
5
10
10
10
10
10
10
10
10
10
10
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Number of Stops
Crashes/ Accidents
5
5
0
0
0
0
0
0
0
0
5
5
10
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Incident Duration
Travel Time Reliability
0
5
0
0
0
0
0
0
0
0
5
0
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Emissions
Fuel Consumption
Noise
5
5
0
0
0
0
0
0
5
0
5
0
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Mode Split
Benefit/Cost
0
5
10
0
0
0
5
0
5
0
5
0
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Subtotal
Relevance Weights Above 0
0
0
WEIGHTED SUBTOTAL
10
10
0
0
10
10
10
5
5
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Easy to use
Popular/well-trusted
10
5
0
5
10
10
5
10
5
5
0
0
0
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Hardware requirements
Data requirements
10
10
5
0
10
10
10
10
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
10
5
5
5
0
5
10
5
10
10
5
5
10
5
5
0
10
5
0
10
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
User support
Key parameters can be user-defined
5
5
10
10
0
5
0
5
5
10
5
10
5
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
10
0
0
5
10
5
10
5
10
5
10
5
10
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Animation/presentation features
10
10
Subtotal
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Meso
Sim
Micro
Sim
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Criteria Weights
5
Context/Criteria (0 = not relevant, 5 =
most relevant)
0
1
2
3
4
5
6
7
6
Criteria
Relevanc Sketch
e
Plan
Analysis Context
Geographic Scope
Facility Type
Travel Mode
Management Strategy/Applications
Traveler Response
Performance Measures
Tool/Cost Effectiveness
TDM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
7
Weighted Subtotals
Analytica Traffic Macro Meso Micro Sketch
l (HCM)
Opt
Sim
Sim
Sim
Plan
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
WEIGHTED TOTALS
0
0
0
0
0
0
0
0
0
1.
2.
Tool Categories:
Sketch Plan = Sketch-planning methodologies and tools
TDM = Travel demand models
Analytical (HCM) = Analytical/deterministic tools (HCM-based)
Traffic Opt = Traffic optimization tools
Macro Sim = Macroscopic simulation models
Meso Sim = Mesoscopic simulation models
Micro Sim = Microscopic simulation models
Please see the 'Tool Definitions' worksheet for more details
TDM
0
0
0
0
0
0
0
0
0
8
Column 6 x Column 7
Analytica Traffic Macro
l (HCM)
Opt
Sim
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
ON-LINE HELP
The objective of this program is to assist traffic engineers, planners, and operations
professionals in the selection of the most appropriate type of traffic analysis tool for operational
improvements. The program will ask the users to rate various criteria and sub-criteria that
should be considered for the project. They are rated using a scale of 0 to 5, with 0 being 'Not
Relevant' and 5 being 'Most Relevant.' Unless indicated, all sub-criteria entries are not
mandatory. Users may skip to the next steps by clicking the 'Next' button. Please note that
leaving a sub-criteria checkbox blank will have the same impact as entering a 0.
For definitions of the criteria included in this program, please go to the 'Criteria Definitions'
worksheet or the "readme.txt" file. Definitions for all tool categories can be found in the
'Tool Category Definitions' worksheet. Step-by-step case studies can be found in the
"Decision Support Methodology for Selecting Traffic Analysis Tools" report, Section 3.0.
Based on the input provided by the user, this worksheet will recommend the top two tool
categories most appropriate for the project under consideration. Please remember to save the
results, by selecting File-Save As from the Excel toolbar.
Before finalizing the tool category selection process, please review the selection criteria and
conduct a sensitivity analysis of the results. To do so, edit the green cells in the worksheet,
and press the 'Recalculate' button. When manually editing the cells, remember to select only
one analysis context for the project. For the selected analysis context, please enter a '5' and
leave the other two analysis context cells blank.
Please keep in mind that only one Analysis Context can be selected. In addition, the Criteria
Weights are mandatory; all cells must be entered by the user.
john.halkias@fhwa.dot.gov.
Tool Categories:
Sketch Plan = Sketch-planning methodologies and tools
TDM = Travel demand models
Analytical (HCM) = Analytical/deterministic tools (HCM-based)
Traffic Opt = Traffic signal optimization tools
Macro Sim = Macroscopic simulation models
Meso Sim = Mesoscopic simulation models
Micro Sim = Microscopic simulation models
CRITERIA DEFINITIONS
Analysis Context
Planning
Design
Operations/Construction These projects share many similar characteristics with design projects,
but are performed to determine the best approach for optimizing or
evaluating existing systems.
Criterion 1: Geographic Scope
Isolated Location
Limited study area, such as a single intersection or interchange.
Segment
Linear or small grid roadway network.
Corridor/Small Network An expanded study area which typically includes one major corridor with
one or two parallel arterials and their connecting cross-streets, typically
less than 200 square miles.
Region
Highway
Freeway
HOV Lane
Ramp
Auxiliary Lane
Reversible Lane
Truck Lane
Bus Lane
Designated lane for commercial vehicles but not for public transit
A highway or street lane reserved primarily for buses during specified
periods. It may be used by other traffic under certain circumstances,
such as making a right or left turn, or by taxis, motorcycles or carpools
that meet the requirements of the jurisdictions traffic laws.
Toll Plaza
Facility where payment transactions for the use of the roadway takes
place. It may be located upstream or downstream of the tolled facility.
Rail
Including both light and heavy rail systems, rail is a transit system using
trains operating in exclusive or shared right-of-way.
Truck
Motorcycle
Bicycle
Pedestrian
Arterial Management
Incident Management
Emergency
Management
Work Zone
Special Event
Advanced Public
Transportation System
(APTS)
Advanced Traveler
Information System
(ATIS)
Electronic Payment
System
Rail Grade Crossing
Monitor
Commercial Vehicle
Operations (CVO)
Advanced Vehicle
Control and Safety
System
Weather Management
Travel Demand
Management (TDM)
Volume
Travel Distance
The extent of space between the trip origin and destination, measured
along a vehicular route.
Ridership
Average Vehicle
Occupancy (AVO)
Volume-to-Capacity (v/c) The ratio of flow rate to capacity for a transportation facility.
Ratio
Density
Vehicle-Miles of Travel
Total distance traveled by all vehicles or persons on a transportation
(VMT) or Person-Miles of facility or network during a specified time period, expressed in miles.
Travel (PMT)
Vehicle-Hours of Travel Total travel time spent by all vehicles or persons on a transportation
(VHT) or Person-Hours of facility or network during a specified time period, expressed in hours.
Travel (PHT)
Delay
Queue Length
Number of Stops
Crashes/Accidents
Incident Duration
Emissions
Fuel Consumption
Noise
Mode Split
Benefit/Cost
Is the tool generally user-friendly? (i.e., Windows-based, has drag-anddrop features, etc.). Enter a high value if user friendliness is an
important requirement.
Popular/well-trusted
Hardware requirements
Data requirements
Post-processing
requirements
Availability of
Documentation
Does the tool have a detailed and well-written users manual? Are there
articles and reports on past projects evaluated using this tool type?
Enter a high value if excellent documentation is an important
requirement.
Is technical support generally available for this tool type? Are there
mailing lists, chat rooms or newsgroups dedicated to this tool, where
users can communicate with each other? Enter a high value if excellent
user support is an important requirement.
User support
Does the tool type allow for customization of the key analysis
parameters? Is the tool type flexible enough to allow for customization
(i.e., many micro-simulation tools are flexible enough to allow users to
add custom programming codes in addition to the standard package)?
Enter a high value if the ability to customize the tool is an important
requirement.
Does the tool type generally provide default values for its parameters,
rates, or impact values? In some cases, there is not enough time and
resources to collect the appropriate values on all of the necessary
parameters (i.e., average walking speed, average reaction time, etc).
Enter a high value if the presence of default values is an important
requirement.
Does the tool type generally have export/import features to/from other
software (i.e., integration with Excel, GIS tools, other traffic analysis
tools, etc)? Enter a high value if software integration is an important
requirement.
Does it have animation/presentation features (i.e., animated, colorful, 3
D views, zoom in/out capabilities, detailed link views as opposed to
stick figures, able to produce charts and tables, etc)? Enter a high
value if excellent animation/graphics are important requirements.
TOOL DEFINITIONS
Sketch Planning Tools
Analytical Tools
(Highway Capacity
Manual-Based)
Traffic Signal
Optimization Tools
Macroscopic Simulation
Mesoscopic Simulation
Microscopic Simulation
Sketch-planning methodologies and tools produce general order-of-magnitude estimates of travel demand and
operations in response to transportation improvements. They allow for evaluation of specific projects or alterna
without conducting an in-depth engineering analysis. Sketch-planning tools perform some or all of the function
other analysis tool types using simplified analyses techniques and highly aggregate data. For example, a highw
engineer can estimate how much it will cost to add a lane to an existing roadway simply by using sketch-planni
techniques and without doing a complete site evaluation. Similarly, traffic volume-to-capacity ratios are often u
congestion analyses. Such techniques are primarily used to prepare preliminary budgets and proposals, and ar
considered a substitute for the detailed engineering analysis often needed later in the implementation process.
Therefore, sketch-planning approaches are typically the simplest and least costly of traffic analysis techniques.
However, sketch-planning techniques are usually limited in scope, analytical robustness, and presentation capa
Predicting travel demand, traffic operations, and impacts in response to operational strategies requires specific
analytical capabilities, such as the prediction of travel demand and the consideration of destination choice, mod
choice, time-of-day travel choice, and route choice, as well as the representation of traffic flow in the highway n
These attributes are found in the structure and orientation of travel demand models, mathematical models tha
forecast future travel demand from current conditions, and future projections of household and employment
characteristics. Travel demand models were originally developed to determine the benefits and impacts of maj
highway improvements in metropolitan areas. Today, travel demand models are used in more wide-ranging tas
including development of transportation master plans, evaluation of proposed land-use changes, initial design o
transportation facilities, evaluation of air quality impacts, and assessment of future transportation needs. How
these tools were not designed to evaluate travel management strategies, such as ITS and operational strategie
Travel
demand models have only
capabilities
to accurately
inManual
operational
characterist
Most analytical/deterministic
toolslimited
implement
the procedures
of theestimate
Highwaychanges
Capacity
(HCM).
HCM pro
are closed-form, macroscopic, deterministic, and static analytical procedures that estimate capacity and perform
measures to determine the level of service (e.g., density, speed, and delay). They are closed-form, because th
not iterative. The practitioner inputs the data and parameters and, after a sequence of analytical steps, the HC
procedures produce a single answer. Moreover, HCM procedures are macroscopic (inputs and outputs deal with
average performance during a 15-minute or a one-hour analysis period), deterministic (any given set of inputs
always yield the same answer), and static (they predict average operating conditions over a fixed time period a
not deal with transitions in operations from one state to another). As such, these tools quickly predict capacity
density, speed, delay, and queuing on a variety of transportation facilities and are validated with field data, lab
test beds, or small-scale experiments. Analytical/deterministic tools are good for analyzing the performance of
or
small-scale
transportation facilities,
are limited
in their
ability
to analyze are
network
or based
systemon
effects.
HCM
Similar
to analytical/deterministic
tools,but
traffic
optimization
tool
methodologies
largely
HCM proce
However, traffic optimization tools are primarily designed to develop optimal signal phasings and timing plans f
isolated signal intersections, arterial streets, or signal networks. This may include capacity calculations, cycle l
and splits optimization including left turns, as well as coordination/offset plans. Some optimization tools can als
used for optimizing the ramp metering rates for freeway ramp control. The more advanced traffic optimization
are capable of modeling actuated and semi-actuated traffic signals, with or without signal coordination.
Macroscopic simulation models are based on deterministic relationships of flow, speed, and density of the traffi
stream. The simulation in a macroscopic model takes place on a section-by-section basis rather than tracking
individual vehicles. Macroscopic simulation models were originally developed to model traffic in distinct transp
subnetworks, such as freeways, corridors (including freeways and parallel arterials), surface street grid network
rural highways. They consider platoons of vehicles and simulate traffic flow in small time increments. Macrosc
simulation models operate on the basis of aggregate speed/volume and demand/capacity relationships. Valida
macroscopic simulation models involves replication of observed congestion patterns. Freeway validation is bas
both tachometer run information and speed contour diagrams constructed for the analysis periods, which are th
aggregated to provide a typical congestion pattern. Surface street validation is based on speed, queue, delay
capacity information. Macroscopic models have considerably less demanding computer requirements than mic
models. They do not, however, have the ability to analyze transportation improvements in as much detail as
Mesoscopic models combine properties of both microscopic (discussed below) and macroscopic simulation mod
in microscopic models, the mesoscopic models unit of traffic flow is the individual vehicle. Similar to microscop
simulation models, mesoscopic tools assign vehicle types and driver behavior, as well as their relationships wit
roadway characteristics. Their movement, however, follows the approach of macroscopic models and is govern
the average speed on the travel link. Mesoscopic model travel prediction takes place at an aggregate level, an
not consider dynamic speed/volume relationships. As such, mesoscopic models provide less fidelity than
microsimulation tools, but are superior to typical planning analysis techniques.
Microscopic simulation models simulate the movement of individual vehicles, based on theories of car-following
lane-changing. Typically, vehicles enter a transportation network using a statistical distribution of arrivals (a st
process), and are tracked through the network over small time intervals (e.g., one second or fraction of a secon
Typically, upon entry, each vehicle is assigned a destination, a vehicle type, and a driver type. In many microsc
simulation models, the traffic operational characteristics of each vehicle are influenced by vertical grade, horizo
curvature, and superelevation, based on relationships developed in prior research. The primary means of calib
and validating microscopic simulation models is through the adjustment of driver sensitivity factors. Computer
and storage requirements for microscopic models are large, usually limiting the network size and the number o
simulation runs that could be completed.