DaySim. Activity-Based Modelling Symposium. John L Bowman, Ph.D.
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1 DaySim Activity-Based Modelling Symposium Research Centre for Integrated Transport and Innovation (rciti) UNSW, Sydney, Australia March 10, 2014 John L Bowman, Ph.D. John_L_Bowman@alum.mit.edu JBowman.net
2 DaySim s Roots The Day Activity Schedule (TRB January 1994) Day Activity Pattern Tours Activity-Based Model Systems John L Bowman, Ph.D. ( 2
3 DaySim and related models 2014 Seattle Burlington Shasta SF County Sacramento San Joaquin Fresno Denver Nashville Philadelphia In development Regional Statewide Complete Regional Tampa Jacksonville Copenhagen Statewide Activity-Based Model Systems John L Bowman, Ph.D. ( 3
4 Outline Basic Features Model structure and associated features Software Activity-Based Model Systems John L Bowman, Ph.D. ( 4
5 Outline Basic Features Model structure and associated features Software Activity-Based Model Systems John L Bowman, Ph.D. ( 5
6 DaySim is a travel demand simulator that equilibrates with network assignment models Land use attributes Households & Individuals DaySim Travel demand simulator Trips Traffic conditions Network assignment Predictions Activity-Based Model Systems John L Bowman, Ph.D. ( 6
7 DaySim uses primarily discrete choice models of the logit family P n ( i) j exp( exp( X in X Where i and j index discrete alternatives P n (i) is the probability that person n chooses alternative i X in is a vector of explanatory variables is a vector of coefficients ) jn ) Activity-Based Model Systems John L Bowman, Ph.D. ( 7
8 DaySim is an integrated system of choice models Long term Day Tour Trip/Stop Activity-Based Model Systems John L Bowman, Ph.D. ( 8
9 Within DaySim, model integration is important Downward (conditionality) Upward (accessibility) Activity-Based Model Systems John L Bowman, Ph.D. ( 9
10 Downward Integration Lower models take upper outcomes as given Long term Day Tour Trip/Stop Activity-Based Model Systems John L Bowman, Ph.D. ( 10
11 Downward Integration Lower models take upper outcomes as given Long term Day Tour Trip/Stop Activity-Based Model Systems John L Bowman, Ph.D. ( 11
12 Downward Integration Lower models take upper outcomes as given Long term Day Tour Trip/Stop Activity-Based Model Systems John L Bowman, Ph.D. ( 12
13 Downward Integration Lower models take upper outcomes as given Long term Day Tour Trip/Stop Activity-Based Model Systems John L Bowman, Ph.D. ( 13
14 Upward Integration Upper models should be sensitive to conditions affecting lower models Long term Day Tour Trip/Stop Activity-Based Model Systems John L Bowman, Ph.D. ( 14
15 Upward Integration Upper models should be sensitive to conditions affecting lower models Long term Day Tour Trip/Stop Activity-Based Model Systems John L Bowman, Ph.D. ( 15
16 Upward Integration Upper models should be sensitive to conditions affecting lower models Long term Day Tour Trip/Stop Activity-Based Model Systems John L Bowman, Ph.D. ( 16
17 Upward Integration Upper models should be sensitive to conditions affecting lower models Long term Day Tour Trip/Stop Activity-Based Model Systems John L Bowman, Ph.D. ( 17
18 Upward Integration Upper models should be sensitive to conditions affecting lower models Long term Day Tour Trip/Stop Activity-Based Model Systems John L Bowman, Ph.D. ( 18
19 Within DaySim, model integration is impotant Downward (conditionality) Upward (accessibility) Activity-Based Model Systems John L Bowman, Ph.D. ( 19
20 DaySim uses fine spatial detail Parcels or Microzones Attributes include: Location Area Housing units Enrollment by school type Employment by sector Transportation network access Urban form measures Offstreet parking Ex. TAZs, microzones and parcels Activity-Based Model Systems John L Bowman, Ph.D. ( 20
21 Why use a fine-grained representation of space? measure attractiveness better for location choice capture neighborhood effects on location choices include the impact of true walk distances in travel choices model short intra-zonal travel choices better represent transit alternatives more accurately in mode choice Handle bicycle and walk modes as effectively as cars and transit Activity-Based Model Systems John L Bowman, Ph.D. ( 21
22 Measure walk access and egress more accurately (Philadelphia) Walk access and egress impedance: parcel-to-stop using Enhanced short distance calculation Transit impedance from boarding stop to alighting stop AB model chooses best combination of transit stops Activity-Based Model Systems John L Bowman, Ph.D. ( 22
23 improves work mode choice estimation results (and prediction) TAZ-based Link-based Log-likelihood Values of time $/hr (T) $/hr (T) Car- drive alone 2.2 (1.2) 4.6 (2.5) Transit- in vehicle 1.4 (1.4) 1.9 (1.9) Transit- wait 5.9 (3.5) 5.3 (3.3) Transit- walk 0.9 (0.2) 12.2 (6.1) From Portland Metro (Bowman, et al, 2001) Activity-Based Model Systems John L Bowman, Ph.D. ( 23
24 Use similar techniques for other mode combinations Auto park and ride Auto park and walk Auto kiss and ride Bicycle park and ride Bicycle on board transit Activity-Based Model Systems John L Bowman, Ph.D. ( 24
25 Outline Basic Features Model structure and associated features Software Activity-Based Model Systems John L Bowman, Ph.D. ( 25
26 DaySim Model Structure Long term Day Tour Trip/Stop Activity-Based Model Systems John L Bowman, Ph.D. ( 26
27 Long term models Long term Day Tour Trip/Stop Usual Work Location Usual School Location Auto Ownership Transit Pass Ownership Pay to Park at Workplace Usual Mode to Work Activity-Based Model Systems John L Bowman, Ph.D. ( 27
28 Day models Long term Day Tour Trip/Stop Primary Family Priority Time Household Day Pattern Type Person Mandatory Activities Joint Mandatory Half Tours Joint Non-Mandatory Tours Person Day Activity Pattern Activity-Based Model Systems John L Bowman, Ph.D. ( 28
29 Day models Primary Family Priority Time Models with explicit household interactions Household Day Pattern Type Person Mandatory Activities Joint Mandatory Half Tours Joint Non-Mandatory Tours Person Day Activity Pattern Activity-Based Model Systems John L Bowman, Ph.D. ( 29
30 Why model joint intra-household interactions? Yields coherent travel choices among household members Activity-Based Model Systems John L Bowman, Ph.D. ( 30
31 Why model joint intra-household interactions? Yields coherent travel choices among household members Joint travel impacts responsiveness to transport policies Activity-Based Model Systems John L Bowman, Ph.D. ( 31
32 Why model joint intra-household interactions? Yields coherent travel choices among household members Joint travel impacts responsiveness to transport policies At-home family activities correlate with travel choices Activity-Based Model Systems John L Bowman, Ph.D. ( 32
33 Why model joint intra-household interactions? Yields coherent travel choices among household members Joint travel impacts responsiveness to transport policies At-home family activities correlate with travel choices Joint decisions constrain and influence individual choices Activity-Based Model Systems John L Bowman, Ph.D. ( 33
34 Many tours have joint travel (Seattle example) 34.3% Non-joint tour 65.7% Tour with joint travel Activity-Based Model Systems John L Bowman, Ph.D. ( 34
35 Primary Family Priority Time Household Day Pattern Type Person Mandatory Activities Joint Mandatory Half Tours Copenhagen Vuk et al (2013) Participation Model Shared at-home activity Schedule Model Start minute and duration minutes Joint Non-Mandatory Tours Person Day Activity Pattern Activity-Based Model Systems John L Bowman, Ph.D. ( 35
36 Logsums accessibility to workplaces and at home affect likelihood of PFPT Variable (PFPT alternative) Coeff T Stat Work tour mode choice logsums for up to two workers At-home non-auto mode-destination logsum Activity-Based Model Systems John L Bowman, Ph.D. ( 36
37 PFPT affects subsequent model components Time window constraints travel activities can t occur during time reserved for PFPT PFPT workers more likely to take care of personal business on work-based subtours PFPT households more likely to travel together to work and school PFPT households more likely to conduct joint tours for nonmandatory purposes Primary Family Priority Time Household Day Pattern Type Person Mandatory Activities Joint Mandatory Half Tours Joint Non-Mandatory Tours Person Day Activity Pattern Activity-Based Model Systems John L Bowman, Ph.D. ( 37
38 Primary Family Priority Time Household Day Pattern Type Person Mandatory Activities Joint Mandatory Half Tours Joint Non-Mandatory Tours Based on Bradley & Vovsha (2005) Joint for up to five HH members Up to three pattern type alternatives per person Mandatory on tour Non-mandatory on tour At home all day Person Day Activity Pattern Activity-Based Model Systems John L Bowman, Ph.D. ( 38
39 Primary Family Priority Time Household Day Pattern Type Person Mandatory Activities Joint Mandatory Half Tours Work at Home Model Mandatory Tour Generation Model Mandatory Stop Presence Model Joint Non-Mandatory Tours Person Day Activity Pattern Activity-Based Model Systems John L Bowman, Ph.D. ( 39
40 Primary Family Priority Time Household Day Pattern Type Person Mandatory Activities Joint Mandatory Half Tours Joint Non-Mandatory Tours Shared travel to work and school Joint Half Tour Generation Model Fully joint or partially joint Participation Model Jointly for up to five persons Person Day Activity Pattern Activity-Based Model Systems John L Bowman, Ph.D. ( 40
41 Primary Family Priority Time Household Day Pattern Type Person Mandatory Activities Joint Mandatory Half Tours Joint Non-Mandatory Tours Shared travel for non-mandatory activity Joint Tour Generation Model Participation Model Jointly for up to five persons Person Day Activity Pattern Activity-Based Model Systems John L Bowman, Ph.D. ( 41
42 Primary Family Priority Time Household Day Pattern Type Person Mandatory Activities Joint Mandatory Half Tours Joint Non-Mandatory Tours Person Day Pattern Model Presence in day of 9 tour purposes 9 intermediate stop purposes Tour Generation Model Exact number of tours for each purpose Person Day Activity Pattern Activity-Based Model Systems John L Bowman, Ph.D. ( 42
43 Logsums on work days (Seattle) Patterns with additional tour purpose(s) Patterns with intermediate stops Work tour mode choice logsum At-home modedestination logsum Tour Coeff (T stat) Stop Coeff (T stat) (-0.66) ( 2.13) ( 2.17) ( 2.30) Activity-Based Model Systems John L Bowman, Ph.D. ( 43
44 Logsums on work days Patterns with additional tour purpose(s) Patterns with intermediate stops Work tour mode choice logsum At-home modedestination logsum Tour Coeff (T stat) Stop Coeff (T stat) (-0.66) ( 2.13) ( 2.17) ( 2.30) Activity-Based Model Systems John L Bowman, Ph.D. ( 44
45 Logsums on work days Patterns with additional tour purpose(s) Patterns with intermediate stops Work tour mode choice logsum At-home modedestination logsum Tour Coeff (T stat) Stop Coeff (T stat) (-0.66) ( 2.13) ( 2.17) ( 2.30) Activity-Based Model Systems John L Bowman, Ph.D. ( 45
46 Logsums on work days Patterns with additional tour purpose(s) Patterns with intermediate stops Work tour mode choice logsum At-home modedestination logsum Tour Coeff (T stat) Stop Coeff (T stat) (-0.66) ( 2.13) ( 2.17) ( 2.30) Activity-Based Model Systems John L Bowman, Ph.D. ( 46
47 Logsums on work days Patterns with additional tour purpose(s) Patterns with intermediate stops Work tour mode choice logsum At-home modedestination logsum Tour Coeff (T stat) Stop Coeff (T stat) (-0.66) ( 2.13) ( 2.17) ( 2.30) Activity-Based Model Systems John L Bowman, Ph.D. ( 47
48 Logsums on school days Patterns with additional tour purpose(s) Patterns with intermediate stops School tour mode choice logsum At-home modedestination logsum Tour Coeff (T stat) Stop Coeff (T stat) (-0.19) ( 7.74) ( 3.84) (-0.37) Activity-Based Model Systems John L Bowman, Ph.D. ( 48
49 Logsums on on-tour non-commute days Patterns with additional tour purpose(s) Patterns with intermediate stops At-home modedestination logsum Tour Coeff (T stat) Stop Coeff (T stat) (4.61) ( 0.02) Activity-Based Model Systems John L Bowman, Ph.D. ( 49
50 Day models with explicit intra-household interactions Long term Day Tour Trip/Stop Primary Family Priority Time Household Day Pattern Type Person Mandatory Activities Joint Mandatory Half Tours Joint Non-Mandatory Tours Person Day Activity Pattern Activity-Based Model Systems John L Bowman, Ph.D. ( 50
51 Day models without explicit intra-household interactions Long term Day Tour Trip/Stop Person Day Activity Pattern Activity-Based Model Systems John L Bowman, Ph.D. ( 51
52 Why NOT model joint intrahousehold interactions? It is a lot simpler Dealing with survey data Estimating models Calibrating and validating Not essential for many of the benefits of AB models, e.g.: Time-of-day price sensitivity Induced demand and trip chaining Equity analysis Activity-Based Model Systems John L Bowman, Ph.D. ( 52
53 Tour and Trip Models Long term Day Tour Trip/Stop Destination, Mode, Arrival and Departure Times Intermediate Stop Generation Stop Location Trip Mode Trip Arrival or Departure Time Activity-Based Model Systems John L Bowman, Ph.D. ( 53
54 Number of tours Thousands DaySim Base Year Intermediate Stops on Tours (Copenhagen) , % of tours have intermediate stops Number of intermediate stops on tour Activity-Based Model Systems John L Bowman, Ph.D. ( 54
55 DaySim uses fine temporal detail Long term Day Tour Trip/Stop Destination, Mode, Arrival and Departure Times (5-6 time periods in day) Intermediate Stop Generation Stop Location Trip Mode Trip Arrival or Departure Time (10-minute time periods) Activity-Based Model Systems John L Bowman, Ph.D. ( 55
56 Discrete Choice Model Formulation for Time of Day (Vovsha and Bradley, 2004) Logit model Important effects captured via shift variables (analogous to hazard duration models) Activity-Based Model Systems John L Bowman, Ph.D. ( 56
57 Shift effects--examples part time employees more likely to arrive at work later and have shorter work day Likely outcome for FT employee: Likely outcome for PT employee: People shift travel to periods with lower travel time and cost Activity-Based Model Systems John L Bowman, Ph.D. ( 57
58 Difference from Base 2010 (per five minute period) Copenhagen: Congestion and Road Pricing Changes in trip departure time on car work trips % -12% Increased congestion (30%) -7% -13% (2049 trips in 5 minutes) Trip Departure Time Plus Road Pricing (2, 1 and.5 DKK/km) Trafikverket, 29 Oct 2013 John L. Bowman, Ph.D. 58
59 DaySim uses rigorous time window accounting When something is scheduled its time span is occupied Tight schedules affect choices Hard constraints: infeasible alternatives are ruled out Soft constraints: feasible alternatives causing tight schedules are less attractive Simulation Event Work tour scheduled No stop on way to work scheduled Stop on way home scheduled No other stop on way home scheduled Tour to eat out scheduled No stop on way to eat out scheduled No stop on way home scheduled Occupied time spans 7:53 AM to 4:47 PM 7:04 AM to 4:47 PM 7:04 AM to 5:30 PM 7:04 AM to 6:05 PM 7:04 AM to 6:05 PM 7:30 PM to 9:15 PM 7:04 AM to 6:05 PM 7:15 PM to 9:15 PM 7:04 AM to 6:05 PM 7:15 PM to 9:30 PM ITS Leeds, August 6, 2013 John L. Bowman, Ph.D. 59
60 Sensitivity to pricing via auto path type choice (uses findings of SHRP 2 C04 and C10) In some cases, a driver has the choice between a faster tolled path and a slower untolled path. Traffic model estimates attributes of both paths DaySim chooses between tolled and untolled path Uses random variation in value of time Activity-Based Model Systems John L Bowman, Ph.D. ( 60
61 Outline Basic Features Model structure and associated features Software Activity-Based Model Systems John L Bowman, Ph.D. ( 61
62 DaySim software: written in C# and distributed with open source license DaySim screenshot Activity-Based Model Systems John L Bowman, Ph.D. ( 62
63 DaySim software: supports model estimation and application Input Data (client s format) --HH --Spatial --Skims Prepare data Input Data (DaySim format) Run DaySim (in estimation mode for each model) Control file Data file Coefficient file Estimate Model (in ALOGIT) DaySim software (with embedded models) Activity-Based Model Systems Run DaySim (in application mode) DaySim Output (Activity and travel schedules) 63
64 DaySim software: runs fast on a PC (e.g. Sacramento) Problem Size Households / persons.9 M / 2.2 M Zones / parcels 1533 / 0.7 M assignment periods / classes 12 / 3 Performance Threads Hrs per iteration Hrs (7 global iterations) DaySim % Assignment, etc % Total Activity-Based Model Systems John L Bowman, Ph.D. ( 64
65 DaySim software: runs fast on a PC (e.g. Sacramento) Problem Size Households / persons.9 M / 2.2 M Zones / parcels 1533 / 0.7 M assignment periods / classes 12 / 3 Performance Threads Hrs per iteration Hrs (7 global iterations) DaySim % Assignment, etc % Total Activity-Based Model Systems John L Bowman, Ph.D. ( 65
66 DaySim software: runs fast on a PC (e.g. Sacramento) Problem Size Households / persons.9 M / 2.2 M Zones / parcels 1533 / 0.7 M assignment periods / classes 12 / 3 Performance Threads Hrs per iteration Hrs (7 global iterations) DaySim % Assignment, etc % Total Activity-Based Model Systems John L Bowman, Ph.D. ( 66
67 DaySim software: runs fast on a PC (e.g. Sacramento) Problem Size Households / persons.9 M / 2.2 M Zones / parcels 1533 / 0.7 M assignment periods / classes 12 / 3 Performance Threads Hrs per iteration Hrs (7 global iterations) DaySim % Assignment, etc % Total Activity-Based Model Systems John L Bowman, Ph.D. ( 67
68 Summary: DaySim.. equilibrates with traffic assignment is an integrated system of discrete choice models Downward and upward integration are important uses fine spatial and temporal detail has versions with and without explicit intrahousehold interactions has well-engineered software and runs fast is in development or implemented in 11 locations Activity-Based Model Systems John L Bowman, Ph.D. ( 68
69 Collaborators Moshe Ben-Akiva ( ) Keith Lawton at Metro ( ) Mark Bradley (since 1996) Gordon Garry & Bruce Griesenbeck at SACOG (since 2001) John Gibb & John Long at DKS (since 2005) Joe Castiglione (since 2007) Resource Systems Group (since 2008) Suzanne Childress & PSRC (since 2010) Goran Vuk at Danish Road Directorate (since 2011) Christian Overgård Hansen & DTU Transport (since 2011) Activity-Based Model Systems John L Bowman, Ph.D. ( 69
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