Validation of The Calibration Methodology of The Micro-Simulation Traffic Model PDF

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Transportation Research Procedia 00 (2019) 000–000
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AIIT 2nd International Congress on Transport Infrastructure and Systems in a changing world
(TIS ROMA 2019), 23rd-24th September 2019, Rome, Italy
AIIT 2nd International Congress on Transport Infrastructure and Systems in a changing world
(TIS ROMA 2019), 23rd-24th September 2019, Rome, Italy
Validation of the calibration methodology of the micro-simulation
Validation of the calibration traffic model of the micro-simulation
methodology
traffic Deluka-Tibljaš
Irena Ištoka Otkovića, Aleksandra model b
*, Sanja Šurdonjab
a
Irena Ištoka Otković , Aleksandra Deluka-Tibljaš *, Sanja Šurdonja
Faculty of Civil Engineering and Architecture,a Josip Juraj Strossmayer University of Osijek, bVladimira Preloga 3, 31000, Osijek,
b Croatia
b
Faculty of Civil Engineering, University of Rijeka, Radmile Matejčić 3, 51000 Rijeka, Croatia
a
Faculty of Civil Engineering and Architecture, Josip Juraj Strossmayer University of Osijek, Vladimira Preloga 3, 31000, Osijek, Croatia
b
Faculty of Civil Engineering, University of Rijeka, Radmile Matejčić 3, 51000 Rijeka, Croatia
Abstract
Abstract
One of the most common applications of microsimulation traffic modeling is an analysis of the impact of construction or
reconstruction of traffic facilities/infrastructure, as well as changes in traffic regulation to the observed traffic network, still in the
One of the
planning most
stage. common
Having applications
in mind of microsimulation
that the functioning traffic system
of the transport modeling is an analysis
is influenced of the human
by variable impact behavior,
of construction
which is,or
reconstruction of traffic facilities/infrastructure, as well as changes in traffic regulation to the observed traffic
among other things, territorially and culturally conditioned, the microsimulation model must be calibrated or adjusted to the local network, still in the
planning stage.ofHaving
characteristics in mindnetwork
the transport that theand
functioning
its users. of the transport system is influenced by variable human behavior, which is,
among otherof
The method things, territorially
calibration of the and culturally
VISSIM conditioned,model,
microsimulation the microsimulation
by using neuralmodel mustwas
networks, be calibrated
developedoronadjusted
the urbanto transport
the local
characteristics
network of the of theoftransport
city network and
Osijek (Croatia). its users.
Validation procedures on the other intersections of the same transport network (in the city
The method
Osijek) gaveofresults
calibration
whichofcorrespond
the VISSIM microsimulation
well model,
to those measured in by using
actual neural
traffic networks, This
conditions. was developed on the
paper presents theurban transport
results of the
network
validationofofthe
thecity of Osijekprocedure
calibration (Croatia).onValidation procedures
the new transport on theofother
network intersections
the city of Rijeka, of thesignificantly
with same transport network
different (in the city
characteristics
Osijek) gave results
of the transport which
network correspond
as well well to those
as the different measured
behavior in actual
of drivers. VISSIMtraffic conditions. This
microsimulation paperwas
model presents the results
calibrated of the
by the use of
validation of the calibration
neural networks and appliedprocedure
to simulateonthe
the change
new transport network road
of the selected of thetocity
theof Rijeka, with
pedestrian zonesignificantly different
at a given time in thecharacteristics
urban traffic
of the transport
network network
of Rijeka. as well as results
The simulation the different behavior of
were compared drivers.
with resultsVISSIM
achieved microsimulation model
at the field in the was calibrated
situation by the
of the actual use of
closing of
neural networks
the observed and applied to simulate the change of the selected road to the pedestrian zone at a given time in the urban traffic
road.
network
Analysis ofofRijeka. Thegives
the results simulation
a basicresults were
insight intocompared with results
the applicability achieved
of method at the field of
of calibration in the
the VISSIM
situation microsimulation
of the actual closing
modelof
the observed
to the road. network with different characteristics of the transport network and the user on which the calibration method
urban transport
Analysis of the results gives a basic insight into the applicability of method of calibration of the VISSIM microsimulation model
has been developed.
to the urban transport network with different characteristics of the transport network and the user on which the calibration method
has beenThe
© 2020 developed.
Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license
(https://creativecommons.org/licenses/by-nc-nd/4.0/)
© 2020 The Authors. Published by Elsevier B.V.
© 2020 The Authors.
Peer-review under Published by
responsibility of Elsevier
the Ltd. This is an open access article under the CC BY-NC-ND license
This is an open access article under the scientific
CC BY-NC-NDcommittee of TIS
license ROMA 2019
(http://creativecommons.org/licenses/by-nc-nd/4.0/)
Peer-review under responsibility of the scientific committee of the Transport Infrastructure and Systems (TIS ROMA 2019).
Peer-review under responsibility of the scientific committee of TIS ROMA 2019
* Corresponding author.
E-mail address: aleksandra.deluka@gradri.uniri.hr
* Corresponding author.
E-mail address:
2352-1465 © 2020 aleksandra.deluka@gradri.uniri.hr
The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license
Peer-review
2352-1465 © under
2020 The Authors. Published
responsibility by Elsevier
of the scientific Ltd. This
committee is an
of TIS open access
ROMA 2019 article under the CC BY-NC-ND license
Peer-review under responsibility of the scientific committee of TIS ROMA 2019
2352-1465  2020 The Authors. Published by Elsevier B.V.

This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/)
Peer-review under responsibility of the scientific committee of the Transport Infrastructure and Systems (TIS ROMA 2019).
10.1016/j.trpro.2020.02.110
Irena Ištoka Otković et al. / Transportation Research Procedia 45 (2020) 684–691 685
2 Irena Ištoka Otković, Aleksandra Deluka-Tibljaš, Sanja Šurdonja / Transportation Research Procedia 00 (2019) 000–000
Keywords: microsimulation model VISSIM, transport network, calibration, validation
1. Introduction
Microsimulation traffic models can significantly improve the quality of road network planning and design in urban
areas. They can be used as element of decision making process when different solutions are analyzed and compared
(Cvitanić et al., 2007; Kolak et al., 2015), when changes in traffic regulation is considered or in general when
optimization of traffic conditions for urban road network are considered which is the case presented in this paper.
Microsimulation traffic models can very well simulate stochastic nature of traffic flow taking into consideration
that traffic flows depend of many, in their nature very different, parameters. Except parameters connected directly with
traffic flow like traffic speed, traffic distribution or heterogeneous traffic conditions to describe traffic flow realistically
it is also important to consider parameters that describe human behavior (Flötteröd, et al., 2012), meaning drivers
reaction times and behavior of other users (Olstam et all., 2004.).
Quality of microsimulation results, or better to say their reliability, thus depends greatly of the extent to which they
are calibrated to the local traffic conditions in particular area (country, city). Calibration is defined as the process of
comparing and minimizing the differences between the modeling results and the real data obtained by counting and
measuring in local network (TRB, 2000; Ištoka Otković et al., 2013). The process consists of identification of
influential parameters, definition of their range and optimization of the parameters by commonly used methods (Park
et al., 2005; Ištoka Otković et all, 2016). Different methods can be used for calibration of the simulation model among
which most commonly used is genetic algorithm (GA) used also for different microsimulation model calibration (Park
et al., 2006, WonnadYun, 2006; Kim and Rilett, 2004; Ma and Abdulhai, 2002.).
In this research VISSIM microsimulation model was used. VISSIM is a stochastic, discrete, micro-simulation
model designed for traffic analyses (Fellendorf and Vortisch, 2010; Sun et al., 2013). The calibration of the VISSIM
parameters was done by applying neural network approach used successfully before (Ištoka Otković et al, 2013; Ištoka
Otković et al 2016.).
The traffic indicator chosen for the calibration process was traveling time between defined measuring points. Traffic
time is the most commonly used parameter (Hollander et al., 2008) that can be easily validated also in real traffic
conditions and through which the variable of driver’s reaction time can be introduced as well as important parameter
for calibration to local traffic conditions.
In this paper the application of microsimulation traffic model on selected part of road network in the city center of
Rijeka City, Croatia is presented. The microsimulation model was developed for the area in which the conversion of
a road presently dedicated to all types of traffic (motorized and non-motorized) to pedestrian street is planned. As
method for calibration of VISSIM microsimulation model the one developed for the road network in the city of Osijek,
Croatia was used. The calibrated model was applied and validated on different types of traffic simulations in Osijek
(Ištoka Otković et al., 2014; Kolak et al. 2015). In this case the same method for model calibration was applied on the
road network which is, because of different geographical and topographical location and great difference in urban
density of analyzed cities, very different. Due to differences in traffic system, differences in driver behavior were also
expected. For VISSIM calibration to local conditions the neural network method was used, measurements of travel
times done in situ were compared to the ones that resulted from the model for the present traffic situation. Model was
than validated with comparison of the results of microsimulation model and measurements collected in situ in changed
conditions which are expected when direct corridor will be closed for motorized traffic and when vehicles will be
forced to use alternative, indirect corridor between selected points on network.
The main aim of this paper is to obtain calibrated and validated microsimulation model which will than, in next
steps enable analyses of different scenarios for analyzed area of city center.
2. Research methodology
In this paper the validation of the VISSIM micro-simulation model calibration methodology was done based on
changed traffic flows due to the formation of a pedestrian street in the center of the city of Rijeka, and the model was
calibrated according to the methodology previously developed by the same author (Ištoka Otković et al., 2013).
686 Irena Ištoka Otković et al. / Transportation Research Procedia 45 (2020) 684–691
Irena Ištoka Otković, Aleksandra Deluka-Tibljaš, Sanja Šurdonja / Transportation Research Procedia 00 (2019) 000–000 3
2.1. Zone description and input data
The VISSIM traffic model was developed for the zone in the center of Rijeka City, characterized as a residential-
business zone. Input traffic load data was collected by traffic counters placed in several locations (yellow on Figure
1), in two periods:
a) before closing a second part of Ciottina Street - conditions of normal traffic flow
b) at the time of closing a second part of Ciottina Street - redirecting traffic to the alternative route.
Both periods were recorded during the week, and the morning peak hour data were used for the analysis.
Fig. 1. Analyzed zone - network segment
In the conditions of normal traffic flow, several measurements of driving time (for personal vehicle) from the
starting point A to the selected end point B (Figure 1) were made, on so-called direct route (red line in Figure 1) in
the morning peak hour. The measurements were repeated in the changed traffic conditions, when traffic, due to closed
second part of Ciottiona Street, was redirected to an alternative route, so-called indirect route, marked blue on Figure
1.
From the geo-referenced situation, geometry data for analyzed roads in zone were obtained (number and width of
traffic lanes). These data were confirmed by field measurements. Also, counting of pedestrians was done in the
morning peak hour at several locations (marked magenta on Figure 1) at which conflict between pedestrian and
motorized traffic occurs. Within the zone there are several unsignalized intersections (marked 1-3 on Figure 1) and
one signalized intersection (marked 4 on Figure 1):
- Intersection 1: Ciottina Street (first part) –S.V.Čiće –I.Pavla – Ciottina Street (second part)
- Intersection 2: I.Pavla Street – E.Barčića Street – I.Dežmana Street
- Intersection 3: E.Barčića Street – F.Kurelca Street
- Intersection 4: Ciottina Street (second part) – E.Barčića Street
At the signalized intersection, traffic light phases were analyzed.
Table 1. Traffic load data of the analyzed zone
Type of street, number of

Location of traffic counter Traffic data All OV TV TTV
lanes
daily load 7699 7352 323 24
1 – Ciottina Street (first part) One-way street, 2 lanes
peak hour load 549 514 31 4
daily load 2823 2717 98 8
2 – S.V.Čiće Street One-way street, 2 lanes
daily load 4411 3975 362 74
3 – Ciottina Street (second part) One-way street, 1 lane
daily load 1993 1961 22 10
Direction 1 Two-way street, peak hour load 165 163 1 0
4 – I.Pavla Street 1 lane in each
direction daily load 2129 1996 127 6
Direction 2
daily load 3845 3748 882 9
Direction 1 Two-way street, peak hour load 247 242 5 0
5 – E.Barčića Street 1 lane in each
direction daily load 1336 1276 56 4
Direction 2
daily load 4765 4622 143 0
6 – F.Kurelca Street One-way street, 1 lane
daily load 2662 2564 58 40
7 – I.Dežmana Street One-way street, 1 lane
2.2. VISSIM microsimulation model
For calibration of traffic microsimulation model VISSIM the methodology previously developed for urban road
network in the city of Osijek was used (Ištoka Otković et al., 2013). Analyses of the calibration method for VISSIM
was in this research tested at the selected part of the urban road network in Rijeka city. Measurements were done on
the field in present situation when whole Ciottina Street is open for motorized traffic (in this paper defined as direct
route) and in the case of closure of second part of the Ciottina Street for motorized traffic when vehicles had to use
alternative path through Ivana Pavla Street (in this paper that route is defined as indirect route) as shown at Fig. 1.
Direct route between points A and B is 330 m long and indirect route between same points is 650 m long.
Direct route served for the calibration of the model and indirect route for the validation of calibrated model. By
application of the calibration method which uses neural network for prediction of travel time the analyses of influence
of different parameters was done. For the output file were selected those of the results that were less than 5% different
from the average travel time measured in situ for the direct route. The procedure is described in detail in (Ištoka
Otković et al., 2013).
As the simulation was done for the urban area, the Wiedemann 74 Car Following Model was used. The calibration
procedure resulted in different values of the Car Following parameters than the default values of the model as well as
those obtained by the calibration process for the city of Osijek. These parameters are part of the driving behavior
parameters, so their difference was expected. Values of parameters calibrated for analyzed part of urban road network
in Rijeka and the same parameters for default model and for network in Osijek are presented in Table 2.
Table 2: VISSIM Car Following parameters for default model, Osijek (calibrated model) and Rijeka (calibrated model)
Parameter default Osijek Rijeka

Average standstill distance (m) 2 2,4 1,8
Additive part of desired safety distance (m) 2 1,8 1,5
Multiplicative part of desired safety distance (m) 3 3,5 2,6
According to the values of the parameters obtained by calibration (Table 2), it can be seen that the driver's
temperament in Rijeka is different from the drivers in Germany, where the VISSIM was developed (default values)
and especially from the drivers in Osijek.
3. Results and discussion
In the present traffic situation in the area, when the direct route through Ciottina Street is open for motorized traffic,
travel time from point A (entrance to the Ciottina Street) to the point B (exit from Ciottina Street) was analyzed as
parameter for model calibration. (Figure 1). For input values of real traffic loading, traffic distribution and traffic share
for experimentally established peak hour (by continuous traffic counting for 24 hours), 10 different traffic scenarios
with 10 Random seed steps were analyzed. (Figure 2). Average values of travel time obtained with the model were
compared with average values of travel time measured in situ, 10 passes done during peak hour (Table 3).
Table 3: Travel time measured in situ - direct route
Number of measurements 1 2 3 4 5 6 7 8 9 10 Average
Measured times (s) 96 65 52 95 97 48 55 50 98 68 72,4
120,00
100,00
80,00
Travel time (s)
60,00
40,00
20,00
0,00
1 2 3 4 5 6 7 8 9 10
Default model 84,53 77,11 89,45 72,28 79,63 78,49 84,88 85,82 79,29 87,98
Calibrated model 78,73 73,10 75,61 67,57 71,69 69,72 75,69 78,95 72,95 79,32
Default model Calibrated model
Fig. 2. Travel time obtained with VISSIM model – direct route
Average travel time measured in real traffic conditions (72,4 s) differs for 13% from the travel time obtained with
default model (81,95 s). After the calibration obtained travel time differs for only 2,5 % (74,33 s). The results of
modelled travel time with the default and calibrated model for 10 different traffic scenarios are presented on Figure 2.
After closing of direct route (second part of Ciottina Street) vehicles have to use indirect route through Ivana Pavla
Street which is, from point A to B, some 300 m longer than the direct one. Indirect route was used for validation of
the calibrated model. For the same traffic volumes that were used for model calibration and which were, after closing
of direct corridor, redirected through indirect corridor the same 10 traffic scenarios (and the same steps of Random
seed were used) were done. Traffic microsimulation for indirect route was done with default as well as with the
calibrated model and obtained travel times were compared (Figure 3) and they were also compared with average
measured travel time, results of the field measurements are in Table 4.
Table 4: Travel time measured in situ - indirect route
Number of simulation 1 2 3 4 5 6 7 8 9 10 Average
Measured times (s) 105 97 103 98 96 98 99 102 99 103 100,0
120,00
100,00
Travel time (s)
80,00
60,00
40,00
20,00
0,00
1 2 3 4 5 6 7 8 9 10
Default model 114,59 112,85 115,40 111,97 110,79 113,81 111,22 111,95 114,11 115,46
Calibrated model 103,33 99,79 100,46 97,99 97,30 103,04 94,62 99,97 100,72 102,33
Default model Calibrated model
Fig. 3. Travel time obtained with VISSIM model – indirect rout
Average travel time calculated from 10 measurements done in situ (100 s) differ from the results calculated with
calibrated microsimulation model for just 0,05 %. When default model was used the difference was 13,2 % (113,21
s). Results for route which served as validation route in this case, the indirect route, are presented in Figure 3.
Validation of calibrated model on indirect route proves that the model was successfully calibrated so it was used also
for queue length analyses of both cases, direct and indirect route. The results of average (Figure 4) and maximum
(Figure 5) queue length at the intersection 4 / Barčićeva Street (Figure 1) for both cases is presented. Simulated average
queue length is the average value of the arithmetically determined distribution of the queue lengths. The average and
maximum queue lengths with standard deviations for default and calibrated models are shown (Table 5).
Table 5: Average and maximum queue lengths with standard deviations for Barčićeva Street
Before closing After closing
Default model Calibrated model Default model Calibrated model
Average queue [m] 2,54 2,27 9,59 8,26
Standard deviation 0,48 0,45 1,14 0,98
Maximum queue [m] 40,61 34,68 113,07 90,20
Standard deviation 9,61 8,98 28,74 23,86
14
12
10
queue length (m)
0
1 2 3 4 5 6 7 8 9 10
default model Qaver - before closing calibrated model Qaver - before closing
default model Qaver - after closing calibrated model Qaver - after closing
Fig. 4. Average queue length on direct route (before closing) and indirect route (after closing)
200
180
160
140
queue length (m)
120
100
80
60
40
20
0
1 2 3 4 5 6 7 8 9 10
default model Qmax -before closing calibrated model Qmax -before closing
default model Qmaxr - after closing calibrated model Qmax -after closing
Fig. 5. Maximum queue length on direct route (before closing) and indirect route (after closing)
As can be seen very clearly from the Figure 4 and 5 the queue length for the indirect route are significantly longer
than when direct route is considered. The results are expected because all the traffic has been redirected to that route.
In real conditions probably the redistribution of the traffic will happen before the point A so it can be presumed that
this calculation, gives the worst scenario for indirect route LOS estimation.
4. Conclusions
In this paper the results of validation of calibration method for microsimulation model VISSIM are presented.
Method for calibration based on neural network model was developed on urban road network in the city of Osijek,
Croatia and validated on the urban road network of another city, city of Rijeka which has very different characteristics
due to specific geographical and topographical conditions and different driver behavior as well.
Results of travel time modeling with calibrated model show great level of compatibility with results measured in
situ both for route used for calibration (direct route) as well as for the route used for validation (indirect route). The
fact proves that calibration process was successful and that applied calibration method can be applied also for other
urban road network.
Further research, after realistic traffic microsimulation model was developed, can be used for analyses of different
traffic conditions like increase or decrease of traffic volumes, changes in traffic share etc. In this case increase in
pedestrian traffic can be expected due to pedestrian street opening and location of potential pedestrian street in the
vicinity of wider pedestrian area.
Acknowledgements
The work was the result of the work under the project “Research Infrastructure for Campus-based Laboratories at
the University of Rijeka” (RC .2.2.06-0001) co-financed via the European Fund for Regional Development (EFRD)
Ministry of Science, Education, and Sports of the Republic of Croatia. This work was fully supported by the University
of Rijeka under the project “Traffic Infrastructure in the Function of Sustainable Urban Mobility” (uniri-tehnic-18-
143).
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Transportation Research Procedia 45 (2020) 684–691

2352-1465  2020 The Authors. Published by Elsevier B.V.

Keywords: microsimulation model VISSIM, transport network, calibration, validation

2.1. Zone description and input data

Fig. 1. Analyzed zone - network segment

Table 1. Traffic load data of the analyzed zone

Type of street, number of

2.2. VISSIM microsimulation model

Parameter default Osijek Rijeka

3. Results and discussion

Table 3: Travel time measured in situ - direct route

Number of measurements 1 2 3 4 5 6 7 8 9 10 Average

Measured times (s) 96 65 52 95 97 48 55 50 98 68 72,4

Default model Calibrated model

Fig. 2. Travel time obtained with VISSIM model – direct route

Table 4: Travel time measured in situ - indirect route

Number of simulation 1 2 3 4 5 6 7 8 9 10 Average

Measured times (s) 105 97 103 98 96 98 99 102 99 103 100,0

Default model Calibrated model

Fig. 3. Travel time obtained with VISSIM model – indirect rout

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