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Mobility simulations are crucial for research, industry, and governance. However, simulating mobility systems with reasonable accuracy requires large-scale efforts of data collection, data transformation, data analysis, and data visualization. The paradigm of the digital twin offers a novel perspective on how to manage the data efficiently and make the simulations available more steadily at a lower cost. We introduce the first prototype of the “CH on the move” digital twin that is designed to be openly available to all interested parties to enable a common baseline for transport research in Switzerland. This digital twin is based on the extensible Open Digital Twin Platform (ODTP) that uses containerization, loose coupling, and micro-services to provide dynamically composable digital twins. In its first iteration, “CH on the move” provides an easy-to-use version of the eqasim pipeline for MATSim making it possible to initiate simulations of Switzerland with one click. Future versions of “CH on the move” aim to include a rich set of relevant data sources and analytical pipelines related to transport and mobility and make them easily accessible to research, industry, and governance., ISBN:https://zenodo.org/communities/open-digital-twin-platform

Public Transport Planning with Smart Card Data, ISBN:978-1-4987-2658-0, ISBN:978-1-4987-2659-7, ISBN:978-1-315-37040-8

A solid base for modeling traffic gridlocks and their avoidance by control techniques exists for the strand of aggregate transport modeling. However, transport modeling continuously shifts from aggregate (macroscopic) to disaggregate (microscopic) models in recent years as with the movement from extending to managing the infrastructure, many important new questions came up, which can only be answered having the higher resolution of the disaggregate models (Kitamura (1996, Section 2) and Daly (2013))., Arbeitsberichte Verkehrs- und Raumplanung, 1062

Arbeitsberichte Verkehrs- und Raumplanung, 320, ISBN:3-906441-09-1

Arbeitsberichte Verkehrs- und Raumplanung, 765

Many cities around the globe are haunted by limited supply of parking and inefficient fee schedules, which often result in additional traffic by people cruising for parking. Pricing parking in an optimal way both from the municipality’s and user’s perspective in order to balance demand and supply is essential to solve this problem. We propose an agent-based approach to iteratively find such an optimal parking price. A major innovation of our parking model is, that it takes taste heterogeneity of drivers into account. By applying the model to a test scenario in the city of Zurich, we successfully demonstrate, that the model provides key figures, which are essential for supporting decision of policy makers. The paper also discusses some future work, e.g. other applications of the model in the area of parking choice and parking search modeling., Arbeitsberichte Verkehrs- und Raumplanung, 794

Land development models are often the weak part of land use transport interaction models. This is partly due to the in transparent real estate market, e.g. decisions on the realisation of real estate development projects are seldom recorded. We understand the term project in this context as prepared plan for building new built space which materialises in form of buildings. Since we are ultimately interested in explaining development of built space with discrete choice modelling, we would ideally observe the decision of realisation, which happens probably just before applying for construction permit. However, it is more likely that register information on existing buildings are available rather than data on project decisions. If the register contains information on the construction year we can take this as an observation of a development event. One thing we miss with this conception is the fact that sometimes multiple buildings are constructed in the same project. This paper discusses this issues in the context of an implementation of a parcel based UrbanSim land development model implemented for a land use transport model of Canton Zurich in Switzerland. We estimate four discrete choice models of developments choosing their location using UrbanSim. With in the whole modelling system these models have the purpose of updating the stock of real estate which is needed to provide alternatives for further models household or firm location choice models. Each development model is estimated on two differing data basis. One contains construction projects, also with multiple buildings, and the other contains only single buildings as observations. The estimation results are discussed focusing on the impact of disregarding project information. We find that using building registers is a viable option if no data on development projects is at hand, especially if there are few multi building projects in the considered area. However, register information has the disadvantage of not containing proper observations which leads to certain bias. Variables such as the fit to development constraints are especially critical when formulating development location choice models on the level of parcels., Arbeitsberichte Verkehrs- und Raumplanung, 796

Arbeitsberichte Verkehrs- und Raumplanung, 792

Arbeitsberichte Verkehrs- und Raumplanung, 791

In the transport modelling community, there is a growing understanding that socio-economic attributes are not sufficient to characterise travellers and make forecasts about their travel behaviour. Therefore, an increasing number of studies has recently been published that integrates latent variables representing attitudes, perceptions and preferences into choice models. Since it is impossible to measure these latent variables directly, psychometric scales are used as indicators for the latent variables. For the study presented in this paper, psychometric scales for environmentalism and variety seeking have been developed and tested in a mail back survey that also contained a one-day diary and a questionnaire about socio-economic characteristics. A factor analysis is carried out to establish the predominant attitudinal factors which are then used as latent variables in a mode choice model. The results of the estimated choice models show that each of the three latent variables – awareness of environmental problems, denial of environmental issues and desire for variety in the daily routine – influences the mode choice of the study participants in a different way and can be attributed to other socio-economic characteristics of the participants. This indicates that the scales developed in this study are suitable for capturing attitudes that are relevant for the understanding of transport behaviour., Arbeitsberichte Verkehrs- und Raumplanung, 721

Bases, 665

In this paper dierent models for social networks are reviewed. Two models which allow for spatial embedding social networks in physical space are chosen and applied. Both of the models are based on spatial interaction, where the probability for a tie between people decreases with increasing distance. The models are applied based on empirical data of egocentric social networks collected in Zurich, Switzerland. The analysis of the empirical data shows, that there is a strong exponential decrease of probability to maintain a social tie. Based on the empirical distribution of the social ties, the models are used to simulate spatially embedded networks to reproduce the tie length distribution in the empirical data., Arbeitsberichte Verkehrs- und Raumplanung, 685

UrbanSim is an open-source software being developed by Waddell and colleagues(Waddell and Ulfarsson, 2004), simulating land use-development in cities based on the choices of households, businesses, land owners and developers, interacting in urban Real Estate markets and with the option to be connected to a transportation simulation. SustainCity is an EU-funded project with twelve European research-institutions1, coordinated by the IVT of the Swiss Federal Institute of Technology Zurich (ETHZ). Within the project of SustainCity2, UrbanSim is being adapted to European conditions by creation of a European version (UrbanSimE) with new calibration of choice-models and additional models for households, demographics and firmographics. Focus will be on the data-structure in Europe as well as the different behaviour of companies, residents and developers. For this UrbanSim will be used in three case studies: Brussels, Paris and Zurich. Although previous studies have been implemented in all of those region, the previous study in Zurich can be considered as a new set up as it uses another version of UrbanSim. This paper will report on the implementation of this parcel-based version of UrbanSim within the Zurich case study of SustainCity. It will refer to the data acquired and necessary as basis for the simulation, discuss the approach of data preparation through PostGIS and report on the new structure of the data-models defined within UrbanSim. Finally the first results of the UrbanSim runs of the Zurich case study will be presented and compared to the runs of previous versions. Keywords: UrbanSim; Urban Simulation; SustainCity; Zurich case study 02.03.2011

Arbeitsberichte Verkehrs- und Raumplanung, 681

Arbeitsberichte Verkehrs- und Raumplanung, 717

This paper discusses the current challenges faced by large-scale agent-based approaches to transport modelling. It highlights a number of inconsistencies in modelling practice, which the field should address., Arbeitsberichte Verkehrs- und Raumplanung, 719

Nationales Forschungsprogramm "Landschaften und Lebensräume der Alpen", 48, ISBN:3-7281-3294-2, ISBN:978-3-7281-3294-9, ISBN:978-3-7281-3365-6

This study points out the effect of road infrastructure improvement between 1970 and 2005/06 and the resulting change of travel time in Germany and Switzerland. Reconsidering the interaction between the transportation system and land use, the paper contributes to the ongoing discussion about induced travel and infrastructure capacity. The impact of highway capacity expansion on land use has been studied worldwide focusing on urban areas. This study goes one step further. We detect changes in suburban and rural areas by this national comparison. The generation of a historical travel time dataset applies a method developed for Switzerland in previous studies and is adjusted for Germany according to its political, structural and topographical situation. The method is based on a historical network and estimated mean car speeds on different road types varying between densely or sparsely populated areas. Travel time matrices between all municipalities in Germany and Switzerland are calculated and validated by a regional comparison. Three indexes are developed to detect regional effects of travel time. The results are regionally segmented by a spatial cluster analyses named Getis-Ord's Gi* statistics. The spatial overview of the three travel time indexes takes into account the national and regional level. The historical travel time dataset is successfully validated. This useful data is needed for later investigation on commuting behaviour.

Arbeitsberichte Verkehrs- und Raumplanung, 632

Background Simulation models of influenza spread play an important role for pandemic preparedness. However, as the world has not faced a severe pandemic for decades, except the rather mild H1N1 one in 2009, pandemic influenza models are inherently hypothetical and validation is, thus, difficult. We aim at reconstructing a recent seasonal influenza epidemic that occurred in Switzerland and deem this to be a promising validation strategy for models of influenza spread.Methods We present a spatially explicit, individual-based simulation model of influenza spread. The simulation model bases upon (i) simulated human travel data, (ii) data on human contact patterns and (iii) empirical knowledge on the epidemiology of influenza. For model validation we compare the simulation outcomes with empirical knowledge regarding (i) the shape of the epidemic curve, overall infection rate and reproduction number, (ii) age-dependent infection rates and time of infection, (iii) spatial patterns.Results The simulation model is capable of reproducing the shape of the 2003/2004 H3N2 epidemic curve of Switzerland and generates an overall infection rate (14.9 percent) and reproduction numbers (between 1.2 and 1.3), which are realistic for seasonal influenza epidemics. Age and spatial patterns observed in empirical data are also reflected by the model: Highest infection rates are in children between 5 and 14 and the disease spreads along the main transport axes from west to east.Conclusions We show that finding evidence for the validity of simulation models of influenza spread by challenging them with seasonal influenza outbreak data is possible and promising. Simulation models for pandemic spread gain more credibility if they are able to reproduce seasonal influenza outbreaks. For more robust modelling of seasonal influenza, serological data complementing sentinel information would be beneficial., Arbeitsberichte Verkehrs- und Raumplanung, 667

Arbeitsberichte Verkehrs- und Raumplanung, 550

This paper presents validation results for the activity-based multi-agent transport simulation MATSim (http://www.matsim.org), where the main focus lies on the location choice module for shopping and leisure activities. Validation results are produced by simulating a 10% sample of the Swiss motorized individual traffic. For Switzerland detailed information about home, working and education locations together with the associated trip matrices are provided by the census. Naturally this level of detail is not available for shopping and leisure trips. In MATSim so far—to create feasible activity chains—location choice for these activities was done in a preprocessing step based on a simple nearest neighbor search, which clearly leads to a systematic underestimation of the traffic volume. In this paper a two-fold shopping and leisure location choice model is presented that produces substantially better results. First and foremost, the to-date exclusively time-based utility function for shopping activities is extended to take into account further determinants of shopping location choice, such as the store size and the stores density in a given neighborhood. In activity-based models, shopping location choice is influenced by leisure location choice, which means that a meaningful shopping location choice model requires a sound leisure location choice model. The long-term goal of MATSim is to model leisure location choice by utility maximization and by including models of social interaction. But these models are far from being productive in agent-based transportation models in general. Hence, we introduce hollow space-time prisms that are derived from empirical data. This approach is—to our knowledge—a novel extension of Hägerstrand’s time geography that by construction produces statistically correct leisure location choice and improves the simulation results in general. Furthermore, the potential of MATSim to also serve as a hypothesis testing tool—besides being a planning tool—is highlighted in this paper. It is shown that MATSim provides the possibility to test models, generated by utility maximizing approaches such as e. g., discrete choice models, in large scenarios, whereby use can be made of data (e. g., count data) that is potentially qualitatively distinct from the data that were used for estimating and validating the models in question in earlier stages., Arbeitsberichte Verkehrs- und Raumplanung, 574

Arbeitsberichte Verkehrs- und Raumplanung, 572

Value of travel time savings (VTTSs) is widely used in the evaluation of transportation projects. There have been a number of researches regarding the formulation and application of VTTSs. Using empirical data on conserved travel time in Britain, Metz (2008) points out that an improvement in transportation infrastructure does not contribute to the time saving but impacts accessibility. He also shows that the value of access must be considered to evaluate the improvement in transportation infrastructure. This paper examines the meanings of the value of access and proposes the VTTSs incorporating the value of access. This value includes not only the time saved in a given single OD trip but also the changes in the travel patterns of various trips. First, the paper formulates the time allocation model and derives the VTTS from the model. Then, it presents the econometric analysis with the diary activity data collected in Tokyo. Finally, it discusses the implications of the proposed VTTSs on the transportation modeling and policy., Arbeitsberichte Verkehrs- und Raumplanung, 482

Arbeitsberichte Verkehrs- und Raumplanung, 594

Arbeitsberichte Verkehrs- und Raumplanung, 493, ISBN:978-3-906441-12-2

Arbeitsberichte Verkehrs- und Raumplanung, 502

This paper presents a methodology for integrating vulnerability due to natural hazard into current infrastructure management systems. It is mainly concerned with presenting a methodology to assess link failure induced transportation related consequences including congestion related effects across a national network. The main challenge hereby considered is how to overcome the calculation time intensity of this equilibrium-based via equilibrium. Rather than employing the complete network for analyising a link failure, subnetworks are employed to model the spatially restricted demand shifts effects around a failed link. Each subnetwork is formulated by cutting a geographically defined selct of links and nodes out of the national network and including the internal and external demand transversing the subnetwork boudary. The failure consequences, even for links with long path distances or long detours, assessed with the subnetwork are very consistent with those considering the full network. A statistical model, highlighting and detailing the key factors defining transport related consequences, is developed from the computed link failure consequences and link parameters. Lastly, the findings highlight the potential gains to be derived from directly including rail networks and covering the potential mode shifts in the assessment., Working Paper / IVT, 513

Verlässlich geschätzte Zahlungsbereitschaften für Reisezeitverbesserungen sind eine zentrale Eingangsgrösse regionaler und nationaler verkehrsplanerischer Vorhaben. Die gebräuchlichste Methode um solche Zahlungsbereitschaften zu berechnen sind so genannte stated preference-Befragungen, bei denen den Befragten verschiedene Alternativen eines Wegs zur Wahl unter-breitet werden. Anhand der getroffenen Entscheide lassen sich dann die Einflüsse einzelner Attribute eines Wegs beziffern und somit Zahlungsbereitschaften berechnen. Allerdings wie-sen die Ergebnisse verschiedener Studien, auch wenn diese bezüglich Untersuchungsraum und -zeit nur in geringem Masse differieren, immer wieder unterschiedliche Zahlungsbereitschaften aus. Diese Forschungsarbeit hat sich deswegen das Ziel gesetzt, die Datensätze verschiedener Befragungen zusammenzuführen und gemeinsame Zahlungsbereitschaften zu schätzen. Dazu wurden Daten von vier Untersuchungen zusammen geführt, die in der Schweiz zwischen 2001 und 2006 durchgeführt wurden und gemeinsam modelliert. Die Forschungsarbeit verfolgte da-bei drei Ziele: Zunächst wurde erwartet, dass aufgrund der grösseren Datenbasis repräsenta-tivere Werte der Zahlungsbereitschaft angegeben werden können. Weiter umfassen einige der Datensätze neben der Fahrzeit und Reisekosten auch Umsteigevorgänge, Taktfolgezeit und den Zugang zum Öffentlichen Verkehr. Dies sollte, neben der Angabe der Zahlungsbereitschaften für eingesparte Fahrzeit, auch die Angabe der Bewertung des Takts, des Umsteigens und der Zugangszeit ermöglichen. Und nicht zuletzt sollte, wie der Titel der Arbeit bereits erwähnt, die Reisedistanz- und Einkommensabhängigkeit der Zahlungsbereitschaften für unterschiedliche Fahrzwecke untersucht werden., Arbeitsberichte Verkehrs- und Raumplanung, 525

Die folgenden Abbildungen und Dokumente sind während den Arbeiten am Mobilitätsplan Hochschulgebiet am IVT entstanden oder wurden für die Arbeiten aus verschiedenen Quellen zusammengetragen. Sie bieten gegenüber dem Hauptbericht zusätzliche Informationen, sind aber für das Verständnis des Hauptberichts nicht erforderlich., Arbeitsberichte Verkehrs- und Raumplanung, 512

Arbeitsberichte Verkehrs- und Raumplanung, 504

Arbeitsberichte Verkehrs- und Raumplanung, 519

FGSV ; 002/90, 485, HEUREKA '08, Optimierung in Verkehr und Transport, ISBN:978-3-939715-48-1

Working Paper / IVT, 520

FGSV ; 002/90, 486 (486), HEUREKA '08, Optimierung in Verkehr und Transport, ISBN:978-3-939715-48-1

This paper formulates a time allocation model and estimates empirically the value of travel time saving (VTTS) with the model. First, the paper will formulate an individual's time and cost allocation for a week with three types of discretionary activities, after-work leisure activity, out-of-home leisure activity and in-home leisure activity. The model has the nested structure consisting of the following two models: one-day model and weekly model. The expected optimal duration and expenditure estimated from the one-day model will be used in the parameter estimation of the weekly model. Next, the paper will apply the model to two activity diary surveys collected in the cities of Tokyo, Japan and Karlsruhe, Germany. Then, the paper determines the VTTSs of two cities with the estimated parameters. The empirical analysis shows that both the means and the modes of the simulated VTTSs for after-work leisure on a work day are higher than those for out-of-home leisure on a non-work day. As the variance of the simulated VTTSs in Tokyo is larger than that in Karlsruhe, the average VTTSs is also larger in Tokyo than those in Karlsruhe., TRB 87th Annual Meeting Compendium of Papers

Eidgenössisches Departement für Umwelt, Verkehr, Energie und Kommunikation UVEK, Bundesamt für Strassen, 1283

Traffic flow microsimulations are interesting for transport planning problems due to their high temporal and spatial resolution. Unfortunately, most of them involve high computational costs making them impractical for running large scale scenarios. In this paper, we present how we extend our previous event-driven queue-based mircosimulation to run efficiently on parallel computers. Using appropriate load balancing and minimizing communication interfaces, we are able to simulate a test scenario involving 7 million simulated person days on a road network with 28k links in 87 seconds on 64 CPUs. Furthermore, we add support for signaled intersections that makes the model well suited for application to urban street networks. Finally, we show that our resulting model reproduces a reasonable relation between traffic flow and density similar to fundamental diagrams extracted from real world counts data., Working Paper / IVT, 509

Arbeitsberichte Verkehrs- und Raumplanung, 536

Arbeitsberichte Verkehrs- und Raumplanung, 529

Arbeitsberichte Verkehrs- und Raumplanung, 497

This paper investigates the potential of using a ‘typical week’ time frame in activity-based travel demand modeling. This paper concentrates on a specific activity/trip: shopping, using a 6week travel diary survey, MobiDrive. Each week of the MobiDrive survey is considered as a random week and models are compared. Weekly shopping trips are modeled using a multivariate ordered probability modeling approach. Each model has two major components: a deterministic and a stochastic component. The deterministic component accommodates various variables and the stochastic component captures the interday correlations within the random week. The estimated parameters of the deterministic component reveal different behavioural patterns and the independent nature of the individual days within a week. On the other hand the interday correlation patterns of the random weeks reveal that a typical week does represent a minimum cycle of shopping activity behaviour., Arbeitsberichte Verkehrs- und Raumplanung, 443

This note tries to bring together a whole range of work, which corrects the independence of irrelavent alternative – property of the multinomial logit model through adjustment factors added to the systematic utility function. It highlights that the different approaches all draw on some notion of the similarity between the alternatives, but that the interpretation can lead to different expectations about the form and sign of the adjustment factor. Diese Notiz arbeit die strukturellen Ähnlichkeiten zwischen den verschiedenen Korrekturen heraus, die in den letzten Jahrzehnten für die IIA-Eigenschaften des Logit-Modells vorgeschlagen worden sind. Es zeigt sich, dass selbst Prospekt-Theorie als Teil dieser Klasse verstanden werden kann., Arbeitsberichte Verkehrs- und Raumplanung, 458

Handbooks in Transport, 1, Handbook of transport modelling: transport modelling, ISBN:0-08-045376-7, ISBN:978-0-08-045376-7

Arbeitsberichte Verkehrs- und Raumplanung, 494

Arbeitsberichte Verkehrs- und Raumplanung, 447

The relentless trend of falling generalised cost of travel has created a world in which travellers mix local and non-local interactions easily, be it face-to-face or mediated by the various forms of telecommunication. The implications of this change of scale have not yet been fully dis-cussed, as the most relevant literature in sociology generally skirts around its practical implica-tion. The chapter will discuss the interaction between social capital creation, travel and transport policy and to outline how transport policy has to overcome its limits to achieve its goals., Arbeitsberichte Verkehrs- und Raumplanung, 436