ABSTRACT

Title:

AIMSUN2 Simulation of a Congested Auckland Freeway

Author:

John T Hughes, BE (Civil), MIPENZ

Regional Transportation Engineer
Transit New Zealand, P. O. Box 1459
Auckland, New Zealand

Contact Details:

Tel:
Fax:
Email:

64-9-377 7092
64-9-307 6843
jhughes@transitnz.govt.nz

Introduction and Objectives

The objective of this paper is to present an outline of the model building process and selected findings from
a traffic simulation model of a congested 9.7 km section of an urban freeway in Auckland, New Zealand.
Field data was collected to provide a comprehensive set of New Zealand traffic characteristics for the
freeway micro-simulation model. The data set constitutes a detailed "snapshot" of traffic conditions over
one week (23 to 29 September 1997), with additional detail on particular days. The data, which include
traffic speeds, volumes, headways, accelerations and lane change counts, are being used to build an
AIMSUN2 traffic simulation model. This is a new tool that can provide input into transport investment
decisions in Auckland.

Simulation Model
AIMSUN2 (Advanced Interactive Microscopic Simulator for Urban and Non-Urban Network) is a
microscopic, stochastic model for simulating traffic on road networks. It is part of the GETRAM (Generic
Environment for Traffic Analysis and Modelling) software suite developed at the Universitat Politcnica de
Catalunya in Barcelona, Spain
GETRAM (Barcelona and Ferrer 1997, Monteroet al 1998) consists of a user-friendly graphical interface, a
traffic network graphical editor (TEDI, Traffic Editor) supporting any kind of road type or network
geometry, a network database and a module for storing and presenting results. It includes an animated
simulation display, which shows vehicles moving through the network. The model can simulate a range of
traffic management features including incident detection and surveillance systems, variable message signs
and wide area traffic control strategies. Simulating predictive control and guidance strategies are also
potentially feasible. AIMSUN2 has a wide variety of possible applications in traffic management of
Aucklands congested arterial road network. In particular it may be an important enabling technology to
serve as a testbed for an Advanced Traffic Management System (ATMS) being developed in Auckland.
Transit New Zealand (Transit), the national State Highway authority, is implementing the ATMS, the first
portions of which are scheduled to be operational by mid 1999.
6th EURO Working Group on Transportation, Gteborg, Sweden
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The traffic data collected on Aucklands Southern Motorway are being used to calibrate and validate the
model to determine the accuracy with which it can represent real traffic flows. If it is shown that the model
is accurate over a section of motorway by comparison with extensive measured data then confidence can be
had in simulations of other motorway sections and features where less comprehensive data is available.

Study Area and Scope

Auckland is located towards the north of New Zealands North Island. With a population of some 1.1
million people it is the countrys largest urban centre and is growing at 2.5% per year. The study area
(Figure 1) is located south of the central business district (CBD) and passes through the regions core
industrial areas of Penrose and Mt Wellington. The study section is a 9.7 km length of the Southern
Motorway extending from Panama Road (just south of Mt Wellington Highway) in the south to the Khyber
Pass in the north.
The motorway section crosse relatively flat terrain with an isolated maximum grade of 4.0% and the
balance at 3.0% or less. In 1997 it carried bi-directional Average Annual Daily Traffic (ADDT) volumes
ranging from 109,000 vehicles per day (vpd).

Spaghetti
Junction
(CBD)

Khyber
Pass

Gillies
Avenue

Market
Road

Greenlane

Southern Motorway (SH1)

Main
Highway
Ellerslie

Penrose
Road

Southern Motorway (SH1)

0

Mt Wellington
Highway

Panama
Road
Tamaki
River

2 km

Figure 1 Study Area

6th EURO Working Group on Transportation, Gteborg, Sweden
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To obtain information that was comprehensive, yet at a sufficiently high level of detail, many different
types of data were collected simultaneously at varying intervals along the motorway. Automatic count data
was collected over a full 7-day week. Resource-intensive data collection methods, including video taping,
aerial photography and laser-gun speed profiles, were measured on a single day, mostly within that week.
Most of the data are being used to calibrate the AIMSUN2 model. Some data not used in the calibration are
being used as benchmarks to which simulation model output is being compared in order to validate the
model.
The work reported in this paper is a preliminary investigation into the ability of the model to reproduce
traffic flows in the northbound direction of this motorway corridor. The general approach was to define the
motorway links, apply field-measured traffic flows at the network boundaries and then calibrate the model
by fine-tuning sensitive parameters to seek agreement with measured data at intermediate points within the
corridor. These steps are repeated to seek a good agreement with the field results.

Model Requirements
In common with many simulation models (Wang and Cassidy 1995, Hua Heng 1989, Quadstone 1996)
AIMSUN2 requires input information defining the road network geometry, traffic stream conditions and
driver and vehicle characteristics.

Geometric Information
For this project the motorway geometric layout was obtained as a CAD (dxf) file showing curb lines and
edges of the road pavement. The map was geometrically accurate, having been produced by aerial
photogrammetry. However it was not particularly detailed and omitted key features, such as lane lines and
other pavement markings. Additional information on the widths and number of lanes and the lane
configuration at ramp locations was obtained from a variety of sources. These included historic
construction drawings dating back to the 1960's, a series of 1:1,000 scale ortho-corrected black and white
photographic prints from 1994 and uncorrected colour photography flown during the traffic surveys on 26
September 1997.
The dxf file was imported into TEDI and the roadway links created by mouse dragging and clicking the
appropriate section drawing tools over the map background.
While this is the usual method of creating a new AIMSUN2 model an alternative is available. That is to
import an EMME/2 network model, with it's centriod connector structure, directly into GETRAM using the
optional module available for this purpose (Montero et al 1998).
Table 1 shows the basic road section parameters adopted in this model from field studies of the southern
motorway (Hughes 1998).

6th EURO Working Group on Transportation, Gteborg, Sweden

By: John Hughes, Transit NZ, Auckland

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Traffic Flow Information

Traffic flow information includes trip demands across the network, fleet composition (cars, trucks, buses
etc) and traffic control mechanisms such as traffic signals and intersection priority signage. As this model
involves only the motorway through lanes and ramps, and not the adjacent arterial network, it has no atgrade intersections, priority signs or signals.
During one week in September 1997, additional traffic data was obtained over and above that normally
collected in Transits ongoing traffic monitoring program. Permanent count stations with inductive loop
detectors are located on the motorway through lanes at each end of, and at 2 locations within, the study
area. These record time-interval count and speed data plus vehicle headways and length classifications.
For this study data was obtained by using a video classification system for 2 hours each, at four additional
locations in the morning and afternoon peaks on Friday 26 September. Unclassified vehicle counts were
collected on all 17 ramps entering and leaving the motorway study section (Hughes 1998).
In the past micro-simulation models have tended to require defined traffic flows on each entry link to the
network and specified turning percentages (by vehicle type) at each intersection or off-ramp. With this
approach the vehicles entering the network have no "knowledge" of their intended route or destination.
The more recent trend in microscopic simulation is for traffic inputs to be defined as time-sliced origindestination matrices. This allows greater flexibility in modelling traffic scenarios and problems involving
route assignment can be investigated at the microscopic level. AIMSUN2 allows the use of both methods
of traffic data input.
Route choice is not an issue in this Auckland Motorway model, and the generation of time-sliced matrices
can also be difficult and time consuming. However the matrix method has been used in this study because
the alternative, requiring the calculation of turning percentages from count data by vehicle type and time
interval, would also not have been straight forward. The latter method could give incorrect flows when
simulating transient phenomena such as lane blockages. Errors could occur, for example, if the motorway
through lanes were blocked up stream of a bottle neck that is normally caused by a heavy on-ramp merge.
The through lane blockage would allow higher than normal flows to enter the motorway at the ramp.
Application of the normal (un-blocked) percentage for vehicles leaving the motorway at the next down
stream off ramp would probably be erroneous if most of the through traffic had actually been blocked from
reaching that point by an accident.
Trip matrices were obtained from a 1992 origin-destination postcard survey for each of three different
vehicle types during the 7.00am too 9.00am morning commuter peak . These were manually factored in a
spreadsheet to approximately match measured traffic flows entering and leaving the motorway study section
on 26 September 1997. The end result was a total of 48 matrices (3 vehicle types per quarter hour from
6am to 10am) which were applied to the study network.
6th EURO Working Group on Transportation, Gteborg, Sweden
By: John Hughes, Transit NZ, Auckland

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File: Euro4.doc

Driver and Vehicle Information

Vehicles and drivers have a range of characteristics which effect the way they travel through a road
network. These include mechanical attributes of the vehicle (eg: size, performance levels) and aspects of
driver behaviour (eg: desired speed, acceleration and gap preferences). In GETRAM this type of
information is input as parameters pertaining to vehicle types, any number of which can be defined by the
user. The data which may be entered for each vehicle type are shown in Figure 2.
These include desired speed, acceleration, normal and emergency deceleration, maximum yield time and
minimum vehicle spacing when stopped in a queue. The queuing up and queue leaving speeds control
whether or not a vehicle will enter an intersection that contains vehicles which are "queued", as defined by
these parameters. In a traffic stream these data may vary stochastically between vehicles. For each data
item (desired speed, acceleration etc) the values attributed to individual vehicles are considered normally
distributed and the user may define the distribution parameters (mean, standard deviation, minimum and
maximum values).
The three vehicle types currently being used for this study are shown in Table 2.
Table 2 Vehicle Type Classifications
Vehicle Type

Classification

Passenger Car (CAR)

Light Commercial (LCV)
Heavy Commercial (HCV)

Length Class (metres)

< 5.5m
5.5m to 11.0m
> 11.0

Weight Class (tonnes)

< 3.5t
< 3.5t
> 3.5t

AIMSUN2 does not use vehicle weight as a model parameter. However, pending more specific data, the
weight classes have been assumed to correspond to the length classes shown in the table. This enabled trip
matrices from an earlier postcard Origin Destination survey to be used in the study.
The following data was obtained from individual vehicles recorded at three of the motorway ATMS sites on
26 September 1997.
Table 3. Vehicle Length (m)
Cars
LCVs
HCVs

Mean
4.39
7.73
16.64

Min
?
7.5
11.5

6th EURO Working Group on Transportation, Gteborg, Sweden

By: John Hughes, Transit NZ, Auckland

Max
5.5
11.5
?

Std. Dev.
0.43
1.49
3.55

Sample Size
82,392
4,535
2,168
Total: 89,095

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Table 4. Vehicle Desired Speeds

Cars
LCVs
HCVs

Free Speed (km / hr)

Min
Max
?
?
?
?
?
?

Mean
96
88
90

Std. Dev.
15.3
12.9
14.9

Sample Size
3217
306
173
Total: 3,696

The free speed data were derived from a sample of vehicles travelling at a time gap of 10 seconds or more
behind the vehicle ahead. A small number of data records were discarded as outliers. These were
erroneous length records (ie. < ?? or > ??m) and suspect free-speed records (ie. < ?? or > ?? km/h).

Maximum Vehicle Acceleration

As each simulated vehicle enters the modelled road network it is assigned three speed-change parameters.
These are its maximum acceleration rate and its normal and maximum (or emergency braking) deceleration
rates.
Although it is difficult to measure speed change parameters which are characteristic of whole fleet and
driver populations, some information was gleaned from three local sources. These were a study of traffic
decelerating on a motorway off ramp (Bennett 1993), instrumented vehicle trials for development of a fleet
emissions control strategy (Ministry of Transport 1997), and some laser gun speed change measurements by
the author.
Bennett recorded average deceleration rates from 2000 vehicles on Aucklands Grafton off ramp of between
from 0.46 m/s and 2.34 m/s, for various approach and final speeds. He also cites a study on urban streets
in Palmerston North, New Zealand (ATS 1990) which reported the following maximum rates for vehicles
travelling at less than 70km/hr
.
Table 5. ATS Study
Maximum Rate m/s
Acceleration

Deceleration

Passenger Car

1.08

-1.72

Heavy Trucks

0.40

-1.19

Vehicle

The New Zealand Ministry of Transport (MOT) conducted an extensive series of trials using 23
instrumented vehicles following qualitatively defined drive cycles on Auckland area roads (Ministry of
Transport 1997). The vehicles were all cars of various ages and conditions with engine capacities ranging
from 1.3 to 4.1 litres. The aggregated results included the following:

6th EURO Working Group on Transportation, Gteborg, Sweden

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Table 6. NZ MOT Study

Road Type

Suburban
Suburban
Urban
Urban
Motorway

Traffic Type

Average Speed
(km/hr)

Max Speed
(km/hr)

31.8
23.4
15.4
7.7
32.9

Interrupted
Aggressive
Interrupted
Interrupted
Congested
Congested

74.9

Max
Acceleration
(m/s)
4.0

Acceleration
Standard
Deviation (m/s)
1.17

58.0
54.9
49.3
74.1

2.8
3.2
2.8
1.8

0.79
0.88
0.65
0.66

The author measured vehicle speeds, and hence accelerations at one location on Aucklands Southern
Motorway and at signalised urban arterial intersection on Quay Street. Speed changes were measured over
successive pairs of observations of each vehicle. Scatter plots of the resulting data are shown in Figure 2
and summarised in Table ? below.
Figure 2 Laser-measured Speed Changes.

Cars

Light
Commercial
Vehicles

-1

-1

-1

-2

-2

-2

Acceleration
(m/s)
Acc. (m/s^2)

-3

Speed (km/hr)

-4
0

50

100

-3

-3

Speed (km/hr)

-4
0

50

S o uth er n Mo to rw ay

Heavy
Commercial Vehicles

Speed (km/hr)

-4
100

50

100

Qu ay S tre et

Each of the three sources of field data give an indication of the range of speed-change values appropriate
for the model. However none of them closely corresponds to the desired statistics, namely the probability
distributions for the maximum accelerations and decelerations experienced by the population of vehicles
and drivers. Figure 3 shows the vehicle parameters adopted from the model runs reported in this paper.
6th EURO Working Group on Transportation, Gteborg, Sweden
By: John Hughes, Transit NZ, Auckland

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Figure 3 Vehicle Parameters Used in this Model

Motorway Model
A model has been constructed in GETRAM of the northbound lanes of the study section of the Southern
Motorway. It consists of the three motorway through lanes and a short length of each interchange ramp.
Traffic has been applied to this network as three vehicle types (cars, LCVs and HCVs). A trip matrix was
produced for each vehicle type during each 15 minute time period for an extended morning commuter peak
from 6.00am to 10.00am.
The traffic flows applied to the model are an approximation to the actual flows that existed on the
motorway on Friday 26 September 1997. The raw traffic data measured in the field were manually adjusted
to make up for several deficiencies including the lack of length classification on the ramps, under - counting
due to equipment faults and the fact that the video classifier sites operated only for the middle 2 hours
rather than the full 4 hour extended peak. These gaps in the field data were filled by comparison with flow
data from other days and missing length classification percentages were assumed from the 1992 postcard
survey.
6th EURO Working Group on Transportation, Gteborg, Sweden
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An accident just south of the study area blocked lane 1 for about 5 minutes at 7.30am on the Friday
morning. This resulted in a reduction in flows entering the study area and a corresponding increase in
vehicle speeds. The effect was removed from the traffic entering the model by averaging the flow rates
before and after the blockage period.
After inputting the road sections and trip matrices the model was run and some parameters adjusted by trial
and error to try to replicate traffic conditions observed in the field.

Model Outputs
Figure 4 shows total vehicle flows by lane at several points within the model. It can be seen during periods
of low flow ( the left most, outside lane ) and lane 3 is little utilised. While this is normal drive behaviour
the

Figure 4 Model Spreads and Flows (5 minute intervals)

2,000
1,500
1,000
500
0

100
50

Greenlane - Lane 1

50

100
50
0

6:
00
6:
30
7:
00
7:
30
8:
00
8:
30
9:
00
9:
3
10 0
:0
0

Greenlane Off-Ramp

Ellerslie - Lane 1

100
50
0

6:
00
6:
30
7:
00
7:
30
8:
00
8:
30
9:
00
9:
3
10 0
:0
0

2,000
1,500
1,000
500
0

50

2,000
1,500
1,000
500
0

100

6:
00
6:
30
7:
00
7:
30
8:
00
8:
30
9:
00
9:
3
10 0
:0
0

2,000
1,500
1,000
500
0

100

6:
00
6:
30
7:
00
7:
30
8:
00
8:
30
9:
00
9:
3
10 0
:0
0

Ellerslie On-Ramp

6,000
4,000
2,000
0

Penrose Road (3 Lanes)

50
0

Legend

6th EURO Working Group on Transportation, Gteborg, Sweden

By: John Hughes, Transit NZ, Auckland

100

6:
00
6:
30
7:
00
7:
30
8:
00
8:
30
9:
00
9:
3
10 0
:0
0

Greenlane On-Ramp

6:
00
6:
30
7:
00
7:
30
8:
00
8:
30
9:
00
9:
3
10 0
:0
0

2,000
1,500
1,000
500
0

F lo w (veh /h r)
S p e ed (k m /hr)

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Figure 5 Field Flow Rates (on 26 September 1998)

Ellerslie: M'way Through Lanes

3000
2500
2000
1500
1000
500

6:
00
6:
20
6:
40
7:
00
7:
20
7:
40
8:
00
8:
20
8:
40
9:
00
9:
20
9:
40
10
:0
0

Lane 1

Lane 2

Lane 3

Ellerslie: On-Ramp

06
:0
0:
06 00
:2
0:
06 00
:4
0:
07 00
:0
0:
07 00
:2
0:
07 00
:4
0:
08 00
:0
0:
08 00
:2
0:
08 00
:4
0:
09 00
:0
0:
09 00
:2
0:
09 00
:4
0:
10 00
:0
0:
00

1800
1600
1400
1200
1000
800
600
400
200
0

Ellerslie On-Ramp

Figure 6 Speed-Flow Scatter Plots (5 minute intervals)

6th EURO Working Group on Transportation, Gteborg, Sweden
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90
80
70
60
50
40
30
20
10
0

120
Speed (km/hr)

100
Model
Field am
Field pm

80
60

Model
Field am

40

Field pm

20
0
0

Speed (km/hr)

Dilworth - Lane 2

500

1000

1500

2000

2500

500

1000

1500

2000

Flow (veh/hr)

Flow (veh/hr)

Panama - Lane 1

Panama - Lane 2

120

120

100

100
Speed (km/hr)

Speed (km/hr)

Dilworth - Lane 1

80
Model
Field am

60
40
20

2500

80
Model
Field am

60
40
20

0
0

500

1000

1500

2000

2500

500

1000

Flow (veh/hr)

1500

2000

2500

Flow (veh/hr)

Figure 7 Field and Modelled Speeds

50

30

:0

10

00

9:

30

9:

00

8:

30

8:

Greenlane

110

Penrose Road

100
50

60

30
:0
0
10

00

6th EURO Working Group on Transportation, Gteborg, Sweden

By: John Hughes, Transit NZ, Auckland

30
:0
0

9:

M od elled S p ee d (km /h r)

6: 5
7 :3 0
7 :0 0
3
8: 0
8: 00
9: 30
9 00
1 0 :3 0
:0
0

Legend

10

00

9:

30

8:

00

8:

30

7:

00

7:

30

6:
00
6:
30
7:
00
7:
30
8:
00
8:
30
9:
00
9:
30
10
:0
0

6:

6:

50

50

00

Main Highway

9:

30

Mt Wellington

100
100

9:

00

8:

30

8:

00

7:

7:

00

6:

6:
00
6:
30
7:
00
7:
30
8:
00
8:
30
9:
00
9:
30
10
:0
0

30

10

6:

00

7:

7:

30

6:

6:

00

Ellerslie

6:
00
6:
30
7:
00
7:
30
8:
00
8:
30
9:
00
9:
30
10
:0
0

150
100
50
0

Dilworth

100

Field S p e ed (k m /hr)

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Figure 8

150

3
2

Count (5 min)
7:
30
7:
40
7:
50
8:
00
8:
10
8:
20
8:
30

100

50

150
Count (5 min)
7:
30

100

50

20

10

30
8:

8:

8:

50

00
8:

7:

7:

40

Figure 8: AIMSUN2 output showing five

random seed replications of a weaving
area with the auxiliary lane A
blocked from 8:00 to 8:15.

Speed (km/hr)
7:
30
7:
40
7:
50
8:
00
8:
10
8:
20
8:
30

80
60
40
20
0

Speed (km/hr)
7:
30
7:
40
7:
50
8:
00
8:
10
8:
20
8:
30

50

Speed (km/hr)
7:
30
7:
40
7:
50
8:
00
8:
10
8:
20
8:
30

100

Count (5 min)
7:
30
7:
40
7:
50
8:
00
8:
10
8:
20
8:
30

80
60
40
20
0

80
60
40
20
0

80
60
40
20
0

Speed (km/hr)
7:
30
7:
40
7:
50
8:
00
8:
10
8:
20
8:
30

150

Figure 9 Aerial Photo and Model Outputs, north of Greenlane Interchange

V e h ic le T yp e s

D e n s it y
V e h ic le s /k m

6th EURO Working Group on Transportation, Gteborg, Sweden

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Run Times
The 4 hour simulation of this 9 km section of northbound traffic took 9 minutes and 6 seconds to run in
batch mode on a Pentium 166MMX personal computer.

Conclusion
About The Author
The author leads Transit New Zealands Transportation Planning Section in Auckland. In this role he
manages the transportation planning phases of new State highway and freeway projects in the Auckland
urban area. This motorway simulation-modelling project is the subject of the authors Master of
Engineering thesis at the University of Auckland.

Disclaimer
The opinions expressed in this paper are those of the author and do not necessarily represent those of
Transit New Zealand.

Acknowledgements
Transit New Zealand funded the work described in this paper. Transportation Simulation Systems,
Barcelona supported GETRAM and graduate student M. Kamruzzaman assisted collection and reduction of
the field data.

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Bennett, C. R. (1993) Revision of Project Evaluation Manual Speed Change Cycle Costs, N. D. Lea
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6th EURO Working Group on Transportation, Gteborg, Sweden
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6th EURO Working Group on Transportation, Gteborg, Sweden

By: John Hughes, Transit NZ, Auckland

13/09/02 15:39
File: Euro4.doc

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6th EURO Working Group on Transportation, Gteborg, Sweden

By: John Hughes, Transit NZ, Auckland

13/09/02 15:39
File: Euro4.doc