Please note: The algorithm descriptions in English have been automatically translated. Errors may have been introduced in this process. For the original descriptions, go to the Dutch version of the Algorithm Register.
Traffic model Limburg
- Publication category
- Other algorithms
- Impact assessment
- Field not filled in.
- Status
- In use
General information
Theme
Begin date
Contact information
Link to publication website
Responsible use
Goal and impact
The Limburg traffic model serves as an auxiliary tool to make traffic forecasts. In outline, the traffic model is used to:
1) obtain a comprehensive picture of the use of the mobility network
2) to obtain a picture of the expected traffic development and the future use of the mobility network (as input for possible assignments)
3) to visualise in advance the effects of measures (such as e.g. infrastructure adjustments).
The results from the traffic model also form input for other aspects (e.g. social cost-benefit analysis and environmental calculations).
Considerations
The traffic model is needed to get a complete (covering) picture of the use of the mobility network and to make traffic forecasts. It is difficult/impossible to cover the entire network with counts. Cost considerations and feasibility play a role here. However, counts are used to calibrate the model. For the future situation, calculations are needed to get a picture in advance of the (possible) mobility challenges ahead. The traffic model remains a calculation that should be seen as an extension of the input/assumptions used. For this reason, it is checked and interpreted by specialists and the output is not translated 1-to-1 into a decision-making process. The output is used to prepare an opinion.
Human intervention
The traffic model is an auxiliary tool. The results are checked and interpreted by humans. There is no automated decision-making.
Risk management
The traffic model is first created for a so-called base year. This is a year from the recent past where the results can be compared with observations. The traffic model is calibrated for this year. The calibration effects are carried over to the forecast years. Important inputs for this are the travel behaviour study and traffic counts. In addition, the input and results are checked by the supplier and the participating authorities (province and municipalities). Based on the model outputs, interpretation takes place by specialists. The output with the interpretation is used as input for advice.
Legal basis
There are several interfaces here:
1) The traffic model is (partly) used as input for noise monitoring (the counts form the basis for this) within the framework of SWUNG2 (Environment Act).
2) The traffic model is also used to visualise in advance the effects of traffic measures (in the context of road works). This is with a view to accessibility and road safety (Road Traffic Act).
3) The traffic model is used to visualise effects of (long-term) measures/solution directions. In doing so, it can form input for other aspects such as social cost-benefit analysis (SCBA) or environmental calculations. These insights, in turn, are important for careful deliberations (art. 3.2 General Administrative Law Act).
Elaboration on impact assessments
No personal data and/or privacy-sensitive information will be used
Operations
Data
Input a.o.: networks, traffic counts, area classification with socio-economic data, public transport counts (number of travellers), travel behaviour research, other traffic models (especially NRM), (intermediate) results a.o.: loaded networks (intensities), HB matrices, skim matrices (travel times/distance between areas)
Technical design
Outline: The traffic model works with areas and networks. Socio-economic data are linked to the areas. Based on key figures (from travel behaviour studies), these are translated into departures/arrivals per area. Based on the attractiveness of the areas (extent of what there is to do in the area), distribution functions and the networks (how easy it is to get from one area to another), HB matrices are estimated. The HB matrices are allocated to the networks based on certain allocation methods (often a shortest route principle, taking capacity/delays into account). The Limburg traffic model runs within the Aimsun software package. There is a technical report of the Limburg traffic model in which the principles and operation are explained in more detail.
External provider
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