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The frame work consists of two simulation models: a flow-based macroscopic simulation model to simulate container terminals' operations, and a microscopic traffic simulation model to simulate freeway traffic networks adjacent to the terminals.
Algebraic solutions to the control problem are similarly derived off-line and evaluated on-line using a macroscopic simulation model.
Section 5.4 compares results of applying the macroscopic simulation model and the queue model for all scenarios and techniques with one level of demand profile.
This section considers first a basic case for which the queue model should be able to give similar predictions as the more detailed macroscopic simulation model.
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Contrarily to many works that use abstract macroscopic simulation models, in this work, we use a microscopic simulation model based on car-following, which is implemented in Simulation of Urban Mobility (SUMO) traffic simulator [16].
The last and the most important classification of traffic models is the level of detail in terms of traffic flow, which are microscopic, mesoscopic, and macroscopic simulations.
The engineering stress-strain curves until fracture of the steel were fairly predicted by the macroscopic simulations coupled with the damage model.
Thus, the model can be used as the most important parameter for macroscopic simulations of PPG flooding in large oilfield-scale projects.
Macroscopic simulations of 178 variations of 13 basic scenarios have been performed using a flexible and computationally efficient macroscopic queue model, results being verified by simulation using a velocity-based Cell Transmission Model (CTM-v).
Sels et al. [79] derived a PESP model to minimize the total passengers' travel time in cyclic timetables, and macroscopic simulations were utilized to generate a robust railway timetable.
There are two categories of mobility models, namely, the macroscopic models and microscopic models.
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