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Gouvernement du Québec Ministère des Transports Direction générale du transport terrestre des personnes

COMPUTER GRAPHICS

AND MICRO - COMPUTERS

povverful tools available to

transportation managers and planners

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COMPUTER GRAPHICS

AND MICRO - COMPUTERS

powerful tools available ta

transportation managers and planners

1

presentecl at the

international transport congress

MONTREAL • 1984

•-- -meer-ÉgÉbÈs:rnAlseoir-es3 ' Centre deldricurnentation:u 35, rLie,de+POrt:7R0yal'Est

3e étage Mdintréat.,110t4bçç): ,,Érry. 143Layl

Gouvernement du Québec Ministère des Transports Direction générale du transport terrestre des personnes

Jean-Pierre- Primeau, ing . directeur de projets

juillet 1984

PROJECT DIRECTOR

Jean-Pierre Primeau, Eng.

COORDINATION

Pierre Tremblay, Eng.

TEXT

Jean-Pierre Primeau, Eng. Martin Nathanson, Eng. Pierre Tremblay, Eng.

TRANSLATION

Martin Nathanson, Eng.

COLLABORATION

André Babin, C.R.T. Claude Desloges Sandra Lavoie Robert Martin, Eng. François Mongrain Hien Nguyen Duc

GRAPHICS

Denis Chauvette

TYPING

NiCole Audet Louise Boivin

SUMMARY

SUMMARY

The purpose of this presentation is to describe the computer

environment of which the "Direction générale du transport

terrestre des personnes" has availed itself, and, as a

result, to show how its management and planning activities

are defined and carried out in this context.

The environment is characterized on the one hand by the use

of micro-computers which, in addition to their local

intelligence, allow access to a central mainframe'. On the

other hand, computer graphics techniques play an important

raie, which allows for the efficient representation of the

enormous amount of data involved in transport management and

planning.

These tasks can be classified under two major headings:

data analysis, where the principal tools are the SAS and

SPSS packages run on the mainframe whereas dBASEII, LOTUS

1-2-3 and Stat-Pac are used with the micro-computers; and

transport modelling, aided by the EMME/2, MADITUC and UTPS

software.

Both in terms of hardware and software, graphics and

micro-computers have been effectively incorporated into our

environment, facilitating considerably the work of planners

and managers and enabling that work to reach a level of

quality which could not be achieved using conventional

methods.

TABLE OF CONTENTS

TABLE OF CONTENTS

PAGE SUMMARY

TABLE OF CONTENTS ii LIST OF FIGURES

INTRODUCTION 1

COMPUTER ENVIRONNENT 3

2.1 Hardware configuration 3 2.2 Mainframe 5 2.3 Local computers 7

2.3.1 "5280" system 7

2.3.2 PC-XT micro-computers 7

2.3.3 Tektronix 4116-13 8

2.4 Graphics devices 9

2.4.1 Tektronix 4116-8 9

2.4.2 Digitizer 9

2.4.3 HP/7475-A plotter 9

2.4.4 Calcomp plotters 10

PLANNING ACTIVITIES 11

3.1 Zone system 11

3.1.1 Subdivision 11

11.

111

3.1.2 Digitization 13

3.1.3 Aggregation procedures 13

3.1.4 Node location 13

3.1.5 Zone equivalence 13

3.2 The data base 17

3.2.1 Origin-destination surveys 17

3.2.2 Socio-demographic data 17

3.2.3 Poils 18

3.2.4 Analytial tools 18

3.3 Auxiliary data 20

3-.3.1 Road traffic counts 20

3.5.2i Transit station counts 20

3.3.3 On-board counts 20

3.3.4 Itinerant vehicules 23

3.3.5 Travel times 23

3.3.6 Transit financial data 23

3.3.7 Car occupancy rates 23

3.4 Transport demand 25

3.4.1 Demand matrices 25

3.4.2 Demand projections 28

3.4.3 Modal split 28

3.5 Transport supply 30

3.5.1 Network definition 30

3.5.2 Network digitization 30

3.5.3 Transit une coding 31

3.5.4 Network analysis 33

iv

3.6 Simulations 35

3.6.1 Road network flows 35

3.6.2 Road travel times 35

3.6.3 Transit flows 35

3.6.4 Transit travel times 38

3.6.5 Iso-fare unes 48

3.6.6 Disaggregated itinerary analysis 41

3.7 Calibration 42

3.7.1 Road netword flows 42

3.7.2 Road travel times 42

3.7.3 Transit flows 43

3.7.4 Transit travel times 43

3.8 Other activities 45

3.8.1 Graphic production 45

3.8.2 SYRIC: Computerized system

for carpooling 45

3.8.3 School transport study 45

4. CONCLUSION

47

ANNEXE 1: GLOSSARY 48

LIST OF FIGURES

LIST OF FIGURES

PAGE

1 - Computer environment 4

2 - Hardware configuration 6

3 - General outline of activities 12

4 - Digitization of zone polygons 14

5 - Zone aggregations 15

6 - Survey data retrieval 19

7 - Representation of demographic data 19

8 - Station transit counts 21

9 - On-board counts 22

10 - Observed travel times 24

11 - Transit financial data 24

12 - Frequency distribution of generations totals 26

13 - Trip productions and attractions 26

14 - Trip demand corridors 27

15 - Evolution of transportation demand 27

16 - Digitizing environment 32

17 - Network coding 32

18 - Transit unes 34

19 - Transit capacity 34

20 - Traffic flows 36

21 - Frequency distribution of road travel times 36

22 - Road network isochrone unes 37

23 - Transit flows 37

24 - Metro ridership profiles 39

25 - Transit boardings 39

26 - Transit isochrone unes 40

27 - Analysis of fare structures 40

28 - Differences between simulated and observed

traffic flows 44

29 - Ridership comparison at metro stations 44

30 - Carpool matching program 46

I INTRODUCTION

1

INTRODUCTION

In the contemporary context of urban public transport, where citizen

participation has become increasingly important, where requests from the

public and from their elected officials have become more and more demanding

and where the costs are inexorably on the increase, the decision-making

process has become more and more difficult.

It is therefore necessary that accurate contemporaneous information be

available as a basis for assessing the current situation. It is also

essential to possess tools which enable the impact of administrative

decisions to be evaluated.

Since the effectiveness and the productivity of a public agency are

directly related to the speed and flexibility with which its employees

function, requiring them to work with unwieldy tools traditionally reserved

for use by highly specialized professionals would serve no purpose.

Moreover, the staggering quantity of resultats which these tools can

produce can never be fully exploited nor efficiently be transposed into

graphical form by manual methods.

In order ta maintain a high level of efficiency among its personnel and ta

provide the best possible service to the transport community, the

"Direction générale du transport terrestre des personnes" has followed a

course of acquiring flexible tools incorporating graphics techniques and to

render them accessible to ah l of its personnel.

It has therefore established an Information Systems Service to carry out

the following tasks:

Acquire, maintain and analyse ail relevant data with respect to

personal ground transport.

Develop or install models or procedures allowing for evaluation of road

and public transport policy or projects

2

3) Design and maintain management information systems.

The presentation which follows will attempt to show the approach adopted by

the D.G.G.T.P. in order to achieve these goals, with a particular emphasis

on the role of micro-computing hardware and computer graphics techniques.

The first part of the presentation is a summary description of the computer

environment which has evolved in our organization. This is followed by a

demonstration, using numerous examples of graphics results, of how our

activities are carried out in this environment. The reader will find, at

the end of this text, a brief glossary of the acronyms used and reference

index for the hardware and software products described.

2 COMPUTER ENVIRONMENT

COMPUTER ENVIRONMENT

Our computer environment, which we have attempted to illustrate

schematically in Figure 1, consists of an array of hardware facilities

supported and driven by a variety of software. The hardware has been

divided into three (3) categories:

mainframe,

mini and micro-computers

graphics equipment.

The software cla ssification, considerably more complex, has the following

general categories':

operating systems

communication systems

high-level languages

application software.

The illustration in Figure 1 is paradigmatic and while we recognize that

the classification is debatable, our primary purpose is a descriptive one

which will enable us to relate our actual transport activities to the

computer tools used.

2.1 Hardware Configuration

Figure 2 is a schematic representation of the hardware configuration,

where the pivotal point remains the mainframe operated by the Quebec

Automobile Insurance Board (RAAQ) in Quebec City.

An initial telecommunications une links the mainframe ta our IBM 5280

mini-computer under the VTAM protocol. The 5280, in addition ta

driving a une printer, allows for the emulation of IBM 3270

terminals. A number of PC-XT's can also carry out 3270 emulation

under VTAM communications with the mainframe.

SAS

SPSS

G PSS

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Computer environment

. MAINFRAME

5

A second telecommunications une links the mainframe to an intelligent

Tektronix 41168 terminal under the TCAM protocol. Numerous additional

communications links can be established locally using modems, which

also allow our micro-computers accessibility to other computers and

external data banks under the ASCII communications protocol (ex.:

Ecole Polytechnique, CRT, employee personal computers).

2.2 Mainframe

As we have seen, the mainframe is an AMDAHL 580/5860 operating under

MVS. We access this machine essentially using TSO and ISPF, although

other methods are available. Similarly, although this installation

supports several high-level languages, we use FORTRAN almost

exclusively.

Of the principal application packages available on the AMDAHL, the

most relevant to our purposes are:

UTPS - ("Urban Transportation Planning System"), developped by UMTA of

the U.S. Department of Transportation. This is one of the most widely

used transport planning packages in North America.

EMME/2 - (Equilibre Multimodal - Multimodal Equilibrium) is a

relatively recent package, developped by the Centre de Recherches sur

les Transports of the Université de Montréal and installed this year

on our mainframe. It is an interactive menu-driven package designed

to support ail network analysis and transport modelling functions.

MADITUC - (Modèle d'Analyse Désagrégée des Itinéraires en Transport

Urbain Collectif). This package was developped at the Ecole

Polytechnique de Montréal ta support functions related specifically to

operational planning for transit systems. It is characterized

primarily by its disagregated approach and by its data structures

which provide for more effective use of information available from 0-D

surveys.

IBM 5225

line printer

printer

printer

HP-7475A

plotter

figure 2

hardware configuration

6

Lprinter

L printer

AMDAHL 580

mainframe

VTAM calcomp

plotter

• • •

ç•I•1■ 11•••■• ••■ •■• ■■•.

TEKTRONIX

4116 8

calcomp

digitizer

calcomp

plotter

cassette hardcopy

hard-disk

7

SAS (Statistical Anàlysis System) and SPSS (Statistical Package for

the Social Services) are widely used statistical analysis and

modelling packages.

GPSS - (General Purpose Simulation System) is used primarily for

modelling stochastic phenomena, particularly traffic queues

approaching highway interchanges and toll booths.

2.3 Local Computers

2.3.1 "5280" system

At our Montreal location, we operate an IBM 5280 "distributed

data system", a mini-computer which, in addition to its

computing function, allows the terminals to be emulated as IBM

3270's in communication with the mainframe and also drives a

local line printer. This system includes an RPG compiler,

enabling us to develop, for example, interactive programmes for

survey data acquisition and validation. A complete budgetary

and cost control system for the D.G.T.T.P. has been established

in this way, as well as a data bank on Quebec Municipalities

incorporating pertinent informations for the D.G.T.T.P. (ex.:

city hall address, demographic patterns, licensed public

transport operators, etc.).

2.3.2 PC-XT micro-computers

For some time, the D.G.T.T.P. has recognized the potential of

micro-computers in transport planning and has moved towards

making this technology available to its professional staff

along with the proper software facilities.

Since their introduction, micro-computers have quickly become

an integral part of the working environment and an

indispensable tool in increasingly greater demand by our

personnel. Our choice of machines were the IBM PC-XT's, each

with 10 Mb of hard disk storage, and capable of emulating IBM

3270 terminals in communication with the mainframe.

8

Using modems a't 1200 baud, local communications can be effected

with software such as PC-Talk or PC-PLOT. The latter package

includes the very advantageous facility of allowing an IBM PC

to emulate a TEKTRONIX terminal driven by the PLOT-10

language. The PC-XT's can therefore function as development

tools for graphics applications which alleviates the heavy

demand placed on the TEKTRONIX terminal for production

purposes. As for languages, application programming is carried

out principally in PASCAL, supplemented by the ubiquitous BASIC

for the non-computer personnel.

Of the numerous application packages for the PC-XT available on

the market, the following three (3) are primarily used:

dBASEII: data base management language;

LOTUS 1-2-3: speadsheet with graphics;

Stat-Pac: statistical modelling and analysis package.

It is noteworthy that some of the D.G.T.T.P. employees own

micro-computers (es: Epson, Apple) and that these machines

have been effectively integrated into our environment.

2.3.3 TEKTRONIX 4116-B

This graphics device incorporates the Intel 8086 (+8087)

micro-processor, with 576 Kb of dynamic RAM. In this sense,

and particularly since it has been equipped with a 10 Mb hard

disk drive, it functions as a powerful micro-computer, under

the CP/M-86 operating system executing programs developped

locally. The only high-level language used for this

development, apart from the IGL graphics subroutine library, is

FORTRAN-86. The principal applications in local mode are the

digitizing programs to which we will refer later.

9

2.4 Graphics Devices

2.4.1 TEKTRONIX 4116-8

This machine constitutes the pivotai point of our

graphics applications. The screen is 630 mm (25 in.) with a

visible pixel array of 4096 X 3120. Three (3) I/O ports

provide R5232C interfaces to peripheral devices.

This apparatus can operate using TSO under TCAM communications

with the mainfame or under CP/M-86 in local mode. Regardless

of their origin, the graphics commands must conform to the

PLOT-10 language in order to be interpreted by the graphic

processor. The primary graphics applications are EMME/2 for

transport modelling and SAS-Graph and SPSS-X for data

analysis. There are two (2) graphics subroutine libraries

invoked by our in-house applications. IGL, from TEKTRONIX, is

general package which supports a wide range of computerized

draughting requirements whereas QPLOT was developped at the

Centre de Recherches sur les Transports of the Université de

Montréal specifically for graphic processing of transport

networks.

2.4.2 Digitizer

Another part of our equipment is an electromagnetic CALCOMP

digitizing table with dimensions of 1100 X 1500 mm (44 X 60

in). This device is normally linked to the TEKTRONIX 4116-8 to

carry out the digitization of networks and geographic zone

boundaries, but numerous other applications are possible

particularly since it can be driven by the IBM PC-XT's.

2.4.3 HP-7475 plotter

This small plotter, with maximum dimensions of 280 X 430 mm and

six (6) addressable pens, provides for high resolution colour

drawings. The graphics commands driving this device must

1 0

conform to the "HP-GL" protocol. In addition to in-house

applications, in PASCAL or BASIC, the plotter can also produce

drawings generated by LOTUS 1-2-3 from the PC-XT or by the

TEKTRONIX functioning as the host.

2.4.4 Calcomp plotters

We also have access to CALCOMP plotters capable of producing

drawings with four (4) colora on a 760 mm continous roll of

paper. These devices recognize commands in the CALCOMP

protocol only.

Interfaces have therefore been developped which allow the

plotters to be driven by applications such as UTPS, EMME/2 and

SAS-Graph or in-house programmes using QPLOT. The

"Calcomp-Preview" package is also available, which emulates a

Calcomp plotter for prior display and verification of the image

on a TEKTRONIX terminal.

3 PLANNING ACTIVITIES

11

PLANNING ACTIVITIES

In figure 3, we have tried ta schematically show the general organization

of activities related ta our transport data bank, according to eight (8)

principal categories, within each of which various subjects are

identified. We will summarily describe these subjects with particular

reference ta the specific computer aids, which we have outlined previously,

applied in each case. The list is not exhaustive, and indeed the headings

used are not immutable since in reality the differentiation between

subjects is far more fluid than it appears.

Of equal signifance in characterizing the organization are the two streams

into which the activities fall. The first is data analysis, in the

broadest sense. Software packages such as SAS, SPSS, LOTUS 1-2-3, Stat-Pac

or dBASEII are used in this context ta produce statistical or descriptive

analyses of the data.

The other stream cavera "transport modelling", where the objective is ta

model the supply of transport (the networks) and the demand for trips, and

then ta simulate volumes in the networks.

3.1 Zone system

3.1.1 Subdivision

Many of the activities related to urban transport planning

require a cartographic subdivision of the region into analysis

zones. However it is often the case that the subdivisions in

different data banks are mutually incompatible thereby

prohibiting the comparative analysis of data from different

sources. Moreover the zone systems are frequently too detailed

ta allow for rapid analysis of macroscopic phenomena.

I ZONE SYSTEM

DATA ANAUMS •4(

TRANSPORT MODELS

Subdivision

Digitization

Aggregation

Location

Equivalence

TRANSPORT DEMAND

Demand matrices

Demand projections

Modal split

TRANSPORT SUPPLY

Netword definition

Network digitization

Transit une coding

Network analysis

DATA BASE

Origin-destination

Surveys

Socio-demographic

Opinion polis

Employment

Land-use

AUXILIARY DATA

Traffic counts

Station counts

On-board counts

Itinerant vehicles

Travel times Financial statements of public transport operators

Car occupancy rates

SIMULATION

Traffic flows

Road travel times

Transit flows

Transit travel times

Iso-fare unes

Transit itineraries

OTHER ACTIVITIES

Graphic production

Syric

School transport

CALIBRATION

Traffic flows

Road travel times

Transit flows

Transit travel times

mi as am an ami MM MI es Mt win IM Me MI MI

figure 3

general outline of activities

11■11

13

3.1.2 Digitization

Digitizing the subdivisions offers a way of overcoming these

constraints since the resulting data can then be manipulated by

computer. In the first instance, the zone boundaries can be

used as a back-drop to spatially distributed results produced

by software such as EMME/2 or SAS (figure 4) as well - as by

in-house applications as will be demonstrated.

3.1.3 Aggregation procedures

The main advantage to the digitization lies in the use of

aggregation tables to create images of new zone systems

simultaneously with a corresponding aggregation of the data.

In this way, for the Montreal region, a rapid transition can be

made from a 1500 zone system to a 700 zone system, 149

municipalites or 66 districts (figure 5). The graphics

aggregation procedure is tied to the data representation

structure which is based on three (3) lists: the vertices of

the polygons, the edges of the polygons and finally the

assignment of the edges to specific zones.

3.1.4 Node location

Another capability arising from digitization is the automatic

identification of a zone associated with a network node or link

pinpointed by a graphics input technique. Graphics input on

the screen also allows for interactive creation of zonal

aggregation tables or extraction of survey data for pinpointed

zones.

3.1.5 Zone equivalence

This same procedure has enabled us to "recode" Statistics

Canada data available et the enumeration area level according

ta the MUCTC's base system of 1 500 survey zones. By

DATE: 21JUN84 MEURE:19.23.21 PAR: F.MONCRRIN

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15

16

identifying the zone in which the centroid of each enumeration

ares is located, a satisfactory recoding of the initially two

incompatible systems is achieved, albeit with some inevitable

overlaps. In the saine fashion, it is possible to associate

zone numbers with postal codes, which produces an aggregation

table useful, for example, in processing automobile

registration files without having to geocode each record.

17

3.2 The data base

Urban tranport planning is dependant on two major sources of

information:

- origin-destination surveys

socio-demographic data

3.2.1 Origin-destination surveys

Origin-destination surveys provide the means to not only

qualify the demand for trips between various analysis zones but

also to categorize and qualify that demand. We use primarily

the O-D surveys carried out by the MUCTC in 1970, 1974, 1978

and 1982, which cover the Montreal region with a semple varying

between 5% and 10% of ail households. Figure 6 shows a graphic

example of data extracted from a survey.

We have carried out additional O-D surveys in order to study

specific phenomena. Data acquisition and validation programmes

have been developped for surveys on board suburban trains or

express lane buses, to compile ticket counts for zoned fares

and to process small O-D survey data collected in outlying

suburban areas.

3.2.2 Socio-demographic data

The other major source of information is socio-demographic data

provided by Statistics Canada or by the Bureau de la

Statistique du Québec. Recoding programmes have occasionnally

been used for compatibility between the zone subdivisions. The

data includes, for example, population stratified by age and

sex, and may serve to forecast future demand within the context

of trip generation models. This category also includes

employment and land use data provided by the Ministère des

Affaires Municipales as well as information of an economic

nature.

18

Demographic data can often be represented by density, as in

shown in figure 7 which illustrates the population density by

urbanized hectare for the city of Laval.

3.2.3 Polis

These data are supplemented by various public opinion polis or

surveys concerning, for example, the fare structure for public

transport.

3.2.4 Analytical tools

Whether it is for transport modelling or simply to respond to

requests emanating from various parties concerned with

transport in the region, the analysis of these data represents

a significant part of our activities. The SPSS and SAS

packages are used on the mainframe, while tools such as LOTUS

1-2-3, dBASEII and Stat-Pac are available - for the

micro-computer. The actuel data acquisition is normally

carried out on the "5280" system, using the RPG language, or on

a micro-computer with dBASEII. Data from external sources are

usually provided on magnetic tape. Complete familiarity with

the data and software at our disposai allows us to quickly and

easily extract any information requested, according to the

specific requirements of the user.

NOMBRE D'AUTOS PAR LOGIS REPENTIGNY

FRECRIENCY

8808

II 111111111 2

N9AUTO

SOURCE: BANQUE DE DONNÉES ENQUÊTE O-D 1982

6080

4899

DENSITÉ NETTE DE POPULATION VILLE DE LAVAL

SOURCE: RECHERCHES ET STATISTIQUES VILLE DE LAVAL

DENSITÉ

leeele:4 U1S111n

MM.

0 A 0.0 P/144

38.39.0 P/MA

50 A 59.9 •4.14

70 4 71.0 P/MA

28-29.0 4/144

=1 4e A 49.0 4/64

68 A 69.0 P/MA

Min el A 89.9 P/MA

figure 6

survey data retrieval

figure 7

representation of demographic data

19

I 20

1

1

1

1

1

1

3.3 Auxiliary data

A wide range of other data used for specific purposes are incorporated

in our system.

3.3.1 Road traffic counts

By virtue of our access to information from the Quebec Ministry

of Transport and the Traffic Service of the City of Montreal,

as well as of other municipalities, have created a traffic

count data bank for calibration of our models. The survey

stations are located in a grid pattern which allows the margin

of error of simulations ta be evaluated and provides a means of

comparing production/attraction measures from the O-D survey

with entrances and exits at the cordon points.

3.3.2 Transit station counts

For public transport, entrance and exit counts at metro and

train stations are available, as well as specific additional

surveys such as movement counts at bus termini and at park-and-

ride lots. These counts lend themselves ta comparative

analyses with the results of simulations based on O-D surveys

(figure 8).

3.3.3 On-board counts

Counts on-board vehicules (trains or buses) allow the ridership

along lines ta be assessed. Using the LOTUS 1-2-3 package with

programmes written in PASCAL, a micro-computer procedure based

on ( 1 ) has been written for on-board ridership data acquisition

and analysis (figure 9).

( 1 ) Chapleau, R. et Baass, K-G.; Use of Supercalc ta compile and report

statistics in public transportation, Ecole Polytechnique, Montréal,

January 1984 (Presented at the 1984 Congress of the Transport Research

Board, in Washington).

Itinéraires 0—D vs Comptages NITRO - Ligne 1

20

15

10

t t

15

figure 8

station transit counts

21

)

-20 Ho Re Le Cals Yi P9 Jo Pr Ir PaBd SL PI MC Pi Cet Ch is 1g Fr a 111 :dg

Mont j\-,N Iiineraires 1111 ConsPia9.8

figure 9

on-board counts

C) CIL - PLAll DE TIMISPORT 1984 - 03SIGMA 44288 - COMPTES-A-BORD

Ligne Io. CIL: 60 Code DGITP: 460 Mos ligne: Direction: de RB Cap:

(versaB/deHB/Est/Ouest) Dates: Jour: Sem Rom abrege: C-6003

(Sem/Sa/Di) Ligne CTL Dir Jour

ARRET Die- Passagers a Bord PERIODE 'tance Teins

No. losud lo. Intereectico 0tml fan./ Pointe Creuse Pointe Creuse 24 x Utilisateurs Seq.C6TYP CTL ou incaliaation AR iour PH soir Meures Pte / 24 h

1 4269 1 Ter. KB 0.00 125 367 480 141 1113 54.36 2 4166 2 Laur/Cartier 1.45 134 399 500 150 1183 53.59 3 3247 S'Aar/Tourangeau 2.15 178 459 482 157 1276 51.72 4 3239 8 laur/Concorde 2.85 210 525 490 170 1395 50.18 5 3230 11 Laur/Gianchetti 3.63 204 589 473 177 1438 47.08 6 3228 14 St Martin/ Leur 4.66 256 740 515 209 1720 44.83 7 32/2 16 St lutin! Vallierres 5.08 274 777 512 212 1775 44.28 8 3220 17 St lutin! Sun Valley 5.37 278 832 510 209 1829 43.08 9 3219 20 St Rutin/ Industriel 6.22 252 817 506 206 1781 42.56

10 3215 21 St Martin/ Idiome 6.40 251 793 472 188 1704 42.43 Il 3216 22 St Martin/ Teaaier 6.85 247 772 442 179 1640 42.01 12 3217 23 C D Laval 7.76 229 723 442 187 1581 42.44 13 3172 24 Corbusier/St Martin 8.23 232 744 439 206 1621 41.39 14 3174 28 Carrefour/Corbusier 9.24 217 708 404 184 1513 41.04 15 3161 32 Carrefour Laval 11.01 144 378 327 166 1015 46.40 16 3162 35 Dan Johneoe/Fece LCHS 11.98 98 458 331 167 1054 40.70 17 4133 36C02000 12.58 84 442 304 163 993 39.07 18 4121 42 St Martin/Rayfield 14.01 35 404 252 141 832 34.50 19 4124 43 Labelle/Souvenir 14.63 23 406 225 118 772 32.12 20 4716 47 Motre Dame/Labelle 15.75 6 153 96 43 298 34.23 21 4718 50 notre Dane/75e Ave 16.29 4 79 55 14 152 38.82 22 4719 51 notre Dame/Coomedy 16.51 4 65 35 9 113 34.51 23 4132 54 Centre Hosp Juif Con, 17.15 0 0 0 0 0 0.00

3883 /Jour Eabarquents totaux: 428 1752 1176 527 64/Icor nombre de voyages: Il 25 14 14

60.67 Ombre de pais eoy/voysge: 38.91 70.08 94.00 37.64

heure:ale de charge: Periode CREUSE LE JOUR 09:018 à 15:300

Kou d'arret Io C.in : 1 1 2 2 3 3 4 4 5 5 6 6 7 7 8 8 9 9 0 1 5 0 5 0 5 0 5 0 5 0 5 0 5 0 5 0 5 0 5 0

Tern MB 4269 367 IhIu110t110utIIIlhIhIIu IuIuuIluuuuhII

Laur/Cartier 4166 399 •1111•4.1.1~1114•111141«111.“M•414~1**

LiUrnOtkrajnen 3242 459 eneeememeeemeenteeemeemeemerottememeese Laur/Concorde 3239 525 iffiffM.Mf■t44.111.114.4.N1Wel.....»..

Laur/Gianchetti 3230 584: mo*Heeme• St Martin/ Laur 3228 740 : meemeelifflememeemmeeeireeeemeteeemeeefeemmeeeremememeetessrememe St Martin/ Vallierr 3222 777 : erememememe*** St Bertin/ Sun Vaii 3220 832 mesemeeemememeameseeeseeemeemeemeeeemeemeremeffleemeemeemeteeneemeee St Martin/ Industri 3219 817 tttttt mammumenereweinimmearm***weefflifflefflumemmemmeeerafteeme St Martin/ Menama 3215 793 : femme». ******* »mem ***** eammetsiimmemememmes e St Martin/ Tessier 3216 772 . 1111411M•MMINM*MMINMINIMNINNIIMNINH.

C D Laval 3217 723 : Ifflef11•111MM5500404I4INIHM00MIMMII1N1IMMIFIfflell*

Corbusier/St Martin 3172 744 . f415400040001101.1144e.flffleeffIMINONNIM4M1111HIMMINFMMIN

Carrefour/Corbusier 3174 708 . 1.• ■■ M*1111 flele500111111111111.1.11NIMMINWIIIMONNIM

Carrefour Laval 3161 378 . 11111111011**

Dan Johnson/Face LCD 3162 458 . C D 2000 4133 442 : *HUM" ***** 111411 1111•••

5t Martin/Mayfield 4121 404: Labelle/Souvenir 4124 406 : •amemmeemememeememeeeeeseememeeeteme. Hotte Daae/Lahelle 4716 153 : eemeeeemeemeee. Notre Dame/75e Ave 4718 79 : mmesseu Notre Dane/Chosedy 4719 65 : moule* Centre Hosp Juif Con 4132 0:

lote: FACTEUR . 10.0

Doebre de voyages par periode (V) : 25 VOY/PER KM productifs (VEHIM.VeLZIGUEURLIGKE) : 428.75 VEM.KR Passagers embarques totaux par periode (E) : 1752 PASSAGERS Utilisation CUT.SUNCPASSABORD*DELTADIST” :9058.26 P0SS.18 Distance merise par passager (DX.UT/E) : 5.17 KM Indice de productivite kiloaetrique : 42.25 X

CIPK.(UTM08101■C0PII•100) Passagers / KM productif (PAVKR.E/V08IM) : 4.09 PASS/KR

22

23

3.3.4 Itinerant vehicles

In order to develop volume/speed relationships, essential for

estimating road traffic speeds at the peak period, a series of

routes were travelled by itinerant vehicles operated by the

M.T.Q. The resulting data, after processing, have led to a

categorization of the major elements of the road network in

the region and ta the establishment of a family of volume/speed

curves which will be used for simulation purposes.

3.3.5 Travel times

Itinerant vehicles provide measures only of travel times along

particular segments of the road network. However, in order to

obtain a more complete verification of simulated inter-zonal

travel times, a survey was carried out among two large

employers in the region (Lavalin and the Université de

Montréal). The processed data from this source can be

represented by maps of isochrone unes showing the spatial

distribution of road and transit network travel times (figure

10).

3.3.6 Transit financial data

Data related to the public transport fare structure have been

gathered in order to build zone-ta-zone fare matrices. In

conjunction with this, data has been collected according to a

format that will facilitate analysis, using LOTUS 1-2-3, of

ridership, revenue and operating costs of public transport

operators (figure 11).

3.3.7 Car occupancy rates

Finally, surveys of private vehicle occupancy carried out at

various observation points, are available for the morning peak

period.

Svolution durant ta pariade 1978 - 1984 70%

D C. T. L.

19'77 19178 1979 1980 1981

1111NBES + C.2C.U.M.

1983 1982 1984

o C. T.R.

65% -

35% -

30% 1976

figure 10

observed travel times

LIGNES ISOCHRONES -- RESERU ROUTIER 82 TEMPS OBSERVES SELON L'ENTE -- DESTINRTION L'UNIVERSITE DE MONTRERL

DGTTP

I

‘-,-,,

/ r

„,

/

/

•.,---

I 7

_ r.„,, fi ,,...,j11-/•-•-_,---7-4 ̀1 v, ( , --- ' , ------- .1 \ /

(\_,) ', . «,•,,," L...-

, ■

, ._ 1 ‘0 -

,, • r .. ° ------- ,r ‘-"

e ,,

nimisme DES TRANSPORTS OU OUEBEC DIRECTION GENERRLE OU TRANSPORT TERRESTRE DES PERSONNES DANDUE

DE DONNEES DE LA RECION DE MONTRERL

ORTF: 23RU084 MEURE16.16.19 PAR: F.MONGRAIN

figure 11

transit financial data

24

• AUTOFINANCEMENT DES RESEAUX

25

3.4 Transport demand

Modelling on the basis of demand data assumes several forms.

3.4.1. Demand matrices

In the first instance, there are Origin-Destination trip

matrices to be loaded onto the networks in order ta produce

assignments. These matrices can be constructed for any system

of zones defined by the user.

Graphical representation of these data is essentiel considering

the enormous quantity of information which they reflect, and

numerous methods are available.

Histograms, for example, can be produced to demonstrate the

distribution of the number of observations in each element of

the matrix. This provides a visuel indication of the number of

elements which are empty or have negligible values and could

therefore serve ta redefine the subdivision of the zones. A

more effective technique of quickly evaluating the homogeneity

of the zone system is a frequency distribution of system

production and attraction totals (figure 12).

The trips production and attraction totals can be spatially

represented by bars which immediately indicate the relative

importance of trip generation (figure 13). The illustration of

trip demand corridors becomes a simple, instantaneous task,

allowing the planner ta effect numerous analyses with a minimum

cost in terms of time and without constraints on the quantity

of data which he can examine (figure 14).

A matrix can also correspond ta the difference tetween two

other matrices. Hence the comparison of two demand matrices

corresponding to different points in time will immediately

reveal the zones of significant increase or decrease. Figure

15 shows the evolution of demand, in terms of trip production,

for a part of the Montreal region between 1978 and 1982.

■!!0'.' .05". Mr.•

MWERU'

m'yin

PLOT MATR I X MF05: TCTBP 1 TOTAL 751 ORIGIN AND DESTINATION

fir UMM.

SCALEs 58

103118

8888

6055

4811

2888

-211110 •

85NDOIM 50513/583134

UR. 6108/50403

EMME/2 PROJECTsPLAN OE TRANSPORT EN COMMUN - VILLE DE LAVAL - 51E804I0 Os ANALVSE DE LA DEMANDE SUR I D IST RI C T S RAMIS *1055* TCTSPI TRANSPORT COMMUN TOUS BUTS POIN'E

DATE, 04 88 21 MOULEI 3.13 1)555,8836/ CD

. .. . •

I

figure 12

frequency distribution of generations totals

PLOT H ISTOGRAM OF IIDE32: PROATT 5165175 5151 VILLES, errrn.

PREOUEMY

35

32.5

38

27.5

25

22.5

28

17.5

I.

7.5

,2.5 _

—

_.

_

_1._

.._ _r- ■ Lfl

Lr-.«.

MOIM PROATT

OUT OP RAME BELLA8, 4515E, I:

WEIINT ME

MEA/11136.7895 STO :1386.1948

0 2511 588 TM 10010 1250 ISUS 1750 MM MOMs PMATT

EMME/2 PROJECTsDOTTA -- VALIDATION DES RESEAUX 1932 MATRIM 8002, PROATT 501111E PRODUCTION ET ATTRACTION

DATE, 84 86 21 NMULE. 3.I6 USER:11630/ CD

figure 13

trip productions and attractions

26

ere PLOT MATR I X MF03: MT7882 TOTAL FOR SAISIR AND DESTINATION

SCALE: 180

El 18061

1311111

H, 66111

4431111

e

VINDOW: LL, 5EI28/61292 UR, 6261/68S42

E15IE12 PROJECT: COPPARAISON ENCUETE 00 1076 ET 1082 SCENARIO la DECOUPROE EN 66 DISTRICTS SELON L . ENDUETE 00-113713 NATRIX AF831 EIT78112 DIFFERENCE 11382-107814PM

DATE, 64 16 22 MODULE: 3.13 USER.1630/ CD

27

figure 14

trip demand corridors

figure 15

evolution of transportation demand

1

PLOT MATR I X MPOS: TCTBR1 MATRI X BE on PAIRS ere2

SCALEI SA

4a

au

la»

VIMY: IL: SESII/S8304 UR, 6188/68688

DATE: 134 86 21 MODULE, 3.13

_USER:86313, CD

EMME/2 PROJECT, PLAN DE TRANSPORT EN COMMUN — VILLE DE LAVAL — SCENARIO EN AAAAA SE DE LA DENANDE SUR 6 DIST. ICrS MATRIX AF1161 TCTEIP1 TRANSPORT COMMUN TOUS BUTS POINTE A...

28

3.4.2 Demand projections

Certain studies require the projection of demand for future

time horizons. This procedure generally incorporates four (4)

steps:

population projections

employment projections

trips generation

trip distribution

Failing alternative means of forecasting, the previously

described data base is used to develop a cohort survival model

in order ta predict future population levels. For employment

forecasts, data is provided by sources such as the OPDQ and

MAM.

The traditional methods of aggregate trip generation have been

rejected, since statistical analyses have shown that the

socio-demographic variables available in the data are not

sufficiently explanatory. As an interim alternative, linear

projections of population cohorts and employment levels by

category are used, and a disaggregate trip generation model is

concurrently being tested.

A gravity model has been formulated for the purpose of

re-distributing the trip matrix compiled directly from the O-D

survey. Calibration of this model is currently in process.

We are also working with stochastic methods for temporal

projections of demand matrices as a function of "observed"

matrices which are available at four (4) previous points in

time, corresponding to the O-D surveys in 1970, 1974, 1978 and

1982.

29

3.4.3 Modal split

We are not unaware of the currently extant problems inherent in

the standard aggregate bi-modal split model, as our experience

has shown that its explanatory power is limited. We are now

developping procedures for estimating mode choice using, among

others, the MADITUC package, in a disaggregate context.

30

3.5 Transport Supply

3.5.1 Network definition

Computer graphics software, particularly when it is

interactive, has become an indispensable tool for coding

transport networks. A computerized representation of the road

network has been created incorporating highways, arterials and

major collectors for the entire region of Montreal. In the

same context, ail of the significant public transport unes

have been coded for the morning peak period.

Although we use three (3) distinct software packages for

transport modelling (EMME/2, MADITUC and UTPS), we have

constructed a unique network which each package can transform

into its required data representation. The public transport

networks are constructed in terms of this base network. With

this integrated approach, not only is data processing minimized

but the sofware packages can be interfaced through I/O

procedures. For example, the flow on a link simulated by

MADITUC can become an attribute of the same link in the base

network used by EMME/2. The management of this universal data

base is carred out on the mainframe, by FORTRAN programmes or

by TSO commands.

3.5.2 Network digitization

In order to code the networks in a systematic and efficient

manner, we have developped an interactive data acquisition

system using a digitizing table. Figure 16 illustrates the

configuration of the system.

The digitizing tablet with the mouse is used to pinpoint

network nodes (street intersections or transit stops) or ta

trace non-linear network links. The graphic coordinates,

31

within the space of the tablet or the graphic display area of

the video screen, are converted to the coordinates defined by

the user according to the scale and origin of the superimposed

map.

The command menu at the top of the video display provides a set

of commands corresponding to the different keys on the mouse.

Each key is programmed to activate a initial node location and

numbering or link distance calculation.

The dialogue area at the bottom of the video display is used to

send instructions and simple prompts to the user. The required

answers are Y(es)/N(o) responses or alphanumeric information

corresponding to node and link attributes (e.g. node numbers,

street names, volume/speed categories, etc.).

As the network information is obtained from the digitizer, it

is simultaneously displayed in the graphics area of the video

unit as a visual aid to the user. In this way, node and link

files, as diplayed in figure 17 by EMME/2, can be quickly

generated.

3.5.3 Transit une coding

As we have mentioned, the public transport lines are coded on

the universal road network (figure 18). Since each of the

three (3) simulation packages has its own particular features

with respect to transit une representation, a unique,

integrated coding would not have been warranted. However, the

integrated nature of the node and link data facilitates the

task on analysis because familiarity with only a single network

is required. Moreover it allows, as we have indicated, a

transfer of assignment results, when required, from one package

to another.

hardcopy

plotter Zn/MM

GRAPHIC TERMINAL

TEKTRONIX 4116B

MAINFRAME

mouse

HOST COMPUTER

menu

graphic

display

area

dialo

1

figure 16

digitizing environment

DIGITIZER

figure 17

network coding

BASE NE TWORK

tM , :t33: OWT I

:11.• .311-1 e.

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411 4e. e.r.1.

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ENNE/2 PROJECt.D0714 -- VALIDATION DES RESEAUX IO2 SCENAAIO I: TRANSAORT EN AuT011091LE .VENICULES. 1092

DAtE: 84 98 22 140311-E, 2.13 VSER:8830/ AS

32

33

3.5.4 Network analysis

Certain analyses specific ta the networks can be carried out

graphically. In terms of the road network, certain types of

roads, for example, can be extracted from the data bank and

their transport capacities displayed cartographically.

From a transit perspective, service levels in terms of seating

capacity on the lines can be shown (figure 19). A further

possible application is the extraction of bus lines according

ta criteria such as municipalities, the number of zones

serviced or theresholds on the numbers of passagers

transported.

EMME/2 PROJECT: - - D.O.T.T.P. - - BANQUE DE MINUS DE LA AMON DE NONTRE SCÉNARIO 2888: TRANSPORT EN COMNum -- 12 8 2

LIN( TYPES. I TO 98

MIMES. MITAI

MOISIT LINEls AU LI/88

WINDOVs LLs 9121/9e311 UR, 8118/58487

DATE: e4 OS 22 MODULÉ, 2.23 USERse8181/ 18

Port

I Mortreall

TRANSIT LINES

TRANSIT LINES ON BASE NETWORK SEATED CAPACITY PER HOUR iefe

DATE, 84 Se 22 MODULE, 2.23

_USER:1610/

EMME/2 PROJECTs - - D.8.T.T.P. - - SAME DE DONNÉES DE LA REOION DE MONTREAL SCEMARIO 21108s TRANSPORT EN COMMUN -- 902

SEULE. 3811

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plegmq

imam'

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WINDOWs Lls 8825/91442 UN. 8893/511482

LINK TYPES, 1 TO 041

TRANSIT LIMES, ALL LINES

figure 18

transit unes

figure 19

transit capacity

34

35

3.6 Simulations

Transport simulation consists of the prediction of network flows

resulting from the convergence of demand with supply.

3.6.1 Road traffic flows

Traffic simulations estimate equilibrium flows on the principal

components of the road network. The flows can be graphically

represented by bands of widths proportional to the volumes on

the links chosen (figure 20).

3.6.2 Road travel times

Since travel times and volumes are related in term of the

volume/speed functions, the analysis of each is inextricably

linked with the other. The travel time frequency distribution

can be studied either in the form of a histogram or as a

cumulative curve. Figure 21 represents weighted frequencies

for car trip demand.

For the analysis of travel times, one of the most effective

graphics techniques has been the plotting of isochrone unes.

Depending on whether a row or column is extracted from the

inter-zonal time matrix, contours of equal time, respectively

from any production zone or any attraction zone to ail other

zones, can be created (figure 22). These images can also be

represented in three-dimensional from, by defining the time

values as "altitudes".

3.6.3 Transit flows

In the same manner, the flows on transit corridor can be mapped

with a clear illustration of the ridership levels (figure 23).

This illustration can also be restricted to specific ridership

on particular unes.

figure 20

traffic flows

AUTO VOLUMES

. TO .. ri ree,f ,ff if_■4ref#4 wLrP,

.

o,

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Port mo,,ea

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,

c?

,

: •

.

_ .....

. .Lse oss s SEAUX 892 8

,:„,,.... :, u"'",s, 6.:

TOM09ILE cVEMICULES1 1982

figure 21

frequency distribution of road travel times

PLOT HISTOGRAM OF MF02: CARTIM DERSITT CACTUAL VALUES, efe2

414EOUENCV CONSTPAINT.

',FOU. [ARISA

1 119811

1

li lir LOVER, 3 UPPER. 159 DCUJDE

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1C121 CARTIM

EI9E/2 PROJECT. D OTTP -- V AL I DA T ION ass RESEAUX 9622 DATE, 84 08 21 MATADI *FUI CARTIN MATRICE DES TENPS AUTOS NODULE, 3.18

USERAIS», CO

36

TRANSIT AND AUXILIARY TRANSIT VOLUMES

LIN T'IPES. I TC 00

, THRESNOLD. • • LOYER. 1008

UPmEN• Namur

WINDOW. LLt 6177111101 UMM 4210128207

I 37

figure 22

road network isochrone unes

LIGNES ISOCHRONES -- TEMPS SIMULES EN POINTE OU MATIN --

RESEAU ROUTIER ORIGINE VIMONT (LAVAL)

DGTTP

\

\ \

-

, !

,

I '

P

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NINISTERE DES TRANSPORTS DU OUEBEC DIRECTION GENERALE DU TRANSPORT TERRES ,RE DES PERSONNES NARGUE DE DONNEES DE LA REGION DE MONTREAL

DATE, ASER,» MELPER 9.05.22 PARI F.MONDRAIN

figure 23

transit flows

ENNEY2 ANOJECit - — D.O.T.T.P. — ANNALE DE DONNEES DE LA 199109 0€ NOME& I DATE* 04 NU ACENARIO 2111, TRANSPORT EN COMMUN - — 1002 MODULE, 4.22

AI

38

Figure 24 shows the ridership profiles for the morning peak

period on three metro Unes of the MUCTC. These volumes

correspond to itineraries described in the 1982 O-D survey, as

validated by MADITUC. The figure was produced by SAS-Graph

using MADITUC files.

Another interesting illustration demonstrates passenger

movements at network nodes. Examples are initial boarding

volumes, transfers, total boarding volumes, alighting volumes,

etc. These schematic images immediately reveal not only the

zones where ridership is most important but also the major

demand corridors, where proposals for infrastructures of medium

or high capacity would be appropriate (figure 25).

3.6.4 Transit travel times

In contrast to the road network, travel times public transport

are not dependant on flows in the infrastructure so that the

simulation results are really a replay of the initial

"Transport Supply". Nevertheless, the same analyses as for the

road network apply here, ie:

travel time distribution

isochrone unes (figure 26)

3-D time surfaces

3.6.5 Iso-fare unes

Our programme for plotting iso-fare lines incorporates a

procedure to analyse the costs and levels of service of public

transport. The procedure calculates and maps break-even fares,

in terms of demand and the allocation of operating and capital

costs to transit users according to various formulae. Figure

27 illustrates, for the CBD, the equilibrium fares for a

scenario where the user would defray 75% of operating costs and

25% of capital costs with the deficit supported by government

subsidy.

Ligne 1 Angrignon

Henri-Bourassa

Honoré-Beaugrand

"11,11 . 1i

, (tele

Ligne 2

Ligne 1

Plamondon

Ligne 2 Lionel-Groulx

Berri-De Montigny

Longueuil

Ligne 4

figure 24

metro ridership profiles

RÉSEAU MÉTRO CTCUM

figure 25

transit boardings

a.m. peak period

TRANSIT VOLUMES AT NODES TOTAL 80ARDINSS .

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EMME/2 PROJECT: - - D.O.T.T.M. - - BANQUE DE DONMEES DE LA REDION DE MONTREAL S ONTEI 84 88 86 SCENARIO lems TERNSPORT EN COMMUN - - - le 8 2 - - - MODULE: 6.22

USER:8538/ p■

39

•

figure 26

transit isochrone unes

LIGNES ISOCHRONES -- TRRNSPORT COLLECTIF TEMPS SIALLES EN POINTE OU MATIN POP UTPS -- DESTINATION CENTRE-VILLE DGTTP

re

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MINISTER( 0E9 TRANSPORTS DU OUEREC DIRECTION GENERALE OU TRRASFORT TERMSTRE DES nRscffles SAME DE DONNEES DE LA %MM CE MONTREAL •

DATE , muges MEURE 9.03.32 PAR: F MONGRA(N

figure 27

analysis of fare structures

LIGNES I SO- TRR I FR IRES CDONNEES 1978) INTERVALLE $20. ICARTE-MENSUELLE/ -- DESTINPTION CENTFE -VILLE DGTTP

,

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DIRECTION GENERALE OU TRANSPORT TERRESTRE CES PERScPoiES CENT MUE-MENSUELLE . NO. MOYEN DE DEFLACEMENTS (44 / MOIS) • TARIF DE USE HYMNE« DE TARIF. 500 COUTO D'IMADOILISATICN - 750 COJTS D'EXPLOI/RtION

CATE. 2S.02E4 ME4WE:11.53.4e PRR. M.N./F.M.

40

41

3.6.6 Disaggregated itinerary analysis

Although not by definition a simulation package, the MADITUC

software, which has been recently installed, serves as a basis

for disaggregate analysis of trip itineraries arising from the

MUCTC 0-0 survey. Among other purposes, this facility will be

applied to studies of choices between modes of access to metro

and suburban train stations as well as to the conventional

modal split between car and transit.

42

3.7 Calibration

The calibration of transport models is a distinct stage of the

modelling process in which simulation parameters, including the

volume/speed functions, are adjusted by comparison of simulated

results with those observed in the networks during the period to which

to the data base corresponds.

3.7.1 Road traffic flows

The differences between simulated and observed flows can be

graphically mapped in order to rapidly assess the extent and

spatial distribution of errors in estimation (figure 28). This

is supplemented by report generation procedures which produce

the results of successive calibrations with indices measuring

the performance of each step.

3.7.2 Road travel times

Another means of identifying weaknesses in the model is by

comparison of the simulated and observed times in the network,

of which one representation may be histograms of the

differences between both time matrices.

The comparison of isochrone plots for observed and simulated

times can serve to identify those corridors where adjustments

should be made. Finally, the spatial representation by zone of

the discrepancies in travel time will clearly high-light those

sectors where there are significant errors of estimation.

43

3.7.3 Transit flows

The availability of entry and exit counts at stations allows

for the creation of histograms which are useful in evaluating

the performance of the assignment models (figure 29).

Similarly, by superimposing simulated riderships profiles on

the corresponding observed profiles, the difficulties in the

modelling process are isolated. However, it should be noted

that the temporal heterogeneity of the observed counts, the

surveyed 0-D data and the simulation results is a mitigating

factor which complicates - the calibration of the models.

3.7.4 Transit travel times

As in the case of the road network, the estimated transit

travel times can be compared to observations in the following

formats:

distribution of differences

comparison of isochrone maps

spatial representation of differences

ereF AUTO VOLUMES DIFFERENCE SCENARIO 2 - SCENARC

E1!E,2 PROJECTIDOTTP -- VAL:DATION DES RESEAUx 082 SCENARIO 21 COMPARAI SON DES COMPTAGES ISCENARIO 21 VERSUS LES VOLUNES SIMULE ICENARIO Io TRANSPORT EN AuTORO BILE ovERIEUUS) 188 2

DATE: 04 86 86 mODULEo 8.13 25E2,8630/ AB

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24

22

20

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al" 14 cru c 0 a 12 — o .c 4Ê, 10

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o

figure 28

differences between simulated and observed

traffic flows a.m. peak period

figure 29

ridership comparison at metro stations

44

Sortants, Métro Ligne 1 Période de pointe du matin

Ho Ra La Ca As VI P9 Jo Pr FrPaBdSLPAMGPI Gy Aw Ch Ls Eg Vr JI MkAg

Stations IZZ Comptes

(‘-"Çj

itin.ba

g3SD UTPS

4 CONCLUSION

45

3.8 Other activities

There are several other activities which we carry out generally in

response to specific requests, and which do not fall into any of the

above-mentioned categories. The following three examples suffice to

illustràte their variety:

3.8.1 Graphic production

We are occasionally required to generate specific illustrations

to be included in various reports or presentations produced by

the D.G.T.T.P. Sofware such as LOTUS 1-2-3 provides flexible

tools for responding efficiently to these requirements.

3.8.2 SYRIC: Computerized carpooling system

SYRIC is an in-house application for carpooling developped -for

"Covoiturage-Québec" and with their assistance. The package

written entirely in dBASEII, is menu-driven on a

micro-computer, with simple dialogue between the user and the

screen (figure 30). The package is currently installed and

available at "Covoiturage-Québec".

3.8.3 School transport study

School transport constitutes an additionnai concern of the

D.G.T.T.P. and a working group is currently examining the state

of the school bus fleet in the province, for which a data base

was built by merging information from the R.A.A.Q registration

files with data obtained from financial statements of fleet

operators with membership in A.T.E.Q. This first step was done

using S.A.S. on the main frame, but ail subsequent analyses can

be carried out locally on a micro-computer using the Stat-Pac

or LOTUS 1-2-3 packages.

figure 30

carpool matching program

SYRIC

MENU DU PROGRAMME DE SAISIE

Commence un nouveau fichier de participants Continue d'ajouter des participants au fichier Revient au menu principal

VOTRE CHOIX 11 a 3)7:3:

SYRIC

MENU DU PROGRAMME DE MISE-A-JOUR

Modification au fichier maitre des participants. Rayage d'un participant dans le fichier-maitre.

.3) Retour au menu principal.

votre choix ---):1:

SYRIC

MENU DE L'EDITEUR DE RAPPORTS

Totaux sur les participants du fichier-maitre. Liste et modification des itinerairem de fourgonette et taxi Sommaire des participants. Rapports de groupement. Retour au menu principal.

VOTRE CHOIX 11 a 5)7:5:

46

Bonjour JEAN

ton dernier acces fut le 27/06/84

Date d'aujourd'hui ? (JJ/MM/AA) :30/06/84:

MENU PRINCIPAL

I) Ajout . de nouveaux participants Regroupement des covoitureurs Mise-a-jour ou modifications aux fiches des participants Editeur de rapports Fin de session

VOTRE CHOIX (de 1 a 51:5:

Nom --):GILLES Votre Prenom --):JEAN

SYSTEME DE REGROUPEMENT

INFORMAT . I.SE

DES COVOITUREURS

OT DE PASSE --):SYRIC

SYRIC

ESSAI S 1

Current date is Tue 1-01-1980 Enter new date: 6-30-84 Current time is 0:00:37.51 Enter nec time: 11

The IBM Personal Computer DOS Version 2.00 (C)Copyright IBM Corp 1981, 1982, 1983

C)cd‘dbase

C)SYRIC

SYRIC

MENU DU PROGRAMME DE REGROUPEMENT

REGROUPEMENT DE(S):

Derniers participants inscrits au fichie saisie. Certain participants .choisis. Tous les participants non-groupes Tous les participants connus Revient au menu principal

NOTE: les choix 3 et 4 peuvent necessiter beaucoup de temps.

VOTRE CHOIX (1 a 5)7:5:

47

CONCLUSION

Three years ago, there were no more than five professionnals working on a

regular basis within a computerized environment in our organization. But

as the environment itself has evolved, particularly with micro-computer

technology, it has absorbed a growing number of our personnel, bath

professionals and techniciens, more than thirty of who, not including about

ten secretaries capable of data entry tasks at the terminals, are now

making extensive use of the tools available.

Many tasks are now effected interactively. Validation of data is done

simultaneously with its acquisition and in many cases the analyses are

carried out with interactive graphics.

We foresee extending this process of computerization to incorporate our

library and our draughting facilites.

Computer graphics and micro-computers have become a part of our daily

working environment.

GLOSSARY

GLOSSARY' OF ACRONYMS USED IN THE TEXT

A.T.E.Q. Association des Transporteurs d'Écoliers du Québec

CALCOMP California Computer Products Inc., Anaheim, CA 92801

CBD Central Business District

CP/M-86 Digital Research, Pacific Grove, CA 93950

C.R.T. Centre de Recherche sur les Transports, Université de

Montréal

C.T.C.U.M. Commission de Transport de la Communauté Urbaine de Montréal

dBASE II Ashton-Tate, Culver City, CA 90230

D.G.T.T.P. Direction générale du transport terrestre des personnes,

M.T.Q.

EMME/2 Équilibre Multimodal-Multimodal Equilibrium, from the C.R.T.

G.P.S.S. General Purpose Simulation System, from IBM

HP Hewlett-Packard Company, San Diego, CA 92127

HP-CL Hewlett-Packard / Graphics Language

IBM PC-XT IBM Personal Computer, model XT

IBM 5280 Distributed information system, IBM

I.G.L. Interactive Graphics Library, Tektronix

INTEL Intel Corporation, Santa Clara, California 95051

I.S.P.F. Interactive System Productivity Facility, IBM

LOTUS 1-2-3 Lotus Development Corporation, Cambridge, MA 02142

MADITUC Modèle d'Analyse Désagrégée des Itinéraires en Transport

Urbain Collectif, École Polytechnique de Montréal

M.A.M. Ministère des Affaires Municipales du Québec

M.T.Q. Ministère des Transports du Québec

O-D Origin-Destination

0.P.D.Q. Office de Planification et de Développement du Québec

PC-DOS Disk Operating System (IBM Personal Computer)

PC-PLOT Tektronix 4010 Terminal Emulator, Microplot Systems

Co., Columbus, Ohio 43229

PC-TALK Pc-Talk III Communication Program, Freeware, Tiburon,

CA 94920

PLOT-10 Plot-10 Terminal Control System, from Tektronix

48

49

QPLOT Graphic subroutine library, from the CRT

R.A.A.Q. Régie de l'Assurance Automobile du Québec

RAM Randon Access Memory

R.J.E. Remote Job Entry

RPG Report Program Generator, IBM

RS-232 Standard RS-232 (Electronic Industries Association)

S.A.S. Statistical Analysis System; SAS Institute Inc., Cary,

North Carolina 27511

SNA Systems Network Architecture

S.P.S.S. Statistical Package for the Social Sciences, SPSS

Inc., Chicago, Illinois 60611

STATPAC Statistical Analysis Package, David S. Walonick, 1983

SYRIC Système de Regroupement Informatisé des Covoitureurs,

D.G.T.T.P.

TCAM Telecommunications Access Method

TEKTRONIX Tektronix Inc., Beaverton, Oregon 97077

T.S.O. Time Sharing Option

U.M.T.A. Urban Mass Transportation Administration, Washington

U.T.P.S. Urban Transportation Planning System, from U.M.T.A.

VTAM Virtual Telecommunication Access Method