Presented by:Presented by:Pascal Volet, ing.Pascal Volet, ing.City of MontrealCity of Montreal

TRB Technical ConferenceTRB Technical ConferenceMay 9, 2007May 9, 2007

A Multi-resolutionModelling

Framework in the Montréal Area

A Multi-resolutionModelling

Framework in the Montréal Area

1Co-authors: Christian Letarte & Francine LeducCo-authors: Christian Letarte & Francine Leduc

Introduction

In order to fulfill its responsibilities in terms of urban development and accessibility, the City of Montreal faced the fact that it had to be better equipped in terms of modelling and forecasting.

L’Acadie Interchange

Parc / Pins intersections Notre-Dame/Sherbrooke Roundabout

Modelling in the Montreal AreaModelling in the Montreal Area

Its Strengths Its Strengths ::

- 25 years of experience based on rich OD surveys - 25 years of experience based on rich OD surveys (5% household sample every 5 years)(5% household sample every 5 years)

- Integrated regional modelling of transit and auto - Integrated regional modelling of transit and auto - Implemented at the modelling group (SMST) of MTQ- Implemented at the modelling group (SMST) of MTQ

(Ministry of Transportation for the province of Québec)(Ministry of Transportation for the province of Québec) - Dependable traffic volumes on the primary road network- Dependable traffic volumes on the primary road network - Can generate sub-area demand matrices - Can generate sub-area demand matrices - Only tool for traffic forecasts (external inputs needed)- Only tool for traffic forecasts (external inputs needed) - Recently adapted to tour-based modelling (mode switching)- Recently adapted to tour-based modelling (mode switching)

The EMME/ 2 based regional model

Montréal regional dataR² = 0.89

Notre-Dame Project area dataR² = 0.56

R² : Statistical measure of how well a regression line approximates real data points The objective for a transportation simulation model is a value of 0.90 and above

The EMME/ 2 based regional model

Its limitations :Its limitations :

- Simulation of congestion and gridlock (static model)- Simulation of congestion and gridlock (static model)- Implicit land-use (involves external data input for major changes)- Implicit land-use (involves external data input for major changes)- Aggregate intersection control analysis (Volume/Delay curves)- Aggregate intersection control analysis (Volume/Delay curves)- Notre-Dame Project : Regional calibration not adapted to the smaller project area- Notre-Dame Project : Regional calibration not adapted to the smaller project area

Modelling in the Montreal AreaModelling in the Montreal Area

Modelling in the Montreal Modelling in the Montreal AreaArea

The original analysis network, extracted from the EMME/2 regional model

The Dynameq modelling tool

The choice of unreleased software* in 2004 was a risky decision, but the results have been conclusive and successful.

Requirements for software implementation

• Creation of a dedicated modelling team within the Notre-Dame modernization project (model set-up and data collection)

• Collaboration with the MTQ in exporting the base data from the regional EMME/2 model(EMME/2 operated at the City with MTQ oversight)

• Continual updating of changes within the study area perimeter (signal timing and phasing, stop controls, signing and striping, etc.)

* Dynameq 1.0 officially released in 2005, now at version 1.2

The traffic and travel modelling componentsThe traffic and travel modelling componentsat the City of Montrealat the City of Montreal

The traffic and travel modelling componentsThe traffic and travel modelling componentsat the City of Montrealat the City of Montreal

Chronic road congestion problems call for specialized tools in order to pinpoint the impact of transportation network improvements

For solving existing traffic problems or forecasting future transportation conditions, simulation models are at the centre of all analyses

New DomainNew DomainSoftware in developmentSoftware in development

Dynamic Assignment – Urban ModelMedium Scale

DYNAMEQ Software

Micro-simulation – Arterial ModelSmall Scale

SimTraffic or VISSIM Software

Static Assignment – Regional ModelLarge Scale

EMME Software

Notre-Dame project areaR² = 0,88

When comparing similar modelling areas, dynamic assignment based Dynameq is more precise than the static based EMME/2 regional model

DYNAMEQ

Notre-Dame project areaR² = 0,56

EMME/2

Dynameq Output ResultsDynameq Output Results

Dynameq Output ResultsDynameq Output Results

AM peak hour – travel time in seconds

PM peak hour – travel time in seconds

Travel time data collection – 21 runs yielding 39 segments

Travel times vary from 3 to 25 minutes observed per segment

Dynameq Output ResultsDynameq Output Results

Traffic situation on the network during the PM peak (5:15)

Congestion – Notre-Dameapproach to Frontenac (LT)

Congestion – Ontario St. approach to Papineau (RT)

Congestion – Sherbrooke St. approach to Papineau (RT)

Dynamic assignment advantagesDynamic assignment advantages

Comparing various design options allows for optimization of the ultimate solution

The differences are in the geometric configuration to the Ville-Marie tunnel westbound approach.

For Option Y congestion begins after de Lorimier Street

Option X Option Y

For Option X congestion begins before de Lorimier Street

Several different design projects can be evaluated simultaneously

Dickson Street closure

Viau and St-Clément functionning as two-way streets

L’Assomption Blvd. extension

Pie-IX / Notre-Dame grade separation

Souligny Ave. Extension and new neighbourhood connections

Dynamic assignment advantagesDynamic assignment advantages

Mitigation construction example for the Notre-Dame project:

1) One lane per direction on Notre-Dame (instead of 2), between A-D-Roy and Ste-Catherine

2) One lane per direction on Ste-Catherine (instead of 2), between A-D-Roy and Notre-Dame

Other Dynameq ApplicationsOther Dynameq Applications

Long term construction mitigation measures can be tested

Increase on Sherbrooke

Increase on Hochelaga

Increase on Ste-Catherine

Decrease on Notre-Dame

Increase on Frontenac

Difference beween the mitigated scenario and the present situation

Limits of the dynamic assignment tool Limits of the dynamic assignment tool

Conventional micro-simulation tools needed in order to perform the following tasks

• Detailed multiple lane changing behaviour, lane sharing

• Pedestrian and cyclist interaction

• Individual vehicle queueing visualization

• Signal timing and phasing optimization (Synchro/SimTraffic)

Micro-simulation using Synchro/SimTraffic Micro-simulation using Synchro/SimTraffic

The current and future expansion planned for The current and future expansion planned for the Dynameq-based modelling areathe Dynameq-based modelling area

Working hand-in-hand with MTQ (SMST) to calibrate the freeway network and its transitions to the City’s arterial streets

50 km2

50 km2

150 km2

100 km2

Total Area = 350 km2

ConclusionConclusion

The future of modelling at the City of Montreal