1. Presented by: Pascal Volet, ing. City of Montreal TRB Technical Conference May 9, 2007 A Multi-resolution Modelling Framework in the Montréal Area A Multi-resolution Modelling Framework in the Montréal Area 1 Co-authors: Christian Letarte & Francine Leduc

2. 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 intersectionsNotre-Dame/Sherbrooke Roundabout

3. Modelling in the Montreal Area Its Strengths : Its Strengths : - 25 years of experience based on rich OD surveys (5% household sample every 5 years) - 25 years of experience based on rich OD surveys (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 (Ministry of Transportation for the province of Québec) - Implemented at the modelling group (SMST) of MTQ (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

4. Montréal regional data R² = 0.89 Notre-Dame Project area data R² = 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 : - Simulation of congestion and gridlock (static model) - Implicit land-use (involves external data input for major changes) - Aggregate intersection control analysis (Volume/Delay curves) - Notre-Dame Project : Regional calibration not adapted to the smaller project area Modelling in the Montreal Area

5. 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

6. The traffic and travel modelling components at 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 Domain Software in development Dynamic Assignment – Urban Model Medium Scale DYNAMEQ Software Micro-simulation – Arterial Model Small Scale SimTraffic or VISSIM Software Static Assignment – Regional Model Large Scale EMME Software

7. Notre-Dame project area R² = 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 area R² = 0,56 EMME/2 Dynameq Output Results

8. 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

9. Dynameq Output Results Traffic situation on the network during the PM peak (5:15) Congestion – Notre-Dame approach to Frontenac (LT) Congestion – Ontario St. approach to Papineau (RT) Congestion – Sherbrooke St. approach to Papineau (RT)

10. Dynamic 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

11. 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 advantages

12. 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 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

13. 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)

14. Micro-simulation using Synchro/SimTraffic

15. The current and future expansion planned for the 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 km 2 150 km 2 100 km 2 Total Area = 350 km 2

16. Conclusion The future of modelling at the City of Montreal