The agent-based micro-simulation modelling technique for transportation planning is rapidly developing and is being applied to practice in recent years. In contrast to conventional four-step modelling with static assignment theory, this emerging technique employs a dynamic assignment principle. Based on summary of various types of traffic assignment models and algorithms, the thesis elucidates in detail the theories of two models, MATSim and EMME/2, which represent two genres of traffic assignment, i.e., dynamic stochastic stationary state assignment and static deterministic user equilibrium assignment. In the study, the two models are compared and validated to reflect both spatial and temporal variation of the traffic flow pattern. The comparison results indicate that numerical outputs produced by MATSim are not only compatible to those by EMME/2 but more realistic from a temporal point of view. Therefore, agent-based micro-simulation models reflect a promising direction of next generation of transportation planning models.

The agent-based micro-simulation modelling technique for transportation planning is rapidly developing and is being applied to practice in recent years. In contrast to conventional four-step modelling with static assignment theory, this emerging technique employs a dynamic assignment principle. Based on summary of various types of traffic assignment models and algorithms, the thesis elucidates in detail the theories of two models, MATSim and EMME/2, which represent two genres of traffic assignment, i.e., dynamic stochastic stationary state assignment and static deterministic user equilibrium assignment. In the study, the two models are compared and validated to reflect both spatial and temporal variation of the traffic flow pattern. The comparison results indicate that numerical outputs produced by MATSim are not only compatible to those by EMME/2 but more realistic from a temporal point of view. Therefore, agent-based micro-simulation models reflect a promising direction of next generation of transportation planning models.

Macroscopic traffic simulations are widely used in the world in order to provide assistance in the traffic infrastructure development as well as for the strategic traffic planning. When studying a large traffic network macroscopic traffic simulation can be used to model current and future traffic situations. The two most common software used for traffic simulation in Sweden today are Emme and Visum, developed by INRO respective PTV. The aim of the thesis is to perform a comparison between the software Emme and Visum with respect to the assignment of public transport, in other words how passengers choose their routes on the existing public transport lines. However, in order to make a complete software comparison the run-time, analysis capabilities, multi-modality, capacity to model various behavioural phenomena like crowding, fares etc. this will not be done in this comparison. It is of interest to study the differences between the two software algorithms and why they might occur because the Swedish Transport Administration uses Emme and the Traffic Administration in Stockholm uses Visum when planning public transport. The comparison will include the resulting volumes on transit lines, travel times, flow through specific nodes, number of boarding, auxiliary volumes and number of transits. The goal of this work is to answer the following objective: What are the differences with modelling a public transport network in Emme and in Visum, based on that the passengers only have information about the travel times and the line frequency, and why does the differences occur? In order to evaluate how the algorithms work in a larger network, Nacka municipality (in Stockholm) and the new metro route between Nacka Forum and Kungsträdgården have been used. The motivation for choosing this area and case is due to that it is interesting to see what differences could occur between the programs when there is a major change in the traffic network. The network of Nacka, and parts of Stockholm City, has been developed from an existing road network of Sweden and then restricted by "cutting out" the area of interest and then removing all public transportation lines outside the selected area. The OD-matrix was also limited and in order not to loose the correct flow of travellers portal zones was used to collect and retain volumes. To find out why the differences occur the headway-based algorithms in each software were studied carefully. An example of a small and simple network (consisting of only a start and end node) has been used to demonstrate and show how the algorithms work and why volumes split differently on the existing transit lines in Emme and Visum. The limited network of Nacka shows how the different software may produce different results in a larger public transport network. The results show that there are differences between the program algorithms but the significance varies depending on which output is being studied and the size of the network. The Visum algorithm results in more total boardings, i.e. more passengers have an optimal strategy including a transit. The algorithms are very similar in both software programs, since they include more or less parts of the optimal strategy. The parameters used are taken more or less into consideration in Emme and Visum. For example Visum will first of all focus on the shortest total travel time and then consider the other lines with respect to the maximum waiting time. Emme however, first focuses on the shortest travel time and then considers the total travel time for other lines with half the waiting time instead of the maximum wait time. This results in that less transit lines will be attractive in Emme compared to Visum. The thesis concludes that varying the parameters for public transport in each software algorithm one can obtain similar results, which implies that it is most important to choose the best parameter values and not to choose the "best" software when simulating a traffic network.

[pt] A mobilidade em médias e grandes cidades brasileiras como o Rio de Janeiro tem se caracterizado pela utilização ineficiente do espaço público, juntamente com a redução da utilização do transporte coletivo. Qualquer mudança nas rotas e frequências de linhas no transporte coletivo assim como o surgimento de novas tecnologias e variação das tarifas geram efeitos sobre a distribuição de fluxos de passageiros. Juntando-se a esse contexto, há a atual conjuntura econômica do Rio de Janeiro onde acaba não sobrando recursos para investir em estudos e na implementação de melhoria da mobilidade urbana da cidade. Este trabalho apresenta uma análise de alternativas de cenários focados no metrô e em conexões do BRT com trens por já terem uma infraestrutura pré-existente o que facilitaria a construção dessas obras. Esta pesquisa mostra como as obras incluídas nos cenários propostos para 2016 e 2021 no Plano Diretor de Transportes do Rio de Janeiro estão discrepantes com a rede de transporte no ano de 2019 e por consequência o fluxo de passageiros na rede é diferente do previsto. Com o auxílio do software EMME e utilizando uma rede de transporte simplificada e mais atualizada da Região Metropolitana do Rio de Janeiro, foi realizada a alocação do transporte coletivo baseado no modelo de estratégias ótimas de Spiess (1983), contido no EMME. Dessa forma verificou-se como a construção dessas novas infraestruturas de transporte alteraria o fluxo de passageiros. A partir desses resultados pode-se concluir que investir em conexões entre os modos e em obras que sejam capazes de retirar uma quantidade significativa de veículos da rede é um caminho chave para a Região Metropolitana já que esses investimentos deixam a rede de transporte menos congestionada e melhoram a qualidade de vida da população, além de seguir a apelo pelo desenvolvimento mais sustentável dos sistemas de transportes. / [en] Mobility in medium and large Brazilian cities such as Rio de Janeiro has been characterized by the inefficient use of public space, together with the reduction in the use of public transport. Any change in routes and line frequencies in public transport, as well as the emergence of new technologies and variation of fares, have an effect on the distribution of passenger flows. Adding to this context, there is the current economic situation in Rio de Janeiro, where there are no resources left to invest in studies and in the implementation of improving the city s urban mobility. This work presents an analysis of alternative scenarios focused on the trains and on BRT connections, as they already have a pre-existing infrastructure, which would facilitate the construction of these works. This research shows how the works included in the scenarios proposed for 2016 and 2021 in the Rio de Janeiro Transport Master Plan are discrepant with the transport network in 2019 and, consequently, the flow of passengers on the network is different from the forecast. With the aid of the EMME software and using a simplified and more up-to-date transportation network in the Metropolitan Region of Rio de Janeiro, public transportation was allocated based on the optimal strategies model of Spiess (1983), contained in the EMME. Thus, it was verified how the construction of these new transport infrastructures would alter the flow of passengers. From these results, it can be concluded that investing in connections between modes and in works that are capable of removing a significant number of vehicles from the network is a key path for the metropolitan region as these investments make the transportation network less congested and improve the population s quality of life, in addition to following the call for more sustainable development of transport systems.

It has become more important for operators to be able to predict the future number of public transport passengers when consider to place a tender for operating public transport in a city or region, this is due to the new types of operator contracts was introduced quite recently. There are models in use today that can predict this, but they are often time consuming and complex and therefore it can be expensive to perform a forecast. Aside from this, most models in use for Sweden today are adapted for larger cities. Thus, the aim of this thesis is to propose a model that requires minimal input data with a short set up and execution time that can be used to predict a forecast for the public transport system in smaller cities without notably affecting the quality of the result. The developed model is based on a forecast model called LuTrans, which in turn is based on a common method, the four step model. The aim of the model lies within public transportation but it also consider other modes. The input data used by the model mainly consists of socio-economic data, the travel time and distance between all the zones in the network. The model also considers the cost for traveling by car or public transport. The developed model was applied to the Swedish city, Örebro, where a forecast was conducted for a future scenario. It is easily to apply the model to different cities to estimate a forecast for the public transport system. The developed model for the base scenario predicts trips for individual bus lines with an accuracy of 85 % for the city of Örebro. The developed model gave the result that the trips made by public transport in the future scenario of Örebro 2025 will increase annually by 0.94 %. The conclusion is that it is possible to develop a simple model that can be easily applied for a desired city. Although the developed model produced a plausible result for Örebro, further work such as implementation on other cities are required in order to fully evaluate the developed model.

[pt] A presente dissertação pretende proporcionar ao planejador de transportes parâmetros e informações necessárias para implementar nos pacotes TransCAD e EMME/2 uma alocação de tráfego em equilíbrio, visando o ótimo do usuário (UE). Sendo utilizadas no pacote EMME/2, as funções volume-tempo de viagem: BPR e Cônicas. Além disso, visa mostrar as vantagens e desvantagens do desempenho de cada pacote, baseando-se num estudo de caso na cidade de Ciudad Juárez, Chihuahua, México. / [en] The purpose of this thesis is to show the necessary information and parameters to the transportation planner, in order to implement and perform the User Equilibrium Traffic Assignment (UE) on following softwares: TransCAD and EMME/2. In the software EMME/2 the travel delay functions BPR and Conic are used. This document also illustrate the vantage and disadvantages of the performance of each software, this based on Ciudad JuáreChihuahua México as a case. / [es] La presente disertación pretende proporcionar al planeador de transportes, parámetros e informaciones necesarias para implementar, en los paquetes TransCAD y EMME/2 una ubicación de tránsito en equilibrio, buscando el óptimo del usuário (UE). Siendo utilizadas en el pacote EMME/2, las funciones volúmen-tiempo de viaje: BPR y Cónicas. Además de eso, se muestran las ventajas y desventajas del desempeño de cada paquete, utlizando un estudio de caso en la cidad de Ciudad Juárez, Chihuahua, México.

Public transit is becoming an increasing important field of study to combat global issues such as traffic congestion and climate change. Accurate simulation of public transit is therefore likewise vital, as it is an important tool for understanding potential impacts of public transit policies. The research presented in this thesis describes the implementation of a multimodal, dynamic, agent-based supply-side simulation model of public transit implemented in the open-source platform MATSim for the city of Toronto. Transit schedule data was converted from Google Transit Feed Specification (GTFS) and map-matched to a region-wide road network to obtain a congestion-based multimodal assignment for transit. Volume-based results from the assignment showed under-prediction of subway volumes and slight over-prediction of bus volumes, but were generally comparable with static EMME/3 assignment for the same data. Travel time analysis indicated that further calibration of network specification is needed.

Public transit is becoming an increasing important field of study to combat global issues such as traffic congestion and climate change. Accurate simulation of public transit is therefore likewise vital, as it is an important tool for understanding potential impacts of public transit policies. The research presented in this thesis describes the implementation of a multimodal, dynamic, agent-based supply-side simulation model of public transit implemented in the open-source platform MATSim for the city of Toronto. Transit schedule data was converted from Google Transit Feed Specification (GTFS) and map-matched to a region-wide road network to obtain a congestion-based multimodal assignment for transit. Volume-based results from the assignment showed under-prediction of subway volumes and slight over-prediction of bus volumes, but were generally comparable with static EMME/3 assignment for the same data. Travel time analysis indicated that further calibration of network specification is needed.

The use of MEPLAN by the Metropolitan Transport Planning Branch of the Cape Town City Council since 1984 was not successful due to apartheid anomalies. EMME/2 was then introduced in 1991 in replacement of MEPLAN. The strengths and weaknesses of both MEPLAN and EMME/2 are recorded in this study.

The use of MEPLAN by the Metropolitan Transport Planning Branch of the Cape Town City Council since 1984 was not successful due to apartheid anomalies. EMME/2 was then introduced in 1991 in replacement of MEPLAN. The strengths and weaknesses of both MEPLAN and EMME/2 are recorded in this study.