vdot cube training final
TRANSCRIPT
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Sponsored by
In association with
mailto:[email protected] -
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Cube Base
ArcGIS 3D Analyst
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Introduction to Cube
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Cube Reports
Cube Base
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http://www.planthecity.com/ -
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Sugar Accidenttraffic accident data collection
Sugar Transit Analystridership and revenue estimation
Work flow: Cube, Mint, Sugar
Moving to Enterprise
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Cube Base Sugar Network Editor
Mint
GIS Window:
unlimited l ayering, labeling, intersection
coding and analysis, unmatched
network editing and analysis, charting,
links to digital media
Application Manager:
process flow-chart for building, running
and documenting models
Scenario Manager
an easy-to-use model catalog of
applications and scenarios with links
to inputs, outputs, and reports
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In this exercise youwill explore theCubetownDemonstrationModel
Steps:
1. Start Cube.
2. Open theCubetown model
catalog.3. Select File > Close
Catalog whendone
Example: the Cubetown Demonstration
Model
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Introduction to Application Manager
VDOT Cube Training Day One
Lesson overview
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The simplest kind of application may stand alone and just sequenceor automate some commonly performed data analysis tasks
Example: analyze network path costs for highway and transit users
Inputs:
Highway network
Public transport (PT) data
Outputs:
Highway cost matrices
Public transport cost matrices
Steps:
Create new application Add process steps using templates
Link processes to input data; provide output names
Run application
Simple applications to automate analysis
steps
1. Click on the NewFile button onthe Cube toolbarmenu
2. From the list ofnew file types,
select NewApplication
3. Provide requiredApplicationInformation
Group Name
Group Code
Group Type
Creating a new application
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Check application manager settings
Make sure that
Generate Required
Files and ApplyProcessTemplates are
selected
All passenger travel forecasting modulesare available from the Program menu
These are categorized by purpose,product family, and program name
Select Program > Passenger Forecasting >VOYAGER > HIGHWAY
This adds a program boxto theapplication and prompts you to select aprocess templateto apply
Pick Matrices of Highway Time andDistance
You will then be prompted to provideinput and output filenames
Click Done when finished
Adding the first program step: Highway
skims
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Browse to input net = C:\TrainingData\Work\Highway.NET
Directly enter output matrix = Highway_Skim.MAT
If directory is not specified, implied model working directory will
be used (application location = C:\TrainingData\Work\)
Click Done when finished
Process template parameter entry
window
Right click on a program boxto hide files and set a title
Single-click on a program orfile box to select (yellow)
Double-click on a programbox to run
Double-click on a file box toopen file
Structure of a process step
Input Script File
Box
Input Linked
File Box
Unused Input
File Boxes
New Output File
Box
Unused Output
File Boxes
Program Box
Execution Order
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Every Cube Voyager process step has a script containing a set of
instructions that tell the program how to process the data
To see the script for a process template, double-click on the
input script file box to open the parameter entry window, then
click on the Go To Editor menu option
Script files and process templates
File Parameter References
End of Program Script
Start of Program Script
Process Template Parameters
We will cover more advanced Cube
Voyager scripting later in this course
If you know Cube Voyager scripting,
you can create your own process
templates and add them to Cube
Open PT_Skims.S (in the Worksubdirectory; within TrainingData)
This file contains a process template
we can use to develop transit skims
Go to File > Save Template in User.tpl
Add New Template; named PT Skims
Adding your own process templates
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Program > Passenger Forecasting >
VOYAGER > PUBLIC TRANSPORT
Select user template PT Skims
Enter input/output file names (see
below)
Exercise:
public transport skims
Go to File > Close on menu or click on
small X in upper-right-hand corner
To save without closing, use File >
Save
To save under a different filename, use
File > Save As
Note: all the same files will be referenced
(including script files)
To close without saving, answer No to
save changes prompt
Close and save your application
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Open Training.TPL (in the Work
subdirectory; within TrainingData)
This file contains process templates
we will use for the steps in the model
Go to File > Save Template in User.tpl
Add New Template; named Training
Model
Exercise: Add Training Model Templates
Exercise: create travel demand model
application
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Exercise: add trip generation step
Leave files blank
this time
Right-click on the Zonal Data 1 input
file box and select Link To > Link
To File from the context menu
Browse to TAZ.DBF
Repeat the process to link Zonal Data
2 to EITRIPS.DBF Right-click on the ZonalPAData 1
output file and select New File
Use the Save As dialog to enter the
output file name: TripEnds.DBF
Note that Link to File is not an
option for output files
Linking files using application manager
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Script files are automatically created and auto-named on creation
You can also right-click to auto-name a new file
The auto name is based upon the following formula:
For example:
Tip: These settings can be customized in: Settings > Default
Settings > File Naming > Use Customized Automatic File Names
New files and file auto-naming
{Two-letter application group code} +
{Three-letter program file code} +
{Two-digit application version number} +
{One-letter file ID, automatically incremented} +. + {file extension}
MANET00A.NET
You can change the application
manager view to show/hide file names,
descriptions, and other information
Right-click on a file and select
Properties from the context menu to
get more detailed information
Looking at file details
Newly created
files are empty
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The Trip Distribution and Mode Choice
steps will require skim matrices as
input
We can re-use the network skim
Application we created earlier
Group > Insert Application Group
Select Network00.app
Adding a previously created application
group
Application Sub
Group Box
Double-click on an Application SubGroup Box to open the Sub Group
To share files used by the Sub Groupwith the rest of the application, makethem public
Right-click on an input or output file
box and select Make File Public Public files are marked with >>
symbols
To return to the previous view, right-click on white space and select Go ToParent or select Group > Go ToParent (F9) from the Cube menu
Navigating hierarchical application
groups
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Exercise: add trip distribution step
Leave Blank &
Link Later
Making permanent input / output file
linkages
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To un-link an input file:
Click on the target input file box
Select Delete Link from the Cube Editmenu
(shortcut key = Ctrl+D)
To remove a named file:
Click on any used file box
Select Clear File Name from the Cube
Functions menu (shortcut key = Shift+L) Specify whether to delete the file from disk
as well (e.g. with auto-named files)
Un-linking files and correcting mistakes
Exercise: add mode choice step
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Conceptually, the Trip Generation, TripDistribution, and Mode Choice Stepsshould be kept together as a sequence
Change the execution order of theNetwork Skims group to occur first
Right-click on the Network Skimsgroup and select Set Execution Order
Answer Yes when prompted toadjust the execution orders intosequence
Left-click on the upper-left corner ofthe Network Skims group and drag tomove
Change execution order
Much as existing application groups
can be added within other
applications, new application groups
can be inserted as well
Select Make New Sub Group (F7)
from the Group Cube menu Enter required information just as you
would for any new application:
Group Name = Assign Trips
Group Code = AT
Group Type = VOYAGER
Make assignment subgroup
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Exercise: add time-of-day factoring step
Link mode trips to time-of-day factoring
step
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Exercise: Add highway assignment step
Select Run Application (F2) from the
Application Cube menu
Optional:Run Current Group Only
Start run at the active program box
Task Monitor displays the run progress
and shows which group is being
executed
The run can be paused and stopped
using the yellow and red buttons
When the run is finished, you can View
Run Report File to inspect results
Running the application in Task Monitor
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Clear the results by selecting DeleteAll Output Files from the Functionsmenu
Run the Application as before,selecting Create Script (Run fromVOYAGER)
A script with the same name as theapplication will be created and openedin the Voyager run window
Click on the Edit Input File button to
view the script with the Cube texteditor
All macro parameters are substitutedinto the batch script when it is created
Exporting a model run batch script
We can re-create the application by
importing the batch script file
This is similar to the process used to
convert a TP+ job to Application
Manager
Select the Model00.S script file forimport
Importing an existing batch script file (1)
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During import, youcan organize thesteps identified inthe script intogroups oflogically relatedoperations, usingStart of sub-group and End ofsub-group
Create a Demand
group includingGeneration,Distribution, andMode Choice
Importing an existing batch script
Select New Application Directory
from the Application Cube menu
This will move the application and all
linked files to a directory you specify,
leaving behind any unused files
This function can be helpful forcleaning up a model after
development is done
Moving the Application to a Clean
Directory
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Introduction to Scenario Manager
VDOT Cube Training Day One
Lesson Overview
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Click on the NewFile button onthe Cube toolbarmenu
From the list ofnew file types,select NewCatalog
Select a locationfor the catalog file
All the files foryour model will becontained insidethis directory
Creating a new model catalog
Scenario Managerconsists of a dockwith four panes:
Scenarios pane hierarchical list ofdefined alternatives
Applications pane
hierarchical list ofmodels and groups
Data pane hierarchical list ofinputs and outputs
Keys pane table ofparameters thataffect and definescenarios
Anatomy of the scenario manager
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Adding an application to the catalog
The Keys pane allows you to define thekeys that differentiate among scenarios
Catalog keys are parameters that canbe substituted anywhere within thescript files that control the modelprocess
Catalog keys are referenced e.g. inscripts using curly brackets: {Key}
A value for each key is defined for eachscenario, and when the scenario is run,this key value is substituted in all scripts
To create a new key, right-click on theKeys pane and select Add from themenu
Defining catalog keys
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Each key has aunique name. Thisname will be usedwithin curly bracesto reference the keyvalue in modelscripts or controls
The prompt field isa question to ask amodel applier whenentering key values
A description canalso be entered todocument intent
Catalog key names
Numeric types
Integer
Real
Boolean (0/1)
Text types
Character
File Name Note
Three ways to pre-specify key values:
Default value
Value range
List of allowedvalues
Catalog key types
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Right-click on theinput file box youwish to link to a key
Select Link toCatalog Key
A listing ofavailable keys isprovided; click topaste the key intothe Data Nameentry field
Click on the New
Key button to add anew definition onthe fly whilelinking
Linking application input files to catalog
keys
Exercise: Create input network file key
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The Scenarios pane provides ahierarchical list of the scenarios, oralternative conditions, to be evaluated
The first scenario created is alwayscalled Base. It is the parent for allother scenarios.
You can add a scenario by right-clickingand selecting Add child from the menu
Initially, this child scenario willinherit all of the key values of itsparent (Base)
You then differentiate the two scenarios
by altering the key values of the child Sibling scenarios inherit key values
from the same parent scenario
Scenario key inheritance
A subdirectory of the model catalogdirectory will be created on disk foreach scenario when created
The Base subdirectory is createdautomatically with any new catalog
The folder name will correspond to the
scenario name if the scenario isrenamed, the folder will be as well
The relationship between scenariodirectories corresponds to their keyinheritance (parent-child) relationships
A scenario directory is a subdirectoryof the parent scenario directory
Scenario directory structure
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Several keys are defined by the system:
{CATALOG_DIR}the root directory where the *.CAT file is located
{SCENARIO_DIR}the scenario directory
{SCENARIO_CODE}
{SCENARIO_SHORTNAME}
{SCENARIO_FULLNAME}
A file-reference can be made scenario-specific by including one or more of thesekeys in the path (e.g. {SCENARIO_DIR})
This operation is automated by right-clicking
on a file box and selecting Make filescenario specific in the Application
System keys and scenario-specific files
Make the following model output files
public and scenario-specific:
Production and attraction trip ends
Person-trip tables
Trips by mode
Auto trips by hour
Exercise: Make output files scenario-
specific
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Basic user modes and scenario editing
The Scenario editorinterface is createdby the developerwhen defining keys
Note-type keysprovide titles
Non-note controls:
Edit box(all except boolean)
Spin control(integer)
Check box(boolean)
Combo list / editand radio buttons(allowed value list)
Scenario editor control types
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Add the following mode choice model
parameters as real-type catalog keys:
Transit-specific cost shift constant
Walk-specific cost shift constant
Home-based-work scale parameter
Home-based-other scale parameter
Non-home-based scale parameter
Apply minimum value of 0 and maximum
value of 1.0 to scale parameter ranges
Show keys for model developer only Substitute values as appropriate into
mode choice MATRIX program script
using Insert > Catalog Key command
Exercise: Add mode choice parameters
Create a Note-type header for the
mode choice model developer keys
Use Advanced button to set font
size
You can present keys on multiple
pages using the Start a New Page onthe Scenario Dialog for this Key
option
Right-click in the Keys pane and select
Move > Arrange to change the
order in which keys are presented
Organization and presentation of keys
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By default, any files linked to catalogkeys or scenario-specific files areincluded in the Data pane listing
To change this setting, right-click on theCatalog tab heading, select Properties, andthen select the Data pane tab
You can right-click on any file box in anapplication and select Add to DataPane
You can also manually add other files byright-clicking on the Data pane and
selecting Add Data To add sub folders to the default Inputs,
Outputs, and Reports folders, right-clickand select Add Sub Folder
Adding files to the Data pane
Double-click to enter Demand group
Right click on Zonal Data 2 input file
box for Generation step (EITrips.DBF)
and Add to Catalog Data Section
Repeat process for Matrix File 4 input
to Mode Choice Matrix step(External.MAT)
Exercise: Add external trip tables to data
pane
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To ensure consistency between inputand output skim values, many modelsare run with feedback betweendemand and supply sub-models(variable demand)
Feedback loops are implemented inCube Voyager using Pilot and automatedusing Control > Loop New
The steps to be looped are identified viatheir execution order numbers
The number of iterations can either befixed or linked to a Pilot global variable
Click and drag a file to add it to the loop Upper-left = first iteration, lower-left =
subsequent; right = current file copy
Model feedback and loop controls
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VDOT Cube Training Day Two
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Model GDB
Model pGDB
pGDB
pGDB
SDE
fGDB
fGDB
fGDB
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Model GDB
Model
Model
Model
Model
Model
GDB
GDB
GDB
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SETUP
LINKREAD
ILOOP
ADJUST
LINKREAD
CONVERGE
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RUN PGM=HIGHWAYFILEI NETI = {NETI.Q}FILEI MATI = {MATI.Q}FILEO NETO = {NETO.Q}PAR MAXITERS={NPATH}PROCESS PHASE=ILOOPPATHLOAD PATH=COST, VOL[1]=MI.1.1
; load tripsENDPROCESSPROCESS PHASE=ADJUSTfunction { ; this is a function blockcost={cost_fun}} ; end of function blockENDPROCESSENDRUN
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IF (LI.FUNC_CLASS==1-2) LINKCLASS=2
tc[1] = t0*(1+0.15*(V/C)^4)tc[2] = t0*(1+0.15*(V/C)^8)
Conical:
TC[1] = T0 * (2+SQRT(16*(1-(V/C))^2 + 1.361) - 4*(1-(V/C)) - 1.167)
HCM2000 (Akcelik):TC[1]=T0+LW.D0+(0.25*T)*((V/C-1)+ SQRT((V/C-1) 2+((16*LW.J*V/C*LI.DIST^2)/72^2)))
Empirical:TC[1] = T0 * delay(LINKCLASS, (V/C)) ; LOOKUP delay function
IF (ITERATION < 6) BREAK
IF (GAP < GAPCUTOFF)
BALANCE = 1
BREAK
ENDIF
IF (GAPCHANGEAVE(3) < 0.006 &&
GAPCHANGEMAX(3) < 0.009 &&
ABS(GAPCHANGEMIN(3)) < 0.009)
BALANCE = 1
ENDIF
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PARAMETERS,COMBINE=EQUI,
ENHANCE=2
PARAMETERS,COMBINE=PATH
PATHLOAD CONSOLIDATE=T
possible
str ings
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PATHLOAD PATH=COST,VOL[1]=MI.1.1, EXCLUDEGROUP=1PATHLOAD PATH=COST,VOL[2]=MI.1.2
IF (LI.FUNC_CLASS==1.5)
ADDTOGROUP=1
ENDIF
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COST[2]=TIME+TOLL/{VOT}
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PROCESS PHASE=LINKREADIF (li.LINKCLASS==1-2) LINKCLASS=2IF (li.TOLL>0) ADDTOGROUP=1ENDPROCESSPROCESS PHASE=ILOOPPATHLOAD PATH=COST, CONSOLIDATE=T,EXCLUDEGROUP=1, ; non-toll pathMW[1]=PATHTRACE(TIME)PATHLOAD PATH=COST, CONSOLIDATE=T,MW[2]=PATHTRACE(TIME),MW[3]=PATHTRACE(li.toll)JLOOPIF (MW[1]>MW[2])MW[4] = MW[3]/(MW[1]-MW[2]) ; cost per minute savedMW[5] = LogNormDist(MW[4],LOG(0.15),-1*LOG(0.10),1)MW[6] = mi.1.1*MW[5] ; non-toll share
MW[7] = mi.1.1-MW[6] ; toll shareELSEMW[6] = mi.1.1MW[7] = 0ENDIFENDJLOOPPATHLOAD PATH=COST, CONSOLIDATE=T,EXCLUDEGROUP=1,VOL[1]=MW[6]PATHLOAD PATH=COST, CONSOLIDATE=T,VOL[2]=MW[7]ENDPROCESS
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FILE RECI=,
Num1 = 1, Num2(N) = 2, Char(C) = 3
FILE RECI=,
FIELDS = 1(C3) ;all character type
DELIMITER[1]= ,t ; separatorDELIMITER[2]=()[]{} ;escape
FILE RECI=,
Num1=1-5,Num2(N)=6-10,Char(C)=11-15
FILE RECI=,
FIELDS=1-5,6-10,11-15 ;all numeric
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PATHLOAD PATH=LI.TIME_1, THRUNODE=26,TRACE=(I=1-25 && J=1-25), PRINTO=1 PRINT=T CSV=TLIST=I,J, A, B, LI.DISTANCE, LI.TIME_1
FILEO RECO[1]="TRACE.DBF", FIELDS=I,J,A,B,DIST,TIME
FILEI RECI="TRACE.CSV",
I=1, J=2, A=3, B=4, DIST=5, TIME=6, SORT=I,J
WRITE RECO=1
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RO.M1 = MATVAL(1,1,ri.i,ri.j)
RO.M2 = MATVAL(1,2,ri.i,ri.j)
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FILEI LOOKUPI[1]="lookup.dbf"
LOOKUP LOOKUPI=1,
NAME=lookup,
LOOKUP[1]=FTYPE,RESULT=SPD_A1,LOOKUP[2]=FTYPE,RESULT=SPD_A2,
LOOKUP[3]=FTYPE,RESULT=SPD_A3,
FAIL[3]=0
; example of use: v=lookup(3,25)
; look for 25 in the FTYPE fieldand returns the SPD_A3 value
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Streets StreetTypes CapClass
ID Name Type_ID Type_ID Lanes Cap_ID Cap_ID Capacity
1 Wood 4 1 1 2 1 850
2 Davidson 7 2 1 4 2 1100
3 Mercer 2 3 2 1 3 1250
4 Green 3 4 1400
5 Oak 1 5 1800
6 Main 1
7 Barrett 1
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LOOP r=1,DBI.1.NUMRECORDS
_Read = DBIREADRECORD(1,r)
RO.i = di.1.i
RO.j = di.1.j
RO.a = di.1.a
RO.b = di.1.b
RO.dist=di.1.dist
RO.time=di.1.time
RO.m1=di.1.m1RO.m2=di.1.m2
RO.linktoll=di.1.linktoll
RO.DISTRICTJ=di.2.DISTRICT
IF (di.1.linktoll>0)
WRITE RECO=1
ENDIF
ENDLOOP
PAR ZONES=1
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RUN PGM=MATRIX
FILEO RECO[1] = "TRIPS.DBF",
FIELDS=i,j,m,v
FILEI DBI[1] = TRACE3.DBF",
AutoMDArray=trips, Indexes=i-25,j-25, ArrayFields=M1,M2
ZONES=25
JLOOP
RO.j = jRO.m = 1
RO.v = trips[i][j][1]
WRITE RECO=1
RO.m = 2
RO.v = trips[i][j][2]
WRITE RECO=1
ENDJLOOP
ENDRUN
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i
U
U
ii
i
e
eP
iP
iU
Tij =Pi (eUij
/ n=1ZeUin
), Uij =Cij + lnAjKij Vij+ where Tij are expected trips between zones i andj,
Pi andAj are productions from i and attractions toj, respectively,
Uij is the expected (dis)utility of travel between i andj, composed of
Vij is the systematic (dis)utility of travel, plus a random disturbance term
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MW[1] = exp(-beta*(mi.1.gCost))MW[2] = exp(-beta*(mi.2.gCost) + ASC)MW[3] = MW[1] + MW[2]MW[4] = MW[1] / MW[3]MW[5] = 1 - MW[4]
;Auto generalized costs in equivalent time units
MW[11] = mi.2.3
;Transit generalized costs in equivalent time units
MW[12] = mi.3.1 + {ASC_PT}
;Walk access assuming speed of 2.5 miles per hour
MW[13] = 60*mi.2.DISTANCE/2.5 + {ASC_WK}
;HBW mode choice modelXCHOICE,
ALTERNATIVES = car pt walk,
DEMANDMW = 1,
COSTSMW = 11, 12, 13,
ODEMANDMW = 14, 15, 16,
SPLIT = total {HBW_Scale} car pt walk,
STARTMW = 100
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XCHOICE,
ALTERNATIVES = all, ; destinations not modes
DEMAND = HBW_P[I], ; must be loaded into array
UTILITIESMW = 3, ; previously calculated MW
ODEMANDMW = 7, ; output MW
DESTSPLIT = TOTAL all ; no scale (utility-based)
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XCHOICE,
ALTERNATIVES = free, toll,
DEMANDMW = 1,
COSTSMW = 2, 3,
ODEMANDMW = 4, 5,
SPLIT = TOTAL 0.2 free toll,
SPLITCOMP = 6,
STARTMW = 10
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Total
Car
SOV HOV Toll
NMT PT
Auto Walk
22
How are the utilities of upper level nests calculated?By using the logsum of choices at the lower level
)ln( ridesharedalonedrive UUauto eeLogsum )ln( transitdrivetransitwalk UUtransit eeLogsum
transittransittransit LogsumU * autoautoauto LogsumU *
Transit Nest Auto Nest
autotransit
transit
UU
U
transitee
eP
Probability of taking transit:
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Nest/Sub-nest Value
Transit 0.5000
Transit/Access 0.5000
Auto 1.0000
Auto/Shared Ride 1.0000
Example
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; Destination followed by mode
XCHOICE,
; List choices
ALTERNATIVES = car pt,
; Base demand matrices
BASEDEMANDMW = 11,12,
;
DUTILSMW = 16,17,
ODEMANDMW = 21,22,DESTSPLIT = TOTAL 0.5 dist,
SPLIT = distribution car pt,
STARTMW = 50
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Total
Drive
Alone
Toll Non-toll
Shared
Walk /Bike
PublicTransit
Bus
Walkaccess DriveAccess
Rail
Walkaccess Driveaccess
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231
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23
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Skimming Assignment
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Home
Work
B
D
A
C
EF G
H
PathTotal
Cost
Captured
by SP?
Captured
by MP?
A-B-E-H 60 Yes Yes
A-B-D-F-H 83 No Maybe
A-C-G-H 69 No Maybe
Comparison of Single-Pathand Multi-Path Captures
Each colored line represents a distinct route
Black lines are connectors
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Transit
SystemPeriods
Access
ModesSub-Modes
# Path
TypesPath types
Simple Daily Walk, drive Transit 2 Walk-transit; Drive-transit
Typical
Peak,
off-peak
Walk, park-
ride, drop-off Bus, Rail 12 (or 8)
Peak walk-bus; Peak walk-
rail; Off-peak walk-bus; Off-peak walk-rail; etc.
ElaborateAM peak,off-peak,PM peak
Walk, park-ride, drop-off
Bus, LRT,HRT, CRT
36 (or24)
Peak walk-bus; Peak walk-LRT; etc.
Transit
Bus Rail
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Cost Definition
Access/Egress timeTime taken to access the transit stop from the origin zone or tothe destination zone
Initial wait time Time spent in waiting for the first transit boarding
Boarding penalty Penalty applied at each boarding of a transit service
In-vehicle time Time spent traveling in a transit vehicle
Transfer walk time Time taken to transfer from one transit service to the another
Transfer wait time Time spent in waiting for the transfer transit to arrive
Transfer penalty Transit mode to transit mode interchange penalty
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Parameter Description Example
BESTPATHONLY If true, enacts the single-path path-builder T (mandatory)
FREQBYMODE If true, PT will combine headways on same-mode services.If false, PT will combine headways across modes. Onlyapplicable when BESTPATHONLY=T
T
RECOSTMAXMaximum weighted time for any path to be eitherconsidered the minimum cost path or enumerated
300
SERVICEMODEL Determines the type of service model to be usedFREQUENCY(mandatory)
VALUEOFTIME Converts fares into generalized cost 6
Refer CUBE documentation for details
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Parameter Description Example
DELMODEList of transit modes that are removed fromconsideration during pathbuilding
Project mode for buspaths; None for projectpaths
DELACCESSMODEList of access modes that are removed fromconsideration during pathbuilding
2 (for walk path),1 (for auto path)
DELEGRESSMODE List of egress modes that are removed fromconsideration during pathbuilding
2 (for all paths)
Refer CUBE documentation for details
Parameter Description Example
FARESYSTEM Number of the faresystem that applies to the modes oroperators
FARESYSTEM=1OPERATOR=1
IWAITCURVEWait curve (specified in system data file) number tobe used to calculate the initial wait time
1
XWAITCURVEWait curve (specified in system data file) number tobe used to calculate the transfer wait time
2
WAITFACTOR A node specific wait time weighting factor 2.00
Refer CUBE documentation for details
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Mode Example
Walk access modes 2.00
Drive access modes 1.50
All transit modes (except commuter rail) 1.00
Commuter rail 0.80
;Runfactors (Example)
RUNFACTOR[1] = 2.00
RUNFACTOR[2] = 1.00
RUNFACTOR[3] = 1.50
RUNFACTOR[4] = 2.00
RUNFACTOR[5] = 2.00
RUNFACTOR[101] = 1.00
RUNFACTOR[102] = 1.00
RUNFACTOR[103] = 1.00
RUNFACTOR[104] = 1.00
RUNFACTOR[105] = 1.00
Note: A RUNFACTOR of 0.80 is applied only in the citieswhere commuter rail already exists; all other areas shoulduse a factor of 1.00
Parameter Description Example
AONMAXFERSUpper limit on the number of transfers on the minimum-cost all-or-nothing route
5
MAXFERS Upper limit on the number of transfers allowed 5
XFERPEN Transit mode-to-transit mode transfer penalty, in minutes 2
XFERFACTORTransit mode-to-transit mode weighting factor for transferpenalties specified by XFERPEN
1.0
XFERCONSTTransit mode-to-transit mode constant that is added tothe weighted transfer penalty obtained from XFERPEN
5
Refer CUBE documentation for details
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;Global SettingsBESTPATHONLY=T
MAXFERS=5SERVICEMODEL=FREQUENCYRECOSTMAX=300.0FREQBYMODE=T;Modes Settings; DELMODE =DELACCESSMODE = 2DELEGRESSMODE = 2;Fare and Wait TimesFARESYSTEM=1, OPERATOR=1FARESYSTEM=2, OPERATOR=2IWAITCURVE=1, NODES=654-99999XWAITCURVE=2, NODES=654-99999
WAITFACTOR=2.00, NODES=654-99999
;Runfactors
RUNFACTOR[1] = 2.00
RUNFACTOR[2] = 1.00
RUNFACTOR[3] = 2.00
RUNFACTOR[101] = 1.00
RUNFACTOR[102] = 1.00
RUNFACTOR[103] = 1.00
;Boarding and Transfer Penalties
BRDPEN[101] = 2.0
BRDPEN[102] = 2.0
BRDPEN[103] = 2.0
XFERPEN=0.00, from=21-200, to=21-200
XFERFACTOR=1.00, from=21-200,to=21-200
XFERCONST=5.0, from=21-200, to=21-200
Contd
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Total
Drive
Alone
Toll Non -toll
Shared
Walk /Bike
PublicTransit
Bus
Walkaccess
DriveAccess
Rail
Walkaccess
Driveaccess
Modify this step
inside SKIMS group
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;;;;
MODE NUMBER=2 LONGNAME="AUTO CONNECTORS" NAME="AUTOCON"MODE NUMBER=101 LONGNAME="LOCAL BUS" NAME="LB"MODE NUMBER=102 LONGNAME="PREM BUS" NAME="PREM"
OPERATOR NUMBER=1 LONGNAME="LOCAL BUS" NAME="LB"OPERATOR NUMBER=3 LONGNAME="PREMIUM BUS" NAME="PB"OPERATOR NUMBER=5 LONGNAME="RAIL" NAME="RL"
WAITCRVDEF NUMBER=1 LONGNAME="InitialWait" NAME="InitWait" ,CURVE=0-2,4-2,60-30,180-30
WAITCRVDEF NUMBER=2 LONGNAME="TransferWait" NAME="XferWait" ,
CURVE=0-2,4-2,60-30,160-30WAITCRVDEF NUMBER=3 LONGNAME="No Minimum Time" NAME="IWAIT2" ,
CURVE=0-0,4-2,60-30,160-30
Keywords Example Description
NUMBER 2 Unique numeric identifier
NAME AUTOCON Unique string identifier (max 14 characters)
LONGNAMEAUTO ACCESS
CONNECTORSSecond unique string identifier (max 40 characters)
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; Mode numbers
MODE NUMBER 1 LONGNAME=WALK CONNECTOR NAME=WALKCON
MODE NUMBER 2 LONGNAME=DRIVE CONNECTOR NAME=DRCON
MODE NUMBER 3 LONGNAME=TRANSFER CONNECTOR NAME=XFERCON
MODE NUMBER 101 LONGNAME=LOCAL EXPRESS BUS NAME=BUS
MODE NUMBER 102 LONGNAME=BRT BUS NAME=BRT
MODE NUMBER 103 LONGNAME=STREETCAR NAME=STREETCAR
MODE NUMBER 104 LONGNAME=COMMUTER RAIL NAME=COMRAIL
MODE NUMBER 105 LONGNAME=NEW MODE NAME=NEWMODE
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Keywords Example Description
NUMBER 6 Unique numeric identifier of the operator
NAME LB Unique string identifier (14 characters)
LONGNAME Local Buses Second unique string identifier (40 characters)
If a transit agency or authority offers a single fare system,then the OPERATOR should be defined for that transitagency or authority
If a transit agency or authority offers multiple faresystems, then an OPERATOR should be defined for eachfare system offered by that agency or authority
Also, the summary reports produced by PT is generated foreach mode and operator
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; Operator numbers
OPERATOR NUMBER=1 LONGNAME="LOCAL BUSES" NAME="LB"
OPERATOR NUMBER=2 LONGNAME="EXPRESS BUSES" NAME="EB"
OPERATOR NUMBER=3 LONGNAME="BRT BUSES" NAME="BRT"
OPERATOR NUMBER=4 LONGNAME="RAIL" NAME="RL"
OPERATOR NUMBER=5 LONGNAME="COMMUTER RAIL" NAME="CR"
OPERATOR NUMBER=6 LONGNAME="TROLLEY" NAME="TRL"
OPERATOR NUMBER=7 LONGNAME=CIRCULATOR" NAME=CIR
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Keywords Description Values
NUMBER Fare System number --
NAME 14-character description --
LONGNAME 40-character description --
STRUCTURE Type of fare systemFREE (free), FLAT (flat),
ACCUMULATE (zone-based)
SAMEDetermine how the fare is produced forconsecutive legs using the same fare system
Not used if free; CUMULATIVE for
flat and zone-based
IBOARDFARE Initial boarding fare Not used if free; Appropriate faresfor flat & zone-basedFAREFROMFS
Transfer fare when transferring from otherFARESYSTEMs
FAREZONESName of the node variable in the network filecontaining the nodes fare zone number
NI.xxxxxx
Keyword Description
FLATTrip length is not relevant for this fare structure. Calculate fare fromIBOARDFARE and FAREFROMFS
DISTANCE Trip length is in-vehicle distance, measured in user-specified units (e.g., miles)
HILOW Trip length is the difference between the highest and lowest fare zones crossed
COUNT Trip length is a measure of the number of fare zones crossed
FROMTO Trip length is an attribute of the boarding and alighting fare zones
ACCUMULATE
Trip length is the number of fare zones crossed. Each fare zone has anassociated fare which is accumulated as the zone is traversed. This differs fromCOUNT, where the fare is calculated at the end of the leg or trip from the totalnumber of fare zones traversed
FREE Defines a NULL fare system; lines with such systems give free rides
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FARESYSTEM NUMBER=1 LONGNAME="Local Buses" NAME="LB" STRUCTURE=FLAT SAME=CUMULATIVE,
IBOARDFARE=1.50,FAREFROMFS=0.00,0.00,0.00,0.00,1.50,0.75
FARESYSTEM NUMBER=2 LONGNAME="Express Buses" NAME="EB" STRUCTURE=FLAT SAME=CUMULATIVE,IBOARDFARE=2.00,FAREFROMFS=0.50,0.00,0.00,0.00,2.00,1.25
FARESYSTEM NUMBER=3 LONGNAME=BRT Buses" NAME=BRT" STRUCTURE=FLAT SAME=CUMULATIVE,
IBOARDFARE=2.50,FAREFROMFS=1.00,0.50,0.00,0.00,2.50,1.75
FARESYSTEM NUMBER=4 LONGNAME="Commuter Rail" NAME="Rail" STRUCTURE=FLAT SAME=CUMULATIVE,IBOARDFARE=3.00,FAREFROMFS=1.50,1.00,0.50,0.00,3.00,2.25
FARESYSTEM NUMBER=5 LONGNAME=Streetcar" NAME=STR" STRUCTURE=FREE
FARESYSTEM NUMBER=6 LONGNAME=Circulator" NAME=CIR" STRUCTURE=FLAT SAME=CUMULATIVE,
IBOARDFARE=0.75,FAREFROMFS=0.00,0.00,0.00,0.00,0.75,0.00
Mapping in this example is doneusing OPERATOR numbers assignedto each LINE
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Zone 1
Zone 2
Zone 3
Zone 4
Zone 5
Zone 6
Number of
zones traveled
One-way fare
1 $2.00
2 $3.00
3 $4.00
4 $4.50
5 $5.00
6 $5.50
Source: http://www.tri-rail.com/
FARESYSTEM NUMBER=6 LONGNAME="TRIRAIL ZONE", NAME="TRIZONE",STRUCTURE=COUNT, FAREZONES=NI.FAREZONENUMBER,FARETABLE=1-2.00, 2-3.00,3-4.00, 4-4.50, 5-5.00, 6-5.50
Example (Tri-Rail):
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FARESYSTEM NUMBER=1, NAME=Trip Based,STRUCTURE=FROMTO,
FAREMATRIX=FMI.1.RailFare, FAREZONES=NI.FAREZONE
FARESYSTEM NUMBER=2 LONGNAME="ALL" NAME="ALL,STRUCTURE="DISTANCE",SAME=SEPARATE, FARETABLE=2.5,0.50, 4,0.60, 10,1.20, 15,1.50
INTERPOLATE=T
In the faretable defined above, a person traveling 8 miles pays a $1.00 fare.
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j
j
i
iC
CP
where the C represent costs of paths. The choice process is applied
to whole paths (rather than being applied at the point where discrete
paths divide, as in the headway based evaluation process)
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Stop node 1
Stop node 3
Stop node 2
Stop node 4
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REval Route(s) from Origin 1 to Destination 2
N: 1 Mode WaitA TimeA Actual B/XPen Percvd Dist Total Lines(weight)
-> 106 100 - 13.23 13.23 - 13.23 0.88 0.88
-> 141 2 8.67 10.00 31.90 0.00 23.32 7.04 7.92 Autobus 1(1.000)
-> 141 - - 0.00 31.90 - 23.32 0.00 7.92
-> 124 2 8.67 5.00 45.56 0.00 28.40 9.43 17.35 Autobus 2(1.000)
-> 124 - - 0.00 45.56 - 28.40 0.00 17.35
-> 162 2 8.67 10.00 64.23 0.00 38.49 6.84 24.19 Autobus 3(1.000)
-> 2 100 - 9.59 73.82 - 48.08 0.64 24.83
Mode TimeA Dist IWaitA XWaitA
2 25.00 23.31 8.67 17.33
100 22.82 1.52Probability=0.7242
N: 1 Mode WaitA TimeA Actual B/XPen Percvd Dist Total Lines(weight)
-> 106 100 - 13.23 13.23 - 13.23 0.88 0.88
-> 162 2 8.67 30.00 51.90 0.00 43.32 19.80 20.68 Autobus 1(1.000)
-> 2 100 - 9.59 61.49 - 52.91 0.64 21.32
Mode TimeA Dist IWaitA XWaitA
2 30.00 19.80 8.67 0.00
100 22.82 1.52
Probability=0.2758
Stop node 1
Stop node 3
Stop node 2
Stop node 4
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REval Route(s) from Origin 1 to Destination 2
N: 1 Mode WaitA TimeA Actual B/XPen Percvd Dist Total Dep Arr Lines
-> 106 100 - 13.23 13.23 - 13.23 0.88 0.88
-> 162 2 0.00 30.00 43.23 0.00 43.23 19.80 20.68 0600.0 0630.0 Autobus 1
-> 2 100 - 9.59 52.82 - 52.82 0.64 21.32
Mode TimeA Dist IWaitA XWaitA
2 30.00 19.80 0.00 0.00
100 22.82 1.52
Probability=0.0475
N: 1 Mode WaitA TimeA Actual B/XPen Percvd Dist Total Dep Arr Lines-> 106 100 - 13.23 13.23 - 13.23 0.88 0.88
-> 141 2 0.00 8.00 21.23 0.00 21.23 7.04 7.92 0600.0 0608.0 Autobus 1
-> 141 - - 0.00 21.23 - 21.23 0.00 7.92
-> 124 2 2.00 5.00 28.23 0.00 28.23 9.43 17.35 0610.0 0615.0 Autobus 2
-> 124 - - 0.00 28.23 - 28.23 0.00 17.35
-> 162 2 5.00 5.00 38.23 0.00 38.23 6.84 24.19 0620.0 0625.0 Autobus 3
-> 2 100 - 9.59 47.82 - 47.82 0.64 24.83
Mode TimeA Dist IWaitA XWaitA
2 18.00 23.31 0.00 7.00
100 22.82 1.52
Probability=0.0525
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REval Route(s) from Origin 1 to Destination 2
N: 1 Mode WaitA TimeA Actual B/XPen Percvd Dist Total Dep Arr Lines
-> 106 100 - 13.23 13.23 - 13.23 0.88 0.88
-> 162 2 0.00 30.00 43.23 0.00 43.23 19.80 20.68 0600.0 0630.0 Autobus 1
-> 2 100 - 9.59 52.82 - 52.82 0.64 21.32
Mode TimeA Dist IWaitA XWaitA
2 30.00 19.80 0.00 0.00
100 22.82 1.52
Probability=0.0523
N: 1 Mode WaitA TimeA Actual B/XPen Percvd Dist Total Dep Arr Lines-> 106 100 - 13.23 13.23 - 13.23 0.88 0.88
-> 141 2 0.00 8.00 21.23 0.00 21.23 7.04 7.92 0600.0 0608.0 Autobus 1
-> 141 - - 0.00 21.23 - 21.23 0.00 7.92
-> 124 2 7.00 5.00 33.23 0.00 33.23 9.43 17.35 0615.0 0620.0 Autobus 2
-> 124 - - 0.00 33.23 - 33.23 0.00 17.35
-> 162 2 10.00 5.00 48.23 0.00 48.23 6.84 24.19 0630.0 0635.0 Autobus 3
-> 2 100 - 9.59 57.82 - 57.82 0.64 24.83
Mode TimeA Dist IWaitA XWaitA
2 18.00 23.31 0.00 17.00
100 22.82 1.52
Probability=0.0477
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REval Route(s) from Origin 1 to Destination 2
N: 1 Mode WaitA TimeA Actual B/XPen Percvd Dist Total Dep Arr Lines
-> 106 100 - 13.23 13.23 - 13.23 0.88 0.88
-> 141 2 0.00 8.00 21.23 0.00 21.23 7.04 7.92 0600.0 0608.0 Autobus 1
-> 141 - - 0.00 21.23 - 21.23 0.00 7.92
-> 124 2 2.00 5.00 28.23 0.00 28.23 9.43 17.35 0610.0 0615.0 Autobus 2
-> 124 - - 0.00 28.23 - 28.23 0.00 17.35
-> 162 2 5.00 5.00 38.23 0.00 38.23 6.84 24.19 0620.0 0625.0 Autobus 3
-> 2 100 - 9.59 47.82 - 47.82 0.64 24.83
Mode TimeA Dist IWaitA XWaitA
2 18.00 23.31 0.00 7.00100 22.82 1.52
Probability=0.0196
N: 1 Mode WaitA TimeA Actual B/XPen Percvd Dist Total Dep Arr Lines
-> 106 100 - 13.23 13.23 - 13.23 0.88 0.88
-> 141 2 0.00 8.00 21.23 0.00 21.23 7.04 7.92 0620.0 0628.0 Autobus 1
-> 141 - - 0.00 21.23 - 21.23 0.00 7.92
-> 124 2 2.00 5.00 28.23 0.00 28.23 9.43 17.35 0630.0 0635.0 Autobus 2
-> 124 - - 0.00 28.23 - 28.23 0.00 17.35
-> 162 2 5.00 5.00 38.23 0.00 38.23 6.84 24.19 0640.0 0645.0 Autobus 3
-> 2 100 - 9.59 47.82 - 47.82 0.64 24.83
Mode TimeA Dist IWaitA XWaitA
2 18.00 23.31 0.00 7.00
100 22.82 1.52
Probability=0.0196
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REval Route(s) from Origin 1 to Destination 2
N: 1 Mode WaitA TimeA Actual B/XPen Percvd Dist Total Dep Arr Lines
-> 106 100 - 13.23 13.23 - 13.23 0.88 0.88
-> 162 2 0.00 20.00 33.23 0.00 33.23 19.80 20.68 0800.0 0820.0 Autobus 1
-> 2 100 - 9.59 42.82 - 42.82 0.64 21.32
Mode TimeA Dist IWaitA XWaitA
2 20.00 19.80 0.00 0.00
100 22.82 1.52
Probability=0.1138
N: 1 Mode WaitA TimeA Actual B/XPen Percvd Dist Total Dep Arr Lines
-> 106 100 - 13.23 13.23 - 13.23 0.88 0.88
-> 141 2 0.00 10.00 23.23 0.00 23.23 7.04 7.92 0800.0 0810.0 Autobus 1
-> 141 - - 0.00 23.23 - 23.23 0.00 7.92
-> 124 2 2.00 5.00 30.23 0.00 30.23 9.43 17.35 0812.0 0817.0 Autobus 2
-> 124 - - 0.00 30.23 - 30.23 0.00 17.35
-> 162 2 3.00 5.00 38.23 0.00 38.23 6.84 24.19 0820.0 0825.0 Autobus 3
-> 2 100 - 9.59 47.82 - 47.82 0.64 24.83
Mode TimeA Dist IWaitA XWaitA
2 20.00 23.31 0.00 5.00
100 22.82 1.52
Probability=0.1019
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FILEI NETI=HR0022_opk.DAT
PAR listinput = N
READ FILE = AE00BUS.LIN
READ FILE = FARE_TPP.LIN
READ FILE = HR00WALK.LIN
FILEI NETI=HR0022_opk.DAT
LINEI = AE00BUS_PT.LIN,LIST=N
NTLEGI = HR00WALK.NTL
FAREI = FARE_PT.FARFACTORI = FACTOR.FAC
SYSTEMI = SYSTEM.PTS
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LINK NODES=4074-4080,dist=95,speed=35
LINE, NAME=HRT73,MODE=1,FREQ[1]=60,FREQ[2]=60,
N=4144,4143,-4176
;LINK NODES=4074-4080,dist=95,speed=35
LINE, NAME=HRT73,MODE=1,HEADWAY[1]=60,HEADWAY[2]=60,
N=4144,4143,-4176
FAREXFARE[15]=150,125,50,75,4*0,150,7*0
FAREXFARE[16]=150,125,50,75,4*0,150,7*0
FARE XFARE[1]=9*0
FARE XFARE[2]=50,8*10
FARE XFARE[3]=9*100
FARE XFARE[4]=9*75
FARE XFARE[5]=3*150,75,0,4*150
;In FAREI
FARESYSTEM NUMBER=1,
STRUCTURE=FLAT,
IBOARDFARE=150,
FAREFROMFS=0,50,100,75,150,0
;In FACTORI
FARESYSTEM=1, MODE=1
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SUPPLINK N=59-2592MODE=16 DIST=129SPEED=3 ONEWAY=N
NT LEG=59-2592MODE=16 DIST=129SPEED=3 ONEWAY=N
mato = WBUS00OP.TEM
nodeo = WBUS00OP_node.DBF
linko = WBUS00OP_link.DBF
supporto =
WBUS00OP_supp.DATONEWAY = N FIXED = Y
mato = WBUS00OP.TEM,
MO=1-11,
NAME=
RIDE_T,WAIT_T,WALK_T,FARE,
TRTB_T,PENT_T,TRTT_T,EXP_T,
DIST,BOARDSneto = wbus00op.net
linko = wbus00op_link.dbf
ntlego = wbus00op_ntleg.dat,NET=O
routeo = wbus00op.rte
REPORTO = wbus00op.prn
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PHASE1 HWYTIME = TRAN
freqperiod = 2
walkspeed = 3.0
maxpathtime = 250
useruntime = Y
TRANTIME=LI.TRAN
HDWAYPERIOD=2
;see GENERATE
;in FACTORS:
RECOSTMAX=250
ZONEACCESS generate=Y,maxdist=10*75,maxstops=10*6, mode=16
SELECT accessmodes = 16
PHASE=DATAPREP
GENERATE,COST=LI.DISTANCE,
MAXCOST=10*75,MAXNTLEGS=10*6,NTLEGMODE=16
ENDPHASE
;In FACTORI:
DELACCESSMODE=15
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boardpen[2]=
5.3,6.9,7.6,8.2,8.6
iwaitfac[1] = 10 * 2.0
xwaitfac[1] = 10 * 2.0
modefac[1] = 3 * 1.0
modefac[4] = 1 * 1.5
modefac[5] = 1 * 1.0
modefac[6] = 1 * 1.5, 4 * 1.0
modefac[11] = 6 * 1.5
nox[16][16] = y
BRDPEN=5.3,6.9,7.6,8.2,8.6
WAITFACTOR=2.0, NODES=1481-8807
RUNFACTOR=3*1.0,1.5,1.0,1.5,4*1.0,6*1.5
MATRICES NAME=
RIDE_T,WAIT_T,WALK_T,FARE,TRTB_T,PENT_T,
TRTT_T,EXP_T,DIST,BOARDS,
MW[1]=TIME(1,2,3,4,5,6,7,8,9,10),
MW[2]=IWAIT,
MW[3]=TIME(16),
MW[4]=XFARE,
MW[5]=TIME(1,5),
MW[6]=TIME(2),MW[7]=TIME(3),
MW[8]=TIME(9),
MW[9]=DIST(0),
MW[10]=BOARDS,
mw[12]=xwait(1),
mw[13]=xwait(2),
mw[14]=xwait(3),
mw[15]=xwait(9)
PHASE=SKIMIJ
MW[1]=TIMEA(0,TMODES),
MW[2]=IWAITA(0),
MW[3]=TIMEA(0,16),
MW[4]=FAREA(0,TMODES),
MW[5]=TIMEA(0,1,5),
MW[6]=TIMEA(0,2),MW[7]=TIMEA(0,3),
MW[8]=TIMEA(0,9),
MW[9]=DIST(0,ALLMODES),
MW[10]=BRDINGS(0,TMODES),
mw[11]=xwaitA(0)
ENDPHASE
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REPORT lines = Name,Modelinestring = '*'
REPORT linevol = Y,
linesort = Y
REPORT LINES=T,SORT=Name,Mode
REPORT LINEVOLS=T
318
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320
Cube Analyst - Matrix Optimization Estimation and updating of trip matrices
Uses a maximum likelihood estimator
Explicit use of quality weights in the
estimation
Provides great control on the estimation
Represents the reality of observed data
Data types Counts
Trip ends
Partial matrices
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